p68r Afm Nor10.707-30c Updated Rev 46

PILOT’S OPERATING HANDBOOK
AND
AIRPLANE FLIGHT MANUAL
P.68R
NOR10.707-30C
(Applicable from and including S/N 453)
FIRST ISSUE
(10 June 2010)
Serial No. __________________________
Registration Marks ___________________
Type Certificate No. __________________
Configuration:
STD RANGE………………………………..
LONG RANGE……………………………..
Approved under the Authority of DOA EASA.21J.009

with No. AS-AFM/10/029 on 14 June 2010
FOR U.S. REGISTERED AIRCRAFT, THIS MANUAL IS APPROVED

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

TIMES.
Rev. 17
DATE: 22 July 2013
Published by
Vulcanair S.p.A.
A.F.M. P/N NOR10.707- 30C
P.68R
APPLICABILITY
Application of this Manual is limited to the specific Vulcanair P.68R
model aircraft designated by serial number and registration on the face of the
title page.
This handbook cannot be used for operational purposes unless kept in
a current status.
REVISIONS
The information contained in the Flight Manual will be kept current

by revisions distributed to the airplane owners.
Revision material will consist of information necessary to update the
text of the present Manual and/or add information to cover added airplane
equipment.
Whenever necessary, revisions will be distributed as complete page
replacements or additions, and shall be inserted into the handbook in
accordance with the instructions given below.
(a) Revised pages will replace only pages with the same page
number.
(b) Insert all additional pages in proper numerical order within each
section.
(c) Page number followed by a small letter shall be inserted in direct
sequence with the same common numbered page.
Revised text and illustrations shall be indicated by a black vertical line
along the outer margin of the page, opposite revised, added or deleted
material. Revised or added pages will only be identified by the revision
number at the bottom of the page.
Black lines will indicate only current revisions with changes and
additions to or deletions of existing text and illustrations.
Changes in capitalization, spelling, punctuation or the physical
location of material on a page will not be identified.
DATE: 10 June 2010 i

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

REVISED PAGES DATED
No.
No. Dated
08 Sep. EASA No. 01 Oct.
1 2-7
2010 10032018 2010
Suppl. X :
2 pages 1 ; 3 12 Sep. EASA No. 05 Oct.
Suppl. X/2: 2010 10032058 2010
pages 1 ; 3
Under Authority
7-28; of DOA No.
18 Oct.
EASA.21J.009
8-ii; 2010
18 Oct. with No.
3 AS-AFM/10/046
2010
3-9;
EASA No. 25 Nov.
Added
10032716 2010
Supplement AE
Under Authority
7-6; 7-7; 7-8; 7-20 of DOA No.
25 Nov. 25 Nov.
4 Suppl. X: page 32 EASA.21J.009
2010 2010
Suppl. X/2: page 33 with No.
AS-AFM/10/049
7-6; 7-7; 7-8; 7-19; Under Authority

7-20; 7-21; 7-22; 7- of DOA No.
01 Dec 01 Dec
5 23; 7-25; 7-26; 7-28 EASA.21J.009
2010 2010
with No.
Suppl. AE : page 1
AS-AFM/10/051
Under Authority
of DOA No.
19 Jan. 27 Jan.
6 7-19 EASA.21J.009
2011 2011
with No.
AS-AFM/11/005
Rev. 6
ii DATE: 19 January 2011
A.F.M. P/N NOR10.707- 30C
P.68R
LOG OF REVISIONS (Cont.)
REV. REF. APPROVAL

REVISED PAGES DATED
No.
No. Dated
7-6; 7-7; 7-8; 8ii;
Under Authority
Added of DOA No.
04 Mar. 04 Mar.
7 pages iia; iib; EASA.21J.009
2011 2011
Added with No.
Supplement AG AS-AFM/11/010
Under Authority
of DOA No.
22 July 22 July
8 7-21 EASA.21J.009
2011 2011
with No.
AS-AFM/11/019
Under Authority
of DOA No.
7-26 ; 7-27 ; 7-28 ; EASA.21J.009
7-29 ; 8-ii 19 July with No. 09 Sep.
9
2011 AS-AFM/11/025 2011
Added EASA No.

Supplement AF 10036422
Under Authority
of DOA No.
12 Sep. 14 Sep.
10 7-19 ; 7-22 ; 7-23 EASA.21J.009
2011 2011
with No.
AS-AFM/11/030
Under Authority
8-i ; of DOA No.
16 Sep. 16 Sep.
11 Added EASA.21J.009
2011 2011
Supplement D/1 with No.
AS-AFM/11/028
Rev. 11
DATE: 16 September 2011 iia
A.F.M. P/N NOR10.707-30C
P.68R
REV. REF. APPROVAL

REVISED PAGES DATED
No.
No. Dated
8-ii;
Under Authority
Supplement AF: pages
of DOA No.
62; 63; 64; 65; 90; 92; 16 Jan. 19 Jan.
12 EASA.21J.009
93; 94; 2012 2012
with No.
Added AS-AFM/12/005
Supplement AH
Added EASA No. 21 Feb.
Supplement AI 10038487 2012
8-ii; 19 Jan. Under Authority
13 of DOA No.
Supplement AF: pages 2012 06 Mar.
75; 90; 93; 94; 95; 96; EASA.21J.009
2012
97; 99; with No.
added pages : 75a ; 75b AS-AFM/12/011
Under Authority
of DOA No.
Supplement AF: 11 May 11 May
14 EASA.21J.009
pages 75-78-90-94-99 2012 2012
with No.
AS-AFM/12/026
Under Authority
8-ii ; of DOA No.
25 Sep. 25 Sep.
2012 2012
Supplement Z with No.
AS-AFM/12/035
Under Authority
7-20 ; 7-21 ; of DOA No.
20 Mar. 20 Mar.
16 Supplement AF: EASA.21J.009
2013 2013
pages 39; 40; 41; 90 with No.
AS-AFM/13/005
Rev. 16
iib DATE: 20 March 2013
A.F.M. P/N NOR10.707- 30C
P.68R
REV. REF. APPROVAL

REVISED PAGES DATED
No.
No. Dated
Cover ; 4-26; 7-13; Under Authority
7-14; 7-15; 7-16; 7-19; of DOA No.
7-20; 7-21; 22 July 22 July
17 EASA.21J.009
Suppl. AF: page 90; 2013 2013
with No.
Added pages: iic; iid AS-AFM/13/009
FAA approved
iii; pages [ref. ELOS
02 Sep. 02 Sep.
18 Added pages: Memo No. ACE-
2013 2013
2-23; 2-24; 3-19; 3-20 13-10 dated 13
August 2013]
iii; 3-17; 3-18; 7-5;
Added pages:
3-18a ; 3-18b Under Authority
of DOA No.
Suppl. AF: 09 Oct. 09 Oct.
19 EASA.21J.009
pages 75b; 89; 90; 91; 2013 2013
with No.
92; 95; 96 AS-AFM/13/017
Suppl. AF:
added pages: 75c; 75d
8-ii;
CAAC Approval 26 Feb.
Added 2014
Supplement Z/1
iii; 29 Oct.
20 Under Authority
2013
Suppl. AF: of DOA No.
pages 93; 95; 96; 13 Nov.
EASA.21J.009
2013
Added pages: with No.
8-iii; 8-iv AS-AFM/13/022
Rev. 23
DATE: 10 July 2014 iic
A.F.M. P/N NOR10.707-30C
P.68R

REV. REF. APPROVAL
REVISED PAGES DATED
No. No. Dated
Under Authority
8-ii; 8-iii; of DOA No.
25 Nov. 25 Nov.
2013 2013
Supplement Z/2 with No.
AS-AFM/13/031
iii; 2-18; 2-19; 2-20;
02 Dec. EASA No. 24 Jan.
22 2-21; 2-22; 3-17; 3-18;
2013 10047853 2014
3-18a; 3-18b
Typing error: Revision 23 to AFM

2-17; ref. NOR10.707-30C is
10 July approved under the 10 July
23 Supplement AF: 2014 authority of DOA ref. 2014
pages 56; 63; 64; 65; 93; EASA.21J.009 with
94; 95; 96 AS-AFM/14/009
Revision 24 to AFM
ref. NOR10.707-30C is
Supplement AF: page 90; 13 Feb. approved under the 13 Feb.
24
added pages: 46a; 46b 2015 authority of DOA ref. 2015
EASA.21J.009 with
AS-AFM/15/005
8-ii; 8-iii;
Supplement AF:
16 Feb. 31 Mar.
25 Complete reprint; EASA No. 10052822
2015 2015
Added
Supplement AJ
8-iii; Revision 26 to AFM

Supplement AF:
18 Mar. approved under the 20 Mar.
26 pages 68; 77;
2015 authority of DOA ref. 2015
Added EASA.21J.009 with
Supplement AK AS-AFM/15/013
iii; 8-i; Revision 27 to AFM

Section 5: Complete
23 Apr. approved under the 27 Apr.
27 reprint;
Supplement F : Complete EASA.21J.009 with
reprint AS-AFM/15/016
Rev. 27
iid DATE: 23 April 2015
A.F.M. P/N NOR10.707- 30C
P.68R

REV. REF. APPROVAL
REVISED PAGES DATED
No. No. Dated
Added pages iie; iif
Supplement AF:
pages 44; 46; 47; 48; 52;
53; 60; 61; 62; 66; 67; 68; 16 Dec. 29 Mar.
28 EASA No. 10057606
71; 72; 73; 74; 91; 92; 2015 2016
added pages: 57a; 57b;
57c; 57d; 67a; 67b; 91a;
91b; 92a; 92b
Revision 29 to AFM
Supplement AF:
26 Feb. approved under the 01 Mar.
29 page 92b;
added pages: 92c; 92d
EASA.21J.009 with
AS-AFM/16/003
Revision 30 to AFM
Supplement AF: 04 July approved under the 04 July
30
pages 44; 62; 91; 91a 2016 authority of DOA ref. 2016
EASA.21J.009 with
AS-AFM/16/012
Supplement AF:
27 July 14 Oct.
31 pages 13; 21; 60; EASA No. 10059780
2016 2016
added pages: 57e; 57f
7-2; 7-3; 8-iii; Revision 32 to AFM

Supplement AF:
01 Sep. approved under the 05 Sep.
32 pages 46; 47; 67a
Added EASA.21J.009 with
Supplement AM AS-AFM/16/020
Revision 33 to AFM
Supplement AF: ref. NOR10.707-30C is
pages 67a; 67b 13 Dec. approved under the 19 Dec.
33
Supplement AM 2016 authority of DOA ref. 2016
page 3 EASA.21J.009 with
AS-AFM/16/026
Rev. 33
DATE: 13 December 2016 iie
A.F.M. P/N NOR10.707-30C
P.68R

REV. REF. APPROVAL
REVISED PAGES DATED
No. No. Dated
Revision 34 to AFM
Supplement AJ 17 Feb. approved under the 17 Feb.
34
page 10 2017 authority of DOA ref. 2017
EASA.21J.009 with
AS-AFM/17/005
iii; 1-1; 1-2; 1-7; 2-2 (typing
error); 4-5; 4-12; from 4-15 to
4-18; 4-20; 5-16; 6-4; 6-5; 6-10;
6-11; 7-ii; from 7-1 to 7-7; 7-13;
7-14; 7-19; 7-20; 7-24; 7-25;
from 7-27 to 7-34; 7-36; 8-i;
Added pages:
7-23a; 7-23b; 7-25a; 7-25b;
7-34a; 7-34b; Revision 35 to AFM
Suppl. B: Complete reprint ref. NOR10.707-30C is
Suppl. D/1: Complete reprint 14 Sep. approved under the 29 Sep.
35
Suppl. D/2: pages 1; 27; 41; EASA.21J.009 with
49; 52 AS-AFM/17/016
Suppl. Q/1: Complete reprint
Suppl. R/1: Complete reprint
Suppl. AE: page 1
Suppl. AF: pages 1; 10; 24;
42; 57f; 67a; 92a
Suppl. AJ: pages 1; 5; 9; 10
Deleted Suppl: E, G/3, Q
Revision 36 to AFM
8-iii; ref. NOR10.707-30C is
27 Oct. approved under the 27 Oct.
36 Added 2017 authority of DOA ref. 2017
Supplement AN (reserved) EASA.21J.009 with
AS-AFM/17/018
Revision 37 to AFM
22 Nov. approved under the 22 Nov.
37 5-34
EASA.21J.009 with
AS-AFM/17/019
Rev. 37
iif DATE: 22 November 2017
A.F.M. P/N NOR10.707- 30C
P.68R

REV. REF. APPROVAL
REVISED PAGES DATED
No. No. Dated
3-7; 4-23;
Revision 38 to AFM
Added pages: ref. NOR10.707-30C is
iig; iih; 30 Jan. approved under the 31 Jan.
38
Suppl. AF: pages 31; 32; 35; 2018 authority of DOA ref. 2018
36; 91b; 92; 92b EASA.21J.009 with
AS-AFM/18/001
Suppl. AM: page 3
Revision 39 to AFM
15 Feb. approved under the 19 Feb.
39 Suppl. AF: pages 34; 35; 36
EASA.21J.009 with
AS-AFM/18/002
Revision 40 to AFM
16 Apr. approved under the 19 Apr.
40 Suppl. AF: pages 8; 29; 30
EASA.21J.009 with
AS-AFM/18/005
Supplement AF: Revision 41 to AFM

pages 31; 32; 48; 49; 63; 64; ref. NOR10.707-30C is
65; 69; 70; 18 June approved under the 18 June
41
Supplement AJ: EASA.21J.009 with
pages from 4 to 7; 10 AS-AFM/18/008
4-22;
Suppl. B: pages 6; 7; Revision 42 to AFM
Suppl. D/1: page 4;
30 July approved under the 31 July
42 Suppl. AC: page 9; 2018 authority of DOA ref. 2018
Suppl. AF: EASA.21J.009 with
pages 9; 10; 11; 71; 72; 77; AS-AFM/18/016
added pages: 71a; 71b
Revision 43 to AFM
28 Aug approved under the 28 Aug
43 Suppl. AF: pages 57a; 57b
EASA.21J.009 with
AS-AFM/18/021
Rev. 43
DATE: 28 August 2018 iig
A.F.M. P/N NOR10.707-30C
P.68R

REV. REF. APPROVAL
REVISED PAGES DATED
No. No. Dated
2-11; 2-15; 2-16; 2-17; 2-18;
2-19; 2-20; 2-22; 3-2; 3-7; Revision 44 to AFM
3-8; 3-15; 3-16; 4-19; 4-21; ref. NOR10.707-30C is
4-22; 4-24; 4-25; 16 Nov. approved under the 21 Nov.
44
Suppl. AF:
EASA.21J.009 with
pages 11; 18; 21; 71a; 77;
AS-AFM/18/025
Suppl. AJ: page 10
Revision 45 to AFM
04 June approved under the 04 June
45 Suppl. AJ: page 10 2019 authority of DOA ref. 2019
EASA.21J.009 with
AS-AFM/19/005
Revision 46 to AFM
2-6; 2-17; 4-20; ref. NOR10.707-30C is
Suppl. X: page 4; 01 Oct. approved under the 08 Oct.
46
Suppl. X/2: page 4; 2019 authority of DOA ref. 2019
EASA.21J.009 with
Suppl. AF: page 5 AS-AFM/19/011
Rev. 46
iih DATE: 01 October 2019
A.F.M. P/N NOR10.707- 30C
P.68R
TABLE OF CONTENTS
SECTION TITLE LIST OF EFFECTIVE PAGES
1 GENERAL 1-i, 1-ii

and
1-1 through 1-16
2 OPERATING LIMITATIONS 2-i, 2-ii
and
2-1 through 2-24
3 EMERGENCY PROCEDURES 3-i, 3-ii
and
3-1 through 3-20
plus 3-18a; 3-18b
4 NORMAL PROCEDURES 4-i, 4-ii
and
4-1 through 4-26
5 PERFORMANCE 5-i, 5-ii
and
5-1 through 5-34
6 WEIGHT & BALANCE 6-i, 6-ii
and
6-1 through 6-12
7 SYSTEMS DESCRIPTION AND 7-i, 7-ii
OPERATION and
7-1 through 7-36
plus 7-23a; 7-23b; 7-25a;
7-25b; 7-34a; 7-34b
8 SUPPLEMENTS 8-i through 8-iv,
8-1, 8-2
and Supplements of
installed equipment
Rev. 35
DATE: 14 September 2017 iii
A.F.M. P/N NOR10.707-30C
P.68R
This Page Intentionally Left Blank
iv DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 1
P.68R GENERAL
SECTION 1
GENERAL
TABLE OF CONTENTS
PARAGRAPH PAGE
1.1 INTRODUCTION 1-1

1.2 ASSOCIATED PUBLICATIONS 1-1
1.3 ENGINES 1-2
1.4 PROPELLERS 1-2
1.5 FUEL 1-3
1.6 OIL 1-3
1.7 WEIGHTS 1-4
1.8 DIMENSIONS AND AREAS 1-5
1.9 SYMBOLS, ABBREVIATIONS AND 1-9
TERMINOLOGY
1.10 UNIT CONVERSION CHART 1-16
DATE: 10 June 2010 1-i

A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
1-ii DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 1
P.68R GENERAL
SECTION 1
GENERAL
1.1 INTRODUCTION
Vulcanair P.68R is a twin engine, high wing monoplane aircraft with a
hydraulically actuated retractable tricycle landing gear.
It is an updated version of the Partenavia P.68R aircraft.
Differences between the basic Partenavia P.68R and the new Vulcanair
P.68R are mainly: increased fuel tank capacity (total capacity of 538 lt),
forward crew/emergency door and updated avionics.
From s/n 453 onwards, Vulcanair P.68R has increased its MTOW up to 2063 kg.
Section 1 of this handbook presents basic aircraft data and general
information which will be of value to the user.
1.2 ASSOCIATED PUBLICATIONS

Useful publications relating to equipment are listed below for the
convenience of the user:
(a) P.68R Maintenance Manual p/n AMM10.702-3 and its Supplements
(b) LYCOMING ENGINES IO-360-A1B6 Engine Operator's Manual
(FAA Approved Manual p/n 60297-12)
(c) HARTZELL Propeller Owner's Manual (FAA Approved Manual 115N)
(d) GARMIN G950 Vulcanair P68 Pilot’s Guide (FAA Approved Manual p/n
190-01325-00 for aircraft up to s/n 486 and p/n 190-01325-01 for aircraft
from s/n 487)
(e) GARMIN G950 Vulcanair P68 Cockpit Reference Guide (FAA
Approved Manual p/n 190-01326-00 for aircraft up to s/n 486 and p/n 190-
01326-01 for aircraft from s/n 487)
(f) S-TEC “Pilot’s Operating Handbook Fifty Five X” p/n 87109 and, if
applicable, S-TEC “Altitude Selector/Alerter p/n 01279 Pilot’s
Operating Handbook” p/n 87110
(g) MidContinent SAM MD-302 Pilot’s Guide (FAA Approved Manual p/n
9017846)
(h) Operating Instructions for Navigation and Communication installations,
as published by the relevant equipment manufacturers
Rev. 35
DATE: 14 September 2017 1-1
A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
1.3 ENGINES
(a) Number of Engines 2
(b) Engine Manufacturer Lycoming Engines
(c) Engine Model Number IO-360-A1B6
(d) Rated Horsepower (BHP) 200
(e) Propeller Speed (RPM) 2700

(f) Engine Type Four cylinder, direct drive
horizontally opposed, air
cooled, fuel-injected, 361
cubic-inch displacement
1.4 PROPELLERS
(a) Number of Propellers 2
(b) Propeller Manufacturer Hartzell Propeller Inc.
(c) Blade Model FC7666A-4
(d) Number of Blades 2
(e) Hub Model HC-C2YK-2C( )F
(f) Propeller Diameter (in/m) 72 / 1.829
(g) Propeller Type Constant speed, fully

feathering, non-reversible,
hydraulically operated
Rev. 35
1-2 DATE: 14 September 2017
A.F.M. P/N NOR10.707-30C
Section 1
P.68R GENERAL
1.5 FUEL
(a) Total and usable fuel
FUEL TABLE
TOTAL FUEL USABLE FUEL

SYSTEM
CAPACITY
U.S. gals lt U.S. lt

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

Isopropyl alcohol may be added to
the fuel supply in quantities not to
exceed 1% of the total. Refer to
the latest edition of Lycoming S.I.
No. 1070.
1.6 OIL
(a) Oil Sump Capacity (each engine) 2 / 7.6
(U.S. gal/lt)
(b) Usable Oil (each engine) 1.5 / 5.7
(U.S. gal/lt)
(c) Oil Specification Refer to latest FAA
Approved revision of
Lycoming Spec. No. 301 and
Lycoming Service
Instruction 1014
DATE: 10 June 2010 1-3

A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
1.7 WEIGHTS
lb kg
(a) Maximum Takeoff Weight 4548 2063
(b) Maximum Landing Weight 4321 1960
Maximum Weight in Baggage

(c) 400 181
Compartment at 1.542 m aft of datum
(d) Maximum Zero Fuel Weight 4321 1960
1-4 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 1
P.68R GENERAL
1.8 DIMENSIONS AND AREAS

A three view illustration, showing the principal dimensions of the
Aircraft, appears in Fig. 1-1.
The following table shows the area values.
AREA
m2 ft2
(GROSS)
Wing 18.60 200.21
Wing Flaps 2.42 25.83
Ailerons 1.76 18.95
Fin & Rudder 2.03 21.85
Stabilator 3.85 41.44
DATE: 10 June 2010 1-5

A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
Figure 1-1
THREE VIEW
1-6 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 1
P.68R GENERAL
Figure 1-2
CABIN, BAGGAGE COMPARTMENT AND ENTRY DIMENSIONS
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
1-8 DATE: 10 June 2010

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

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

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

"Knots".
IAS Indicated Airspeed is the speed of an

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

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

airplane relative to undisturbed air
which is the CAS corrected for altitude,
temperature and compressibility.
KTAS True Airspeed expressed in "Knots".
DATE: 10 June 2010 1-9

A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
VA Maneuvering Speed is the maximum

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

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

It is the maximum operating speed for
landing gear retraction.
VLO (Extension) Maximum Gear Extension Speed.
It is the maximum demonstrated speed for
landing gear extension.
VLE Maximum Gear Extended Speed.
It is the maximum demonstrated speed to
fly the aircraft with the landing gear in
extended and locked position.
VMCA Air Minimum Control Speed is the
minimum flight speed at which the
aircraft is directionally controllable as
determined in accordance with
Certification Regulations. Aircraft
certification conditions include: one
engine becoming inoperative and wind
milling; not more than a 5° bank towards
the operative engine; takeoff power on
operative engine; flaps in takeoff position
and most rearward C.G.
1-10 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 1
P.68R GENERAL
VNO Maximum Structural Cruising Speed is

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

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

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

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

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

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

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

before, the screen height of 50 feet is
reached.
DATE: 10 June 2010 1-11

A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
(b) Meteorological Terminology
ISA International Standard Atmosphere in

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

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

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

variables on the charts of this handbook
are to be understood as the headwind or
tailwind components of the reported
winds.
1-12 DATE: 10 June 2010

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

delivered at the propeller shaft.
MAXIMUM Maximum power permissible for

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

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

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

DISTANCE aircraft to a specified speed and,
assuming failure of an engine at the
instant that speed is attained, to bring
the aircraft to a complete stop.
DATE: 10 June 2010 1-13

A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
(e) Weight and Balance Terminology
REFERENCE An imaginary vertical plane from which

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

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

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

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

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

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

been completed in accordance with
certification regulations.
1-14 DATE: 10 June 2010

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

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

baggage.
USEFUL PAYLOAD Difference between Maximum Zero

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

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

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

FUEL WEIGHT
DATE: 10 June 2010 1-15

A.F.M. P/N NOR10.707-30C
Section 1
GENERAL P.68R
1.10 UNIT CONVERSION CHART
1-16 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 2
P.68R OPERATING LIMITATIONS
SECTION 2
OPERATING LIMITATIONS
TABLE OF CONTENTS
PARAGRAPH PAGE
2.1 GENERAL 2-1
2.2 AIRSPEED LIMITATIONS 2-2
2.3 AIRSPEED INDICATOR MARKINGS 2-3
2.4 POWERPLANT LIMITATIONS 2-4
2.5 POWERPLANT INSTRUMENT MARKINGS 2-6
2.6 SYSTEM INSTRUMENT MARKINGS 2-7
2.7 WEIGHT LIMITS 2-8
2.8 CENTER OF GRAVITY LIMITS 2-8
2.9 MANOEUVRE LIMITS 2-9
2.10 FLIGHT MANOEUVRE LOAD FACTOR LIMITS 2-10
2.11 CREW LIMITS 2-10
2.12 TYPE OF OPERATION LIMITS 2-10
2.13 FUEL LIMITATIONS 2-12

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

A.F.M. P/N NOR10.707-30C
Section 2
SECTION 2
OPERATING LIMITATIONS
2.1 GENERAL
Section 2 of this Manual presents the aircraft operating limitations,
the significance of these limitations, instrument markings, colour coding and
the basic placards necessary for safe operation of the aircraft, its powerplant,
standard systems, and standard equipment.
NOTE
Refer to Section 8 of this Flight Manual for
amended operating limitations, operating
procedures, performance data and other
necessary information for aircraft equipped
with specific options.
DATE: 10 June 2010 2-1

A.F.M. P/N NOR10.707-30C
Section 2
2.2 AIRSPEED LIMITATIONS

SPEED KCAS KIAS
Design Manoeuvring Speed (VA).
Do not make full or abrupt control movements above
this speed.
1500kg (3307lbs) 108 111
2063kg (4548lbs) 127 130
NOTE
Linear interpolation may be used for intermediate gross weight.
Maximum Flaps Extended Speed (VFE).

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

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

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

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

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

Do not exceed this speed with landing gear extended.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 2
2.3 AIRSPEED INDICATOR MARKINGS
MARKINGS KIAS
White Arc
(Full Flaps operating range, lower limit is
maximum weight stalling speed in landing
configuration. Upper limit is maximum speed
permissible with flaps extended). 61 to 103
Lower Red Radial Line
(Air Minimum Control Speed) 62
Blue Radial Line
(One engine inoperative best rate of climb
speed). 88
Green Arc
(Normal Operating Range. Lower limit is
maximum weight stalling speed with flaps and
landing gear retracted. Upper limit is
maximum structural cruising speed). 67 to 161
Yellow Arc
(Caution Range. Operation must be conducted
with caution and only in smooth air). 161 to 201
Upper Red Radial Line
(Maximum Speed for all operations) 201
CROSSWIND
The maximum demonstrated crosswind velocity for take off and landing is
25 kts.
DATE: 10 June 2010 2-3

A.F.M. P/N NOR10.707-30C
Section 2
2.4 POWERPLANT LIMITATIONS
(a) Number of Engines 2
(b) Engine Manufacturer Textron Lycoming
(c) Engine Model Number IO-360-A1B6
(d) Engine Operating Limits

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

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

of no more than 1% by volume of the total fuel quantity.
NOTE
Avoid rapid taxi turns before takeoff or excessive
nose up attitude with ¼ fuel or less in each tank
2-4 DATE: 10 June 2010

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

Usable Oil (each engine) 5.7 lt
(g) Propellers
(1) Number of Propellers 2
(2) Number of blades (per propeller) 2
(3) Propeller Manufacturer Hartzell Propeller Inc.
(4) Propeller Hub Model HC-C2YK-2C( )F
(5) Propeller Blade Model FC 7666A-4
(6) Propeller Diameter 72"; 1.829 mt.
(No reduction permitted)
Propeller Blade Angle Range (at 30"
(7) sta.)
- Low Pitch 14.2° +/- 0.2°
- Feather 81.2° +/- 0.3°
(8) Propeller RPM limit 2700
DATE: 10 June 2010 2-5

A.F.M. P/N NOR10.707-30C
Section 2
2.5 POWERPLANT INSTRUMENT MARKINGS

(a) Cylinder Head Temperature
Green range (Normal Operating Range) 200 – 439° F
Yellow range (Caution Range) 440 – 475° F
Red Line (Maximum) 475° F
(b) Fuel Pressure
Red range (Minimum) 14 PSI
Yellow line (Caution Range) 15 PSI
Green range (Normal Operating Range) 16 – 30 PSI
Yellow range (Caution Range) 31 – 35 PSI
Red line (Maximum) 36 PSI
(c) Tachometer
Green range (Normal Operating Range) 550 – 2700 RPM
Red line (Maximum) 2700 RPM
(d) Oil Pressure
Red line (Minimum) 25 PSI
Yellow range (Minimum Caution Range) 26 – 59 PSI
Green range (Normal Operating Range) 60 – 86 PSI
Yellow range (Caution Range) 87 – 90 PSI
Red line (Maximum) 90 PSI
(e) Oil Temperature
Yellow range (Caution Range) 225 – 245° F
Red line (Maximum) 245° F
(f) Exhaust Gas Temperature
[This represents the recommended range for
maximum powerplant service life. It does not
represent an operating limitation to the use of
EGT values out of the green range]
(g) Manifold Pressure
Green range (Normal Operating Range) 10 – 32 in/Hg
Yellow range Not Used
Red range Not Used
Rev. 46
2-6 DATE: 01 October 2019
A.F.M. P/N NOR10.707-30C
Section 2
2.6 SYSTEM INSTRUMENT MARKINGS
(h) Fuel Flow

Green range (Normal Operating Range) 0 – 22 GPH
Yellow range Not Used
Red range Not Used
(i) Pneumatic Suction Gauge (if installed)
Normal Operating Range 4.5 to 5.8” Hg
Rev. 1
A.F.M. P/N NOR10.707-30C
Section 2
2.7 WEIGHT LIMITS

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

(Refer to Figure 2-1)
(a) Rearward Limits:
0.526 m (20.7 inches) aft of datum at all weights.
(b) Forward Limits:
0.344 m (13.5 inches) aft of datum at Maximum Takeoff weight
of 2063 kg (4548 pounds).
0.259 m (10.2 inches) aft of datum at 1600 kg (3527 pounds) or
less.
Linear variation between given points.
NOTE
The datum line is tangent to the wing leading edge.
NOTE
Changes in center of gravity position due to
landing gears extension/retraction are
negligible.
2-8 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 2
12,90% 17,90% 22,90% 27,90% 32,90%

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

This is a normal category aircraft.
Aerobatic maneuvers, including spins, are prohibited.
At speeds in excess of the maneuvering speed (see para. 2.2), the
controls must not be fully or abruptly deflected.
DATE: 10 June 2010 2-9

A.F.M. P/N NOR10.707-30C
Section 2
2.10 FLIGHT MANOEUVRE LOAD FACTOR LIMITS
(a) Positive Load Factor (Flaps Up – 0°) +3.75 g’s
(b) Negative Load Factor (Flaps Up – 0°) - 1.50 g’s
(c) Positive Load Factor (Flaps Down – 35°) 2.00 g’s
(d) Negative Load Factor (Flaps Down – 35°) - 0.80 g’s
2.11 CREW LIMITS

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

The standard aircraft is approved for day operations under VFR
Visual Operations. With the proper optional equipment installed and
operational, the aircraft is approved for night VFR Visual Operations and for
day and night IFR Operations.
The aircraft has not been approved for flight in known icing conditions.
WARNING
Severe icing may result from environmental conditions outside
of those for which the aircraft is certificated. Flight in freezing rain,
freezing drizzle, or mixed icing conditions (supercooled liquid water and
ice crystals) may result in ice build-up on protected surfaces exceeding
the capability of the ice protection system, or may result in ice forming
aft of the protected surfaces.
This ice may not be shed by the ice protection systems, and may
seriously degrade the performance and controllability of the aircraft.
During flight, severe icing conditions that exceed those for
which the aircraft is certificated shall be determined by the following
visual cues. If one or more of these visual cues exists, immediately
request priority handling from Air Traffic Control to facilitate a route
or an altitude change to exit the icing conditions.
2-10 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 2
▪ Unusually extensive ice accumulation on the airframe and

windshield in areas not normally observed to collect ice.
▪ Accumulation of ice on the lower surface of the wing aft of the
protected area.
▪ Accumulation of ice on the engine nacelles and propeller
spinners further aft than normally observed.
Since the autopilot, when installed and operating, may mask tactile cues
that indicate adverse changes in handling characteristics, use of the
autopilot is prohibited when any of the visual cues specified above exist,
or when unusual lateral trim requirements or autopilot trim warnings
are encountered while the airplane is in icing conditions.
All wing icing inspection lights must be operative prior to flight into
known or forecast icing conditions at night.
NOTE
This supersedes any relief provided by the
Master Minimum Equipment List (MMEL).
[FAA AD 98-04-20]
Rev. 44
DATE: 16 November 2018 2-11
A.F.M. P/N NOR10.707-30C
Section 2
2.13 FUEL LIMITATIONS

Fuel Quantity
UNUSABLE
TOTAL FUEL USABLE FUEL
SYSTEM FUEL
USG lt USG lt USG lt
STD
142 538 137 520 5 18
RANGE
LONG
184 696 177 670 7 26
RANGE
Figure 2-2
FUEL TABLE
NOTE
To obtain maximum fuel capacity fill one
tank, then the other tank, and then return to
first tank and top up to compensate for the
unbalance.
2-12 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 2
2.14 FLAP LIMITS

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

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

PASSENGERS CLUB SEATING 2 -0.146 -5.75

OPTIONAL CONFIGURATION 3 +0.867 +34.13
DATE: 10 June 2010 2-13

A.F.M. P/N NOR10.707-30C
Section 2
2.16 LOADING LIMITS

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

977 Kg/sq.m
2.17 LIMITATION PLACARDS

In Full View of Pilot:
(a)
2-14 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 2
(b)
(c)
Near Magnetic Compass

(d)
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 2
On Fuel Selector Valve Control

(e) STD RANGE CONFIGURATION
(e1) LONG RANGE CONFIGURATION
Rev. 44
2-16 DATE: 16 November 2018
A.F.M. P/N NOR10.707-30C
Section 2
Near Parking Brake Control

(f)
On Electrical Panel
(g)
On Aft Cabin Wall

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

(j) STD RANGE CONFIGURATION
(j1) LONG RANGE CONFIGURATION
Rev. 46
DATE: 01 October 2019 2-17
A.F.M. P/N NOR10.707-30C
Section 2
Near Each Oil Tank Filler Cap

(k)
For aircraft up to s/n 478:

Inside crew door
(l)
Near right engine turn off lever on crew door

(m)
Near crew door emergency unlock push-button

(n)
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 2
Near crew door handle

(o)
For aircraft from s/n 480 onwards or embodying SB 238:

Inside crew door
(l1)
Near right engine turn off lever on crew door

(m1)
Near crew door emergency unlock push-button

(n1)
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 2
Near crew door handle:

(o1)
Inside and outside crew door and passenger door

(p)
Outside crew door, near interlock button

(q)
On upper side of cabin window opposite cabin door

(r)
On cabin wall just forward right engine turn off lever

(s)
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 2
Near emergency gear extention handle

(t)
Near landing gear selector lever

(u)
Rev. 22
DATE: 02 December 2013 2-21
A.F.M. P/N NOR10.707-30C
Section 2
If the aircraft is equipped with optional seats as per Mod.P68/175:

p/n 8.1203-403 pilot seat
p/n 8.1203-405 co-pilot seat
p/n 8.1201-403 second row seats
In full view of pilot:

(v)
On quick release pin of the pilot, copilot, third and fourth seat backs
(w)
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 2
Refer to the following PLACARDS for U.S. registered aircraft
In lieu of the PLACARDS indicated at above points (l), (m), (n), (o)
Inside Crew Door:

( l1 )
Near Right Engine Turn Off lever on Crew Door Inside:

( m1 )
Near Crew Door Emergency Unlock Push-Button:

( n1 )
Rev. 18
A.F.M. P/N NOR10.707-30C
Section 2

( o1 )
Rev. 18
A.F.M. P/N NOR10.707-30C
Section 3
P.68R EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE
3.1 GENERAL 3-1
3.2 AIRSPEED FOR SAFE OPERATION 3-2
3.3 ENGINE FAILURE DURING TAKE-OFF

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

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

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

A.F.M. P/N NOR10.707-30C
Section 3
SECTION 3
3.1 GENERAL
The recommended procedures for various types of emergencies and
critical situations are provided in this section. All the required emergency
procedures and those necessary for operation of the aircraft as determined by
its operating and design features are presented.
This section consists of an abbreviated emergency check list which
supplies critical situation action sequences. Pilots should familiarize
themselves with the procedures given in the section in order to be prepared to
take appropriate action when an emergency situation arises.
NOTE
Refer to Section 8 of this Flight Manual for amended
operating limitations, operating procedures,
performance data and other necessary information
for aircraft equipped with specific options.
DATE: 10 June 2010 3-1

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

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

Stop straight ahead.
If insufficient runway remains for a safe stop:

(c) Fuel Selector Valves ENG. SHUT-OFF
(d) Gang Bar OFF
(LH Field; Master; RH Field switches)
Maneuver to avoid obstacles.
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 3

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

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

- Throttle CLOSE
- Propeller FEATHER
- Mixture IDLE CUT-OFF
(i) Flaps UP
(at a safe height)
DATE: 10 June 2010 3-3

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

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

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

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

(as required)
(f) Operative Engine - Fuel Selector ON
(see also Crossfeed Procedure para.3.17)
(g) As Soon As Possible LAND
3-4 DATE: 10 June 2010

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

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

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

until a fuel flow is indicated, then
IDLE CUT-OFF
DATE: 10 June 2010 3-5

A.F.M. P/N NOR10.707-30C
Section 3
(g) Starter PRESS

when engine starts, RELEASE
starter and MOVE Mixture toward
FULL RICH
(h) Auxiliary Fuel Pump OFF
(i) Alternator ON
NOTE
If start is unsuccessful, turn inoperative engine
magneto switches OFF, retard mixture to IDLE
CUT-OFF, open throttle fully, and engage starter for
several revolutions. Then repeat airstart procedure.
3-6 DATE: 10 June 2010

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

See para. 3.6
(b) Operative Engine

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

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

(after nose wheel touchdown)
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 3
3.9 SINGLE ENGINE GO-AROUND
(a) Power 2700 RPM - FULL THROTTLE
(b) Flaps 15°
When a positive rate of climb is attained
(c) Landing Gear UP
(d) Flaps UP
(e) Airspeed 76 KIAS

until clear of obstacles
THEN 88 KIAS
(f) Trims ADJUST FOR CLIMB

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

(LH Field; Master; RH Field switches)
(g) As Soon As Possible EVACUATE AIRCRAFT

(after standstill) see para. 3.21
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 3
3.11 IN-FLIGHT ENGINE FIRE
(a) Affected Engine IDENTIFY and SECURE

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

OPERATION
(a) Throttles CLOSE
(b) Mixture Levers IDLE CUT-OFF
(c) Gang Bar (LH Field; Master; RH Field switches) PUSH for OFF
(d) Brakes AS REQUIRED
(e) As Soon As Possible EVACUATE AIRCRAFT

If possible, attempt to deal with fire using fire extinguisher located
between pilot and copilot seat.
3.13 IN-FLIGHT ELECTRIC OR CABIN FIRE

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

Rev. 3
DATE: 18 October 2010 3-9
A.F.M. P/N NOR10.707-30C
Section 3
3.14 SINGLE ALTERNATOR FAILURE

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

If output is normal, disregard light and have the system checked after
landing.
If output is zero, insufficient or fluctuating, switch the Alternator OFF
and PULL the relative breaker.
3.15 DUAL ALTERNATOR FAILURE

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

to essential load
Proceed as for single alternator failure to use at least one alternator.
WARNING
If both alternators have been switched OFF,
the battery will maintain the essential load for
approximately 32 minutes.
Land as soon as possible.
VHF transmission should be restricted to a
maximum of 6 minutes during total flight.
WARNING
In case of a dual alternator failure, operate
landing gear emergency extension to lower the
landing gear.
3-10 DATE: 10 June 2010

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

Operating flight instruments:
(a) Airspeed Indicator (Std.by)
(b) Altimeter (Std.by)
(c) Magnetic Compass
NOTE
(Bus OFF and Battery Operative)
VHF1 System can be powered directly from battery
by switching "COM1/NAV1" Emergency power ON.
Loudspeaker is inoperative - Headset(s) must be
worn.
CAUTION
Flaps cannot be lowered in case of complete
electrical failure.
WARNING
Stall warning becomes inoperative.
DATE: 10 June 2010 3-11

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

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

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

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

- RH Fuel Selector LEFT TANK
- LH Fuel Selector LEFT TANK
3-12 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 3
3.18 STATIC SOURCE MALFUNCTION
(a) Alternate Source Valve OPEN
NOTE
The press-and-turn type alternate source valve is
located on the left side of the control pedestal. The
corrections to be applied to altitude and airspeed
indications do not exceed -30 ft and -4 Kts
respectively.
DATE: 10 June 2010 3-13

A.F.M. P/N NOR10.707-30C
Section 3
3.19 SPINS
All spins are prohibited. In the event an unintentional spin is
initiated, recovery can be accomplished by immediately using the following
procedure.
(a) Retard both throttles to the idle position.
(b) Apply full rudder in the opposite direction to the spin.
(c) Push control wheel fully forward.
(d) Maintain controls in this position until the spin stops, then
centre the rudder.
(e) Recover from dive by smoothly pulling the control wheel back.
No abrupt control movement should be used during recovery
from the dive, as the maneuvering speed and positive
maneuvering load factor limit may be exceeded.
NOTE
The aircraft has not been spin flight tested. The
above recommended procedure is based entirely
upon theoretical studies.
3-14 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 3
3.20 LANDING GEAR EMERGENCY PROCEDURES

1) LANDING GEAR NOT EXTENDED COMPLETELY
a. Airspeed BELOW 100 KIAS
b. Landing Gear Lever DOWN
c. Hydraulic Pump Breaker PULL
d. Emergency T-Handle safety guard LIFT
e. Emergency Gear Extension T-Handle PULL
f. Landing Gear Position Indicator Lights:
- Green Lights CHECK ON
- Red Light CHECK OFF
WARNING
The landing gear can not be retracted in flight
once the emergency gear extension T-handle has
been pulled. Ground Servicing is required.
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 3
2) LANDING GEAR NOT RETRACTED
a. Landing Gear Lever DOWN
b. Landing Gear Position Indicator Lights:
c. Airspeed BELOW 100 KIAS
d. As Soon As Practical LAND
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 3
3.21 EMERGENCY EXITS

Use of the cabin door and crew door as emergency exits for emergency
evacuation is illustrated in the following Figures 3-1, 3-1a and 3-1b.
Figure 3-1
EMERGENCY EXITS (for aircraft up to s/n 463)
Rev. 22
DATE: 02 December 2013 3-17
A.F.M. P/N NOR10.707-30C
Section 3
Figure 3-1a
EMERGENCY EXITS (only for aircraft s/n 478)
Rev. 22
3-18 DATE: 02 December 2013
A.F.M. P/N NOR10.707-30C
Section 3
Figure 3-1b
EMERGENCY EXITS (for aircraft from s/n 480 onwards)
Rev. 22
DATE: 02 December 2013 3-18a
A.F.M. P/N NOR10.707-30C
Section 3
WARNING
During evacuation ensure that the right engine
is stopped before opening the crew door.
WARNING
In case of emergency, unless the right engine is
shut off by pilot using primary engine shut off
switch or by crew using “crew-door emergency
turn off lever switch”, the crew door will not
open with engine running.
WARNING
Prior to fly, before starting the engines, the pilot
must brief passengers on emergency evacuation
procedures.
NOTE
As a consequence of the use of the emergency crew
door evacuation system, a system’s restore must be
carried out by maintenance personnel.
Rev. 22
3-18b DATE: 02 December 2013
A.F.M. P/N NOR10.707-30C
Section 3
Emergency evacuation procedure for U.S. registered aircraft

In lieu of the emergency evacuation procedure above explained, for U.S.
registered aircraft it is mandatory the following one reported on Figure 3-2:
Figure 3-2
EMERGENCY EVACUATION FOR U.S. AIRCRAFT
Rev. 18
A.F.M. P/N NOR10.707-30C
Section 3
- THIS PAGE INTENTIONALLY LEFT BLANK -
Rev. 18
A.F.M. P/N NOR10.707-30C
Section 4
P.68R NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE
4.1 GENERAL 4-1
4.2 AIRSPEED FOR SAFE OPERATION 4-2
4.3 SAFETY TIPS 4-3
4.4 PRE-FLIGHT CHECK LIST 4-5
4.5 BEFORE STARTING ENGINES 4-12
4.6 ENGINE START (Left Engine First) 4-13
4.6.1 ENGINE START WITH A/C BATTERY 4-13
4.6.2 ENGINE START WITH EXTERNAL POWER 4-15
4.7 BEFORE TAXI 4-16
4.8 TAXIING 4-17
4.9 BEFORE TAKE-OFF (Run-up) 4-18
4.10 BEFORE TAKE-OFF (Final Items) 4-19
4.11 TAKE-OFF AND CLIMB 4-20

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

ENCOUNTERED) ICING CONDITIONS 4-21
4.14 BEFORE LANDING 4-23
4.15 BALKED LANDING 4-24
4.16 AFTER LANDING 4-24
4.17 SECURING AIRCRAFT 4-25
4.18 NOISE LEVEL 4-26

A.F.M. P/N NOR10.707-30C
Section 4
SECTION 4
NORMAL PROCEDURES
4.1 GENERAL
This section describes recommended procedures for conducting
normal operations in the P.68R aircraft. Necessary operational procedures, as
determined by the aircraft operating and design features, are presented.
This section consists of an abbreviated check list which supplies an
action sequence for normal procedures.
Pilots should familiarize themselves with the procedures given in
this section, in order to become proficient in the normal operations of the
aircraft.
NOTE
Refer to Section 8 of this Flight Manual for amended
operating limitations, operating procedures,
performance data and other necessary information
for aircraft equipped with specific options.
DATE: 10 June 2010 4-1

A.F.M. P/N NOR10.707-30C
Section 4

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

0° to 15° 157 KIAS
15° to 30° 143 KIAS
30° to 35° 103 KIAS
(d) Best Rate of Climb Speed (VY) 88 KIAS
(e) Best Angle of Climb Speed (VX) 76 KIAS
(f) Final Approach Speed (VREF) 78 KIAS
(g) Air Minimum Control Speed (VMCA) 62 KIAS

Maximum Gear Extension Speed: VLO
(h) (Extension) 135 KIAS
Maximum Gear Retraction Speed: VLO
(h1) (Retraction) 105 KIAS
(i) Maximum Gear Extended Speed: VLE 135 KIAS
(j) Maximum Demonstrated Crosswind Velocity 25 KTS
4-2 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 4
4.3 SAFETY TIPS

The aircraft should be given a thorough internal and external pre-
flight check. The pre-flight should include determination of aircraft
operational status, a check that necessary papers and documents are on board
and in order, and a calculation of weight and C.G. limits, take-off distance
and inflight performance.
Baggage should be weighed, stowed, and secured. A weather
briefing for the intended flight path should be obtained, and other factors
relating to a safe flight should be checked before take-off.
Before flying, a pilot should complete a personal check list that
includes the following items:
(a) A current proper license
(b) Sufficient recovery time from debilitating drugs or medication
(c) No alcohol in the past eight hours
(d) Proper physical condition (no colds, etc.)
(e) Emotional condition (ability to devote full concentration to

flight)
(f) Sufficient rest for fatigue recovery
(g) No debilitating temporary physical injuries and/or disabilities
(h) Head-Sets check for presence and operational
(i) Spare pair of glasses if required
DATE: 10 June 2010 4-3

A.F.M. P/N NOR10.707-30C
Section 4
Figure 4-1
WALK AROUND
4-4 DATE: 10 June 2010

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

Remove external control surface locks if inserted.
NOTE
Plugging and turning ON the external power
source will result in a battery charge process. Be
aware of the battery state of charge since it is
not checked. Refer to the battery service manual
for any guidance or maintenance procedure.
COCKPIT
(a) Parking Brake SET
(b) Aircraft Documents CHECK
(c) - DELETED -
(d) Flight Controls FREE and CORRECT MOVEMENT
(e) Trim Controls NEUTRAL
(f) Static Source NORMAL
(g) Electrical Switches OFF
(h) Avionics OFF
(i) Circuit Breakers IN
CHECK THAT VHF1 SYSTEM IS
(j) VHF1 Power POWERED WHEN THE COM1-NAV1
Supply Switch EMERGENCY POWER SUPPLY
SWITCH IS SET TO "VHF1 ONLY”
(k) Headsets CHECK for OPERATIONAL

(l) Battery Switch ON
(m) Map Light Switch Internal Lamp CHECK ON
(n) Map Light CHECK FOR OPERATION
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 4
(o) Annunciator TEST

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

(w) Throttles CHECK IDLE
(x) Propellers CHECK FORWARD
(y) Mixtures CHECK IDLE CUT-OFF
(z) ELT Remote Switch CHECK THAT REMOTE
SWITCH IS SET TO ARM
Should an operational check for the ELT be desired, carry out the
“FUNCTIONAL TESTING” in accordance with the procedure in the
relevant applicable manufacturer’s documentation.
(aa) Right Engine Turn Off Lever CHECK THAT LEVER IS SET
and its guard TO REARWARD POSITION
AND ITS GUARD SECURED WITH
SAFETY WIRE
4-6 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 4
LEFT WING
(a) Surface Condition CHECK
(b) Inboard Leading Edge Condition CHECK
(c) Oil Cooler CLEAR
(c1) Engine Air Intake CLEAN and SECURE
(c2) Engine Air Intake Filter CHECK FOR DAMAGE
Less than 50%
CONTAMINATION
(d) Nacelle Locking Screws CHECK and SECURE
(e) Propeller and Spinner CHECK
(f) Exhaust Pipes CHECK
(g) Fuel Filter Drain DRAIN
(h) De-ice Boot (if installed) CHECK
(i) Taxi/Landing Lights CHECK
(j) Tie Down Rope (if installed) UNTIE
(k) Wing Tip CHECK
(l) Navigation Light CHECK
(m) Anti-collision Light CHECK
(n) Static Wicks CHECK
(o) Fuel Tank Cap CHECK SECURE
(p) Aileron CHECK
(q) Fuel Tank Vent CLEAR
(r) Flap CHECK
(s) Control Lock (if installed) REMOVE
(t) HF Antenna (if installed) CHECK SECURE
and INTEGRITY
DATE: 10 June 2010 4-7

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

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

(h) Brakes Lines Condition CHECK
(i) Chock REMOVE
(j) Tie Down Rope (if installed) UNTIE
(k) HF Antenna (if installed) CHECK SECURE
and INTEGRITY
4-8 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 4
EMPENNAGE
(b) Empennage De-Ice Boots (if installed) CHECK
(c) Rudder CHECK
(d) Rudder Trim Tab CHECK
(e) Stabilator Trim Tab CHECK
(f) Anti-collision Light CHECK
(g) VOR Antenna CHECK
(h) Control Locks (if installed) REMOVE
(i) HF Antenna (if installed) CHECK SECURE
and INTEGRITY
(j) Bank attitude CHECK
DATE: 10 June 2010 4-9

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

(b) Windows CHECK
(c) Right Main Landing Gear / doors CHECK
and check Right MLG doors for general conditions.
(d) Static Port CLEAR
(e) Brake Lines Condition CHECK
(f) Chock REMOVE
OPEN baggage door and REMOVE baggage bulkhead:
(g) Emergency Landing Gear line gauge CHECK PRESSURE
IN GREEN ARC
(h) Hydraulic fluid reservoir level CHECK BY

UNSCREWING
DIPSTICK
(i) ELT Unit, ELT Antenna CHECK ELT ANTENNA AND

CONNECTOR FOR SECURITY.
CHECK ELT UNIT
INSTALLATION FOR
GENERAL CONDITION AND
SECURITY.
ENSURE ELT HEADER
REINSTALL the baggage bulkhead.
(j) Baggage Door SECURE AND LOCK
(k) Crew Door CHECK
(l) Antennas CHECK
4-10 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 4
RIGHT WING
Same as Left Wing Check in reverse order.
(Add Checks for stall warning detector)
NOSE SECTION
(b) Windshield and Windows CHECK
(c) Pitot Tube(s) CHECK
(d) Nose Gear / doors CHECK
and check NLG doors for general conditions.
(e) Nose Cone CHECK SECURED
(f) Chock REMOVE
CAUTION
If fluid de-frosting preparations are used to clear ice
and snow from wing and tail surfaces, ensure that the
solutions do not contaminate the control surfaces ball
bearings as this can lead to seizure.
DATE: 10 June 2010 4-11

A.F.M. P/N NOR10.707-30C
Section 4
4.5 BEFORE STARTING ENGINES

(a) Pre-flight COMPLETE
(b) Entrance Door and Crew Door CLOSE and SECURE
(c) Passenger Briefing COMPLETE
(d) Seats ADJUST
(e) All Seat Back Rests Quick Release Pins SECURE
(f) Belts and Harnesses SECURE
(g) Parking Brake TEST and SET
(h) Auxiliary Fuel Pumps OFF
(i) Altimeter and Clock SET
(j) Throttles OPEN ½ INCH
(k) Propellers FULL FORWARD
(l) Mixtures IDLE CUT-OFF
(m) Fuel Selector RH ENG.-RH TANK
LH ENG.-LH TANK
(n) Battery and Alternators ON

(o) Fuel Quantity Indicator CHECK
(p) Landing Gear Switch CHECK DOWN
(q) Circuit Breakers IN
(r) Voltmeter CHECK
(s) Landing Gear Position Indicator Lights
(t) Strobe Light ON
(u) Cockpit Light AS REQUIRED
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 4
(v) Avionics OFF

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

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

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

(f) Starter ENGAGE
CAUTION
Do not crank for more than 10 seconds. Wait at least
20 seconds to cool-down between attempts. Repeat
up to 6 times, then let starter cool for 30 minutes.
DATE: 10 June 2010 4-13

A.F.M. P/N NOR10.707-30C
Section 4
NOTE
In the event of backfire during engine start-up, shut
down the engine and check the entire intake system
for security and damage before flight. In this case
the downstream face of the foam element will show
charring. Replace any damaged element.
(g) Mixture Control ADVANCE as engine starts

(h) Magneto Switches ON
(i) Oil Pressure CHECK RISING
WARNING
Oil pressure should rise within 30 seconds, except
in very cold weather, when it may take somewhat
longer.
If the oil pressure gauge does not show any
indication, shut down the engine and investigate.
(j) Starter Light CHECK OFF

(k) Auxiliary Fuel Pump OFF
(l) Throttle 1000 RPM
(m) Right Engine REPEAT as for first engine
(n) Alternators CHECK
(o) One VHF COMM ON and SET
4-14 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 4
4.6.2 ENGINE START WITH EXTERNAL POWER
(a) Alternators OFF

(b) External Power Source CONNECT/ON
(b1) Battery Master Switch ON
(c) Left Magneto Switch ON
(d) Auxiliary Fuel Pump ON
(e) Mixture Control RICH until a stabilized fuel flow
(f) Propeller CLEAR
(g) Starter ENGAGE
CAUTION
Do not crank for more than 10 seconds. Wait at least
20 seconds to cool-down between attempts. Repeat
up to 6 times, then let starter cool for 30 minutes.
NOTE
In the event of backfire during engine start-up, shut
down the engine and check the entire intake system
for security and damage before flight. In this case
the downstream face of the foam element will show
charring. Replace any damaged element.
(h) Mixture Control ADVANCE as engine starts

(i) Magneto Switches ON
(j) Oil Pressure CHECK RISING
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 4
WARNING
Oil pressure should rise within 30 seconds, except
in very cold weather, when it may take somewhat
longer.
If the oil pressure gauge does not show any
indication, shut down the engine and investigate.
(k) Starter Light CHECK OFF

(l) Auxiliary Fuel Pump OFF
(m) Throttle 1000 RPM
(n) Right Engine REPEAT as for first engine
(o) Battery CHECK ON
(p) Alternators ON and CHECK
(q) External Power Source OFF/REMOVE
(r) One VHF COMM ON and SET
4.7 BEFORE TAXIING
(a) Battery and Alternators Switches CHECK ON

(b) Navigation Lights AS REQUIRED
(c) Taxi/Landing Lights AS REQUIRED
(d) Gyro Instruments (if installed) SET
(e) Altimeter SET
(f) Radios ON, SET & CHECK
(g) Flaps CHECK FULL RANGE then UP
(h) Brakes RELEASE
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 4
4.8 TAXIING
(a) Brakes CHECK

(b) Throttle AS REQUIRED
(c) Flight Instruments CHECK
(d) Gyro Instruments (if installed) CHECK
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 4
4.9 BEFORE TAKE-OFF (Run-up)

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

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

(6) Alternate Air ON, then OFF again
(7) Throttle ADVANCE to reach 2100 RPM
(8) Magnetos CHECK 175 RPM Max Drop;
50 RPM Max Differential
100 RPM Normal Drop
(9) Throttle 1200 RPM
(i) Right Engine: REPEAT as for left engine
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 4
4.10 BEFORE TAKE-OFF (Final Items)
(a) Auxiliary Fuel Pumps ON

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

(d) Engine Instruments CHECK GREEN ARC
(e) Alternate Air OFF
WARNING
When flying in a high humidity environment at
any air temperature, open the engine alternate air
doors.
(f) Annunciator CLEAR

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

(j) Doors Locked, Seat Belts Fastened CHECK
(k) Quadrant Friction ADJUST
(l) Flight Controls CHECK for free and
full TRAVEL
(m) Mixture Control FULL RICH
(n) Propellers FULL FORWARD
(o) Parking Brake RELEASE
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 4
4.11 TAKE-OFF AND CLIMB

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

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

(below 105 KIAS) established
(i) Flaps UP, at safe altitude
(j) Auxiliary Fuel Pumps OFF, at safe altitude
(k) Climb Power SET
(l) Mixtures SET
(m) Best Rate of Climb Speed 88 KIAS
4.12 CRUISE
(a) Cruise Power SET
(b) Mixtures LEAN for smooth operations
(c) Engine Instruments CHECK
(d) Cabin Air Controls AS REQUIRED
Rev. 46
4-20 DATE: 01 October 2019
A.F.M. P/N NOR10.707-30C
Section 4
4.13 FLIGHT IN (INADVERTENTLY ENCOUNTERED)

ICING CONDITIONS
THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE
TO SEVERE IN-FLIGHT ICING:
• Visible rain at temperature below 0 degrees Celsius ambient air
temperature.
• Droplets that splash or splatter on impact at temperatures below 0 degrees
Celsius ambient air temperature.
PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT:
These procedures are applicable to all flight phases from takeoff to landing.
Monitor the ambient air temperature. While severe icing may form at
temperatures as cold as - 18 degrees Celsius, increased vigilance is warranted
at temperatures around freezing with visible moisture present. If the visual
cues specified in the Limitations Section of the AFM for identifying severe
icing conditions are observed, accomplish the following:
• Immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the severe icing conditions
in order to avoid extended exposure to flight conditions more severe than
those for which the aircraft has been certificated.
• Avoid abrupt and excessive maneuvering that may exacerbate control
difficulties.
• Do not engage the autopilot.
• If the autopilot is engaged, hold the control wheel firmly and disengage
the autopilot.
• If an unusual roll response or uncommanded roll control movement is
observed, reduce the angle-of-attack.
• Do not extend flaps when holding in icing conditions. Operation with
flaps extended can result in a reduced wing angle-of-attack, with the
possibility of ice forming on the upper surface further aft on the wing
than normal, possibly aft of the protected area.
• If the flaps are extended, do not retract them until the airframe is clear of ice.
• Report these weather conditions to Air Traffic Control.
[FAA AD 98-04-20]
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 4
NOTE
When flying in a high humidity environment at any
air temperature, open the engine alternate air doors.
In case of visible moisture and at temperatures below + 5C:
(a) Pitot heat ON

(before entering visible moisture)
(b) Stall detector heat ON

(c) Wing icing inspection light ON

(before entering visible moisture) as necessary
(d) Propeller de-icing (if installed) ON

(as soon as the aircraft enters icing conditions)
(e) Surface de-icing (if installed) ON

NOTE
Do not operate pneumatic surface deicers more than
once per minute.
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 4
4.14 BEFORE LANDING
(a) Fuel Selector RH ENG.-RH TANK

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

(e) Flaps (below 157 KIAS) DOWN 15°
(f) Flaps (below 143 KIAS) DOWN 30°
(g) Landing Lights AS REQUIRED
(h) Landing Gear (below 135 KIAS) DOWN
(i) Landing Gear Position Indicator Lights
- Green Light CHECK ON
(j) Flaps (below 103 KIAS) DOWN 35°
(k) Approach Speed (Full Flaps) 78 KIAS min.
NOTE
The weather radar (if installed) will pass from
Weather mode to Stand-by mode automatically when
the system detects “On Ground” state (GPS Ground
Speed less than 30 knots and Airspeed less than 50
knots). This transition is independent from any other
manual selection made by the pilot.
Rev. 38
DATE: 30 January 2018 4-23
A.F.M. P/N NOR10.707-30C
Section 4
4.15 BALKED LANDING
(a) Power 2700 RPM

FULL THROTTLE
(b) Balked landing transition speed 80 KIAS

(c) Flaps REDUCE to 15°
(d) Trim ADJUST for Climb
as soon as positive rate of climb is established
(e) Landing gear (below 105 KIAS) UP

(f) Flaps RETRACT
when all obstacles are cleared, and
safe altitude and airspeed achieved
4.16 AFTER LANDING
(a) Brakes AS NECESSARY

after nose wheel touch down
After clearing runway:
(b) Flaps UP
(c) Auxiliary fuel pumps OFF
(d) Pitot heat OFF
(e) Propeller de-icing (if installed) OFF
(f) Radio and NAV aids AS REQUIRED
(g) Heating and ventilation AS REQUIRED
(h) Taxi / Landing lights AS REQUIRED
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 4
4.17 SECURING AIRCRAFT

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

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

(f) Propellers FORWARD
(g) Mixtures IDLE CUT-OFF
when there is a clear
drop in CHT
(h) Magneto Switches OFF
(i) Battery and Alternators OFF
(j) Fuel Selector OFF
(k) Control Locks (if required) INSTALL
(l) Tie Down Ropes (if required) TIE
Rev. 44
A.F.M. P/N NOR10.707-30C
Section 4
4.18 NOISE LEVEL

Increased emphasis on improving the quality of our environment requires
effort by the Pilots to minimize the effect of aircraft noise on the public.
The noise level, determined according to ICAO Annex 16,Volume I, Chapter
10, for P.68R aircraft at maximum continuous power and at Maximum Take-
Off Weight of 2063 kg (4548 lb), is 78.8 dB(A).
The noise level, determined in accordance with 14 CFR Part 36 Appendix G,
for P.68R aircraft at every Maximum Take-Off Weight is 78.8 dB(A).
NOTE for U.S. registered aircraft:

No determination has been made by Federal
Aviation Administration that the noise levels of this
aircraft are or should be acceptable or unacceptable
for operation at, into, or out of any airport.
Rev. 17
4-26 DATE: 22 July 2013
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
PARAGRAPH PAGE
5.1 GENERAL 5-1
5.2 INTRODUCTION - PERFORMANCE CHARTS 5-1
5.3 FLIGHT PLANNING EXAMPLE 5-2
5.4 AIRSPEED CALIBRATION 5-8
5.5 ALTIMETER CORRECTION 5-9
5.6 ALTERNATE STATIC SOURCE 5-9
5.7 TEMPERATURE CORRECTION CHART 5-9
5.8 WIND COMPONENT 5-9
5.9 STALL SPEED 5-12
5.10 TAKE-OFF DISTANCE 5-13
5.11 TWIN ENGINE CLIMB - MCP CLIMB 5-15
5.12 ONE ENGINE INOPERATIVE CLIMB 5-17
5.13 BALKED LANDING CLIMB 5-19
5.14 TIME, FUEL AND DISTANCE TO CLIMB - MCP 5-21

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

OBSTACLE
Rev. 27
5-ii DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
SECTION 5
PERFORMANCE
5.1 GENERAL
This section provides performance information applicable to the P.68R,
required by certification regulations and useful for flight planning.
Performance information associated with those optional systems and
equipment which required flight manual supplements are provided by Section
8 (Supplements).
5.2 INTRODUCTION - PERFORMANCE CHARTS

Performance data charts presented in this Section may be used to know what
to expect from the aircraft under various conditions, and also to facilitate the
planning of flights with reasonable accuracy.
The performance charts are unfactored and do not make any allowance for
varying degrees of pilot proficiency or airframe material or mechanical
deterioration.
NOTE
Performance loss should be expected when
incorporating external modifications causing a
significant increase in the aerodynamic drag.
Rev. 27
DATE: 23 April 2015 5-1
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
5.3 FLIGHT PLANNING EXAMPLE

This paragraph provides information to facilitate the flight planning by using
the pertinent performance data charts presented in this Section.
The following example illustrates the correct use of the performance charts.
NOTE
To obtain the fuel quantity in US Gal divide the
fuel quantity expressed in lbs by 6.01.
Associated Conditions:
AIRCRAFT
Take-Off Weight 4200 lbs
Usable fuel 587.3 lbs (97.7 US Gal)
TAKE-OFF AIRPORT
Outside Air Temperature 21°C (ISA +10°C)
Pressure altitude 2000 ft
Wind direction and speed 180° at 8 Kts
Runway direction 330°
CRUISE
Outside Air Temperature ISA
En-Route Distance 400 nM
ARRIVAL AIRPORT
Procedure:
Take-Off Distance
The measured take-off distances are reported as a function of ambient
temperature, including variations for weight change and wind influence.
1. Calculate the angle between wind direction and runway direction
180°-330°= -50°
2. Calculate the wind component parallel to runway (from Figure 5-3)
5 Kts - tailwind
Rev. 27
5-2 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
3. Enter Figure 5-5 at 21° OAT

4. Proceed horizontally right up to the 2000 ft airport altitude line
5. Proceed vertically downwards to the reference line
6. Follow the slope of the adiacent take-off lines until intersecting the
horizontal 4200 lbs line
horizontal 5 Kts - tailwind line
9. Proceed vertically downwards to obtain the required take-off distance of
1680 ft (512 m)
Rate of climb – AEO MCP climb
2. Proceed vertically upwards until intersecting the 2000 ft rate-of-climb
graph
3. Proceed horizontally right up to the reference line
4. Follow the slope of the adiacent rate of climb lines until intersecting the
vertical 4200 lbs line
5. Proceed horizontally right to obtain the AEO MCP rate of climb of 1170
ft/min
Rate of climb – OEI climb
1. Enter Figure 5-7 at 2000 ft airport altitude
2. Proceed horizontally right up to the rate of climb at ISA +10°C
4. Follow the slope of the adiacent rate-of-climb lines until intersecting the
5. Proceed vertically downwards to obtain the OEI rate of climb of 250
ft/min
Rate of climb – Balked landing climb
1. Enter Figure 5-8 at 2000 ft airport altitude
3. Proceed vertically downwards the reference line
ft/min
Rev. 27
DATE: 23 April 2015 5-3
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Time, Fuel and Distance to Climb – MCP climb

Time, fuel and distance to climb are determined by calculating the difference
between the airport and cruise conditions, thus the indicated procedure must
be followed twice: the first for the airport conditions and the second for the
cruise conditions.
1. Enter Figure 5-9 at the given altitude (airport or cruise)
2. Proceed horizontally right up to the time-to-climb line at given
temperature
4. Follow the slope of the adiacent time-to-climb lines until intersecting the
5. Proceed vertically downwards to obtain the time to climb at the given
altitude
6. Repeat the steps from 1 to 5 to calculate the fuel to climb at the given
altitude
7. Repeat the steps from 1 to 5 to calculate the distance to climb at the given
altitude
In this example the calculation gives the following results:
Airport Time to Climb 1.5 min
Cruise Time to Climb 5.2 min
Time to Climb 5.2 - 1.5 = 3.7 min
Airport Fuel to Climb 4.4 lbs
Cruise Fuel to Climb 13.9 lbs
Fuel to Climb 13.9 - 4.4 = 9.5 lbs (1.6 US Gal)
Airport Distance to Climb 3.0 nM
Cruise Distance to Climb 7.0 nM
Distance to Climb 7.0 - 3.0 = 4.0 nM
Time, Fuel and Distance to Descent
Time, fuel and distance to descent are determined by calculating the
difference between the cruise and landing airport conditions, thus the
indicated procedure must be followed twice: the first for the cruise conditions
and the second for the landing airport conditions.
1. Enter Figure 5-13 at the given altitude (cruise or airport)
2. Proceed vertically up to the time-to-descent line relating to selected R/S
and read the required time to descent
Rev. 27
5-4 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
3. Proceed vertically up to the fuel-to-descent line relating to selected R/S

and read the required fuel to descent
4. Proceed vertically up to the distance-to-descent line relating to selected
R/S and read the required distance to descent
In this example the calculation gives the following results, with a selected
R/S of 500 fpm:
Landing Airport Time to Descent 4.0 min
Cruise Fuel to Descent 12.5 min
Time to Descent 12.5 - 4.0 = 8.5 min
Landing Airport Fuel to Descent 3.5 lbs
Cruise Fuel to Descent 11.5 lbs
Fuel to Descent 11.5 - 3.5 = 8.0 lbs (1.3 US Gal)
Landing Airport Distance to Descent 12.1 nM
Cruise Distance to Descent 36.5 nM
Distance to Descent 36.5 - 12.1 = 24.4 nM
Cruise Performance – Best Economy Mixture
The cruise distance is obtained by subtracting the calculated distance to climb
and distance to descent from the total en-route distance:
Cruise Distance = En-route Distance - Climb Distance - Descent Distance
= 400 - 4.0 - 24.4 = 371.6 nM
The cruise power setting should be determined on the basis of the required
and available fuel load.
From the Cruise Performance Table (figure 5-10), at a cruise altitude of 6000
ft (ISA) and a power rating of 65.5% (2350 RPM and 22" Hg), the cruise
airspeed is 159 KTAS at MTOW. Due to the lower take-off weight the cruise
airspeed must be increased by 1 Kt.
From the same table, the fuel flow is 18.1 GPH (108.8 lbs/hr) total.
Cruise time and fuel may be calculated by the following formulas:
Cruise Time = Cruise Distance / Cruise Speed
= 371.6 / 160 = 2.32 hours or 139.3 min
Cruise Fuel = Fuel Flow x Cruise Time
= 18.1 x 2.32 = 42.0 US Gal (252.4 lbs)
Rev. 27
DATE: 23 April 2015 5-5
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Total Flight Time

The total flight time is determined by adding time to climb, cruise time, and
time to descent:
Total Flight Time = Time to Climb + Cruise Time + Time to Descent
= 3.7 + 139.3 + 8.5 = 151.5 min
Total Required Fuel
The total required fuel is obtained by adding fuel for start, taxi and take-off
(20 lbs), fuel to climb, cruise fuel, and fuel to descent:
Total Required Fuel = Fuel for Start, Taxi and Take-Off + Fuel to Climb +
Cruise Fuel + Fuel to Descent
= 20.0 + 9.5 + 252.4 + 8.0 = 289.9 lbs (48.2 US Gal)
Reserve Fuel
The reserve fuel is determined by subtracting the calculated total required
fuel from the usable fuel:
Reserve Fuel = Usable Fuel - Total Required Fuel
= 587.3 – 289.9 = 297.4 lbs (49.5 US Gal)
Reserve fuel must exceed 60 lbs to allow a minimum of 45 minutes of flight
time at 45% power (2200 RPM).
Landing Distance
The measured landing distances (over 50 ft obstacle) are reported as a
function of ambient temperature, including variations for weight change and
wind influence.
1. Calculate the landing weight by substracting the total required fuel from
the take-off weight
= 4200 - 289.9 = 3910.1 lbs
330°-300°= 30°
10 Kts - headwind
5. Proceed horizontally right up to the 2000 ft landing airport altitude line
7. Follow the slope of the adiacent landing distance lines until intersecting
the horizontal 3910 lbs line
Rev. 27
5-6 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE

horizontal 10 Kts - headwind line
10. Proceed vertically downwards to obtain the required landing distance of
1360 ft (414 m)
Rev. 27
DATE: 23 April 2015 5-7
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
5.4 AIRSPEED CALIBRATION
a. Airspeed Indicator System Error vs. I.A.S.
b. Airspeed Indicator System Error vs. C.A.S.
Figure 5-1
AIRSPEED CALIBRATION
Rev. 27
5-8 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.5 ALTIMETER CORRECTION

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

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

See Figure 5-2.
5.8 WIND COMPONENT

See Figure 5-3.
Maximum demonstrated crosswind velocity for take-off and landing is 25
Kts.
Rev. 27
DATE: 23 April 2015 5-9
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Figure 5-2
TEMPERATURE CONVERSION
Rev. 27
5-10 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
Figure 5-3
WIND COMPONENT
Rev. 27
DATE: 23 April 2015 5-11
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
5.9 STALL SPEED

(Figure 5-4)
Throttles IDLE
NOTE
Maximum altitude loss experienced during
conventional stall is 120 feet.
Maximum altitude loss experienced during one
engine inoperative stall is 500 feet.
ANGLE OF BANK
CONFIGURATION
0° 30° 60°
Weight
FLAPS GEAR KIAS KIAS KIAS
(kg)
0° UP 67 72 95
0° DOWN 67 72 95
2063 15° UP 64 69 91
15° DOWN 64 69 91
35° DOWN 61 65 86
0° UP 65 70 93
0° DOWN 65 70 93
1960 15° UP 62 67 89
15° DOWN 62 67 89
35° DOWN 60 64 84
Figure 5-4
STALL SPEED
Rev. 27
5-12 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.10 TAKE-OFF DISTANCE

(Figure 5-5)
Power 2700 RPM, full throttle, before brake release
Flaps 15°
Level, Hard Surface, Dry Runway
WARNING
Poor maintenance condition of the airplane,
deviation from the given procedures as well as
unfavorable external factors (e.g. high
temperature, rain, unfavorable wind
conditions, including cross-wind) will increase
the take-off distance.
CAUTION
 The Ground Run is approx. 60% of Take-Off
Distance.
 Increase Ground Run by 25% when operating
from a grass surface.
These values are typical ones. On wet ground or
wet soft grass covered runways, the Ground Run
may become significantly longer than stated
above.
Rev. 27
DATE: 23 April 2015 5-13
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Figure 5-5
TAKE-OFF DISTANCE
Rev. 27
5-14 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.11 TWIN ENGINE CLIMB - MCP CLIMB

(Figure 5-6)
Power 2700 RPM, full throttle
Mixture FULL RICH up to 5000 ft; at higher
altitude LEAN for smooth operations.
Do not exceed 435°F (224°C) CHT
Flaps UP
Landing Gear UP
Best Rate-of-Climb Speed 88 KIAS
Rev. 27
DATE: 23 April 2015 5-15
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Figure 5-6
TWIN ENGINE CLIMB - MCP CLIMB
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.12 ONE ENGINE INOPERATIVE CLIMB

(Figure 5-7)
Flaps UP
Landing Gear UP
Rev. 27
DATE: 23 April 2015 5-17
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
11000
10000
9000
8000
7000
ALTITUDE [ft]
6000
ISA
ISA+10°C
5000
ISA+20°C
ISA+30°C
4000
3000
2000
1000
0
-100 0 100 200 300 400 500
4700
REFERENCE LINE
4500
4300
WEIGHT [lbs]
4100
3900
3700
3500
-100 0 100 200 300 400 500
RATE OF CLIMB [fpm]
Figure 5-7
ONE ENGINE INOPERATIVE CLIMB
Rev. 27
5-18 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.13 BALKED LANDING CLIMB

(Figure 5-8)
Flaps 35°
Landing Gear DOWN
Balked Landing Transition Speed 80 KIAS
Rev. 27
DATE: 23 April 2015 5-19
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
10,000
ISA
ISA+10°C
ISA+20°C
ISA+30°C
8,000
ALTITUDE [ft]
4,000
2,000
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
REFERENCE LINE
4,500
4,300
WEIGHT [lbs]
3,900
3,700
3,500
0 100 200 300 400 500 600 700 800 900 1000 1100 1200
RATE OF CLIMB [fpm]
Figure 5-8
BALKED LANDING CLIMB
Rev. 27
5-20 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.14 TIME, FUEL AND DISTANCE TO CLIMB - MCP

CLIMB
(Figure 5-9)
Flaps UP
Landing Gear UP
NOTE
To obtain the total fuel used, add 20 lbs for start,
taxi and take-off.
Rev. 27
DATE: 23 April 2015 5-21
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Figure 5-9
TIME, FUEL AND DISTANCE TO CLIMB - MCP CLIMB
Rev. 27
5-22 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.15 CRUISE PERFORMANCE - BEST ECONOMY

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

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

12000
8000
65% @ 2450 rpm
4000
75% @ 2450 rpm
0
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
TRUE AIR SPEED [kts]
Figure 5-11
CRUISE SPEED vs. ALTITUDE
Rev. 27
5-28 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.17 RANGE PROFILE

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

Total Fuel 670 lt
NOTE
Range computation includes 20 lbs of fuel for
start, taxi and take-off, plus the fuel required
climb, cruise and descent, plus 45min reserve
fuel at 45% power.
Rev. 27
DATE: 23 April 2015 5-29
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Figure 5-12
RANGE PROFILE
Rev. 27
5-30 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.18 TIME, FUEL AND DISTANCE TO DESCENT

(Figure 5-13)
Power As required
Flaps UP
Landing Gear UP
Airspeed 158 KIAS
NOTE
Distances shown are for zero wind. These
information may be used for all descent weights.
Rev. 27
DATE: 23 April 2015 5-31
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Figure 5-13
TIME, FUEL AND DISTANCE TO DESCENT
Rev. 27
5-32 DATE: 23 April 2015
A.F.M. P/N NOR10.707-30C
Section 5
P.68R PERFORMANCE
5.19 LANDING DISTANCE TO CLEAR 50 FT

OBSTACLE
(Figure 5-14)
Throttle IDLE at 50 ft above ground level
Flaps 35°
Maximum effective braking
Speed at 50 ft obstacle 1.3 Vs0
CAUTION
Increase Ground Run by 12% when operating
Rev. 27
DATE: 23 April 2015 5-33
A.F.M. P/N NOR10.707-30C
Section 5
PERFORMANCE P.68R
Figure 5-14
LANDING DISTANCE
Rev. 37
A.F.M. P/N NOR10.707-30C
Section 6
P.68R WEIGHT AND BALANCE
SECTION 6
WEIGHT AND BALANCE
TABLE OF CONTENTS
PARAGRAPH PAGE
6.1 INTRODUCTION 6-1
6.2 AIRPLANE WEIGHING PROCEDURES 6-2
6.3 WEIGHT AND BALANCE DATA RECORD 6-3
6.4 WEIGHT AND BALANCE DETERMINATION

FOR FLIGHT 6-5
6.5 EQUIPMENT LIST 6-11

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

A.F.M. P/N NOR10.707-30C
Section 6
SECTION 6
WEIGHT AND BALANCE
6.1 INTRODUCTION
This section contains the necessary information and procedures for
correct aircraft loading and centre of gravity calculation. This section also
contains the procedures to establish the weight and balance for flight and
describes the arms and weights of all equipment installed on the aircraft at
the time of delivery. Weight and Balance limitations specified in Section 2
must never be exceeded and it is the responsibility of the pilot to ensure that
the aircraft is loaded within limits before any flight.
Centre of gravity is a determining factor for flight characteristics
during take-off and for static longitudinal stability. A properly loaded aircraft
will provide good performance throughout the flight envelope.
Using the basic empty weight and C.G., the pilot can easily
determine the weight and C.G. position for the loaded aircraft by computing
the total weight and moment and then determining whether they are within
the approved envelope.
A weight and balance calculation is necessary to determine how
much fuel or baggage can be boarded so as to keep the C.G. within allowable
limits. Check calculations before adding fuel to ensure against overloading.
The method for determining take-off weight and C .G ., the forms
used when weighing the aircraft and determining basic empty weight, the
C.G. position and calculating useful load, are contained in this section.
DATE: 10 June 2010 6-1

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

The aircraft was weighted prior to delivery, and its Basic Empty
Weight and Centre of Gravity location are recorded in Figure 6-3.
Any change in equipment or aircraft modification can affect the
Basic Empty Weight and Centre of Gravity.
The following is a weighing procedure to determine the Basic Empty Weight
and Centre of Gravity location.
(a) Preparation:
(1) Remove excessive dirt, grease, moisture, etc., from the aircraft
before weighing.
(2) To prevent scale reading errors, tow the aircraft inside a closed
building or in to an area free from any wind disturbances.
(3) To determine the centre of gravity, place the aircraft in a level
attitude. (See (b) below).
(4) When weighing the aircraft, all equipment included in the
certified empty weight must be installed.
(5) De-fuel the aircraft and drain the sumps.
(6) Move sliding seats to the most forward position. Raise flaps to
the retracted position. Place all controls surfaces in neutral
position.
(7) Fill to full capacity with oil.
(b) Leveling
Prior to level the aircraft, place the scales under the aircraft wheels
as appropriate (1350 lbs min beneath each main wheel and 500 lbs
min beneath the nose wheel)
To laterally level the aircraft, place a spirit-level across the sliding
rails between frames 7 and 8, and either deflate the tyre or on the
high side of the aircraft.
To longitudinally level the aircraft, partially withdraw the two
leveling screws located below the left window between fuselage
frames 8 and 9 and place a spirit level on these screws.
Deflate or inflate the nose wheel tyre as necessary in both instances
to centre the bubble longitudinally.
6-2 DATE: 10 June 2010

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

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

The Basic Empty Weight, Centre of Gravity Location, and Useful
Load listed in Figure 6-3 are for the aircraft as delivered from the factory.
These figures apply only to the specific aircraft as identified by the Serial
Number and Registration Marks shown.
Figure 6-4 provides a Weight and Balance Record Form that
presents the current status of aircraft basic empty weight, and a complete
history of previous modifications. Any change to installed equipment or any
modification which affects weight or moment must be entered into the
Weight and Balance Record.
DATE: 10 June 2010 6-3

A.F.M. P/N NOR10.707-30C
Section 6
WEIGHING ON WHEELS
1 2 3=1-2 4 5=4x3
WEIGHING SCALE NET
POINT READING TARE WEIGHT ARM MOMENT
(kg) (kg) (kg) (m) (kg m)
N -2.710
L 0.802
R 0.802
W C.G. M
TOTAL
………… ……….. …………
C.G. = M / W
% MAC= (C.G./1.550) × (100) = ............%
Figure 6-1
WEIGHING FORM
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 6

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

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

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

Figure 6-2
BASIC EMPTY WEIGHT
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 6
Aircraft Serial Number____________________

Registration Marks_______________________
AIRCRAFT ACTUAL BASIC EMPTY WEIGHT

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

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

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

ARE FOR THE AIRCRAFT AS DELIVERED FROM THE FACTORY.
REFER TO WEIGHT AND BALANCE RECORD (Figure 6-4) WHEN
ALTERATIONS HAVE BEEN MADE.
Figure 6-3
WEIGHT AND BALANCE DATA FORM
6-6 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 6
Figure 6-4
WEIGHT AND BALANCE RECORD
DATE: 10 June 2010 6-7

A.F.M. P/N NOR10.707-30C
Section 6
Figure 6-5
Sheet 1 of 2
WORK SHEET
6-8 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 6
Figure 6-5
Sheet 2 of 2
WORK SHEET
DATE: 10 June 2010 6-9

A.F.M. P/N NOR10.707-30C
Section 6
2100
2000
MAXIMUM ZERO FUEL WEIGHT
1900
1800
AIRCRAFT WEIGHT [kg]
1700
WEIGHT AND BALANCE
1600 ENVELOPE
1500
1400
1300
1200
1100
1000
200 300 400 500 600 700 800 900 1000 1100
MOMENT [kgm]
Figure 6-6
WEIGHT/MOMENT ENVELOPE
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 6
6.5 EQUIPMENT LIST

The list of equipment which can be installed onboard the Vulcanair P.68R
aircraft is laid out in the “P.68R EQUIPMENT LIST” p/n NOR10.719-4,
latest applicable revision.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 6
This page is intentionally left blank
6-12 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 7
P.68R DESCRIPTION AND OPERATION
SECTION 7
SYSTEMS DESCRIPTION AND OPERATION
TABLE OF CONTENTS
PARAGRAPH PAGE
7.1 AIRCRAFT 7-1
7.2 AIRFRAME 7-1
7.3 POWERPLANT 7-2
7.4 ENGINE CONTROLS 7-3
7.5 FLIGHT CONTROLS 7-4
7.6 LANDING GEAR 7-5
7.7 HYDRAULIC SYSTEM 7-6
7.8 BRAKE SYSTEM 7-10
7.9 FUEL SYSTEM 7-12
7.10 ELECTRICAL SYSTEM 7-19
7.11 EXTERNAL POWER 7-26
7.12 INSTRUMENT PANEL 7-26
7.13 ANNUNCIATOR PANEL 7-27
7.14 STALL WARNING 7-27

A.F.M. P/N NOR10.707-30C
Section 7
DESCRIPTION AND OPERATION P.68R
SECTION 7
PARAGRAPH PAGE
7.15 CABIN AIR SYSTEM 7-27
7.16 BAGGAGE COMPARTMENT 7-28
7.17 PITOT STATIC SYSTEM 7-28
7.18 EMERGENCY EVACUATION 7-32
Rev. 35
7-ii DATE: 14 September 2017
A.F.M. P/N NOR10.707-30C
Section 7
SECTION 7
7.1 AIRCRAFT
The P.68R is a twin-engine high-wing monoplane.
7.2 AIRFRAME
The airframe is mainly of all-metal construction, with tail cone, fairings and
wing tips made of fiberglass.
The fuselage is a semi-monocoque structure with rivetted skin, the fully
cantilevered wing and empennage are both of all metal, stressed-skin
construction.
Each wing carries one integral fuel tank for STD Range Configuration, while
an additional wing integral fuel tank may be fitted for Long Range
Configuration.
The tail unit is composed of a swept-back vertical fin and rudder, and with a
horizontal stabilator. Trim tabs are on both rudder and stabilator trailing
edge.
Both ailerons and flaps are of all metal construction.
The P.68R is equipped with hydraulically actuated, fully retractable tricycle
landing gear; the nose gear retracts backward into the fuselage nose and the
main gears retract into the fuselage belly.
The landing gear doors are mechanically linked to their respective landing
gear components and remain open when the gear is extended. Shock
absorption is provided on each gear by an oleo-pneumatic shock strut. The
nose wheel is steerable through the rudder pedals.
Refer to paragraphs 7.6 and 7.7 hereunder for detailed description and
operation of the landing gear and its hydraulic system.
Brakes are hydraulically actuated through the rudder pedal tips. Refer to
paragraph 7.8 hereunder for detailed description and operation of the brake
system.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
The cabin may be accessed through the cabin door under the left wing and
the forward right-side crew door. The aft baggage compartment is accessed
through the rear door on the right side of the fuselage.
The cabin and the crew doors may be used for emergency evacuation (refer
to paragraph 7.19).
Two different seating arrangements are available: "Standard Configuration”
with all seats facing forward, and “Club Seating Configuration” with the two
middle seats facing aft.
To give the aircraft a continuous metal surface, lightning strike bonding is
fitted between fiberglass and metal components.
Static wicks are installed on the wing and tail plane trailing edges to clear the
aircraft of surface static electricity that could disrupt low frequency radio
reception or otherwise cause VHF interference.
7.3 POWERPLANT
The P.68R is powered by two Lycoming IO-360-A1B6 engines, which are
air-cooled, four cylinder, normally aspirated fuel-injected units with direct
propeller drive. Rated power is 200 HP at 2700 RPM at sea level.
Each engine is enclosed in cowlings consisting of two side panels, upper,
lower, and nose sections, and two side fillets. Baffles are fitted to direct
cooling air through the engine compartment.
The dual ignition system comprises two mechanically driven magnetos, a
shielded wiring harness, and spark-plugs.
Fuel injection is ensured by an engine driven fuel pump that feeds the servo
fuel injector, located in the manifold behind the alternate air box. The servo
fuel injector senses the air in the manifold, compares it to external static air
pressure, and then sends fuel at the correct pressure to the distributor, and
then to a fuel nozzle in the air intake close to the cylinders. Air is fed through
the manifold ducting after being filtered. An alternate air system is also fitted
between the filter and the manifold intake to prevent ice build-up.
The engine lubrication system consists of a wet sump, engine driven oil
pump, an oil filter and an oil cooler.
Engines drive Hartzell two bladed, constant speed, fully feathering metal
propellers.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
Propeller speed is maintained constant by a governor that controls the engine

oil pressure being fed to the pitch change mechanism.
In case of too much cold environmental condition, a TANIS Engine Pre-Heat
System can be installed; this one is a system which can be utilized only
before starting the engines.
In case the TANIS Engine Pre-Heat System is installed, insert in the Aircraft
Flight Manual the document “Pilot’s Guide Supplement - Tanis Preheat
System - Piston Aircraft” p/n TPG0001 latest revision.
WARNING
TANIS Pre-Heat System cannot be used in flight.
7.4 ENGINE CONTROLS

The engines and propellers are operated by three sets of control levers
mounted on the control pedestal below and at the centre of the instrument
panel. Controls are (from left to right): power levers, propeller speed levers
and mixture control levers. Control lever friction is adjusted by a friction
wheel located on the right side of the control pedestal. Friction should be set
for smooth but not loose control lever movement. To increase friction, rotate
the wheel clockwise, to decrease friction rotate the wheel counterclockwise.
The alternate air controls are located on the instrument panel.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
7.5 FLIGHT CONTROLS

Flight controls are of a conventional type, operated by dual control wheels
and rudder pedals.
The horizontal tail is entirely mobile (stabilator).
The control wheel operates the ailerons and the stabilator.
The rudder pedals operate the rudder and the nose wheel steering.
A typical control wheel incorporates switches associated with autopilot
operation, electrical trim and communications.
Secondary controls are provided by the stabilator and rudder trim tabs.
Stabilator trim is operated by a wheel, located on the left side of the control
pedestal, which turns a chain sprocket. The rudder trim wheel is located on
the aft of the control pedestal.
An indicator showing trim tab position is mounted close to each trim control
wheel.
The flaps, one on each wing, are operated by an electrical actuator mounted
in the right wing box. This actuator is connected to a drive pulley which
operates the right wing flap through a push-pull rod, and the left wing drive
pulley through cables. The left wing flap is connected to this pulley by a
push-pull rod.
Electrical up and downlimit switches are provided to safeguard against
overtravel.
Flap operation is controlled by a switch mounted on the lower part of the
pedestal, while flap position is mechanically/electrically trasmitted to the
indicator located next to this switch.
For aircraft from s/n 463 onwards has been introduced in standard
configuration a new Flap Position Indication and Control System described
in the Supplement AH. This new system replaces the current basic one, with
the introduction of a different switch to command flap position and replacing
the current flap position indicator with a number of green LED, switched ON
when the flap surfaces assume the desired positions.
The Flap Control Panel, located on the instrument panel, includes a control
switch with proper control knob, position indicator green LED and markings.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
7.6 LANDING GEAR

The P.68R is equipped with hydraulically actuated, fully retractable tricycle
landing gear; the nose gear retracts backward into the fuselage nose and the
main gears retract into the fuselage belly. The landing gear doors are
mechanically linked to their respective landing gear components and remain
open when the gear is extended.
Shock absorption is provided on each gear by air-oil shock struts.
The nose wheel is steerable through the rudder pedals and when the nose
wheel is cleared from the ground or is retracted, the steering linkage becomes
disconnected, thereby freeing the rudder pedals from any connection with the
nose gear.
To guard against inadvertent retraction of the landing gear when the airplane
is on the ground a safety switch is positioned on the right MLG. The weight
of the airplane, sensed on the right MLG, causes the safety switch to open,
thus preventing the electro-hydraulic pump from being actuated.
The landing gear is operated by means of a Landing Gear Actuator Panel
(provided with knob in the shape of a wheel) located in the lower central
section of the instruments panel.
To operate the gear is necessary to pull out the knob and to move it to the
desired position. This allows the electro-hydraulic pump to generate the
required hydraulic pressure to drive the landing gear towards the selected
position (refer to paragraph 7.7 hereunder for detailed description and
operation).
To visualize the main and nose landing gears on Garmin G950 MFD display,
two under-belly cameras can be installed as customer option.
The nose wheel is installed with 5.00-5, 6 ply tire. The main wheels are
installed with 6.00-6, 8 ply tires and with disc hydraulic brake assemblies
which are actuated by individual toe brake cylinders mounted on the rudder
pedals.
The landing gear emergency extension system consists of a red emergency T-
handle, a blowdown nitrogen bottle located in the rear fuselage cone after the
baggage bulkhead. When the handle is pulled the bottle releases nitrogen
under pressure into the circuit to drive the landing gear into the down and
locked position (refer to paragraph 7.7 hereunder for detailed description and
operation).
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
7.7 HYDRAULIC SYSTEM

(Refer to Figure 7-1 and 7-8)
P.68R features one hydraulic normal extension/retraction system and one
pneumatic emergency extension system.
Main components of the extension/retraction system are:
- Hydraulic Power Unit
- Three hydraulic cylinders
- Two shuttle valves
- One twin shut-off valve
- Emergency bottle
Operating fluids are:
- Hydraulic fluid compliant with MIL-H-5606 (Normal
extension/retraction system)
- Dry Nitrogen (Emergency extension system)
The hydraulic power pack is located in the rear section of the fuselage after
baggage bulkhead. A control knob in the shape of a wheel, mounted in the
lower central section of the instruments panel, operates the system. To check
the hydraulic fluid level, unscrew dipstick installed on the powerpack.
NORMAL EXTENSION
(For aircraft from s/n 458 onwards has been introduced in standard
configuration a new Landing Gear Actuator Panel whose operation is
described in the Supplement AG)
When the selector knob is moved to “DOWN” position, it electrically
operates the electro-hydraulic pump thus allowing the pressure to rise in the
circuit. High pressure fluid is sent, through a Tee connection, to the two
shuttle valves (one for the nose landing gear circuit and the other for the main
landing gear circuit). If the emergency extension circuit is not activated, the
hydraulic fluid is then delivered through the shuttle valves to the nose landing
gear cylinder and to both main landing gear cylinders (fed in parallel by a
Tee connection). Actuating cylinders lower the nose landing gear and the
main landing gear de-activating each one of the “Landing Gear up” position
switches and illuminating the red light on the instrument panel (Landing gear
not down-locked or in-transit).
For aircraft embodying Service Bulletin No.206, the red light switches on
also when the Hydraulic Pump Unit is “ON”.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
For aircraft s/n 457 or aircraft embodying Service Bulletin No.209, the amber light
on the instrument panel switches on when the Hydraulic Pump Unit is “ON”
The “Landing gear up” hydraulic circuit delivers returning fluid back to the
integrated powerpack reservoir. With one Landing Gear in down-locked
position (mechanical down-lock) the relevant position switches are activated
and the green lights are illuminated. The Pilot assumes that the Landing Gear
is in a down-locked position when all three green position lights are
illuminated (NLG, Left MLG, Right MLG).
NORMAL RETRACTION
When the selector knob is moved to “UP” position, it electrically operates the
electro-hydraulic pump thus allowing the pressure to rise in the circuit.
Pressurized fluid is sent, through a X connection, to the nose landing gear
cylinder, to both main landing gear cylinders (fed in parallel by a Tee
connection). Actuating cylinders lift the nose landing gear and the de-
activating the “Landing Gear down-locked” position switches and
illuminating the red light (Landing gear not down-locked or in-transit).
For aircraft embodying Service Bulletin No.206, the red light switches on
For aircraft s/n 457 or aircraft embodying Service Bulletin No.209, the amber light
on the instrument panel switches on when the Hydraulic Pump Unit is “ON”.
The “Landing gear down” hydraulic circuit delivers returning fluid back to
the integrated reservoir. With the Landing Gear in up position, the up limit
switches are activated and all of the lights are turned off. The Pilot assumes
that the Landing Gear is in up position when all three green lights and the red
light are extinguished. With the landing gears in up position a pressure switch
switches off the electro-hydraulic pump. A relief valve integrated to the
Hydraulic Power Pack, functions as a safety releasing fluid back to the
reservoir, should an overpressure in the circuit occur.
EMERGENCY EXTENSION
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
Should the normal extension system fails to set all three landing gears in
down-locked configuration the emergency extension system may be operated
(it is advisable, if flight conditions permit, further attempts to lower the
landing gear using the normal extension system before operating the
emergency extension system).
The landing gear emergency system consisting of a nitrogen blowdown
bottle, a T-handle, a twin shut-off valve and a relevant plumbing. The T-
handle is located close to the actuating knob on the control panel and is safely
guarded. Pulling the emergency control handle, the shut-off valve, operated
by means of a Bowden cable, connects the “up” hydraulic circuit directly to
the vent line (fluid escapes through the vent-line outboard of the aircraft).
High pressure Nitrogen, before stored into the emergency bottle, is sent
trough a Tee connection to two shuttle valves (one for the nose landing gear
circuit and the other for the main landing gear circuit) then into the “landing
gear down” line. Actuating cylinders lower the nose landing gear and the
main landing gear de-activating each one of the “Landing Gear up” position
switches and illuminating the red position light on the instrument panel
(Landing gear not up or in-transit).
The “Landing gear up” hydraulic circuit delivers returning fluid

back to the outboard of the aircraft. With one Landing Gear in down-locked
position (mechanical down-lock) the relevant position switches are activated
and the green lights on the instrument panel are illuminated. The Pilot
assumes that the Landing Gear is in a down-locked position when all three
landing gear position lights are green. After landing the restore/drain of the
hydraulic system and refill of the emergency system must be done.
WARNING
Do not attempt to retract the landing gear
following an Emergency Extension.
LANDING GEAR UP WARNINGS

(For aircraft from S/N 458 onwards has been introduced in standard
described in the SUPPLEMENT AG)
An aural warning alerts the Pilot of a “Landing gear not down-locked” if
flaps are extended in a between “Take-off” and “Land” positions and/or one
or both throttles are close or next to “idle”.
Rev.7
7-8 DATE: 04 March 2011
A.F.M. P/N NOR10.707-30C
Section 7
Legend: 1 – Oil dipstick 5 – Emergency selector valve

2 – Powerpack 6 – Shuttle valves
3 – Emergency blow down bottle 7 – NLG actuator
4 – Pressure switch 8 – MLG actuators
Figure 7-1
HYDRAULIC SYSTEM SCHEMATIC
DATE: 10 June 2010 7-9
A.F.M. P/N NOR10.707-30C
Section 7
7.8 BRAKE SYSTEM (Refer to Figure 7.2)

The brakes are hydraulically operated by individual hydraulic brake
cylinders mounted on the rudder pedals. To operate the brakes, apply toe
pressure against the top of the rudder pedals.
The parking brake consists of a manually operated knob assembly
connected to the parking brake valve. When pressure is applied to the brake
system and the parking brake knob is pulled, the valve holds the pressure on
the brake assemblies until released. Push the knob to release the parking
brake.
Hydraulic fluid for the brake cylinders is contained in a remote
reservoir located in the nose compartment, accessible through the inspection
panels.
7-10 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-2
BRAKE SYSTEM
DATE: 10 June 2010 7-11

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

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

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

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

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

outboard end by means of a primary vent line incorporating a vent valve.
7-12 DATE: 10 June 2010
A.F.M. P/N NOR10.707-30C
Section 7
For Long Range Configuration, the two tanks for each wing are
interconnected by a vent line and are vented overboard at outboard end of the
outboard tank by means of a primary vent line incorporating a vent valve.
For STD Range Configuration, two fuel drain valves (one per wing) are
located under the tank sumps, while for Long Range Configuration, two extra
drain valves, one per wing, are provided under the outboard tanks.
Fuel drain valves for both fuel filters are located on the outboard lower
engine cowlings.
To avoid accumulation of water and sediment, the fuel tank sumps and
strainers should be drained prior to the first flight of the day, and after
refueling.
An independent fuel system for each wing permits the relative engine to
operate from its own supply. Both systems, however, are interconnected by a
Cross-Feed line which allows both engines to draw fuel from the same tank if
necessary.
Fuel operations are controlled by fuel selector handles located on the cabin
overhead panel. Movement of these handles is transmitted by teleflex cables
to the fuel selector valves mounted in the wing leading edge, outboard of the
engine nacelles.
Up to s/n 463 the fuel quantity is measured by a float arm transmitter
installed on the front spar of each wing and is monitored via a dual analog
indicator installed on the breaker panel. If failure occurs of the fuel quantity
indication system, the stick fuel gauge p/n 9.1049-1 must be used in
accordance with the following:
- For STD Range Configuration, vertically insert the stick into the fuel tank
through the fuel filler opening, until it touches the bottom of the tank,
then, holding it in vertical position, read the max wet value on the stick
STD range scale to know the fuel quantity in the tank.
- For Long Range Configuration, vertically insert the stick into the fuel
filler opening on the outboard tank, until it touches the bottom of the tank,
then, holding it in vertical position, read the max wet value on the stick
Long range scale to know the fuel quantity in the tank.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
From aircraft s/n 478 up to s/n 482 the fuel quantity is monitored by means of
a dual digital fuel indicator installed on the instrument panel.
In the installation of this new fuel level indication system, the two fuel
senders are of magnetic digital typology.
If a failure of the above fuel quantity indication system occurs, the fuel
quantity indicator requires a suitable calibration procedure as described in the
appropriate section of Maintenance Manual.
Color indications of the level indication bars have been preset. These values
of usable fuel are automatically set when the instrument is calibrated:
- Red line is 0.2 USG or less
- Yellow Line 0.3 USG to 12.0 USG
- Green line for all quantities above 12.0 USG
For aircraft from s/n 487 onwards, the fuel quantity is measured by one active
digital fuel sender installed on the front spar of each wing; the fuel quantity
readings for each fuel tank (in USG) are shown on the Garmin G950 MFD
(and PFD when the Garmin G950 system is in reversionary mode) installed
on the instrument panel.
The two fuel senders are of magnetic typology and their output is a digital
square wave signal whose frequency changes according to the fuel level in
the tank.
After the replacement of the fuel lever sender, it is mandatory to carry out a
suitable calibration procedure, as described in the appropriate section of
Maintenance Manual.
Fuel Flow and Fuel Pressure readings for each engine are presented on a
dedicated integrated engine display.
Fuel is drawn through a strainer in the fuel tank sump to a selector valve. It
then passes through a fuel filter to the auxiliary fuel pump, and into the
engine driven fuel pump which forces the fuel to the engine servo fuel
injector.
WARNING
Before any flight, it is a precise Pilot’s
responsibility to verify the actual fuel quantity
present onboard and that it is appropriate for
intended flight.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-3
FUEL SYSTEM SCHEMATIC
- STD RANGE CONFIGURATION -
Rev.17
DATE: 22 July 2013 7-15
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-3a
FUEL SYSTEM SCHEMATIC
- LONG RANGE CONFIGURATION -
Rev.17
7-16 DATE: 22 July 2013
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-4
FUEL CONTROL SYSTEM SCHEMATIC
DATE: 10 June 2010 7-17

A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-5
FUEL CONTROL TRANSMITTER
7-18 DATE: 10 June 2010

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

(Refer to Figures 7-6a, 7-6b, 7-6c, 7-7, 7-8a and 7-8b)
The aircraft system is powered by two 130 Amp alternators or optionally by
two 70 Amp alternators.
A 24V, 18 A/h or 24V, 19 A/h battery, whichever is installed, provides for
engine starting and as a reserve power source in case of alternator power loss;
it is located in the fuselage tail-cone, aft of the baggage compartment.
Two voltage regulators p/n NOR7.375-3 maintain effective alternator load
sharing while regulating the system bus voltage at 27.5 +/- 0.5 Volts.
Two overvoltage relays p/n NOR7.367-2, one for each alternator circuit, are
also incorporated in the system to prevent damage to all electrical loads in
case of regulator failure.
Both the voltage regulators and the overvoltage relays are located in the
tailcone near the battery; they are accessible through the removable panel in
the close-out panel.
If the aircraft installs two solid-state electronic voltage regulators p/n NV7.003-
130A, the overvoltage relays are incorporated in voltage regulators units.
A low voltage unit is installed to indicate a bus-bar voltage equal to, or less
than, the battery voltage.
The electrical system is controlled by three switches, located on the pilot’s
left side panel, labeled LH FIELD, MASTER, RH FIELD. They may be
switched off simultaneously by a gang bar.
Avionic systems power is controlled by one switch, labeled “AVIONICS”
located on the pilot’s left side panel.
The electrical system may be monitored through the volt and amp indicators.
For aircraft installing Garmin G950 Integrated Flight Deck (Supplement AF),
the voltage generated by the power generation system is made available
immediately on MAIN BUS BAR and ESSENTIAL BUS BAR and, after
activation of associated relay, to the other two bars, AVIONIC and
SECONDARY. The power generation is controlled by three switches labeled
LH GEN, MSTR BATT, RH GEN, while the power for avionic systems and
secondary systems is controlled by AV BUS and SEC BUS switches.
Volt and amp indications are presented on Garmin G950 displays.
Switches and circuit breakers (of the push-to-reset type) are located on the
pilot’s left side panel.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
NOTE
A tripped circuit breaker should not be reset in flight
unless deemed necessary for continued safe flight
and landing. Only one reset should be attempted.
Lighting includes standard navigation lights, landing/taxi lights on the left
wing leading edge, one tail anti-collision light and two wing anticollision
lights (one in each wing). Cabin lighting consists of four reading lights, each
with its own switch. Cockpit lighting consists of various indicator lights,
instrument panel lighting and two map lights. The latter is connected directly
to the battery just after the battery relay.
On the instrument panel, over the landing gear selector knob, there is a light
assembly with one red and three green lights. The green lights will come on
when each of the three wheels are down and locked. The red light will come
on when any or all the wheels are unlocked (intermediate position). When the
landing gear is up and locked there is no indication lights.
For aircraft embodying Service Bulletin No. 206, the red light switches on
WARNING
Hydraulic Pump Unit is not intended for continuative use.
Maximum duty cycle is 30 (thirty) seconds. If red light is “ON” for
more than 30 (thirty) seconds, pull the Hydraulic Pump Breaker.
Besides, the red light switches on also when flaps are extended in a between
“Take-off” and “Land” positions and/or one or both throttles are close or next
to “idle” . In these last cases the pilot is alerted by an aural warning, too.
For aircraft S/N 457 or aircraft embodying Service Bulletin No. 209, the amber
light on the instrument panel switches on when the Hydraulic Pump Unit is “ON”.
WARNING
Hydraulic Pump Unit is not intended for continuative use.
Maximum duty cycle is 30 (thirty) seconds. f amber light is “ON”
for more than 30 (thirty) seconds, pull the Hydraulic Pump Breaker.
As option it is possible to install a LED storm light under the cockpit cover,
to illuminate uniformly the area around the instrument panel.
One underwing courtesy light is located inboard of the engine nacelle, to
illuminate the area around the cabin, the entrance door and the landing gear.
From aircraft s/n 476 onwards the courtesy light switch-on is temporized, and
its operating range is about 2 minutes.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
From aircraft s/n 476 onwards two LED baggage lights are installed; the
baggage lights switch-on (switch-off) is automatically controlled by baggage
door opening (closure).
WARNING
Don’t forget the baggage door open during
aircraft stop on ground.
Also located on the pilots left side panel is the VHF COM emergency switch.
When moved to the “Battery” position, the pilot is able to maintain radio
communications in case of electrical system failure. The loudspeaker is
inoperative in this configuration, so a headset must be worn.
A wing ice inspection light is installed in the left outboard nacelle. Other
electrical systems include pitot heat, a stall warning horn, and dimming
rheostat switches to control instrument panel lighting.
Three aux power sockets rated at 28Vdc 5A (max) are provided. Two sockets are
located in the cockpit area, and the last is installed in the passenger compartment.
One 30A at 28 Vdc auxiliary power socket is provided on the right wall of
the cabin just forward of the 3rd seat row as an optional installation. This
auxiliary power socket is powered through the standard automatic cut off
circuit that will disconnect power from the auxiliary power socket whenever
an alternator failure occurs.
An automatically activated Emergency Locator Transmitter (ELT) is installed
aboard the aircraft. The transmitter unit is installed on the baggage
compartment left wall, forward of the aft bulkhead, and the antenna is
installed on the upper skin of the fuselage between frames 11 and 12. A
remote switch with a warning light is installed on the instrument panel.
Although the ELT is designed to activate automatically in the event of a
crash, the transmitter may also be manually activated by either the header
switch on the transmitter body, or via the remote switch on the instrument
panel. For detailed technical and operating information, refer to the relevant
applicable manufacturer’s documentation.
TAKE PRECAUTIONS TO AVOID INADVERTENT TRANSMITTER
ACTIVATION AND CONSEQUENT TRIGGERING OF A FALSE ALARM.
REFER TO THE “INADVERTENT ELT ACTIVATION” PROCEDURE IN
THE RELEVANT APPLICABLE MANUFACTURER’S DOCUMENTATION.
The ELT is for AVIATION EMERGENCY USE ONLY, unauthorized use is
prohibited. It must be used in accordance with the national and local regulations.
Rev.17
DATE: 22 July 2013 7-21
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-6a
POWER DISTRIBUTION SCHEMATIC
FOR AIRCRAFT EQUIPPED WITH
VOLTAGE REGULATORS P/N NOR7.375-3
Rev. 10
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-6b
VOLTAGE REGULATORS P/N NV7.003-130A
Rev. 10
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-6c
VOLTAGE REGULATORS P/N NV7.003-130A
AND INSTALLING GARMIN G950 INTEGRATED FLIGHT DECK
Rev. 35
7-23a DATE: 14 September 2017
A.F.M. P/N NOR10.707-30C
Section 7
Rev. 35
DATE: 14 September 2017 7-23b
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-7
ANNUNCIATOR PANEL
(Applicable only to aircraft s/n 453 and 457)
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-8a
LANDING GEAR ACTUATOR PANEL INSTALLATION LAYOUT
(Applicable only to aircraft s/n 453 and 457)
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
For the Stand-by instrument

configuration refer to
Supplement AJ
Figure 7-8b
LANDING GEAR ACTUATOR PANEL INSTALLATION LAYOUT
(Applicable to aircraft from s/n 458 onwards)
Rev. 35
7-25a DATE: 14 September 2017
A.F.M. P/N NOR10.707-30C
Section 7
Rev. 35
DATE: 14 September 2017 7-25b
A.F.M. P/N NOR10.707-30C
Section 7
7.11 EXTERNAL POWER

An external power receptacle, located on the right side of the
fuselage tail-cone, allows an external auxiliary power source to be connected.
NOTE
Any external power source used for engine
starting should have a minimum capacity of 300
Amps at 28 Volts D.C.
NOTE
Plugging and turning ON the external power
source will result in a battery charge process. Be
aware of the battery state of charge since it is
not checked. Refer to the battery service manual
for any guidance or maintenance procedure.
7.12 INSTRUMENT PANEL

The instrument panel is designed to accommodate engine
monitoring instruments and required VFR and IFR flight instruments.
Radio navigation and communication apparatus are located in the
center area of the instrument panel.
The flap control switch and position indicator are located on the
instrument panel or on the central rack.
Fuel pump switches, magneto switches and starter buttons are
installed on the cockpit overhead panel. A magnetic compass is installed on
the windshield divider.
For aircraft installing Garmin G950 Integrated Flight Deck, refer to
Supplement AF for cockpit lay-out and master, overhead and breaker panels.
Rev. 9
7-26 DATE: 19 July 2011
A.F.M. P/N NOR10.707-30C
Section 7
7.13 ANNUNCIATOR PANEL

(Refer to Figure 7-7)
The annunciator panel is located on the top of the instrument panel; it
includes alternator amber lights, low voltage red light, fuel pump and surface
de-icer green light.
For aircraft installing Garmin G950 Integrated Flight Deck, the external
annunciator panel is not present, because all the relevant information are
displayed on Garmin G950 system.
7.14 STALL WARNING

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

Cabin air heating system is provided by means two heat exchangers on the
engine mufflers. The system is controlled by two separate control knobs on
the right side of the instrument panel that open and close the air heating
valves installed into the LH & RH wing leading edges. Hot air is supplied to
the cabin through five adjustable air valves. A separate defrosting system is
rovided by means a fan heater installed on the fuselage structure between
fuselage frames No.1 and 2.
The fresh air to the cabin is provided by means of a forward and a rear fan
system as below described:
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
The forward fan system, composed by two blowers installed on the aft face of
the fuselage frame No.1, provides to supply external fresh air to the crew
through two adjustable air outlets located on the instrument panel. These
outlets can be closed when external air is not desired. The blowers are
controlled by the “dynamic air” switch located on the breaker panel; this
system is protected by an appropriate circuit breaker.
The rear fan system, composed by two blowers installed on the shelf located
behind the rear bulkhead of the baggage compartment, provides to supply
fresh air to the crew and passengers through six adjustable air outlets located
on the cabin ceiling (one blower and two air outlets for the crew and the other
blower and four air outlets for the passengers). This system is controlled by
two switches, one for the crew blower and the other for the passenger blower;
this system is protected by two appropriate circuit breakers (one for each
circuit). The rear fan system is connected to cut-off system and so it is
operative only when both engines are running or when a GPU is connected.
For aircraft s/n 457 and 458 or for aircraft embodying Service Bulletin
No.208, the integrated cabin air system is composed by hot/defrost air
system, ventilation system and optional air conditioning system (refer to
Supplement AE of this Manual).
For aircraft from s/n 463 onwards, an improvement of the Environmental
Control System has been introduced in standard configuration, and described
in the Supplement AI. This improved system replaces the current basic one,
with the introduction of a fwd fan heater, an air selector valve to select cabin
air or ram air, a motorization of air selector valve installed in the wing (used
for hot air system) and a new environmental control panel.
7.16 BAGGAGE COMPARTMENT

Located in the rear of the cabin and accessible through the door on the right
side of the fuselage. It features a reinforced floor that can resist up to
200lb/sq.ft. Four cargo belts lash-down points are provided.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
7.17 PITOT STATIC SYSTEM

(Refer to Figures 7-9 and 7-10)
The Pitot/static system supplies static air pressure to altimeter and rate of
climb indicator, and both dynamic and static air pressure to the airspeed
indicator.
The standard Pitot tube for dynamic pressure pick-up is mounted on the left
side of the fuselage nose, while the static source pick-ups are located on both
sides of the rear fuselage.
An alternate static source pick-up is located in the cabin on the left side of the
control pedestal.
An electrical heating element is installed within the Pitot tube to prevent ice
obstruction during severe weather conditions.
An optional second Pitot tube may be installed on the right side of the
fuselage nose, in symmetrical position with respect to the first one.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-9
PITOT-STATIC SYSTEM SCHEMATIC
(Applicable to aircraft up to s/n 463)
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
PITOT-STATIC SYSTEM
WITH ONE PITOT TUBE
(OPT CONFIG.)
PITOT-STATIC SYSTEM
WITH ONE PITOT TUBE
(STD CONFIG.)
Figure 7-10
PITOT-STATIC SYSTEM SCHEMATIC
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
7.18 EMERGENCY EVACUATION

(Refer to Figures 7-11, 7-11a, 7-11b and 7-12)
The emergency exit for P.68R aircraft is the crew door located on the right
side of the forward fuselage section.
The emergency evacuation of the aircraft can be also performed by cabin
door, located on the left side of the fuselage central section.
CREW DOOR
Because of the proximity of this door to right propeller disc, a safety device
forces right engine shut-down prior to door emergency open. Such device
consists of a safe-guarded pull-and-move forward right engine turn off lever
located on the crew door that controls an engine turn off switch located
behind the right side wall of the cabin just forward the engine turn off lever.
It automatically grounds both right engine magnetos forcing its shut down.
On this door another safety device is present to avoid crew door openings
with the right engine not shut-off (sensor on right engine OIL pressure). Such
device is overridden by operating the “Crew door right engine turn off lever”
as explained in Figure 7-12. Not activation of this engine turn off lever not
interferes with the opening of the crew door. With the right engine shut-off as
per normal procedure, it is not required to operate the engine turn off lever. If
activated, to reset the above engine shut-down device, proceed as follows:
a. Pull and move fully rearward the right engine turn off lever then lower
the lever guard and secure this last with a 0.5 mm diameter safety wire
in copper material.
b. Remove the access hole cover on the right side wall of the cabin just
forward the right engine turn off lever.
c. Trough the opened access hole turn ON the right engine turn off switch.
d. Reinstall the access hole cover previously removed.
For aircraft from s/n 480 onwards, some improvements to the type design and
emergency evacuation procedure have been introduced (ref. Figures 7-11b and 7-12):
a. An additional safety guard covers the interlock button; this last one is
accessible only by breaking a safety wire.
b. A new safety guard with also lateral protection covers the right engine
turn off knob; this last one is protected also by safety wire. The safety
device is activated only by sliding forward the concerned knob.
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
c. The solenoid that activates the door lock mechanism is supplied by the
aircraft battery in order to remain powered also under master switch OFF.
For aircraft up to s/n 478
To ESCAPE through this door:
1. Lift up the lever guard then pull and move forward the RH engine turn off lever
2. Push the interlock button (only after propeller stop)
3. Pull door handle to open and evacuate the aircraft
To RESCUE from outside, through this door:
1. Crash crew door window
2. Push the interlock button
3a. Pull door handle to open and evacuate the aircraft
3b. Push the door button to open and evacuate the aircraft (only for s/n 478)
For aircraft from s/n 480 onwards
1. Lift up the knob guard then move forward the knob to shut-down the engine
2. Lift up the button guard then push the button
3. Pull the door handle and evacuate the aircraft
1. Crash crew door window
2. Lift up the button guard then push the button
3. Push the door button to open and evacuate the aircraft
CABIN DOOR
1. Unlock door handle
1. Push the knob handle to unlock
1. Push the door button to open and evacuate the aircraft
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-11
EMERGENCY EVACUATION
(Applicable to aircraft up to s/n 463)
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-11a
(Applicable only to aircraft s/n 478)
Rev. 35
DATE: 14 September 2017 7-34a
A.F.M. P/N NOR10.707-30C
Section 7
Figure 7-11b
Rev. 35
7-34b DATE: 14 September 2017
A.F.M. P/N NOR10.707-30C
Section 7
WARNING
During evacuation ensure that the right
engine is stopped before opening the crew
door.
WARNING
In case of emergency, unless the right engine
is shut off by pilot using primary engine shut
off switch or by crew using “crew-door
emergency turn off lever switch”, the crew
door will not open with engine running.
WARNING
Prior to fly, before starting the engines, the
pilot must brief passengers on emergency
evacuation procedures.
DATE: 10 June 2010 7-35

A.F.M. P/N NOR10.707-30C
Section 7
RH ENGINE SHUT-DOWN
KNOB GUARD
(Applicable to aircraft
from s/n 480 onwards)
Figure 7-12
EMERGENCY TURN OFF LEVER OPERATION
Rev. 35
A.F.M. P/N NOR10.707-30C
Section 8
P.68R SUPPLEMENTS
SECTION 8
SUPPLEMENTS
TABLE OF CONTENTS
INTRODUCTION Page 8-1
SUPPLEMENT B SURFACE DE-ICE BOOT
SYSTEM AND PROPELLER
ELECTRIC DE-ICE SYSTEM 10 pages
SUPPLEMENT D/1 S-TEC 55X AUTOPILOT WITH
GARMIN G950 INTEGRATED
COCKPIT 62 pages
SUPPLEMENT D/2 S-TEC 55X AUTOPILOT WITH
SAGEM INTEGRATED
COCKPIT 66 pages
SUPPLEMENT E - DELETED -
SUPPLEMENT F MTOW DECREASE TO 1960 kg
(4321 lb) 42 pages
SUPPLEMENT G/3 - DELETED -
SUPPLEMENT Q - DELETED -
SUPPLEMENT Q/1 GARMIN GMA 347 AUDIO
PANEL 8 pages
SUPPLEMENT R/1 GARMIN GTX 330
TRANSPONDER 4 pages
SUPPLEMENT S/2 GARMIN GNS 430W (WAAS)
VHF COMMUNICATIONS
TRANSCEIVER VOR/ILS
RECEIVER/GPS RECEIVER 30 pages
SUPPLEMENT S/3 GARMIN GNS 530W (WAAS)
VHF COMMUNICATIONS
TRANSCEIVER VOR/ILS
RECEIVER/GPS RECEIVER 28 pages
Rev. 35
DATE: 14 September 2017 8-i
A.F.M. P/N NOR10.707-30C
Section 8
SUPPLEMENTS P.68R
SECTION 8
SUPPLEMENTS
SUPPLEMENT X SAGEM INTEGRATED COCKPIT 56 pages
SUPPLEMENT X/2 SAGEM INTEGRATED COCKPIT
WITH AXITUDE AX1-200 AHRS 58 pages
SUPPLEMENT X/4 FUEL CONSUMING FEATURE IN
SAGEM INTEGRATED COCKPIT 10 pages
SUPPLEMENT Y AVIDYNE TAS600 TRAFFIC

ADVISORY SYSTEM 14 pages
SUPPLEMENT Z SUPPLEMENT FOR BRAZILIAN
REGISTERED AIRCRAFT 16 pages
SUPPLEMENT Z/1 SUPPLEMENT FOR CHINESE
SUPPLEMENT Z/2 SUPPLEMENT FOR CHILEAN
SUPPLEMENT AA AUTOMATIC WING FLAPS
CONTROL SYSTEM 12 pages
SUPPLEMENT AB “CARGO DOOR OPEN” ALERTING
SYSTEM 10 pages
SUPPLEMENT AC SUPPLEMENTAL BUILT-IN
OXYGEN SYSTEM 30 pages
SUPPLEMENT AD SAGEM INTEGRATED COCKPIT
DISPLAY SYSTEM STORMSCOPE
WX500 OPTION 12 pages
SUPPLEMENT AE CABIN AIR SYSTEM 18 pages
SUPPLEMENT AF GARMIN G950 INTEGRATED

COCKPIT 92 pages
Rev. 25
8-ii DATE: 16 February 2015
A.F.M. P/N NOR10.707-30C
Section 8
P.68R SUPPLEMENTS
SECTION 8
SUPPLEMENTS
SUPPLEMENT AG LANDING GEAR ACTUATOR
PANEL 12 pages
SUPPLEMENT AH FLAP POSITION INDICATION AND
CONTROL SYSTEM 12 pages
SUPPLEMENT AI ENVIRONMENTAL CONTROL
SYSTEM 20 pages
SUPPLEMENT AJ STANDBY INSTRUMENTS 10 pages
SUPPLEMENT AK ANGLE OF ATTACK INDICATION 10 pages
SYSTEM
SUPPLEMENT AM ADDITIONAL EXTERNAL 6 pages
WINDSHIELD DEFROSTER P/N
7.9235-401
SUPPLEMENT AN [RESERVED]
Rev. 36
DATE: 27 October 2017 8-iii
A.F.M. P/N NOR10.707-30C
Section 8
SUPPLEMENTS P.68R
Rev. 20
8-iv DATE: 29 October 2013
A.F.M. P/N NOR10.707-30C
Section 8
P.68R SUPPLEMENTS
SECTION 8
SUPPLEMENTS
8.1 INTRODUCTION
This section consists of a series of supplements, each of which covers a
single optional system which may be installed in the aircraft.
NOTE
The information contained in each supplement applies only
when the related equipment is installed in the aircraft.
Complete figure 8-1 by inserting the applicable supplements for
the installed equipment, so as to define the aircraft
configuration.
DATE: 10 June 2010 8-1

A.F.M. P/N NOR10.707-30C
Section 8
SUPPLEMENTS P.68R
The following is a list of Supplements applicable to the P.68R aircraft:

SERIAL NUMBER..……………..............................
REGISTRATION MARKS. …………......................
INSERTION
SUPPLEMENT BY APPROVED
DATE
Figure 8-1
8-2 DATE: 10 June 2010

A.F.M. P/N NOR10.707-30C - Section 8
P.68R SUPPLEMENT B
SUPPLEMENT B
SURFACE DE-ICE BOOT SYSTEM

AND PROPELLER ELECTRIC DE-ICE SYSTEM
SECTION 1 – GENERAL
This Supplement must be attached to the basic Airplane Flight Manual when the
Surface De-Ice Boot System and/or Propeller Electric De-Ice System are
installed.
The information contained herein supplements the basic Airplane Flight Manual.
For limitations, procedures and performance information not contained in this
Supplement consult the basic Airplane Flight Manual. Wherever conflict arises
between information in this Supplement and the basic Flight Manual, the
information herein must take precedence.
Rev. 35
DATE: 14 September 2017 Page 1 of 10
SUPPLEMENT B P.68R
NOTES, CAUTIONS AND WARNINGS

In this Supplement the Note, Caution and Warning indications are supplied in
accordance with these definitions:
NOTE An operating procedure, technique or
maintenance practice which is considered
essential to emphasize.
CAUTION An operating procedure, technique or
maintenance practice which may result in a
minor damage if not carefully followed.
WARNING An operating procedure, technique or
maintenance practice which may result in
personal injury or loss of life if not carefully
followed.
Rev. 35
Page 2 of 10 DATE: 14 September 2017
P.68R SUPPLEMENT B
SECTION 2 - OPERATING LIMITATIONS

A. This aircraft is not approved for flight in icing conditions.
B. De icing boots must be off for take-off and during final approach for
landing.
C. Placards - On front panel, in full view of the pilot.
WARNING
Severe icing may result from environmental
conditions outside of those for which the airplane is
certificated. Flight in freezing rain, freezing drizzle,
or mixed icing conditions (super cooled liquid water
and ice crystals) may result in ice build-up on
protected surfaces exceeding the capability of the ice
protection system, or may result in ice forming aft of
the protected surfaces.
This ice may not be shed using the ice protection
systems, and may seriously degrade the performance
and controllability of the airplane.
During flight, severe icing conditions that exceed
those for which the airplane is certificated shall be
determined by the following visual cues. If one or
more of these visual cues exists, immediately request
priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the
icing conditions.
A. Unusually extensive ice accumulation on the
airframe and windshield in areas not normally
observed to collect ice.
Rev. 35
SUPPLEMENT B P.68R
B. Accumulation of ice on the lower surface of the

wing aft of the protected area.
C. Accumulation of ice on the engine nacelles and
propeller spinners farther aft than normally
observed.
Since the autopilot, when installed and operating,
may mask tactile cues that indicate adverse changes
in handling characteristics, use of the autopilot is
prohibited when any of the visual cues specified
above exist, or when unusual lateral trim
requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
All wing icing inspection lights must be operative
prior to flight into known or forecast icing conditions
at night.
NOTE
This supersedes any relief provided by the Minimum
Equipment List (MEL).
Rev. 35
P.68R SUPPLEMENT B
SECTION 3 – EMERGENCY PROCEDURES
(a) Propeller De-Ice Switch OFF

(if uneven de-icing of propeller blades is indicated)
Rev. 35
SUPPLEMENT B P.68R
SECTION 4 - NORMAL PROCEDURES
Before Take-Off
(a) RH engine 2300 RPM

(b) Pneumatic suction gauge VERIFY Green Arc
(4.5 to 5.8 in.Hg)
(c) Surface de-ice switch ON
(d) Boots VISUALLY CHECK
for correct operation
(e) Surface de-ice switch OFF
(f) Propeller de-ice switch ON
(g) Propeller de-ice ammeter CHECK
(h) Pitot heat switch ON
(i) Volt-amperometer CHECK
Flight in (inadvertently encountered) icing conditions
NOTE
For procedures to exit the icing environment, refer to
Section 4, para. 4.13 of the basic Airplane Flight Manual.
(a) Pitot heat switch ON

(b) Wing icing inspection light ON
(before entering visible moisture) (as necessary)
(c) Propeller de-ice switch ON
(d) Surface de-ice switch ON

Rev. 42
Page 6 of 10 DATE: 30 July 2018
P.68R SUPPLEMENT B
NOTES
1. This aircraft is not approved for flight in icing
conditions since wing, horizontal stabilator and
vertical fin de-ice boots alone do not provide
adequate protection for the entire aircraft. If icing
is inadvertently encountered, close attention
should be given to the Pitot–static system,
propellers, induction system and other components
subject to icing, and appropriate action taken to
leave the icing area as soon as possible.
2. Proper operation of propeller de-ice system is
indicated by periodic fluctuation from 8 to 12 Amps
on propeller de-ice amperometer. A reading below 8
Amps indicates that the blades of the propellers are
not being deiced uniformly. Should this occur, it is
imperative that the system be turned OFF. Do not
operate when propellers are static.
3. Positioning the surface de-ice switch to ON will
result in one complete inflation lasting
approximately 7 seconds.
4. Do not operate pneumatic surface de-ice more
than once per minute.
Rev. 42
DATE: 30 July 2018 Page 7 of 10
SUPPLEMENT B P.68R
SECTION 5 – PERFORMANCES
There is no change to airplane performances when the Surface De-Ice Boot
System and/or Propeller Electric De-Ice System are installed.
SECTION 6 – WEIGHT AND BALANCE

The installation of the Surface De-Ice System and/or Propeller Electric De-ice
System are listed in the “P.68R Equipment List” p/n NOR10.719-4.
Rev. 35
P.68R SUPPLEMENT B
SECTION 7 – DESCRIPTION AND OPERATION

The Vacuum System is installed on the aircraft only to enslave the Surface De-
Ice Boot System. It is powered by a dry engine-driven pump system.
The schematic diagram of the Vacuum System is reported in Figure B-1 below.
Figure B-1 – VACUUM SYSTEM SCHEMATIC DIAGRAM

Rev. 35
SUPPLEMENT B P.68R
This page intentionally left blank
Rev. 35
A.F.M. P/N NOR10.707-30C- Section 8
P.68R SUPPLEMENT D/1
SUPPLEMENT D/1
S-TEC 55X AUTOPILOT

WITH GARMIN G950 INTEGRATED COCKPIT
This Supplement must be attached to the basic Flight Manual when the
aircraft is equipped with S-TEC 55X Autopilot.
The information contained herein supplements the basic Flight Manual. For
limitations, procedures and performance not contained in this Supplement
consult the basic Flight Manual.
Whenever conflict arises between information enclosed herein and in the
basic Flight Manual, the information in this Supplement must take
precedence.
S-TEC “Pilot’s Operating Handbook Fifty Five X” p/n 87109 and, if

applicable, S-TEC “Altitude Selector/Alerter p/n 01279 Pilot’s Operating
Handbook” p/n 87110 (latest applicable revision) must be regarded as
completion of this Supplement and must be always carried on board.
Rev. 35
SUPPLEMENT D/1 P.68R

personal injury or loss of life if not
carefully followed.
Rev. 35
SECTION 2 – OPERATING LIMITATIONS

(a) Autopilot operation is prohibited at speeds above 180 KIAS
(b) Maximum rate of climb or descent during autopilot operation is 1600

fpm
(c) Use of flap during autopilot operation:

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

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

approach and 500 ft AGL during cruise, climb and descent.
NOTE
In accordance with FAA recommendation (AC 00-24B), use
of basic "Altitude Hold" mode is not recommended during
operation in severe turbulence.
PLACARDS
NONE
Rev. 35

WARNING
For aircraft from s/n 509 onwards, the autopilot will be
automatically cut off in case of dual alternator failure.
CAUTION
In the event of an autopilot malfunction, or anytime the
autopilot is not performing as expected or commanded, do
not attempt to identify the system problem. Immediately
regain control of the aircraft by overpowering the autopilot
as necessary and then immediately disconnect the autopilot.
DO NOT RE-ENGAGE THE AUTOPILOT UNTIL THE
PROBLEM HAS BEEN IDENTIFIED AND CORRECTED.
3.1 AUTOPILOT MALFUNCTION

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

and regain aircraft control
A/P DISC/TRIM INTER Switch PRESS
Or:
A/P Circuit Breaker PULL
Or, whenever a pitch mode is engaged:
Manual electric TRIM Switch PRESS both segments
either fwd or aft
Altitude loss during autopilot or autotrim malfunction:
Climb, cruise or descent 50° bank
(3 seconds delay in recovery) 300 ft max altitude loss
Approach 20° bank
(1 second delay in recovery) 80 ft max altitude loss
Rev. 42
3.2 ELECTRIC TRIM MALFUNCTION

In case of Electric Trim Malfunction (either manual electric or autotrim):
A/P DISC/TRIM INTER Switch DEPRESS and HOLD
ELEC TRIM Switch OFF
ELEC TRIM Circuit Breaker PULL
A/P DISC/TRIM INTER Switch RELEASE
Aircraft RETRIM manually
3.3 SINGLE ENGINE OPERATIONS

(a) Engine Failure during Approach:
A/P DISC/TRIM INTER Switch DEPRESS
Directional Control MAINTAIN
(Retard operative engine Power Lever
if necessary to maintain control.
If required, 5 deg. bank
toward operative engine)
Approach Manually COMPLETE
(b) Engine Failure during Climb, Cruise or Descent:

Trims ADJUST
Inoperative Engine IDENTIFY and VERIFY
Engine Failure During Cruise Flight Procedure PERFORM
(Basic Manual - §3.5)
Rev. 35
3.4 ALTITUDE SELECTOR/ALERTER: LOST ENCODER DATA

(Valid only for aircraft s/n 458 if not embodying Service Bulletin No.233)
NOTE
The ASA provides only switching information to the
autopilot and can not contribute to autopilot malfunction.
However, if the ASA is not performing as expected or
commanded, do not attempt to identify the system problem.
Immediately remove the ASA from the autopilot system,
pushing the MAN Switch.
DO NOT ATTEMPT FURTHER USE UNTIL THE
On the ASA display three dashes (--.-) flashes for 5 seconds then steady,
accompanied with three “ding dong” chimes:
MAN Switch PRESS
Aeroplane Pitch CONTROL using
autopilot VS and ALT Mode
NOTE
If, during flight, the encoder altitude reappears instead of
three dashes (--.-), the ASA may be reprogrammed as
necessary.
3.5 ALTITUDE FAILURE

If an erroneous altitude indication is suspected or a FAIL RED X appears
on the altitude indicator on the Garmin G950 PFD display:
ADC Breaker CHECK IN
DISPLAY BACKUP red button PUSH
If the failure still remains:
Standby Altitude Indicator REVERT TO
Rev. 35
NOTE
In case of airspeed or total ADC failure, the autopilot
remains engaged and all modes are operative.
3.6 AIRSPEED FAILURE

If an erroneous airspeed indication is suspected or a FAIL RED X appears
on the airspeed indicator on the Garmin G950 PFD display:
Standby Airspeed Indicator REVERT TO
NOTE
In case of airspeed or total ADC failure, the autopilot
remains engaged and all modes are operative.
3.7 ATTITUDE FAILURE

If an erroneous attitude indication is suspected or a FAIL RED X appears
on the attitude indicator on the Garmin G950 PFD display:
AHRS Breaker CHECK IN
Standby Attitude Indicator REVERT TO
S-TEC 55X Autopilot OFF
Standby Attitude Indicator USE as sole mean
to determine a/c attitude
LAND As soon as practical
Rev. 35
SECTION 4 – NORMAL PROCEDURES

NOTE
The use of the following procedures may be subjected to the
competent Airworthiness Authority for authorisation.
4.1 POWER UP TEST
ELEC TRIM Switch OFF
MSTR BATT Switch ON
A/P Circuit Breaker CHECK IN
ELEC TRIM Circuit Breaker CHECK IN
AV BUS Switch ON
(note that on A/P display:
(a) all annunciations appear for 10 seconds
(b) software revision number appears between 10 and 20 seconds
(c) within 3 minutes, RDY annunciation alone re-appears)
NOTE
In the event of a Programmer/Computer failure, the FAIL
annunciation only re-appear and the autopilot will not operate.
In the event of a Turn Coordinator failure, the autopilot
display remains blank and the autopilot will not operate.
4.2 PRE-FLIGHT TEST

4.2.1 ALTITUDE SELECTOR/ALERTER
Altitude Selector Switch ON
Transponder with Altitude Encoder STAND-BY
NOTE
If the ASA is not receiving a valid encoder signal, on the ASA
display appears three dashes (--.-), followed by three “ding
dong” chimes. A period of time, should be allowed for the
encoder to come on-line. When the encoded altitude is displayed,
recycle power to ASA and continue the pre-flight test.
Rev. 35
Altimeter SET to local setting or

field elevation, as appropriate
ASA:
(a) Display NOTE all annunciations
for 5 seconds ending with the audio tone
then, 29.9 appears with BARO flashing
(b) Input Selector Knob ROTATE to set
the nearest 1 in Hg
Or for millibars:
BAR Switch PUSH
Then,
Input Selector Knob ROTATE to set
(c) ALT Switch PRESS

(note that ALT SEL
is on display with SEL flashing)
(d) Selector Knob ROTATE to set an altitude 400 ft

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

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

VS Mode Selector Switch Simultaneously PRESS
(note that VS and ALT
are both illuminated)
Rev. 35
(c) A/P Modifier Knob ROTATE

to match field elevation
(note that VS annunciation on display
extinguishes when ALT SEL on ASA
is within 100 ft of the altimeter altitude)
NOTE
If the altitude engagement may not occur in ± 100 ft of the
indicated altitude, read just the BARO CAL or calibrate the
Encoder/Altimeter.
(d) A/P DISC/TRIM INTER Switch PRESS
ASA ADJUST
for Altitude and Vertical Speed
desired after take-off
4.2.2 ALTITUDE PRESELECT ON GARMIN G950

ALT knob on the PFD TURN to set
the Selected Altitude in the
Selected Altitude Box, as appropriate
NOTE
Turn the large knob for 1000 ft increments, small knob for 100 ft
increments. If set to Metric mode, the large knob adjusts the
Selected Altitude in 500 m increments; the small knob adjusts the
Selected Altitude in 50 m increments.
NOTE
If a Minimum Descent Altitude/Decision Height (MDA/DH)
value has been set, this altitude is also available for the Selected
Altitude.
A/P ENGAGE
to receive the
Selected Altitude value
Rev. 35
4.3 BEFORE FLIGHT TEST

Before flight and with engine running, perform the following test:
1. HDG Mode Selector Switch PRESS

(note that HDG
annunciation appears)
2. A/C Control Wheel MOVE right and left and

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

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

(note that ALT annunciation
appears with HDG)
5. A/C Control Wheel MOVE fwd and aft

to sense reduced freedom
since pitch servo is engaged

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

(note CWS, VS and +0 annunciations)
Rev. 35
8. A/C Control Wheel MOVE right and left,

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

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

fwd and aft
to sense servos engaged
11. ELEC TRIM Switch ON
12. Manual electric TRIM Switch PRESS on both

segments fwd or aft
(note that A/P disconnects as follows:
(a) RDY flashes and Audible Alert sounds a periodic tone
while all other annunciations are extinguished
(b) after 5 seconds, RDY stops flashing and Audible Alert is
squelched)
13. HDG Mode Selector Switch PRESS

(note that HDG annunciation appears)
14. A/P DISC/TRIM INTER Switch PRESS

(note that A/P disconnects as follows:
(a) RDY flashes and Audible Alert sounds a periodic tone
while all other annunciations are extinguished
(b) after 5 seconds, RDY stop flashing and Audible Alert is
squelched)
NOTE
PRESS and HOLD the A/P DISC/TRIM INTER Switch to
limit the Audible Alert to a single “beep”.
Rev. 35
4.4 ALTITUDE SELECTOR/ALERTER IN-FLIGHT NORMAL

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

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

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

(note that ENT disappears on display)
NOTE
In Entry Mode, the ASA is decoupled from the autopilot,
which, however, can hold the last vertical speed
commanded.
NOTE
In DTA Mode, the actual altitude can not be called up to the
display.
Rev. 35
NOTE
It is not necessary to set the Vertical Speed by using the
DTA Mode. The desired Vertical Speed can be selected by
rotating the Input selector knob in Operate Mode.
4.4.2 BARO CALIBRATION AND ADJUSTMENT
When in DTA Mode:
BAR Switch PRESS to display

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

to display the desired value,
matching altimeter setting
to 1/10th in.Hg (or millibars)
NOTE
If encoder or altimeter vary in calibration, compensation
can be made, adjusting the BARO calibration to a higher
(lower) number than the current altimeter, if the ASA
engages altitude on the autopilot higher (lower) than
selected ones.
Rev. 35
4.4.3 VERTICAL SPEED SELECTION
CAUTION
It is responsibility of the pilot to ensure that the selected
vertical speed is within the operating limits of the airplane.
Selection of a vertical speed beyond the capability of the
airplane can create a condition of reduced speed and lead to
a stall.
The selection of the Vertical Speed may be accomplished in the following

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

(note +2 appears on display)
Selector Knob ROTATE

to select the desired value
NOTE
The value displayed is ± fpm/100 and can be changed in
100 fpm increments.
Zero vertical speed is not selectable nor displayed, then the
indication steps from +1 to -1 and vice versa.
(b) Otherwise, in Operate Mode:
Selector Knob ROTATE

to select the desired value
To engage the VS Mode, on A/P Programmer/Computer:
Rev. 35
NOTE
When using the VS selector and VS Mode on autopilot, the
system automatically reduces the Vertical Speed as the
aeroplane approaches the altitude in the display of the ASA,
even if the ALT Mode is not engaged. Therefore, when
desiring to use only the VS Select Function, it is convenient
to select an altitude beyond the expected operating range.
NOTE
If a new altitude selected is incompatible with the existing
vertical speed, then the system AUTOMATICALLY reverses
the vertical speed sign to match the direction of the altitude
change; it also sets the vertical speed value to 500 fpm (±5
on display).
CAUTION
If a vertical speed selection is incompatible with the
existing altitude displayed, the system causes the ALT
annunciation to flash for 5 seconds to alert of the
incompatibility but the system DOES NOT
AUTOMATICALLY CHANGE the altitude selected.
NOTE
In Operate Mode, the Vertical Speed is automatically
reduced as the aeroplane approaches the selected altitude
in order to provide a smooth transition to cruise. The
reduction, in 100 fpm increments, begins at an altitude
which results in a vertical speed of 300 fpm at the altitude
capture.
For this reason, the system does not accept high vertical
speed for small altitude changes.
Rev. 35
4.4.4 ALTITUDE SELECT FUNCTION

In DTA Mode:
ALT Selector Mode Switch PRESS
(note that SEL flashing on display)
Selector Knob ROTATE to select the desired value
DTA Switch PRESS

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

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

(note that ALT appears
with selected altitude)
Rev. 35
NOTE
The value displayed should be the altitude referred to Mean
Sea Level to the nearest 100 ft.
NOTE
While in Operate Mode, repeated pushes of the ALT Switch
alternately display the encoded or selected altitude.
4.4.6 ALTITUDE ALERT (ALR) MODE

Altitude Select Function (§4.4.4) ACTIVATE to set the
desired alert altitude
ALR Selector Mode Switch PRESS

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

In DTA Mode:
DH Selector Mode Switch PRESS

(note that 0.0 appears on display)
Selector Knob ROTATE to select the value

to the nearest 100 ft
above the Decision Height
Rev. 35
DTA Switch PRESS

(note the selected DH for 5 sec then,
the system reverts to Altitude Mode and
display the altitude until the DH is reached)
NOTE
At the set DH window, the DH Mode provide for alerting by
activation of the chime and flashing of DH annunciation.
NOTE
The DH Mode can be disabled by pushing the DH Selector
Mode Switch, causing the DH annunciation to extinguish
and the altitude displayed.
Repeated activations of the DH Selector Mode Switch in
Operate Mode disable or enable the DH Mode, without
changing the display; it is necessary to select DTA and ENT
to display or change the DH value.
4.5 IN-FLIGHT NORMAL OPERATING PROCEDURES
Autopilot RDY Light CHECK ON
Airplane TRIM
Perform the appropriate procedure to engage the desired mode:
NOTE
A pitch mode (ALT, VS, GS) can only be engaged after a roll
mode (HDG, NAV, NAV APR, REV, REV APR, NAV GPSS)
has been engaged.
Rev. 35
4.5.1 HEADING MODE
Heading Bug SET on desired heading
HDG Mode Selector Switch PRESS

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

VOR frequency
Course Pointer TURN

until CDI needle is centred
NAV Mode Selector Switch PRESS

(note that NAV appears)
NOTE
NAV annunciation flashes whenever the CDI needle
deflection exceed 50% or NAV Failure Indication is in view.
In the latter event, the FAIL annunciation also flashes.
Rev. 35
CAUTION
If the NAV receiver signal becomes invalid while NAV
Mode is engaged, NAV and FAIL flash on the display. If
the autopilot is a in NAV intercept mode, it will hold wing
level; if it is in a NAV tracking mode, it will follow the
course.
The pilot must monitor the navigation failure indicator to
ensure that the autopilot is tracking a valid navigation
information.
NOTE
During the intercept sequence, the Autopilot limits the turn
rate of the airplane to 90 % of a standard rate turn. Fifteen
seconds after course capture, the turn rate is reduced to
45% of a standard turn rate and after seventy five seconds
the turn rate is reduced to 15% of a standard turn rate.
NOTE
The pilot should make speed, distance and time
consideration during the 75 seconds period from course
capture to the beginning of tracking to account for the
airplane position.
4.5.2.1 Pilot Selectable Intercept Angle
Heading Bug SET an intercept heading

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

(note that HDG and NAV appear)
Rev. 35
4.5.3 NAVIGATION GLOBAL POSITIONING SYSTEM

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

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


(note that HDG, NAV
and GPSS appear)
Rev. 35
4.5.4 ALTITUDE HOLD MODE
NOTE
The ALT HOLD Mode can only be engaged if a roll mode
(HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) is
already engaged.
Airplane STABILIZE at desired altitude
ALT Mode Selector Switch PRESS

(note that ALT come on
annunciation present)
To change selected altitude:
A/P Modifier Knob ROTATE

CW for increase altitude
(CCW for decrease altitude)
NOTE
In ALT HOLD Mode the maximum altitude change from the
original captured altitude is ± 360 ft.
NOTE
Whenever the vertical acceleration exceeds the range
between 0.4g and 1.6g, the autopilot automatically
disconnects the pitch servo. When the vertical acceleration
moves back in the allowed range, the pitch servo is
automatically re-engaged.
Rev. 35
4.5.5 VERTICAL SPEED MODE

CAUTION
The VS Mode is used to hold a PILOT selected vertical
speed. Since the autopilot receives no airspeed information,
it is responsibility of the pilot to ensure that the selected
Selection of a vertical speed beyond the capability of the airplane
can create a condition of reduced speed and lead to a stall.
NOTE
The VS Mode can only be engaged if a roll mode (HDG,
NAV, NAV APR, REV, REV APR, NAV GPSS) is already
engaged.
Airplane STABILIZE at desired vertical speed
VS Mode Selector Switch PRESS

(note that VS and vertical speed
(± fpm/100) appear)
To change selected vertical speed:
A/P Modifier Knob ROTATE

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

until VS stops flashing
Rev. 35
NOTE
between 0.4g and 1.6g, the autopilot automatically
4.5.6 CONTROL WHEEL STEERING MODE

NOTE
The CWS Mode can only be engaged if a roll mode (HDG,
NAV, NAV APR, REV, REV APR, NAV GPSS) and a pitch
mode (ALT, VS, GS) are already engaged.
CWS Mode Selector Switch PRESS and HOLD
Airplane STABILIZE at desired attitude
CWS Mode Selector Switch RELEASE

(note that CWS, VS and
vertical speed (± fpm/100) appear)
NOTE
The CWS Mode holds the airplane at its captured turn rate
and vertical speed.
If the turn rate of the airplane is initially greater than 90%
of the standard turn rate at the desired attitude, then the
autopilot limits it to 90% of a standard turn rate upon the
CWS Mode engagement.
NOTE
between 0.4g and 1.6 g, the autopilot automatically
Rev. 35
4.5.7 STABILATOR TRIM

4.5.7.1 Manual Trim
(ELEC TRIM Switch OFF and Pitch Mode engaged)
NOTE
Trim annunciations are provided only if a pitch mode (ALT,
VS, GS) is already engaged.
If TRIM  (  ) appears and audible alert sounds a periodic tone:
Trim Control Wheel MOVE Nose Up (Down) until
TRIM  (  ) extinguishes
NOTE
If no action is taken after 4 or more seconds, the
annunciation flashes and the audible alert is squelched.
4.5.7.2 Automatic Trim

(ELEC TRIM Switch ON and Pitch Mode engaged)
NOTE
Automatic trimming function is provided only if a pitch
mode (ALT, VS, GS) is already engaged.
TRIM  (  ) on A/P display advises that the autopilot is
automatically trimming the airplane in the indicated
direction.
The annunciation extinguishes once the airplane is in trim
condition.
4.5.7.3 Manual Electric Trim

(ELEC TRIM Switch ON)
NOTE
The Manual electric TRIM Switch can be used from the
RDY annunciation or when even a roll mode only (HDG,
NAV, NAV APR, REV, REV APR, NAV GPSS) is engaged.
Rev. 35
To trim the aeroplane Nose Up (Down):

Manual electric TRIM Switch PRESS and HOLD
both segments aft (fwd)
(note that trim wheel runs Nose Up (Down)
and TRIM appears flashing)
NOTE
If the Manual electric TRIM Switch is actuated when a pitch
mode (ALT, VS, GS) is engaged, the autopilot disconnects
even if the ELEC TRIM Switch is OFF.
4.6 IN-FLIGHT NORMAL OPERATING PROCEDURES WITH

GARMIN G950
4.6.1 SELECTED ALTITUDE SETTING

ALT knob on the PFD TURN to set
the Selected Altitude in the
Selected Altitude Box, as appropriate
NOTE
Turn the large knob for 1000 ft increments, small knob for 100 ft
increments. If set to Metric mode, the large knob adjusts the
Selected Altitude in 500 m increments; the small knob adjusts the
Selected Altitude in 50 m increments.
NOTE
If a Minimum Descent Altitude/Decision Height (MDA/DH)
value has been set, this altitude is also available for the Selected
Altitude.
A/P ENGAGE
to receive the
Selected Altitude value
Rev. 35
4.6.2 MINIMUM DESCENT ALTITUDE/DECISION HEIGHT

(MDA/DH) SETTING
TMR/REF softkey on the PFD PRESS
Large FMS knob on the PFD TURN
to highlight the Minimum field
Small FMS knob on the PFD TURN
to select BARO, TEMP COMP
or RAD ALT
Large FMS knob on the PFD PRESS
to highlight the next field
Small FMS knob on the PFD USE
to enter the desired altitude
NOTE
If using temperature compensated (TEMP COMP), use the small
FMS knob on the PFD to enter destination air temperature.
TMR/REF softkey on the PFD PRESS
to remove the window
4.7 PRECISION APPROACH PROCEDURES

Before performing any precision approach procedure:
MDA/DH setting procedure (§4.6.2) PERFORM
If Altitude Selector/Alerter is installed:
Decision Height Alert Mode Procedure (§4.4.7) PERFORM
4.7.1 STRAIGHT-IN ILS APPROACH

LOC frequency
Course Pointer SET to FRONT INBOUND LOC course
Rev. 35

(note that NAV and APR appear)
Upon reaching the altitude appropriate for glide intercept:

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

(note that GS flashes on display)
And, to re-arm GS Mode:

(note that GS extinguishes
and re-appears on display)
Rev. 35
When the GS Mode is automatically engaged,

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

(note that A/P disconnects)
4.7.2 ILS APPROACH WITH PROCEDURE TURN
Above the approach altitude:

LOC frequency
REV Mode Selector Switch PRESS

(note that REV and APR appear)
Rev. 35
Depending on the published procedure, maintain altitude or descent, using the

appropriate autopilot function:

Or:

(note that VS and
vertical speed appear)
At appropriate time:
Heading Bug SET to FRONT OUTBOUND

PROCEDURE TURN heading
Before turning the airplane again:
Heading Bug TURN in two

successive 90° increments


(note that VS and
vertical speed appear)
At altitude for glide intercept

Rev. 35
At Decision Height:

4.8 NON-PRECISION APPROACH PROCEDURES
Before performing any non-precision approach procedure:

MDA/DH setting procedure (§4.6.2) PERFORM
If Altitude Selector/Alerter is installed:
4.8.1 STRAIGHT-IN BACK COURSE APPROACH

LOC frequency

At Decision Height:

Rev. 35
NOTE
The REV annunciation flashes if the CDI needle deflection
exceeds 50% or NAV Flag is in view. In the latter event, the

Course Pointer SET to

FRONT INBOUND LOC course

(note that HDG, APR
and REV appear)
4.8.2 BACK COURSE APPROACH WITH PROCEDURE TURN

LOC frequency

Heading Bug SET to BACK OUTBOUND

Rev. 35
Before turn the aeroplane again:


At Decision Height:

4.8.3 STRAIGHT-IN LOC APPROACH

LOC frequency

At Decision Height:

4.8.4 STRAIGHT-IN VOR APPROACH

VOR frequency
Course Pointer SET to FRONT INBOUND VOR course

Rev. 35
At Decision Height:

4.8.5 LOC APPROACH WITH PROCEDURE TURN

LOC frequency




At Decision Height:

Rev. 35
4.8.6 VOR APPROACH WITH PROCEDURE TURN

VOR frequency

(note that REV appears)


At Decision Height:

Rev. 35
4.9 AUTOPILOT DISCONNECTION
To disconnect the autopilot, use any of the following means:
(a) A/P DISC/TRIM INTER Switch PRESS
(b) A/P Circuit Breaker PULL
Whenever a pitch mode is engaged:
(c) Manual electric TRIM Switch PRESS both segments

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

execute the following:
(a) A/P DISC/TRIM INTER Switch PRESS and HOLD
(b) ELEC TRIM Switch OFF
(c) ELEC TRIM Circuit Breaker PULL
Rev. 35
4.11 ANNUNCIATION
ANNUNCIATION CONDITION ACTION

All annunciations, Autopilot Power-Up Self -
then RDY Test completed
successfully
All annunciations, Turn Coordinator failure Do not operate the autopilot
then display blank detected during Power-Up until the fault has been
indefinitely Self Test detected and solved.
All annunciations, Programmer/Computer Do not operate the autopilot
then FAIL failure detected during until the fault has been
Power-Up Self Test detected and solved.
Flashing NAV CDI needle deflection -
exceeds 50%
Flashing alternatively Invalid Radio Navigation Check Navigation Receiver
NAV and FAIL Signal for proper reception. Use
HDG Mode until problem is
corrected or use an
alternative source of
Navigation Signal.
Flashing NAV and Attempted engagement of Set the desired course on
GPSS GPSS Mode without GPS Navigation Receiver.
course programmed in
GPS Navigation Receiver
Flashing VS when VS Airplane unable to Reduce commanded vertical
Mode engaged maintain the commanded speed until VS stops flashing
vertical speed for 15
seconds
Flashing GS GDI needle deflection -
exceeds 50%
Flashing GS and Invalid GS Navigation Check GS Navigation
steady FAIL Receiver Signal Receiver for proper
reception.
Rev. 35
NO CHANGE.
Rev. 35
A.F.M. P/N NOR10.70730C- Section 8

The items of the S-TEC 55X Autopilot are listed in the “P.68R Equipment
List” p/n NOR10.719-4.
Rev. 35
SECTION 7 –DESCRIPTION AND OPERATION
7.1 GENERAL DESCRIPTION

The System S-TEC 55X is a two-axis, rate based autopilot which controls
pitch and roll.
When in control of roll axis, the autopilot senses turn rate, closure rate to the
selected course and the non-rate quantities of heading error, course error and
course deviation indication.
When in control of pitch axis, the autopilot senses vertical speed and
acceleration, closure rate to the selected glideslope and the non-rate
quantities of altitude and glideslope deviation indication.
These sensed data provide feedback to the autopilot, which processes them
and activates the proper mechanisms coupled to the control systems. In this
installation, the roll and pitch servos are mechanically connected to the
ailerons and the stabilator, respectively.
The autotrim function senses when the aeroplane needs to be trimmed about
the pitch axis and automatically drives the pitch trim servo that moves the
pitch trim tab to reduce the pilot control force.
Even if the autotrim is not activated, the System S-TEC 55X provides
annunciations whenever is necessary to manually trim the aeroplane about
the pitch axis.
The P.68R installation of the S-TEC 55X autopilot comprises:
o Programmer/Computer
o Roll and Pitch Servos
o Turn Coordinator
o Altitude Pressure Transducer
o A/P DISC/TRIM INTER Switch
o CWS (Control Wheel Steering) Switch
Rev. 35
o A/P Circuit Breaker
o Horizontal Situation Indicator (HSI) on GARMIN G950 PFD

display
o Automatic Pitch Trim, including:
- ELEC TRIM Switch

- Manual electric TRIM Switch
- Trim Servo
- ELEC TRIM Circuit Breaker
o Altitude/Vertical Speed Selector/Alerter (if installed)
In the following the S-TEC 55X block diagram is shown:
Rev. 35
MSTR BATT TURN

SWITCH COORDINATOR AV BUS
SWITCH
PROGRAMMER/ COMPUTER
MANUAL
ELECTRIC TRIM
SWITCH ROLL SERVO
ELEC TRIM
SWITCH
PITCH SERVO
TRIM SERVO
A/P DISC /
TRIM INTER
SWITCH
CWS
GARMIN G950 - PFD DISPLAY SWITCH
ALTITUDE
SELECTOR/ALERTER (*)
HSI
ALTITUDE PRESSURE
TRANSDUCER
NOTE (*): Valid only for aircraft s/n 458 if not embodying Service Bulletin No.233.
Figure D/1-1 - AUTOPILOT BLOCK DIAGRAM
Rev. 35
With these basic facilities, the S-TEC 55X autopilot has the following
primary capabilities:
o Turns onto selected heading and holds it
o Intercepts and tracks a VOR/GPS course
o Intercepts and tracks a localizer front/back course
o Laterally steers along a predefined course defined in GPS

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

upon levelling off
o Automatic electric trim
o Manual electric trim
o Altitude and vertical speed preselect
o Altitude and decision height alert
o Altitude read-out
The Autopilot mode selection is performed by using the mode selector switch
and modifier knob on the autopilot programmer/computer; the relevant
annunciation appears on the display to acknowledge the mode is engaged.
Rev. 35
7.2 OPERATIONAL FUNCTION DESCRIPTION
7.2.1 HEADING MODE

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

In Navigation Mode, the autopilot intercepts, captures and tracks the
desired course.
The NAV annunciation appears on the display to acknowledge that
the Navigation Mode is engaged.
When in NAV Mode, the system operates at different gain and
sensitivity to adjust the closure rate, as function of the CDI
deflection; in addition, it limits the airplane turn rate to a percentage,
that varies from 90% to 15%, of the standard turn rate.
In Navigation Mode, the NAV flashes whenever the CDI deflection
is more than 50% or the NAV Failure Indication is in view; in the
latter event, the FAIL annunciation also appears.
The mode provides a 45° intercept angle, or less depending on the
CDI deflection and closure rate. In addition, by using the Heading
Mode, the pilot can select an intercept angle.
In this case, HDG and NAV annunciations appear to acknowledge
the Heading Mode engaged and the Navigation Mode is armed; the
HDG annunciation extinguishes when the NAV Mode is engaged.
In order to track the course in higher system authority, the
Navigation Mode can be coupled with the Approach Mode, provided
that the CDI needle deflection is within 50% of the full scale; the
NAV APR annunciation indicates the coupling of the Modes.
Rev. 35

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

When the Approach Mode is activated the autopilot provides
increased sensitivity for VOR or GPS approaches. The pilot may
also select this mode if increased sensitivity is required for enroute
NAV tracking.
The APR Mode can be engaged by pressing the APR Mode Selector
Switch (or tuning a LOC frequency on navigation receiver and
pressing NAV or APR Mode Selector Switch); then, the APR
annunciation appears on the display along with the NAV or REV
annunciations, depending on the Mode coupled with the Approach
Mode.
The APR Mode provides a 45° intercept angle or a pilot selectable
angle, by activation of the Heading Mode; in this case, HDG
annunciation is also displayed.
Rev. 35
7.2.5 REVERSE MODE

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

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

When in Vertical Speed Hold Mode, the airplane maintains the
vertical speed existing at the time the mode is selected.
This value of the vertical speed can be corrected in 100 fpm
increments by rotating the Modifier Knob up to the limit of ± 1600
fpm.
However, since the autopilot does not receive signal from the
airspeed indicator, it is responsibility of the pilot to ensure that the
selected vertical speed is in the capability of the airplane and it does
not lead to unsafe conditions.
When the mode is engaged, the VS annunciation and the current
selected vertical speed in fpm/100 appears on autopilot display.
During climb, if the airplane becomes unable to maintain the
captured vertical speed within 200 fpm for a period of 15 seconds,
the VS annunciation flashes to alert for an impending stall condition.
Rev. 35
7.2.8 GLIDESLOPE MODE

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

When both a roll and a pitch mode are engaged, pressing and
holding the CWS Switch, disconnects both the roll and pitch servos
and the pilot can manoeuvre the airplane as desired; when the CWS
Switch is released, the servos re-engage and the autopilot maintains
the vertical speed and turn rate captured at that time.
In the event that the captured turn rate is greater than 90% of the
standard ones, the system limits the value to 90% of the standard
turn rate.
Rev. 35
The CWS annunciation appears on display, along with the VS

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

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

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

If the ELEC TRIM Switch is ON, the Manual electric TRIM Switch
can command the pitch trim servo, when the autopilot is disengaged,
or engaged in Roll Mode.
Pressing aft (fwd) both segments of Manual electric TRIM Switch,
the airplane trims nose up (down) and the annunciation TRIM
appears flashing on display, then extinguishes upon release of the
switch.
When a Pitch Mode is engaged, the activation of the Manual electric
TRIM Switch causes the autopilot disconnection, even if the ELEC
TRIM Switch is in OFF position.
Rev. 35
1 S-TEC SYSTEM 55X PROGRAMMER/COMPUTER

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

Switch located on the instrument panel that activates, if a pitch mode
is engaged, the Automatic Stabilator Trim.
3 ALTITUDE SELECTOR/ALERTER (If installed)

It allows the pilot to pre-select the vertical speed and altitude to be
used by the autopilot.
An Altitude Selector Switch enables the Altitude Selector/Alerter.
4 ALTITUDE PRESELECT ON GARMIN G950

The ALT knob on the Garmin G950 PFD display is used to enter the
selected altitude, which is provided to the S-TEC SYSTEM 55X (1).
5 HEADING (HDG) MODE SELECTOR SWITCH

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

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

When pressed, it selects the Approach mode and the APR appears
on the display. The APR Mode provides increased sensitivity for
VOR or GPS approaches. The pilot may also select this mode if
increased sensitivity is desired for enroute NAV tracking.
Rev. 35
8 REVERSE (REV) MODE SELECTOR SWITCH

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

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

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

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

INTER) SWITCH
When pressed, it disengages the autopilot. When pressed and held, it
will interrupt all electric trim power (stop trim motion), and
disengage the autopilot.
Rev. 35
14 MANUAL ELECTRIC TRIM SWITCH

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

Provides a pictorial presentation of aircraft deviation relative to VOR
radials or localizer beams. It is shown on Garmin G950 PFD display.
16 ROTATING COMPASS ROSE

Rotates to display heading of airplane with reference to lubber line
(18) on the HSI.
17 HEADING BUG
Indicates the desired heading.
18 LUBBER LINE
Indicates aircraft magnetic heading on rotating compass rose (16).
19 HEADING SELECTOR
Positions heading bug (17) on rotating compass rose (16) by
activating the heading selector knob. The Bug rotates with the rotating
compass rose.
20 COURSE BEARING POINTER

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

The center portion of the omni bearing pointer moves laterally to
indicate pictorially the relationship between the aircraft and the
selected course. It indicates degrees of angular displacement from
VOR radials and localizer beams.
Rev. 35
22 COURSE SELECTOR
Position the course bearing pointer (20) on the rotating compass rose
(16) rotating the small CRS/BARO knob located on the Garmin
G950 PFD display.
23 TO/FROM INDICATOR
Indicates direction of VOR station relative to selected course.
24 NAV FAILURE INDICATION

NAV failure indication is in view on the on the Garmin G950 PFD
display when the NAV receiver signal is inadequate (GPS
information is either not present or is invalid for navigation use).
Note that AHRS utilizes GPS inputs during normal operation.
25 GS FAILURE INDICATION
GS failure indication is in view on the Garmin G950 PFD display
when the GS receiver signal is inadequate.
26 HEADING (HDG) FAULT

HDG failure indication is in view on the Garmin G950 PFD display
when the system is not receiving valid heading input from AHRS (a
large red ‘X’ is displayed on HDG field).
27 ATTITUDE INDICATOR
Displays airplane attitude as a conventional attitude gyro and
displays commands for flight director operation. The gyro is air
driven. It is shown on Garmin G950 PFD display.
28 ROLL ATTITUDE POINTER

Displays airplane roll attitude with respect to the roll attitude scale.
29 ROLL ATTITUDE SCALE

Scale marked at 0, 10, 20, 30, 45 and 60 degrees. The inverted white
triangle indicates zero on the roll scale, the major tick marks at 30°
and 60°, while the minor tick marks at 10°, 20° and 45°.
Rev. 35
30 PITCH ATTITUDE SCALE

Moves with respect to the symbolic airplane to present pitch
attitude. The horizon line is part of the pitch scale; above and below
the horizon line, major pitch marks and numeric labels are shown for
every 10° up to 80°. Minor pitch marks are shown for intervening 5
increments, up to 25° below and 45° above the horizon line;
between 20° below to 20° above the horizon line, minor pitch marks
occur every 25°.
31 SLIP/SKID INDICATOR
Represents the bar beneath the roll pointer.
The indicator bar moves with the roll pointer and move laterally
away from pointer to indicate uncoordinated flight.
Slip (inside the turn) or skid (outside the turn) is indicated by the
location of the bar relative to the pointer.
32 AIRCRAFT SYMBOL
Airplane pitch and roll attitude is displayed by the relationship
between the fixed symbolic airplane and the movable background.
33 ATTITUDE FAILURE INDICATION

Attitude failure indication is in view on the on the Garmin G950
PFD display when the system is not receiving attitude information
from the AHRS (a large red “X” is displayed on Attitude Indicator
window) or AHRS calibration incomplete or configuration module
failure (“CALIBRATE AHRS/MAG” is displayed on Attitude
Indicator window).
Rev. 35
Figure D/1-2 - AUTOPILOT MODE SWITCHES
12
13
14
VIEW FROM “A”
Figure D/1-3 - PILOT CONTROL WHEEL
Rev. 35
Selected
Altitude
19 22
15
Turn Rate Current

Indicator Heading
18
17
20
Selected 23
Navigation Phase of Flight
Source
21
16
Figure D/1-4 – HORIZONTAL SITUATION INDICATOR (HSI) ON

GARMIN G950 PFD DISPLAY
Rev. 35
Sky
Representation
Roll Scale Zero

28
31
29
30
Horizon
Line
32
Land
Representation
27
Figure D/1-5 - ATTITUDE INDICATOR ON GARMIN G950 PFD

DISPLAY
Rev. 35
7.3 ALTITUDE SELECTOR/ALERTER DESCRIPTION

The Altitude Selector /Alerter (ASA) is a selector that allows the pilot to pre-
select the vertical speed and altitude to be used by the autopilot. In addition
to these basic functions, the selector provides other features such as Altitude
Alert Mode, Decision Height Alert Mode and Altitude Read Out from
encoder, barometric calibration in inches of mercury and millibars.
The ASA system combines the computer and programmer units into a single
panel mounted unit, which contains the display and the operating switches.
The system also interfaces with an altitude encoder/transponder providing a
standard 100 ft increment output.
The ASA reads and decodes from the encoder the altitude, that adjusts by the
setting of barometric calibration, then compares the decoded altitude with the
selected altitude. When these values match, the Altitude Selector signals via
computer the autopilot to engage the Altitude Hold Mode of the autopilot.
The Vertical Speed Selector, as well as the Altitude Selector, provides an
electrical output to the autopilot pitch guidance computer that is proportional
to the intensity and direction of the set vertical speed. This signal is not used
by the autopilot until the Vertical Speed Mode is engaged. At that time, the
autopilot compares the existing value of vertical speed to the selected ones
and commands the servos to achieve the desired value, provided that it is in
the capability of the airplane.
The Vertical Speed Selector of the ASA functions any time a vertical speed is
set and the VS Mode of the autopilot is engaged. However, the Altitude
Selector functions only when the transponder and encoder are operating and
the ALT and VS Modes of the autopilot are engaged.
7.3.1 DATA ENTRY (DTA) AND OPERATE MODES

When the ASA is in Entry Data Mode, the barometric calibration,
altitude, vertical speed and decision height selections are allowed,
pushing the appropriate switch and using the input selector knob.
When the ASA is in Entry Mode, it is decoupled from the autopilot,
which, however, is able to maintain the last vertical speed commanded.
Rev. 35
In DTA Mode, the ASA display shows ENT steady and SEL
annunciation flashing; after the required value are selected, pressing
the DTA Switch reverts the system to Operate Mode, the ENT
annunciation extinguishes and the system can communicate to the
autopilot the settings.
7.3.2 BAROMETRIC CALIBRATION (BARO) MODE
The Barometric Calibration Mode enables the pilot to provide a current
altimeter setting. At power-up the BARO Mode is displayed after self
test, at other time, the DTA Mode have to be activated to show the last
baro setting: repeted pushes of BARO Switch cause the barometric units
alternate between in.Hg or millibars (then the first two digit are
omitted). For the BARO Calibration, it is necessary to rotate the input
selector knob until matching the current setting shown in the altimeter,
to the nearest 1/10th of inch of mercury or millibar. When above an
altitude of 18000 ft the barometric calibration automatically changes to
29.92 in.Hg while the last barometric setting continue to appear on
display and is used when below the altitude of 18000 ft.
When the ALT Mode Switch is pushed in Operate Mode, the SEL
annunciation extinguishes while the ALT appears, and the system
shows the encoded altitude, corrected as per barometric calibration,
on the display. Repeated pushes of the ALT Mode Switch display
alternatively show the encoded or selected altitude.
7.3.4 ALTITUDE SELECTOR (ALT) MODE
The Altitude Selector enables the pilot to pre-select an altitude to hold.
To accomplishing that, the Altitude Selector communicates with the
transponder and encoder altimeter and functions only when both the
Altitude and the Vertical Speed Modes of the autopilot are selected.
Then, it is necessary to set the desired altitude and the vertical speed to
reach it; when the airplane arrives at the selected altitude, the VS Mode
disengages and the autopilot holds the altitude. In normal operation, the
altitude selector engages the ALT Mode of the autopilot 50 ft prior to
the arrival at the selected altitude, either climbing or descending.
Rev. 35

The Altitude Alert Mode provides for an alert when the airplane is
approaching a selected altitude. The activation of the ALR Mode
cause a chime throughout the cabin and flashing of the ALR
annunciation on ASA display at the 1000 ft and again 300 ft from
the selected altitude. Moreover, the alert activates if the airplane
deviates from the selected altitude by more than 300 ft.
7.3.6 DECISION HEIGHT ALERT (DH) MODE
The Decision Height Alert Mode provides for an alert when the
airplane is approaching a selected DH altitude. The activation of the
DH Alert Mode causes the flashing of the DH annunciation on the
ASA display and a chime that sounds when passing an altitude of
100 ft more than the selected DH. However, due to possible
inaccuracy in using the ASA, the DH Mode should not be the only
means to determining the missed approach altitude.
7.3.7 VERTICAL SPEED SELECTOR (VS) MODE
The Vertical Speed Selector enables the pilot to select a vertical
speed to hold, provided that it is in the capability of the airplane.
The desired vertical speed can be selected whether in DTA Mode or in
Operate Mode, rotating the input selector knob. While in Operate
Mode, the vertical speed commanded is automatically reduced in 100
ft increments as the airplane approaches the selected altitude, even
though it is not required to capture the altitude; as result of this, the
ASA does not accept high vertical speeds for small altitude changes.
The system includes safeguards that, under normal condition,
operate in case of any incompatibility of altitude and vertical speed
selected. In particular, if the selected altitude requires an opposite
direction of vertical speed, the system automatically changes the
vertical speed signal polarity to solve the incompatibility; on other
side, if the vertical speed selected is incompatible with the existing
altitude, the ASA causes the altitude to flash for 5 seconds but it
does not automatically change the selection.
The vertical speed selector function may be disabled by pressing the
MAN Switch which extinguishes the VS on the ASA display.
Rev. 35
Figure D/1-6 - ALTITUDE SELECTOR/ALERTER ARRANGEMENT
1. DATA ENTRY (DTA) /OPERATE SWITCH

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

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

SWITCH
The ALT Mode Switch accomplishes two functions.
When pressed in Entry Mode, it addresses the altitude selector to set
the desired altitude.
When the ALT Mode Switch is pushed in Operate Mode, the system
shows the encoded altitude on the display.
Rev. 35
4. ALTITUDE ALERT (ALR) MODE SWITCH

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

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

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

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

Altitude or vertical speed correction may be made by rotating the
Input Selector Knob. In particular, turning the knob CW will
increase the number and pulling the knob will change decimals.
Rev. 35
P.68R SUPPLEMENT D/2– Sec.1
SUPPLEMENT D/2
S-TEC 55X AUTOPILOT

WITH SAGEM INTEGRATED COCKPIT
This Supplement must be attached to the basic Flight Manual when the
aircraft is equipped with S-TEC 55X Autopilot.
precedence.
S-TEC “Pilot’s Operating Handbook Fifty Five X” p/n 87109 and, if

applicable, S-TEC “Altitude Selector/Alerter p/n 01279 Pilot’s Operating
Handbook” p/n 87110 (latest applicable revision) must be regarded as
completion of this Supplement and must be always carried on board.
Rev. 35
SUPPLEMENT D/2– Sec.1 P.68R

In this Supplement the Note, Caution and Warning indications are
supplied in accordance with these definitions:
carefully followed.
Page 2 of 66 DATE: 10 June 2010


(a) Autopilot operation is prohibited at speeds above 180 KIAS
(b) Maximum rate of climb or descent during autopilot operation is 1600

fpm
(c) Use of flap during autopilot operation:

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

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

approach and 500 ft AGL during cruise, climb and descent.
NOTE
In accordance with FAA recommendation (AC 00-24B), use
of basic "Altitude Hold" mode is not recommended during
operation in severe turbulence.
PLACARDS
NONE
DATE: 10 June 2010 Page 3 of 66


CAUTION
In the event of an autopilot malfunction, or anytime the
autopilot is not performing as expected or commanded, do
not attempt to identify the system problem. Immediately
regain control of the aircraft by overpowering the autopilot
as necessary and then immediately disconnect the autopilot.
DO NOT RE-ENGAGE THE AUTOPILOT UNTIL THE
PROBLEM HAS BEEN IDENTIFIED AND
CORRECTED.
3.1 AUTOPILOT MALFUNCTION

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

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

either forward or aft
Altitude loss during autopilot or autotrim malfunction:
Climb, cruise or descent 50° bank
(3 seconds delay in recovery) 300 ft max altitude loss
Approach 20° bank
(1 second delay in recovery) 80 ft max altitude loss

3.2 ELECTRIC TRIM MALFUNCTION
In case of Electric Trim Malfunction (either manual electric or

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

Approach Manually COMPLETE

(b) Engine Failure during Climb, Cruise or Descent:

Trims ADJUST
Inoperative Engine IDENTIFY and VERIFY
Engine Failure During Flight Procedure PERFORM

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

autopilot VS and ALT Mode

NOTE
If, during flight, the encoder altitude reappears instead of
three dashes (--.-) , the ASA may be reprogrammed as
necessary.

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

(b) software revision number appears between 10 and 20 seconds
(c) within 3 minutes, RDY annunciation alone re-appears
NOTE
In the event of a Programmer/Computer failure, the FAIL
annunciation only re-appear and the autopilot will not
operate.
In the event of a Turn Coordinator failure, the autopilot
display remain blank and the autopilot will not operate.

4.2 ALTITUDE SELECTOR/ALERTER PRE-FLIGHT TEST
Altitude Selector Switch ON
Transponder with Altitude Encoder STAND-BY
NOTE
If the ASA is not receiving a valid encoder signal, on the
ASA display appears three dashes (--.-), followed by three
“ding dong” chimes. A period of time, should be allowed for
the encoder to come on-line. When the encoded altitude is
displayed, recycle power to ASA and continue the pre-flight
test.
Altimeter SET to local setting or

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

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

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

ALT SEL on display with SEL flashing

(d) Selector Knob ROTATE to set an altitude 400 ft

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

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

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

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

Vertical Speed desired after takeoff

4.3 BEFORE FLIGHT TEST
Before flight and with engine running, perform the following test:
1. HDG Mode Selector Switch PRESS and NOTE

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

SENSE reduced freedom
since roll servo is engaged

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

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

to sense reduced freedom
since pitch servo is engaged

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

CWS, VS and +0 annunciations

8. A/C Control Wheel MOVE right and left,

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

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

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

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

14. AP DISC/TRIM INTER Switch PRESS and NOTE

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

4.4 ALTITUDE SELECTOR/ALERTER IN-FLIGHT NORMAL

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

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

CCW to decrease then
PULL to change decimals

ENT disappears on display
NOTE
In Entry Mode, the ASA is decoupled from the autopilot,
which, however, can hold the last vertical speed
commanded.
NOTE
In DTA Mode, the actual altitude can not be called up to
the display.

NOTE
It is not necessary to set the Vertical Speed by using the
DTA Mode. The desired Vertical Speed can be selected by
rotating the Input selector knob in Operate Mode.
4.4.2 BARO CALIBRATION AND ADJUSTMENT
When in DTA Mode:
BARO Switch PRESS to display

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

matching altimeter setting
to 1/10th in.Hg (or millibars)
NOTE
If encoder or altimeter vary in calibration, compensation
can be made, adjusting the BARO calibration to a higher
(lower) number than the current altimeter, if the ASA
engages altitude on the autopilot higher (lower) than
selected ones.

4.4.3 VERTICAL SPEED SELECTION
CAUTION
It is responsibility of the pilot to ensure that the selected
a stall.
The selection of the Vertical Speed may be accomplished in the

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

+2 appears on display
NOTE
The value displayed is ± fpm/100 and can be changed in
100 fpm increments.
Zero vertical speed is not selectable nor displayed, then
the indication steps from +1 to -1 and vice versa.
(b) Otherwise, in Operate Mode:
To engage the VS Mode, on AP Programmer/Computer:

NOTE
When using the VS selector and VS Mode on autopilot, the
system automatically reduces the Vertical Speed as the
aeroplane approaches the altitude in the display of the ASA,
even if the ALT Mode is not engaged. Therefore, when
desiring to use only the VS Select Function, it is convenient
to select an altitude beyond the expected operating range.
NOTE
If a new altitude selected is incompatible with the existing
vertical speed, then the system AUTOMATICALLY reverses
the vertical speed sign to match the direction of the altitude
change; it also sets the vertical speed value to 500 fpm (±5
on display).
CAUTION
If a vertical speed selection is incompatible with the
existing altitude displayed, the system cause the ALT
annunciation to flash for 5 seconds to alert of the
incompatibility but the system DOES NOT
AUTOMATICALLY CHANGE the altitude selected.
NOTE
In Operate Mode, the Vertical Speed is automatically
reduced as the aeroplane approaches the selected altitude
in order to provide a smooth transition to cruise. The
reduction, in 100 fpm increments, begins at an altitude
which results in a vertical speed of 300 fpm at the altitude
capture.
For this reason, the system does not accept high vertical
speed for small altitude changes.

4.4.4 ALTITUDE SELECT FUNCTION

In DTA Mode:
ALT Selector Mode Switch PRESS and NOTE

SEL flashing on display

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

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

ALT appears with selected altitude

NOTE
The value displayed should be the altitude referred to
Mean Sea Level to the nearest 100 ft.
NOTE
While in Operate Mode, repeated pushes of the ALT
Switch alternately display the encoded or selected altitude.

Altitude Select Function (§4.4.4) ACTIVATE to set the
desired alert altitude
ALR Selector Mode Switch PRESS and NOTE

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

In DTA Mode:
DH Selector Mode Switch PRESS and NOTE

0.0 appears on display
Selector Knob ROTATE to select the value

to the nearest 100 ft
above the Decision Height


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

4.5.1 HEADING MODE
Heading Bug SET on desired heading
HDG Mode Selector Switch PRESS and NOTE

NOTE
NAV Mode may be coupled with GPS D/TO; in this case,
Course Pointer must not be used since the autopilot does not
accept any more course input from HSI.

VOR frequency
Course Pointer TURN

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

NAV appears
NOTE
NAV annunciation flashes whenever the CDI needle
deflection exceed 50% or NAV Failure Indication is in view.
In the latter event, the FAIL annunciation also flashes.

CAUTION
If the NAV receiver signal becomes invalid while NAV
Mode is engaged, NAV and FAIL flash on the display. If the
autopilot is a in NAV intercept mode, it will hold wing
level; if it is in a NAV tracking mode, it will follow the
course.
The pilot must monitor the navigation failure indicator to
ensure that the autopilot is tracking a valid navigation
information.
NOTE
During the intercept sequence, the Autopilot limits the
turn rate of the airplane to 90 % of a standard rate turn.
Fifteen seconds after course capture, the turn rate is
reduced to 45% of a standard turn rate and after seventy
five seconds the turn rate is reduced to 15% of a standard
turn rate.
NOTE
The pilot should make speed, distance and time
consideration during the 75 seconds period from course
capture to the beginning of tracking to account for the
airplane position.

Course Pointer SET on course

HDG and NAV appear


STEERING MODE
GPS Navigation Receiver SET on course

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

NAV Mode Selector Switch PRESS twice and NOTE

HDG, NAV and GPSS appear

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

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

CW for increase altitude
(CCW for decrease altitude)
NOTE
In ALT HOLD Mode the maximum altitude change from
the original captured altitude is ± 360 ft.
NOTE

4.5.5 VERTICAL SPEED MODE
CAUTION
The VS Mode is used to hold a PILOT selected vertical
speed. Since the autopilot receives no airspeed information,
it is responsibility of the pilot to ensure that the selected
a stall.
NOTE
The VS Mode can only be engaged if a roll mode (HDG,
NAV, NAV APR, REV, REV APR, NAV GPSS) is already
engaged.
Airplane STABILIZE at desired vertical speed
VS Mode Selector Switch PRESS and NOTE

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

CW to increase vertical speed
(CCW to decrease vertical speed)
NOTE
In VS Mode the maximum vertical speed selectable is ±
1600 fpm.

If the VS annunciation flash:
AP Modifier Knob ROTATE as necessary

until VS stops flashing
NOTE

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

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

4.5.7 STABILATOR TRIM
4.5.7.1 Manual Trim

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

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

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

automatically trimming the airplane in the indicated
direction.
The annunciation extinguishes once the airplane is in trim
condition.
Rev. 35
4.5.7.3 Manual Electric Trim

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

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

approach procedure:
4.6.1 STRAIGHT-IN ILS APPROACH

LOC frequency


NAV and APR appear

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

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

GS extinguishes and re-appears on display

When the GS Mode is automatically engaged,

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

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

LOC frequency
REV Mode Selector Switch PRESS and NOTE

REV and APR appear

Depending on the published procedure, maintain altitude or descent, using the

appropriate autopilot function:

ALT appears
Or:

VS and vertical speed appear

Before turning the airplane again:


NAV and APR appear

VS and vertical speed appear
At altitude for glide intercept

ALT appears

At Decision Height:

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

approach procedure:
4.7.1 STRAIGHT-IN BACK COURSE APPROACH

LOC frequency

REV and APR appear
At Decision Height:

AP disconnects

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

Course Pointer SET to

FRONT INBOUND LOC course

HDG, APR and REV appear
4.7.2 BACK COURSE APPROACH WITH PROCEDURE TURN

LOC frequency

NAV and APR appear
Heading Bug SET to BACK OUTBOUND




REV and APR appear
At Decision Height:

AP disconnects
4.7.3 STRAIGHT-IN LOC APPROACH

LOC frequency

NAV and APR appear
At Decision Height:

AP disconnects
4.7.4 STRAIGHT-IN VOR APPROACH

VOR frequency


NAV and APR appear
At Decision Height:

AP disconnects
4.7.5 LOC APPROACH WITH PROCEDURE TURN

LOC frequency

REV and APR appear



NAV and APR appear
At Decision Height:

AP disconnects

4.7.6 VOR APPROACH WITH PROCEDURE TURN

VOR frequency

REV appears


NAV and APR appear
At Decision Height:

AP disconnects
4.8 AUTOPILOT DISCONNECTION
To disconnect the autopilot, use any of the following means:
(a) AP DISC/TRIM INTER Switch PRESS
(b) AP Circuit Breaker PULL

Whenever a pitch mode is engaged:
(c) Manual Electric Trim Switch PRESS both segments

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

execute the following:
(a) AP DISC/TRIM INTER Switch PRESS and HOLD
(b) Trim Master Switch OFF
(c) Trim Circuit Breaker PULL

4.10 ANNUNCIATION
ANNUNCIATION CONDITION ACTION

All annunciations, Autopilot Power-Up Self -
then RDY Test completed
successfully
All annunciations, Turn Coordinator failure Do not operate the autopilot
then display blank detected during Power-Up until the fault has been
indefinitely Self Test detected and solved.
All annunciations, Programmer/Computer Do not operate the autopilot
then FAIL failure detected during until the fault has been
Power-Up Self Test detected and solved.
Flashing NAV CDI needle deflection -
exceeds 50%
Flashing alternatively Invalid Radio Navigation Check Navigation Receiver
NAV and FAIL Signal for proper reception. Use
HDG Mode until problem is
corrected or use an
alternative source of
Navigation Signal.
Flashing NAV and Attempted engagement of Set the desired course on
GPSS GPSS Mode without GPS Navigation Receiver.
course programmed in
GPS Navigation Receiver
Flashing VS when VS Airplane unable to Reduce commanded vertical
Mode engaged maintain the commanded speed until VS stops flashing
vertical speed for 15
seconds
Flashing GS GDI needle deflection -
exceeds 50%
Flashing GS and Invalid GS Navigation Check GS Navigation
steady FAIL Receiver Signal Receiver for proper
reception.

NO CHANGE.


The items of the S-TEC 55X Autopilot are listed in the “P.68R
Equipment List” P/N NOR10.719-4.

7.1 GENERAL DESCRIPTION

The System S-TEC 55X is a two-axis, rate based autopilot which controls
pitch and roll.
When in control of roll axis, the autopilot senses turn rate, closure rate to the
selected course and the non-rate quantities of heading error, course error and
course deviation indication.
When in control of pitch axis, the autopilot senses vertical speed and
acceleration, closure rate to the selected glideslope and the non-rate
quantities of altitude and glideslope deviation indication.
These sensed data provide feedback to the autopilot, which processes them
and activates the proper mechanisms coupled to the control systems. In this
installation, the roll and pitch servos are mechanically connected to the
ailerons and the stabilator, respectively.
The autotrim function senses when the aeroplane needs to be trimmed about
the pitch axis and automatically drives the pitch trim servo that moves the
pitch trim tab to reduce the pilot control force.
Even if the autotrim is not activated, the System S-TEC 55X provides
annunciations whenever is necessary to manually trim the aeroplane about
the pitch axis.
The P.68R installation of the S-TEC 55X autopilot comprises:
o Programmer/Computer
o Roll and Pitch Servos
o Turn Coordinator
o Altitude Pressure Transducer
o AP DISC/TRIM INTER Switch

o Control Wheel Steering Switch
Rev. 35
o Autopilot Breaker
o Horizontal Situation Indicator
o Automatic Pitch Trim, including
- Trim Master Switch

- Manual Electric Trim Switch
- Trim Servo
- Trim Breaker
o Altitude/Vertical Speed Selector/Alerter (Optional)
In the following the S-TEC 55X block diagram is shown:

Figure D/2-1
AUTOPILOT BLOCK DIAGRAM

With these basic facilities, the S-TEC 55X autopilot has the following
primary capabilities:
o Turns onto selected heading and holds it
o Intercepts and tracks a VOR/GPS course
o Intercepts and tracks a localizer front/back course
o Laterally steers along a predefined course defined in GPS

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

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

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

switch and modifier knob on the autopilot programmer/computer; the
relevant annunciation appears on the display to acknowledge the mode is
engaged.

7.2 OPERATIONAL FUNCTION DESCRIPTION
7.2.1 HEADING MODE

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

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


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

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

7.2.5 REVERSE MODE

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

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

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

7.2.8 GLIDESLOPE MODE

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

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

7.2.10 STABILATOR TRIM OPERATION
7.2.10.1 Manual trim

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

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

If the Trim Master Switch is ON, the Manual Electric Trim Switch
can command the pitch trim servo, when the autopilot is disengaged,
or engaged in Roll Mode.
Pressing aft (forward) both segments of Manual Electric Trim
Switch, the airplane trims nose up (down) and the annunciation
TRIM appears flashing on display, then extinguishes upon release of
the switch.
When a Pitch Mode is engaged, the activation of the Manual
Electric Trim Switch causes the autopilot disconnection, even if the
Trim Master Switch is in OFF position.
Rev. 35
Figure D/2-2
BREAKER PANEL

Figure D/2-3
AUTOPILOT INSTRUMENT LAYOUT

1 S-TEC SYSTEM 55X PROGRAMMER/COMPUTER

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

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

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

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

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

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

When pressed it will select the Reverse Mode that provides roll
Rev. 35
commands interception and tracking of the localizer back course

inbound or localizer front course outbound.
9 ALTITUDE HOLD (ALT) MODE SELECTOR SWITCH

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

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

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

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

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

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

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

The center portion of the omni bearing pointer moves laterally to
indicate pictorially the relationship between the aircraft and the
selected course. It indicates degrees of angular displacement from
VOR radials and localizer beams.

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

NAV failure indication is in view on the Primary Flight Display
when the NAV receiver signal is inadequate. If this occurs while
NAV Mode is engaged, NAV and FAIL will flash on the display; if
NAV Mode is not engaged NAV flashes when attempted to engage.
27 GS FAILURE INDICATION
GS failure indication is in view on the Primary Flight Display when
the GS receiver signal is inadequate. If this occurs while GS Mode is
engaged, GS and FAIL will flash on the display; if GS Mode is not
engaged, GS will flash when attempted to be engaged.

Figure D/2-4
AUTOPILOT MODE SWITCHES
Figure D/2-5
PILOT CONTROL WHEEL

Figure D/2-6
HSI AND GLIDESLOPE INDICATOR

7.3 ALTITUDE SELECTOR/ALERTER DESCRIPTION
The Altitude Selector /Alerter (ASA) is a selector that allows the pilot to
pre-select the vertical speed and altitude to be used by the autopilot. In
addition to these basic functions, the selector provides other features such as
Altitude Alert Mode , Decision Height Alert Mode and Altitude Read Out
from encoder, barometric calibration in inches of mercury and millibars .
The ASA system combines the computer and programmer units into a
single panel mounted unit, which contains the display and the operating
switches. The system also interfaces with an altitude encoder/transponder
providing a standard 100 ft increment output.
The ASA reads and decodes from the encoder the altitude, that adjusts by
the setting of barometric calibration, then compares the decoded altitude with
the selected altitude. When these values match, the Altitude Selector signals
via computer the autopilot to engage the Altitude Hold Mode of the autopilot.
The Vertical Speed Selector, as well as the Altitude Selector, provides an
electrical output to the autopilot pitch guidance computer that is proportional
to the intensity and direction of the set vertical speed. This signal is not used
by the autopilot until the Vertical Speed Mode is engaged. At that time, the
autopilot compares the existing value of vertical speed to the selected ones
and commands the servos to achieve the desired value, provided that it is in
the capability of the airplane.
The Vertical Speed Selector of the ASA functions any time a vertical
speed is set and the VS Mode of the autopilot is engaged. However, the
Altitude Selector functions only when the transponder and encoder are
operating and the ALT and VS Modes of the autopilot are engaged.

Figure D/2-7
SELECTOR/ALERTER BLOCK DIAGRAM

7.3.1 DATA ENTRY (DTA) AND OPERATE MODES

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

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

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

7.3.4 ALTITUDE SELECTOR (ALT) MODE

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

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

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

7.3.7 VERTICAL SPEED SELECTOR (VS) MODE

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

Figure D/2-8
ALTITUDE SELECTOR/ALERTER ARRANGEMENT

1. DATA ENTRY (DTA) /OPERATE SWITCH

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

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

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

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

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

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

When pressed, it completely removes the ASA from the autopilot
system.

8. INPUT SELECTOR KNOB

Altitude or vertical speed correction may be made by rotating the
Input Selector Knob. In particular, turning the knob CW will
increase the number and pulling the knob will change decimals.


P.68R SUPPLEMENT F
SUPPLEMENT F
MTOW DECREASE TO 1960 kg (4321 lb)
This Supplement must be attached to approved Aircraft Flight Manual when
the aircraft operates with a maximum take-off weight of 1960 kg (4321lbs).
limitations, procedures and performances not contained in this supplement
consult the basic Flight Manual. Whenever conflict arises between
information enclosed herein and the approved basic Flight Manual, the
information in this supplement must take precedence.
In any case, the latest applicable revision of the following reference
publications must be regarded as completion of this Supplement and must be
always carried on board.
Rev. 27
DATE: 23 April 2015 Page 1 of 42
SUPPLEMENT F P.68R

carefully followed.
Rev. 27
Page 2 of 42 DATE: 23 April 2015
P.68R SUPPLEMENT F

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

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

Do not retract landing gear above this speed 100 105
Maximum Gear Extended Speed: VLE
Do not exceed this speed with landing gear
extended 131 135
Rev. 27
SUPPLEMENT F P.68R
MARKINGS KIAS
White range
(Full Flaps operating range, lower limit is
maximum weight stalling speed in landing
permissible with flaps extended). 60 to 101
Lower Red Line
(Air Minimum Control Speed). 62
Blue Line
(One engine inoperative best rate of climb
speed). 88
Green range
(Normal Operating Range. Lower limit is
maximum weight stalling speed with flaps and
landing gear retracted. Upper limit is
maximum structural cruising speed). 65 to 158
Yellow range
(Caution Range. Operation must be conducted
with caution and only in smooth air) 158 to 200
Upper Red Line
(Maximum Speed for all operations) 200
CROSSWIND
The maximum demonstrated crosswind velocity for take off and landing is
25 kts.
Rev. 27
P.68R SUPPLEMENT F
2.3 WEIGHT LIMITS

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

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

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

 0.325 m (12.8 in) aft of datum at maximum take-off weight of
1960 kg (4321 lb).
 0.259 m (10.2 in) aft of datum at 1600 kg (3527 lb) or less.
Linear variation between given points.
NOTE
The datum line is tangent to the wing leading
edge.
NOTE
Changes in centre of gravity position due to
landing gears extension/retraction are
negligible.
Rev. 27
SUPPLEMENT F P.68R
Figure F2-1
AIRCRAFT WEIGHTS VS. CENTER OF GRAVITY
2.5 FLIGHT MANOEUVRE LOAD FACTOR LIMITS
(a) Positive Load Factor (Flaps Up ) +3.80 g
(b) Negative Load Factor (Flaps Up) - 1.52 g
(c) Positive Load Factor (Flaps Down – 35°) +2.00 g
(d) Negative Load Factor (Flaps Down – 35°) - 0.80 g
Rev. 27
P.68R SUPPLEMENT F
2.6 LIMITATION PLACARDS
In Full View of Pilot:
Rev. 27
SUPPLEMENT F P.68R

There is no change to aircraft emergency procedures when the aircraft
operates with a maximum take-off weight of 1960 kg (4321 lb).
Rev. 27
P.68R SUPPLEMENT F

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

0° to 15° 157 KIAS
15° to 30° 143 KIAS
30° to 35° 101 KIAS
(d) Best Rate of Climb Speed 88 KIAS
(e) Best Angle of Climb Speed 76 KIAS
(f) Final Approach Speed (min.) 78 KIAS
(g) Air Minimum Control Speed 62 KIAS
(h) Maximum Gear Extension Speed: VLO (Extension) 135 KIAS
(h1) Maximum Gear Retraction Speed: VLO (Retraction) 105 KIAS
(i) Maximum Gear Extended Speed: VLE 135 KIAS
(j) Maximum Demonstrated Crosswind Velocity 25 KTS
Rev. 27
SUPPLEMENT F P.68R
4.2 BEFORE LANDING
(a) Fuel Selector RH ENG.-RH TANK

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

(e) Flaps (below 157 KIAS) DOWN 15°
(f) Flaps (below 143 KIAS) DOWN 30°
(g) Landing Lights AS REQUIRED
(h) Landing Gear (below 135 KIAS) DOWN
(i) Landing Gear Position Indicator Lights
- Green Light CHECK ON
(J) Flaps (below 101 KIAS) DOWN 35°
(K) Approach Speed (Full Flaps) 78 KIAS min.
(L) Air Minimum Control Speed 62 KIAS
Rev. 27
P.68R SUPPLEMENT F
4.3 NOISE LEVEL

The noise level, determined according to ICAO Annex 16, Volume I, Chapter
10, for the P.68 R at maximum continuous power and at Maximum Take-Off
Weight of 1960 kg (4321 lb), is 76.4 dB(A).
In conformity with the above regulations, the maximum noise permitted level
for the P.68 R at the highest power setting and at Maximum Take-Off Weight
in the normal operating range, is 88 dB(A).
Rev. 27
SUPPLEMENT F P.68R
SECTION 5 – PERFORMANCE
5.1 FLIGHT PLANNING EXAMPLE
This paragraph provides information to facilitate the flight planning by using
the pertinent performance data charts presented in this Section.
The following example illustrates the correct use of the performance charts.
NOTE
To obtain the fuel quantity in US Gal divide the
fuel quantity expressed in lbs by 6.01.
AIRCRAFT
Take-Off Weight 4200 lbs
Usable fuel 587.3 lbs (97.7 US Gal)
TAKE-OFF AIRPORT
CRUISE
En-Route Distance 400 nM
ARRIVAL AIRPORT
Procedure:
Take-Off Distance
The measured take-off distances are reported as a function of ambient
temperature, including variations for weight change and wind influence.
180°-330°= -50°
Rev. 27
P.68R SUPPLEMENT F
5 Kts - tailwind
3. Enter Figure F5-5 at 21° OAT
4. Proceed horizontally right up to the 2000 ft airport altitude line
horizontal 5 Kts - tailwind line
9. Proceed vertically downwards to obtain the required take-off distance of
1680 ft (512 m)
Rate of climb – AEO MCP climb
1. Enter Figure F5-6 at 21° OAT
2. Proceed vertically upwards until intersecting the 2000 ft rate-of-climb
graph
3. Proceed horizontally right up to the reference line
4. Follow the slope of the adiacent rate of climb lines until intersecting the
vertical 4200 lbs line
5. Proceed horizontally right to obtain the AEO MCP rate of climb of 1170
ft/min
Rate of climb – OEI climb
1. Enter Figure F5-7 at 2000 ft airport altitude
ft/min
Rate of climb – Balked landing climb
1. Enter Figure F5-8 at 2000 ft airport altitude
3. Proceed vertically downwards the reference line
ft/min
Rev. 27
SUPPLEMENT F P.68R
Time, Fuel and Distance to Climb – MCP climb

Time, fuel and distance to climb are determined by calculating the difference
between the airport and cruise conditions, thus the indicated procedure must
be followed twice: the first for the airport conditions and the second for the
cruise conditions.
1. Enter Figure F5-9 at the given altitude (airport or cruise)
2. Proceed horizontally right up to the time-to-climb line at given
temperature
4. Follow the slope of the adiacent time-to-climb lines until intersecting the
5. Proceed vertically downwards to obtain the time to climb at the given
altitude
6. Repeat the steps from 1 to 5 to calculate the fuel to climb at the given
altitude
7. Repeat the steps from 1 to 5 to calculate the distance to climb at the given
altitude
In this example the calculation gives the following results:
Airport Time to Climb 1.8 min
Cruise Time to Climb 5.8 min
Time to Climb 5.8 - 1.8 = 4.0 min
Airport Fuel to Climb 4.0 lbs
Cruise Fuel to Climb 16.0 lbs
Fuel to Climb 16.0 - 4.0 = 12.0 lbs (2.0 US Gal)
Airport Distance to Climb 2.0 nM
Cruise Distance to Climb 8.0 nM
Distance to Climb 8.0 - 2.0 = 6.0 nM
Time, Fuel and Distance to Descent
Time, fuel and distance to descent are determined by calculating the
difference between the cruise and landing airport conditions, thus the
indicated procedure must be followed twice: the first for the cruise conditions
and the second for the landing airport conditions.
1. Enter Figure 5-13 at the given altitude (cruise or airport)
2. Proceed vertically up to the time-to-descent line relating to selected R/S
and read the required time to descent
Rev. 27
P.68R SUPPLEMENT F
3. Proceed vertically up to the fuel-to-descent line relating to selected R/S

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

The cruise distance is obtained by subtracting the calculated distance to climb
and distance to descent from the total en-route distance:
Cruise Distance = En-route Distance - Climb Distance - Descent Distance
= 400 - 6.0 - 24.4 = 369.6 nM
The cruise power setting should be determined on the basis of the required
and available fuel load.
From the Cruise Performance Table (figure F5-10), at a cruise altitude of
6000 ft (ISA) and a power rating of 65.5% (2350 RPM and 22" Hg), the
cruise airspeed is 160 KTAS at MTOW.
From the same table, the fuel flow is 18.1 GPH (108.8 lbs/hr) total.
Cruise time and fuel may be calculated by the following formulas:
Cruise Time = Cruise Distance / Cruise Speed
= 369.6 / 160 = 2.31 hours or 138.6 min
Cruise Fuel = Fuel Flow x Cruise Time
= 18.1 x 2.31 = 41.8 US Gal (251.2 lbs)
Rev. 27
SUPPLEMENT F P.68R
Total Flight Time

The total flight time is determined by adding time to climb, cruise time, and
time to descent:
Total Flight Time = Time to Climb + Cruise Time + Time to Descent
= 4.0 + 138.6 + 8.5 = 151.1 min
Total Required Fuel
The total required fuel is obtained by adding fuel for start, taxi and take-off
(20 lbs), fuel to climb, cruise fuel, and fuel to descent:
Total Required Fuel = Fuel for Start, Taxi and Take-Off + Fuel to Climb +
Cruise Fuel + Fuel to Descent
= 20.0 + 12.0 + 251.2 + 8.0 = 291.2 lbs (48.4 US Gal)
Reserve Fuel
The reserve fuel is determined by subtracting the calculated total required
fuel from the usable fuel:
Reserve Fuel = Usable Fuel - Total Required Fuel
= 587.3 – 291.2 = 296.1 lbs (49.3 US Gal)
Reserve fuel must exceed 60 lbs to allow a minimum of 45 minutes of flight
time at 45% power (2200 RPM).
Landing Distance
The measured landing distances (over 50 ft obstacle) are reported as a
function of ambient temperature, including variations for weight change and
wind influence.
1. Calculate the landing weight by substracting the total required fuel from
the take-off weight
= 4200 - 291.2 = 3908.8 lbs
330°-300°= 30°
10 Kts - headwind
5. Proceed horizontally right up to the 2000 ft landing airport altitude line
7. Follow the slope of the adiacent landing distance lines until intersecting
the horizontal 3909 lbs line
Rev. 27
P.68R SUPPLEMENT F

horizontal 10 Kts - headwind line
10. Proceed vertically downwards to obtain the required landing distance of
1360 ft (414 m)
Rev. 27
SUPPLEMENT F P.68R
5.2 TAKE-OFF DISTANCE

(Figure F5-5)
Power 2700 RPM, full throttle, before brake release
Flaps 15°
WARNING
Poor maintenance condition of the airplane,
deviation from the given procedures as well as
unfavorable external factors (e.g. high
temperature, rain, unfavorable wind
conditions, including cross-wind) will increase
the take-off distance.
CAUTION
 The Ground Run is approx. 60% of Take-Off
Distance.
 Increase Ground Run by 25% when operating
These values are typical ones. On wet ground or
wet soft grass covered runways, the Ground Run
may become significantly longer than stated
above.
Rev. 27
P.68R SUPPLEMENT F
Figure F5-5
TAKE-OFF DISTANCE
Rev. 27
SUPPLEMENT F P.68R
5.3 TWIN ENGINE CLIMB - MCP CLIMB

(Figure F5-6)
Flaps UP
Landing Gear UP
Rev. 27
P.68R SUPPLEMENT F
Figure F5-6
TWIN ENGINE CLIMB - MCP CLIMB
Rev. 27
SUPPLEMENT F P.68R
5.4 ONE ENGINE INOPERATIVE CLIMB

(Figure F5-7)
Flaps UP
Landing Gear UP
Rev. 27
P.68R SUPPLEMENT F
Figure F5-7
ONE ENGINE INOPERATIVE CLIMB
Rev. 27
SUPPLEMENT F P.68R
5.5 BALKED LANDING CLIMB

(Figure F5-8)
Flaps 35°
Landing Gear DOWN
Balked Landing Transition Speed 80 KIAS
Rev. 27
P.68R SUPPLEMENT F
Figure F5-8
BALKED LANDING CLIMB
Rev. 27
SUPPLEMENT F P.68R
5.6 TIME, FUEL AND DISTANCE TO CLIMB - MCP

CLIMB
(Figure F5-9)
Flaps UP
Landing Gear UP
NOTE
To obtain the total fuel used, add 20 lbs for start,
taxi and take-off.
Rev. 27
P.68R SUPPLEMENT F
Figure F5-9
TIME, FUEL AND DISTANCE TO CLIMB - MCP CLIMB
Rev. 27
SUPPLEMENT F P.68R
5.7 CRUISE PERFORMANCE - BEST ECONOMY

MIXTURE
 SEA LEVEL
NOTES
below 4321 lbs
POWER
SETTING
2450 25 77.7 160 21.1 75.0 161 20.5 72.5 162 20.0
2450 23 69.8 153 19.5 67.3 154 18.8 65.1 155 18.5
2450 21 61.2 146 17.5 59.0 146 17.1 57.1 147 16.6
2450 19 53.3 138 15.8 51.4 138 15.5 49.7 139 15.1
2400 25 76.2 158 20.6 73.5 160 20.0 71.7 161 19.5
2400 23 67.9 152 18.8 65.5 153 18.3 63.3 154 17.8
2400 21 60.4 145 17.1 58.3 146 16.8 56.4 146 16.3
SEA LEVEL
2400 19 52.1 136 15.5 50.3 137 15.0 48.6 137 14.6
2350 25 74.1 157 20.0 71.5 158 19.5 69.1 159 19.0
2350 23 66.3 150 18.3 64.0 151 17.8 61.9 152 17.3
2350 21 58.6 143 16.6 56.5 144 16.1 54.6 144 15.8
2350 19 50.8 135 15.0 49 135 14.6 47.4 136 14.3
2300 25 72.6 155 19.5 70.0 156 19.0 67.7 157 18.5
2300 23 64.8 149 17.8 62.5 150 17.3 60.4 150 16.8
2300 21 57.0 141 16.1 55.0 142 15.6 53.2 143 15.3
2300 19 49.8 135 14.6 48.0 135 14.1 46.4 136 13.8
Figure F5-10
Sheet 1 of 5
Rev. 27
P.68R SUPPLEMENT F
 3000 ft
NOTES
below 4321 lbs
POWER
SETTING
2450 25 81.3 167 22.0 78.4 168 21.3 75.8 169 20.6
2450 23 73.0 160 20.1 70.4 161 19.5 68.0 162 19.0
2450 21 64.5 153 18.3 62.2 153 17.8 60.1 154 17.3
2450 19 56.2 145 16.5 54.2 145 16.0 52.4 145 15.6
2400 24 75.2 162 20.5 72.5 163 19.8 70.1 164 19.3
2400 22 67.2 155 18.6 64.8 156 18.1 62.6 156 17.6
2400 20 58.6 147 16.8 56.5 147 16.3 54.6 148 16.0
3000 feet
2400 18 50.8 138 15.1 49.0 139 14.8 47.4 139 14.5
2350 24 73.1 160 19.8 70.5 161 19.3 68.1 162 18.6
2350 22 65.4 153 18.1 63.0 154 17.6 60.9 155 17.1
2350 20 57.3 146 16.3 55.2 146 16.0 53.4 146 15.5
2350 18 49.5 137 14.6 47.8 137 14.3 46.1 137 14.0
2300 24 71.6 159 19.3 69.0 160 18.8 66.7 160 18.3
2300 22 63.8 152 17.6 61.5 152 17.1 59.4 153 16.6
2300 20 56.0 144 16.0 54.0 144 15.5 52.2 145 15.1
2300 18 48.1 135 14.1 46.4 135 13.8 44.8 135 13.5
Figure F5-10
Sheet 2 of 5
Rev. 27
SUPPLEMENT F P.68R
 6000 ft
NOTES
below 4321 lbs
flow in GPH by 6.01
POWER
SETTING
2450 24 79.9 171 21.6 77.0 171 21.0 74.4 172 20.5
2450 22 72.2 164 20.0 69.5 165 19.3 67.1 165 18.8
2450 20 63.3 156 18.0 61.0 156 17.5 58.9 156 17.0
2450 18 54.5 146 16.1 52.5 146 15.6 50.7 146 15.3
2400 24 78.4 169 21.1 75.5 170 20.5 72.9 170 20.0
2400 22 70.1 162 19.3 67.5 163 18.8 65.2 163 18.3
2400 20 61.3 159 17.5 59.0 159 17.0 57.0 159 16.5
6000 feet
2400 18 53.4 145 15.6 51.4 145 15.3 49.6 145 14.8
2350 24 75.8 167 20.3 73.0 167 19.8 70.5 168 19.3
2350 22 68.0 160 18.6 65.5 160 18.1 63.3 161 17.6
2350 20 59.7 152 17.0 57.5 152 16.5 55.5 152 16.0
2350 18 52.2 144 15.3 50.3 143 14.8 48.6 143 14.5
2300 24 74.1 166 19.8 71.4 166 19.3 68.9 166 18.6
2300 22 66.4 159 18.1 64.0 159 17.6 61.8 159 17.1
2300 20 58.5 151 16.5 56.3 151 16.0 54.4 151 15.6
2300 18 50.5 141 14.8 48.6 141 14.3 46.9 141 14.0
Figure F5-10
Sheet 3 of 5
Rev. 27
P.68R SUPPLEMENT F
 9000 ft
NOTES
below 4321 lbs
flow in GPH by 6.01
POWER
SETTING
2450 21 70.2 172 19.5 67.6 173 19.0 65.2 172 18.5
2450 20 66.0 163 18.6 63.5 163 18.0 61.3 163 17.6
2450 19 61.5 158 17.6 59.2 158 17.1 57.1 158 16.6
2450 18 57.2 154 16.6 55.0 153 16.1 53.1 153 15.8
2400 21 68.4 165 19.0 65.8 166 18.3 63.5 165 17.8
2400 20 63.9 166 18.0 61.5 167 17.5 59.3 166 17.0
2400 19 59.8 156 17.1 57.5 156 16.6 55.5 156 16.1
9000 feet
2400 18 55.6 152 16.1 53.5 151 15.6 51.6 151 15.3
2350 21 66.5 163 18.3 64.0 163 17.8 61.8 163 17.3
2350 20 62.2 159 17.5 59.9 159 17.0 57.8 158 16.5
2350 19 58.1 154 16.5 55.9 154 16.1 53.9 153 15.6
2350 18 54.5 150 15.8 52.4 150 15.3 50.6 150 15.0
2300 21 64.9 162 17.8 62.5 161 17.3 60.3 161 16.8
2300 20 60.6 157 17.0 58.3 157 16.5 56.3 156 16.0
2300 19 56.6 153 16.0 54.5 152 15.6 52.6 152 15.1
2300 18 52.6 148 15.1 50.6 147 14.8 48.8 147 14.3
Figure F5-10
Sheet 4 of 5
Rev. 27
SUPPLEMENT F P.68R
 12000 ft
NOTES
below 4321 lbs
flow in GPH by 6.01
POWER
SETTING
2450 19 64.0 166 18.1 61.5 166 17.6 59.3 164 17.1
2450 18 59.6 161 17.1 57.3 161 16.6 55.2 161 16.3
2450 17 55.1 155 16.3 53.0 155 15.8 51.1 156 15.3
2400 19 62.4 164 17.6 60.0 164 17.1 57.9 164 16.6
2400 18 58.0 159 16.6 55.8 159 16.1 53.8 159 15.8
12000 feet
2400 17 53.8 158 15.8 51.7 154 15.3 49.8 154 15.0
2400 16 49.4 148 14.8 47.5 148 14.3 45.8 148 14.0
2350 19 60.3 161 17.0 58.0 161 16.5 55.9 162 16.1
2350 18 56.4 157 16.1 54.2 157 15.6 52.3 157 15.3
2350 17 52.4 152 15.3 50.4 152 14.8 48.6 152 14.5
2350 16 48.3 146 14.3 64.4 146 14.0 44.7 146 13.6
2300 19 58.8 159 16.5 56.5 159 16.0 54.5 160 15.6
2300 18 54.6 154 15.6 52.5 154 15.1 50.6 155 14.8
2300 17 50.5 150 14.8 48.6 149 14.3 46.9 149 14.0
2300 16 46.5 143 13.8 44.8 143 13.5 43.2 143 13.1
Figure F5-10
Sheet 5 of 5
Rev. 27
P.68R SUPPLEMENT F
5.8 OPERATING ENVELOPE

(Figure F5-11)
Wind ZERO
Flaps UP
Landing Gear UP
Figure F5-11
CRUISE SPEED vs. ALTITUDE
Rev. 27
SUPPLEMENT F P.68R
5.9 RANGE PROFILE

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

Total Fuel 670 lt
NOTE
Range computation includes 20 lbs of fuel for
start, taxi and take-off, plus the fuel required
climb, cruise and descent, plus 45min reserve
fuel at 45% power.
Rev. 27
P.68R SUPPLEMENT F
Figure F5-12
RANGE PROFILE
Rev. 27
SUPPLEMENT F P.68R

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

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

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

Figure F6-2
BASIC EMPTY WEIGHT
Rev. 27
P.68R SUPPLEMENT F
Aircraft Serial Number____________________

Registration Marks_______________________
AIRCRAFT ACTUAL BASIC EMPTY WEIGHT

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

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

ARE FOR THE AIRCRAFT AS DELIVERED FROM THE FACTORY.
REFER TO WEIGHT AND BALANCE RECORD (Figure F6-4) WHEN
ALTERATIONS HAVE BEEN MADE.
Figure F6-3
WEIGHT AND BALANCE DATA FORM
Rev. 27
SUPPLEMENT F P.68R
Figure F6-4
WEIGHT AND BALANCE RECORD
Rev. 27
P.68R SUPPLEMENT F
Figure F6-5
Sheet 1 of 2
WORK SHEET
Rev. 27
SUPPLEMENT F P.68R
Figure F6-5
Sheet 2 of 2
WORK SHEET
Rev. 27
P.68R SUPPLEMENT F
Figure F6-6
WEIGHT/MOMENT ENVELOPE
Rev. 27
SUPPLEMENT F P.68R
- INTENTIONALLY LEFT BLANK -
Rev. 27
P.68R SUPPLEMENT Q/1
SUPPLEMENT Q/1
GARMIN GMA 347 AUDIO PANEL
This Supplement must be attached to the basic Airplane Flight Manual when the
Garmin GMA 347 Audio Panel is installed.
The information contained herein supplements the basic Airplane Flight Manual.
For limitations, procedures and performance not contained in this Supplement
consult the basic Flight Manual. Whenever conflict arises between information
enclosed herein and in the basic Flight Manual, the information in this
Supplement must take precedence.
Rev. 35
SUPPLEMENT Q/1 P.68R


followed.
Rev. 35

There are no changes to the airplane operating limitation when Garmin GMA
347 is installed.

There are no changes to the airplane emergency procedures when Garmin GMA
347 is installed.

There are no changes to the airplane normal procedures when Garmin GMA 347
is installed.
Refer to Section 7 for proper use of this equipment.
There are no changes to the airplane performances when Garmin GMA 347 is
installed.

The installation of Garmin GMA 347 Audio Panel is listed in the “P.68R
Equipment List” p/n NOR10.719-4.
Rev. 35

The Garmin GMA 347 is an audio control panel and marker beacon system.
A failsafe circuit, incorporated in this unit, provides for connect the pilot’s
headset and microphone directly to COM 1 in the case of power interruption or
the unit is turned off.
The unit is turned ON/OFF by rotating the left knob clockwise out of the detent
to turn ON and counterclockwise into the detent to turn OFF.
During power-up, the unit undergoes a self-test, illuminating all panel

annunciator lights for two seconds. Once the self-test is completed, the will be
ready for use.
Push-button keys control the audio control panel. All push-buttons, with the
exception of the PLAY key, have LED annunciators to indicate when a function
is selected. GMA 347 has incorporated a photocell dimming to adjust
automatically LED brightness.
In the Figure Q1-1 and in the following page the interface of GMA 347 is
showed.
Figure Q1-1
GARMIN GMA 347
Rev. 35
Left Volume / Squelch control knobs

Rotating the Left Volume knob (forward knob) is
possible to turn ON/OFF (fully CCW detent is OFF).
Rotating this knob it is possible to regulate pilot volume
level. Automatic squelch is set as default. Pressing the
volume knob it is possible to regulate manually the
squelch rotating the rear knob. Pressing volume knob a
second time automatic squelch is enabled.
Right Volume / Squelch control knobs
Right knobs have the same function of left knobs but
they control copilot and passengers volume level and
squelch.
TRANSCEIVER selection keys
Press the key to select the COM transmitter and
associated receiver audio for the selected transceiver
source. Press a second time to deselect the COM.
COM RECEIVER keys
Press the key to select the receiver which is heard in
addition to the selected transceiver. Press the key a
second time to deselect the receiver.
SPLIT COM operation key
When selected, the Pilot uses COM 1 transceiver and
Copilot uses COM 2. Pilot and copilot can transmit
simultaneously over separate radios. Press the key a
second time to deselect COM mode.
RECORDING PLAYBACK key
Pressing this key, it is possible to hear the most recent
2-1/2 minutes of received COM.
NAV RECEIVER keys

Press a Nav Receiver key to select the receiver (NAV1,
NAV2, DME, ADF). Press again to deselect the receiver.
Rev. 35
TEL
Selects telephone operation (if Telephone mode is
provided)
SPKR
Selects cabin speaker. Pressing and holding for 2
seconds PA mode is selected. To indicate this mode LED
blinks.
INTERCOM ISOLATION keys
Press to select or deselect.
Pilot selected: pilot isolated by copilot and pax
Copilot selected: copilot isolated by pilot and pax
Both selected: pilot and copilot isolated by pax
Both deselected: all users intercom
Marker Beacon System
Annunciators, Marker Mute key, Marker Sense key and
Hi Sense LED. Marker Mute key also turns ON/OFF
Music Muting and halts COM playback.
The GMA 347 intercom system provides four modes of isolation: Pilot, Co-pilot,
Crew, and All. In Pilot mode, the Pilot is isolated from all other occupants of the
aircraft. In Co-pilot mode, the Co-pilot is isolated, while the Pilot and
Passengers share the intercom. In Crew Isolation mode, the Pilot and Co-pilot
can communicate with each other while the passengers are able to communicate
only with each other. In All mode, there is no isolation and every occupant can
communicate with every other occupant.
NOTE
The passengers cannot transmit over the active COM
radio, even if equipped with a PTT key.
NOTE
The COM Muting on Receive option mutes all
secondary COM audio when a primary COM signal is
detected. The COM Muting on Transmit option mutes
all secondary COM audio while the primary COM
radio is transmitting.
Rev. 35
The GMA 347 is used also as audio panel for S-TEC 55X Autopilot, TAS 600,
GTX330 Transponder and Altitude-Vertical/Speed Selector Alerter.
The GMA 347 audio panel provides a 2-way telephone interface (if telephone
mode is activated). Operation depends on the state of the TEL key and ICS
mode.
The GMA 347 audio panel provides two stereo entertainment inputs: MUSIC 1
for crew and MUSIC 2 for passengers. Two 3.5 mm stereo phone jack located
near Auxiliary Power Sockets on instrument panel provide for connect to
portable entertainment devices such as MP3 and CD players. MUSIC 1 is always
soft-muted when an interruption occurs from an aircraft radio. Soft muting is the
gradual return of MUSIC 1 to its original volume level. When the MKR/MUTE
key is pressed and held for two second, the pilot hears two beeps and the
MUSIC 1 muting by COM has been disabled. Pressing and holding
MKR/MUTE key for two seconds again the pilot hears one beep and the system
is reset.
The MKR/MUTE key also selects marker audio and “Smart Mutes” the marker
signal. This key is used also to cancel the COM audio playback.
The use of stereo headsets is highly recommended. However, if monaural
headsets are plugged into stereo jacks the unit will not be damaged. When wired
correctly, the use of a monaural headset in a stereo jack shorts the right headset
channel to ground. Anyone listening on a monaural headset hears only the left
channel in both ears. If a monaural headset is used at one of the passenger
positions, anyone else listening on a stereo headset hears audio in the left ear
only, unless their headset has a mono/stereo switch set to mono. Incorrect
aircraft wiring could short the left channel or both channels to ground if a
monaural headset is plugged into the stereo jacks. If wired incorrectly, failsafe
operation will not work.
The Voice Recorder feature records all the audio heard on any selected COM
radio. Recording begins automatically. Pressing PLAY key plays back the most
recent messages (last 2-1/2 minutes messages). Pressing PLAY key again stops
current message and skips to the next preceding message.
The SPKR key turns the cabin speaker ON and OFF. Pressing and holding for 2
seconds selects PA mode. In this case LED blinks.
Rev. 35
Pressing the COM 1/2 key activates the SPLIT COM mode. In this mode, the
pilot uses COM 1 for MIC audio while the copilot uses COM2. The pilot and
copilot can transmit simultaneously over separate radios. The pilot can still listen
to NAV 1, NAV 2, DME (if installed on board), ADF (if installed on board) and
MKR as selected. The SPLIT COM mode is cancelled by pressing the COM 1/2
key a second time. When in SPLIT COM mode, copilot may communicate with
passengers while the pilot continues using COM 1 independently (PA mode). PA
mode is entered by pressing and holding the SPKR key for two seconds during
the SPLIT COM mode. A second SPKR key press returns the copilot to normal
SPLIT COM operation.
NOTE
In the PA mode, the SPKR LED blinks at a faster rate
than that of COM MIC key indicators.
The GMA 347 is also a marker beacon receiver/transmitter device.
NOTE
The marker beacon lamps operate independently of
any audio selection and cannot be turned off.
Prior to beginning an ILS approach, select high or low marker sensitivity

pressing SENS key. For high sensitivity, the HI LED illuminates while remains
off for low sensitivity.
Pressing the MKR/MUTE key prior to an approach allows the marker audio
tones to be heard in the headsets.
When MKR/MUTE key illuminates, the marker audio will be heard. Pressing
the key again while audio is heard will mute the marker audio until the next
beacon is received.
Once the MKR/MUTE key is pressed, when a marker beacon tone is received,
pressing the MKR/MUTE key during the tone Smart Mutes the audio. That is,
the audio turns off and returns when the next marker signal is received.
Rev. 35
P.68R SUPPLEMENT R/1
SUPPLEMENT R/1
GARMIN GTX 330 TRANSPONDER
This Supplement must be attached to the basic Flight Manual when the aircraft is
equipped with GARMIN GTX330 Transponder.
enclosed herein and in the basic Flight Manual, the information in this
Supplement must take precedence.
When the GARMIN GTX 330 Transponder is installed and operative, the “GTX
330 Pilot’s Guide” (p/n 190-00207-00 latest revision), must be regarded as
integral part of this Supplement and must be always carried on board.
Rev. 35
SUPPLEMENT R/1 P.68R

There are no changes to the airplane limitations when this avionic equipment is
installed.
The GTX 330 Transponder is subject to the following operating limitations:
ALTITUDE
Maximum Operating Altitude is 55000 ft.
TEMPERATURE RANGE
Continuous Operation temperature range for the Transponder is -45° C (-49° F)
to +70° C (+158° F).
TIS “TRAFFIC INFORMATION SERVICE”

This Supplement is not approved for TIS function.
Rev. 35
P.68R SUPPLEMENT R/1

NO CHANGE.

Normal operating procedures are described in the GARMIN “GTX 330 Pilot's
Guide” p/n 190-00207-00 latest revision.
NO CHANGE.

The items of the GTX 330 Transponder System are listed in the “P.68R
Rev. 35
SUPPLEMENT R/1 P.68R

The GARMIN GTX 330 panel mounted Mode A, Mode C and Mode S
Transponder is a radio transmitter and receiver unit which operates on radar
frequencies. The transponder receives a ground radar interrogation signal on a
frequency of 1030 MHz to which it replies with a coded response on a frequency of
1090 MHz. The transponder reply may be any one of 4096 codes, which differ in
the position and number of transmitted pulses, and allows ground-based ATC radar
to display aircraft identification, altitude and ground speed. The unit is also
equipped with an IDENT function that displays a Special Position Identification
(SPI) pulse for approximately 20 seconds on the controller’s scope. The GTX 330
Mode S Transponder provides a data link for Traffic Information Service (TIS).
NOTE
TIS function is disabled as per Section 2 of this
Supplement (“Operating Limitations”).
In addition to 4096 code and pressure altitude, the GTX 330 is capable of
transmitting aircraft registration number or flight ID, transponder capability and
maximum speed range.
Transponder range is limited to “line of sight”. Low altitude or antenna shielding
by the aircraft itself may result in reduced range. Climbing to a higher altitude,
or ensuring that antenna shielding is limited to abnormal flight attitudes can
improve range performance. All operating controls are mounted on the front of
the transponder (Refer to Fig. R1-1). For control keys functions refer to
GARMIN “GTX 300 Pilot’s Guide” p/n 190-00207-00 latest revision.
Figure R1-1
NOTE
If installed, a second GARMIN GTX 330 can be
operated as a backup unit of the first GTX330. A control
switch labeled “XPDR1/ XPDR2” installed on the lower
left side of the instrument panel, enables one GTX 330
unit and leaves the other one in stand-by.
Rev. 35
P.68R SUPPLEMENT S/2 – Sec.1
SUPPLEMENT S/2
GARMIN GNS 430W (WAAS)
VHF COMMUNICATIONS TRANSCEIVER
VOR/ILS RECEIVER/GPS RECEIVER
This Supplement must be attached to approved Flight Manual when the
aircraft is equipped with GARMIN GNS430W, as per change No. MOD.
P68/126.
limitations, procedures and performance not contained in this supplement
enclosed herein and the approved Flight Manual, the information in this
supplement must take precedence.
In any case, GARMIN 400W Series “Pilot’s Guide & Reference” and, if
applicable, GARMIN 400W/500W Series “Garmin Optional Displays Pilot’s
Guide Addendum”, must be regarded as integral part of this supplement and
must be always carried on board.
Reference Publication:
P/N 190-00356-00 Rev.A GARMIN 400W Series “Pilot’s Guide &
Reference”, dated October 2006 or later approved revision
P/N 190-00356-31 Rev.A GARMIN 400W/500W Series Display Interfaces
“Pilot’s Guide Addendum”, dated October 2006 or later approved revision
WARNING
Garmin GNS430W WAAS capabilities are not approved
to be used on the P.68R aircraft.

SUPPLEMENT S/2 – Sec.1 P.68R
NOTE
WAAS System operates only in condition of appropriate
satellite coverage (Satellite Based Augmentation System –
SBAS) and integrated Wide Area Reference System.

In this Supplement the Note, Caution and Warning indications are supplied
in accordance with these definitions:
followed.


(a) The GPS function of the GNS 430W may not be used as sole means of
navigation, then:
- the ground-based aids along the route and ground based aids for the
approach must be operational.
- aircraft approved equipment for IFR navigation and approach must be
serviceable.
(b) IFR en-route and terminal navigation predicated upon the GNS 430W GPS
Receiver is prohibited unless both database currency and selected waypoint
accuracy are verified by reference to current approved data.
(c) GPS positional data is referenced to the WGS-84 geodetic datum. When
flying through airspace where these references are not applicable to the
published charts, the GPS navigation information shall be used in an
advisory capacity only, and navigation must be carried out by using
published charts referenced to the correct datum.
(d) The following units must be set as default in the GNS 430W Setup 1 page:
Altitude (ALT) Feet (ft)

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

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

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


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

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

the cursor
Large Right Knob TURN to highlight

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

ENT Key PRESS

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

the page group
Small Right Knob TURN to select

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

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

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

the identifier of the waypoint

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

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

waypoints:
Cursor MOVE to highlight

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

Direct-to Key PRESS

ENT Key PRESS
4.4 TO CREATE AND ACTIVATE A FLIGHT PLAN

FPL Key PRESS
Small Right Knob TURN to display
flight plan catalog
MENU Key PRESS
‘Create New Flight Plan?’

ENT Key PRESS
For each flight plan waypoint

ENT Key PRESS
Small Right Knob PRESS to return

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

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

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

the ‘Method’ field

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

the ‘Transfer’ field

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

identifier of the flight plan or
waypoint to transfer

the ‘Cross-side’ field

the ‘To’ or ‘From’
ENT Key PRESS

the ‘Initiate Transfer?’ field
ENT Key PRESS

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

to activate the cursor

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

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

On/Off option
ENT Key PRESS

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

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

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

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

There is no change to airplane performances when the GARMIN GNS430W
System is installed.


The items of the GARMIN GNS 430W System are listed in the “P.68R

SECTION 7 - DESCRIPTION AND OPERATION

The Garmin GNS 430W is a fully integrated panel-mounted unit which
contains a VHF Communications Transceiver, a VOR/ILS Receiver and a
Global Positioning System (GPS) Navigation computer.
The system includes a GPS Antenna, GPS Receiver, VHF VOR/LOC/GS
Antenna, VOR/ILS Receiver, VHF COMM Antenna and a VHF
Communications Transceiver.
The GNS 430W features 2280-channel capacity COM, 200-channel
ILS/VOR with localizer and glideslope and a WAAS-certified GPS.
Featuring an advanced 15-channel receiver capable of five position updates
per second, it is approved to fly LPV “Glideslope” approach – lateral navigation
with advisory vertical guidance – without reference to ground-based navaids of
any kind.
The unit has a built-in database that allows to show cities, highways, river,
lake, on the moving map, while two removable data cards, containing the
Jeppesen aviation and the terrain databases, provide for the information on
airports, NBSs, VORs, intersections, flight service stations, terrain and
obstacles.
The GPS feature of the GNS430W enhances the situational awareness of the
pilot, providing for a supplemental navigation system in IFR en-route, Precision
and Non-Precision Approaches but, in any case, the GPS may not be used as
sole means of navigation.
WARNING
Garmin GNS430W WAAS capabilities are not
approved to be used on the P.68R aircraft.
NOTE
The GNS430W VHF radios installed are set to
operate with a frequency spacing of 25 kHz.
Should it be necessary to operate the radios using
the alternative frequency spacing of 8.33 kHz,
select “COM Configuration” in AUX Setup 2 Page
and activate “8.33 kHz” option.

7.1 GPS OPERATIONAL CONDITIONS
(a) GPS navigation is accomplished using the WGS-84 coordinate reference

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

(b) Instrument approach/departure navigation must be accomplished in

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

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

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

must be available at the destination airport. When an alternate airport is
required by applicable operating rules, it must be served by an approach
based on other than GPS or LORAN-C navigation, the aircraft must be
equipped to use that navigation aid, and the required navigation aid must
be operational. RAIM or equivalent must be available at the expected time
of arrival. A missed approach procedure based on traditional navigation
must be available.
(f) VNAV information may be utilised for advisory information only. Use of
VNAV information for Instrument Approach Procedures does not
guarantee Step-Down Fix Altitude Protection, or arrival at approach
minimums in normal position to land.

7.2 GNS 430W INTERFACE DESCRIPTION
Icon Name Description

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

VLOC Swaps between active and standby VLOC

flip-flop frequencies.
RNG Selects desired map scale (UP arrow to zoom

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

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

Selects automatic or manual way-point

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

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

o Acquiring: satellites have been located and the information is being

acquired but not enough for the 3-dimensional position
o 3D NAV: 3-dimensional position available
o 3D DIFF NAV: 3-dimensional position available along with
differential corrections
o INTEG: satellite coverage is not sufficient to pass integrity
monitoring test.
The satellite status page also indicates the accuracy of the position, using the
Horizontal Figure of Merit (HFOM) and the Vertical Figure of Merit (VFOM),
that represent the 95% confidence levels in horizontal and vertical accuracy. In
addition, the Estimated Position Uncertainty (EPU) – horizontal position error –
is displayed (Errore. L'origine riferimento non è stata trovata.).
7.3.2 COM/VLOC FREQUENCIES

The display of the GNS430W is divided into separate windows, including
the COM window, the VLOC window and the GPS window.
In the COM and VLOC windows, the stand-by and the active frequency are
shown (Errore. L'origine riferimento non è stata trovata.). The selection of
the COM or VLOC frequencies can be carried out in different ways, using the
large and small left knob to tune the desired value or entering in the stand-by
field a frequency already displayed on the screen.
7.3.3 PAGE GROUPS

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

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

Pilot must use appropriate charts for safe flight.

The terrain system monitors system and annunciates a warning message if a
failure is fault. Moreover, requiring the system a 3D GPS navigation solution
with specific vertical accuracy minimums, as the accuracy becomes degraded,
the terrain is not available
The NAVCOM page provides a list of the airport communication and
navigation frequencies at departure, en-route and arrival airports.
The Vertical Navigation (VNAV) page allows creating and visualizing a
three-dimensional profile from the present position to a target altitude at a
specified location.
NOTE
To use the Vertical Navigation feature a direct-to
destination or a flight plan must be activated and
the ground speed must be greater than 35 kts.
WPT Group
The WPT Page Group provides information about airports , VORs, NDBs
and user-created waypoints.
In particular, the first six pages list detailed information for the selected
ICAO identifier airport: location, runway, frequency (including, if any,
designation for limited use), approach, arrival and departure; in the last pages,
the intersection, NDB, VOR and user waypoint are reported.
NRST Group
The NRST Page Group display information for the nearest 25 airports,
VORs, NDBs and user-created waypoints within 200 NM of the airplane
current position.
AUX Group
The AUX Page Group allows changing the unit settings and provides
functions such as trip planning, density altitude, true airspeed and winds aloft

calculation. Moreover, a scheduler may be programmed and the system

displays one-time, periodic or event-based messages. The Setup pages provide
access to, among other things, units of measure settings, position formats, map
datum, display adjustments. In particular, using the Units/Mag Var option, it is
possible to refer the track, course and heading information to the true north
(‘True’) or to the magnetic correction computed by GPS Receiver (‘Auto’).
When an item is selected, the corresponding page appears providing access to
the settings.
From the Utility page it is possible activate the RAIM Prediction function,
that performs checks to ensure that the GPS coverage is available at the present
aircraft position or at a specified waypoint. If the RAIM Prediction check fails,
an “INTEG” annunciation appears at the bottom left corner of the screen.
CAUTION
If the INTEG annunciation appears, the GPS
receiver continues to provide navigation
information but may not be used.
FPL Group
The FPL Page Group, directly accessible by pressing the FPL key, consists
of two pages: Active Flight Plan and Flight Plan Catalog Option. The first
page provides information and editing functions for the flight plan currently in
use; the second page allows creating, editing, activating or deleting a flight
plan. Up to 19 flight plans can be stored while the “flight plan 00” is reserved
for the flight plan in use.
From the Flight Plan Catalog Option Page or Default NAV Page, the
‘Crossfill?’ option allows transferring a direct-to destination, active or stored
flight plan, user waypoints to a second GNS 430W/530W.
PROC Page
The procedure page, quickly available by pressing the PROC key, provides
access to approach, arrival and departure procedures.
7.4 AUTOPILOT OPERATION

The GNS 430W steering information may be coupled to the autopilot by
engaging the autopilot in NAV or APR mode.

When the autopilot is using the GNS 430W course information and the
course pointer is not automatically driven to the desired track, the HSI course
pointer must be manually set to the desired track (DTK) indicated on the GNS
430W. For detailed autopilot operational instructions, refer to the supplement
in the approved Flight Manual.
7.5 AUTOMATIC LOCALIZER COURSE CAPTURE

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

The GNS430W displays weather information generated by the Goodrich
WX-500 Stormscope system, when installed and properly operating. From the
default map page, turn the small right knob to display the map page and press
the MENU button to set up the unit to display weather information. Refer to
the GNS 430W Pilot’s Guide Addendum and WX-500 User’s Guide for correct
display setup and clearing procedures, and for detailed instructions on data
interpretation.
All atmospheric electromagnetic discharge activity is represented by a
lightning flash symbol, while the relative mode (either Strike or Cell) and
associated discharge rate annunciation appears in the top right corner, this
estimate rate may be used by the pilot to determine if storm cells are building
or decaying. Weather data appears on the display relative to aircraft heading
and position, out to the maximum Stormscope range of 200 nm.

NOTE
If aircraft is equipped with dual GNS 430W or GNS
430W/GNS 530W systems, the weather information
generated by the Goodrich WX-500 Stormscope system
will be displayed only on the GNS 430W/GNS 530W unit
identified as primary.

Figure S/2 - 1
PAGES GROUPS

Figure S/2 – 2
COM/VLOC WINDOWS
Figure S/2 – 3
SATELLITE STATUS PAGE


SUPPLEMENT S/3
GARMIN GNS 530W (WAAS)
VHF COMMUNICATIONS TRANSCEIVER
VOR/ILS RECEIVER/GPS RECEIVER
aircraft is equipped with GARMIN GNS 530W, as per change No. MOD.
P68/126.
The information contained herein supplements the basic Flight Manual.
For limitations, procedures and performance not contained in this supplement
information enclosed herein and the approved Flight Manual, the information
in this supplement must take precedence.
In any case, GARMIN 500W Series “Pilot’s Guide & Reference” and, if
applicable, GARMIN 400W/500W Series “Garmin Optional Displays
Pilot’s Guide Addendum”, must be regarded as integral part of this
supplement and must be always carried on board.
Reference Publication:
P/N 190-00357-00 Rev.A GARMIN 500W Series “Pilot’s Guide &
Reference”, dated October 2006 or later approved revision
P/N 190-00356-31 Rev.A GARMIN 400W/500W Series Display Interfaces
“Pilot’s Guide Addendum”, dated October 2006 or later approved revision.
WARNING

NOTE
WAAS System operates only in condition of
appropriate satellite coverage (Satellite Based
Augmentation System – SBAS) and integrated Wide
Area Reference System.

carefully followed.

P.68R SUPPLEMENT S/3 - Sec.2

(a) The GPS function of the GNS 530W may not be used as sole means of
navigation, then:
- the ground-based aids along the route and ground based aids for the
approach must be operational.
- aircraft approved equipment for IFR navigation and approach must
be serviceable.
(b) IFR en-route and terminal navigation predicated upon the GNS 530W
GPS Receiver is prohibited unless both database currency and selected
waypoint accuracy are verified by reference to current approved data.
(c) GPS positional data is referenced to the WGS-84 geodetic datum. When
flying through airspace where these references are not applicable to the
published charts, the GPS navigation information shall be used in an
advisory capacity only, and navigation must be carried out by using
published charts referenced to the correct datum.
(d) The following units must be set as default in the GNS 530W Setup 1
page:
Altitude (ALT) Feet (ft)

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


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

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


For a detailed description of the normal procedures refer to applicable
Garmin publications (P/N 190-00357-00 Rev.A GARMIN 500W Series
“Pilot’s Guide & Reference”, dated October 2006 or later approved revision).
4.1 COM (VLOC) SELECTION

Small Left Knob PRESS to activate cursor
in COM (VLOC) window
To change the Stand-by Field frequency:
Large Left Knob TURN to set desired MHz value
Small Left Knob TURN to set desired KHz value
To activate the selected frequency:
Or, using the Auto-Tuning function, from the Airport (VOR) page:
Small Right Knob PRESS to activate
the cursor
the desired airport (VOR) frequency
ENT Key PRESS
For COM selection only, before leaving the frequency page:
Large Right Knob TURN to highlight ‘Done?’
ENT Key PRESS
NOTE
When selecting VLOC frequencies, the tuning cursor
automatically returns to the COM window after 30
seconds of inactivity.

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

the page group

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

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

waypoint identifier field highlighted

To confirm and activate the direct-to function:


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

waypoints:
Cursor MOVE to highlight

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

group):
Cursor SCROLL to highlight

Direct-to Key PRESS

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

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

For each flight plan waypoint

ENT Key PRESS
Small Right Knob PRESS to return

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

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

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

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

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

the ‘Transfer’ field

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

identifier of the flight plan or
waypoint to transfer

the ‘Cross-side’ field

the ‘To’ or ‘From’
ENT Key PRESS

the ‘Initiate Transfer?’ field
ENT Key PRESS
4.6 TO CHANGE A SETUP ITEM
Setup 1 Page SELECT
Small Right Knob PRESS momentarily

to activate the cursor


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

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

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

xxx° in xx sec passage.

Description
Hold direct ‘Direct’ holding pattern entry.
Hold parallel ‘Parallel’ holding pattern entry.
Hold teardrop ‘Teardrop’ holding pattern entry.
Left to xxx° in
Turn left to the indicated heading by the time shown.
xx sec
Left to xxx°
Turn left to the indicated heading now.
now
PTK end in xx
Parallel offset is terminating by the time shown.
sec
Right to xxx°
Turn right to the indicated heading by the time shown.
in xx sec
Right to xxx°
Turn right to the indicated heading now.
now
4.8.2 MESSAGES
NOTE
On the screen, directly above the MSG key, the MSG
annunciator appears when the system alerts the pilot of
any information or warning.
Whenever MSG annunciator flashes:
MSG key PRESS to display the message
To return to the previous page:
MSG key PRESS

Some possible messages:

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

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

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

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

SUPPLEMENT S/3 - Sec.6 P.68R

The items of the GARMIN GNS 530W System are listed in the “P.68R


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

7.1 GPS OPERATIONAL CONDITIONS
(a) GPS navigation is accomplished using the WGS-84 coordinate

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

(b) Instrument approach/departure navigation must be accomplished in

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

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

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

approach must be available at the destination airport. When an alternate
airport is required by applicable operating rules, it must be served by an
approach based on other than GPS or LORAN-C navigation, the aircraft
must be equipped to use that navigation aid, and the required navigation
aid must be operational. RAIM or equivalent must be available at the
expected time of arrival. A missed approach procedure based on
traditional navigation must be available.
(f) VNAV information may be utilised for advisory information only. Use
of VNAV information for Instrument Approach Procedures does not
guarantee Step-Down Fix Altitude Protection, or arrival at approach
minimums in normal position to land.

7.2 GNS 530W INTERFACE DESCRIPTION
Icon Name Description

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

Swaps between active and standby COM

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

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

to key establish a direct course to the destination.
MENU
Displays a context-sensitive list of options.
key
Clears information or cancels an entry.
CLR
Press and hold to visualize the default NAV
key
Page.
ENT Approves an operation or completes data
key entry
Selects between various page groups (NAV,
Large
WPT, AUX, or NRST).
right
With the on-screen cursor enabled, allows
knob
cursor movement around the page.
Selects between the pages within one group.
Small
Press momentarily to enable the on-screen
right
cursor which allows data entry or option
knob
selection.
CDI Selects which Navigation source (GPS or
key VLOC) outputs to the HSI.
Selects automatic or manual way-point
sequencing.
OBS
Press to select OBS mode which retains the
key
current “active to” way-point as reference.
Press again to resume normal way-point

sequencing.
Course may be set from the OBS page or
with an alternative external selector.
MSG Used to view the system message and
key warnings.
FPL
Allows to operate on flight plans.
key
Allows to create a three dimensional profile
VNAV
which guides the pilot to a target altitude at a
key
specified location.
PROC Selects and removes approaches, departures
key and arrivals from a flight plan.
7.3 OPERATION
7.3.1 POWER ON
Powering the GNS 530W, a welcome page is displayed, while the unit
performs the self test, followed by the current database information on the
NAV Data Card. A failure message is issued if the test fails.
The instrument panel self test page indicates the current selected OBS
course and accesses the checklist page.
When the GNS 530W begins to collect the satellite information, the
satellite status page appears on the display and shows the ID numbers for the
satellites and the relative signal strength as bar graph readings.
The message page displays the status information or warning applicable
to the current receiving operation:
o Searching Sky: satellite almanac is not available, then the data
are recollected from the first available satellite
o Acquiring: satellites have been located and the information is
being acquired but not enough for the 3-dimensional position
o 3D NAV: 3-dimensional position available

o 3D DIFF NAV: 3-dimensional position available along with

differential corrections
o INTEG: satellite coverage is not sufficient to pass integrity
monitoring test.
The satellite status page also indicates the accuracy of the position, using
the Horizontal Figure of Merit (HFOM) and the Vertical Figure of Merit
(VFOM), that represent the 95% confidence levels in horizontal and vertical
accuracy. In addition, the Estimated Position Uncertainty (EPU) – horizontal
position error –is displayed (
Figure S/3- 3).
7.3.2 COM/VLOC FREQUENCIES

The display of the GNS 530W is divided into separate windows,
including the COM window, the VLOC window (by default with VOR
ident/radial but selectable for other data) and the GPS window.
In the COM and VLOC windows, the stand-by and the active frequency
are shown (Figure S/3- 2). The selection of the COM or VLOC frequencies
can be carried out in different ways, using the large and small left knob to
tune the desired value or entering in the stand-by field a frequency already
displayed on the screen.
7.3.3 PAGE GROUPS

Six page groups are available to the pilot, that can select the desired page
using properly the large and small right knobs (Figure S/3- 1). On the bottom
right of the screen, the current page group is displayed, the number of screens
available within the group is indicated by square icons and the placement of
the current screen is shown by highlighted square icon.
o NAV Group
o WPT Group
o AUX Group
o NRST Group

o FPL Group
o VNAV
o PROC
NAV Group
The NAV group includes the most frequently used pages since they
displays the graphic course indicator, the active leg of the flight plan, the
aircraft position, the current satellites reception.
On the default NAV page, a look ahead map is displayed along with a
graphic course deviation indicator . The CDI full scale limits are defined by a
GPS-derived distance (2, 1 or 0.3 NM) and the scale automatically changes
with the flight phase (en-route, terminal area, approach).
The map page presents airplane position along with nearby airports,
navaids, waypoints, airspace boundaries, lakes, rivers, highways and cities.
CAUTION
The electronic chart is an aid to navigation but it may
not replace the authorised government charts.
The NAVCOM page provides a list of the airport communication and

navigation frequencies at departure, en-route and arrival airports.
The terrain page presents information to increase the situational
awareness; the symbols used to represent obstacles and potential impact
points are color–coded in function of the distance from the aircraft current
altitude. When an alert is issued, visual annunciations appear in the lower
left corner of the screen.
CAUTION
Terrain information should be never understood to be
all-inclusive and, in any case, they should never be used to
navigate and manoeuvre around terrain. Pilot must use
appropriate charts for safe flight.

The terrain system monitors system and annunciates a warning message

if a failure is fault. Moreover, requiring the system a 3D GPS navigation
solution with specific vertical accuracy minimums, as the accuracy becomes
degraded, the terrain is not available.
WPT Group
The WPT Page Group provides information about airports , VORs,
NDBs and user-created waypoints.
In particular, the first six pages list detailed information for the selected
ICAO identifier airport: location, runway, frequency (including, if any,
designation for limited use), approach, arrival and departure; in the last
pages, the intersection, NDB, VOR and user waypoint are reported.
NRST Group
The NRST Page Group display information for the nearest 25 airports,
VORs, NDBs and user-created waypoints within 200 NM of the airplane
current position.
AUX Group
The AUX Page Group allows changing the unit settings and provides
functions such as trip planning, density altitude, true airspeed and winds
aloft calculation. Moreover, a scheduler may be programmed and the
system displays one-time, periodic or event-based messages. The Setup
pages provide access to, among other things, units of measure settings,
position formats, map datum, display adjustments, WAAS operation
selection. In particular, using the Units/Position option, it is possible to
refer the track, course and heading information to the true north (‘True’) or
to the magnetic correction computed by GPS Receiver (‘Auto’). When an
item is selected, the corresponding page appears providing access to the
settings.
From the Utility page it is possible activate the RAIM Prediction
function, that performs checks to ensure that the GPS coverage is available
at the present aircraft position or at a specified waypoint. If the RAIM
Prediction check fails, an “INTEG” annunciation appears at the bottom left

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

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

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

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

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

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

Figure S/3- 1
PAGES GROUPS

Figure S/3- 2
COM/VLOC WINDOWS
Figure S/3- 3
SATELLITE STATUS PAGE

P.68R SUPPLEMENT X – Sec.1
SUPPLEMENT X
SAGEM INTEGRATED COCKPIT
aircraft is equipped with SAGEM Integrated Cockpit Display System, as per
changes Nos. MOD. P68/123, MOD.P68/199, MOD.P68/230, MDM 035/09,
MDM 048/09, as applicable.
For limitations, procedures and performances not contained in this
supplement consult the basic Flight Manual. Whenever conflict arises
between information enclosed herein and the approved Flight Manual, the

SUPPLEMENT X – Sec.1 P.68R

carefully followed.

P.68R SUPPLEMENT X - Sec.2

PRIMARY (STANDBY)
MARKINGS KIAS
Lower Red Bar 0 to 61
Red bar is not displayed up to VS0
“Vs” Label 61
Red and White Line (Lower Red Line)
- Air Minimum Control Speed 62
White Bar (White Arc)
- Full Flaps Operating Range
Lower limit is maximum weight stall speed in landing
permissible with flaps extended 61 to 103
“Vy” Label and Blue Mark (Blue Line)
- One Engine Inoperative Best Rate of Climb Speed 88
Green Bar (Green Arc)
- Normal Operating Range
Lower limit is maximum weight stall speed with flaps
retracted. Upper limit is maximum structural cruising
speed 67 to 161
Yellow Bar (Yellow Arc)
- Caution Range
Operations must be conducted with caution and only in
smooth air 161 to 201
Upper Red Bar (Upper Red Line)
- Maximum Speed for all operations is 201 kts 201
NOTE
The actual airspeed value is white-colored and it is turning yellow or
red when the speed is in the yellow or red band, respectively
Rev. 2
A.F.M. P/N NOR10.707-30C – Section 8

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

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

Red Line (Minimum) 25 PSI
Yellow Bar (Caution Range) 26 – 59 PSI
(e) Oil Temperature

(f) Exhaust gas temperature


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

Normal Operating Range 0 – 22 GPH
Rev. 46
Page 4 of 56 DATE:01 October 2019
2.3 ELECTRICAL SYSTEM INSTRUMENT

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

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

as per change No. MOD. P68/123, may be operated in VFR-Day/Night and
IFR-Day/Night when the appropriate equipment is installed and operating.
Refers to Basic Flight Manual for the kinds of operation equipment list.


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

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

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

Failed Parameters Applicable Procedures PERFORM
3.2.1 AIRSPEED FAILURE

If suspect an erroneous airspeed indication or IAS FAIL appears on
PFD:
3.2.2 ALTITUDE FAILURE

If suspect an erroneous altitude indication or ALT FAIL appears on
PFD:

3.2.3 OUTSIDE AIR TEMPERATURE SYSTEM

FAILURE
Flight in freezing moisture condition AVOID
3.2.4 ATTITUDE FAILURE

If suspect an erroneous attitude indication or ATTITUDE FAIL
appears on PFD:

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

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

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

3.2.7 EHSI FAILURE

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

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

Compass USE to determine
turn rate
3.2.9 GPS WINDOW FAILURE

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

Remaining Navigation Equipment REVERT TO
3.3 EMS DISPLAY FAILURE

ICDS-8 MFD/EMS Breaker CHECK IN
If the breaker is IN, on Primary Flight Display:
Navigation Menu Line-Select Key or “MENU” PRESS

Engine Gauges Line-Select Key or “ENG” PRESS
Main Menu Line-Select Key or “BACK” PRESS
3.4 TOTAL LH ENGINE PARAMETERS FAILURE

EMM35 LH ENGINE Breaker CHECK IN

If engine indications do not appear on PFD:

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

RH Power Lever SET as required
LH Power Lever ALIGN with RH Lever
As soon as practical LAND
3.5 TOTAL RH ENGINE PARAMETERS FAILURE
EMM35 RH ENGINE Breaker CHECK IN




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

If the breakers are IN, on Primary Flight Display:

Engine gauges Line-Select Key or “ENG” PRESS
Main menu Line-Select Key or “BACK” PRESS
If engines indications do not appear on PFD:

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

On Annunciator panel:
LOW VOLT annunciation CHECK

3.8 AMPEROMETER FAILURE

TSIU LH ENGINE Fuse REPLACE
If the indicator steady fails:

Voltammeter CHECK any voltage drop
3.9 MANIFOLD PRESSURE INDICATOR FAILURE

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

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

CHECK engine noise
3.11 CYLINDER HEAD TEMPERATURE INDICATOR

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

directly linked parameter

3.12 EXHAUST GAS TEMPERATURE INDICATOR

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

3.13 FUEL PRESSURE INDICATOR FAILURE

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

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

OIL Pressure Indicator CHECK
RPM Indicator CHECK for

uncommanded variations
3.16 FUEL FLOW INDICATOR FAILURE

Fuel Quantity CHECK for regular
consumption


Affected Alternator Switch OFF
Electrical Load REDUCE to minimum
Ammeter CHECK

WARNING
Flaps cannot be lowered in this case; refer to basic
manual emergency procedure.
Alternator Switches OFF
AUX FUEL PUMP LH&RH OFF unless

required for safety
Avionic Switch OFF
VHF1 ONLY – NORMAL SUPPLY Switch VHF1 ONLY
CABIN AIR-OFF-HOT AIR WINDSHIELD Switch OFF
AIR CONDITIONING - FAN Switch AIR CONDITIONING
AUX POWER Switch (if installed) OFF
PROP DE ICE Switch (if installed) OFF
SURF DE ICE Switch (if installed) OFF
STROBE LIGHT Switch OFF

INSTR LIGHT Switch OFF
PITOT HEAT Switch OFF
LANDING LIGHT Switch OFF unless at

appropriate time for landing
TAXI LIGHT Switch OFF
STALL HEAT Switch OFF
DE ICE LIGHT Switch OFF
NOTE
Operating system allowed for the emergency phase
(with battery only):
(a) PFD and EMS

(b) VHF 1
(c) Annunciator Panel
(d) Stall warning
(e) NAV Lights
(f) Fire detector
(g) Landing light
(h) Door lock system
(i) Clock
(j) Hour meter
(k) Map Light
(l) Low Volt Sensor

(m) EMM35 Rh&Lh

(n) PFD35
(o) TSIU
(p) AHRS
(q) OAT & CAT
(r) TSIU RH&LH Engine
(s) ADI
The battery will maintain the essential load for

VHF transmission should be restricted at a minimum
during flight.
3.19 PRIMARY FLIGHT DISPLAY AND ENGINE

MANAGEMENT SYSTEM FAILURE
Standby Instruments REVERT TO
GNS430/530 CHECK for

proper operation
GNS 430/530 or 430W/530W USE to visualize CDI



WARNING
After power supply, before starting engine, the
PFD and the EMS appears.
If any failure message appears on the PFD or on
the EMS, the takeoff is prohibited before the
problem has been identified and solved
NOTE
In the remote possibility of a slow data drift of the
SAGEM cockpit, misleading information could be
presented to the pilot without a warning being given
by the internal safety monitoring loops of the system. A
continuous and active cross monitoring has to be done
by the pilot in any phase of flight (especially during
IFR, IMC and Night conditions) to prevent this remote
failure from being not recognized
4.1 BEFORE TAKE-OFF

Set Reference Speed at Vy (One Engine Inoperative Best Rate of
Climb Speed):
Vy = 92 KIAS (MTOW 2084 Kg)
4.2 PFD OPERATION

4.2.1 TSI SELECTION
Affected TSI Line-Select Key PRESS
(see § 7.b.10)
Line-Select Key or ∧ PRESS to

∨ increase or decrease
up to the desired value

Or, to place the current value in to TSI
Syn Line-Select Key or “SYNC“ PRESS
4.2.2 NAVIGATION MODE SELECTION

Affected Navigation Source Line-Select Key PRESS
4.2.3 GPS DATA WINDOW

GPS Nav Line-Select Key or “GPS ” PRESS
4.2.4 EXPAND EADI

EADI Line-Select Key or “WIDE” PRESS
4.2.5 DISPLAY ENGINE GAUGES

NOTE
The procedure is used to display the engine gauges on
PFD; to return to the standard configuration (engine
gauges on EMS), apply the same procedure

4.3 EMS OPERATION

4.3.1 MAP VIEWPOINT SELECTION
Center/Edge Line-Select Key or “VIEW” PRESS
4.3.2 MAP SCALE

Map Scale Line-Select Key or “RNG- RNG+” PRESS
4.3.3 DECLUTTER
Declutter Line-Select Key or “DECL” PRESS up the
desired detail level
4.3.4 PAGE SELECTION

Application Line-Select Key or “PAGE” PRESS
up to visualize
the desired page
To return immediately to the primary page:
Primary Page Line-Select Key PRESS
4.3.5 CHECKLIST SELECTION

Checklist Line-Select Key or “QREF ” PRESS

4.4 BRIGHTNESS ADJUSTMENT

To adjust brightness of the PFD or EMS display:
Brightness Line-Select Key or “BRT” PRESS


SUPPLEMENT X - Sec.5 P.68R
NO CHANGE


The items of the SAGEM INTEGRATED COCKPIT SYSTEM are
listed in the “P.68R Equipment List” P/N NOR 10.719-4.


7.a SYSTEM DESCRIPTION
The SAGEM Integrated Cockpit Display System (ICDS) consists of two
displays and presents information in text, numeric, and graphical formats. It
is designed to interface with other systems on the aircraft and aid the pilot in
all phases of the flight, enhancing spatial awareness and efficiency with a
reduced workload.
The SAGEM ICDS is composed of the Primary Flight Display (PFD),
that collects and presents air data, navigation and attitude information, and
the Engine Monitoring System (EMS) for the engines control and
management (Fig. X-1 – X-2). Moreover, the EMS shows data from the
aircraft electrical system and provides for a map window that shows airport,
navigation aids, obstacle, geographical information and the maximum
elevation figure centered on the aircraft current position.
The Primary Flight Display and the Engine Monitoring System are fed
through the main power bus of the airplane; whenever the ICDS are supplied,
the power on indicator, located near the line-select keys, illuminate. The
system is protected by circuit breakers and fuses, located in the breaker panel
(Fig.X-1 – X-2).
Upon power-on, the ICDS verify that all components are operational,
then show the Primary Flight Display window on the PFD, the map window
and the aircraft position on the EMS.
The Primary Flight Display includes three subsystem such as the display
(ICDS-8) with line-select-key, the PFD35 digital air data system, that
provides the interface to air data source and navigation equipment, and the
Attitude Heading Reference System (AHRS), for the computation of the
attitudes of the airplane (Fig. X-3 – X-3a – X-4).
The display ICDS-8, located in the primary field of view of the pilot,
presents information on pitch and roll attitude, heading, altitude, airspeed and
information to help the pilot control the aircraft.
The left section of the display is used for speed management, the right
section is used for altitude management, the center-top section shows
attitude, and the center-bottom section is reserved for heading and navigation

information.
In the area above the attitude indicator, the system annunciations are
displayed including the autopilot status message (Fig. X-15 – X-15a).
The ICDS provides Target Selection Indicators (TSI) that allow the pilot
to set the desired reference airspeed (IAS), altitude (ALT), heading (HDG),
course (CRS) and barometric pressure setting (QNH). The TSI values, shown
on the display near the relevant parameters, are selectable using the
appropriate line-select key.
The system is also equipped with four knobs that allow to adjust the TSI
to the desired value or to set the target value to the current ones (Baro,
Heading, Course, Master); the “Sync” knob cycles between the four knobs
(Fig. X-1 – X-2).
Only for aircraft from and including S/N 449 onwards, in addition an
“EFIS TEST” pushbutton switch is installed. This momentary pushbutton
switch is used to test the ICDS display functions. Pushing the button displays
all configured annunciations on the PFD, displays software and configuration
version, and IM (Inner Marker). Releasing the button ends the test and the
system returns to normal operation (Fig. X-1).
In order to enhance the pilot awareness, the system computes and shows
trend indications (if enabled) of the Vertical Speed, that predicts a 1-minute
outlook of the altitude, the Rate-of-Turn Indicator, that projects a pointer
proportional to rate-of-turn, and the Airspeed Trend, that provides a 4-
seconds prediction of the actual airspeed changes (Fig. X-9).
The Engine Monitoring System consists of the display with line-select-
key, the EMM-35H data acquisition unit that provides for the digital data
acquired by engine sensors, the Temperature Sensor Interface and the Tach
Generator Interface, that adapts the data from the engines before sending
them to EMM-35H, and the outside air temperature sensor. Moreover, the
GPS provides data for mapping, ground speed and flight plan information.
The EMS main screen shows engine data and electric parameters (volt
and ampere). Other pages, that present moving map, obstruction, graphical
checklist or diagnostic page, are accessible by the pilot using the appropriate
line-select key; however, if a page other than main is active and any engine
sensed data becomes in yellow or red ranges, the system automatically
reverts to main screen.
If the Primary Flight Display fails the pilot could then flip a “FAIL OVER
MODE” switch to change the Engine Management System display in
compound mode to show both the data of the PFD and of the EMS (Fig. X-5
- X-6).
When the Engine Management System Display is used as Primary Flight

Display, the pilot cannot use the Line Select Keys to turn off the display of
engine gauges.
If the system detects a subsystem failure in the sensor of airspeed,
altitude, attitude or heading, or a loss of communication between PFD35 and
ICDS occurs, the affected subsystem will blank. If the navigation source
fails, a flagged condition results and the PFD shows guidance needle in
unflagged state (Fig. X-16).
The airplane is provided for an additional redundancy of the attitude,
airspeed, altitude and heading information by four back-lighted stand alone
stand-by instruments (electrical drive gyro attitude, pneumatic altimeter,
airspeed indicator and magnetic compass), grouped in the center-top section
of the instrument panel (Fig. X-1 – X-2).

Figure X-1
INSTRUMENT PANEL AND BREAKER PANEL LAYOUT
(PORTRAIT CONFIGURATION)

Figure X-2
(LANDSCAPE CONFIGURATION)

Figure X-3
PRIMARY FLIGHT DISPLAY LAYOUT
Figure X-3a
LINE-SELECT KEY (LSK) LABELS

Figure X-4

Figure X-5
PRIMARY FLIGHT DISPLAY IN COMPOSITE MODE

Figure X-6

7.b PRIMARY FLIGHT DISPLAY

7.b.1 AIRSPEED
The airspeed, derived by air data sensors, is shown as a moving tape on
the upper left side of display. The airspeed markings are depicted on the tape
and the current value is indicated in a window in the centre of the tape.
The airspeed tape is graduated in five knot increments and conventional
color markings indicate airspeed operation regions.
The true airspeed, when greater than 60 kts, is displayed on the bottom of
the tape.
Moreover, when the target airspeed is armed, the target value is displayed
on the top and a bug is superimposed on the tape over the selected value (Fig.
X-3 – X-4).
The magenta airspeed bug is adjusted by selecting the IAS LSK followed
by pushing the INC or DEC LSK to move the bug up or down the airspeed
tape. A digital readout of the bug setting is displayed above the airspeed tape.
The state of the airspeed bug may be toggled between magenta filled and
non-filled by pressing the IAS LSK.
Airspeed annunciations are activated when the airspeed bug is magenta
filled.
The airspeed trend (if enabled), that provides for a 4-6seconds predictor
of airspeed change, is superimposed upon the tape, after airspeed has reached
VSO (Fig. X-9).
The airspeed IAS FAST/IAS SLOW message (if enabled) informs the
pilot of exceeding selected airspeed target value by ± 10 kts (Fig. X-9).

In the bottom left of the EADI the airspeed messages are shown:
Message Description
IAS FAST/ IAS SLOW The airspeed is outside of the selected
target value by ± 10 kts.
To clear the message:
o Change the current airspeed, if
necessary
o Press the IAS line-select key
o Press SYN line-select key or push the
sync knob to synchronize the target
airspeed to the current value
CHK IAS Airspeed is outside of Normal Operating
Range (Green Bar). The message displays
only if the TSI is armed and the airspeed
has reached the VSO.
7.b.2 OAT, DENSITY ALTITUDE AND WINDS ALOFT
The outside air temperature, the density altitude and the wind aloft,
calculated as the vector difference between the aircraft track and the heading
are displayed near the airspeed tape, as shown in Fig. X-3 – X-4.
Calculated true airspeed and density altitude are displayed below the
airspeed tape. True airspeed temperature, TAT, and outside air temperature,
OAT, are also displayed below the airspeed tape.
7.b.3 ELECTRONIC ATTITUDE DIRECTION INDICATOR

The Electronic Attitude Direction Indicator (EADI) presents pitch and roll
information that are derived from the Attitude Heading Reference (AHRS)
Rev. 4
Page 32 of 56 DATE: 25 November 2010
sub-system. When pitch exceeds +/-30 degrees, Vee-pointers appear to

indicate the direction of the horizon.
7.b.4 ALTITUDE
The altitude is shown as a moving tape on the upper right side of display.
The barometric corrected current altitude is indicated in a window in the
centre of the tape, the target value is displayed on the top and a bug is
superimposed on the tape (Fig. X-3 – X-4).
The altitude tape is graduated in 100 ft increments and the range is +/-
500 ft (Fig. X-7).
Figure X-7
ALTITUDE AND VERTICAL SPEED DISPLAY
The magenta altitude bug is adjusted by selecting the ALT LSK followed
by pushing the INC or DEC LSK to move the bug up or down the altitude
tape. A digital readout of the bug setting is displayed above the altitude tape.
The state of the altitude bug may be toggled between magenta filled and

non-filled by pressing the ALT LSK.

Altitude annunciations are activated when the altitude bug is magenta
filled.
The barometric pressure, shown in the window below the altitude tape,
can be set using the IN BARO line-select key or the Baro adjust knob; as the
barometric pressure is modified, the indicator on the tape moves accordingly.
The altitude trend (if enabled) is provided for, showing the 1-minute
predicted altitude by a bug superimposed on the tape (Fig. X-9).
A magenta bar extending from the current altitude provides a 6 second

prediction of altitude based on current vertical speed (Fig. X-7).
The altitude ALT LOW/ALT HIGH message (if enabled) informs the
pilot of exceeding selected altitude target value by ± 200 ft.
In the bottom right of the EADI the altitude messages are shown:
Message Description
ALT LOW/ALT HIGH The altitude is outside of the selected
target value by ± 200 ft.
o Change the current altitude, if
necessary
o Press the ALT line-select key
altitude to the current value
7.b.5 VERTICAL SPEED

The Vertical Speed Indicator (VSI) predicts a 1-minute outlook of the
altitude. It is shown as a stand-alone gauge located to the right of the
altitude tape, with a digital number imposed in the bottom of the analog VSI
. The digital number indicates the vertical speed value in fpm, sign
included, divided by 1000.
Vertical speed is shown on the scale (to the right of the altitude tape) by

a magenta bar extending from the zero position in the center of the scale to
the current vertical speed. Scale range is from 0 (center scale) to VSI scale
of ± 2,000, ± 4,000 or ± 6,000 feet per minute (fpm) (Fig. X-7).
7.b.6 GLIDE SLOPE/MARKER BEACON INDICATOR

The glide slope deviation pointer represents the center of the instrument
landing system (ILS) vertical glide slope and displays deviation of the
aircraft from the glide slope center (Fig. X-3 - X-4).
The indicator is not visible when an ILS frequency is not selected on the
VHF NAV control panel. If an ILS frequency is selected, but the signal is
“flagged”, a “GS” will appear to indicate that the Glide slope frequency is
selected.
When passing over the marker beacon, a color coded square will appear
above the glide slope to indicate the appropriate color-coded marker
beacon: IM stands for Inner Marker, MM for Middle Marker and OM
stands for Outer Marker; no failure indication is provided for the marker
beacon.
7.b.7 ELECTRONIC HORIZONTAL SITUATION

INDICATOR
The Navigation signals are received by the PFD35 sub and presented on
the Electronic Horizontal Situation Indicator (EHSI).
The EHSI is a 360 degree rotating compass card with magnetic heading
and bearing information from two Radio Magnetic Indicators (RMI). The
target heading and the target course are selectable by the appropriate line-
select key or by the knob; the relative indicators are present on the EHSI and
they move around the compass as the indicators are modified.
As shown in Fig. X-8 – X-8a, the aircraft heading is displayed
numerically in white at the top center of the EHSI display while the selected
course numeric value is to the left.
The arrow in the center of the EHSI display is the course indicator,
which center section represents the Course Deviation Indicator (CDI): it is
centered or deflected on either side of the course pointer based upon signals
from the selected Navigation Management System (NMS).
The course indicator (TO-FR-OFF) flag indicator is located directly to
the right and below the aircraft symbol.
The selected navigation, RM1 and RM2 sources are shown, with the

corresponding color-coded needles superimposed on the EHSI (magenta for

CDI, yellow for RM1 and green for RM2).
When the GPS-type navigation is active, a small green circle depicts the
bearing-to station and a small green square depicts ground track on the inner
edge of the compass card.
7.b.8 RATE-OF-TURN INDICATOR

The rate of turn indicator is a graphical display of the instantaneous
rate-of turn, based on a 2-minute, 360-degree turn, which data are provided
for by the AHRS sub-system.
A magenta line projects out from the Heading pointer proportional to
rate-of-turn. Standard rate boxes are shown on either side of the numeric
heading box.
A triangle in the center of the compass card shows the aircraft going TO
or FROM the selected station or waypoint. In addition, “TO” or “FR” in
green (VOR) or magenta (GPS) is shown near the aircraft symbol. To/From
is not shown during LOC display (Fig. X-10).
7.b.9 GPS NAVIGATION DATA

The GPS data, provided from the navigation unit, has a dedicated
window, located on left of the EHSI; a line-select key allows to select the
available GPS or to make the GPS data window disappear.
After the flight plan data are entered in the GPS navigation system, the
window shows information on distance, desired track, bearing, ground speed,
actual track and estimated time en-route.
In addition to the digital readout of bearing to the waypoint, a magenta

dot is displayed at the corresponding location just inside the compass card.
Similarly, a green square just inside the compass card shows aircraft track
corresponding to the digital track readout (See Figure X-14). By aligning the
magenta dot and the green square, and maintaining this alignment, the
aircraft is proceeding directly to the selected displayed waypoint.

Figure X-8
PRIMARY FLIGHT DISPLAY MAIN SCREEN LAYOUT
Figure X-8a

Figure X- 9
TREND INDICATORS
Figure X-10
TO/FROM AND RATE OF TURNS

Figure X-11
GLIDE SLOPE AND MARKER BEACON INDICATOR
Figure X-12
EHSI

Figure X-13
WAYPOINT DATA WINDOW
Figure X-14
BEARING & TRACK SYMBOLS

7.b.10 LINE-SELECT KEYS

The system provides for the line-select keys that are used to select
between Primary Menu and Navigation Menu , choose functions within a
menu and enter information.
To choose a function , the following two-steps should be performed:
o Press the line-select-key associated with the desired function, then
a cursor line will appear under the selected key, and the indicator box that
displays numeric data for the selected function will be inverse hi-lighted.
o Press the increment-decrement line-select keys or push and turn
the appropriate knob to change the desired value.
The line-select keys, being each identified by a menu option name and a
graphical icon or a label and the relative function description are summarized
in the following table:
The Primary Menu appears at power-up and includes the following:
Icon Label Name Description

Airspeed target
“IAS” LSK # 1
selection indicator
Altitude target
“ALT” LSK # 2
selection indicator
Heading target
“HDG” LSK # 3
selection indicator
Course target
“CRS” LSK # 4
selection indicator
Barometric pressure
“IN
LSK # 5 target selection
BARO”
indicator
Synchronize places
“SYNC” LSK # 6
current value into TSI
Value selection
“∧”
LSK # 8 increases or decreases
∨ up to desired value


Brightness screen
“BRT” LSK # 9 adjustment improves
screen viewing
“MENU” LSK # 10 Navigation menu
The NAV Menu includes the following:

CDI selector
The CDI is displayed
in magenta when its
“CDI” LSK # 1
source is set to GPS.
Otherwise it is
displayed in green
RM1 selector
“RMI1” LSK # 2 The RM1 is displayed
in yellow on the HSI
RM2 selector
in white on the HSI
Display GPS in
“GPS” LSK # 4 navigation data
window
Widescreen Attitude
“WIDE” LSK # 5
Field
Pitch Reference
“MENU” LSK # 6
Marker (increase)
“ENG” LSK # 9 Display engine gauges
“BACK” LSK # 10 Back to Primary Menu

If no LSK activity occurs on the NAV menu for 5 seconds, the LSKs
reverts to the Primary Menu.
7.b.11 AUTOPILOT ANNUNCIATIONS

The PFD provides for autopilot annunciations (Fig. X-15 – X-15a)
above the EADI (except for the trim failure message that will show up in the
EADI):
Message Description
AP Autopilot engaged
HDG/NAV Heading/Navigation Mode engaged
ALT Altitude Hold
TRIM FAIL Trim failure
Autopilot and Flight Director (AP/FD) system annunciations of status or

modes are displayed at the top, and just above, the attitude field.
Annunciations of system status (engaged/fail) are displayed in the ADI, in
its upper left corner, as well as the indication of A/C side in command of the
Autopilot. Four specific places are also reserved in ADI right and left side of
the centerline for additional AP/FD annunciations.

Figure X-15
PFD MESSAGES
Figure X-15a
AP/FD ANNUNCIATION AND FD COMMAND CUE

Figure X-16
FAILURE AS BLANKED DATA

7.c ENGINE MANAGEMENT SYSTEM

7.c.1 ENGINE AND ELECTRIC GAUGES
The main screen of the EMS display the following engine parameters,
with electrical system parameters:
o Manifold pressure
o Tachometer
o Fuel flow
o Oil pressure
o Oil temperature
o Cylinder head temperature
o Exhaust gas temperature
o Volt
o Ampere
The actual value of each parameter is showed in a data box and in a

gauge, vertical or circular; the gauge is properly marked to show the
operating ranges using the standard (red, yellow and green) color code (Fig.
X-17 – X-17a - X-18).
The text box background color is black unless the sensed value has
reached the yellow or red range, in this case the foreground color of text
changes to black and the background becomes yellow or red. Moreover, if a
page other than main is active and an engine parameter turns to the yellow or
red range, the ICDS automatically reverts to the main screen.
If data is unavailable due to loss of power to EMM-35, equipment or
sensor failure, the data box will line-out.
7.c.2 LINE-SELECT KEYS

The EMS provides for the line-select keys that are used to select a
function within a menu and enter information.
o Press the increment-decrement line-select keys or turn the
appropriate knob and push or “SYNC ” to change the desired value.

graphical icon or a label, and the relative function description are
summarized in the following table:

Aircraft center/edge
changes the aircraft
“VIEW” LSK # 2
position on the screen
from edge to center
Declutter removes the
base map and the
non-navigational
database information
in four steps, DC: 0
“DECL” LSK # 3 trough DC:3, being
the higher the
declutter level, the
less the non-
navigational
information.
Application page
changes the page
view. With each
“PAGE” LSK # 4
press, the ICDS
presents the next
page.
Checklist with user-
defined contents: up
“QREF” LSK # 5 to 7 checklist, 11
lines each, may be
created.
Increase or decrease
the map scale
between the scales of
“RNG-
LSK # 6/7 2, 5, 10, 20 ,40, 80 or
RNG+”
160 nm. The current
scale is indicated
between the LSK.


Brightness screen
screen viewing
Presents the primary
LSK # 10 page of the
application
7.c.3 AIRCRAFT CENTER/EDGE

As option for the pilot, the map can be presented using two different
viewpoint: 360° looking around (center) and 120° looking ahead (edge).
When centered, the mapping window shows in all directions around the
airplane, identified as an icon on screen. When in the looking ahead mode,
only the visualization of the information ahead the airplane is shown; this
option is available only on full-screen map.
The Terrain Obstruction Proximity System (TOPS) uses databases of
manmade and terrain obstructions, which are rounded up to the nearest 100
ft. the TOPS shows the altitude of the aircraft in relation to the altitude of the
obstructions.
The TOPS evaluates the highest obstructions and presents in the
following ways:
o Plan view: a protected area represented by gray bounding box

projected 34 nm in front of the airplane.
o Look ahead: a line projected 34 nm ahead of the airplane, with a
side view showing the highest terrain every 2 nm in front of and on each side
of the projected line.
o Look around: verifies the higher obstruction within 3 nm of the
airplane and shows it as the first square under the aircraft.
If the altitude of the airplane is below the obstruction altitude, the box
associated with the obstruction is red. This alerts the pilot to maneuver the
airplane or increase its altitude as appropriate.

WARNING
The altitude shown on the EMS is provided for the GPS
navigation unit or the air data system; the source is
indicated in the legend : GPS, for GPS data, and “ALT”
or “PALT”, for air data system.
In any case, the EMS does note show the altitude
corrected for barometric pressure.
Refers the Altitude Tape on the PFD for altitude
7.c.4 DECLUTTER
Declutter changes the amount of detail shown on the moving map,
according to the following indications:
o DC:0 - The first declutter level shows the highest level of detail,
including terrain base map, rivers, lakes, bodies of water, airports, navaids,
Class B and C names, city names, man made obstacles, geographical
boundaries.
This level is available only on the full screen map.
This level displays the terrain legend, in which the number indicates the
maximum altitude for that color in thousands of feet.
The summits and man made obstacle, shown from DC:0 to DC:2, are color-
coded by the obstacle clearance:
- RED: less or equal to 500 ft
- YELLOW: between 500 and 2000 ft
- WHITE: greater than 2000 ft
o DC:1 – This level removes terrain base map. When the half screen
is active, the system automatically shows this declutter level.
o DC:2 – This level removes terrain base map, rivers, lakes and
bodies of water.
o DC:3 – This level shows only the navigation data such as airports
and navaids.
Using the line-select key, the pilot enters the subsequent pages: the
second page shows the Map w/Traffic and overlay of Wx500 strike/cells (if
installed) and quickref checklist (if enabled). The third and fourth pages are

reserved for optional installation items of: ART2x00 radar, CAS Caution
Advisory System, TAWS Terrain Warning System, Traffic (TCAD, TCAS I,
TCAS II). If the above options are not installed, the OEM may provide OEM
Graphics.
However, if a page other than main is active and a engine data becomes
in the yellow or red range, the ICDS automatically reverts to the main screen.
7.c.5 MAP SCALE

The map around the airplane may be scaled using the appropriate line-
select keys. The available scales, listed in nautical miles, are 5, 10, 20, 40, 80
and 160 nm; the active scale is shown between the line-select keys icons or
labels and refers to the approximate distance form the top to the bottom of the
map window.

Figure X-17
PAGE 1 “ENGINE PARAMETERS”

Figure X-17a
(Portrait Configuration)

Figure X-18

PRIMARY FLIGHT DISPLAY/ ENGINE MANAGEMENT

SYSTEM MESSAGES
Action list:
A. Normal, no action necessary;
B. Note anomaly, report to maintenance;
C. Follow the appropriate procedure.
Pilot
Message Meaning
Action
INTEGRITY ICDS internal failure, failed internal B,C
integrity testing between co-processors
AHRS ALIGN Normal message within first 60 A, if

seconds of power-on below 60
sec.,
otherwise
B
SW PRI V####. Software version number; appears for A,
5 seconds at program start or press Pilot may
LSK # 5 in navigation menu. note
PRI AHRS Int Integrity failure between ICDS and C
PFD35
TRIM FAIL Autopilot trim failure B,C
NS1 EM1 Loss of communication with PFD35 or B,C

EMM-35
V01 V02 GP1 Loss of communication with 429 inputs B,C
GP2 (VOR1, VOR2, GPS1, GPS2). Loss of
GPS data will blank the GPS Nav
window and the winds aloft
PRI SEC ENG Loss of communication with PFD35 or B,C

EMM-35 integrity fail
CONF Internal RAM failure on PFD35, or B,C
MISCOMPARE ICDS is not configured for proper

Pilot
Message Meaning
Action
aircraft type
GP FAIL Loss of communication with GPS. The C
GPS Nav window and winds aloft will
blank
IAS FAIL Loss of communication with PFD35 or B,C
airspeed sensor failure
ATTITUDE Loss of communication with PFD35 or B,C
FAIL attitude sensor failure
ALTITUDE Loss of communication with PFD35 or B,C

FAIL altitude sensor failure
HEADING Loss of communication with PFD35 or B,C

FAIL heading sensor failure
EQUIP CODE X=1–Internal board overtemp* C

X FAIL X=2-Backlight overtemp * *Reduce
X=3-Low voltage brightness
X=4 -Discrete output fail level
LOC/GS A flagged condition shows when the C

relative navigation source fails
EM1 EMS integrity check failed. The engine B,C
and electric parameters gauges line-out
I1 The EMM failed the integrity check. B,C

GPS The message may show for up to 1 A
minute while the GPS is acquiring data
from the satellites.
This message is also displayed if the B,C
GPS is powered OFF, the satellites is
blocked, the GPS is not initiated, loss
of communication between the ICDS
and navigation source In the last case,
Pilot
Message Meaning
Action
the aircraft icon changes, returning to
normal once communication is re-
established
NS1 Nav Stack communication failed, due B,C
to equipment failure, power loss or
wiring breakage.
OT Failure in the ICDS cooling system. B
MC Miscompare: the primary and the B,C

secondary EMM data do not agree. The
ICDS continues to use the data from
the primary EMM.
Error: 128 The integrity check between the two B,C
Error: 129 ICDS microprocessors failed. The
screen clears to black prior to showing
an error 128 or 129 message.
Error 129 appears if the definition files
for the gauges are corrupted.

P.68R SUPPLEMENT X/2 – Sec.1
SUPPLEMENT X/2
WITH AXITUDE AX1-200 AHRS
aircraft is equipped with SAGEM Integrated Cockpit Display System as per
change No. MOD.P68/123 and with Axitude AX1-200 AHRS as per change
No. MOD.P68/195, plus MOD.P68/199, MOD.P68/230, MDM 035/09,
MDM 048/09, as applicable.
For limitations, procedures and performances not contained in this
supplement consult the basic Flight Manual. Whenever conflict arises

SUPPLEMENT X/2 – Sec.1 P.68R

carefully followed.

P.68R SUPPLEMENT X/2 - Sec.2

PRIMARY (STANDBY)
MARKINGS KIAS
Lower Red Bar 0 to 61
Red bar is not displayed up to VS0
“Vs” Label 61
Red and White Line (Lower Red Line)
White Bar (White Arc)
permissible with flaps extended 61 to 103
“Vy” Label and Blue Mark (Blue Line)
Green Bar (Green Arc)
speed 67 to 161
Yellow Bar (Yellow Arc)
- Caution Range
smooth air 161 to 201
Upper Red Bar (Upper Red Line)
- Maximum Speed for all operations is 201 kts 201
NOTE
The actual airspeed value is white-colored and it is turning yellow
or red when the speed is in the yellow or red band, respectively
Rev. 2
A.F.M. P/N NOR10.707-30C – Section 8

(b) Fuel Pressure

Red Bar (Minimum) 14 PSI
Yellow Line (Caution Range) 15 PSI
Yellow Bar (Caution Range) 31- 35 PSI
(c) Tachometer
(d) Oil Pressure

(e) Oil Temperature

(f) Exhaust gas temperature


(h) Fuel Flow

Rev. 46
Page 4 of 58 DATE: 01 October 2019

MARKINGS
(a) Ammeter

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

as per change No. MOD. P68/123, may be operated in VFR-Day/Night and
IFR-Day/Night when the appropriate equipment is installed and operating.
Refers to Basic Flight Manual for the kinds of operation equipment list.


3.1 PFD DISPLAY FAILURE
ICDS-8 PFD Breaker CHECK IN

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

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

Failed Parameters Applicable Procedures PERFORM
3.2.1 AIRSPEED FAILURE

If suspect an erroneous airspeed indication or IAS FAIL appears on
PFD:
3.2.2 ALTITUDE FAILURE

If suspect an erroneous altitude indication or ALT FAIL appears on
PFD:

3.2.3 OUTSIDE AIR TEMPERATURE SYSTEM

FAILURE
3.2.4 ATTITUDE FAILURE

If suspect an erroneous attitude indication or ATTITUDE FAIL
appears on PFD:

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

vertical speed
3.2.6 GLIDE SLOPE INDICATOR/MARKER

BEACON FAILURE
(a) If the GS/Marker indicator fails:
(b) If GS indication is flagged:

3.2.7 EHSI FAILURE

(a) If suspect an erroneous heading indication or HEADING FAIL
appears on PFD:

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

turn rate
3.2.9 GPS WINDOW FAILURE

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

3.3 EMS DISPLAY FAILURE

ICDS-8 MFD/EMS Breaker CHECK IN










If the breakers are IN, on Primary Flight Display:

Engine gauges Line-Select Key or “ENG” PRESS
Main menu Line-Select Key or “BACK” PRESS
If engines indications do not appear on PFD:

3.7 VOLTAMMETER FAILURE


3.8 AMPEROMETER FAILURE

TSIU LH ENGINE Fuse REPLACE
If the indicator steady fails:

Voltammeter CHECK any voltage drop
3.9 MANIFOLD PRESSURE INDICATOR FAILURE


Propellers MAINTAIN

CHECK engine noise
3.11 CYLINDER HEAD TEMPERATURE INDICATOR

FAILURE
Remaining CHT gauges USE determine
CHT operating range
If all CHT fails:


3.12 EXHAUST GAS TEMPERATURE INDICATOR

FAILURE
EGT operating range

3.13 FUEL PRESSURE INDICATOR FAILURE

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

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

OIL Pressure Indicator CHECK
RPM Indicator CHECK for

uncommanded variations

Fuel Quantity CHECK for regular
consumption


Affected Alternator Switch OFF
Electrical Load REDUCE to minimum
Ammeter CHECK

WARNING
Flaps cannot be lowered in this case; refer to basic
manual emergency procedure.
Alternator Switches OFF
AUX FUEL PUMP LH&RH OFF unless

required for safety
Avionic Switch OFF
VHF1 ONLY – NORMAL SUPPLY Switch VHF1 ONLY
CABIN AIR-OFF-HOT AIR WINDSHIELD Switch OFF
AIR CONDITIONING - FAN Switch AIR CONDITIONING
PROP DE ICE Switch (if installed) OFF
SURF DE ICE Switch (if installed) OFF
STROBE LIGHT Switch OFF

PITOT HEAT Switch OFF
LANDING LIGHT Switch OFF unless at

DE ICE LIGHT Switch OFF
NOTE
Operating system allowed for the emergency phase
(with battery only):
(a) PFD and EMS

(b) VHF 1
(c) Annunciator Panel
(d) Stall warning
(e) NAV Lights
(f) Fire detector
(g) Landing light
(h) Door lock system
(i) Clock
(j) Hour meter
(k) Map Light
(l) Low Volt Sensor

(m) EMM35 Rh&Lh

(n) PFD35
(o) TSIU
(p) AHRS
(q) OAT & CAT
(r) TSIU RH&LH Engine
(s) ADI
The battery will maintain the essential load for

VHF transmission should be restricted at a minimum
during flight.
3.19 PRIMARY FLIGHT DISPLAY AND ENGINE

MANAGEMENT SYSTEM FAILURE
GNS430/530 CHECK for

proper operation
GNS 430/530 or 430W/530W USE to visualize CDI


3.20 AX1-200 AHRS - SUDDEN CHANGE IN POWER

SUPPLY DURING TURNS
(e.g. a temporary cycling OFF/ON of the power supply)
In the event of sudden change in power supply to AX1-200 during
aircraft turns, the AX1-200 would fail to reinitialize. In order to recover such
a situation, the pilot must revert to a level flight within 30 (thirty) seconds
from the last power ON of the unit, just allowing to the AX1-200 to
reinitialize properly. If that action is not permitted due to particular flight
conditions and/or constrains, the pilot must return to a level flight as soon as
practicable and recycle power (e.g. breaker ON/OFF) to the AX1-200 to
reinitialize.


WARNING
After power supply, before starting engine, the
PFD and the EMS appears.
If any failure message appears on the PFD or on
the EMS, the takeoff is prohibited before the
problem has been identified and solved
NOTE
In the remote possibility of a slow data drift of the
SAGEM cockpit, misleading information could be
presented to the pilot without a warning being given
by the internal safety monitoring loops of the system. A
continuous and active cross monitoring has to be done
by the pilot in any phase of flight (especially during
IFR, IMC and Night conditions) to prevent this remote
failure from being not recognized
4.1 BEFORE TAKE-OFF

Set Reference Speed at Vy (One Engine Inoperative Best Rate of
Climb Speed):
4.2 PFD OPERATION

4.2.1 TSI SELECTION
Affected TSI Line-Select Key PRESS
(see § 7.b.10)


Or, to place the current value in to TSI
Syn Line-Select Key or “SYNC“ PRESS
4.2.2 NAVIGATION MODE SELECTION

Affected Navigation Source Line-Select Key PRESS
4.2.3 GPS DATA WINDOW

GPS Nav Line-Select Key or “GPS ” PRESS
4.2.4 EXPAND EADI

EADI Line-Select Key or “WIDE” PRESS
4.2.5 DISPLAY ENGINE GAUGES

NOTE
The procedure is used to display the engine gauges on
PFD; to return to the standard configuration (engine
gauges on EMS), apply the same procedure

4.3 EMS OPERATION

4.3.1 MAP VIEWPOINT SELECTION
Center/Edge Line-Select Key or “VIEW” PRESS
4.3.2 MAP SCALE

Map Scale Line-Select Key or “RNG- RNG+” PRESS
4.3.3 DECLUTTER
Declutter Line-Select Key or “DECL” PRESS up the
desired detail level
4.3.4 PAGE SELECTION

Application Line-Select Key or “PAGE” PRESS
up to visualize
the desired page
To return immediately to the primary page:
Primary Page Line-Select Key PRESS
4.3.5 CHECKLIST SELECTION

Checklist Line-Select Key or “QREF ” PRESS

4.4 BRIGHTNESS ADJUSTMENT

To adjust brightness of the PFD or EMS display:
Brightness Line-Select Key or “BRT” PRESS


NO CHANGE

SUPPLEMENT X/2 - Sec.6 P.68R

The items of the SAGEM INTEGRATED COCKPIT SYSTEM are
listed in the “P.68R Equipment List” P/N NOR 10.719-4.


7.a SYSTEM DESCRIPTION
The SAGEM Integrated Cockpit Display System (ICDS) consists of two
displays and presents information in text, numeric, and graphical formats. It
is designed to interface with other systems on the aircraft and aid the pilot in
all phases of the flight, enhancing spatial awareness and efficiency with a
reduced workload.
The SAGEM ICDS is composed of the Primary Flight Display (PFD),
that collects and presents air data, navigation and attitude information, and
the Engine Monitoring System (EMS) for the engines control and
management (Fig. X/2-1 – X/2-2). Moreover, the EMS shows data from the
aircraft electrical system and provides for a map window that shows airport,
navigation aids, obstacle, geographical information and the maximum
elevation figure centered on the aircraft current position.
The Primary Flight Display and the Engine Monitoring System are fed
through the main power bus of the airplane; whenever the ICDS are supplied,
the power on indicator, located near the line-select keys, illuminate. The
system is protected by circuit breakers and fuses, located in the breaker panel
(Fig. X/2-1 – X/2-2).
Upon power-on, the ICDS verify that all components are operational,
then show the Primary Flight Display window on the PFD, the map window
and the aircraft position on the EMS.
The Primary Flight Display includes three subsystem such as the display
(ICDS-8) with line-select-key, the PFD35 digital air data system, that
provides the interface to air data source and navigation equipment, and the
Attitude Heading Reference System (AHRS), for the computation of the
attitudes of the airplane (Fig. X/2-3 – X/2-3a – X/2-4).
The display ICDS-8, located in the primary field of view of the pilot,
presents information on pitch and roll attitude, heading, altitude, airspeed and
information to help the pilot control the aircraft.
The left section of the display is used for speed management, the right
section is used for altitude management, the center-top section shows
attitude, and the center-bottom section is reserved for heading and navigation

information.
In the area above the attitude indicator, the system annunciations are
displayed including the autopilot status message (Fig. X/2-15 – X/2-15a).
The ICDS provides Target Selection Indicators (TSI) that allow the pilot
to set the desired reference airspeed (IAS), altitude (ALT), heading (HDG),
course (CRS) and barometric pressure setting (QNH). The TSI values, shown
on the display near the relevant parameters, are selectable using the
appropriate line-select key.
The system is also equipped with four knobs that allow to adjust the TSI
to the desired value or to set the target value to the current ones (Baro,
Heading, Course, Master); the “Sync” knob cycles between the four knobs
(Fig. X/2-1 – X/2-2).
Only for aircraft from and including S/N 449 onwards, in addition an
“EFIS TEST” pushbutton switch is installed. This momentary pushbutton
switch is used to test the ICDS display functions. Pushing the button displays
all configured annunciations on the PFD, displays software and configuration
version, and IM (Inner Marker). Releasing the button ends the test and the
system returns to normal operation (Fig. X/2-1).
In order to enhance the pilot awareness, the system computes and shows
trend indications (if enabled) of the Vertical Speed, that predicts a 1-minute
outlook of the altitude, the Rate-of-Turn Indicator, that projects a pointer
proportional to rate-of-turn, and the Airspeed Trend, that provides a 4-
seconds prediction of the actual airspeed changes (Fig. X/2-9).
The Engine Monitoring System consists of the display with line-select-
key, the EMM-35H data acquisition unit that provides for the digital data
acquired by engine sensors, the Temperature Sensor Interface and the Tach
Generator Interface, that adapts the data from the engines before sending
them to EMM-35H, and the outside air temperature sensor. Moreover, the
GPS provides data for mapping, ground speed and flight plan information.
The EMS main screen shows engine data and electric parameters (volt
and ampere). Other pages, that present moving map, obstruction, graphical
checklist or diagnostic page, are accessible by the pilot using the appropriate
line-select key; however, if a page other than main is active and any engine
sensed data becomes in yellow or red ranges, the system automatically

reverts to main screen.

If the Primary Flight Display fails the pilot could then flip a “FAIL OVER
MODE” switch to change the Engine Management System display in
compound mode to show both the data of the PFD and of the EMS (Fig. X/2-
5 – X/2-6).
When the Engine Management System Display is used as Primary Flight

Display, the pilot cannot use the Line Select Keys to turn off the display of
engine gauges.
If the system detects a subsystem failure in the sensor of airspeed,
altitude, attitude or heading, or a loss of communication between PFD35 and
ICDS occurs, the affected subsystem will blank. If the navigation source
fails, a flagged condition results and the PFD shows guidance needle in
unflagged state (Fig. X/2-16).
The airplane is provided for an additional redundancy of the attitude,
airspeed, altitude and heading information by four back-lighted stand alone
stand-by instruments (electrical drive gyro attitude, pneumatic altimeter,
airspeed indicator and magnetic compass), grouped in the center-top section
of the instrument panel (Fig. X/2-1 – X/2-2).

Figure X/2-1

Figure X/2-2

Figure X/2-3
Figure X/2-3a
LINE-SELECT KEY (LSK) LABELS

Figure X/2-4

Figure X/2-5

Figure X/2-6

7.b PRIMARY FLIGHT DISPLAY

7.b.1 AIRSPEED
The airspeed, derived by air data sensors, is shown as a moving tape on
the upper left side of display. The airspeed markings are depicted on the tape
and the current value is indicated in a window in the centre of the tape.
The airspeed tape is graduated in five knot increments and conventional
color markings indicate airspeed operation regions.
The true airspeed, when greater than 60 kts, is displayed on the bottom of
the tape.
Moreover, when the target airspeed is armed, the target value is displayed
on the top and a bug is superimposed on the tape over the selected value (Fig.
X/2-3 - X/2-4).
The magenta airspeed bug is adjusted by selecting the IAS LSK followed
by pushing the INC or DEC LSK to move the bug up or down the airspeed
tape. A digital readout of the bug setting is displayed above the airspeed tape.
The state of the airspeed bug may be toggled between magenta filled and
non-filled by pressing the IAS LSK.
Airspeed annunciations are activated when the airspeed bug is magenta
filled.
The airspeed trend (if enabled), that provides for a 4-6seconds predictor
of airspeed change, is superimposed upon the tape, after airspeed has reached
VSO (Fig. X/2-9).
The airspeed IAS FAST/IAS SLOW message (if enabled) informs the
pilot of exceeding selected airspeed target value by ± 10 kts (Fig. X/2-9).

In the bottom left of the EADI the airspeed messages are shown:
Message Description
IAS FAST/ IAS SLOW The airspeed is outside of the selected
target value by ± 10 kts.
o Change the current airspeed, if
necessary
o Press the IAS line-select key
airspeed to the current value
CHK IAS Airspeed is outside of Normal Operating
Range (Green Bar). The message displays
only if the TSI is armed and the airspeed
has reached the VSO.
7.b.2 OAT, DENSITY ALTITUDE AND WINDS ALOFT
The outside air temperature, the density altitude and the wind aloft,
calculated as the vector difference between the aircraft track and the heading
are displayed near the airspeed tape, as shown in Fig. X/2-3 - X/2-4.
Calculated true airspeed and density altitude are displayed below the
airspeed tape. True airspeed temperature, TAT, and outside air temperature,
OAT, are also displayed below the airspeed tape.
7.b.3 ELECTRONIC ATTITUDE DIRECTION INDICATOR

The Electronic Attitude Direction Indicator (EADI) presents pitch and roll
information that are derived from the Attitude Heading Reference (AHRS)
Rev. 4
DATE: 25 November 2010 Page 33 of 58
sub-system. When pitch exceeds +/-30 degrees, Vee-pointers appear to

indicate the direction of the horizon.
7.b.4 ALTITUDE
The altitude is shown as a moving tape on the upper right side of display.
The barometric corrected current altitude is indicated in a window in the
centre of the tape, the target value is displayed on the top and a bug is
superimposed on the tape (Fig. X/2-3 – X/2-4).
The altitude tape is graduated in 100 ft increments and the range is +/-
500 ft (Fig. X/2-7).
Figure X/2-7
ALTITUDE AND VERTICAL SPEED DISPLAY
The magenta altitude bug is adjusted by selecting the ALT LSK followed
by pushing the INC or DEC LSK to move the bug up or down the altitude
tape. A digital readout of the bug setting is displayed above the altitude tape.

The state of the altitude bug may be toggled between magenta filled and
non-filled by pressing the ALT LSK.
Altitude annunciations are activated when the altitude bug is magenta
filled.
The barometric pressure, shown in the window below the altitude tape,
can be set using the IN BARO line-select key or the Baro adjust knob; as the
barometric pressure is modified, the indicator on the tape moves accordingly.
The altitude trend (if enabled) is provided for, showing the 1-minute
predicted altitude by a bug superimposed on the tape (Fig. X/2-9).
A magenta bar extending from the current altitude provides a 6 second

prediction of altitude based on current vertical speed (Fig. X/2-7).
The altitude ALT LOW/ALT HIGH message (if enabled) informs the
pilot of exceeding selected altitude target value by ± 200 ft.
In the bottom right of the EADI the altitude messages are shown:
Message Description
ALT LOW/ALT HIGH The altitude is outside of the selected
target value by ± 200 ft.
o Change the current altitude, if
necessary
o Press the ALT line-select key
altitude to the current value
7.b.5 VERTICAL SPEED

The Vertical Speed Indicator (VSI) predicts a 1-minute outlook of the
altitude. It is shown as a stand-alone gauge located to the right of the
altitude tape, with a digital number imposed in the bottom of the analog VSI
. The digital number indicates the vertical speed value in fpm, sign
included, divided by 1000.
Vertical speed is shown on the scale (to the right of the altitude tape) by

a magenta bar extending from the zero position in the center of the scale to
the current vertical speed. Scale range is from 0 (center scale) to VSI scale
of ± 2,000, ± 4,000 or ± 6,000 feet per minute (fpm) (Fig. X/2-7).
7.b.6 GLIDE SLOPE/MARKER BEACON INDICATOR

The glide slope deviation pointer represents the center of the instrument
landing system (ILS) vertical glide slope and displays deviation of the
aircraft from the glide slope center (Fig. X/2-3 – X/2-4).
The indicator is not visible when an ILS frequency is not selected on the
VHF NAV control panel. If an ILS frequency is selected, but the signal is
“flagged”, a “GS” will appear to indicate that the Glide slope frequency is
selected.
When passing over the marker beacon, a color coded square will appear
above the glide slope to indicate the appropriate color-coded marker
beacon: IM stands for Inner Marker, MM for Middle Marker and OM
stands for Outer Marker; no failure indication is provided for the marker
beacon.
7.b.7 ELECTRONIC HORIZONTAL SITUATION

INDICATOR
The Navigation signals are received by the PFD35 sub and presented on
the Electronic Horizontal Situation Indicator (EHSI).
The EHSI is a 360 degree rotating compass card with magnetic heading
and bearing information from two Radio Magnetic Indicators (RMI). The
target heading and the target course are selectable by the appropriate line-
select key or by the knob; the relative indicators are present on the EHSI and
they move around the compass as the indicators are modified.
As shown in Fig. X/2-8 – X/2-8a, the aircraft heading is displayed
numerically in white at the top center of the EHSI display while the selected
course numeric value is to the left.
The arrow in the center of the EHSI display is the course indicator,
which center section represents the Course Deviation Indicator (CDI): it is
centered or deflected on either side of the course pointer based upon signals
from the selected Navigation Management System (NMS).
The course indicator (TO-FR-OFF) flag indicator is located directly to
the right and below the aircraft symbol.
The selected navigation, RM1 and RM2 sources are shown, with the
corresponding color-coded needles superimposed on the EHSI (magenta for

CDI, yellow for RM1 and green for RM2).

When the GPS-type navigation is active, a small green circle depicts the
bearing-to station and a small green square depicts ground track on the inner
edge of the compass card.
7.b.8 RATE-OF-TURN INDICATOR

The rate of turn indicator is a graphical display of the instantaneous
rate-of turn, based on a 2-minute, 360-degree turn, which data are provided
for by the AHRS sub-system.
A magenta line projects out from the Heading pointer proportional to
rate-of-turn. Standard rate boxes are shown on either side of the numeric
heading box.
A triangle in the center of the compass card shows the aircraft going TO
or FROM the selected station or waypoint. In addition, “TO” or “FR” in
green (VOR) or magenta (GPS) is shown near the aircraft symbol. To/From
is not shown during LOC display (Fig. X/2-10).
7.b.9 GPS NAVIGATION DATA

The GPS data, provided from the navigation unit, has a dedicated
window, located on left of the EHSI; a line-select key allows to select the
available GPS or to make the GPS data window disappear.
After the flight plan data are entered in the GPS navigation system,
the window shows information on distance, desired track, bearing, ground
speed, actual track and estimated time en-route.
In addition to the digital readout of bearing to the waypoint, a magenta

dot is displayed at the corresponding location just inside the compass card.
Similarly, a green square just inside the compass card shows aircraft track
corresponding to the digital track readout (See Figure X/2-14). By aligning
the magenta dot and the green square, and maintaining this alignment, the
aircraft is proceeding directly to the selected displayed waypoint.

Figure X/2-8
Figure X/2-8a

Figure X/2- 9
TREND INDICATORS
Figure X/2-10
TO/FROM AND RATE OF TURNS

Figure X/2-11
GLIDE SLOPE AND MARKER BEACON INDICATOR
Figure X/2-12
EHSI

Figure X/2-13
WAYPOINT DATA WINDOW
Figure X/2-14
BEARING & TRACK SYMBOLS

7.b.10 LINE-SELECT KEYS

The system provides for the line-select keys that are used to select
between Primary Menu and Navigation Menu , choose functions within a
menu and enter information.
o Press the increment-decrement line-select keys or push and turn
the appropriate knob to change the desired value.
graphical icon or a label and the relative function description are summarized
in the following table:
The Primary Menu appears at power-up and includes the following:

Airspeed target
“IAS” LSK # 1
selection indicator
Altitude target
“ALT” LSK # 2
selection indicator
Heading target
“HDG” LSK # 3
selection indicator
Course target
“CRS” LSK # 4
selection indicator
Barometric pressure
“IN
LSK # 5 target selection
BARO”
indicator
Synchronize places
“SYNC” LSK # 6
current value into TSI
Value selection
“∧”
LSK # 8 increases or decreases
∨ up to desired value


Brightness screen
screen viewing
“MENU” LSK # 10 Navigation menu
The NAV Menu includes the following:

CDI selector
The CDI is displayed
in magenta when its
“CDI” LSK # 1
source is set to GPS.
Otherwise it is
displayed in green
RM1 selector
in yellow on the HSI
RM2 selector
in white on the HSI
Display GPS in
“GPS” LSK # 4 navigation data
window
Widescreen Attitude
“WIDE” LSK # 5
Field
Pitch Reference
“MENU” LSK # 6
Marker (increase)
“ENG” LSK # 9 Display engine gauges
“BACK” LSK # 10 Back to Primary Menu

If no LSK activity occurs on the NAV menu for 5 seconds, the LSKs
reverts to the Primary Menu.
7.b.11 AUTOPILOT ANNUNCIATIONS

The PFD provides for autopilot annunciations (Fig. X/2-15 – X/2-
15a) above the EADI (except for the trim failure message that will show up
in the EADI):
Message Description
AP Autopilot engaged
HDG/NAV Heading/Navigation Mode engaged
ALT Altitude Hold
TRIM FAIL Trim failure
Autopilot and Flight Director (AP/FD) system annunciations of status or

modes are displayed at the top, and just above, the attitude field.
Annunciations of system status (engaged/fail) are displayed in the ADI, in
its upper left corner, as well as the indication of A/C side in command of the
Autopilot. Four specific places are also reserved in ADI right and left side of
the centerline for additional AP/FD annunciations.

Figure X/2-15
PFD MESSAGES
Figure X/2-15a
AP/FD ANNUNCIATION AND FD COMMAND CUE

Figure X/2-16
FAILURE AS BLANKED DATA

7.c ENGINE MANAGEMENT SYSTEM

7.c.1 ENGINE AND ELECTRIC GAUGES
The main screen of the EMS display the following engine parameters,
with electrical system parameters:
o Manifold pressure
o Tachometer
o Fuel flow
o Oil pressure
o Oil temperature
o Cylinder head temperature
o Exhaust gas temperature
o Volt
o Ampere
The actual value of each parameter is showed in a data box and in a

gauge, vertical or circular; the gauge is properly marked to show the
operating ranges using the standard (red, yellow and green) color code (Fig.
X/2-17 – X/2-17a – X/2-18).
The text box background color is black unless the sensed value has
reached the yellow or red range, in this case the foreground color of text
changes to black and the background becomes yellow or red. Moreover, if a
page other than main is active and an engine parameter turns to the yellow or
red range, the ICDS automatically reverts to the main screen.
If data is unavailable due to loss of power to EMM-35, equipment or
sensor failure, the data box will line-out.
7.c.2 LINE-SELECT KEYS

The EMS provides for the line-select keys that are used to select a
function within a menu and enter information.
o Press the increment-decrement line-select keys or turn the
appropriate knob and push or “SYNC ” to change the desired value.

graphical icon or a label, and the relative function description are
summarized in the following table:

Aircraft center/edge
changes the aircraft
“VIEW” LSK # 2
position on the screen
from edge to center
Declutter removes the
base map and the
non-navigational
database information
in four steps, DC: 0
“DECL” LSK # 3 trough DC:3, being
the higher the
declutter level, the
less the non-
navigational
information.
Application page
changes the page
view. With each
“PAGE” LSK # 4
press, the ICDS
presents the next
page.
Checklist with user-
defined contents: up
“QREF” LSK # 5 to 7 checklist, 11
lines each, may be
created.
Increase or decrease
the map scale
between the scales of
“RNG-
LSK # 6/7 2, 5, 10, 20 ,40, 80 or
RNG+”
160 nm. The current
scale is indicated
between the LSK.

Brightness screen
screen viewing
Presents the primary
LSK # 10 page of the
application
7.c.3 AIRCRAFT CENTER/EDGE

As option for the pilot, the map can be presented using two different
viewpoint: 360° looking around (center) and 120° looking ahead (edge).
When centered, the mapping window shows in all directions around the
airplane, identified as an icon on screen. When in the looking ahead mode,
only the visualization of the information ahead the airplane is shown; this
option is available only on full-screen map.
The Terrain Obstruction Proximity System (TOPS) uses databases of
manmade and terrain obstructions, which are rounded up to the nearest 100
ft. the TOPS shows the altitude of the aircraft in relation to the altitude of the
obstructions.
The TOPS evaluates the highest obstructions and presents in the
following ways:
o Plan view: a protected area represented by gray bounding box

projected 34 nm in front of the airplane.
o Look ahead: a line projected 34 nm ahead of the airplane, with a
side view showing the highest terrain every 2 nm in front of and on each side
of the projected line.
o Look around: verifies the higher obstruction within 3 nm of the
airplane and shows it as the first square under the aircraft.
If the altitude of the airplane is below the obstruction altitude, the box
associated with the obstruction is red. This alerts the pilot to maneuver the
airplane or increase its altitude as appropriate.

WARNING
The altitude shown on the EMS is provided for the GPS
navigation unit or the air data system; the source is
indicated in the legend : GPS, for GPS data, and “ALT”
or “PALT”, for air data system.
In any case, the EMS does note show the altitude
Refers the Altitude Tape on the PFD for altitude
7.c.4 DECLUTTER
Declutter changes the amount of detail shown on the moving map,
according to the following indications:
o DC:0 - The first declutter level shows the highest level of detail,
including terrain base map, rivers, lakes, bodies of water, airports, navaids,
Class B and C names, city names, man made obstacles, geographical
boundaries.
This level is available only on the full screen map.
This level displays the terrain legend, in which the number indicates the
maximum altitude for that color in thousands of feet.
The summits and man made obstacle, shown from DC:0 to DC:2, are color-
coded by the obstacle clearance:
- RED: less or equal to 500 ft
- YELLOW: between 500 and 2000 ft
- WHITE: greater than 2000 ft
o DC:1 – This level removes terrain base map. When the half screen
is active, the system automatically shows this declutter level.
o DC:2 – This level removes terrain base map, rivers, lakes and
bodies of water.
o DC:3 – This level shows only the navigation data such as airports
and navaids.
Using the line-select key, the pilot enters the subsequent pages: the
second page shows the Map w/Traffic and overlay of Wx500 strike/cells (if
installed) and quickref checklist (if enabled). The third and fourth pages are

reserved for optional installation items of: ART2x00 radar, CAS Caution
Advisory System, TAWS Terrain Warning System, Traffic (TCAD, TCAS I,
TCAS II). If the above options are not installed, the OEM may provide OEM
Graphics.
However, if a page other than main is active and a engine data becomes
in the yellow or red range, the ICDS automatically reverts to the main screen.
7.c.5 MAP SCALE

The map around the airplane may be scaled using the appropriate line-
select keys. The available scales, listed in nautical miles, are 5, 10, 20, 40, 80
and 160 nm; the active scale is shown between the line-select keys icons or
labels and refers to the approximate distance form the top to the bottom of the
map window.

Figure X/2-17

Figure X/2-17a

Figure X/2-18

PRIMARY FLIGHT DISPLAY/ ENGINE MANAGEMENT

SYSTEM MESSAGES
Action list:
A. Normal, no action necessary;
B. Note anomaly, report to maintenance;
C. Follow the appropriate procedure.
Pilot
Message Meaning
Action
INTEGRITY ICDS internal failure, failed internal B,C
integrity testing between co-processors
AHRS ALIGN Normal message within first 60 A, if

seconds of power-on below 60
sec.,
otherwise
B
SW PRI V####. Software version number; appears for A,
5 seconds at program start or press Pilot may
LSK # 5 in navigation menu. note
PRI AHRS Int Integrity failure between ICDS and C
PFD35
TRIM FAIL Autopilot trim failure B,C
NS1 EM1 Loss of communication with PFD35 or B,C

EMM-35
V01 V02 GP1 Loss of communication with 429 inputs B,C
GP2 (VOR1, VOR2, GPS1, GPS2). Loss of
GPS data will blank the GPS Nav
window and the winds aloft
PRI SEC ENG Loss of communication with PFD35 or B,C

EMM-35 integrity fail
CONF Internal RAM failure on PFD35, or B,C
MISCOMPARE ICDS is not configured for proper
aircraft type
Pilot
Message Meaning
Action
GP FAIL Loss of communication with GPS. The C
GPS Nav window and winds aloft will
blank
IAS FAIL Loss of communication with PFD35 or B,C
airspeed sensor failure
ATTITUDE Loss of communication with PFD35 or B,C
FAIL attitude sensor failure
ALTITUDE Loss of communication with PFD35 or B,C

FAIL altitude sensor failure
HEADING Loss of communication with PFD35 or B,C

FAIL heading sensor failure
EQUIP CODE X=1–Internal board overtemp* C

X FAIL X=2-Backlight overtemp * *Reduce
X=3-Low voltage brightness
X=4 -Discrete output fail level
LOC/GS A flagged condition shows when the C

relative navigation source fails
EM1 EMS integrity check failed. The engine B,C
and electric parameters gauges line-out
I1 The EMM failed the integrity check. B,C
GPS The message may show for up to 1 A
minute while the GPS is acquiring data
from the satellites.
This message is also displayed if the B,C
GPS is powered OFF, the satellites is
blocked, the GPS is not initiated, loss
of communication between the ICDS
and navigation source In the last case,

the aircraft icon changes, returning to

normal once communication is re-
established
Pilot
Message Meaning
Action
NS1 Nav Stack communication failed, due B,C
to equipment failure, power loss or
wiring breakage.
OT Failure in the ICDS cooling system. B
MC Miscompare: the primary and the B,C

secondary EMM data do not agree. The
ICDS continues to use the data from
the primary EMM.
Error: 128 The integrity check between the two B,C
Error: 129 ICDS microprocessors failed. The
screen clears to black prior to showing
an error 128 or 129 message.
Error 129 appears if the definition files
for the gauges are corrupted.


SUPPLEMENT X4
FUEL CONSUMING FEATURE IN
This Supplement must be attached to the approved Flight Manual when
the aircraft is equipped with the SAGEM Integrated Cockpit Display System
as per change No. MOD. P68/123 and embedding the Fuel Consuming
Feature as per change No. MOD.P68/194.

carefully followed.

2.1 FUEL CONSUMING FEATURE
WARNING
The Fuel Consuming Feature is not to be intended as precise and/or

reference instrumentation. Any indication provided by the Fuel
Consuming Feature is merely indicative and CANNOT CONSTITUTE a
basis for the pilot to make whatever flight decision. Pilots are requested
to evaluate by themselves data related to fuel consuming against their
flight conditions.


There is no change to aircraft emergency procedures when the Sagem
Integrated Cockpit Display System (Ref. MOD.P68/123) embed Fuel
Consuming Feature as per change No.MOD.P68/194.

4.1 AFTER MFD POWER-ON

At system power-up, MFD initially display a start-up screen. In the
lower right corner the start-up window will show the following:
• Installed software version

• Sagem aircraft configuration number
• MAP DataBase identifier
• MAP DataBase effective dates
Pushing any LSK, MFD will exit start-up window and will show MFD
page 1 (see figure 1 hereunder), that is the EMS/CAS display.
FIGURE X/4-1
(MFD IN LANDSCAPE CONFIGURATION)

Figure X/4-1a
(MFD IN PORTRAIT CONFIGURATION)
The MFD/EMS offers the following fuel consuming feature functions:
• Set/Verify Remaining Fuel on start up

• FUEL REMAINING
• TIME TO ZERO FUEL (TTZF)
• FUEL RANGE

The EMS will remind to set the remaining fuel by means of yellow
annunciation in the startup page of the EMS. This annunciation appears in the
quick reference check lists (“CONFIRM FUEL!”).
Fuel remaining is to be set before engine startup by means of LSK

(FRMN), indicated by magenta box around FRMN.
Arrow keys are used to adjust the value displayed above “FRMN”.
LSK “CONFIRM” (yellow highlight) must be pressed to save new

value as fuel remaining. Fuel remaining must be confirmed before continuing
any further operation on the EMS.
The Fuel On Board has to be input with the same unit as the Fuel Flow
installed and displayed on the EMS. (i.e. if the Fuel Flow is in Gallons per
hour, then the Fuel On Board has to be entered in Gallons).
The actual VulcanAir installation calls for gallons.
4.2 FUEL REMAINING

The EMS calculates and displays the Fuel remaining. Calculation is
made by integration of Fuel Flow along time, the initial Fuel Remaining
being the value entered by the pilot.

4.3 TIME TO ZERO FUEL

The EMS calculates and displays the Time to Zero Fuel = time (in Hrs-
min) remaining until the remaining fuel will be burnt up assuming that the
Fuel Flow remains constant at the current value. (TTZF = Fuel remain/total
fuel flow).
4.4 FUEL RANGE

The EMS calculates and displays the Fuel Range = distance that the
A/C can fly (in NM) assuming that the Groundspeed remains constant at the
current value. (Fuel Range = TTZF*groundspeed).
NOTE
If groundspeed < 10 knots or invalid data then
FUEL RANGE is dashed out.

SUPPLEMENT X/4 - Sec.5 P.68R
There is no change to aircraft performances when the Sagem Integrated
Cockpit Display System embed Fuel Consuming Feature.

P.68R SUPPLEMENT Y - Sec.6

There is no change to aircraft weight and balance when the Sagem
Integrated Cockpit Display System embed Fuel Consuming Feature.


The ICDS/EMS, if factory configured is able to calculate and display
the fuel remaining, the time to zero fuel and the fuel range.
Approximate calculation is made by integration of fuel flow sensor data

along time and starting from the initial fuel remaining being the value entered
by the pilot.
Any indication provided by the Fuel Consuming Feature is merely

indicative and CANNOT CONSTITUTE a basis for the pilot to make any
flight decision Fuel consuming information does NOT relive the pilot in
command of evaluating on his own data related to the fuel consuming against
the flight conditions.
For further description and operation refer to “SAGEM ICDS-XA Pilot

Operating Handbook” P/N 572-0550-101 Initial Release or latest applicable
revision.

P.68R SUPPLEMENT Y – Sec.1
SUPPLEMENT Y
AVIDYNE TAS600
TRAFFIC ADVISORY SYSTEM
aircraft is equipped with Avidyne TAS600, Traffic Advisory System, as per
change No. MOD. P68/118 or as per change No. MOD.P68/118 plus
MOD.P68/171.
For aircraft embodying only the change No. P68/118, the TAS600
system is linked to the GNS430(W)/530(W) display, where the information
are presented to the pilot in graphical formats.
For aircraft embodying the change No. MOD.P68/118 plus
MOD.P68/171, the TAS600 System is linked to the GNS430(W)/530(W) as
primary display, and to the Sagem ICDS as secondary display.
publications must be regarded as completion of this supplement and must be
Reference Publications:
o Avidyne “TAS600Series Taffic Advisory System Pilot’s Operating
Handbook”, P/N 32-2352 Rev.5;
o Garmin “400/500 (Non-WAAS) Series Display Interfaces Pilot’s Guide
Addendum”, P/N 190-00181-01 Rev.E;
o Garmin “400W/500W Series Display Interfaces Pilot’s Guide
Addendum”, P/N 190-00356-31 Rev.A;
o Sagem ICDS-XA Pilot’s Operating Handbook, P/N 572-0550-101
Initial Release.
SUPPLEMENT Y – Sec.1 P.68R

carefully followed.

P.68R SUPPLEMENT Y - Sec.2

There is no change to airplane operating limitations when the Avidyne
TAS600, Traffic Advisory System is installed.


There is no change to airplane emergency procedures when the Avidyne


Principal normal procedures with Garmin GNS430(W)/530(W) are
shown. For a detailed description of the normal procedures refer to applicable
Garmin publications (Refers to Section 1 of this Supplement).
For normal procedures with Sagem ICDS refer to “Sagem ICDS-XA
Pilot Operating Handbook P/N 572-0550-101, initial release or latest
applicable revision.
4.1 TRAFFIC CONFIGURATION ON MAP PAGE
Small Right Knob TURN to select the MAP Page
MENU Key PRESS to display Page Menu
Small Right Knob TURN to select the ‘Setup Map?’
ENT Key PRESS
Small Right Knob TURN to select the ‘Traffic’
ENT Key PRESS
Large Right Knob TURN to select the Traffic Mode option
Small Right Knob TURN to select the desired option
ENT Key PRESS
CLR Key PRESS to return to Map Page
4.2 DISPLAY THUMBNAIL TRAFFIC ON MAP PAGE
Small Right Knob TURN to select the MAP Page

Small Right Knob TURN to select the ‘Change Fields?’
ENT Key PRESS
Large Right Knob TURN to select the desired top fields
Small Right Knob TURN to select the ‘TRFC’
ENT Key PRESS
4.3 TO CHANGE TAS600 SETUP OPTION
Small Right Knob TURN to select the Traffic Page
Small Right Knob TURN to select the ‘Setup?’
ENT Key PRESS
Small Right Knob TURN to select the desired mode
ENT Key PRESS
CAUTION
Do not operate in Ground Mode when in flight.

There is no change to airplane performances when the Avidyne

SUPPLEMENT Y - Sec.6 P.68R

The items of the Avidyne TAS600 are listed in the “P.68R Equipment
List” P/N NOR10.719-4.


The Avidyne Traffic Advisory System TAS600 is an active surveillance
traffic detection system and it is used to identify the altitude, range and
bearing of the nearby transponder-equipped aircraft.
For aircraft equipped with non-Mode C transponders, the TAS600
provides range, bearing and horizontal closure information only.
NOTE
The Sagem ICDS, if configured, can provide
secondary TAS display information suitable to identify
the altitude, range and bearing of nearby transponder-
equipped aircraft. Primary display of this information
is provided by the navigation equipment as Garmin
GNS 430(W)/530(W).
For guidance and operating instructions about
Sagem TAS interface, refer to the Sagem ICDS-XA
Pilot Operating Handbook P/N572-0550-101, Initial
Release or latest applicable revision.
NOTE
The TAS600 does not detect aircraft without
operating transponder.
NOTE
The non-Mode C aircraft are not tracked when the
host (aircraft equipped with TAS600) is above
12000ft.
The TAS600 System enhances the situational awareness of the pilot,
providing for visual and aural traffic information, but, in any case, the
TAS600 is advisory only and the pilot must not rely on the TAS600 as the
only means of traffic avoidance.
CAUTION
When an ATC clearance has been obtained, no
pilot may deviate from that clearance, except in
emergency, unless the pilot obtains an amended
clearance.

WARNING
The TAS600 does not detect every aircraft. Do
not rely on the TAS600 as the only means of traffic
avoidance.
7.1 TAS600 GENERAL DESCRIPTION
The TAS600 System consists of the following components:

- No. 1 TAS Processor unit P/N 70-2460-7TAS600 installed on the
existing shelf between the fuselage frames Nos. 11 and 12;
- No. 1 Transponder Coupler P/N 70-2040 installed on the existing
instrument support behind the instrument panel;
- No. 1 L-Band single-blade antenna P/N S72-1750-31L installed on
the upper fuselage skin between the frames Nos. 4 and 5;
- No. 1 L-Band twin-blade antenna P/N S72-1750-32L installed under
the fuselage on the access hole cover between the fuselage frames
Nos. 2 and 3;
The system is activated turning ON the Avionic Master Switch. If
required it can be deactivated turning OFF the circuit breaker.
A mute/update switch (momentary ON) labelled “TAS600 REMOTE
MUTE” is provided on the upper left side of the instrument panel. For
operation of this switch refer to Avidyne TAS600 Series Pilot’s Operating
Handbook P/N 32-2352, Revision 5, or latest applicable revision.
The electrical circuit of the system is protected by a 3 ampere circuit
breaker labelled “TAS600”.
For aircraft embodying only the change No. P68/118, the TAS600
system is linked to the GNS430(W)/530(W) display, where the information
are presented to the pilot in graphical formats.
For aircraft embodying the change No. MOD.P68/118 plus
MOD.P68/171, the TAS600 System is linked to the GNS430(W)/530(W) as
primary display, and to the Sagem ICDS as secondary display.
The vertical separation between the host and the intruder (a transponder-
equipped aircraft within the surveillance range for which the TAS600 has
established a track) is determined comparing the decoded altitude replies to
the host altitude; while range and bearing are found out determined using

radar time of arrival technique and the dual directional antennas, respectively.
NOTE
The altitude data from the intruder is referenced to
pressure altitude, then vertical separation is not
dependent on the altimeter setting.
The TAS600 interrogates up to 56 times per second, monitors the altitude

and range differences and, when an intruder is detected, the system calculates
the “tau” (time to minimum range between the host and the intruder), then the
TAS600 generates Traffic Alerts, Proximity Alerts or Other Traffic:
o Traffic Alerts (TA): the intruder current track could result
in a near-hit or collision.
o Proximity Alerts (PA): the intruder is within ± 1200 ft and
5 nm.
o Other Traffic (OT): the intruder is neither a TA or PA.
NOTE
When more than one TA is detected, the intruder
with the smallest ”tau” is declared first.
The TA is audibly announced; the voice annunciation, preceded by a

tone, begins as “Traffic” then the clock position and the relative altitude of
the intruder and range are announced. If the intruder is more than 200 feet
above or below the host, “high” or “below” is added as appropriate.
Upon start up, the TAS600 “Ground Mode” feature is automatically

activated to avoid nuisance indications from the traffic on the ground. In
Ground Mode, flight intruders are displayed while the intruders on ground
are not displayed and all advisory tones are mute.
After takeoff, the TAS600 automatically switches to Flight Mode and,
when the host climbs 400 ft, all advisory tones are restored.
When the host is in flight and approaching the airport, the Approach
Mode can be set to eliminate warnings from traffic on ground. As the host
descends to within 1700 ft above the field elevation, the TAS600 enters the
Approach Mode and, when the host descends below 400 ft, the Ground Mode
is automatically activated.
The TAS600 works with two different levels of sensitivity, in terms of
criteria to generate TAs. In particular, when the landing gear is down or
Approach Mode is set (the Approach Mode is set for fixed landing gear) the
“tau” threshold to issue the TAs is reduced.
7.2 INTERFACE WITH GNS 430(W)/530(W) SYSTEM
After initialization, a message on the display indicates the communication

between the TAS600 an the GNS 430(W)/530(W).
The TAS600 data are shown on the Traffic Page and, if the heading data
is available, on the Map Page also.
The symbols for parting and closing traffic are shown in the following:
Symbol Name Description

TRFC Altitude separation > 500 ft, steady
TA Altitude separation ≤ 500 ft, steady
TRFC Altitude separation > 500 ft, closing
PA Altitude separation ≤ 500 ft, parting
TRFC Altitude separation > 500 ft, parting
TA Altitude separation ≤ 500 ft, closing
In operation, the TA are automatic whereas the pilot can select the
Operating Mode that defines the airspace limits in which PA or OT is
displayed:

Operating Mode Limits

Terminal ± 500 ft, 1.0 nm
Standard ± 1000 ft, 2.0 nm
En-route ± 1200 ft, 5.0 nm
Unrestricted Maximum
When the display is not on the Traffic Page and a traffic is imminent, the
system opens a Warning Window that shows a small map; then the pilot can
display the Traffic Page or return to the previous page, pressing ENT or CLR
key respectively.
NOTE
The Traffic Warning Window is disabled when the
ground speed is less than 30 kts or the approach is
active.
7.3 INTERFACE WITH SAGEM ICDS-XA SYSTEM
SAGEM TAS interface is designed to act as a backup to the ATC system

and the “see and avoid concept”.
The SAGEM TAS interface can be used for detecting and tracking
aircraft in the vicinity of your own aircraft. By interrogating the other aircraft
transponders the system analyzes the replies to determine range, bearing, and
if reporting altitude, the relative altitude of the intruder aircraft. Should the
system processor determine that a possible collision hazard exists, it issues
visual and audio advisories to the crew for appropriate vertical avoidance
maneuvers.
The SAGEM system has a surveillance volume defined by a horizontal

radius of 40 nautical miles and a vertical range of ± 12,700 feet. TAS is
unable to detect any intruding aircraft without an operating ATCRBS
transponder (operating in Mode A and C) or a Mode S transponder. There are
two types of flight deck displays for TAS. The Resolution Advisory (RA)
display and the Traffic Advisory (TA) display.

TRAFFIC ADVISORIES
TAs are announced aurally and are shown on the ICDSXA MFD, when
selected by the flight crew. The flight crew uses this information only as an
aid to visually locate the intruder in order to avoid a conflict. The TA display
includes the range and bearing of the intruder relative to the TAS aircraft. If
the intruder is equipped with altitude reporting capability, intruder altitude is
displayed either as altitude relative to the TAS aircraft or as uncorrected
altitude of the intruder.
The TAS TA displays use color-coded symbols and data tags to map air
traffic and local threat aircraft on the MFD. Four traffic symbols are used:
solid circle, solid square, solid diamond, and hollow diamond.
A different color is assigned to each symbol type.
TRAFFIC ADVISORY COLORS

Red - Represents an immediate threat to a TAS equipped aircraft. Prompt
action is required to avoid an intruder. This color is only used in conjunction
with an RA.
Amber - Represents a moderate threat to a TAS equipped aircraft. A
visual search is recommended to prepare for intruder avoidance. Amber is
used only in conjunction with a TA.
Cyan - Represents proximate traffic and other traffic the TAS
surveillance logic has in its track file.
White - Used only for mode annunciations and for reference graphics,
including own aircraft position, range ring, etc. Resolution Advisories RAs
are also announced aurally and are shown on the primary flight displays
(PFD), whenever the TAS computer detects an imminent collision. The flight
crew follows these commands unless they have certain knowledge that doing
so jeopardizes the continued safety of the flight. (RAs are shown as a
commanded vertical speed and direction on the VS display of the PFD).
NOTE
For specific operating and display information on your
aircraft’s installation, refer to the TAS manufacturers pilot
operating manual.

P.68R SUPPLEMENT Z – Sec.1
SUPPLEMENT Z
SUPPLEMENT FOR BRAZILIAN REGISTERED

AIRCRAFT
SECTION 1 - GENERAL
This Supplement must be attached to the approved Flight Manual for
Brazilian registered aircraft.
The information contained herein supplement the basic Flight Manual. For
limitations, procedures and performance information not contained in this
Supplement consult the basic Flight Manual. Wherever conflict arises
between information reported herein and on the approved Flight Manual, the
information in this Supplement must take precedence.
The basic POH and Airplane Flight Manual must include a cover page P/N
NOR10.707-42 applicable only for the Brazilian registered aircraft.
Rev. 15
SUPPLEMENT Z – Sec.1 P.68R


carefully followed.
Rev. 15
NOTE
Autopilot and GPS systems are integrated with
Garmin G950 Integrated Flight Deck.
CAUTION
When operating VHF/COM system in Brazilian
territory, the use of the 8.33 KHz channel spacing can
lead to loss of communication with the Air Traffic
Control.
KIND OF OPERATION EQUIPMENT LIST
This aircraft may be operated in day or night VFR, IFR according to

Brazilian RBHA 91 and/or RBHA 135 when the appropriate equipment is
installed and operating.
NOTE
The following system and equipment list does not
include all the equipment required by Operating
Requirements. It also does not include components
obviously required for the aircraft to be airworthy.
Rev. 15
RBHA 91
VFR day/night, IFR
SYSTEM AND/OR COMPONENTS
RBHA 135
NOTES
1. Airspeed Indicator X X
2. Gyroscopic Rate of Turn Indicator X X
3. Gyroscopic Direction Indicator X X
4. Vertical Speed Indicator X X
5. Gyroscopic Pitch and Bank Indicator X X IFR
6. Slip Skid Indicator X X
7. Sensitive Altimeter X X
8. Pitot Heating System X X
9. VHF Transceiver X X IFR
10. VHF and/or HF Communication and
Navigation Equipment for Overwater X X
Operations
11. One Radio Transmitter, one
Microphone, one Headset or one X X
Headset and one Speaker
12. “NO SMOKING” Sign X X
13. “FASTEN SEAT BELT” Sign X X
14. Magnetic Compass X X
15. Instrument Lights X X
16. VOR X X
17. ADF X X
18. Clock (h/m/s) with Sweep Seconds
X X
Pointer or Digital Presentation
19. Attitude Alerting System Device X X Stall Warning Sign
20. Autopilot X X
21. Approved Position Lights X X
22. Approved Aviation-Red or Aviation-
X X
White Anticollision Light System
23. One Electric Landing Light X X
24. ELT 121.5/406 X X
25. Portable Fire Extinguisher X X
26. Spare Set of Fuses X X
Rev. 15
RBHA 91
VFR day/night, IFR
SYSTEM AND/OR COMPONENTS
RBHA 135
NOTES
For operation above
27. Supplemental Oxygen X X 10000 ft
28. Tachometer for each Engine
29. Oil Pressure Gauge for each Engine X X
30. Temperature Gauge for each Air
X X CHT
Cooled Engine
31. Approved Safety Belts X X
32. Approved Shoulder Harnesses for
X X
each Front Seat
33. An Adequate Source of Electrical
Energy for all installed Electrical X X
and Radio Equipment
34. Generator or Alternator of
X X
Adequate Capacity
35. An Alternate Source of Static
Pressure for the Altimeter, Airspeed X
and Vertical Speed Indicators
36. HF Transceiver X
37. Instrument Light to make all
Instruments, Switches and Gauges
easily readable, the direct rays of X
which are shielded from the Pilot
Eyes
38. ILS (LOC, GS, Marker Beacon) X
39. Transponder X
40. Navigation Lights X
41. Equipment to Fly Over Forest X If required by mission
42. Emergency Equipment for
X If required by mission
Extended Overwater Operations
43. First Aid Kit X
44. Briefing Card for Passengers
X
Before Flight
45. Emergency Exit Contour Markings X
Rev. 15
Reference is made with relevant paragraph of the Basic Flight Manual
2.17 PLACARDS
On aft cabin wall:
h)
i)
Near each fuel tank filler cap:
j) STD RANGE CONFIGURATION
j1) LONG RANGE CONFIGURATION
Rev. 15
Near each oil tank filler cap:
k)
Inside crew door:
l)
[ NO TRANSLATION REQUIRED ]
Near right engine turn off lever on crew door inside:
m)
Rev. 15
Near crew door emergency unlock push-button:
n)
o)
Inside and outside crew door and passengers door:
p)
Outside crew door, near interlock button:
q)
Rev. 15
On upper side of cabin window opposite cabin door:
r)
On cabin wall just forward right engine turn off lever:
s)
v)
Rev. 15
On quick release pin of the pilot, copilot, third and fourth seat backs:
w)
Other placard
Rev. 15
NO CHANGE.
Rev. 15
NO CHANGE.
Rev. 15
NO CHANGE.
Rev. 15
SUPPLEMENT Z - Sec.6 P.68R
NO CHANGE.
Rev. 15
For Brazilian registered aircraft it is required to install some bilingual

placards in English and Portuguese languages as per Section 2 of this
Supplement.
These placards replace the original same ones in English language.
The basic POH and Airplane Flight Manual includes a cover page P/N
NOR10.707-42 stating that the Flight Manual is applicable only for the
Brazilian registered aircraft.
Rev. 15
Rev. 15
P.68R SUPPLEMENT Z/1 – Sec.1
SUPPLEMENT Z/1
SUPPLEMENT FOR CHINESE REGISTERED

AIRCRAFT
SECTION 1 - GENERAL
This Supplement must be attached to the approved Flight Manual for Chinese
registered aircraft.
Rev. 20
DATE: 29 October 2013 Page 1 of 14
SUPPLEMENT Z/1 – Sec.1 P.68R


carefully followed.
Rev. 20
2.17 PLACARDS
On aft cabin wall:

h)
i)
Inside crew door:

l)
Rev. 20

m)

n)

o)

p)
Rev. 20

q)

r)
On cabin wall just forward right engine turn off lever:

s)

v)
Rev. 20
w)
Rev. 20
NO CHANGE.
Rev. 20
NO CHANGE.
Rev. 20
NO CHANGE.
Rev. 20
SUPPLEMENT Z/1 - Sec.6 P.68R
NO CHANGE.
Rev. 20

For Chinese registered aircraft it is required to install some bilingual placards
in English and Chinese languages as per Section 2 and present Section 7 of
this Supplement.
These placards replace the original ones in English language.
LIST OF OTHER BILINGUAL PLACARDS NOT REPORTED IN

SECTION 2 OF THIS SUPPLEMENT:
Rev. 20
Rev. 20
For aircraft from s/n 478 onwards:
Rev. 20
For aircraft from s/n 458 and 463:
If necessary:
Rev. 20
SUPPLEMENT Z/2
SUPPLEMENT FOR CHILEAN REGISTERED

AIRCRAFT
SECTION 1 - GENERAL
This Supplement must be attached to the approved Flight Manual for Chilean
registered aircraft.
Rev. 21


carefully followed.
Rev. 21
2.17 PLACARDS
Inside crew door:

l1)

m1)

n1)
Rev. 21

o1)

p)

q)

r)
w)
Rev. 21
NO CHANGE.
Rev. 21
NO CHANGE.
Rev. 21
NO CHANGE.
Rev. 21
NO CHANGE.
Rev. 21
P.68R SUPPLEMENT AA – Sec.1
SUPPLEMENT AA
AUTOMATIC WING FLAPS
CONTROL SYSTEM
aircraft is equipped with the “Automatic wing-flaps control system”, as per
change No. MOD.P68/211.

SUPPLEMENT AA – Sec.1 P.68R

followed.


There is no change to airplane operating limitations when the “Automatic
wing-flaps control system” is installed.


There is no change to airplane emergency procedures when the “Automatic


There is no change to airplane normal procedures when the “Automatic

There is no change to airplane performances when the “Automatic wing-
flaps control system” is installed.


The items of the “Automatic wing-flaps control system” are listed in the
“P.68R Equipment List” P/N NOR10.719-4.


The optional “Automatic wing-flaps control system” described in this
supplement, provides the Pilot with a convenient alternative wing-flap control
device which acts in parallel with the Main wing-flaps control system.
If the “Automatic wing-flaps control system” is operative, the Pilot may

select desired wing-flaps position (0°/15°/30°) by pressing the relevant
pushbutton located on the additional wing-flaps control keyboard located on the
instrument panel (see Fig. AA - 1).
Additional Flap
Flap position gauge Control keyboard
Figure AA - 1
INSTRUMENT PANEL WITH AUTOMATIC WING-FLAPS
ADDITIONAL CONTROL PANEL.
NOTE
The Automatic wing-flap control system is
overridden by the wing flaps main control knob
releasing wing flaps control.

CAUTION
- THE PILOT MUST ALWAYS CHECK FOR ACTUAL
WING-FLAPS POSITION BY READING THE WING
FLAPS POSITION GAUGE (MAIN WING-FLAP
CONTROL SYSTEM).
- WING FLAPS MUST NOT BE OPERATED DURING
TAKE-OFF OR BELOW 200 FEET.
NOTE
The wing flap main control knob always takes control
over the flaps..
The wing flap main control knob must be in the neutral
position (middle) to allow Automatic wing-flap control
system to be operated .
If the wing flap main control knob is not in the neutral
position, the Automatic wing-flap control system shall
result disabled.
7.1 AUTOMATIC WING FLAPS CONTROL SYSTEM KEYBOARD

On the wing-flap position control panel are located the following
pushbuttons, lights, and breaker (ref. Fig. AA - 2):
0° push button with integrated green light: Pressing this pb the automatic
flap control systems, if flaps are not yet set in 0° position, activates flaps until
reaching the desired 0° position. While in-transit from initial to the desired flap
position, the 0° pb green light flashes. Once reached the desired wing-flap
position, the relevant pb green light remains illuminated.
position, the 15° pb green light flashes. Once reach the desired wing-flap

position, the 30° pb green light flashes. Once reach the desired wing-flap
AUX FLAPS breaker: The breaker protects the automatic wing-flap control
system circuits. Tripping the breaker (pulling it out) the automatic wing-flap
control system is de-energized and isolated. “Aux Flaps” breaker has no
influence on the main flaps control system which remains active even in case of
“Aux Flaps” breaker tripped.
PTT Push To Test push button: When active (Flap Cue pb pushed) the
automatic wing flaps control system lights may be tested by pressing this pb
“PTT”. When not active (Flap Cue not pushed), PTT can test only “DOOR
OPEN” and “RECOVERY SWITCH” buttons. Typically the “PTT” button may
be operated during pre-flight check list.
Flap Cue Automatic Flap control ON/OFF switch with integrated amber
light: Pushing this button, the automatic wing-flap control is activated. Releasing
this pb, the automatic wing-flap control system is disabled.
“Door Open” red light: If lighted, it informs the Pilot that the cargo-door is
open. When lighted, both main and automatic wing-flaps control systems are
inhibited.
“Recovery Switch” switch with amber light: Pressing this pb, the cargo
door open interdiction to wing-flap operation is overridden and main and
automatic wing-flaps functioning is restored.

Figure AA - 2
AUTOMATIC WING-FLAP CONTROL SYSTEM KEYBOARD

7.2 WING FLAPS INTERDICTION SYSTEM WITH CARGO DOOR

OPENED
In order to prevent wing-flaps from damage caused by inadvertent flaps

operation when the cargo door is opened, the Automatic wing-flap control
system is integrated with a wing-flap interdiction system.
This feature inhibits any flaps operation if the aircraft cargo door is sensed
“open” by the switch/sensor located on the cargo door.
CAUTION
IN CASE OF FAILURE OR MALFUNCTION OF THE
CARGO DOOR OPEN SENSOR SYSTEM, BOTH
(MAIN AND AUTOMATIC) WING-FLAPS
CONTROL SYSTEMS BECOME INOPERATIVE
PREVENTING THE PILOT FROM USING FLAPS
CONTROL.
By pressing the “Recovery Switch” push button (with amber light) on the
additional flap control keyboard, the wing-flaps interdiction system is
overridden enabling the Pilot to recover wing-flaps control via the Main and the
Automatic control system.
CAUTION
OPERATING THE “RECOVERY SWITCH” THE
WING-FLAPS WITH CARGO DOOR OPENED
INHIBITION SYSTEM IS OVERRIDDEN.
THE PILOT MUST ALWAYS FIND THE ORIGIN OF
THE MALFUNCTION BEFORE OPERATING THE
“RECOVERY SWITCH”.

P.68R SUPPLEMENT AB – Sec.1
SUPPLEMENT AB
“CARGO DOOR OPEN” ALERTING SYSTEM
aircraft is equipped with the “Cargo Door Open” Alerting System, as per
change No. MOD.P68/94.

SUPPLEMENT AB – Sec.1 P.68R

followed.


There is no change to airplane operating limitations when the “Cargo Door
Open” Alerting System is installed.


There is no change to airplane emergency procedures when the “Cargo
Door Open” Alerting System is installed.


There is no change to airplane normal procedures when the “Cargo Door
Open” Alerting System is installed.

There is no change to airplane performances when the “Cargo Door Open”
Alerting System is installed.


There are no appreciable effects on the weight and balance when the
“Cargo Door Open” Alerting System is installed.


The optional “Cargo Door Open” Alerting System prevents the Pilot from
selecting any desired wing-flaps position when the cargo door is open.
Figure AB - 1
CONTROL LEVER PEDESTAL: CARGO DOOR ALERT, CONTROL
KEYBOARD INSTALLATION.
CAUTION
THE PILOT MUST ALWAYS CHECK FOR
ACTUAL WING-FLAPS POSITION BY
READING THE WING FLAPS POSITION
GAUGE (WING-FLAPS CONTROL SYSTEM).

CARGO DOOR ALERT KEYBOARD
On the “Cargo Door-Open” Alerting System control panel are located the
following pushbutton and lights (ref. Fig. AB - 2):
“Door Open” light (red light) with integrated “Push To Test” button
(PTT): If lighted, it informs the Pilot that the cargo-door is sensed open. When
lighted, the system inhibits the wing-flaps control.
During maintenance, when required, press the “Push To Test” button to check
the “Door Open” and “Recovery Switch” lights.
“Recovery Switch” push button switch (amber light): Pressing this p/b, the
cargo door open interdiction to wing-flap operation is overridden and the wing-
flaps functioning is restored.
Figure AB - 2
AUTOMATIC WING-FLAPS CONTROL SYSTEM KEYBOARD

WING FLAPS INTERDICTION WITH CARGO DOOR OPENED
In order to prevent wing-flaps from damage caused by inadvertent flaps

operation when the cargo door is opened, the “Cargo Door-Open” Alerting
System is integrated within the wing-flaps system.
This feature inhibits any flaps operation if the aircraft cargo door is sensed
“open” by the switch/sensor located on the cargo door.
CAUTION
IN CASE OF FAILURE OR MALFUNCTION OF THE
CARGO DOOR OPEN SENSOR SYSTEM, THE
WING-FLAPS CONTROL SYSTEMS BECOME
INOPERATIVE PREVENTING THE PILOT FROM
USING FLAPS CONTROL.
By pressing the “Recovery Switch” push button (with amber light) on the
additional flap control keyboard, the wing-flaps interdiction system is
overridden enabling the Pilot to recover wing-flaps control via the flaps control
system.
CAUTION
OPERATING THE “RECOVERY SWITCH” THE
WING-FLAPS WITH CARGO DOOR OPENED
INHIBITION SYSTEM IS OVERRIDDEN.
THE PILOT SHOULD ALWAYS MAKE SURE OF
THE ORIGIN OF THE MALFUNCTION BEFORE
OPERATING THE “RECOVERY SWITCH”.

P.68R SUPPLEMENT AC – Sec.1
SUPPLEMENT AC
SUPPLEMENTAL BUILT-IN OXYGEN SYSTEM
Oxygen cylinder capacity installed on board

(Authorized personnel must mark for proper cylinder capacity):
11 Cu.Ft. (311 liters)

Oxygen Cylinder Capacity
48 Cu.Ft. (1365 liters)

Oxygen Cylinder Capacity

SUPPLEMENT AC – Sec.1 P.68R
aircraft is equipped with the “FIXED OXYGEN SYSTEM KIT
INSTALLATION”, as per change No. MOD.P68/223.
Oxygen system provide to supply oxygen when required by applicable
regulations or to increase aircraft comfort.



followed.

The following limitations apply to operation of the Built-in Supplemental

Oxygen System.
1. Supplemental oxygen system is approved for operation up to

20000 ft.;
2. Smoking is not permitted
3. Do not use oxygen while using lipstick, petroleum jelly or any

other product containing oil or grease
4. Cannulas must not be used above 18000ft MSL - use oxygen

masks instead
5. In addition to point 4, cannulas must not be used by persons

experiencing nasal congestion - use oxygen masks instead
PLACARDS
On the oxygen quick-connecting outlet on the cabin ceiling

On the flexible lines of each cannula

Near oxygen switch
On the flexible lines of each dispensing units

IF 11 CU.FT. (311 Lt) OXYGEN CYLINDER IS INSTALLED:
Near Oxygen switch
Near Remote fill station

IF 48 CU.FT. (1365 Lt) OXYGEN CYLINDER IS INSTALLED:
Near Oxygen switch
Near Remote fill station

WARNING
For aircraft from s/n 509 onwards, the oxygen
indicator will be automatically cut off in case of dual
alternator failure.
3.1 EMERGENCY PROCEDURES
In case of:
- ENGINE FIRE DURING GROUND OPERATION or
- INFLIGHT ENGINE FIRE or
- ELECTRIC OR CABIN FIRE DURING GROUND

OPERATION or
- INFLIGHT ELECTRIC OR CABIN FIRE or
Add the following step to the approved emergency procedure:
a) OXYGEN SWITCH OFF
Rev. 42
3.2 SMOKE AND FUME IN THE CABIN
WARNING
Perform the following operation using only a mask.
Cannulas must not be used in this case.
WARNING
The pilot must use their responsibility in oxygen
use as not to cause an hazard in the event of an in-
cabin fire.
a) PILOT AND PASSENGERS DON MASK
b) OXYGEN SWITCH ON
c) OXYGEN FLOWMETER SET AT MAX ALTITUDE

(maximum flow rate)

3.3 OXYGEN IS NOT BEING DELIVERED
If the Oxygen systems does not function properly it might due to one or both of
the following causes:
- Oxygen low pressure (below 100 psi)
NOTE
Check for oxygen quantity from oxygen indicator.
- blockage or leakage of the oxygen lines.
NOTE
Check rotorflow and flowmeter ball position.
In case of oxygen system failure, or low oxygen pressure, do:
b) SAFELY AND GENTLY DESCENT IMMEDIATELY BELOW 12500

FEET AT LEAST AT A 750 FPM
WARNING
Pilot must safely descend to an altitude
lower than 12500 feet at least at a
750 fpm if Supplemental Oxygen System
cannot be used.

WARNING
Supplemental oxygen is preferred for flight
operation up to 12500 ft above MSL.
Supplemental oxygen is required for operation
above to 12500 ft.
Flight Rules may require use of supplemental
oxygen at altitude below 12500.
Applicable Flight Rules must take precedence.
NOTE
Use of supplemental oxygen may be recommended
for operation below 12500 ft take into account
other factors like rate of ascent, fatigue and
physical fitness levels.
If oxygen is preferred or requested, add the following procedures to those
already specified in the Basic Flight Manual.
4.1 PREFLIGHT CHECK LIST
Add the following operations:
a) FUSELAGE RIGHT SIDE
a.1. Access in baggage compartment
a.2. Check oxygen (from gauge mounted on the bottle located in the
baggage compartment) for enough quantity for planned flight
NOTE
To calculate oxygen duration refer to paragraph
4.6
a.3. Turn on Cylinder Head Valve to permit Oxygen in stand-by

4.2 BEFORE STARTING ENGINE
Add the following procedure:
CAUTION
Pilot must verify that there is one mask and/or
cannula for each occupant for planned flight and in
accordance to limitations of Chap. 2.
NOTE
Refer to OEM instructions for proper use and set
of the cannula or mask.
a) Check for number of masks or cannulas commensurate to indeed flight plan;
b) Oxygen masks: check for rips, tears, or blockage.

Check for microphone operation (where applicable). Adjust for proper
donning;
c) Oxygen cannulas: check for rips, tears, or blockage;
d) Flowmeters: held flowmeter vertical and check for internal ball

free moving
NOTE
Pilot oxygen quick-connecting outlet is free-flow
type outlet; connect mask or cannula to this outlet
before switch oxygen system ON. Other outlets
have a check valve that lock oxygen flow when
dispensing unit isn’t connected.
NOTE
Flowmeter must be held vertically when adjusting
or reading flow rate at proper altitude.
Correct reading is taken at the midpoint of the ball
and using right scale. Ball position indicates
oxygen is being delivered with a flow enough for
altitude indicated in the right scale.

e) BRIEF OF OXYGEN SYSTEM OPERATION WITH PASSENGERS
NOTE
Brief includes mask/cannula donning, flowmeter
adjusting/reading, rotorflow check and
connection/disconnection to quick outlet port.
f) MASKS/CANNULAS DON AND CONNECT TO OUTLET
g) OXYGEN SWITCH ON
h) FLOWMETER SET TO INTENDED

CRUISE ALTITUDE
NOTE
Check oxygen is being delivered from each
dispensing unit.
WARNING
Check oxygen quantity indicated by electrical
gauge in the cockpit is the same of that indicated
by the cylinder gauge (read during pre-flight
operations). If a different quantity is indicated
the oxygen system must be turned off (closing
cylinder head valve) and cannot be used.
i) OXYGEN SWITCH OFF
j) OXYGEN MASKS AND CANNULAS DISCONNECT

AND RE-STOW
Then complete Before Starting Engine Procedure

4.3 DURING FLIGHT OPERATION
NOTE
When oxygen use is required or preferred.
a) MASK OR CANNULA DON AND CONNECT TO OUTLET
b) OXYGEN SWITCH ON
NOTE
Check rotor flow, flowmeter(internal ball position)
and indicator at intervals of less than 5
minutes.For altitude above 18000 ft MSL at
intervals of less than 3 minutes.
c) FLOWMETER & ROTOR FLOW PERIODICALLY CHECK
d) PRESSURE GAUGE PERIODICALLY CHECK FOR

REMAINING OXYGEN QUANTITY
e) FLOWMETER ADJUST AS NECESSARY

f) FLEXIBLE OXYGEN LINES ENSURE FREE FLOW
OF OXYGEN
g) PILOT & PASSENGERS BREATH THROUGH THE

NOSE BOTH USING
FACE MASK OR CANNULA

4.4 SUPPLEMENTAL OXYGEN SYSTEM SHUTDOWN
b) FLOWMETER LEAVE OPEN UNTIL

PRESSURE IS RELIEVED
c) LINES, ROTOR FLOW,

FLOWMETER, MASK/CANNULA DISCONNECT AND STOW
SAFELY UNTIL NEXT FLY
4.5 SECURING AIRCRAFT
Add the following procedure
a) OXYGEN HEAD CYLINDER VALVE TURN OFF
NOTE
Above operation preserve oxygen quantity when
aircraft or oxygen system is not used.
It is not necessary to close the cylinder valve
during lunch stops, leg stretches, etc.

4.6 OXYGEN SYSTEM PERFORMANCE
In this paragraph are provided Oxygen Duration Charts for flight planning
purposes.
Two different configurations are used:
- 11 cu.ft oxygen cylinder capacity;
- 48 cu.ft oxygen cylinder capacity.
WARNING
Check cylinder capacity indicated in the proper
placard.
4.6.1 11 CU.FT. OXYGEN CYLINDER CAPACITY
NOTE
Use the Oxygen Duration Chart of this paragraph
if your system has 11 cu.ft oxygen capacity
The quantity of oxygen in the cylinder depends on pressure (Boyle’s Law).
In the following figures are showed, respectively, the percentage of remaining
oxygen referred to maximum bottle capacity and O2 duration at several altitude
with initial oxygen pressure of 1800 p.s.i.
Capacity vs Pressure
Charging factor (%)
100
80
60
40
20
0
0 300 600 900 1200 1500 1800
Pressure (p.s.i.)
Figure AC - 4.1
[11 CU.FT CYLINDER]

Duration Chart
Altitude (feet)
20000
1 User
2 Users
3 Users
4 Users
5 Users
6 Users
15000
10000
0 1 2 3 4 5
Available O2 hours
Figure AC - 4.2
[11 CU.FT.]
Duration chart values based on 11 Cu.Ft. cylinder
capacity at 1800 psi. Residual Oxygen below 200
psi has been considered out of total oxygen
quantity for safety
Example:
Two users (pilot + passenger)

Cylinder charging pressure 1400 p.s.i.
Fly altitude 14000 feet
From Figure AC - 4.1 charging factor is 0.77

From Figure AC - 4.2 available O2 hours are 1.8
Available duration O2 is 0.77·1.8 = 1.38 hours = 1h and 23min

4.6.2 48 CU.FT. OXYGEN CYLINDER CAPACITY
NOTE
Use the Oxygen Duration Chart of this paragraph
if your system has 48 cu.ft oxygen capacity
In the following figures are showed the percentage of remaining oxygen referred
to maximum cylinder capacity (48Cu.Ft) and O2 duration at several altitude with
initial oxygen pressure of 2200 p.s.i. (maximum charging pressure).
Capacity vs Pressure
Charging factor (%)
100
80
60
40
20
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Pressure (p.s.i.)
Figure AC - 4.3
[48 CU.FT]


Altitude (feet)
Duration Chart
20000
1 User
2 Users
3 Users
4 Users
5 Users
6 Users
15000
10000
0 3 6 9 12 15 18 21
Available O2 hours
Figure AC - 4.4
[48 CU.FT]
Duration chart values based on 48 Cu.Ft cylinder
capacity at 2200 psi.
Residual Oxygen below 200 psi has been
considered out of total oxygen quantity for safety
Example:
Three users
Cylinder charging pressure 1100 p.s.i.
Fly altitude 16000 feet
From Figure AC - 4.3 charging factor is 0.5

From Figure AC - 4.4 available O2 hours are 4.7
Available duration O2 is 0.5·4.7 = 2.35 hours = 2h and 21min

NO CHANGE.


The items of the fixed oxygen system are listed in the “P.68R Equipment
List” P/N NOR10.719-4.


Oxygen system consists mainly of two parts:
- oxygen source and distribution lines/devices
- dispensing units
The first part consists essentially of a cylinder with an head manual shut- off
gauged valve, a pressure regulator assembly with remote control through a
pneumatic switch in the crew compartment, a remote fill station and a pressure
transducer/indicator system to indicate charging pressure of oxygen cylinder in
the cockpit.
Dispensing units consist of quick connecting lines (between outlet and
mask/cannula), flowmeters, rotor-flow and breathing apparatus (masks or
cannulas). Flowmeters provide to regulate oxygen flow at intended flight
altitude: internal ball indicates oxygen is being delivered and ensure oxygen
flow is proper for flight altitude. Rotorflow is a further device to indicate oxygen
is being delivered.
Oxygen source and distribution lines/devices

Oxygen system has two different configurations (see cover page of this
supplement to know your configuration):
- 11 Cu.Ft (311 Lt). oxygen cylinder capacity @ 1850 p.s.i.
- 48 Cu.Ft. (1365 Lt) oxygen cylinder capacity @ 2200 p.s.i.
The main shut-down device is the valve fitted on the cylinder head. This valve
should be turned off during times of aircraft storage as to mitigate any oxygen
system drainage. It is not necessary to close this valve during refueling, lunch
stops, leg stretches, etc.
If oxygen system is required or preferred during flight pilot must turned on
oxygen system from head cylinder valve during preflight check and then the
system is controlled by the switch installed in the cockpit.
To fill the cylinder, without uninstall it, a remote fill station is provided; near
remote fill station a placard indicates the maximum charging pressure and
oxygen capacity of the cylinder.

On the high pressure line of the remote fill station, through a “T” fitting is
connected the pressure transducer that send an electric signal to indicator
installed in the pilot compartment to display charging pressure during flight.
As above mentioned in crew compartment are located both oxygen switch and
indicator (see fig. AC - 7.1).
Six (6) quick-connecting outlets, one for each users, are located near seats on the
overhead panel.
Fig. AC - 7.1
OXYGEN CHARGING INDICATOR AND SWITCH

Dispensing unit
Each occupant must be provided with a dispensing unit. .
There are six dispensing units equipped with flowmeter, rotorflow and quick
connection line
WARNING
Type of dispensing unit (mask or cannula) must
be in accordance with limitations of Chap. 2
Figures AC - 7.2 through AC - 7.4 show the correct use and donning of masks, ,
cannula, flowmeter adjusting mode and quick connection/disconnection.
Figure AC - 7.2
MASK DONNING

Figure AC - 7.3
CANNULA DONNING

Insert flowmeter line to quick connector:

Simply insert the male connector into the female connector located on the cabin
ceiling. Push in to yield a definite “click” sound. You will now have a positive
and airtight connection where the mechanically activated check valve will open
to allow oxygen to flow.
Remove flowmeter line from quick connector:

With your thumb or finger simply push the side release button in and pull
flowmeter line. If quick connector doesn’t release the line re-push the button in
ad re-pull the line.
Figure AC - 7.4
FLOWMETER REGULATION AND QUICK
CONNECTION/DISCONNECTION

AIRPLANE HANDLING, SERVICING AND

MAINTENANCE
Refilling oxygen cylinder:
WARNING
Only Aviator’s oxygen must be used to charge cylinder.
The following procedure must be performed:
b) AIRCRAFT ELECTRICAL POWER OFF
c) CYLINDER HEAD VALVE OPEN
d) REMOVE CAP FROM REMOTE FILL STATION
WARNING
Clean both the oxygen supply line and the filler
port to ensure cleaning from oils, dirt, etc., that
may create a fire hazard during refilling. Check
threads and ensure the filling port fitting
threads are not damaged.
e) CONNECT OXYGEN SUPPLY LINE
CAUTION
Fill at a maximum rate of 200 psi per
minute.(Excessive fill rates create heat build up in
the high pressure parts of the System, especially
the bottle. Excessive heat build up will result in
damage to the bottle, and may lead to fire).

WARNING
Do not exceed the following pressure values:
Cylinder capacity Maximum pressure
11 Cu.Ft. 1850 p.s.i.
48 Cu.Ft. 2200 p.s.i.
f) OPEN OXYGEN SUPPLY AND, AT A RATE LESS THEN 200 PSI/MIN,

FILL OXYGEN CYLINDER (DO NOT EXCEED MAXIMUM RATED
PRESSURE)
g) CLOSE OXYGEN SUPPLY
h) CLOSE CYLINDER HEAD VALVE
i) BLEED ENTRAPPED OXYGEN BETWEEN OXYGEN SUPPLY AND

REMOTE FILL STATION AND THEN DISCONNECT SUPPLY LINE
j) RE-FIT CAP ON THE REMOTE FILL STATION
Oxygen clearing
Periodically clean the oxygen breathing equipment with warm water or cleaning
oxygen detergent . As you clean the equipment pay close attention to the
conditions of the lines to ensure no tears or kinks have occurred.
Periodic anti-static treatment may be required on the flowmeter should the ball
act ‘sticky’ or function erratically. This is caused by the handling of the
flowmeter and a simple cleaning is required. The use of deionized water with a
very mild oxygen and breathing safe detergent is needed. Remove the cannula or
mask and add a few drops of this solution in the end of the tube and let it reach
the tapered tube of the flowmeter. Then run clean oxygen through the flowmeter
until dry
Carefully restore oxygen components.


P.68R SUPPLEMENT AD – Sec.1
SUPPLEMENT AD
SAGEM INTEGRATED COCKPIT DISPLAY SYSTEM

STORMSCOPE® WX500 OPTION
aircraft is equipped with the “SAGEM Integrated Cockpit Display System
STORMSCOPE® WX500 Option”, as per change No. MOD.P68/228.

SUPPLEMENT AD – Sec.1 P.68R

carefully followed.

P.68R SUPPLEMENT AD - Sec.2

There is no change to airplane operating limitations when the “SAGEM
ICDS Stormscope WX500 Option” is installed.


There is no change to airplane emergency procedures when the
“SAGEM ICDS Stormscope WX500 Option” is installed.


There is no change to airplane normal procedures when the “SAGEM

SUPPLEMENT AD - Sec.5 P.68R
There is no change to airplane performances when the “SAGEM ICDS
Stormscope WX500 Option” is installed.

P.68R SUPPLEMENT AD - Sec.6

There is no change to airplane weight and balance when the “SAGEM


The “SAGEM WX500” Option, described in this supplement,
provides the pilot with a convenient alternative weather mapping sensor
interface.
The WX500 detects electrical discharges from thunderstorms within

a 200 nm radius of the aircraft. This information is then sent to the SAGEM
Multi-Function Display (MFD) that plots the location of the thunderstorms.
The WX-500 is a passive sensor that listens for electromagnetic

signals with a receiving antenna. The WX-500 works as well on the ground
as it does in the air, thereby giving the pilot important planning information
before take-off.
Basically, the antenna detects the electric and magnetic fields

generated by intra-cloud, inter-cloud, or cloud-to-ground electrical
discharges that occur within a 200 nm radius of the aircraft and sends the
resulting “discharge signals” to the processor. The processor digitizes,
analyzes, and converts the discharge signals into range and bearing data then
stores the data in memory. The processor then sends this information to the
SAGEM MFD as cells and strikes. The WX-500 updates every 2 seconds.

Figure AD-1
SAGEM ICDS – Typical MFD Stormscope WX500 display

NOTE
Clearing the discharge points periodically while you are monitoring
thunderstorms is a good way to determine if the storm is building or
dissipating. Discharge points in a building storm will reappear faster and in
larger numbers. Discharge points in a dissipating storm will appear slower
and in smaller numbers. The WX-500 allows for the clearing of discharge
points through the optional Remote Clear button.
You should have the standard heading stabilization feature available
and turned on, so that you do not have to clear discharge points after every
heading change to ensure that the discharge points are positioned correctly
with respect to the current heading. Anyway, it is good practice to clear
discharge points once in a while.
CAUTION
- There are several atmospheric phenomena other than nearby
thunderstorms which can cause isolated discharge points in the strike display
mode. Clusters of two or more discharge points in the strike display mode
however do indicate thunderstorm activity when they reappear after clearing
the screen. Avoid the clusters and you’ll avoid the thunderstorms. In the cell
display mode, even a single discharge point may represent thunderstorm
activity and should be avoided.
- Never use your Stormscope system to attempt to penetrate a
thunderstorm. Avoid by at least 20 miles any thunderstorm identified as
severe or giving an intense radar echo.
7.1 MFD vs WX500 control system keyboard
The SAGEM Stormscope® WX-500 Option provides you with integrate

proven lightning detection and avoidance information with your moving map
avionics.
It features heading stabilized lightning data, 200 nm range, and pilot
selections for cell or strike mode (see Figure AD-1).

The “LTNG” LSK enables to cycle through the Stormscope Modes of

operation: STRK-CELL-OFF.
The MFD displays a 25 nm dotted yellow circle centered on A/C position.
The MFD displays strikes in yellow “X”, cells in yellow “+”.
The MFD calculates the number of strikes or cell detected per minute
(integrated over a period of 20 seconds). This number is displayed as
“RATE” above the GPS/FMS data box.
Refer to the WX-500 User’s Guide and SAGEM ICDS-XA manuals for
details on this system.


P.68R SUPPLEMENT AE - Sec.1
SUPPLEMENT AE
CABIN AIR SYSTEM
SECTION 1 - GENERAL
This Supplement must be attached to the basic Aircraft Flight Manual for aircraft
from s/n 457 onwards or for aircraft embodying Service Bulletin No.208.
The information contained herein supplements the basic Aircraft Flight Manual.
For limitations, procedures and performance information not contained in this
Supplement consult the basic Flight Manual.
Wherever conflict arises between information in this Supplement and in the
basic Flight Manual, the information herein must take precedence.
Rev. 35
SUPPLEMENT AE – Sec.1 P.68R


followed.
Rev. 3
P.68R SUPPLEMENT AE – Sec.2
Hot/Defrost Air System and Air Conditioning System operations are

forbidden during Take-Off and Landing.
PLACARDS
In Full View of Pilot (on the overhead panel):
Near Magnetic Compass:
Rev. 3
ENGINE OR ALTERNATOR FAILURE
NOTE
When engine or alternator failure occurs, the
Hot/Defrost Air System and Air Conditioning System
(if installed) will automatically be powered OFF.
INFLIGHT ENGINE FIRE
Add the following steps after hot air control knob OFF:
a. "CABIN AIR” switch COOLING or FAN
b. "COOLING / FAN - FAN SPEED" switches (crew + passenger) OFF
Rev. 3
PRE-FLIGHT CHECK LIST

Add the following checks:
Cockpit
1. Fan heater ports FREE FROM OBSTRUCTION
2. Defrost outlet FREE FROM OBSTRUCTION
Fuselage (right lower side)

3. Rear fan air intake FREE FROM OBSTRUCTION
NOTE
Perform the following pre-flight operations only if Air
Conditioning System is installed.
Fuselage (lower right side)

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

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

4. Evaporator Air Intake FREE FROM OBSTRUCTION
NOTE
Do not cover evaporator air intake during baggage
compartment utilization.
Rev. 3
A.F.M. P/N NOR10.707-30C Section 8
SUPPLEMENT AE - Sec.4 P.68R
GROUND OPERATION
Add the following procedure after pre-flight check list:
NOTE
To perform these operations (except for dynamic air
operation) connect aircraft with an external power
unit; otherwise perform this procedure after starting
engines.
1. VENTILATING MODE
a. "CABIN AIR” switch FAN
b. "COOLING / FAN - FAN SPEED" switches (crew + passenger)

AS REQUIRED
c. "DYNAMIC AIR” switch ON
NOTE
Open at least one “air cooling” outlet before cooling
operation.
2. COOLING MODE
NOTE
Cooling mode cannot operate if "COOLING / FAN -
FAN SPEED" switches (crew + passenger) are both
in OFF position.
a. "CABIN AIR” switch COOLING

AS REQUIRED
Rev. 3
3. HOT/DEFROST MODE
a. "CABIN AIR” switch HOT/DEFROST
4. DYNAMIC AIR
a. "DYNAMIC AIR” switch ON
5. OFF MODE
a. "CABIN AIR” switch COOLING or FAN
c. "DYNAMIC AIR” switch OFF
BEFORE STARTING ENGINES

Add the following steps:
c. "DYNAMIC AIR” switch OFF
BEFORE TAXIING
a. "CABIN AIR” switch AS REQUIRED

AS REQUIRED
c. "DYNAMIC AIR” switch AS REQUIRED
Rev. 3
BEFORE TAKE-OFF (Final Items)
WARNING
Hot/Defrost mode, Cooling mode and “rear” fans
speed must be OFF before take-off.

CLIMB / CRUISE / DESCENT

a. "CABIN AIR” switch FAN or COOLING

AS REQUIRED
BEFORE LANDING
WARNING
Hot/Defrost mode, Cooling mode and “rear” fan
speed must be OFF before landing


Rev. 3
No change to Basic AFM.
Rev. 3

The installation of the integrated Cabin Air System is listed in the “P.68R
Rev. 3
SECTION 7 – SYSTEM DESCRIPTION

Cabin air system is provided by the following systems:
- hot/defrost air system
- ventilation system
- air conditioning system (optional).
Cabin air system is controlled by switches installed on breaker panel (see
Figure 7-5).
NOTE
Hot/defrost system, rear fans ventilation system and
A/C system (if installed) are connected to automatic
cut-off circuit. So in the case of alternator (or engine)
failure each of these air systems will be automatically
powered OFF.
7.1 HOT / DEFROST SYSTEM (refer to Figures 7-1, 7-2 and 7-5)
Hot/defrost air system is composed by three electrical fan heaters and two
heat exchangers on the engine mufflers.
The three fan heaters are installed between frames No.1 and No.2: a central
fan heater is used as Defroster while left and right fan heaters provide to heat air
near pilot and copilot seats. These fan heaters are controlled by the “CABIN
AIR” switch installed on the breaker panel. Putting this switch on
HOT/DEFROST position the three fan heaters will be powered ON.
Each fan heater is protected against overheating by means of one thermal
switch and two thermal fuses.
A second subsystem composed by two heat exchangers on the engine
mufflers provide to heat cabin air by means of five adjustable air valves located
in the lower side of the fuselage. This subsystem is controlled by two control
knobs on the right side of the instrument panel that open / close the air heating
valves installed respectively into the LH & RH leading edges. When these
valves are closed hot air from the mufflers is discharged in the engine nacelles.
Electrical hot/defrost air system can operate if both alternator are operative
or if an external GPU is connected to the aircraft.
Defroster and the other two fan heaters are protected by two 60 Amp circuit
breakers.
Rev. 3
Figure 7-1 - Hot Air System (muffler exchanger)
Figure 7-2 - Hot/Defrost Fan Heater System
Rev. 3
7.2 VENTILATION SYSTEM (refer to Figures 7-3 and 7-5)
Ventilation system is composed by two different fans system:

- A forward system composed by two fans installed between frames
No.1 and No.2 to supply external air through two adjustable air
valves installed on the instrument panel. This system is controlled by
“DYNAMIC AIR” switch.
NOTE
Since external air is introduced through a dynamic
air intake (NACA port), there will be a positive air
flow to the crew during flight also with “DYNAMIC
AIR” switch in OFF position. So if dynamic air is not
desired the air valves must be closed.
- A rear system composed by two fans, one for crew and the other for
the passengers, that use air inducted from an intake hole located in
the fuselage rear cone. These fans are controlled by the switches
installed on the breaker panel. To activate each rear fan “CABIN
AIR” switch must be in FAN position and “FAN SPEED” switches in
HIGH or LOW position as required. Adjustable air outlets (one for
each occupant) are installed in the cabin ceiling.
Rear ventilation system is protected by two 10 Amp circuit breakers while

forward system is protected by one 1 Amp circuit breaker. These breakers are
installed in the breaker panel.
NOTE
Rear fans system can operate only if both engine
alternators are running or if a GPU is connected while
forward fans system (“dynamic air”) can operate
every time the master switch is ON.
NOTE
If air conditioning system is not installed “CABIN
AIR” switch positions are NOT USED-FAN-
HOT/DEFROST. In this case NOT USED position
enables the same functions of FAN position.
Rev. 3
Figure 7-3 - Ventilation System
Rev. 3
7.3 AIR CONDITIONING SYSTEM (refer to Figures 7-4 and 7-5)
In order to improve cabin air cooling an air conditioning system (A/C) can be
installed onboard optionally.
The A/C consists mainly of a compressor/condenser/receiver dryer unit and
an evaporator/fans unit. Both units are installed in the fuselage rear cone, behind
the baggage compartment.
Evaporator unit consists of one heat exchanger and two fans, of which one
supplies air to crew and the other one to passenger air outlets.
NOTE
Evaporator fans replace rear ventilation
fans system when A/C system is installed onboard. In
this case cabin air is used (instead of external air from
fuselage air intake).
A/C system is controlled by “CABIN AIR” and “FAN SPEED” switches. To

operate A/C system the “CABIN AIR” switch must be in COOLING position
and at least one “FAN SPEED” switch must be in LOW or HIGH position. If
both “FAN SPEED” switches are in OFF position A/C is automatically powered
OFF.
NOTE
A/C system can operate if both engine alternators are
running or if a GPU unit is connected.
NOTE
Before A/C operation assure that at least one air outlet
valve connected to the operative fan is opened.
The A/C system is protected against over pressure conditions by two separate
safety devices. The first device is a binary high/low pressure switch located on
the compressor discharge port that activates in the event of an over pressure or
low pressure condition. The second safety device is a fuse plug located on the
receiver/dryer which will vent system refrigerant safely overboard in the event
that system pressure raises up and pressure switch has not been activated.
Rev. 3
The compressor/condenser circuit is protected by one 100 Amp circuit

breaker installed on the power panel located behind the ceiling panel on the left
side of the cabin between the fuselage frames No.8 and No.9 while the
evaporator fans circuit is protected by two 10 Amp breakers installed on the
breaker panel.
Figure 7-4 - Air Conditioning System
Rev. 3
Figure 7-5 - Cabin Air Control System Layout
Rev. 3
Rev. 3
P.68R SUPPLEMENT AF
SUPPLEMENT AF
GARMIN G950 INTEGRATED COCKPIT
This Supplement must be attached to basic Flight Manual when the aircraft is
equipped with Garmin G950 Integrated Cockpit Display System.
limitations, procedures and performances not contained in this Supplement
precedence.
Rev. 35
SUPPLEMENT AF P.68R


carefully followed.
Rev. 25
Page 2 of 92 DATE: 16 February 2015
P.68R SUPPLEMENT AF

(MTOW = 2063 Kg)
PRIMARY
MARKINGS KIAS
Red Bar
Red bar is not displayed up to 50 KIAS 0 to 61
Red Line
White Bar
permissible with flaps extended. 61 to 103
Blue Line
Green Bar
speed. 67 to 161
Yellow Bar
- Caution Range
smooth air. 161 to 201
Red and White Bar
- Maximum Speed for all operations from 201
NOTE
The actual airspeed value is white-colored. It is turning
yellow from 191 up to 201 KIAS and it is presented in
red field when the speed is in the red and white bar.
Rev. 25
DATE: 16 February 2015 Page 3 of 92
SUPPLEMENT AF P.68R

(MTOW = 1960 Kg)
PRIMARY
MARKINGS KIAS
Red Bar
Red bar is not displayed up to 50 KIAS 0 to 60
Red Line
White Bar
permissible with flaps extended. 60 to 101
Blue Line
Green Bar
speed. 65 to 158
Yellow Bar
- Caution Range
smooth air. 158 to 200
Red and White Bar
- Maximum Speed for all operations from 200
NOTE
The actual airspeed value is white-colored. It is turning
yellow from 190 up to 200 KIAS and it is presented in
red field when the speed is in the red and white bar.
Rev. 25
P.68R SUPPLEMENT AF

(b) Tachometer
(c) Oil Pressure

(d) Oil Temperature

(e) Exhaust gas temperature

Normal Operating Range 1180 – 1380 °F
(f) Manifold Pressure

(g) Fuel Flow

Rev. 46
SUPPLEMENT AF P.68R

MARKINGS
(a) Ammeter
Normal Operating Range (70A Alternators) 0 – 80 A
Normal Operating Range (130A Alternators) 0 – 150 A
2.5 KINDS OF OPERATIONS

The aircraft equipped with GARMIN G950 Integrated Cockpit Display
System is approved for VFR Day/Night and IFR Operations.
For aircraft operational approval, all the additional equipment required by
National Aviation Authority must be installed and operative.
The aircraft has not been approved for flight in known icing conditions.
Rev. 25
P.68R SUPPLEMENT AF
3.0 LIST OF EMERGENCY PROCEDURES

3.4 PFD FAILURE
3.7 OAT SYSTEM FAILURE
3.9 VERTICAL SPEED FAILURE
3.10 MARKER BEACON FAILURE
3.11 HSI FAILURE
3.12 RATE OF TURN INDICATOR FAILURE
3.13 GPS 1 FAILURE
3.14 GPS 2 FAILURE
3.15 BOTH GPS 1 & 2 FAILURE
3.16 NAV 1 FAILURE
3.17 NAV 2 FAILURE
3.18 COM 1 FAILURE
3.19 COM 2 FAILURE
3.20 GLIDESLOPE FAILURE
3.21 MFD FAILURE
Rev. 25
SUPPLEMENT AF P.68R
3.24 TOTAL ENGINE PARAMETERS FAILURE

3.25 BUS BAR VOLTAGE ALERTS
3.26 AMMETER FAILURE
3.27 MAP INDICATOR FAILURE
3.29 CHT INDICATOR FAILURE
3.30 EGT INDICATOR FAILURE
3.31 HIGH OR LOW FUEL PRESSURE
3.32 LOW OIL PRESSURE
3.33 HIGH OIL PRESSURE
3.34 HIGH OIL TEMPERATURE
3.35 LOW OIL TEMPERATURE
3.37 BOTH PFD & MFD FAILURE
3.38 PFD (MFD) COOLING FAN FAILURE
Rev. 40
P.68R SUPPLEMENT AF
The procedures and information provided in the Section 3 of the basic

Airplane Flight Manual are not changed, except paragraphs “Single
Alternator Failure”, “Dual Alternator Failure” and “Complete Electrical
Failure”, modified as follows.

(LH or RH ALT OUT message on Alerts window)
Affected LH or RH GEN Switch OFF
Electrical Loads REDUCE to minimum
Ammeter CHECK
NOTE
In case of single alternator failure, there is a loss
of redundancy and the equipment listed in
Section 7 will be automatically cut off.

(both LH / RH ALT OUT message on Alerts window)
NOTE
It is normal that the following red warning
messages appear on Alerts window: ESSENT LO
VOLT, LH MAIN LO VOLT, RH MAIN LO
VOLT.
LH & RH GEN Switches OFF
WARNING
Since both alternators have been switched
OFF, the battery will maintain the essential
load for at least 30 minutes.
Prepare to land.
VHF transmission should be restricted to 6
minutes total during flight.
Rev. 42
SUPPLEMENT AF P.68R

LH & RH FUEL PUMP Switches OFF unless necessary
AV BUS Switch OFF
SEC BUS Switch OFF
CABIN AIR Switch FAN
COOLING FAN SPEED Switches (crew + passenger) OFF
PROP DE-ICE Switch (if installed) OFF
SURF DE-ICE Switch (if installed) OFF

LH & RH FUEL PUMP Switches OFF unless necessary
PROP DE-ICE Switch (if installed) OFF
SURF DE-ICE Switch (if installed) OFF
WARNING
For aircraft from s/n 509 onwards, the
autopilot and the oxygen indicator (if
installed) will be automatically cut off in case
of dual alternator failure.
For all aircraft
WARNING
Prior to switching OFF the PROP DE-ICE
and SURF DE-ICE switches, immediately
come out from inadvertently encountered
icing conditions, according to Procedure 4.13
published in the basic AFM.

LDG LIGHT Switch OFF unless at
Rev. 42
P.68R SUPPLEMENT AF

PITOT HEAT Switch OFF unless necessary
DE-ICE LIGHT Switch OFF
LAND As soon as possible
WARNING
Operate landing gear emergency extension to
lower the landing gear.
NOTE
Operating systems allowed for the emergency
phase (with battery only):
(a) PFD
(b) MFD (for aircraft from s/n 509 onwards)
(c) GIA63W1 (COM1/NAV1)
(d) Audio Panel GMA1347
(e) Stall warning
(f) NAV Lights
(g) Landing light
(h) Landing gear system
(i) Door lock system
(j) Clock
(k) Hour meter
(l) Map Light
(m) GEA71 RH & LH
(n) GDC74A Air Data Computer
(o) AHRS GRS77 and GMU44
(p) OAT
(q) ADI Standby
(r) Blowers
Rev. 44
SUPPLEMENT AF P.68R
NOTE
In case of complete electrical failure, operating
only standby flight instruments:
(a) Airspeed indicator
(b) Altimeter
(c) ADI
(d) Magnetic compass
WARNING
Flaps cannot be lowered.
WARNING
Stall warning becomes inoperative.
Rev. 25
P.68R SUPPLEMENT AF

Airplane Flight Manual should be also supplemented by the following ones
with reference to Garmin G950.
3.4 PFD FAILURE

PFD Breaker CHECK IN
NOTE
In case of PFD display failure, Garmin G950
system automatically enters into the reversionary
mode switching to the MFD display within 10
seconds. In reversionary mode, Traffic
Avoidance System, Stormscope and Weather
Radar information won’t be displayed.
WARNING
In case of PFD failure, COM 1 and NAV 1
become inoperative and are RED X flagged.
COM 2 REVERT TO
NAV 2 REVERT TO
NOTE
GPS 1 becomes inoperative and Garmin G950
system automatically switches over to GPS 2.

If an erroneous airspeed indication is suspected or a FAIL RED X appears on
the airspeed indicator on the PFD:

Rev. 31
SUPPLEMENT AF P.68R
NOTE
In case of airspeed or total ADC failure, the
autopilot remains engaged and all modes are
operative.

If an erroneous altitude indication is suspected or a FAIL RED X appears on
the altitude indicator on the PFD:
NOTE
In case of airspeed or total ADC failure, the
autopilot remains engaged and all modes are
operative.
Rev. 25
P.68R SUPPLEMENT AF
3.7 OAT SYSTEM FAILURE

NOTE
Refer to the Procedure 4.13 published in the
basic AFM if icing conditions are inadvertently
entered.

If an erroneous attitude indication is suspected or a FAIL RED X appears on
the attitude indicator on the PFD:
S-TEC 55X Autopilot OFF
Standby Attitude Indicator USE as sole mean

to determine a/c attitude
3.9 VERTICAL SPEED FAILURE

vertical speed
Rev. 25
SUPPLEMENT AF P.68R
3.10 MARKER BEACON FAILURE

If the Marker indicator fails:
AUDIO PNL/MKR breaker CHECK IN
High sensitivity marker beacon key on audio panel PRESS
If failure still remains, when appropriate:
NOTE
If there is a failure of the Audio Panel, a fail-safe
circuit connects the pilot’s headset and
microphone directly to the COM1 transceiver.
Audio will not be available on the speaker.
3.11 HSI FAILURE

If an erroneous heading indication is suspected or a FAIL RED X appears on
the HSI on the PFD:
GPS1/NAV1 Breaker CHECK IN
GPS2/NAV2 Breaker CHECK IN
Rev. 25
P.68R SUPPLEMENT AF
If the breakers are IN:
Standby Magnetic Compass USE as sole mean

to determine a/c heading
3.12 RATE OF TURN INDICATOR FAILURE

turn rate
3.13 GPS 1 FAILURE

NOTE
If GPS 1 is active and there is a failure, Garmin
G950 system automatically switches over to
GPS 2.
GPS/NAV1 breaker CHECK IN
If the breaker is OUT, also NAV 1 and COM 1 won’t be operative:
COM 2 REVERT TO
NAV 2 REVERT TO
CDI softkey PRESS to cycle

through navigation sources
Rev. 25
SUPPLEMENT AF P.68R
3.14 GPS 2 FAILURE
WARNING
In case of GPS 2 failure, the AUTOPILOT
MUST BE DISENGAGED.
NOTE
If GPS 2 is active and there is a failure, Garmin
G950 system automatically switches over to GPS 1.
If the breaker is OUT, also NAV 2 and COM 2 won’t be operative:

Autopilot DISENGAGE
COM 1 REVERT TO
NAV 1 REVERT TO
WARNING
If GPS/NAV2 breaker is OUT, all the optional
equipment (ADF, DME, TAS and Stormscope)
become inoperative.
3.15 BOTH GPS 1 & GPS 2 FAILURE

GPS signal status PAGE on MFD CHECK
If NO GPS signal is present and failure still remains:

GPS/NAV1 & GPS/NAV2 breakers CHECK IN
If the breakers are OUT, navigation and communication systems won’t be

operative:
Rev. 44
P.68R SUPPLEMENT AF
3.16 NAV 1 FAILURE

If the NAV1 field is RED X flagged:
NAV 2 REVERT TO

If the breaker is OUT, also COM 1 won’t be operative:
COM 2 REVERT TO
3.17 NAV 2 FAILURE

If the NAV2 field is RED X flagged:
NAV 1 REVERT TO

If the breaker is OUT, also COM 2 won’t be operative:
COM 1 REVERT TO
WARNING
If GPS/NAV2 breaker is OUT, all the optional
equipment (ADF, DME, TAS and Stormscope)
become inoperative.
Rev. 25
SUPPLEMENT AF P.68R
3.18 COM 1 FAILURE

If the COM 1 field is RED X flagged:
COM 1 breaker CHECK IN
COM 2 REVERT TO
3.19 COM 2 FAILURE

If the COM 2 field is RED X flagged:
COM 2 breaker CHECK IN
COM 1 REVERT TO
3.20 GLIDESLOPE FAILURE

If NO GS appears on the PFD:
Navigation Frequency CHECK
If NO GS message still remains:
NAV2 Navigation REVERT TO
If NO GS message still remains, when appropriate.
Rev. 25
P.68R SUPPLEMENT AF
3.21 MFD FAILURE

WARNING
In case of MFD failure, the AUTOPILOT
MUST BE DISENGAGED.
MFD breaker CHECK IN

NOTE
In case of MFD display failure, Garmin G950
system automatically enters into the reversionary
mode switching to the PFD display within 10
seconds. In reversionary mode, Traffic
Avoidance System, Stormscope and Weather
Radar information won’t be displayed.
WARNING
In case of MFD failure, COM 2 and NAV 2
become inoperative and are RED X flagged.
Autopilot DISENGAGE
COM 1 REVERT TO
NAV 1 REVERT TO
NOTE
GPS 2 becomes inoperative and Garmin G950
system automatically switches over to GPS 1.
WARNING
If MFD breaker is OUT, all the optional
equipment (ADF, DME, TAS, Stormscope and
Weather Radar) become inoperative.

LH ENG MODULE breaker CHECK IN
GPS/NAV 1 & COM 1 breakers CHECK IN
GPS/NAV 2 & COM 2 breakers CHECK IN
Rev. 44
SUPPLEMENT AF P.68R
If the breakers are IN, enter into the reversionary mode as follows:

RH ENG MODULE Breaker CHECK IN
GPS/NAV 1 & COM 1 Breakers CHECK IN

Rev. 25
P.68R SUPPLEMENT AF

LH ENG MODULE Breaker CHECK IN
RH ENG MODULE Breaker CHECK IN
If the breakers are IN:

(but not full forward
unless required for flight phase)
Rev. 25
SUPPLEMENT AF P.68R
3.25 BUS BAR VOLTAGE ALERTS

NOTE
“BATT LO VOLT” or “ESSENT LO VOLT” or “LH
MAIN LO VOLT” or “RH MAIN LO VOLT” message
could appear on PFD during operation below 1800
RPM. This could be not related to any failure.
Refer to Section 4 para 4.17 of this Supplement for
the procedure to be performed.
On Alerts window:
▪ BATT LO VOLT annunciation is present:

RH & LH GEN Switches CHECK ON
RH & LH REG Breakers CHECK IN
If switches are ON and breakers are IN:

▪ ESSENT LO VOLT annunciation is present:

RH and/or LH MAIN LO VOLT messages CHECK
If no messages are present:

If messages are present:

If switches are ON and breakers are IN:

▪ LH MAIN LO VOLT annunciation is present:

LH ammeter reading on MFD CHECK
Rev. 35
P.68R SUPPLEMENT AF
If reading is 0 Amp:
LH GEN Switch CHECK ON
LH REG Breaker CHECK IN
If switch is ON and breaker is IN:
Single Alternator Failure Procedure PERFORM

(see para. 3.1 of this Supplement)
 RH MAIN LO VOLT annunciation is present:
RH ammeter reading on MFD CHECK
If reading is 0 Amp:
RH GEN Switch CHECK ON
RH REG Breaker CHECK IN
If switch is ON and breaker is IN:
Single Alternator Failure Procedure PERFORM

3.26 AMMETER FAILURE

RH & LH ALT OUT messages present CHECK
If messages are present:
RH & LH ALT OUT Breakers CHECK IN
Rev. 25
SUPPLEMENT AF P.68R
If breakers are IN:
If switches are ON:
Dual Alternator Failure Procedure PERFORM

3.27 MAP INDICATOR FAILURE


Propellers MAINTAIN setting

CHECK engine noise
3.29 CHT INDICATOR FAILURE

Remaining CHT gauges USE to determine
CHT operating range
If all CHT fail:

Rev. 25
P.68R SUPPLEMENT AF
3.30 EGT INDICATOR FAILURE

EGT operating range

3.31 HIGH OR LOW FUEL PRESSURE

LH or RH FUEL PRES LO message on Alerts window:
Affected engine booster pump ON
LH or RH FUEL PRES HI message on Alerts window:
Affected engine booster pump (if active) OFF
Affected engine power REDUCE
WARNING
Land at the nearest suitable airfield. Prepare
to perform the engine failure emergency
procedure in accordance with § 3.5 of basic
Flight Manual.
3.32 LOW OIL PRESSURE

LH or RH OIL PRES LO message on Alerts window:
WARNING
Oil pressures below the limit value of 25psig
can cause a total loss of power due to engine
failure.
Rev. 25
SUPPLEMENT AF P.68R
ASSUME loss of engine oil
Oil Temperature and RPM USE as OIL PRESS

WARNING
Flight Manual.
3.33 HIGH OIL PRESSURE

Oil Temperature CHECK
If oil temperature is within green range, assume a false oil pressure

indication:
Oil Temperature CONSTANTLY MONITOR
If oil temperature is outside green range:
WARNING
Flight Manual.
Rev. 25
P.68R SUPPLEMENT AF
3.34 HIGH OIL TEMPERATURE

LH or RH OIL TEMP HI message on Alerts window:
WARNING
Oil temperatures above the limit value of
245°F (118°C) can cause a total loss of power
due to engine failure.
Oil Pressure CHECK
If oil pressure is below green range, assume loss of engine oil:
Affected engine power REDUCE as necessary
WARNING
A further increase in oil temperature must be
expected. Land at the nearest suitable
airfield. Prepare to perform the engine
failure emergency procedure in accordance
with § 3.5 of basic Flight Manual.
If oil pressure is within green range:
Affected engine power REDUCE as necessary
Airspeed INCREASE
WARNING
If high oil temperature is announced and oil
pressure indication is within green range, it
can be assumed that there is no technical
defect in the engine oil system, hence the
above mentioned procedure could improve
engine cooling and lower oil temperature.
Increase by descending if situation permits.
If oil temperature does not return within
green range, perform a landing on the nearest
suitable airfield.
Prepare to perform the engine failure
emergency procedure in accordance with § 3.5
of basic Flight Manual.
Rev. 40
SUPPLEMENT AF P.68R
3.35 LOW OIL TEMPERATURE

NOTE
During an extended descent from high altitudes
with a low power setting, oil temperature may
decrease. In this case an increase in power will
restore normal operating temperatures.
Affected engine power INCREASE
Airspeed REDUCE as situation permits

Fuel Quantity MONITOR for regular
consumption
3.37 BOTH PFD & MFD FAILURE


(but not full forward
unless required for flight phase)
3.38 PFD (MFD) COOLING FAN FAILURE

CAUTION
In case of inoperative PFD (MFD) cooling fan,
the CAS message “PFD (MFD) FAN FAIL”
will be displayed.
Based on internal temperature of PFD (MFD), a
gradual decreasing of the display brightness
level is possible.
The pilot must be prepared to a total power-off
of the concerned display.
Rev. 40
P.68R SUPPLEMENT AF

Airplane Flight Manual are not changed, except paragraphs “Pre-Flight
Check List”, “Before Starting Engines”, “Engine Start”, “Before Taxiing”
and “Before Take-off (Final Items)”, modified as follows.
4.1 PRE-FLIGHT CHECK LIST

Remove external control surface locks if inserted.
NOTE
Plugging and turning ON, the external power
results in a battery charge process. Be aware of
battery state of charge since it is not monitored.
Refer to the battery service manual for guidance
and maintenance procedure.
COCKPIT
(b) Aircraft Documents CHECK
(c) Head sets CHECK
(d) Flight Controls FREE and CORRECT MOVEMENT
(e) Trim Controls NEUTRAL
(f) Static Source NORMAL
(g) Electrical Switches OFF
(h) Circuit Breakers IN
(i) MSTR BATT Switch ON
(j) SEC BUS Switch ON
(k) CUT OFF system CHECK
(with only battery supply) [Activate and verify that one of the
following systems (evaluated in operative
status), if installed, does not work:
- Fan crew or Fan passengers
- Environmental control system
- Aux power socket(s)
- AOA plus heater system]
(l) PFD and MFD CHECK ON
Rev. 41
SUPPLEMENT AF P.68R
(m) AHRS CHECK ON

(n) Map Light Switch Internal Lamp CHECK ON
(o) Map Light CHECK FOR OPERATION
(p) Fuel Quantity Gauge CHECK READINGS
(q) Flaps CHECK UP
(r) Landing Gear Lever CHECK DOWN
(s) NAV & STROBE LIGHT Switches ON
(t) LDG & TAXI LIGHT Switches ON
(u) Alternate Static Source PRESS TO DRAIN
then RELEASE
(v) LH & RH MAGNETO Switches CHECK OFF
(w) Throttles CHECK IDLE
(x) Propellers CHECK FORWARD
(y) Mixtures CHECK IDLE CUT-OFF
(z) ELT Remote Switch CHECK THAT REMOTE
Should an operational check for the ELT be desired, carry out the
“FUNCTIONAL TESTING” in accordance with the procedure in the
relevant applicable manufacturer’s documentation.
(aa) Right Engine Turn Off Lever CHECK THAT LEVER IS SET
and its guard TO REARWARD POSITION
AND ITS GUARD SECURED
WITH SAFETY WIRE
(ab) Fire extinguisher CHECK FOR PROPER
INSTALLATION
AND EXPIRE DATE
LEFT WING
(b) Inboard Leading Edge Condition CHECK
(c) Oil Cooler CLEAR
(d) Engine Air Intake CLEAN and SECURE
(e) Engine Air Intake Filter CHECK FOR DAMAGE
Rev. 41
P.68R SUPPLEMENT AF
LESS THAN 50%

CONTAMINATION
(f) Nacelle Locking Screws CHECK and SECURE
(g) Propeller and Spinner CHECK
(h) Exhaust Pipes CHECK
(i) Fuel Filter Drain DRAIN
(j) De-ice Boot (if installed) CHECK
(k) Taxi/Landing Lights CHECK
(l) Tie Down Rope (if installed) UNTIE
(m) Wing Tip CHECK
(n) Navigation Light CHECK
(o) Anti-collision Light CHECK
(p) Static Wicks CHECK
(q) Fuel Tank Cap CHECK SECURE
(r) Aileron CHECK
(s) Fuel Tank Vent CLEAR
(t) Flap CHECK
(u) Control Lock (if installed) REMOVE
(v) HF Antenna (if installed) CHECK SECURE
and INTEGRITY
FUSELAGE (LEFT SIDE)
(b) Entrance Door CHECK
(c) Windows CHECK
(d) VHF / ADF Antenna CHECK
(e) Left Main Landing Gear / doors CHECK
Rev. 25
SUPPLEMENT AF P.68R

and check Left MLG doors for general conditions.
(f) Aircraft left side CHECK pitch attitude
(g) Static Port CLEAR

(h) Brakes Lines Condition CHECK
(i) Chock REMOVE
For a/c from s/n 506 onwards or for a/c embodying Service Bulletin No.255
(j) Emergency Landing Gear line gauge CHECK PRESSURE
IN GREEN ARC
(k) Tie Down Rope (if installed) UNTIE

(l) HF Antenna (if installed) CHECK SECURE
and INTEGRITY
EMPENNAGES
(b) Empennage De-Ice Boots (if installed) CHECK
(c) Rudder CHECK
(d) Rudder Trim Tab CHECK
(e) Stabilator Trim Tab CHECK
(f) Anti-collision Light CHECK
(g) VOR Antenna CHECK
(h) Control Locks (if installed) REMOVE
(i) HF Antenna (if installed) CHECK SECURE
and INTEGRITY
(j) Bank attitude CHECK
Rev. 39
P.68R SUPPLEMENT AF
FUSELAGE (RIGHT SIDE)

(b) Windows CHECK
(c) Right Main Landing Gear / doors CHECK
and check Right MLG doors for general conditions.
(d) Static Port CLEAR
(e) Brake Lines Condition CHECK
(f) Chock REMOVE
For aircraft up to s/n 498 if not embodying Service Bulletin No.255

(g) Emergency Landing Gear line gauge CHECK PRESSURE
(Access through the baggage door) IN GREEN ARC
(h) Hydraulic fluid reservoir level CHECK

(Access through the baggage door) BY UNSCREWING DIPSTICK
(i) ELT Unit, ELT Antenna CHECK ELT antenna and

(Access through the baggage connector for security.
door and remove the bulkhead) CHECK ELT unit installation for
general condition and security.
ENSURE ELT header switch
is set to arm.
(j) Baggage Door SECURE AND LOCK
(k) Crew Door CHECK
(l) Antennas CHECK
RIGHT WING
(a)-(v) SAME CHECKS PERFOMED ON LEFT WING
(w) Stall Warning Detector CHECK
Rev. 39
SUPPLEMENT AF P.68R
(x) Stall Detector Heating system CHECK

(for not more than 5
sec.)
NOSE SECTION
(b) Windshield and Windows CHECK
(c) Additional windshield defroster CHECK
(for not more than 5 sec.)
(d) Pitot Tube(s) CHECK
(e) Pitot Heating system CHECK
(for not more than 5 sec.)
(f) Nose Gear / doors CHECK
and check NLG doors for general conditions.
(g) Nose Cone CHECK SECURED
(h) Chock REMOVE
CAUTION
If fluid de-frosting preparations are used to clear
ice and snow from wing and tail surfaces, ensure
that the solutions do not contaminate the control
surfaces ball bearings as this can lead to seizure.
Rev. 39
P.68R SUPPLEMENT AF
4.2 BEFORE STARTING ENGINES

(a) Pre-Flight COMPLETE
(b) Entrance Door and Crew Door CLOSE and SECURE
(c) Passengers Briefing COMPLETE
(d) Seats ADJUST
(e) All Seat Back Rests Quick Release Pins SECURE
(f) Belts and Harnesses SECURE
(g) Parking Brake TEST and SET
(h) LH & RH FUEL PUMP Switches OFF
(i) Altimeter and Clock SET
(j) Throttles OPEN ½ INCH
(k) Propellers FULL FORWARD
(l) Mixtures IDLE CUT-OFF
(m) Fuel Selector RH ENG -RH TANK
LH ENG -LH TANK
(n) MSTR BATT Switch ON

(o) SEC BUS Switch ON
(p) AV BUS Switch ON
(q) Fuel Quantity Indicator CHECK
(r) Landing Gear Lever DOWN
(s) Circuit Breakers IN
(t) Battery Voltage CHECK
(u) Landing Gear Position Indicator Lights:
(v) NAV & STROBE LIGHT Switches ON
Rev. 25
SUPPLEMENT AF P.68R
(w) Cockpit Light AS REQUIRED

(x) Trim Tabs CHECK and SET FOR T/O
(y) Alternate Air Controls OFF
4.3 ENGINE START (Left Engine First)

First engine start may be made using either the aircraft battery or an external
power unit. When starting on the external power unit, both alternators must
be switched OFF.
WARNING
After power supply, before starting engine,
the PFD and MFD appear.
If any failure message appears on PFD or on
MFD, the take-off is strictly prohibited until
the problem has been identified and solved.
4.3.1 ENGINE START WITH A/C BATTERY
NOTE
It is normal that the following red warning
messages appear on Alerts window: ESSENT LO
VOLT, LH MAIN LO VOLT, RH MAIN LO
VOLT.
(a) MSTR BATT Switch CHECK ON

(b) SEC BUS Switch CHECK ON
(c) AV BUS Switch CHECK ON
(d) LH GEN Switch CHECK OFF
(e) RH GEN Switch CHECK OFF
Rev. 25
P.68R SUPPLEMENT AF
For LEFT ENGINE:

(f) LH MAGNETO Switch ON
(g) FUEL PUMP Switch (affected engine) ON
(h) Mixture Control RICH until a stabilized fuel flow
(i) Propeller Area CHECK CLEAR

(j) Starter ENGAGE
CAUTION
Do not crank for more than 10 seconds. Wait at
least 20 seconds to cool-down between attempts.
Repeat up to 6 times, then let starter cool for 30
minutes.
NOTE
In the event of backfire during engine start-up,
shut down the engine and check the entire intake
system for security and damage before flight. In
this case the downstream face of the foam
element will show charring. Replace any
damaged element.
(k) Mixture Control ADVANCE as engine starts

(l) RH MAGNETO Switch ON
(m) Oil Pressure CHECK RISING on MFD
WARNING
Oil pressure should rise within 30 seconds,
except in very cold weather, when it may take
somewhat longer. Take-off should not be
started if oil pressure is above maximum. If
the oil pressure gauge does not show any
indication, shut down the engine and
investigate.
Rev. 25
SUPPLEMENT AF P.68R
(n) Starter Light CHECK OFF

(o) FUEL PUMP Switch (affected engine) OFF
(p) GEN Switch (affected engine) ON
(q) Throttle 1000 RPM
(r) For RIGHT ENGINE: REPEAT steps (f)-(q)
as for left engine
(s) Alternators CHECK

(t) One VHF COMM ON and SET
4.3.2 ENGINE START WITH EXTERNAL POWER

(a) LH GEN Switch CHECK OFF
(b) RH GEN Switch CHECK OFF
(c) External Power Source CONNECT and ON
(d) MSTR BATT Switch CHECK ON
(e) SEC BUS Switch CHECK ON
(f) AV BUS Switch CHECK ON
For LEFT ENGINE:
(g) LH MAGNETO Switch ON
(h) FUEL PUMP Switch (affected engine) ON
(i) Mixture Control RICH until a stabilized fuel flow
(j) Propeller Area CHECK CLEAR
(k) Starter ENGAGE
CAUTION
Do not crank for more than 10 seconds. Wait at
least 20 seconds to cool-down between attempts.
Repeat up to 6 times, then let starter cool for 30
minutes.
Rev. 25
P.68R SUPPLEMENT AF
NOTE
In the event of backfire during engine start-up,
shut down the engine and check the entire intake
system for security and damage before flight. In
this case the downstream face of the foam
element will show charring. Replace any
damaged element.
(l) Mixture Control ADVANCE as engine starts

(m) RH MAGNETO Switch ON
(n) Oil Pressure CHECK RISING on MFD
WARNING
Oil pressure should rise within 30 seconds,
except in very cold weather, when it may take
somewhat longer. Take-off should not be
started if oil pressure is above maximum. If
the oil pressure gauge does not show any
indication, shut down the engine and
investigate.
(o) Starter Light CHECK OFF

(p) FUEL PUMP Switch (affected engine) OFF
(q) Throttle 1000 RPM
(r) For RIGHT ENGINE: REPEAT steps (g)-(q)
as for left engine
(s) External Power Source OFF and REMOVE

(t) LH & RH GEN Switches ON and CHECK
(u) One VHF COMM ON and SET
Rev. 25
SUPPLEMENT AF P.68R
4.4 BEFORE TAXIING
(a) MSTR BATT Switch CHECK ON

(b) SEC BUS Switch CHECK ON
(c) AV BUS Switch CHECK ON
(d) Navigation Lights AS REQUIRED
(e) Taxi/Landing Lights AS REQUIRED
(f) Gyro Instruments (if installed) SET
(g) Altimeter SET
(h) Radios ON, SET & CHECK
(i) Flaps CHECK FULL RANGE then UP
(j) Brakes RELEASE
Rev. 35
P.68R SUPPLEMENT AF
4.5 BEFORE TAKE-OFF (Final Items)
(a) LH & RH FUEL PUMP Switches ON

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

(d) Engine Instruments CHECK GREEN ARC
(e) Alternate Air OFF
WARNING
When flying in a high humidity environment
at any air temperature, open the engine
alternate air doors.
(f) Rudder Trim SET

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

(i) Doors Locked, Seat Belts Fastened CHECK
(j) Quadrant Friction ADJUST
(k) Flight Controls CHECK FOR FREE
AND FULL TRAVEL
(l) Mixture Control FULL RICH
(m) Propellers FULL FWD
(n) Parking Brake RELEASE
Rev. 25
SUPPLEMENT AF P.68R

Airplane Flight Manual should be also supplemented by the following ones
with reference to Garmin G950.
For a detailed description of the normal procedures refer to document
“Garmin G950 Integrated Flight Deck Pilot’s Guide - Vulcanair P68”
p/n 190-01325-00 rev.A (for aircraft up to s/n 486) and p/n 190-01325-01
rev.A (for aircraft from s/n 487).
4.6 PFD OPERATION

(Refer to Section 7 of this Supplement for PFD MAP softkey and controls)
4.6.1 NAVIGATION SOURCE SELECTION

- GPS through navigation sources
- NAV1 (VOR/LOC)
- NAV2 (VOR/LOC)
4.6.2 COM MANUAL TUNING

Large COM knob ROTATE
to tune frequency (MHz step)
Small COM knob ROTATE

to tune frequency (KHz step)
Frequency Transfer Key PRESS to transfer

the frequency to the active field
VOL/SQ knob ROTATE

to regulate volume
4.6.3 AUTOMATIC SQUELCH

VOL/SQ knob ROTATE
to regulate volume
Rev. 30
P.68R SUPPLEMENT AF
4.6.4 NAV RADIO TUNING

NAV knob ROTATE
to tune the desired frequency
Frequency Transfer Key PRESS to transfer

the frequency to the
NAV Active Frequency Field
4.6.5 ALERTS WINDOW

ALERTS softkey PRESS to display/remove
the Alerts window
4.6.6 MAP WINDOW

INSET softkey PRESS to display
MAP in the PFD
OFF softkey PRESS

to remove the MAP
DCLTR softkey PRESS to cycle

through declutter levels
- DCLTR (No Declutter): All map features visible
- DCLTR-1: Removes land data
- DCLTR-2: Removes land and SUA data
- DCLTR-3: Removes everything except active flight plan
TRAFFIC softkey PRESS to select

the MAP traffic info
- TRAFFIC: No Traffic displayed on Inset Map
- TRFC-1: Traffic displayed on Inset Map
- TRFC-2: Traffic Only display shown
Rev. 25
SUPPLEMENT AF P.68R
4.6.7 DME SELECTION (if installed)

DME softkey on PFD PRESS
Large FMS knob TURN to select
the DME source field
Small FMS knob TURN to select
the desired NAV radio
ENT Key PRESS
to complete the selection
4.6.8 ADF SELECTION (if installed)

ADF softkey on PFD PRESS
Remote ADF control head TUNE the ADF
For operational details refer to document “Bendix/King Silver Crown

Plus™ Avionics Systems Pilot’s Guide” p/n 006-18110-0000 latest
revision.
4.6.9 ENTERING A TRANSPONDER CODE

XPDR softkey PRESS to display
the transponder mode selection softkeys
CODE softkey PRESS to display
the transponder code selection softkeys
DIGIT softkeys PRESS to enter
the code in the code field
4.6.10 FLIGHT DIRECTOR SELECTION

For P.68R aircraft up to s/n 482
A/P ENGAGE
For P.68R aircraft from s/n 487 onwards
Autopilot/flight director toggle switch FD/AP
For all P.68R aircraft
Roll Mode ENGAGE
(HDG/NAV/NAV APR/REV/REV APR/NAV GPSS)
Rev. 32
P.68R SUPPLEMENT AF
Pitch Mode ENGAGE

(ALT/VS/GS)
Command bars CHECK displayed on PFD

(single magenta cue)
NOTE
The command bars move together vertically to
indicate pitch commands and bank left or right
to indicate roll commands. The command bars
do not override the aircraft symbol.
For manually controlled flight by flight director:
FLIGHT DIRECT switch PRESS
Green Led on FLIGHT DIRECT switch CHECK ON
Autopilot/flight director toggle switch FD
For all P.68R aircraft
Flight Director Mode CHECK ENGAGED
“FD” message annunciation CHECK displayed on PFD
To engage the autopilot without interruption:

FLIGHT DIRECT switch OFF
Green Led on FLIGHT DIRECT switch CHECK OFF
Autopilot/flight director toggle switch OFF
4.7 MFD OPERATION

(Refer to Section 7 of this Supplement for MFD MAP softkey and controls)
The MFD softkeys change in accordance with the selected page. Their
default page is the NAVIGATION MAP PAGE.
The selection of the page is done by means of the following steps:
Rev. 32
SUPPLEMENT AF P.68R
Large knob ROTATE to select

the group of page to view
Small knob ROTATE to select
a specific page inside the group
4.7.1 NAVIGATION MAP PAGE

MAP softkey PRESS to enable
second level Navigation MAP page softkeys
TRAFFIC softkey PRESS to display/remove
traffic info from the MAP page
TOPO softkey PRESS to display/remove
topographical data
(coastlines, terrain, rivers, lakes)
on Navigation MAP page
TERRAIN softkey PRESS to display/remove
terrain info on Navigation MAP page
4.7.2 DECLUTTER MAP PAGE

DCLTR softkey PRESS to cycle
through different map detail levels
- DCLTR (No Declutter): All map features visible
- DCLTR-1: Removes land data
- DCLTR-2: Removes land and SUA data
- DCLTR-3: Removes everything except active flight plan
4.7.3 FUEL SYSTEM PAGE

ENGINE softkey PRESS
SYSTEM softkey PRESS to display
the fuel system softkeys
BACK softkey PRESS to return
to top level softkeys
4.7.4 ENGINE LEANING PAGE

NOTE
This page is available only on software version 12.03.
Rev. 41
P.68R SUPPLEMENT AF
ENGINE softkey PRESS

LEAN softkey PRESS to display
the engine leaning softkeys
CYL SLCT softkey PRESS to select
the desired cylinder for monitoring
ASSIST softkey PRESS to highlight
the first cylinder which peaks
and to display info for that cylinder
BACK softkey PRESS to return
to top level softkeys
4.7.5 GPS RECEIVER INFORMATION

Large FMS knob ROTATE
AUX page SELECT
Small FMS knob ROTATE
GPS status page SELECT
GPS1 receiver status softkey PRESS
GPS2 receiver status softkey PRESS
4.7.6 CHECKLIST PAGE SELECTION

CHKLIST softkey PRESS
to display checklist page
EMERGCY softkey PRESS

to display the emergency procedure
EXIT softkey PRESS

to return to the top level softkeys
Rev. 41
SUPPLEMENT AF P.68R
4.8 GMA1347 AUDIO PANEL OPERATION

(Refer to Section 7 of this Supplement for GMA1347 key layout)
4.8.1 COM SELECTION FOR AUDIO

COM 1 key PRESS to select
audio from #1 COM receiver
COM 2 key PRESS to select

audio from #2 COM receiver
4.8.2 COM SELECTION TO TRANSMIT

COM 1 MIC key PRESS
to select #1 transmitter
COM 2 MIC key PRESS

to select #2 transmitter
4.8.3 SPEAKER ENABLING

SPKR key PRESS
to select/deselect cabin speaker
4.8.4 AUTOMATIC SQUELCH SETTING

MAN SQ key PRESS to set
automatic or manual squelch control
4.8.5 INTERCOM VOLUME AND MANUAL SQUELCH

PILOT/KNOB key PRESS to switch
between volume and manual squelch control
Rev. 25
P.68R SUPPLEMENT AF
PILOT/KNOB key ROTATE to set

volume or squelch
4.8.6 INTERCOM SYSTEM SETTING

PILOT & CPLT keys PRESS
to control ICS
4.9 ADJUSTING PFD & MFD BACKLIGHTING
NOTE
Before to run this procedure, be sure that any
window on the PFD is closed.
MENU key PRESS

to display the PFD Setup Menu
Small FMS knob ROTATE

to select “MANUAL”
ENT key PRESS
FMS knob ROTATE

to set brightness level
ENT key PRESS

to confirm the set level
Large FMS knob ROTATE

to highlight “AUTO” next to “MFD DSPL”
REPEAT the above steps to adjust the backlight of the MFD
CLR or MENU key PRESS

to exit procedure
Rev. 25
SUPPLEMENT AF P.68R
4.10 TRAFFIC ADVISORY SYSTEM (TAS)

OPERATION (if installed)
TAS switch ENGAGE
Green Led on TAS switch CHECK ON
Large FMS knob on MFD ROTATE

to select Map Page group
Small FMS knob on MFD ROTATE

to select Traffic Map Page
OPERATE softkey on MFD PRESS

to display traffic condition
RANGE knob on MFD ROTATE CLOCKWISE

to display a larger area or
ROTATE COUNTERCLOCKWISE
to display a smaller area
STANDBY softkey PRESS

to put in standby
Rev. 28
Page 52 of 92 DATE: 16 December 2015
P.68R SUPPLEMENT AF
4.11 WX-500 STORMSCOPE OPERATION (if installed)
4.11.1 SELECTING STORMSCOPE PAGE
STORMSCOPE switch ENGAGE
Green Led on STORMSCOPE switch CHECK ON


to select Stormscope Page
RANGE knob on MFD ROTATE CLOCKWISE

to zoom out or
ROTATE COUNTERCLOCKWISE
to zoom in
MODE softkey on MFD PRESS

to select Stormscope function modes
CELL softkey on MFD PRESS

to select cell data displaying
STRIKE softkey on MFD PRESS

to select strike data displaying
BACK softkey on MFD PRESS

to return to main Stormscope Page
Rev. 28
DATE: 16 December 2015 Page 53 of 92
SUPPLEMENT AF P.68R
4.12 SYNTHETIC VISION TECHNOLOGY (SVT)

OPERATION (if installed)
WARNING
Use appropriate primary systems for
navigation, and for terrain, obstacle and
traffic avoidance. SVT is intended as an aid to
situational awareness only and may not
provide either the accuracy or reliability upon
which to solely base decisions and/or plan
manoeuvres to avoid terrain, obstacles or
traffic.
NOTE
SVT requires a terrain database that has a
resolution of nine arc-seconds.
NOTE
Terrain data is not displayed when the aircraft is
outside of the terrain database coverage area.
NOTE
Terrain-SVS is included with the Synthetic Vision
Technology (SVT) option. If the aircraft is also
equipped with the TAWS-B option, the TAWS-B
will take precedence over Terrain-SVS.
CAUTION
Do not confuse Terrain-SVS with TAWS-B.
TAWS-B is more sophisticated and robust, and it
is TSO-C151b certified. Although the terrain and
obstacle color map displays are the same,
TAWS-B uses more sophisticated algorithms to
assess aircraft distance from terrain and
obstacles.
CAUTION
All obstructions may not be available in the
terrain and obstacle database. No terrain and
obstacle information is shown without a valid 3-
D GPS position.
Rev. 25
P.68R SUPPLEMENT AF
WARNING
Intruder aircraft at or below 500 ft AGL may
not appear on the SVT display or may appear
as a partial symbol.
WARNING
Do not use SVT runway depiction as the sole
means for determining the proximity of the
aircraft to the runway or for maintaining the
proper approach path angle during landing.
NOTE
Not all airports have runways with endpoint data
in the database. In these cases, the runways are
not displayed.
ACTIVATING AND DEACTIVATING SVT:

PFD softkey PRESS
SYN VIS softkey PRESS
SYN TERR softkey PRESS

(SVT display will cycle ON or OFF
with the SYN TERR Softkey)
ACTIVATING AND DEACTIVATING PATHWAYS:

PFD softkey PRESS
PATHWAY softkey PRESS

(Pathway feature will cycle ON or OFF
with the PATHWAY softkey)
ACTIVATING AND DEACTIVATING HORIZON HEADINGS:

PFD softkey PRESS
Rev. 25
SUPPLEMENT AF P.68R
HRZN HDG softkey PRESS

(Horizon heading display will
cycle ON or OFF with the
HRZN HDG softkey)
ACTIVATING AND DEACTIVATING AIRPORT SIGNS:
PFD softkey PRESS
APTSIGNS softkey PRESS

(Airport signs will cycle ON or OFF
with the HRZN HDG softkey)
4.13 TAWS-B OPERATION (if installed)

WARNING
Do not use TAWS information for primary
terrain avoidance. TAWS is intended only to
enhance situational awareness.
WARNING
Terrain database contains the terrain
mapping data. It is updated by Garmin
typically once per year.
Obstacle database contains data for obstacles,
such as towers, that pose a potential hazard to
aircraft. It is updated by Garmin on a 56-day
cycle.
Terrain/obstacles databases updating are
available (by payment) on Garmin website.
If terrain or obstacle (or both) database is
out-of-date, the pilot must inhibit the TAWS-
B.
Rev. 25
P.68R SUPPLEMENT AF
NOTE
The data contained in the TAWS databases
comes from government agencies. Garmin
accurately processes and cross-validates the
data but cannot guarantee the accuracy and
completeness of the data.
NOTE
WARNING
The TAWS-B aural alerts are prioritized
higher than all traffic alerts (including TAS),
according to the priority list in TSO-C151b
Table 4-2.
NOTE
During operations at certain locations, where it
is known that caution/warning thresholds may be
exceeded due to specific terrain or operating
procedures, the pilot, under his responsibility,
can manually inihibit the TAWS-B feature.
INHIBITING / ENABLING TAWS-B ALERTING:

TAWS-B page SELECT on MFD
INHIBIT softkey on MFD PRESS

to inhibit or enable TAWS
(choice dependent on current state)
or
MENU key on MFD PRESS
‘Inhibit TAWS’ or ‘Enable TAWS’ SELECT on MFD

(choice dependent on current state)
ENT key on MFD PRESS
Rev. 25
SUPPLEMENT AF P.68R
4.14 RADAR ALTIMETER GRA5500 OPERATION

(if installed)
NOTE
When the radar height (the aircraft altitude
above ground level detected by the radar
altimeter) is between zero and 2500 feet, the
current value is displayed in green to the right of
the current aircraft heading.
NOTE
When the radar altimeter is selected as the
altitude source for the minimum descent altitude
alerting function, the color of the radar height
changes to yellow upon reaching at/or below the
MDA/DH (Barometric Minimum Descent Altitude
/ Decision Height).
NOTE
In case of inoperative radar altimeter (invalid
data) the message “RA FAIL” is displayed in
yellow in the RA box on the PFD.
NOTE
The Radar Altimeter GRA5500 includes an
advanced altitude self-test functionality which
provides the ability to detect and log faults within
the entire internal transmitter and receiver
circuitry and processing chain at various
internally simulated altitudes. The altitude self-test
functionality is completely automated.
Automated Altitude Self-Test
• Functionality is completely transparent to the
pilot or any user of radar altitude data from
the Radar Altimeter GRA5500.
• Runs every time the unit is powered up and
subsequently every 1 minute during normal
unit operation at calculated altitudes above
250 ft AGL or during “No Computed Data”
Rev. 43
Page 57a of 92 DATE: 28 August 2018
P.68R SUPPLEMENT AF
conditions (such as at actual altitudes above

2550 ft AGL, during excess pitch or roll
maneuvering, or anytime the ground reflection
is poor enough to cause “No Computed Data”
to appear on the altitude outputs).
• Other than during initial unit power up, the
automated altitude self-test functionality is
never initiated at calculated altitudes of 250
ft AGL or below.
4.15 SATELLITE TRANSCEIVER GSR56 OPERATION

(if installed)
WARNING
Do not use data link weather information for
manoeuvring in, near, or around areas of
hazardous weather. Information contained
within data link weather products may not
accurately depict current weather conditions.
WARNING
Do not use the indicated data link weather
product age to determine the age of the
weather information shown by the data link
weather product. Due to time delays inherent
in gathering and processing weather data for
data link transmission, the weather
information shown by the data link weather
product may be significantly older than the
indicated weather product age.
NOTE
The availability of specific Garmin Connext
weather products varies by region and is subject
to change. For weather product coverage
information, refer to fly.garmin.com/fly-
garmin/gfds-weather.
Rev. 43
DATE: 28 August 2018 Page 57b of 92
SUPPLEMENT AF P.68R
NOTE
No weather data is displayed until the system
completes the first crew-initiated Connext Data
Request. Precipitation data cannot be displayed
at the same time as terrain data.
NOTE
If automatic Connext Data Requests were
enabled prior to the system entering
Reversionary Mode, the automatic weather data
requests will continue in Reversionary Mode,
however the Connext Data Request window and
its associated options will not be available.
VIEWING WEATHER DATA LINK PAGE:

SAT XCEIVER switch ENGAGE

to select MAP Page Group

to select Weather Data Link
(CNXT or XM) Page
If the page title on MFD displays “MAP - WEATHER DATA LINK

(XM)” and Garmin Connext (CNXT) data is desired:

to change the weather data link source

to highlight “Display Connext Weather”
ENABLING / DISABLING AUTOMATIC CONNEXT DATA REQUESTS:

Weather Data Link (CNXT) Page on MFD SELECT
Rev. 28
Page 57c of 92 DATE: 16 December 2015
P.68R SUPPLEMENT AF

with “Connext Data Request” highlighted
Weather coverage options CHOOSE

to select UPDATE RATE setting

to highlight the desired automatic
update frequency (OFF, or number of minutes)
The “SEND REQ” button is highlighted and a countdown timer is displayed

in the “REQUEST STATUS” based on the currently selected update rate.

to send an immediate Connext Data Request
or
FMS knob PRESS

to return to the Weather Data Link (CNXT) Page
Rev. 28
DATE: 16 December 2015 Page 57d of 92
SUPPLEMENT AF P.68R
4.16 WEATHER RADAR OPERATION (if installed)

WX RDR switch ENGAGE
Green Led on WX RDR Switch CHECK ON

Small FMS knob on MFD PRESS

to select Weather Radar Page
MODE softkey on MFD PRESS
WEATHER softkey on MFD PRESS
NOTE
After 1 warm up minute, radar starts to transmit.
RANGE knob on MFD ROTATE

to select the desired map page
ANTENNA TILT SET
VERTICAL softkey on MFD PRESS

to vertical scanning
Rev. 31
Page 57e of 92 DATE: 27 July 2016
P.68R SUPPLEMENT AF
4.17 OPERATION BELOW 1800 RPM

If “BATT LO VOLT” or “ESSENT LO VOLT” or “LH MAIN LO
VOLT” or “RH MAIN LO VOLT” message appears on PFD:
Throttle ADVANCE above 1800 RPM
If the message disappears:

CONTINUE the operations below 1800 RPM
CAUTION
Avoid prolonged operations below 1800 RPM.
If the message remains ON:

Electrical loads REDUCE to minimum
If the message disappears:

CONTINUE the operations below 1800 RPM
with minimum electrical loads
CAUTION
Avoid prolonged operations below 1800 RPM.
If the message still remains ON:

Procedure 3.25 PERFORM
Rev. 35
DATE: 14 September 2017 Page 57f of 92
SUPPLEMENT AF P.68R
There is no change to aircraft performance when GARMIN G950 Integrated

Cockpit Display System is installed.
Rev. 25
P.68R SUPPLEMENT AF

The items of the GARMIN G950 Integrated Cockpit Display System are
listed in the “P.68R Equipment List” p/n NOR 10.719-4.
Rev. 25
SUPPLEMENT AF P.68R

7.a GIFD SYSTEM OVERVIEW
The GIFD System consolidates all communication, navigation, surveillance,
primary flight instrumentation, engine indication system, and annunciations
on two liquid crystal displays (LCDs) and one Audio Panel. All the
components of the GIFD System are Line-replaceable Units (LRUs). This
modular approach allows the various components to be mounted either
behind each of the displays or in remote locations in the aircraft, based upon
the needs of the aircraft manufacturer. Figure 1 is a sample system schematic
that shows the GIFD components used in a typical twin-engine GA aircraft.
Figure 1 shows the basic architecture of the Garmin G950.
Garmin G950 Configuration
- GDU 1040 (PFD)
- GDU 1040 (MFD)
- GIA 63W (LH Avionic Integrated Unit)
- GIA 63W (RH Avionic Integrated Unit)
- GEA 71 (LH Engine module)
- GEA 71 (RH Engine module)
- GDC 74A (Air Data System)
- GRS 77 and GMU 44 (AHRS and Magnetometer)
- GMA 1347 (Audio panel and MB)
- GTX 33 (Transponder Mode S)
In addition to the G950 system the aircraft configuration will include the
following instruments:
Standby
- Airspeed Indicator p/n NV7.003-88x
- Altitude Indicator p/n NV7.003-90A or NV7.003-134A
- Electronic Attitude Indicator p/n NV7.003-89A
or alternatively
- Digital MD302 Standby Attitude Module
Optionals
- GTS820 / GTS825 TAS System
- GWX 70R Weather Radar
- Radar Altimeter GRA5500
- Satellite Transceiver GSR56
- DME KING KN63
- ADF KING KR 87
Rev. 31
P.68R SUPPLEMENT AF
Figure 1 G950 Two-Display Interconnect Summary
Rev. 28
SUPPLEMENT AF P.68R
7.b GIFD SYSTEM COMPONENTS

The detailed description and operation of the GIFD System is provided on the
document “Garmin G950 Integrated Flight Deck Pilot’s Guide -
Vulcanair P68” p/n 190-01325-00 rev.A (for aircraft up to s/n 486) and p/n
190-01325-01 rev.A (for aircraft from s/n 487).
The main components of the GIFD System are the two GDU 1040 displays
identical in hardware, used respectively for the Primary Flight Display (PFD)
and the Multi Function Display (MFD), and the two GIA 63 Integrated
Avionics Units (IAUs). These components are interfaced with each other via
a proprietary Ethernet-based, high-speed digital data bus system. All other
components, such as the Attitude and Heading Reference System (AHRS),
Air Data Computer (ADC), transponder and Engine/Airframe Interface units,
use combinations of RS-232, ARINC 429 and RS-485 interfaces.
If GDU 1040 display fails, the primary flight instruments and Engine
Indication System (EIS) are displayed on the remaining screen. No moving
map is presented in this mode. This operating mode is called “Reversionary
Mode” and may be either detected automatically by the system, or initiated
manually via the red DISPLAY BACKUP Button located on the lower
portion of the Audio Panel.
The GIA 63 units serve as the main interface hub for the individual
components of the GIFD System. All key components, such as the GRS 77
AHRS, GDC 74A ADC, GTX 33 Mode-S transponder, and GEA 71, provide
inputs to both GIA 63 units. The only component that is not connected
directly to the GIA 63 units is the GMU 44 magnetometer, which interfaces
directly with the GRS 77 AHRS to provide magnetic heading input. The GIA
63 units also contain the communication and navigation radios and the
VOR/LOC/GS and GPS receivers.
The GMA 1347 is a solid-state digital Audio Panel that integrates
NAV/COM audio, an intercom system, and a marker beacon receiver. The
Reversionary Mode (DISPLAY BACKUP) button for the displays is located
on the lower portion of the GMA 1347.
The GEA 71 Engine/Airframe Unit is the main processor for all engine
instrumentation data, including manifold pressure, engine speed (RPM), oil
temperature/pressure, electrical system parameters, exhaust gas temperature
(EGT), cylinder head temperature (CHT), fuel, and vacuum system
parameters, depending upon the aircraft.
Rev. 30
P.68R SUPPLEMENT AF
7.c ALERTING SYSTEM

The G950 Alerting System conveys alerts using the following:
• Annunciation Window: displays abbreviated annunciation text. All aircraft
annunciations can be displayed simultaneously in the Annunciation Window.
Higher priority annunciations are displayed towards the top of the window.
• Alerts Window: displays text messages for up to 64 prioritized alert
messages. The FMS Knob can be used to scroll through the alert message
list.
• Softkey Annunciation: During certain alerts, the ALERTS Softkey may
appear as a flashing annunciation to accompany an alert.
• System Annunciations: Typically, a large red ‘X’ appears over instruments
whose information is supplied by a failed Line Replaceable Unit (LRU).
Figure 2 G950 Alerting System
The alerts and annunciations indicated in the following Tables 1, 2 and 3 are
used on P.68R aircraft.
Rev. 41
SUPPLEMENT AF P.68R
ANNUNCIATION AUDIO
ALERTS WINDOW MESSAGE
WINDOW TEXT ALERT
BATT LO VOLT Battery Voltage is low
ESSENT LO VOLT Essential bus voltage is low
LH MAIN LO VOLT Left Main bus voltage is low
RH MAIN LO VOLT Right Main bus voltage is low Repeating
LH OIL PRES LO Left engine oil pressure is low Tone
RH OIL PRES LO Right engine oil pressure is low

LH OIL TEMP HI Left engine oil temperature is high
RH OIL TEMP HI Right engine oil temperature is high
Table 1 Warning Alerts
ANNUNCIATION AUDIO
WINDOW TEXT ALERT
LH ALT OUT Left alternator failed
RH ALT OUT Right Alternator failed
LH FUEL PRES LO Left engine fuel pressure is low
RH FUEL PRES LO Right engine fuel pressure is low
Single
LH FUEL PRES HI Left engine fuel pressure is high
Chime
RH FUEL PRES HI Right engine fuel pressure is high
PROP DE-ICE FLD Propeller de-ice system is failing (*)
PFD FAN FAIL PFD cooling fan is inoperative
MFD FAN FAIL MFD cooling fan is inoperative
(*) Valid for P.68 aircraft from s/n 487 onwards.
Table 2 Caution Alerts
Rev. 41
P.68R SUPPLEMENT AF
ANNUNCIATION AUDIO
WINDOW TEXT ALERT
LH FUEL PUMP Left fuel pump is on
RH FUEL PUMP Right fuel pump is on
LDG LIGHT ON Landing light switch is on
PITOT HEAT ON Pitot heating switch is on
STALL HEAT ON Stall heating switch is on None
STROBE LIGHT ON Strobe light switch is on
PROP DE-ICE Prop de-ice switch is on
SURF DE-ICE De-ice system is on
TAXI LIGHT ON Taxi light switch is on
Table 3 Safe Operating Annunciations
-- deleted --
Table 4 Message Advisory Alerts
Rev. 41
SUPPLEMENT AF P.68R
7.d ENGINE INDICATION SYSTEM (EIS)

The engine parameters and their ranges are indicated in the following Table 5
for IO-360-A1B6 engines.
Table 5 IO-360-A1B6 engine parameters
7.d.1 FUEL CALCULATION FEATURE
WARNING
Measured fuel quantity has no effect on fuel
calculations.
FUEL CALC feature is only an estimate
based on calculation, and is NOT intended to
be used as a primary reference for fuel
quantity measurement.
The use of fuel calculation feature does not
relieve the pilot from the responsibility of
being aware of true fuel quantity remaining,
reported on the fuel quantity indicator.
Rev. 28
P.68R SUPPLEMENT AF
WARNING
To insert the correct fuel quantity remaining
(GAL REM), the pilot must remember that
this indication is related to usable fuel, and
NOT total fuel.
7.e CAMERAS SYSTEM OVERVIEW (OPTIONAL)
7.e.1 UNDER-BELLY CAMERAS

To visualize the main and nose landing gears on Garmin G950 MFD display,
two under-belly cameras can be installed as customer option (see Figure 3a).
Activation switch of the cameras system is located on the right switch panel.
Figure 3a Under-belly cameras system
Rev. 28
SUPPLEMENT AF P.68R
7.e.2 MAX VIZ 600 EVS CAMERA

To visualize the terrain and the potential obstacles in the aircraft’s forward
field on Garmin G950 MFD display, one EVS MAX VIZ 600 camera can be
installed as customer option (see Figure 3b).
The MAX VIZ 600 EVS camera should be considered only as an additional
unit to provide a supplemental view of the external scene to provide the crew
with an awareness of terrain, obstacles, and relevant cultural features.
The camera system is activated by an unique dedicated and labelled switch
located on the right switch panel in third position and protected by a
dedicated breaker.
For operational details refer to document “Max-Viz 600 Enhanced Vision
System - Information Manual” p/n 3091-00024 latest revision.
WARNING
The MAX VIZ 600 EVS camera is not a flight
instrument.
No additional operational credit is allowed
when the equipment (MAX VIZ 600 EVS
camera) is installed on the aircraft, unless a
specific operational approval is obtained by
the competent Authority of the State of the
aircraft operator / registry.
WARNING
Crews are expected to follow the existing
operational procedures reported in the basic
Flight Manual.
The pilot shall not use the EVS imagery to
determine horizontal or vertical flight path
deviations.
WARNING
To obtain an LVO approval and the related
additional operational procedures, contact the
competent Authority of the State of the
operator/registry (as applicable) of the
aircraft.
Rev. 35
Page 67a of 92 DATE: 14 September 2017
P.68R SUPPLEMENT AF
Figure 3b MAX VIZ 600 EVS camera system
Rev. 33
DATE: 13 December 2016 Page 67b of 92
SUPPLEMENT AF P.68R
7.f GARMIN G950 COCKPIT LAYOUT

In the following Figure 4 the Garmin G950 current cockpit layout is shown:
For the Stand-by instrument
configuration refer to
Supplement AJ
Figure 4 Garmin G950 cockpit layout
Rev. 28
P.68R SUPPLEMENT AF
7.g PFD & MFD SOFTKEYS

In the following figures the PFD and MFD map softkeys are shown:
Figure 5 Top level PFD softkeys
Figure 6 PFD map inset softkeys
Figure 7 XPDR softkeys
Figure 8 Auxiliary video softkeys on MFD

Rev. 41
SUPPLEMENT AF P.68R
Figure 9a MFD softkeys (EIS and Navigation MAP)

[valid for software version 12.03]
Figure 9b MFD softkeys (EIS and Navigation MAP)

[valid for software version 15.02]
Rev. 41
P.68R SUPPLEMENT AF
7.h BREAKER PANEL

The following figure shows the current breaker panel:
Figure 10a Breaker panel
Rev. 42
SUPPLEMENT AF P.68R
Figure 10b Breaker panel

Rev. 44
Page 71a of 92 DATE: 16 November 2018
P.68R SUPPLEMENT AF
Rev. 42
DATE: 30 July 2018 Page 71b of 92
SUPPLEMENT AF P.68R
In the following table have been described the effects in terms of losing
function(s) when every single breaker is pulled out:
BREAKERS LOST FUNCTIONS
ELEC TRIM • ELECTRICAL TRIM
MFD • MULTI FUNCTION DISPLAY
• COM2/NAV2/GPS2
• ADF (if installed)
• DME (if installed)
• TAS (if installed)
• WEATHER RADAR (if installed)
• STORMSCOPE (if installed)
GPS2/NAV2 • COM2/NAV2/GPS2
• ADF (if installed)
• DME (if installed)
• TAS (if installed)
• WEATHER RADAR (if installed)
• STORMSCOPE (if installed)
COM2 • COM2
TURN COORD • TURN COORDINATOR
A/P • AUTOPILOT
SAT XCEIVER • SATELLITE TRANSCEIVER (if installed)
EVS • EVS CAMERA (if installed)
DME • DME (if installed)
ADF • ADF (if installed)
TAS • TAS (if installed)
STORMSCOPE • STORMSCOPE (if installed)
WX RDR • WEATHER RADAR (if installed)
RDR ALT • ALTIMETER RADAR (if installed)
2nd XPDR • 2nd TRANSPONDER (if installed)
FUEL PROBE • FUEL PROBE
XPDR • TRANSPONDER
PFD • PRIMARY FLIGHT DISPLAY
• GPS1/NAV1/COM1
GPS1/NAV1 • GPS1/NAV1/COM1
COM1 • COM1
AUDIO PNL/MKR • COM2/NAV2 AUDIO
Note: In case of failure of the • NAV1 AUDIO
Audio Panel, the pilot is
automatically connected to COM1 • MARKER BEACON
Rev. 42
P.68R SUPPLEMENT AF
LH ENG MODULE • LH ENGINE AND AIRFRAME DATA

• UNDER-BELLY CAMERAS (if installed)
RH ENG MODULE • RH ENGINE AND AIRFRAME DATA
ADC • AIR DATA COMPUTER
AHRS • AHRS
STBY-ADI or • STAND-BY ATTITUDE INDICATOR
STBY INSTR.
STBY DIMMER LIGHT • STAND-BY INSTRUMENTS LIGHTING
LH REG • LEFT ALTERNATOR REGULATOR
RH REG • RIGHT ALTERNATOR REGULATOR
AVIONIC BLOWER • COOLING SYSTEM OF PFD, MFD,
AVIONICS UNITS GIA63 #1, #2, A/P AND
TRANSPONDER GTX33
LNDG GEAR • LANDING GEAR PANEL LIGHTING
LH EXHAUST HEATER • LEFT EXHAUST HEATER
(not valid for s/n 458)
RH EXHAUST HEATER • RIGHT EXHAUST HEATER
AOA • ANGLE-OF-ATTACK INDICATOR (if installed)
OXYGEN IND or O2 IND • OXYGEN INDICATOR (if installed)
FAN CREW • FAN CREW
FAN PAX • FAN PASSENGERS
PNEUM DE ICE • PNEUMATIC DE ICE
AUX1 • AUXILIARY SOCKET 1 PILOT
AUX2 • AUXILIARY SOCKET 2 COPILOT
AUX3 • AUXILIARY SOCKET 3 PASSENGERS
CABIN LIGHT • CABIN LIGHT
RAM AIR • RAM AIR
START RELAY • STARTER RELAY
AUT CUT-OFF • ALL DEVICES SUPPLIED THROUGH
AUTOMATIC CUT OFF SYSTEM
CUT-OFF DEV LH • ALL DEVICES SUPPLIED THROUGH
CUT-OFF DEV RH • ALL DEVICES SUPPLIED THROUGH
Rev. 28
SUPPLEMENT AF P.68R
LH ALT OUT • ALL DEVICES SUPPLIED THROUGH CUT-

OFF SYSTEM
RH ALT OUT • ALL DEVICES SUPPLIED THROUGH CUT-
OFF SYSTEM
FLAP ACTUATOR • FLAP ACTUATOR
FLAP INDIC • FLAP POSITION INDICATION
AUX LH FUEL PUMP • LEFT AUXILIARY FUEL PUMP
AUX RH FUEL PUMP • RIGHT AUXILIARY FUEL PUMP
NAV LIGHT • NAVIGATION LIGHT SYSTEM
LND LIGHT • LANDING LIGHT SYSTEM
TAXI LIGHT • TAXI LIGHT SYSTEM
STROBE LIGHT • STROBE LIGHT SYSTEM
ICE LIGHT • ICE INSPECTION LIGHT
INSTR DIMMER LIGHT • NO STAND-BY INSTRUMENT LIGHTING
SYSTEM
HOURMETER • HOURMETER
STALL WARNING • STALL WARNING AUDIO SIGNAL
CARGO DOOR ALERT • CARGO DOOR OPEN POSITION ALERT
PITOT HEAT • PITOT HEATING SYSTEM
STALL HEAT • STALL DETECTOR HEATING SYSTEM
ALT PRES • ALTITUDE PRESELECT
(valid only for s/n 458)
DYNAMIC AIR FAN • DYNAMIC AIR FAN
(valid only for s/n 458)
DOOR LOCK • DOOR LOCK MECHANISM
(not valid from s/n 478)
FUEL LEVEL INDIC • FUEL LEVEL INDICATION
(not valid from s/n 487)
Table 6 Breakers vs. lost functions
Rev. 28
P.68R SUPPLEMENT AF
7.i MASTER PANEL

The following figures show the Master Panel:
Figure 11 Master panel (only for s/n 458)
Figure 12 Master panel (for all aircraft except s/n 458)
Rev. 25
SUPPLEMENT AF P.68R
7.j OVERHEAD PANEL

The following figure shows the Overhead Panel:
Figure 13 Overhead panel
Rev. 25
P.68R SUPPLEMENT AF
7.k CUT OFF

Below are listed all the equipment and systems that are automatically cut off
in case of single alternator failure:
(a) Environmental Control System and Air Conditioning System

(b) Aux power socket 28Vdc @ 30A (130A alternators) - only for s/n 458
(c) Aux power socket 28Vdc @ 15A (70A alternators)
(d) Aux power socket 12Vdc @ 20A
(e) Angle-of-Attack (AOA) Indication System
Below are listed all the equipment and systems that are automatically cut off
in case of double alternator failure in addition to the ones above reported:
(a) Aux power socket 28Vdc @ 30A (130A alternators)

(b) 2nd Pitot Heating
(c) Avionic Bus Bar:
a. S-Tec 55x Autopilot (A/P) plus Electrical trim
b. - deleted -
c. COM2/NAV2/GPS2
d. Turn Coordinator
e. ADF / DME / TAS / Weather Radar / Stormscope
f. 2nd Transponder GTX 33
g. Radar Altimeter GRA5500 / Satellite Transceiver GSR56
h. EVS camera
(d) Secondary Bus Bar:
a. Oxygen Indicator
b. Passenger Lights
c. Auxiliary sockets (AUX1 / AUX2 / AUX3)
d. USB sockets
Rev. 44
SUPPLEMENT AF P.68R
7.l HAZARD AVOIDANCE

Hazard avoidance features available for G950 system are designed to aid
situational awareness and provide advisory information with regard to
potential hazards to flight safety associated with terrain and air traffic.
7.l.1 TERRAIN-SVS
WARNING
Do not use Terrain-SVS information for
primary terrain avoidance. Terrain-SVS is
intended only to enhance situational
awareness.
NOTE
NOTE
Terrain-SVS is included with the Synthetic Vision
Technology (SVT) option. If the aircraft is also
equipped with the TAWS-B option, the TAWS-B
will take precedence over Terrain-SVS.
Terrain-SVS is a terrain awareness system included with the Synthetic Vision
Technology (SVT) option. Terrain-SVS provides visual annunciations and
voice alerts to indicate the presence of threatening terrain relevant to the
projected flight path.
Terrain-SVS increases situational awareness and aids in reducing controlled
flight into terrain (CFIT) and obstacles.
CAUTION
Do not confuse Terrain-SVS with TAWS-B.
TAWS-B is more sophisticated and robust, and it
is TSO-C151b certified. Although the terrain and
obstacle color map displays are the same,
TAWS-B uses more sophisticated algorithms to
assess aircraft distance from terrain and
obstacles.
Terrain-SVS requires the following components to operate properly:
• Valid 3-D GPS position
• Valid terrain/obstacle database
Rev. 25
P.68R SUPPLEMENT AF
Terrain-SVS displays altitudes of terrain and obstructions relative to the

aircraft position and altitude with reference to a database that may contain
inaccuracies.
CAUTION
All obstructions may not be available in the
terrain and obstacle database. No terrain and
obstacle information is shown without a valid 3-
D GPS position.
The G950 GPS receiver provides the horizontal position and altitude. GPS
altitude is derived from satellite position. GPS altitude is then converted to
the height above geodetic sea level (GSL), which is the height above mean
sea level calculated geometrically. GSL altitude is used to determine terrain
and obstacle proximity. GSL altitude accuracy is affected by satellite
geometry, but is not subject to variations in pressure and temperature that
normally affect pressure altitude sensors. GSL altitude does not require local
altimeter settings to determine MSL altitude. It is a widely-used MSL altitude
source.
Terrain and obstacle databases are referenced to GSL. Using the GPS
position and altitude, the Terrain-SVS feature portrays a 3-D picture of the
surrounding terrain and obstacles relative to the position and altitude of the
aircraft. GPS position and GSL altitude are used to calculate and predict the
aircraft’s flight path in relation to the surrounding terrain and obstacles. In
this way, the pilot can view predicted dangerous terrain and obstacle
conditions.
Terrain-SVS uses yellow (caution) and red (warning) to depict terrain and
obstacles with heights greater than 200 feet Above Ground Level (AGL).
Figure 14 Terrain altitude/color correlation for Terrain-SVS
Rev. 25
SUPPLEMENT AF P.68R
Table 7 Terrain-SVS obstacle colors and symbology
Table 8 Terrain-SVS potential impact point symbols with alert types
Terrain-SVS alerts typically employ a CAUTION or a WARNING alert

severity level, or both. When an alert is issued, visual annunciations are
displayed and aural alerts are simultaneously issued.
Table 9 Terrain-SVS alerts summary
Rev. 25
P.68R SUPPLEMENT AF
During power-up, Terrain-SVS conducts a system test. The system issues a

voice alert at the end of the test.
Terrain-SVS continually monitors several system-critical items such as
database validity, hardware status, and GPS status.
Table 10 Terrain-SVS status annunciations
Rev. 25
SUPPLEMENT AF P.68R
7.l.2 TAWS-B
WARNING
Do not use TAWS information for primary
terrain avoidance. TAWS is intended only to
enhance situational awareness.
WARNING
Terrain database contains the terrain
mapping data. It is updated by Garmin
typically once per year.
Obstacle database contains data for obstacles,
such as towers, that pose a potential hazard to
aircraft. It is updated by Garmin on a 56-day
cycle.
Terrain/obstacles databases updating are
available (by payment) on Garmin website.
If terrain or obstacle (or both) database is
out-of-date, the pilot must inhibit the TAWS-
B.
NOTE
The data contained in the TAWS databases
comes from government agencies. Garmin
accurately processes and cross-validates the
data but cannot guarantee the accuracy and
completeness of the data.
NOTE
TAWS-B (Terrain Awareness and Warning System - Class B) is an optional

feature to increase situational awareness and to aid in preventing controlled
flight into terrain (CFIT). TAWS-B provides visual and aural annunciations
when terrain and obstacles are within the given altitude threshold from the
aircraft. The displayed alerts and warnings are advisory in nature only.
TAWS-B satisfies TSO-C151b Class B requirements for certification.
Rev. 25
P.68R SUPPLEMENT AF
TAWS-B requires the following to operate properly:

• A valid terrain/obstacle/airport terrain database
• A valid 3-D GPS position solution
TAWS-B uses terrain and obstacle information supplied by government
sources. Terrain information is based on terrain elevation information in a
database that may contain inaccuracies. Individual obstructions may be
shown if available in the database. The data undergoes verification by
Garmin to confirm accuracy of the content, per TSO-C151b. However, the
displayed information should never be understood as being all-inclusive and
data may be inaccurate.
TAWS-B uses information provided from the GPS receiver to provide a
horizontal position and altitude. GPS altitude is derived from satellite
measurements. GPS altitude is then converted to the height above geodetic
sea level (GSL), which is the height above mean sea level (MSL) calculated
geometrically. GSL altitude is used to determine TAWS-B alerts. GSL
altitude accuracy is affected by satellite geometry, but is not subject to
variations in pressure and temperature that normally affect pressure altitude
sensors. GSL altitude does not require local altimeter settings to determine
MSL altitude. Therefore, GSL altitude provides a highly accurate and reliable
MSL altitude source to calculate terrain and obstacle alerts.
The terrain and obstacle databases used by TAWS-B are referenced to MSL.
NOTE
In flight, when an aircraft is at or below the
transition altitude, its vertical position is
expressed in terms of altitude, which is
determined from an altimeter set to sea level
pressure (QNH).
Using the GPS position and GSL altitude, TAWS-B displays a 2-D picture of
the surrounding terrain and obstacles relative to the position and altitude of
the aircraft. Furthermore, the GPS position and GSL altitude are used to
calculate and “predict” the aircraft’s flight path in relation to the surrounding
terrain and obstacles. In this manner, TAWS-B can provide advanced alerts
of predicted dangerous terrain conditions.
Baro-corrected altitude (or indicated altitude) is derived by adjusting the
altimeter setting for local atmospheric conditions. The most accurate baro-
corrected altitude can be achieved by frequently updating the altimeter setting
to the nearest reporting station along the flight path.
Rev. 25
SUPPLEMENT AF P.68R
However, because actual atmospheric conditions seldom match the standard

conditions defined by the International Standard Atmosphere (ISA) model
(where pressure, temperature, and lapse rates have fixed values), it is
common for the baro-corrected altitude (as read from the altimeter) to differ
from the GSL altitude. This variation results in the aircraft’s GSL altitude
differing from the baro-corrected altitude.
TAWS-B uses yellow (caution) and red (warning) to depict terrain and
obstacles (with heights greater than 200 feet above ground level, AGL) alerts
relative to aircraft altitude.
Figure 15 Terrain altitude/color correlation for TAWS
Table 11 TAWS-B obstacle colors and symbology
Table 12 TAWS-B potential impact point symbols with alert types
TAWS-B alerts typically employ a CAUTION or a WARNING alert severity

level, or both. When an alert is issued, visual annunciations are displayed and
aural alerts are simultaneously issued.
Rev. 25
P.68R SUPPLEMENT AF
Table 13 TAWS-B alerts summary
WARNING
The TAWS-B aural alerts are prioritized
higher than all traffic alerts (including TAS),
according to the priority list in TSO-C151b
Table 4-2.
NOTE
During operations at certain locations, where it
is known that caution/warning thresholds may
be exceeded due to specific terrain or operating
procedures, the pilot, under his responsibility,
can manually inihibit the TAWS-B feature.
Rev. 25
SUPPLEMENT AF P.68R
EXCESSIVE DESCENT RATE ALERT

The purpose of the Excessive Descent Rate (EDR) alert is to provide suitable
notification when the aircraft is determined to be closing (descending) upon
terrain at an excessive speed.
Figure 16 Excessive Descent Rate alert criteria
PREMATURE DESCENT ALERTING

A Premature Descent Alert (PDA) is issued when the system detects that the
aircraft is significantly below the normal approach path to a runway.
PDA alerting begins when the aircraft is below 700 feet AGL within 15 nm
of the destination airport and ends when the aircraft is 0.5 nm from the
runway threshold.
Figure 17 PDA alerting threshold

Rev. 25
P.68R SUPPLEMENT AF
FIVE-HUNDRED VOICE CALLOUT (VCO) ALERT

The purpose of the aural alert message “Five-hundred” is to provide an
advisory alert of when the aircraft descends to within 500 feet above the
terrain or runway threshold. When the aircraft is within 5 nm of an airport,
the “Five Hundred” aural alert is based on the nearest runway threshold
elevation. When the aircraft is more than 5 nm of the nearest airport, the
“Five Hundred” aural alert is based on the height above terrain as
determined using the GSL altitude and terrain database.
There are no display annunciations or pop-up alerts accompanying the aural
message.
NEGATIVE CLIMB RATE AFTER TAKE-OFF ALERT

The Negative Climb Rate (NCR) After Take-Off alert provides alerts when
the system determines the aircraft is losing altitude (closing upon terrain)
after take-off. NCR alerts are triggered by either excessive altitude loss or
sink rate. The voice alert “Don’t Sink” or “Too Low, Terrain” is given for
NCR alerts, accompanied by an annunciation and a pop-up terrain alert on
the display. NCR alerting is only active when departing from an airport and
when the following conditions are met:
• Height above the terrain is less than 700 feet
• Distance from the departure airport is 5 nm or less
• Heading change from the departure heading is less than 110°
Figure 18 NCR altitude loss

Rev. 25
SUPPLEMENT AF P.68R
Figure 19 NCR sink rate

During power-up, TAWS-B conducts a system test. The system issues a
voice alert when the test is finished. TAWS-B system testing is disabled
when ground speed exceeds 30 knots.
TAWS-B continually monitors several system-critical items such as database
validity, hardware status, and GPS status.
Table 14 TAWS-B status annunciations
Rev. 25
P.68R SUPPLEMENT AF
7.l.3 SYNTHETIC VISION TECHNOLOGY

The optional Synthetic Vision Technology (SVT) is a visual enhancement
providing a three-dimensional forward view of terrain features.
SVT imagery shows the pilot’s view of relevant features in relation to the
aircraft attitude, as well as the flight path pertaining to the active flight plan.
WARNING
Use appropriate primary systems for
navigation, and for terrain, obstacle and
traffic avoidance. SVT is intended as an aid to
situational awareness only and may not
provide either the accuracy or reliability upon
which to solely base decisions and/or plan
manoeuvres to avoid terrain, obstacles or
traffic.
NOTE
SVT requires a terrain database that has a
resolution of nine arc-seconds.
SVT depicts a forward-looking attitude display of the topography
immediately in front of the aircraft.
The SVT terrain display shows land contours (colors are consistent with
those of the topographical map display), large water features, towers, and
other obstacles over 200’ AGL that are included in the obstacle database.
Cultural features on the ground such as roads, highways, railroad tracks,
cities, and state boundaries are not displayed even if those features are found
on the MFD map. The terrain display also includes a north-south east-west
grid with lines oriented with true north and spaced at one arc-minute intervals
to assist in orientation relative to the terrain.
The optional Terrain Awareness and Warning System (TAWS-B) or standard
Terrain-SVS is integrated within SVT to provide visual and auditory alerts to
indicate the presence of terrain and obstacle threats relevant to the projected
flight path. Terrain alerts are displayed in red and yellow shading on the
PFD.
The terrain display is intended for situational awareness only. It may not
provide the accuracy or fidelity on which to base decisions and plan
maneuvers to avoid terrain or obstacles.
Navigation must not be predicated solely upon the use of the Terrain-SVS or
TAWS terrain or obstacle data displayed by the SVT.
Rev. 25
SUPPLEMENT AF P.68R
Figure 20 SVT softkeys
CAUTION
Pathways and terrain features are not a substitute
for standard course and altitude deviation
information provided by the altimeter, CDI and
VDI.
Traffic symbols are displayed in their approximate locations as determined
by the related traffic systems. Traffic symbols are displayed in three
dimensions, appearing larger as they are getting closer, and smaller when
they are further away. Traffic within 250 feet laterally of the aircraft will not
be displayed on the SVT display.
WARNING
Intruder aircraft at or below 500 ft AGL may
not appear on the SVT display or may appear
as a partial symbol.
Airport signs provide a visual representation of airport location and
identification on the synthetic terrain display. When activated, the signs
appear on the display when the aircraft is approximately 15 nm from an
airport and disappear at approximately 4.5 nm. Airport signs are shown
without the identifier until the aircraft is approximately 8 nm from the
airport.
Runway data provides improved awareness of runway location with respect
to the surrounding terrain. All runway thresholds are depicted at their
respective elevations as defined in the database.
Rev. 25
P.68R SUPPLEMENT AF
WARNING
Do not use SVT runway depiction as the sole
means for determining the proximity of the
aircraft to the runway or for maintaining the
proper approach path angle during landing.
NOTE
Not all airports have runways with endpoint data
in the database. In these cases, the runways are
not displayed.
7.l.4 RADAR ALTIMETER GRA5500

The optional Radar Altimeter GRA5500 is an equipment designed to
calculate and provide AGL altitude information to Garmin G950 system.
Altitude is provided from ground up to 2500ft AGL (Above Ground Level).
For a detailed description of the Radar Altimeter GRA5500 system refer to
Vulcanair P68” p/n 190-01325-01 rev A.
Rev. 30
SUPPLEMENT AF P.68R
7.m SATELLITE TRANSCEIVER GSR56

The optional GSR56 Iridium satellite data link receiver provides extensive
weather information to Garmin G950 system.
The system displays graphical weather information and its associated text on
the MFD. Global weather information are updated continuously or refreshed
at specific intervals.
Garmin’s Iridium based transceiver GSR56 offers Iridium voice service.
For a detailed description of the Satellite Transceiver GSR56 system refer to
Vulcanair P68” p/n 190-01325-01 rev A.
WARNING
Do not use data link weather information for
manoeuvring in, near, or around areas of
hazardous weather. Information contained
within data link weather products may not
accurately depict current weather conditions.
WARNING
Do not use the indicated data link weather
product age to determine the age of the
weather information shown by the data link
weather product. Due to time delays inherent
in gathering and processing weather data for
data link transmission, the weather
information shown by the data link weather
product may be significantly older than the
indicated weather product age.
Rev. 30
Page 91a of 92 DATE: 04 July 2016
P.68R SUPPLEMENT AF
7.n GWX 70R WEATHER RADAR

The optional GWX 70R Weather radar is a microprocessor-based Line
Replaceable Unit (LRU) that outputs weather and ground mapped radar data
to an external MFD (Garmin G950 display unit) via HSDB connection.
For a detailed description and operation (pilot interface, weather display
interpretation, colors and symbols) of the GWX 70R Weather radar system
refer to document “Garmin G950 Integrated Flight Deck Pilot’s Guide -
Vulcanair P68” p/n 190-01325-01 rev. A.
The GWX 70R Weather radar unit is installed on the RH wing tip of the
airplane and it is activated by an unique dedicated and labelled switch located
on the RH switch panel and protected by a dedicated breaker as shown in the
Figure 21 below.
Figure 21 GWX 70R Weather radar system

Rev. 38
DATE: 30 January 2018 Page 91b of 92
SUPPLEMENT AF P.68R
7.o SOFTWARE RELEASE NOTIFICATION

In the following Table 15 is reported the current list of the software version
number of each avionic system.
SYSTEM INFORMATION Q.TY SOFTWARE RELEASE
version 12.03(1)
GDU 1040 (Display Unit PFD & MFD) 2
version 15.02(2)
version 6.40(1)
GIA 63W (Integrated Avionics Unit) 2
version 7.70(2)
GEA 71 (Engine Airframe Unit) 2 version 2.07
version 3.08(1)
GDC 74A (Air Data Computer) 1
version 3.11(2)
version 3.02(1)
GRS 77 (AHRS) 1
version 3.04(2)
GMU 44 (Magnetometer) 1 version 2.05
GMA 1347 (Audio Panel) 1 version 4.04
GTX 33 (Transponder) 1 version 6.11(1)
GTX 33 wE/S (Transponder) 1 version 8.02(2)
GTS 825 (TAS) 1 version 2.21
GRA5500 (Radar Altimeter) 1 version 2.20(2)
GSR56 (Satellite Transceiver) 1 version 2.00(2)
(1) Valid for P.68R aircraft up to s/n 482

(2) Valid for P.68R aircraft from s/n 487 onwards
Table 15 Software release notification
Rev. 38
Page 92 of 92 DATE: 30 January 2018
P.68R SUPPLEMENT AF
WARNING
In case of replacement of one of the previous
avionic units, verify proper software load and
confirm that its software version number is in
compliance with that one showed in table
above, before install it.
NOTE
The software versions are displayed on each
unit. Use the version Information key to view
more detailed information about the software
version installed on relative unit.
This information is useful when contacting
Customer Support.
Rev. 35
DATE: 14 September 2017 Page 92a of 92
SUPPLEMENT AF P.68R
7.p B-RNAV CAPABILITY

Provided a Garmin G950 GPS receiver is receiving adequate usable signals,
it has been demonstrated capable of and has been shown to meet the accuracy
specifications for:
a) VFR/IFR enroute, oceanic, terminal, and non-precision instrument
approach (GPS, VOR, VOR-DME, NDB, NDB-DME, RNAV) operations
within the U.S. National Airspace System, in accordance with FAA AC
20-138A, and European Airspace designated for Basic RNAV operations,
in accordance with EASA AMC 20-4A.
b) RNAV (GPS) Approaches: Garmin G950 GPS meets the requirements of
FAA AC 20-138A for GPS based RNAV approaches. This includes
RNAV approaches labeled as RNAV (GPS), provided GPS sensor data is
valid.
c) The system meets RNP5 airspace (B-RNAV) requirements of FAA AC
90-96 and in accordance with FAA AC 20-138A and EASA AMC 20-4A
for oceanic and remote airspace operations provided it is receiving usable
navigation information from the GPS receiver.
The following operating prescriptions inherent to the system are to be
followed:
a) GPS navigation data is based upon use of only the GPS operated by the
United States of America.
b) IFR enroute, oceanic and terminal navigation predicated upon the G950
GPS receiver is prohibited unless the pilot verifies the currency of the
database or verifies each selected way point for accuracy by reference to
current approved data.
c) Instrument approach navigation predicated upon the G950 GPS receiver
must be accomplished in accordance with approved instrument approach
procedures that are retrieved from the GPS equipment database. The GPS
equipment database must incorporate the current update cycle.
- Accomplishment of ILS or LOC or any other type of approach not
approved for GPS overlay with the G950 GPS receiver is not
authorized.
- Use of G950 VOR/ILS receiver to fly approaches not approved for
GPS requires VOR/ILS navigation data to be present on the display.
Rev. 38
Page 92b of 92 DATE: 30 January 2018
P.68R SUPPLEMENT AF
- When an alternate airport is required by the applicable operating rules,

it must be served by an approach based on other than GPS navigation,
the airplane must have the operational equipment capable of using that
navigation aid, and the required navigation aid must be operational.
- VNAV information may be utilized for advisory information only.
Use of VNAV information for Instrument Approach Procedures does
not guarantee step-down fix altitude protection, or arrival at approach
minima in normal position to land.
- RNAV (GPS) approaches must be conducted utilizing the GPS sensor.
- Not all published Instrument Approach Procedures (IAP) are in the
Navigation database. Flight crew planning on flying an RNAV
instrument approach must ensure that the Navigation database
contains the planned RNAV Instrument Approach Procedure and that
approach procedure must be loaded from the Navigation database into
the FMS flight plan by its name.
- IFR non-precision approach approval using the GPS/SBAS sensor is
limited to published approaches within the U.S. National Airspace
System. Approaches to airports in other airspace are not approved
unless authorized by the appropriate governing authority.
- Navigation information is referenced to WGS-84 coordinate reference
system, and should only be used where the Aeronautical Information
Publication (including electronic data and aeronautical charts)
conform to WGS-84 or equivalent.
For flight planning purposes, in areas where SBAS coverage is not available,
the flight crew must check RAIM availability. Within the United States,
RAIM availability can be determined using the Garmin WFDE Prediction
program, [p/n 006-A0154-01 (included in G950 trainer software) version
3.00 or later approved version with Garmin GA36 and GA37 antennas
selected], or the FAA’s en route and terminal RAIM prediction website:
www.raimprediction.net, or by contacting a Flight Service Station. Within
Europe, RAIM availability can be determined using the Garmin WFDE
Prediction program or Europe’s AUGER GPS RAIM Prediction Tool at
http://augur.ecacnav.com/augur/app/home. For other areas, use the Garmin
WFDE Prediction program. This requirement is not necessary if SBAS
coverage is confirmed to be available along the entire route of flight. The
route planning and WFDE prediction program may be downloaded from the
Garmin website on the Internet. For information on using the WFDE
Prediction Program, refer to Garmin WAAS FDE Prediction Program p/n
190-00643-01, ‘WFDE Prediction Program Instructions’.
Rev. 29
DATE: 26 February 2016 Page 92c of 92
SUPPLEMENT AF P.68R
For flight planning purposes, operations within the U.S. National Airspace
System on RNP and RNAV procedures when SBAS signals are not available,
the availability of GPS RAIM shall be confirmed for the intended route of
flight. In the event of a predicted continuous loss of RAIM of more than five
minutes for any part of the intended route of flight, the flight should be
delayed, canceled, or re-routed on a track where RAIM requirements can be
met.
For flight planning purposes for operations within European B-
RNAV/RNAV-5 airspace, if more than one satellite is scheduled to be out of
service, then the availability of GPS RAIM shall be confirmed for the
intended flight (route and time). In the event of a predicted continuous loss of
RAIM of more than five minutes for any part of the intended flight, the flight
should be delayed, canceled, or re-routed on a track where RAIM
requirements can be met.
Rev. 29
Page 92d of 92 DATE: 26 February 2016
P.68R SUPPLEMENT AG– Sec.1
SUPPLEMENT AG
LANDING GEAR ACTUATOR PANEL
SECTION 1 - GENERAL
This supplement must be attached to the ENAC Approved Aircraft Flight
Manual for aircraft from S/N 458 onwards (as per change No. MOD. P68/259).
The information contained herein supplement the basic approved Aircraft

Flight Manual. For limitations, procedures and performance information not
contained in this Supplement consult the basic approved Flight Manual.
Wherever conflict arises between information in this Supplement and the

approved Flight Manual, the information herein must take precedence.
Rev.7
DATE: 04 March 2011 Page 1 of 12
SUPPLEMENT AG – Sec.1 P.68R


followed.
Rev.7
Page 2 of 12 DATE: 04 March 2011
P.68R SUPPLEMENT AG – Sec.2

Rev.7

Rev.7
Rev.7
Rev.7

No change to Basic AFM and Equipment List P/N NOR10.719-4.
Rev.7
SECTION 7 – SYSTEM DESCRIPTION
The Landing Gear Actuator Panel has been designed to set opportune
signal light to each one of the LG legs, discerning the PUMP ON and the
GEAR UP lights from the LG lights; in this way, for the pilot it is possible
to acquire more reliable information during LG operations (Refer to
Figures 1 and 2).
A PTT (Push To Test) button allows to check simultaneously the full

operating status of all the panel lights.
The Landing Gear Actuator Lever Knob starts the LG retracting (UP) or
extending (DOWN) operation.
Figure 1 - Landing Gear Actuator Panel (P/N 7.7214-401)
Rev.7
Following the landing gear actuator panel lights are described:
“NOSE UNLKD”, “LH UNLKD”, “RH UNLKD”

Red Lights – One for each LG leg
“NOSE LKD”, “LH LKD”, “RH LKD”

Green Lights – One for each LG leg
“PUMP ON”
Amber Light - Hydraulic Pump operation indicator
“GEAR UP”
Red Light – Gear Up configuration light alarm
“PTT”, “UP-GEAR-DN”
White Light – For night flights, activated and
regulated with the INSTR. DIMMER LIGHT
NORMAL EXTENSION
When the selector knob is moved to “DOWN” position, on the panel:

− The “PUMP ON” amber light switches ON when the Hydraulic Pump
Unit is ON.
− The “NOSE UNLKD”, “LH UNLKD”, “RH UNLKD” red lights
switch ON while the landing gears are not down-locked or in-transit
and remain switched ON until this condition is hold.
− The “NOSE LKD”, “LH LKD”, “RH LKD” green lights switch ON
when the landing gears are correctly extracted and down-locked, and
remain switched ON until this condition is hold.
Rev.7
The Pilot assumes that the Landing Gear is in down-locked position

when all the three green lights are illuminated.
NORMAL RETRACTION
When the selector knob is moved to “UP” position, on the panel:

− The “PUMP ON” amber light switches ON when the Hydraulic Pump
Unit is ON.
− The “NOSE LKD”, “LH LKD”, “RH LKD” green lights switch OFF
when the landing gears begin the retraction.
The Pilot assumes that the Landing Gear is in up position when all the
lights on the LG Actuator Panel are turned off.
EMERGENCY EXTENSION
When the emergency control handle is pulled to activate the landing

emergency system, on the panel:
− The “NOSE LKD”, “LH LKD”, “RH LKD” green lights switch ON
when the landing gears are correctly extracted and down-locked, and
remain switched ON until this condition is hold.
The Pilot assumes that the Landing Gear is in down-locked position

when all the three green lights are illuminated.
LANDING GEAR UP WARNINGS

The “GEAR UP” red light switches ON and a continuous aural warning
alerts the pilot, if the flaps are extended between “Take off” and “Land”
Rev.7
position and/or one or both throttles are close or next to “idle”, but the
landing gear has been retracted and down-locked.
Figure 2 - Landing Gear Actuator Panel Installation Layout
Rev.7
Rev.7
P.68R SUPPLEMENT AH – Sec.1
SUPPLEMENT AH
FLAP POSITION INDICATION

AND CONTROL SYSTEM
aircraft is equipped with the “Flap Position Indication and Control System”,
as per change No. MOD.P68/269.
For limitations, procedures and performance not contained in this
Supplement consult the basic Flight Manual. Whenever conflict arises
Rev. 12
DATE: 16 January 2012 Page 1 of 12
SUPPLEMENT AH – Sec.1 P.68R


carefully followed.
Rev. 12

There is no change to airplane operating limitations when the “Flap
Position Indication and Control System” is installed.
Rev. 12

There is no change to airplane emergency procedures when the “Flap
Position Indication and Control System” is installed.
Rev. 12

There is no change to airplane normal procedures when the “Flap
Position Indication and Control System” is installed
Rev. 12
There is no change to airplane performances when the “Flap Position
Indication and Control System” is installed.
Rev. 12
P.68R SUPPLEMENT AH - Sec.6

The items of the “Flap Position Indication and Control System” are listed
in the “P.68R Equipment List” P/N NOR10.719-4.
Rev. 12

The “Flap Position Indication and Control System”, described in this
Supplement, replaces the current basic one, with the introduction of a
different switch to command flap position and replacing the current flap
position indicator with a number of green LED, switched ON when the flap
surfaces assume the desired positions.
A Flap Control Panel is provided on the instrument panel. It includes a
control switch with proper control knob, position indicator green LED and
relevant markings (Refer to Figure 1).
Figure 1
Flap Control Panel
This change does not affect the electrical motor operating the flaps, also
the mechanical linkages of flaps systems are not affected by the current
change.
Flap surfaces are commanded by means of a control knob, located on the
Flap Control Panel.
Knob must be rotated counterclockwise to extend flap surfaces (from full
up to desired position); it must be rotated clockwise to retract flap surfaces
(see Table 1).
UP Take off Approach Landing
0deg 15deg 15deg 30deg -> 35deg
Table 1 - Flap surfaces deployment

Rev. 12
During transition from a flap position to another, all the LED remain
OFF, and only when the flap surfaces assume the desired position the
relevant green light (LED) switches ON. Therefore, after a control knob
rotation, the following cases have to be considered as abnormal position
indications:
- Green LED light immediately ON.
- Green LED light always OFF.
CAUTION
THE PILOT MUST ALWAYS CHECK FOR
ACTUAL FLAPS POSITION BY READING THE
FLAP POSITION INDICATION ON THE FLAP
CONTROL PANEL (RELEVANT LED LIGHTED).
The flap position markings are highlighted with a dimmish light to easy
pilot readability.
A Flap Positioning Sensor sub-system is provided as responsible for
detection and allows actuation of the flap movements. Three flap positions
are significant for P.68R aircraft. Flap Positioning Sensor sub-system senses
these angles and sends suitable information to the circuitry, generating
ON/OFF triggering. For each triggering signal a couple of switches are
provided to improve pertinent reliability. Switches assembly commutes
according to the position of designated camshafts which rotate accordingly
the arm of the Flap System.
Three sections compose the electrical harness of “Flap Position
Indication and Control System”:
• Control Circuit section.
• Cargo Door Alerting section (hereunder described).
• Motor section.
All the sections are fed by main bus and they are protected by
independent circuit breakers (CB).
In particular, Control Circuit and Cargo Door Alerting sections are
protected by a 1A rated CB, labeled “FLAP INDIC” and “CARGO DOOR
ALERT” respectively, while the Motor section is protected by a 5A rated CB
labeled “FLAP ACTUATOR” as previously.
Rev. 12
WING FLAPS INTERDICTION SYSTEM WITH CARGO DOOR

OPENED
In order to prevent wing flaps from damage caused by inadvertent flaps
operation when the cargo door is open, the flap control system is integrated
with a “Cargo Door Open Alerting System”.
This feature inhibits any flaps operation if the aircraft cargo door is
sensed “open” by the switch/sensor located on the cargo door.
A Cargo Door Open Alerting Control Panel is provided on the control
pedestal (Refer to Figure 2).
Figure 2
Cargo Door-Open Alerting Control Panel
The Cargo Door Open Alerting Control Panel includes the following
push-button and lights:
“Door Open” red light with integrated “Push To Test” button (PTT): if
lighted, it informs the pilot that the cargo door is sensed open. When lighted,
the system inhibits the wing flaps control.
During maintenance, when required, press the “Push To Test” button to
check the “Door Open” and “Recovery Switch” lights.
“Recovery Switch” push-button switch with amber light: pressing it,

the wing flaps interdiction system is over-ridden enabling the pilot to recover
wing flaps control via the flaps control system.
Rev. 12
CAUTION
IN CASE OF FAILURE OR MALFUNCTION OF
THE CARGO DOOR OPEN SENSOR SYSTEM,
WING FLAPS CONTROL SYSTEM BECOMES
INOPERATIVE PREVENTING THE PILOT FROM
USING FLAPS CONTROL.
CAUTION
OPERATING THE “RECOVERY SWITCH”, THE
WING FLAPS WITH CARGO DOOR OPEN
INHIBITION SYSTEM IS OVER-RIDDEN.
THE PILOT MUST ALWAYS FIND THE ORIGIN
OF THE MALFUNCTION BEFORE OPERATING
THE “RECOVERY SWITCH”.
Rev. 12
Rev. 12
P.68R SUPPLEMENT AI – Sec.1
SUPPLEMENT AI
ENVIRONMENTAL CONTROL SYSTEM
SECTION 1 - GENERAL
This Supplement must be attached to the approved Flight Manual when the
aircraft is equipped with Environmental Control System, as per change No.
MOD.P68/270.
Rev. 13
SUPPLEMENT AI – Sec.1 P.68R


carefully followed.
Rev. 13
Hot/Defrost Air System and Air Conditioning System operations are

forbidden during Take-Off and Landing.
PLACARDS
On the overhead panel:
Near Magnetic Compass:
Rev. 13
ALTERNATOR FAILURE or ENGINE SHUT-OFF
NOTE
If one (both) engine is OFF, or in the event of single
(double) alternator failure, the Electrical Hot/Defrost
Air System and Air Conditioning System (if installed),
controlled by selector rotary switch, will automatically
be powered OFF.
a. GENERAL rotary switch OFF
b. EXHAUST HEATER switch of the affected engine OFF
c. RAM AIR switch AS REQUIRED
INFLIGHT ENGINE FIRE
a. EXHAUST HEATER switch of the affected engine OFF
b. RAM AIR switch ON
c. GENERAL rotary switch OFF
Rev. 13
PRE-FLIGHT CHECK LIST

Add the following checks:
Cockpit
1. FWD crew fan port FREE FROM OBSTRUCTION
2. Air outlet vents FREE FROM OBSTRUCTION
Fuselage (right lower side)

3. Rear fan air intake FREE FROM OBSTRUCTION
NOTE
Add the following pre-flight operations only if Air
Conditioning System is installed.
Fuselage (lower right side)

1. Condenser air outlet FREE FROM OBSTRUCTION
Fuselage (right side)

2. Condenser air intake FREE FROM OBSTRUCTION
Lower fuselage:
3. Air Conditioning drainage pipes FREE FROM OBSTRUCTION
On the baggage bulkhead:

4. Evaporator air intake FREE FROM OBSTRUCTION
NOTE
Do not cover evaporator air intake during baggage
compartment utilization.
Rev. 13
GROUND OPERATION
Add the following procedure after pre-flight check list:
RAM AIR
a. RAM AIR switch ON
b. RAM AIR switch light CHECK ON
c. RAM AIR switch OFF
d. RAM AIR switch light CHECK OFF
EXHAUST HEATER
a. LH EXHAUST HEATER switch ON
b. LH EXHAUST HEATER switch light CHECK ON
c. LH EXHAUST HEATER switch OFF
d. LH EXHAUST HEATER switch light CHECK OFF
e. RH EXHAUST HEATER switch ON
f. RH EXHAUST HEATER switch light CHECK ON
g. RH EXHAUST HEATER switch OFF
h. RH EXHAUST HEATER switch light CHECK OFF
Rev. 13
NOTE
To perform the following operations, connect the
aircraft with an external power unit, otherwise perform
these procedures after starting engines.
NOTE
Ensure that air outlet vents are open.
VENTILATING MODE
a. GENERAL rotary switch
b. CREW / PASSENGER FAN SPEED rotary switches
c. Air flow increase passing from low to high speed CHECK
d. CREW / PASSENGER FAN SPEED rotary switches 0

e. No air flow CHECK
AIR CONDITIONING MODE
c. Cooled air flow from cabin ceiling outlets CHECK
d. GENERAL rotary switch OFF
Rev. 13
HOT/DEFROST MODE
b. Hot air flow from defrost, instrument panel

and pedestal outlets CHECK
c. GENERAL rotary switch OFF
BEFORE STARTING ENGINES

b. RAM AIR switch AS REQUIRED
c. LH / RH EXHAUST HEATER switches OFF
BEFORE TAXIING
CAUTION
Before activate Hot/Defrost or Air Conditioning mode
take engine RPM above 1700 RPM.

a. GENERAL rotary switch AS REQUIRED
b. CREW / PASSENGER - FAN SPEED rotary switches

AS REQUIRED
d. LH / RH EXHAUST HEATER switches OFF
Rev. 13
BEFORE TAKE-OFF (Final Items)

b. CREW / PASSENGER - FAN SPEED rotary switches 0

d. LH / RH EXHAUST HEATER switches OFF
CLIMB / CRUISE / DESCENT

a. GENERAL rotary switch AS REQUIRED

AS REQUIRED
d. LH / RH EXHAUST HEATER switches AS REQUIRED
BEFORE LANDING
b. CREW / PASSENGER FAN SPEED rotary switches 0

d. LH / RH EXHAUST HEATER switches AS REQUIRED
Rev. 13
There is no change to airplane performances when the “Environmental

Control System” is installed.
Rev. 13
P.68R SUPPLEMENT AI - Sec.6
The items of the “Environmental Control System” are listed in the “P.68R
Rev. 13
Environmental Control System consists of the following systems:

- Hot Air System:
o Hot/Defrost (Electrical) Air System
o Exhaust Heat System
- Fresh Air System:

o Ventilation System
o Air Conditioning System (optional).
Environmental Control System is controlled by switches installed on master

switch panel (see § 7.3 “Control Panel”).
NOTE
Hot/Defrost (electrical) system, Ventilation system and
Air Conditioning system (if installed) are connected to
automatic cut-off circuit. So in the case of alternator (or
engine) failure each of these air systems will be
automatically powered OFF.
Rev. 13
7.1 HOT AIR SYSTEM
HOT/DEFROST (ELECTRICAL) AIR SYSTEM (refer to Figure 7-1)

Hot/Defrost Air System is composed by one electrical fan heater installed in
the FWD section of the fuselage between frames No.1 and 2.
Six (6) hoses supply hot air to six (6) adjustable air outlet vents: two defrost,
two instrument panel and two feet air outlet vents installed on pedestal.
Fan heater operation is controlled by the GENERAL rotary switch installed
on the master switch panel. Rotating this switch in HOT/DEFROST
position, the operation of fan heater will enable.
The fan heater is protected against overheating by means of a thermal switch
and a thermal fuse.
Electrical Hot/Defrost Air System can operate if both alternators are
operative or if an external GPU is connected to the aircraft.
Fan heater is protected by one 80A circuit breaker installed on the power
panel (in the LH cabin ceiling between frames No.8 and 9).
Figure 7-1 - Hot/Defrost Electrical Air System
Rev. 13
EXHAUST HEAT SYSTEM (refer to Figure 7-2)

Exhaust Heat System is composed by two heat exchangers on the engine
mufflers. Dynamic air enters in the heat exchangers and increases its
temperature, then air is discharged in the cabin by means of five (5)
adjustable air outlet vents located in the lower side of the fuselage.
This subsystem is activated by two toggle switches which control automatic
shut-off valves position. A green light incorporated by toggle switch is ON
when shut-off valve is not in closed position while light is OFF when shut-off
valve is in fully closed position. When shut-off valves are in closed position
the air, providing to cool mufflers, is discharged in the engine nacelles.
Exhaust Heat System can operate with both alternators failure; if this event
occurs, the shut-off valves shall be operated only one time to reduce the
battery discharge.
Figure 7-2 – Exhaust Heat System (muffler exchanger)
Rev. 13
7.2 FRESH AIR SYSTEM
VENTILATION SYSTEM (refer to Figure 7-3)

Ventilation System is composed by three fans:
- One FWD fan, installed between frames No.1 and 2, supplies ram or
cabin air to crew through six (6) adjustable air outlet vents (these air vents
are the same used to supply hot air when hot/defrost system is active).
The FWD fan is the same equipment of fan heater but when ventilation is
ON, only the fan is ON while the heater is OFF.
- Two rear fans, installed in the rear cone of the fuselage, supply fresh air
to crew and passengers by means of six (6) adjustable air outlet vents
located in the cabin ceiling. The fan supplying air to crew uses ram air
inducted from an intake hole located in the fuselage rear cone. (If air
conditioning system is installed both rear fans use cabin air passing
through the evaporator).
Ventilation System is ON when GENERAL rotary switch is in

VENTILATION position.
Two rotary switches enable to regulate fan speed or to power off the fans
when VENTILATION or AIR CONDITIONING mode is selected.
The rear fans are protected by two 10A circuit breakers, installed on the
breaker panel, while the FWD fan is protected by the hot/defrost 80A breaker
(see § 7.1).
Ventilation System can operate if both alternators are operative or if an

external GPU is connected to the aircraft.
Rev. 13
Figure 7-3 - Ventilation System
Ram air is supplied in the cabin when rear crew fan is operating. Positioning
RAM AIR switch in ON position, the FWD selector valve opens so forced
ram air arrives to the fan heater and then to air outlet vents.
It is recommended that RAM AIR switch position is OFF during hot air or air
conditioning (if installed) operations.
Rev. 13
AIR CONDITIONING SYSTEM (Optional) (refer to Figure 7-4)
In order to improve the Fresh Air System an Air Conditioning (A/C) System
can be installed onboard optionally.
The A/C System consists mainly of a compressor/condenser/receiver dryer
unit and an evaporator/fans unit. Both units are installed in the fuselage rear
cone, behind the baggage compartment.
Evaporator unit consists of one heat exchanger and two fans, of which one
supplies air to crew outlet vents and the other to passenger outlet vents.
NOTE
Evaporator fans replace rear ventilation fans when A/C
system is installed onboard. In this case the cabin air is
used (instead of external air from fuselage air intake).
The A/C System is controlled by GENERAL and CREW / PASSENGER

FAN SPEED rotary switches. To operate A/C System the GENERAL rotary
switch must be in AIR CONDITIONING position and at least one FAN
SPEED rotary switch must be in LOW or HIGH position. If both
evaporator fans are OFF the A/C is automatically powered OFF.
NOTE
A/C System can operate if both engine alternators are
running or if a GPU unit is connected.
NOTE
Before A/C operations assure that at least one air outlet
vent connected to the operative fan is open.
Rev. 13
The A/C System is protected against over pressure conditions by two

separate safety devices. The first device is a binary high/low pressure switch
located on the compressor discharge port which activates itself in the event of
an over pressure or low pressure condition. The second safety device is a fuse
plug located on the receiver/dryer which will vent system refrigerant safely
overboard in the event the system pressure raises up and pressure switch has
not been activated.
The compressor/condenser circuit is protected by one 100A circuit breaker
installed on the power panel (in the LH cabin ceiling between frames No.8
and 9), while the evaporator fans circuit is protected by two 10A breakers
installed on the breaker panel instead of ventilation fan breakers.
Figure 7-4 - Air Conditioning System

Rev. 13
7.3 CONTROL PANEL (refer to Figure 7.5)
The Environmental Control Panel consists of six (6) switches:

- 3 toggle switches with indicator light.
- 3 rotary switches.
GENERAL CREW FAN

PASSENGER
SWITCH SPEED FAN SPEED
Figure 7-5 - Environmental Control Panel
LH / RH EXHAUST HEATER toggle switches control the position of

LH / RH shut-off valves installed in the wing (fully open or fully closed).
When a shut-off valve is fully closed the relevant indicator light comes OFF.
RAM AIR toggle switch controls the position of the FWD selector valve: ram
air or cabin air. When the selector valve is in “ram air” position the indicator
light comes ON.
Rev. 13
GENERAL rotary switch activates the following system: Hot/Defrost,

Ventilation and Air Conditioning.
When the switch is in OFF position, all the systems are powered OFF.
Operations controlled by toggle switches are independent from GENERAL
rotary switch position.
When the rotary switch in HOT/DEFROST position, the fan heater

installed in the fuselage FWD section is powered ON and supplies hot air to
crew and to windshield for defrost. Crew could operate on air outlet vents to
regulate flow and direction of air.
When the rotary switch is in VENTILATION position, it enables the

operations of CREW / PASSENGER FAN SPEED rotary switches.
When the switch is in A/C position, it enables the operations of CREW /

PASSENGER FAN SPEED rotary switches and compressor / condenser for
air cooling.
NOTE
If A/C System is not installed, the GENERAL rotary
switch has only three positions enabled: Hot/Defrost,
OFF and Ventilation.
CREW / PASSENGER FAN SPEED rotary switches control the speed of

fans which supply fresh air to crew and passengers. If GENERAL rotary
switch is in VENTILATION position, both FWD and rear evaporator
crew fans are enabled to operate. If GENERAL rotary switch is in A/C
position, the FWD fan is not operative.
If both CREW / PASSENGER FAN SPEED switches are OFF, air
conditioning compressor/condenser is automatically powered OFF.
Rev. 13
P.68R SUPPLEMENT AJ
SUPPLEMENT AJ
STANDBY INSTRUMENTS
This Supplement must be attached to the basic Flight Manual.
limitations, procedures and performances not contained in this Supplement
information enclosed herein and in the basic Flight Manual, the information
in this Supplement must take precedence.


carefully followed.
Rev. 35
SUPPLEMENT AJ P.68R

(MTOW = 2063 Kg)
ELECTROMECHANICAL MD 302
STANDBY SYSTEM (DIGITAL STANDBY SYSTEM)
MARKINGS KIAS
Red Radial Lower Red Line
White Arc White Bar
configuration. Upper limit is maximum speed permissible with
flaps extended. 61 to 103
Blue Radial Blue Line
Green Arc Green Bar
Lower limit is maximum weight stall speed with flaps retracted.
Upper limit is maximum structural cruising speed. 67 to 161
Yellow Arc Yellow Bar
- Caution Range
Operations must be conducted with caution and only in smooth
air. 161 to 201
Red Radial Upper Red Line
- Maximum Speed for all operations 201
Rev. 25
P.68R SUPPLEMENT AJ

(MTOW = 1960 Kg)
ELECTROMECHANICAL MD 302
STANDBY SYSTEM (DIGITAL STANDBY SYSTEM)
MARKINGS KIAS
Red Radial Lower Red Line
White Arc White Bar
configuration. Upper limit is maximum speed permissible with
flaps extended. 60 to 101
Blue Radial Blue Line
Green Arc Green Bar
Lower limit is maximum weight stall speed with flaps retracted.
Upper limit is maximum structural cruising speed. 65 to 158
Yellow Arc Yellow Bar
- Caution Range
Operations must be conducted with caution and only in smooth
air. 158 to 200
Red Radial Upper Red Line
- Maximum Speed for all operations 200
Rev. 25
SUPPLEMENT AJ P.68R
NOTE
In case of complete electrical failure of the
aircraft, the standby flight instruments remain
operative:
(a1) Electromechanical airspeed, altimeter, and
ADI, or
(a2) Digital MD302 Standby Attitude Module,
and
(b) Magnetic compass.
NOTE
The ADI unit has an integral and rechargeable
battery that supplies electrical power to the unit
for up to one hour.
In case of complete electrical failure or normal
end-of-flight power down, the unit switches to the
Power Loss Warning mode and an amber LED
on the instrument flashes.
Pushing the STBY PWR button, before the end of
the (nominal) one-minute timing period, the unit
will continue to operate on the standby battery for
nominally one (1) hour or until the battery is
exhausted (gyro warning flag remains out of view).
If no action is undertaken before the end of the
(nominal) one-minute timing period, the
instrument will turn off automatically and the
gyro warning flag will come into view.
Rev. 41
P.68R SUPPLEMENT AJ
NOTE
The MD302 Standby Attitude Module has an
integral and rechargeable battery that supplies
electrical power to the unit for up to one hour.
In case of complete electrical failure or normal
end-of-flight power down, the unit switches to the
Power Loss Warning mode and a warning
message on the instrument display appears.
Rotating and pressing the STBY control knob to
highlight and select respectively the “ON”
option, before the end of the (nominal) one-
minute timing period, the unit will continue to
operate on the standby battery for nominally one
(1) hour or until the battery is exhausted.
If no action is undertaken before the end of the
(nominal) one-minute timing period, the
instrument will turn off automatically.
WARNING
The MD302 internal battery will recharge
itself from aircraft power while in normal
mode. A battery capacity check occurs each
time the unit is 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.
Rev. 41
SUPPLEMENT AJ P.68R
WARNING
The detailed description, operation and
functionalities of MD302 Standby Attitude
Module are provided on the “MD302 Stand-
By Attitude Module Pilot’s Guide” document
p/n 9017846, which is to be considered as
attached to this AFM and kept onboard the
aircraft.
WARNING
All MD302 Standby Attitude Module settings,
set up during the aircraft delivery or after a
maintenance activity, must not be modified.
WARNING
Heading function of the MD302 Standby
Attitude Module must not be enabled.
Rev. 41
P.68R SUPPLEMENT AJ
NO CHANGE.
Refer to the applicable Equipment List document NOR10.719-4.
Rev. 41
SUPPLEMENT AJ P.68R
7.1 STANDBY SYSTEM OVERVIEW

Two different configurations of the standby instruments are available:
1. Electromechanical Standby
2. Digital Standby
The magnetic compass is the same for both configurations.
The basic arrangement for flight instruments is shown in the following
figures.
Figure 7-1 Electromechanical Standby System
Figure 7-2 Digital Standby System
Rev. 25
P.68R SUPPLEMENT AJ
7.2 MD302 STANDBY ATTITUDE MODULE

MD302 Standby Attitude Module is a self-contained situational awareness
instrument that provides aircraft attitude, altitude, airspeed and slip indication
during normal operation or in case of primary instrument failure.
This instrument is installed horizontally over the top of the Garmin G950
PFD (see Fig. 7-2). The attitude indicator portion of the display, and the
airspeed/altitude display, can be configured on the right or left (see Fig. 7-3).
WARNING
functionalities of MD302 Standby Attitude
Module are provided on the “MD302 Stand-
By Attitude Module Pilot’s Guide” document
p/n 9017846.
WARNING
All MD302 Standby Attitude Module settings,
set up during the aircraft delivery or after a
maintenance activity, must not be modified.
WARNING
Heading function of the MD302 Standby
Attitude Module must not be enabled.
Figure 7-3 MD302 installation orientation options
Rev. 35
SUPPLEMENT AJ P.68R
7.2.1 SOFTWARE RELEASE NOTIFICATION

In the following Table 7-1 is reported the current list of the software version
number of MD302 Standby Attitude Module.
SYSTEM INFORMATION SOFTWARE RELEASE (*)
version 1.0.4 (1)

MD302 Standby Attitude Module version 1.0.5 (2)
version 1.1.1 (3)
(*)
The software releases reported in this table are those loaded at aircraft delivery. At
this stage there is not any preclusion to load later versions in accordance with
approved data issued by OEM.
(1)
Valid for P.68 aircraft up to s/n 488, plus s/n 490, 492 and 496.
(2)
Valid for P.68 aircraft from s/n 489 up to s/n 507 except s/n 490, 492, 495 and 496
(3)
Valid for P.68 aircraft from s/n 508 onwards, plus s/n 495
Table 7-1 Software release notification
WARNING
In case of replacement of MD302 Standby
Attitude Module, verify that the software
release loaded is in accordance with the one
reported in the table, before installing it.
NOTE
The software version is displayed on each unit.
Use the version Information key to view more
detailed information about the software version
installed on relative unit.
Rev. 45
P.68R SUPPLEMENT AK
SUPPLEMENT AK
ANGLE OF ATTACK INDICATION SYSTEM
This Supplement must be attached to the approved Flight Manual.
information enclosed herein and on the approved Flight Manual, the


carefully followed.
Rev. 26
SUPPLEMENT AK P.68R
NO CHANGE.
Rev. 26
P.68R SUPPLEMENT AK
NO CHANGE.
Rev. 26
SUPPLEMENT AK P.68R
4.1 AOA INDICATION SYSTEM OPERATION

WARNING
NEVER use the AOA indication system in lieu
of the airspeed indicator or aircraft stall
warning system.
WARNING
The system is not essential for safe operations,
it is non-required and it is used in an advisory
or supplementary manner.
WARNING
Accuracy of indication of stall must coincide
with the stall horn or be conservative as
compared to existing stall warning devices,
indicating the stall at a higher airspeed.
WARNING
functionalities of AOA indication system are
provided on the “Alpha System Installation
and Operation Manual for Electronic Angle of
Attach (AOA) Indicator” document p/n IOM-
E rev.D, which is to be considered as attached
to this AFM and kept onboard the aircraft.
WARNING
If the system does not function correctly,
disable the AOA unit by means of appropriate
switch.
NOTE
AOA system should be considered only as an
improvement of pilot awareness during
operations at high angles of attack.
Rev. 26
P.68R SUPPLEMENT AK
4.1.1 ACTIVATING AOA INDICATION SYSTEM

For flight in normal environmental condition:
AOA switch ON
AOA display CHECK ON
For flight in (inadvertently encountered) icing condition:
AOA switch ON/HEAT
AOA display CHECK ON
4.1.2 AOA IN-FLIGHT CALIBRATION

Detailed description of the procedure for the in-flight calibration of the AOA
indication system is provided on the “Alpha System Installation and
Operation Manual for Electronic Angle of Attach (AOA) Indicator”
document p/n IOM-E rev D.
WARNING
The in-flight calibration procedure must be
accomplished at least by a pilot of average skill.
The pilot will identify, after calibration, which
Red LED identifies the “Stall” angle of attack
for the specific aircraft.
Rev. 26
SUPPLEMENT AK P.68R
NO CHANGE.
Rev. 26
P.68R SUPPLEMENT AK
Rev. 26
SUPPLEMENT AK P.68R
7.1 AOA INDICATION SYSTEM

The Angle of Attack (AOA) indication system is an independent system that
is not connected with other system or equipment installed on the airplane; it
is composed by a probe with an interface module located on the wing and a
horizontal AOA indicator located on the instrument panel.
The AOA system measures pressure at two points on an AOA probe and
conveys those pressures, via sense lines, to the AOA Interface Module. Then
those pressures are converted into an electronic signal transmitted to the
AOA display. The display interprets the signal and turns on the appropriate
LEDs to convey the AOA information to the pilot (see Figure 7-1).
The AOA system is designed to improve operational safety of airplanes by
increasing pilot awareness during operations at high angles of attack.
WARNING
NEVER use the AOA indication system in lieu
of the airspeed indicator or aircraft stall
warning system.
WARNING
The system is not essential for safe operations,
it is non-required and it is used in an advisory
or supplementary manner.
WARNING
Accuracy of indication of stall must coincide
with the stall horn or be conservative as
compared to existing stall warning devices,
indicating the stall at a higher airspeed.
WARNING
functionalities of AOA indication system are
provided on the “Alpha System Installation
and Operation Manual for Electronic Angle of
Attach (AOA) Indicator” document p/n IOM-
E rev.D, which is to be considered as attached
to this AFM and kept onboard the aircraft.
Rev. 26
P.68R SUPPLEMENT AK
NOTE
AOA system should be considered only as an
improvement of pilot awareness during
operations at high angles of attack.
NOTE
The installation of AOA system does not require
interface with the Pitot-static system; this one
does not rely on direct pressure input from the
Pitot-static system.
NOTE
AOA system is connected to automatic cut-off
circuit. So in case of single alternator failure this
system will be automatically powered OFF.
Figure 7-1 AOA display overview
The AOA display is composed by 16 LEDs which are color coded and they
will illuminate with additional available lift.
Rev. 26
SUPPLEMENT AK P.68R
The LEDs are linearly proportional to the aircraft angle of attack:

• Green indicates normal operations or cruise, the angle of attack is low, no
worries.
• Yellow indicates caution; the angle of attack is relatively high. If not
intentional, take action to reduce the angle of attack, sit up and pay
attention.
• Blue is the defining LED that identifies Optimum Alpha Angle (OAA).
• Red means the angle of attack is too high. Take immediate action to
reduce the angle of attack such as performing a stall recovery procedure.
NOTE
The LEDs on the display will indicate
appropriate color when the display is ON and no
color when the display is OFF.
NOTE
The numbers on each LED are only for
reference. The corresponding number of Red
LEDs of the Stall is dependent on the coefficient
of lift and the angle of attack for each airplane;
once identified, that number of Red LEDs will
always indicate the aircraft stall.
The AOA indication system (both indicator and heating system) is controlled
by an unique dedicated and labelled switch installed on the instrument panel
(see Figure 7-2) and protected by an appropriate breaker.
Figure 7-2 AOA switch overview
Rev. 26
P.68R SUPPLEMENT AM
SUPPLEMENT AM
ADDITIONAL EXTERNAL
WINDSHIELD DEFROSTER P/N 7.9235-401
This Supplement must be attached to the approved Flight Manual.
information enclosed herein and on the approved Flight Manual, the


carefully followed.
Rev. 32
SUPPLEMENT AM P.68R
NO CHANGE.
NO CHANGE.
Rev. 32
P.68R SUPPLEMENT AM
4.1 ADDITIONAL EXTERNAL WINDSHIELD

DEFROSTER OPERATION
WARNING
The additional external windshield defroster
p/n 7.9235-401 is not essential for safe
operation.
WARNING
If the additional external windshield defroster
p/n 7.9235-401 does not work properly, during
the flight, disable the unit by putting OFF the
relative switch.
NOTE
The additional external windshield defroster p/n
7.9235-401 should be considered only as an
improvement of the windshield defrosting system.
NOTE
The additional external windshield defroster p/n
7.9235-401 should not be used for on-ground
operation in order to avoid any damage to the
equipment due to its overheating.
4.1.1 ACTIVATING ADDITIONAL EXTERNAL

WINDSHIELD DEFROSTER
For flight in (inadvertently encountered) severe icing conditions:
AUX DEFROST switch SET ON
NOTE
Refer to the Procedure 4.13 published in the
basic AFM if icing conditions are inadvertently
encountered.
Rev. 38
SUPPLEMENT AM P.68R
NO CHANGE.
Rev. 32
P.68R SUPPLEMENT AM
7.1 EXTERNAL WINDSHIELD DEFROSTER

The external windshield defroster is an independent system that is not
connected with other systems or equipment installed on the airplane; it is
composed by an electric defroster unit located on the windscreen, that
provides windshield defrosting.
The system is powered through the secondary bus bar and controlled by an
unique dedicated toggle switch “AUX DEFROST”, installed on a support
plate in correspondence of the top of the central pedestal (refer to Figure 7-1
below).
The external windshield defroster circuit is protected by an appropriate fuse.
The electric defroster unit is designed to improve the windshield defrosting
system during the operations at severe icing conditions.
Rev. 32
SUPPLEMENT AM P.68R
ELECTRIC
DEFROSTER
UNIT
CONNECTOR
CONNECTOR
COVER
SKIN
W.H.
PLATE ASSY SECTION A-A
INSTRUMENT PANEL
W.H. ELECTRIC PLACARD

DEFROSTER UNIT
TOGGLE
SWITCH
SUPPORT PLATE
CENTRAL PEDESTAL
Figure 7-1 Additional external windshield defroster installation

Rev. 32

p68r Afm Nor10.707-30c Updated Rev 46

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PILOT’S OPERATING HANDBOOK

Approved under the Authority of DOA EASA.21J.009

FOR U.S. REGISTERED AIRCRAFT, THIS MANUAL IS APPROVED

THIS DOCUMENT MUST BE CARRIED IN THE AIRPLANE AT ALL

The information contained in the Flight Manual will be kept current

DATE: 10 June 2010 i

REV. REF. APPROVAL

7-6; 7-7; 7-8; 7-19; Under Authority

LOG OF REVISIONS (Cont.)

REV. REF. APPROVAL

Added EASA No.

LOG OF REVISIONS (Cont.)

REV. REF. APPROVAL

LOG OF REVISIONS (Cont.)

REV. REF. APPROVAL

LOG OF REVISIONS (Cont.)

Typing error: Revision 23 to AFM

8-iii; Revision 26 to AFM

iii; 8-i; Revision 27 to AFM

LOG OF REVISIONS (Cont.)

7-2; 7-3; 8-iii; Revision 32 to AFM

LOG OF REVISIONS (Cont.)

LOG OF REVISIONS (Cont.)

Supplement AF: Revision 41 to AFM

LOG OF REVISIONS (Cont.)

1 GENERAL 1-i, 1-ii

This Page Intentionally Left Blank

iv DATE: 10 June 2010

1.1 INTRODUCTION 1-1

DATE: 10 June 2010 1-i

This Page Intentionally Left Blank

1-ii DATE: 10 June 2010

1.2 ASSOCIATED PUBLICATIONS

(b) Engine Manufacturer Lycoming Engines

(c) Engine Model Number IO-360-A1B6

(d) Rated Horsepower (BHP) 200

(e) Propeller Speed (RPM) 2700

(b) Propeller Manufacturer Hartzell Propeller Inc.

(c) Blade Model FC7666A-4

(d) Number of Blades 2

(e) Hub Model HC-C2YK-2C( )F

(f) Propeller Diameter (in/m) 72 / 1.829

(g) Propeller Type Constant speed, fully

TOTAL FUEL USABLE FUEL

U.S. gals lt U.S. lt

(b) Fuel Grade Aviation Grade 100/100LL.

DATE: 10 June 2010 1-3

(a) Maximum Takeoff Weight 4548 2063

(b) Maximum Landing Weight 4321 1960

Maximum Weight in Baggage

(d) Maximum Zero Fuel Weight 4321 1960

1-4 DATE: 10 June 2010

1.8 DIMENSIONS AND AREAS

Wing 18.60 200.21

Wing Flaps 2.42 25.83

Ailerons 1.76 18.95

Fin & Rudder 2.03 21.85

Stabilator 3.85 41.44

DATE: 10 June 2010 1-5

1-6 DATE: 10 June 2010

This Page Intentionally Left Blank

1-8 DATE: 10 June 2010

1.9 SYMBOLS, ABBREVIATIONS AND