P-Mentor – Aircraft Flight Manual

Aircraft Flight Manual

Doc. No. 2002/1032
Ed.1 Rev.7
2023, January 09

TECNAM P – MENTOR
MANUFACTURER: COSTRUZIONI AERONAUTICHE TECNAM S.p.A.
AIRCRAFT MODEL: P-MENTOR

SERIAL NUMBER:……………………………….

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

REGISTRATION MARKINGS: …………….……..

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

The airplane has to be operated in compliance with procedures and limitations

contained herein.

Costruzioni Aeronautiche TECNAM S.p.A.

Via Maiorise
CAPUA (CE) – Italy
Tel. +39 0823 99.75.38
WEB: www.tecnam.com

Thisdocument and the information thereon is the property of Costruzioni Aeronautiche Tecnam S.p.A., and may only be used
for the purpose for which Tecnam products are supplied, and/or use and maintenance of Tecnam Aircraft.
Reproduction or use of the data, information, drawings thereon, in whole or in part, is strictly Prohibited without
the express written permission of Costruzioni Aeronautiche Tecnam S.p.A.
 P-Mentor – Aircraft Flight Manual Page i

INDEX

1. FOREWORD .............................................................................................III
2. SECTIONS LIST....................................................................................... IV
3. RECORD OF REVISIONS .................................................................ROR-1
4. LIST OF EFFECTIVE PAGES ......................................................... LOEP-2

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Aircraft Flight Manual
INDEX
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1. FOREWORD
Before using the airplane, you are recommended to read carefully this manual:
a deep knowledge of airplane features and limitations will allow you for operating
the airplane safely.

For further information, please contact:

COSTRUZIONI AERONAUTICHE TECNAM S.p.A.

Via MAIORISE
CAPUA (CE) – ITALY
+39 0823.99.75.38
[email protected]
www.tecnam.com

When technical changes cause expansion or deletion of text which results in

unchanged text appearing on a different page, these pages will be updated to
the current regular revision date.

It is the responsibility of the owner to maintain this

handbook in a current status when it is being used for
operational purposes.

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Aircraft Flight Manual
INDEX
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2. SECTIONS LIST

General Section 1

Limitations(*) Section 2

Emergency Procedures Section 3

Normal Procedures Section 4

Performances Section 5

Weight and Balance Section 6

Airframe and Systems description Section 7

Airplane Care and Maintenance Section 8

Supplements(**) Section 9

(*) approved Section.

(**) partially approved Section. Approved parts, if any, are reported in each single
Supplement.

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Aircraft Flight Manual
SECTION LIST
 P-Mentor– Aircraft Flight Manual Page RoR-1

3. RECORD OF REVISIONS
Any revision to the present Manual, except actual weighing data, is recorded: a
Record of Revisions is provided at the front of this manual and the operator is
advised to make sure that the record is kept up-to-date.

The Manual issue is identified by Edition and Revision codes reported on each
page, lower right side.

The revision code is numerical and consists of the number “0”; subsequent
revisions are identified by the change of the code from “0” to “1” for the first
revision to the basic publication, “2” for the second one, etc.

Should be necessary to completely reissue a publication for contents and format

changes, the Edition code will change to the next number (“2” for the second
edition, “3” for the third edition, etc).

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

bar (black line) in the outer margin of the page, adjacent to the change.

When technical changes cause expansion or deletion of text which results in

unchanged text appearing on a different page, these pages will be updated to
the current regular revision date.

For Supplements Record of Revision, make reference to the RoR Page of each
Supplement

It is the responsibility of the owner to maintain this

handbook in a current status when it is being used for
operational purposes.

1st Edition - Rev. 0

Aircraft Flight Manual
LIST OF EFFECTIVE PAGES
 P-Mentor– Aircraft Flight Manual Page RoR-2

Ed / Description of
Revised pages Approval
Rev Revision

Ed. 1
- First issue
Rev. 0

RoR-2 Updates for:

- Equipment list
LoEP-1,2
- MOD 2002/235
3-5, 20, 22, 23, 28,
32, 33, 40, 41 - MOD 2002/236 Approved under the
Ed. 1 authority of DOA ref.
4-14, 15, 17, 19, 20 - MOD 2002/237
Rev. 1 EASA.21J.335
6-13, 14 - MOD 2002/238 (MOD2002/251.220606)
7-6, 7, 8, 13, 14, 22, - MOD 2002/243
23 - MOD 2002/245
9-5 - Typos

RoR-2 Updates for:

LoEP-1, 2, 3, 4 - Circuit breakers list
1-15, 16, 17, 18 - MOD 2002/246
6-4, 5, 14 - MOD 2002/255
7-7, 8, 15,29, 34, 41, - MOD 2002/259
44, 45, 49, 52 - Typos
9-5

Approved under the

Ed. 1 authority of DOA ref.
Rev. 2 Suppl.S02 refer to EASA.21J.335
Refer to RoR of (MOD2002/260.220712)
suppl RoR Suppl.S02

Suppl.S04: refer to Refer to RoR of

suppl.RoR Suppl.S04

RoR-2 Updates for:

Ed. 1 EASA Approval
LoEP-1. 2, 3 - MOD 2002/254
Rev. 3 No. 10079732
2-10

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Aircraft Flight Manual
LIST OF EFFECTIVE PAGES
 P-Mentor– Aircraft Flight Manual Page RoR-3

Ed / Description of
Revised pages Approval
Rev Revision

RoR-3 Updates for:

LoEP-1, 2, 3 - MOD 2002/239
Approved under the
Ed. 1 2-1, 2, 15 thru 26 - MOD 2002/256 authority of DOA ref.
Rev. 4 6-13 - Typos EASA.21J.335
(MOD2002/266.220803)
7-27, 28, 31
9-5

RoR-3 Updates for:

LoEP-1, 2, 3 - KOEL Optimization
Approved under the
Ed. 1 2-20 thru 24 - Typos authority of DOA ref.
Rev. 5 6-13, 14 - MOD 2002/234 EASA.21J.335
(MOD2002/269.220928)
7-27 - MOD 2002/236
9-5 - MOD 2002/240

RoR-3 Updates for:

LoEP-1, 2, 3 - Typos
6-9, 13, 14, 15 - MOD 2002/259
7-40 - MOD 2002/262 Approved under the
Ed. 1 9-5 - MOD 2002/265 authority of DOA ref.
Rev. 6 - MOD 2002/270 EASA.21J.335
(MOD2002/279.221219)

Suppl.S01: refer to Refer to RoR of

suppl.RoR Suppl.S01

RoR-3 Updates for:

LoEP-1 thru 4 - Typos
3-29, 30, 39 thru 42 - MOD2002/282
4-9, 10, 14, 17 thru - MOD2002/280
19 Approved under the
Ed. 1 authority of DOA ref.
6-13
Rev. 7 EASA.21J.335
7-13 (MOD2002/287.230109)
9-5

Suppl.S01: refer to Refer to RoR of

suppl.RoR Suppl.S01

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Aircraft Flight Manual
LIST OF EFFECTIVE PAGES
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4. LIST OF EFFECTIVE PAGES

The List of Effective Pages (LOEP), applicable to manuals of every operator,
lists all the basic AFM pages: each manual could contain either basic pages or
one variant of these pages when the pages of some Supplements are embodied.

Should supplements be embodied in accordance with approved instructions,

make reference to the LOEP addressed on Supplements themselves.

Edition 1, Rev 0 .....................18 March, 2022

Edition 1, Rev 1 ………………06 June, 2022
Edition 1, Rev 2 ………………12 July, 2022
Edition 1, Rev 3 ………………18 July 2022
Edition 1, Rev 4 ………………03 August 2022
Edition 1, Rev 5 ………………28 September 2022
Edition 1, Rev 6 ……………….19 December 2022
Edition 1, Rev 7 ………………09 January 2023

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Aircraft Flight Manual
LIST OF EFFECTIVE PAGES
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Section Pages Revision

i, ii, iii, iv, RoR-1 Rev. 0

RoR-2 Rev.3
Section 0
RoR-4 Rev.4

RoR-3, LoEP-1 thru 4 Rev.7

0 thru 14 Rev. 0
Section 1
15 thru 18 Rev. 2

0, 3 thru 9, 11 thru 14 Rev. 0

10 Rev. 3
Section 2
1, 2, 15 thru 19, 25, 26 Rev. 4

20 thru 24 Rev. 5

0 thru 4, 6 thru 19, 21, 24 thru 27, 31, 34 thru 38 Rev. 0

5, 20, 22, 23, 28, 32, 33 Rev. 1

Section 3
19 Rev. 4

29, 30, 39 thru 42 Rev. 7

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Aircraft Flight Manual
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0 thru 8, 11, 12, 13, 16, 21, 22 Rev. 0

Section 4 15, 20 Rev. 1

9, 10, 14, 17 thru 19 Rev. 7

Section 5 All Rev. 0

0 thru 3, 6 thru 12 Rev. 0

4, 5, 16 Rev. 2

Section 6 13 Rev.5

9, 13, 14, 15 Rev. 6

13 Rev. 7

0 thru 5, 9 thru 12, 16 thru 21, 24, 25, 26, 30, 32,
Rev. 0
33, 35 thru 39, 42, 43, 46 thru 48, 50, 51

6, 14, 22, 23 Rev. 1

7, 8, 15, 29, 34, 41, 44, 45, 49, 52 Rev. 2

Section 7 28, 31 Rev. 4

27 Rev. 5

40 Rev. 6

13 Rev. 7

Section 8 All Rev. 0

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0 thru 4, 6 Rev. 0
Section 9
5 Rev.7

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SECTION 1
GENERAL

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Section 1 - GENERAL
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INDEX

1. INTRODUCTION ...................................................................................3
2. WARNING – CAUTION – NOTE............................................................3
3. THREE VIEW AND DIMENSIONS .........................................................4
3.1. Dimensions .......................................................................................5
4. ENGINE .................................................................................................6
5. PROPELLER .........................................................................................6
6. GOVERNOR ..........................................................................................6
7. MAXIMUM WEIGHTS AND SPECIFIC LOADINGS...............................7
7.1. Maximum Weights.............................................................................7
7.2. Specific Loadings ..............................................................................7
8. FUEL, LUBRICANT AND COOLANT ....................................................8
8.1. Fuel ...................................................................................................8
8.2. Lubricant ...........................................................................................8
8.3. Coolant .............................................................................................8
9. ACRONYMS AND TERMINOLOGY ......................................................9
9.1. Velocity terminology ..........................................................................9
9.2. Meteorological terminology..............................................................10
9.3. Avionics System Acronyms .............................................................10
9.4. Engine Terminology and Acronyms .................................................10
9.5. Aircraft performance and flight planning terminology .......................11
9.6. Weight and balance terminology .....................................................12
10. UNIT CONVERSION CHART ..............................................................13
11. LITRES / US GALLONS CONVERSION CHART ................................14
12. DESIGNATION OF CIRCUIT BREAKERS ..........................................15

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1. Introduction

The Aircraft Flight Manual has been prepared to provide pilots and instructors with
information for the safe and efficient operation of this aeroplane.
This manual also contains supplemental data supplied by the aeroplane
manufacturer.

2. Warning – Caution – Note

Following definitions apply to warnings, cautions and notes used in the Aircraft
Flight Manual.

Means that the non-observation of the corresponding

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

Means that the non-observation of the corresponding

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

Draws the attention to any special item not directly related to

safety but which is important or unusual

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Section 1 – GENERAL
INTRODUCTION
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3. Three view and Dimensions

Figure 1-1 - General View

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Section 1 – GENERAL
THREE VIEW AND DIMENSIONS
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3.1. Dimensions

Overall dimensions

Wing Span…………………………………… 9.00 m / 29.5 ft

Overall Length………………………………. 6.74 m / 22.1 ft

Overall Height……………………………….. 2.50 m / 8.2 ft

Stabilator span……………………………… 2.90m / 9.5 ft

Wing

Wing surface………………………………… 11.9 m2 / 128.1 ft2

Mean Geometric Chord…………………….. 1.322 m / 4.337 ft

Aspect ratio………………………………….. 6.8

Landing Gear

Wheels Track………………………………... 1.84 m / 6.04 ft

Wheels base…………………………………. 1.62 m / 5.31 ft

Main Gear Tire………………………………. 5.00-5

Nose Gear Tire……………………………… 5.00-5

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THREE VIEW AND DIMENSIONS
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4. Engine

Manufacturer .…………………….……….... Bombardier- Rotax GmbH

Model ……….………………………....……. 912 iSc 3 Sport
Type Certificate .…………………....…….... EASA.E.121
Engine type .…...………….………………… 4 cylinder horizontally-opposed twins
with overall displacement of 1352
c.c., mixed cooling, (water-cooled
heads and air-cooled cylinders),
electronic injection, integrated
reduction gear with torque damper.
Max. take-off power (max. 5 min) ……….. 73.5 kW / 100 hp @ 5800 rpm

Max. continuous power …………………… 72.0 kW / 98 hp @ 5500 rpm

5. Propeller

Manufacturer.…………………….… MT Propeller
Model……….………………………. MTV-21-A/180-51
Type Certificate.………………….... EASA.P.101
Blades.…...…………………………. 2 laminated wood composite
Diameter……….……………...……. 1800mm / 5 ft 10.9 in
Variable pitch propeller at constant
Type…………………………...…….
speed

6. Governor

Manufacturer.…………………….… MT Propeller
Model……….………………………. MTV P-850-12
Type…………………………...……. Standard hydraulic constant speed

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GENERAL FEATURES
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7. Maximum Weights and Specific Loadings

7.1. Maximum Weights

Maximum Take-Off Weight…………... 720 kg (1587 lb)

Maximum Landing Weight…………... 720 kg (1587 lb)

7.2. Specific Loadings

Wing Loading…………........................ 60.50 kg/m2 (12.39 lb/ft2)

Power Loading…………...................... 7.20 kg/hp (15.87 lb/hp)

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ACRONYMS AND TERMINOLOGY
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8. Fuel, Lubricant and Coolant

8.1. Fuel

Fuel Specification.............................................. MOGAS (ASTM D4814)

MOGAS EN 228 Super/Super
Plus (min RON 95)
AVGAS 100LL (ASTM D910)

8.2. Lubricant

Engine Oil Specification.................................... Use only oil with RON424

classification

8.3. Coolant

Coolant Specification.................................. Water / radiator protection in a

ratio of 50:50

Radiator Protection………………………...… BASF Glysantin Protect Plus / G48

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ACRONYMS AND TERMINOLOGY
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9. Acronyms and Terminology

9.1. Velocity terminology

KCAS Calibrated Airspeed is the indicated airspeed expressed in knots,

corrected taking into account the errors related to the instrument
itself and its installation.

KIAS Indicated Airspeed is the speed shown on the airspeed indicator

and it is expressed in knots.

KTAS True Airspeed is the KCAS airspeed corrected taking into account
altitude and temperature.
VA Design Manoeuvring speed is the speed above the which it is not
allowed to make full or abrupt control movement.
VFE Maximum Flap Extended speed is the highest speed permissible
with flaps extended.
VNO Maximum Structural Cruising Speed is the speed that should not
be exceeded, except in smooth air and only with caution.
VNE Never Exceed Speed is the speed limit that may not be exceeded
at any time.
VO Operating Manoeuvring speed is the speed above the which it is
not allowed to make full or abrupt control movement. Operating at
or below manoeuvring speed does not provide structural
protection against multiple full control inputs in one axis or full
control inputs in more than one axis at the same time.
VS Stall Speed is the minimum steady flight speed for a specific flaps
configuration and power setting.
VS0 Stall Speed in landing configuration (flaps fully extended).
VX Best Angle-of-Climb Speed is the speed which results in the
greatest gain of altitude with respect to a given horizontal distance.
VY Best Rate-of-Climb Speed is the speed which results in the
greatest gain in altitude in a given time.
VR Rotation speed: is the speed at which the aircraft rotates about the
pitch axis during take-off.
VREF Reference Speed is the reference speed for the approach during
landing phase.
V50ft Obstacle speed (screen speed, V50ft): is the speed at which the
aircraft flies over a 15m (50 ft) obstacle during take-off or landing.
VGLIDE Glide speed: is the speed of maximum efficiency (to fly the longest
distance per unit of altitude lost)

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ACRONYMS AND TERMINOLOGY
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9.2. Meteorological terminology

ISA International Standard Atmosphere: is the air atmospheric standard

condition at sea level, at 15°C (59°F) and at 1013.25hPa
(29.92 inHg).
QFE Official atmospheric pressure at airport level: it indicates the aircraft
absolute altitude with respect to the official airport level.
QNH Theoretical atmospheric pressure at sea level: is the atmospheric
pressure reported at the medium sea level, through the standard air
pressure-altitude relationship, starting from the airport QFE.
OAT Outside Air Temperature is the air static temperature expressed in
degrees Celsius (°C) / Fahrenheit (°F).
TS Standard Temperature is 15°C (59°F) at sea level pressure altitude
and decreased by about 2°C (3.5°F) for each 1000 ft of altitude.
HP Pressure Altitude is the altitude read from an altimeter when the
barometric subscale has been set to 1013 mb (29.92 inHg).

9.3. Avionics System Acronyms

XPDR Transponder

9.4. Engine Terminology and Acronyms

RPM Revolutions Per Minute is the number of revolutions per minute

of the propeller, multiplied by 2.4286 yields engine RPM.
EMS Engine Management System consist of Sensors, actuators,
ECU and wiring harness. The main functionality are ignition
control, fuel injection control, fault detection and generator
management.
ECU Engine Control Unit is the core of the EMS which consists of two
modules: Lane A & B
Lane A/B System A/B of Engine Management System is capable of taking
over control, regulation and monitoring of the engine.

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ACRONYMS AND TERMINOLOGY
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9.5. Aircraft performance and flight planning terminology

Crosswind Velocity is the velocity of the crosswind component for the

which adequate control of the airplane during
take-off and landing is assured.
Usable fuel is the total fuel minus unusable fuel.
Unusable fuel is the quantity of fuel that cannot be safely used in
flight.
G is the acceleration of gravity.
TOR is the take-off distance measured from actual start
(Take-off Ground Roll) to MLG (main landing gear) wheel lift-off point.
TOD is total take-off distance measured from start to
(Take-off Distance) 15m (50 ft) obstacle clearing.

LR is the distance measured during landing from

actual touchdown to stop point.
LD is the distance measured during landing, from
15m (50 ft) obstacle clearing to actual stop.

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ACRONYMS AND TERMINOLOGY
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9.6. Weight and balance terminology

Datum “Reference datum” is an imaginary

vertical plane from which all horizontal
distances are measured for balance
purposes.
Arm is the horizontal distance of an item
measured from the reference datum.
Moment is the product of the weight of an item
multiplied by its arm.
C.G. Center of Gravity is the point at which
the airplane, or equipment, would
balance if suspended. Its distance
from the reference datum is found by
dividing the total moment by the total
weight of the aircraft.
Standard Empty Weight is the weight of the aircraft with engine
fluids and oil at operating levels.
Basic Empty Weight (BEW) is the standard empty weight to which it
is added the optional equipment weight.
Useful Load is the difference between maximum
take-off weight and the basic empty
weight.
Maximum Take-off Weight is the maximum weight approved to
(MTOW) perform the take-off.
Maximum Landing Weight is the maximum weight approved for the
(MLW) landing touchdown.

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ACRONYMS AND TERMINOLOGY
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10. Unit Conversion Chart

Table 1-1 - Unit Conversion Chart

MOLTIPLYING BY  YIELDS
TEMPERATURE
Fahrenheit [°F] 5 Celsius [°C]
⋅ ( F − 32)
9
Celsius [°C] 9  Fahrenheit [°F]
 ⋅ C  + 32
5 
FORCES
Kilograms [kg] 2.205 Pounds [lbs]

Pounds [lbs] 0.4536 Kilograms [kg]

SPEED
Meters per second 196.86 Feet per minute [ft/min]
[m/s]

Feet per minute [ft/min] 0.00508 Meters per [m/s]

Knots [kts] 1.852 Kilometers/hour [km/h]
Kilometers/hour [km/h] 0.5399 Knots [kts]
PRESSURE
Atmosphere [atm] 14.7 Pounds / sq. in [psi]
Pounds / sq. in [psi] 0.068 Atmosphere [atm]
LENGTH

Kilometers [km] 0.5399 Nautical miles [nm]

Nautical miles [nm] 1.852 Kilometers [km]

Meters [m] 3.281 Feet [ft]
Feet [ft] 0.3048 Meters [m]
Centimeters [cm] 0.3937 Inches [in]
Inches [in] 2.540 Centimeters [cm]
VOLUME
Litres [l] 0.2642 U.S. Gallons [US
U.S. Gallons [US Gal] 3.785 Litres [l]
AREA
Square meters [m2] 10.76 Square feet [sq ft]

Square feet [sq ft] 0.0929 Square meters [m2]

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ACRONYMS AND TERMINOLOGY
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11. Litres / US Gallons Conversion Chart

Table 1-2 - Litres/US Gallons Conversion Chart

Litres US Gallons US Gallons Litres
5 1.3 1 3.8
10 2.6 2 7.6
15 4.0 3 11.4
20 5.3 4 15.1
25 6.6 6 22.7
30 7.9 8 30.3
35 9.2 10 37.9
40 10.6 12 45.4
45 11.9 14 53.0
50 13.2 16 60.6
60 15.9 18 68.1
70 18.5 20 75.7
80 21.1 22 83.3
90 23.8 24 90.9
100 26.4 26 98.4
110 29.1 28 106.0
120 31.7 30 113.6
130 34.3 32 121.1
140 37.7 34 128.7
150 39.6 36 136.3
160 42.3 38 143.8
170 44.9 40 151.4
180 47.6 42 159

190 50.2 45 170.3

200 52.8 47 177.9
210 55.5 50 189.3
220 58.1 55 208.2
230 60.7 60 227.1
240 63.4 63 238.4

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12. DESIGNATION OF CIRCUIT BREAKERS

Table 1-3 - Main breakers

Breaker ID Definition

START POWER Start power

BATTERY Main bus

ESSENTIAL BATTERY Essential bus

BCK BATTERY Backup battery

ALTERN Main bus

ESSENTIAL ALTERN Essential bus

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Table 1-4 – Main bus breakers

Breaker ID Definition

AUDIO PANEL Audio panel

XPDR Transponder

TAXI LIGHT Taxi light

STDBY INSTR Stand-by instrument

NAV LIGHT Navigation light

CABIN HEAT Cabin heat

INT. LIGHT Internal light

PITCH TRIM Pitch trim

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ACRONYMS AND TERMINOLOGY
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Table 1-5 - Essential bus breakers

Breaker ID Definition

PITOT HEAT Pitot heat

PFD Display unit PFD

EIS Engine interface system

COM1 COM #1

ADAHRS ADAHRS

NAV1/GPS NAV #1/GPS

ANNUNC PANEL Annunciations

LND LIGHT Landing light

STROBE LIGHT Strobe light

BUFF BATTERY Buffer battery

G3X POWER2 G3X power

STALL Stall warning system

FLAP Flap control

GAD 29 Garmin adapter

GMU Magnetometer

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ACRONYMS AND TERMINOLOGY
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Table 1-6 – Avionic bus breakers

Breaker ID Definition

AVIONIC BUS Avionic bus

COM2 COM #2

A/P Autopilot (if installed)

MFD Display unit MFD

NAV2 NAV #2

DME DME (if installed)

GAD 43 Garmin adapter

ADF ADF (if installed)

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ACRONYMS AND TERMINOLOGY
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SECTION 2
LIMITATIONS

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Section 2 - LIMITATIONS
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INDEX

1. INTRODUCTION ........................................................................................2
2. SPEED .......................................................................................................4
3. POWERPLANT ..........................................................................................6
4. INSTRUMENTATION MARKINGS .............................................................8
5. FUEL ..........................................................................................................9
6. OIL .............................................................................................................9
7. COOLANT ..................................................................................................9
8. OPERATIVE AND ADDITIONAL LIMITATIONS ......................................10
9. WEIGHTS AND CENTER OF GRAVITY LIMITS ......................................11
10. MANOEUVERS AND LOAD FACTOR LIMITS....................................12
11. SEATS AND BAGGAGE .....................................................................13
12. LIMITATION PLACARDS ....................................................................14
13. AVIONIC SYSTEM LIMITATIONS .......................................................15
14. KINDS OF OPERATION ......................................................................19
15. PBN (RNAV & RNP) OPERATIONAL CAPABILITY ...........................25

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Section 2 – LIMITATIONS
INDEX
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1. Introduction

Section 2 includes operating limitations instrument markings and basic placards

necessary for safe operation of P-Mentor aircraft, its engine, standard systems and
equipment.

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2. Speed

2.1. Speed limitations

The following table addresses the airspeed limitations and their operational
significance:

Table 2-1 - Speeds Limitations

SPEED KIAS KCAS REMARKS

Never exceed Do not exceed this speed in any

V NE 135 136
Speed operation.

Maximum
Do not exceed this speed except
Structural
V NO 107 108 in smooth air and only with
Cruising
caution.
Speed

Design
VA Manoeuvring 102 103 Do not make full or abrupt control
Speed movement above this speed,
because under certain conditions
Operating the aircraft may be overstressed
VO Manoeuvring 102 103 by full control movement.
Speed

Maximum
Speed flap
extended 106 105
(flap TO)
Do not exceed this speed for
VFE indicated flaps setting.
Maximum
Speed flap
extended 96 95
(flap LAND)

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2.2. Airspeed Indicator Markings

Table 2-2 - Airspeed Indicator Markings

MARKING KIAS EXPLANATION

Positive Flap Operating Range (lower limit

is VSO, at specified maximum weight and
White arc 45 - 96
upper limit is the maximum speed
permissible with landing flaps extension).

Normal Operating Range (lower limit is VS1

at specified maximum weight and most
Green arc 50 – 107
forward e.g. with flaps retracted and upper
limit is maximum structural speed VNO).

Manoeuvres must be conducted with

Yellow arc 107 – 135
caution and only in smooth air.

Red line 135 Maximum speed for all operations.

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3. Powerplant

3.1. Engine

Manufacturer ……………………………... Bombardier - Rotax GmbH

Model Number ..………………………...... 912 iSc 3 Sport

3.2. Propeller

Manufacturer ……..……………………………….. MT Propeller

Model Number ……………………………………. MTV-21-A/180-51

Number of Propeller ………………………………. 1

Number of Propeller Blades ………………………. 2

Propeller Diameter ………..………………………. 1800 mm (5 ft 10.9 in)

3.3. Powerplant Limitations

Following list reports the operating limitations for installed engines:

Power

 Max. take-off power (max. 5 min) ……….. 73.5 kW / 100 hp @ 5800 rpm

 Max. continuous power …………………… 72.0 kW / 98 hp @ 5500 rpm

Oil pressure

 Minimum below 3500 RPM ……………….. 0.8 bar / 12 psi

 Minimum above 3500 RPM ..…..………….. 2.0 bar / 29 psi
 Maximum normal ………………..…………. 5.0 bar / 73 psi
 Maximum for starting and warm-up ..…….. 7.0 bar / 102 psi

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Oil temperature

 Minimum for starting ……...……………..…… -20°C (-13 °F)

 Minimum …………………...……………..…… 50°C (122°F)
 Maximum ……………..…...……………..…… 130°C (266°F)

Coolant temperature

 Maximum ……………...………...………...….. 120°C (248°F)

Exhaust gas temperature

 Maximum ……………...………...………...….. 950°C (1742°F)

Manifold Air Temperature

 Maximum in-flight …...………...………...….. 60°C (140°F)

Fuel pressure

 Minimum ....................................................... 2.8 bar / 40.6 psi

 Maximum ...................................................... 3.2 bar / 46.4 psi
 Acceptable minimum ..................................... 2.5 bar / 36 psi *
 Acceptable maximum ……............................ 3.5 bar / 51 psi*

*) Acceptable fuel pressure exceedance allowed only after power setting change for max. 3 sec

Engine operation

 Maximum Negative acceleration .................. -0.5 g for max 5 seconds

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4. Instrumentation Markings

Table 2-3 – Avionics System Instrument Markings

RED WHITE GREEN YELLOW RED

ARC/BAR ARC ARC ARC ARC/BAR
INSTRUMENT
Minimum Advisory Safe Caution Maximum
limit operation limit

Engine Speed < 1400

RPM / / 1400 - 5500 > 5800
(0-6000) 5500 - 5800

Manifold Press.
In.Hg / / 0.0 – 32.0 / /
(0.0-32.0)

Manifold Temp.
°C / / 0 - 60 / > 60
(0-70)

Oil Press. 0.8 - 2.0

bar < 0.8 / 2.0 - 5.0 > 7.0
(0.0-8.0) 5.0 - 7.0

Oil Temp.
°C < 50 / 50 - 110 110 - 130 > 130
(4-145)

Coolant Temp.
°C / / 4 - 120 / > 120
(4 - 130)

Exhaust gas
temp. °C / / ≤ 950 / > 950
(540 - 982)

Fuel Press. 2.5 – 2.8

bar < 2.5 / 2.8 – 3.2 > 3.5
(2.3 – 3.7) 3.2 – 3.5

Fuel Qty litres 0-1 15 – 65 < 15

/ /
(0 – 65) gal 0.0 – 0.3 4 - 17.2 <4

Alternator Amm.
A / / 0 – 30 / /
(0 - 30)

Battery Amm.
A / 0 – 50 / / /
(0 - 50)

Essential Bus Volt

V < 11.9 / 11.9 – 14.5 14.5 – 15.5 >15.5
(10.0 – 16.0)

Lane A/B Volt

V <9 / 12.7 – 14.8 9 – 12.7 >14.8
(8.0 – 15.5)

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5. Fuel

Total Fuel capacity……………………………….. 140 litres (37 gallons)

Total Usable Fuel………………………………… 131.6 litres (35 gallons)

Approved Fuel Grades………………………….. MOGAS ASTM D4814

MOGAS EN228 Super/Super

AVGAS 100 LL (ASTM D910)

Maximum Fuel Imbalance………………………. 30 litres

6. Oil

Maximum Oil Level (liters / USq) ……………….. 3* / 3.17*

*plus the volume in the pipe

Minimum Oil Level (liters / USq) ………………… 2.5* / 2.64*

*plus the volume in the pipes

Engine Oil Specification.................................... Use only oil with RON 424

classification

For additional info, refer to “Operator manual for Rotax Engine Type 912 i Series”.

7. Coolant

Coolant Specification........................................ Water / radiator protection in

a ratio of 50:50

Radiator Protection………………………...…… BASF Glysantin Protect Plus / G48

For additional info, refer to “Operator manual for Rotax Engine Type 912 i Series”.

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8. Operative and additional limitations

8.1. Maximum Operating Altitude

Maximum operating altitude is 13000 ft (3962 m) AMSL

Flight crew and passengers are required to use supplemental

oxygen according to applicable Air Operation Rules.

8.2. Outside Air Temperature

Minimum Temperature ...................................... -25 °C (-13 °F)

Maximum Temperature ……………………...…… 38 °C (100 °F)

For aircraft embodying MOD2002/254:

Maximum Temperature ……………………...…… 50 °C (122 °F)

8.3. Flight Crew

The minimum crew is one pilot seated in the left hand seat.

8.4. Smoking

Smoking is not allowed.

8.5. Types of surface

The take-off and landing can be conducted on hard paved or grass surfaces.

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9. Weights and center of gravity limits

Table 2-4 – Weight Limits

Condition Weight
Maximum Take-off Weight 720 kg 1587 lb

Maximum Landing Weight 720 kg 1587 lb

Datum Propeller support flange without spacer (the aircraft

must be levelled in the longitudinal plane)

Levelling Refer to the seat track supporting beams (see

procedure in Section 6)
Forward limit 0.312 m (1.024 ft) (23% MAC) aft of datum for all
weights up to 550 kg / 1213 lb
0.339 m (1.112 ft) (25% MAC) aft of datum for MTOW
Aft limit 0.448 m (1.47 ft) (33% MAC) aft of datum for all
weights

The pilot is responsible for ensuring that the airplane

is properly loaded. Refer to Section 6 for appropriate
instructions.

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10. Manoeuvers and Load Factor Limits

10.1. Load Factor Limits

Maneuver load factors limits are as follows:

Positive Negative
+ 3.8 g -1.9 g

Maneuver load factors limits with flaps extended are as follows:

Positive Negative

+ 1.9 g 0g

10.2. Approved Maneuvers

This is a normal category aircraft.

No aerobatic maneuvers operations include:

 Any manoeuvre pertaining to “normal” flight

 Stalls (except whip stalls)

 Lazy eights
 Turns in which the angle of bank is not more than 60°
 Chandelle

Acrobatic manoeuvres, including spins and turns with angle of

bank of more than 60°, are not approved for such a category.

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

storms or in severe turbulence is forbidden.

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11. Seats and Baggage

11.1. Maximum Passenger Seating Configuration

Maximum passenger seating configuration is one.

11.2. Baggage Loading Limit

Table 2-5 – Baggage Weight Limits

Max Loading Max Loading Intensity

30 kg / 66 lb 1.0 kg/dm2 20.48 lb/ft2

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12. Limitation Placards

Hereinafter limitation placards, related to the operating limitations, are placed in plain
view on the pilot.

12.1. Speed limitations

On the left side instrument panel, above on the left, it is placed the following placard
reporting the speed limitations:

12.2. Operating Limitations

On the central side of the instrument panel, the following placards are placed reminding
the observance of aircraft operating limitations according to installed equipment
configuration, see KOEL limitations:

12.3. No smoking placard

On the left hand side of the instrument panel the following placard is placed reminding
the observance for “no smoking”:

12.4. Baggage Compartment placard

Behind the baggage compartment, the following placard is placed:

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13. Avionic System Limitations

13.1. General

1. The aircraft is certified for CAT I – Approaches (with a decision height not
lower than 200 ft AGL (61 m)).
2. The following documents, at the latest revision, must be carried on board
the airplane at all times:
- The “Garmin G3X Pilot’s Guide” (last issue) must be carried in the aircraft
and made available to the pilot at all time.
- The “Garmin GI-275 Pilot’s Guide” (last issue) must be carried in the aircraft
and made available to the pilot at all time.
- The “Garmin GTN 650 Xi Pilot’s Guide” (last issue), if installed, must be
carried in the aircraft and made available to the pilot at all time.
- The “Garmin GNC 255A Pilot’s Guide” (last issue), if installed, must be
carried in the aircraft and made available to the pilot at all time.

3. The PFD/MFD must be operational prior to engine start.

4. The Air Data Computer (ADC) must be operative for take-off.
5. The Attitude Heading Reference System (AHRS) must be operative for
take-off.
6. The Stand-by Instrument must be operative for take-off.

Sunglasses with polarized lenses or lenses that are

designed to filter specific colors/frequencies of light may
adversely affect a pilot’s ability to see some colours shown
on PFD/MFD displays. Some elements on the display can be
completely invisible while wearing these types of sunglasses.
Also, the colour of some elements may be changed. For
example, some blue light filtering lenses can change
magenta to red.

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13.2. GTN650Xi GNSS (GPS/SBAS) Navigation System Limitations

The pilot must confirm at system initialization that the Navigation database is
current. Navigation database is expected to be current for the duration of the
flight.

If the AIRAC cycle will change during flight, the pilot must ensure the accuracy of
navigation data, including suitability of navigation facilities used to define the routes
and procedures for flight. If an amended chart affecting navigation data is published
for the procedure, the database must not be used to conduct the procedure.

GPS/SBAS based IFR en-route and terminal navigation is prohibited unless the
pilot verifies and uses a valid, compatible, and current Navigation database or
verifies each waypoint for accuracy by reference to current approved data.

Discrepancies that invalidate a procedure must be reported to Garmin International.

The affected procedure is prohibited from being flown using data from the Navigation
database until a new Navigation database is installed in the airplane and verified that
the discrepancy has been corrected.

Contact information to report Navigation database discrepancies can be found at

www.Garmin.com > Support > Contact" class = "redactor-linkify-object">
www.Garmin.com > Support > Contact Garmin Support > Aviation. Pilots and operators
can view navigation data base alerts at www.Garmin.com In the Air NavData Alerts.

For flight planning purposes, in areas where SBAS coverage is not available, the
pilot must check RAIM availability.

Within Europe, RAIM availability can be determined using the GTN 650 WFDE
Prediction program or Europe's AUGER GPS RAIM Prediction Tool at
http://augur.ecacnav.com.

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 GTN 650 website on the internet. For information on using the WFDE
Prediction Program, refer to GARMIN WAAS FDE Prediction Program, `WFDE
Prediction Program instructions'.

For flight planning purposes for operations within European B-RNAV and P-
RNAV airspace, if more than one satellite is scheduled to be out of service, then
the availability of GPS integrity RAIM shall be confirmed for the intended flight
(route and time).

In the event of a predicted continuous loss of RAIM of more than five minutes for any
part of the intended flight, the flight should be delayed, cancelled, or re- routed on a
track where RAIM requirements can be met.

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Whenever possible, RNP and RNAV routes including Standard Instrument Departures
(SIDs) and Obstacle Departure Procedures (ODPs), Standard Terminal Arrival (STAR),
and en-route RNAV “Q” and RNAV “T” routes should be loaded into the flight plan from
the database in their entirety, rather than loading route waypoints from the database
into the flight plan individually.

Selecting and inserting individual named fixes from the database is permitted, provided
all fixes along the published route to be flown are inserted. “GPS”, “or GPS” and
“RNAV (GPS)” instrument approaches using the GTN 650Xi System are prohibited
unless the pilot verifies and uses the current Navigation database. GPS based
instrument approaches must be flown in accordance with an approved instrument
approach procedure that is loaded from the Navigation database.

Not all published Instrument Approach Procedures (IAP) are in the Navigation
database.

Pilots planning on flying an RNAV instrument approach must ensure that the
Navigation database contains the planned RNAV Instrument Approach
Procedure and that approach procedure must be loaded from the Navigation
database into the FMS flight plan by its name.

The navigation equipment required to join and fly an instrument approach procedure is
indicated by the title of the procedure and notes on the IAP chart.

Use of the GARMIN GTN 650Xi GPS/SBAS receivers to provide navigation guidance
during the final approach segment of an ILS, LOC, LOC-BC, LDA, SDF, MLS or any
other type of approach not approved for “or GPS” navigation is prohibited. When using
the GTN 650Xi VOR/LOC/GS receivers to fly the final approach segment,
VOR/LOC/GS navigation data must be selected and presented on the CDI.

SID/STAR
The use of SIDs and STARs stored in GPS data base is only authorized, if the pilot has
checked that GPS procedure corresponds to the one given in the official
documentation (coordinates of various points and paths between points).

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DEAD RECKONING MODE

Dead Reckoning Mode only functions in En-route (ENR)

phase of flight. In all other phases, an invalid GPS
solution produces a “NO GPS POSITION”
annunciation on the map and the GTN 650 Nxi stops
using GPS.

It is important to note that estimated navigation data supplied by the GTN 650Nxi in
DR Mode may become increasingly unreliable and must not be used as a sole
means of navigation. If while in DR Mode airspeed and/or heading data is also lost or
not available, the DR function may not be capable of accurately tracking estimated
position and, consequently, the system may display a path that is different than the
actual movement of the aircraft. Estimated position information displayed by the GTN
650 Xi through DR while there is no heading and/or airspeed data available shall not be
used for navigation.

DR Mode is inherently less accurate than the standard GPS/SBAS Mode due to the lack
of satellite measurements needed to determine a position.

Changes in wind speed and/or wind direction

compound the relative inaccuracy of DR Mode.
Because of this degraded accuracy, other navigation
equipment must be relied upon for position awareness
until GPS-derived position data is restored.

DR Mode is indicated on the GTN 650Xi by the appearance of the letters ‘DR’
superimposed in yellow over the ‘own aircraft’ symbol.
In addition, ‘DR’ is prominently displayed in yellow on the aircraft symbol. Also, the
CDI deviation bar is removed from the display. Lastly, but at the same time, a ‘GPS
NAV LOST’ alert message appears on the display.
Normal navigation using GPS/SBAS source data resumes automatically once a valid
GPS solution is restored. As a result of operating in DR Mode, all GPS- derived data is
computed based upon an estimated position and all external outputs dependent on
GPS position are flagged.
While the GTN 650Xi is in DR Mode, some terrain functions are not available.
Additionally, the accuracy of all nearest information (airports, airspaces, and waypoints)
is questionable. Finally, airspace alerts continue to function, but with degraded
accuracy.

RAIM AVAILABILITY
Because of tighter protection limit on approaches, there may be times when RAIM is
not available. The GTN 650Xi automatically monitors RAIM and warns with an alert
message when it is not available.
During GNSS approaches, if RAIM is not available when crossing the FAF, the missed
approach procedure must be flown

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14. Kinds of operation

The airplane is approved for operations under day or night VFR, day or night IFR,
when the required equipment is installed and operating properly. Flights in icing
conditions are prohibited.
The following list identifies the systems and equipment upon which type certification
for each kind of operation was predicated. The pilot in command is responsible for
determining the airworthiness of the aircraft and assuring compliance with current
operating regulations for each intended flight.
The zeros (0) used in the list below mean that the system and/or equipment was not
required for type certification for that kind of operation.
Deviations from this KOEL may be approved for the operation of a specific aircraft if a
proper MEL (Minimum Equipment List) has been authorized by the appropriate
regulatory agency.

The following systems and equipment list does not include all equipment
required by the National Operating Regulations. It also does not include
components obviously required for the airplane to be airworthy (wing,
empennages, engines, etc…).

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Table 2-6 – Kinds of Operation Equipment List

Number of items installed

VFR Day

VFR Night
System, Instrument,
Id.
and/or Equipment IFR Day

IFR Night

Remarks and/or
Exceptions

Communications
(ATA-23)

1 VHF COM 1 1 1 1 1 For A/C embodying

MOD2002/235 the
number of items
installed is equal to
2

2 Headset 2 1 1 1 1 Left hand pilot’s

headset must be
installed and
operative. In case
headphones jacks
are not available or
operative, speakers
and a handheld
microphone should
be available and
operative.

Electrical Power
(ATA-24)

1 Main Battery 1 1 1 1 1 Buffer Battery and

Stand-by
instrument battery
must be operative.

2 Alternator 2 2 2 2 2

3 AMP indicator 2 2 2 2 2

4 Voltage indicator 3 3 3 3 3

5 Low Volt Warning light 1 1 1 1 1

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Number of items installed

VFR Day

VFR Night
System, Instrument,
Id.
and/or Equipment IFR Day

IFR Night

Remarks and/or
Exceptions

6 Backup Battery 1 1 1 1 1
Warning light

Equipment/
Furnishings (ATA-25)

1 Safety belt One safety belt

and one seat for
2
each occupant
must be operative.

2 First aid kit 1 1 1 1 1

3 Torch 1 0 1 0 1

Fire Protection
System (ATA-26)

1 Fire extinguisher 1 1 1 1 1

Flight Controls (ATA-

27)

1 Flap system 1 1 1 1 1

2 Flap position indicator 1 1 1 1 1

3 Pitch trim system 1 1 1 1 1

4 Pitch trim position 1 1 1 1 1

indicator

5 Stall warning system 1 1 1 1 1

Fuel System (ATA-28)

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Number of items installed

VFR Day

VFR Night
System, Instrument,
Id.
and/or Equipment IFR Day

IFR Night

Remarks and/or
Exceptions

1 Electrical fuel pumps 2 2 2 2 2

2 Fuel quantity indicator 2 2 2 2 2

3 Fuel Pressure Indicator 1 1 1 1 1

4 Low Fuel Caution light 2 2 2 2 2

Ice And Rain

Protection (ATA-30)

1 Pitot heat system 1 0 0 1 1

2 Pitot heater caution 1 0 0 1 1

light

3 Alternate static air 1 0 0 1 1

source

4 Alternate Air Intakes 1 0 0 1 1

system

5 Windshield Heat 1 0 0 1 1

Instruments (ATA-31)

1 Clock 1 1 1 1 1

Lights (ATA-33)

1 Instruments light 1 0 1 0 1
system

2 Emergency light 1 0 1 0 1

3 Taxi light 1 0 0 0 0

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Number of items installed

VFR Day

VFR Night
System, Instrument,
Id.
and/or Equipment IFR Day

IFR Night

Remarks and/or
Exceptions

4 Landing light 1 0 1 0 1

5 Navigation light 3 0 3 0 3

6 Strobe light 3 3 3 3 3

7 Map light 2 0 1 0 1

Navigation
Instruments (ATA-34)

1 Primary flight display

1 1 1 1 1
(PFD)

2 Multifunction display
1 1 1 1 1
(MFD)

3 Air data computer 1 1 1 1 1

(ADC)

4 Attitude heading 1 1 1 1 1
reference system
(AHRS)

5 Stand-by instrument 1 1 1 1 1

6 Magnetic compass 1 1 1 1 1

7 Transponder 1 1 1 1 1

8 Marker beacon 1 0 0 1 1

9 GPS / NAV Unit 1 0 0 1 1 For A/C embodying

MOD2002/239 the
GPS function is not
applicable

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Number of items installed

VFR Day

VFR Night
System, Instrument,
Id.
and/or Equipment IFR Day

IFR Night

Remarks and/or
Exceptions

Engine Indicating
System (ATA-77)

1 Engine Interface 1 1 1 1 1
System (EIS)

2 RPM indicator 1 1 1 1 1

3 MAP indicator 1 1 1 1 1

4 MAT indicator 1 1 1 1 1

5 Coolant temperature 1 1 1 1 1
indicator

6 Lane A Warning Light 1 1 1 1 1

7 Lane B Warning Light 1 1 1 1 1

Engine Oil (ATA-79)

1 Oil pressure indicator 1 1 1 1 1

2 Oil temperature 1 1 1 1 1
indicator

3 Oil quantity measuring 1 1 1 1 1

device (dipstick)

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15. PBN (RNAV & RNP) Operational Capability

The Performance-Based Navigation (PBN) concept describes the standards and

performance requirements for navigation equipment along an ATS route, instrument
procedure, or in a defined airspace. These standards determine the basis for designing
flight plan trajectories and the aircraft’s capabilities determine if it can meet the
performance requirements to safely fly the operations. PBN consists of both RNAV and
RNP specifications.

15.1. General GNSS Navigation Equipment Approvals

The Garmin GNSS navigation system (GTN 650 Xi), if installed on this airplane
complies with the requirements of CS-ACNS.
It's approved for navigation using GPS and SBAS for IFR en-route, terminal area,
precision and non-precision approach operations.
In accordance to ICAO doc 9613 (Fourth Edition - 2013), the GTN 650 Xi system has
been shown to be eligible for:

 RNAV-5 (B-RNAV).
 RNAV-1 ( P-RNAV) for en-route, terminal and approach navigation.
 RNP 1 for en-route, terminal and approach navigation.
 RNP APCH LNAV
 RNP APCH LNAV/VNAV. Vertical guidance is supported only via Satellite-
Based Augmentation System (SBAS). This does not include APV BARO-
VNAV operation which is not cleared.
 RNP APCH LPV/LP

This does not constitute an operational approval.

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RNAV OPERATIONS
In general terms, RNAV equipment operates by automatically determining aircraft
position from one, or a combination, of the following together with the means to
establish and follow a desired path:

- GPS

Therefore, in addition to the information provided in the KOEL for “IFR Night”, the
airplane may enter and operate in R-NAV airspace when one of the above equipment
is installed and operable.

GNC 255A doesn’t embody GPS feature therefore, if this is the only
navigation system installed, RNAV operations are not allowed.
.

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SECTION 3
EMERGENCY PROCEDURES

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INDEX
1. Introduction ................................................................................................ 3
1.1. Reference Airspeeds for Emergency Procedures.......................................... 4
1.2. Annunciator and Alerts ................................................................................. 4
1.3. Annunciator Light Summary ......................................................................... 5
1.4. CAS Message Summary .............................................................................. 6
2. ELECTRICAL SYSTEM ............................................................................... 7
2.1. Low Volt ....................................................................................................... 7
2.2. Generator Failure ......................................................................................... 8
2.3. BCK Batt ...................................................................................................... 9
2.4. Loss of Essential Bus ................................................................................. 10
2.5. Loss of Main Bus........................................................................................ 11
2.6. Loss of Avionic Bus .................................................................................... 11
3. PITOT-STATIC SYSTEM ........................................................................... 12
3.1. Pitot heating system failure......................................................................... 12
3.2. Static source malfunction ........................................................................... 13
4. AVIONIC SYSTEM..................................................................................... 14
4.1. Loss of information displayed ..................................................................... 14
4.2. AHRS Failure ............................................................................................. 14
4.3. ADC Failure ............................................................................................... 15
4.4. EIS Failure ................................................................................................. 15
4.5. Loss of airspeed information....................................................................... 16
4.6. Loss of attitude information......................................................................... 16
4.7. Loss of altitude information ......................................................................... 16
4.8. Loss of vertical speed information............................................................... 17
4.9. Loss of heading information........................................................................ 17
4.10. Garmin GDU(s) failure........................................................................... 18
4.11. COM failure........................................................................................... 18
4.12. NAV/GPS failure ................................................................................... 19
5. Engine Securing ....................................................................................... 20
6. Aircraft Evacuation .................................................................................. 21
7. POWERPLANT.......................................................................................... 22
7.1. Engine Failure during Take-off run.............................................................. 22
7.2. Engine Failure after Take-off ...................................................................... 23
7.3. Propeller Overspeed .................................................................................. 24
7.4. Coolant Temperature (CT) Limit Exceedance ............................................. 25

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INDEX
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7.4.1. High Coolant Temperature ............................................................... 25

7.5. Exhaust Gas Temperature (EGT) Limit Exceedance ................................... 25
7.5.1. High EGT ......................................................................................... 25
7.6. Manifold Air Temperature (MAT) Limit Exceedance .................................... 25
7.6.1. High MAT......................................................................................... 25
7.7. Oil Temperature Limits Exceedance ........................................................... 26
7.7.1. High Oil Temperature ....................................................................... 26
7.8. Oil Pressure Limits Exceedance ................................................................. 27
7.8.1. Low Oil Pressure.............................................................................. 27
7.8.2. High oil pressure .............................................................................. 27
8. FUEL SYSTEM .......................................................................................... 28
8.1. Fuel Temperature Limits Exceedance......................................................... 28
8.1.1. Low Fuel Pressure ........................................................................... 28
8.1.2. High Fuel Pressure .......................................................................... 28
8.2. LH / RH Fuel Level ..................................................................................... 29
9. In-flight Engine Restart ............................................................................ 30
10. LANE A / LANE B Warning light Illuminated or Flashing ....................... 31
11. Smoke and Fire ........................................................................................ 32
11.1. Engine fire on the ground ...................................................................... 32
11.2. Engine fire during take-off ..................................................................... 32
11.3. Engine fire in flight................................................................................. 33
11.4. Electrical smoke or fire in cabin on the ground ....................................... 33
11.5. Electrical smoke or fire in cabin during flight .......................................... 34
12. FLIGHT CONTROLS ................................................................................. 35
12.1. Electrical pitch trim control failure .......................................................... 35
12.2. Flaps control failure ............................................................................... 36
13. RECOVERY FROM UNINTENTIONAL SPIN ............................................. 37
14. UNINTENTIONAL FLIGHT INTO ICING CONDITIONS .............................. 38
15. RESCUE SYSTEM DEPLOYMENT (IF INSTALLED)................................. 39
16. Emergency Landing ................................................................................. 40
16.1. Forced Landing without Engine Power .................................................. 40
16.2. Power on forced landing ........................................................................ 41
17. Landing Gear Failures.............................................................................. 42
17.1. Failed extension .................................................................................... 42
17.2. Failed retraction .................................................................................... 42
17.3. Unintentional landing gear extension ..................................................... 42

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Section 3 – EMERGENCY PROCEDURES
INDEX
 P-Mentor – Aircraft Flight Manual Page 3 - 3

1. Introduction

Section 3 includes checklists and detailed procedures for coping with various types of
emergency conditions that could arise.

Before operating the aircraft, the pilot should become thoroughly familiar with the
present manual and, in particular, with the present Section. Further, a continued and
appropriate training should be provided.

Two types of emergency procedure are hereby given:

a. “Bold faces” which must be committed to memory and executed in the correct
and complete sequence, as soon as possible as the failure is detected and
recognized; These procedures characters are boxed and highlighted, as
shown below:

BEFORE ROTATION: ABORT TAKE OFF

1. Thrust Lever…………………………… IDLE

2. Rudder………………………………….. Keep heading control
3. --
4. --

b. Other procedures which should be well theoretically know and mastered, but
that are not time critical and can be executed entering and following step by
step the AFM appropriate checklist.

In case of emergency the pilot should acts as follows:

1. Maintain aircraft control

2. Analyse the situation

3. Apply the pertinent procedure

4. Inform the Air Traffic Control if time and conditions permit

The following definitions apply:

Land as soon as possible: land without delay at the nearest

suitable area at which a safe approach and landing is assured.

Land as soon as practical: land at the nearest approved

landing area where suitable repairs can be made.

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INTRODUCTION
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1.1. Reference Airspeeds for Emergency Procedures

MTOW 720 Kg

Best glide speed (VGLIDE) 70 KIAS

1.2. Annunciator and Alerts

The following annunciations and alerting functions are displayed on the PFD.
Annunciation Window: The Annunciation Window displays abbreviated
annunciation text. Text color is based on alert levels as following:

- Warning (red): requires immediate attention. Warning messages will

flash until acknowledged by pressing the back or touching the on-screen
message.
- Caution(yellow): requires pilot awareness and possible future corrective
action.
- Advisory (white): provides general information.
- Safe (green): indicates a safe condition.

The Annunciation Window is located to the right of the Altimeter and Vertical Speed
Indicator. All P-Mentor annunciations can be displayed simultaneously in the
Annunciation Window. A white horizontal line separates annunciations that are
acknowledged from annunciations that are not yet acknowledged. Higher priority
annunciations are displayed toward the top of the window. Lower priority
annunciations are displayed toward the bottom of the window.

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INTRODUCTION
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1.3. Annunciator Light Summary

The following table shows a summary of all Annunciator and Warning lights, divided
for System or Function.
ID# System or Annunciator Alert Conditions
Function Light (to activate flag)

1 Electrical Backup Battery Backup Battery Switch

ON

2 Electrical Low Voltage Essential Bus voltage <

12V

3 ECU Lane A (ECU) Engine system

failure/fault detected by
ECU.

4 ECU Lane B (ECU) Engine system

failure/fault detected by
ECU.

5 Fuel
Low fuel quantity
Left Fuel level
detected (<20L)

6 Fuel
Low fuel quantity
Right fuel level
detected (<20L)

7 Fuel
Fuel Pump Fuel Pump ON

8 Pitot
Pitot Heater ON and
Pitot Heat ON
Operative

9 Pitot
Pitot Heat Pitot heat ON and in
Failure Failure

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INTRODUCTION
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1.4. CAS Message Summary

The following table shows a summary of all CAS Message, included in the G3X
Avionic Suite, divided for System or Function.

ID# System or Annunciator Alert Conditions

Function Window
(to activate flag)

1 Electrical Essential Essential Bus

ESS VOLT
Volt Voltage < 12V

2 Electrical/Avionic EIS Failure No data from Engine

EIS FAIL
Indicating system

3 Electrical/Avionic AHRS No data from Attitude

AHRS FAIL Failure and Heading
reference system

4 Electrical/Avionic ADC Failure No data from Air

ADC FAIL
Data Computer

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2. ELECTRICAL SYSTEM

2.1. Low Volt

Annunciator Light Alert

Low Voltage

Annunciation window Alert

ESS VOLT Essential Voltage

1. Circuit breaker(s)…………………………. CHECK

2. Avionic Master ……..……………………. OFF

3. Pitot heat switch ………………………… OFF

4. Load Shedding …...………………………. PERFORM

(Strobe lights set OFF)

5. Land as soon as practical

The ECU System requires an electrical power source for its

operation. If one alternator fails, continued engine operation is
assured by the other alternator. Therefore, the airframe loads
are supplied by battery.

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ELECTRICAL SYSTEM
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2.2. Generator Failure

A generator failure can be detected by illumination of LOW

VOLT warning light, ESS VOLT CAS Message and positive
Battery ammeter.
In case of Generator A Failure, Lane A and Lane B Warning
flashing lights indication is provided to the pilot.

1. Load Shedding …...………………………. PERFORM

(Pitot Heat and Strobe
lights set OFF)

2. Land as soon as practical

In case of failure of the remaining generator expect imminent

engine stoppage.

If any generator fails, the airframe electrical system is

automatically cut-off from the generator. The battery is the
remaining source for the airframe electrical system for a
minimum of 30 minutes. Additional load shedding, according to
flight conditions, could lead to extend battery capacity.

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ELECTRICAL SYSTEM
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2.3. BCK Batt

Annunciator Light Alert

Backup Battery Switch

1. Engine Parameters ..……………………. CHECK

2. BCK BATT Switch ………………………. SET OFF IF NOT

REQUIRED

The BCK BATT switch is required to be set ON during in-flight

engine restart and in case of both alternator failure.

The BCK BATT light is illuminated when the SWITCH is ON. In

this condition. the ECU system is powered by aircraft battery. In
case of double alternators failure the BCK BATT switch must be
set ON (according to in-flight engine restart).

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ELECTRICAL SYSTEM
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2.4. Loss of Essential Bus

The loss/failure of essential bus will be recognize with the simultaneous loss of
the following equipment:

Table 3-2 – Loss of Essential Bus

PITOT HEAT PFD EIS COM 1

ADAHRS NAV1/GPS ANNUNC PANEL LND LIGHT
STROBE LIGHT BUFF BATTERY G3X POWER 2 STALL
FLAP GDA 29 GMU -

Change or maintain flight conditions according to available

equipment.
Pilot will need to make reference to standby instrument for
primary flight information and parameters.
Pilot will be able to use the audio panel via MFD.

Strobe and landing lights will be lost, NAV and taxi lights are still
available.

1. Land as soon as practical

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ELECTRICAL SYSTEM
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2.5. Loss of Main Bus

The loss/failure of main bus will be recognize with the simultaneous loss of the
following equipment:

Table 3-3 – Loss of Main Bus

AUDIO PANEL XPDR NAV LIGHT TAXI LIGHT

SOCKET 12V STDBY INSTR INT LIGHT PITCH TRIM

Fail safe operation of G3X Touch allows pilot to transmit and

use COM1 using headphones only; speakers will not be
available.

For night flights, all instruments and map lights will be lost, but
emergency light will still be available.

1. Land as soon as practical

2.6. Loss of Avionic Bus

The loss/failure of avionic bus will be recognize with the simultaneous loss of
the following equipment:

Table 3-4 – Loss of Avionic Bus

MFD - - -

1. Avionic Master switch ………………… SET OFF

2. Continue flight with PFD in reversionary mode

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ELECTRICAL SYSTEM
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3. PITOT-STATIC SYSTEM

3.1. Pitot heating system failure

Annunciator Light Alert

Pitot Heat Failure

When the Pitot Heating system is active, the green PITOT

HEAT ON advisory light turns on indicating that the Pitot
Heating system is functioning properly.

If the amber PITOT HEAT caution light is ON when the pitot

heat switch is on, then the Pitot Heating system is not
functioning properly.

In this case apply following procedure:

2. Pitot heat switch………………………… OFF

3. Pitot heat circuit breaker……………….. CHECK IN

4. Pitot heat switch………………………… ON

5. PITOT HEAT caution light…………….. CHECK

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PITOT-STATIC SYSTEM
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3.2. Static source malfunction

The alternate source valve is located on the right side of the

central pedestal.

If static source malfunction is suspected and/or abnormal fluctuations of

indicated airspeed and/or altitude are detected in relationship with yawing:

1. Alternate static port …..…………………..........................OPEN

2. Cabin heating ……................................................... OFF

Operation of the alternate static air requires that the cabin air
system be switched off in order not to affect the air pressure
measurement.

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PITOT-STATIC SYSTEM
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4. AVIONIC SYSTEM

4.1. Loss of information displayed

When a LRU or a LRU function fails, a large red “X” is typically displayed on the
display field associated with the failed data.

In most of cases, the red “X” annunciation is accompanied by a

message advisory alert. Softkey annunciation which, once
selected, acknowledges the presence of the message advisory
alert and displays the alert text message in the Alerts Window.

4.2. AHRS Failure

Annunciation window Alert window

AHRS FAIL AHRS Unit Failure

Display system is not receiving input from AHRS. The following information will be
lost (large red X on the display field):

Attitude Heading

INSTRUCTION: revert to stand-by and magnetic compass instruments

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AVIONIC SYSTEM FAILURES
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4.3. ADC Failure

Annunciation window Alert window

ADC FAIL ADC Unit Failure

Display system is not receiving input from Air Data Computer. The following
information will be lost (large red X on the display field):

Airspeed Altitude Vertical Speed

INSTRUCTION: revert to stand-by instrument

4.4. EIS Failure

Annunciation window Alert window

EIS FAIL Engine Instrument System failure

Display system is not receiving input from Air Data Computer All engine information
are lost and a large red X appears on the engine display fields.

INSTRUCTION: Land as soon as possible

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AVIONIC SYSTEM FAILURES
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4.5. Loss of airspeed information

AIRSPEED FAIL
(red X on display field)

Display system is not receiving airspeed input from Air Data

Computer.

INSTRUCTION: revert to standby instrument

4.6. Loss of attitude information

ATTITUDE FAIL
(red X on display field)

Display system is not receiving attitude information

from AHRS.

INSTRUCTION: revert to standby instrument

4.7. Loss of altitude information

ALTITUDE FAIL
(red X on display field)

Display system is not receiving altitude input from Air Data

Computer.

INSTRUCTION: revert to standby instrument

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AVIONIC SYSTEM FAILURES
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4.8. Loss of vertical speed information

VERT SPEED FAIL

(red X on display field)

Display system is not receiving vertical speed input from Air Data
Computer.

INSTRUCTION: revert to standby instrument

4.9. Loss of heading information

HDG
(red X on display field)

Display system is not receiving valid heading input

from AHRS.

INSTRUCTION: revert to magnetic compass

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AVIONIC SYSTEM FAILURES
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4.10. Garmin GDU(s) failure

In case of one GDU Failure:

The G3X Touch System automatically switches to reversionary mode.

In reversionary mode, the information is presented on the

remaining display in the split-screen configuration. In
reversionary mode, all important flight information is presented
on the remaining display in the same format as in normal
operating mode. The change to backup path is completely
automated for all LRUs and no pilot action is required.

In case of both GDU Failure:

INSTRUCTION: revert to standby instrument.

4.11. COM failure

If Complete communication failure occurred and no other COM sources are

available on board:

1. Transponder ……………………………. SQUAK 7600 CODE

2. Land as soon as possible

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AVIONIC SYSTEM FAILURES
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4.12. NAV/GPS failure

In case of loss of navigation unit, try to inform ATC of emergency conditions and
apply procedure 4.11 in addition to the following steps.

In case of loss of, or invalid NAV/GPS signal during en-route or terminal phase of
flight:

1. Navigation Instrument …………………. SWITCH to NAV/GPS

source available

If G3X Touch internal GPS is the only navigation source available:

2. Report to ATC and continue to flight under Visual Flight Rules.

If on an instrument approach at the time the navigation signal is lost:

1. Missed Approach …..…………………. PERFORM

If the system automatically reverts to using the G3X Touch GPS

navigation source due to unavailability of the GTN 650 Xi, if
installed, GPS navigation data, 'REV' is display in the lower left
quadrant of the HSI and VFR is displayed in the lower right
quadrant on the PFD. In addition, a system status message
'Using internal GPS flight plan for navigation' is displayed.

The G3X Touch Internal GPS flight plan is only for VFR use.

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AVIONIC SYSTEM FAILURES
 P-Mentor – Aircraft Flight Manual Page 3 - 20

5. Engine Securing

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

1. Throttle Lever…………………………………….. IDLE

2. Lane A & B Switches ……………………………. OFF

3. Main Fuel Pump & Fuel Pump Switches ……… OFF

4. Fuel Selector valve……………………………… OFF

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ENGINE SECURING
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6. Aircraft Evacuation

With the engine secured and propeller stopped:

1. Parking brakes…………………………………… LOCK

2. Seat Belts…...……………………………………. UNSTRAP

3. Headphones.……………………………………... REMOVE

4. Canopy .................……………………………… OPEN

5. Master switch…..………………………………… OFF

6. Escape away from flames/hot engine compartment/spilling fuel

tanks/hot brakes

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AIRCRAFT EVACUATION
 P-Mentor – Aircraft Flight Manual Page 3 - 22

7. POWERPLANT

7.1. Engine Failure during Take-off run

If engine fails before rotation: ABORT TAKE OFF

1. Throttle Lever ………………………….. IDLE

2. Brakes…………………………………… AS REQUIRED

With aircraft stopped

3. Lane A & B Switches ………………….. OFF

4. Fuel Selector valve.……………………. OFF

5. Main Fuel Pump & Fuel Pump OFF

Switches ………………………………...

5. Master Switch ………………..………… OFF

6. Parking Brake…………………………... ENGAGED

7. Aircraft Evacuation………..…………… PERFORM if necessary

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POWERPLANT
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7.2. Engine Failure after Take-off

If engine fails immediately after becoming airborne:

 Abort on the runway if possible.

In case low altitude precludes a runway stop and/or engine restart:

1. Establish a glide attitude

 Find a suitable place on the ground to land safely

The landing should be planned straight ahead with only small

changes in directions not exceeding 45° to the left and 45° to the
right.
Any turn would reduce the glide performance.

2. Throttle Lever …………………………....... IDLE

3. Brakes……………………………………… As required

With aircraft stopped

4. Fuel Selector valve...……………………… OFF

5. Main Fuel Pump & Fuel Pump Switches … OFF

6. Lane A & B Switches ….…….…………….. OFF

7. Master Switch ………………...…………… OFF

8. Parking Brake…………………..………….. ENGAGED

9. Aircraft Evacuation…………….………….. PERFORM if necessary

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POWERPLANT
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7.3. Propeller Overspeed

In case of propeller overspeeding, apply following procedure:

1. Throttle Lever …..……………………………... REDUCE

2. Propeller Lever ….…….……………………... REDUCE

3. Airspeed……………………………………….. REDUCE to prevent

propeller overspeed

4. RPM indicator…………………………………. CHECK

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

applying Forced landing procedure.

Maximum propeller RPM exceedance may cause engine

components damage.
Apply caution while accelerating with power lever close to
max and monitor RPM; RPM overspeed shall be prevented
by retarding thrust lever.

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POWERPLANT
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7.4. Coolant Temperature (CT) Limit Exceedance

7.4.1. HIGH COOLANT TEMPERATURE

If CT exceeds maximum limit:

1. Throttle lever ………………………… REDUCE as practical

2. Airspeed ..……………………………. INCREASE

3. CT……………………………………… Verify decreasing

If CT stabilizes in the green arc:

4. Continue flight

If CT continue to rise and engine shows roughness:

4. Land as soon as possible applying forced landing procedures (§15)

5. Expect an engine failure

7.5. Exhaust Gas Temperature (EGT) Limit Exceedance

7.5.1. HIGH EGT

1. Throttle Lever ………………………… REDUCE as practical

2. Airspeed ..……………………………. INCREASE

3. Land as soon as practical

7.6. Manifold Air Temperature (MAT) Limit Exceedance

7.6.1. HIGH MAT

1. Alternate Air ………………………….. CHECK CLOSED

2. Propeller Lever ……………………… AS REQUIRED

3. Throttle Lever ………………………… FULL FWD

4. Airspeed ..……………………………. INCREASE

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POWERPLANT
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7.7. Oil Temperature Limits Exceedance

7.7.1. HIGH OIL TEMPERATURE

Maximum oil temperature limit exceedance can be the final

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

1. Throttle Lever ……………………………. REDUCE

2. OIL TEMP…………………………………. CHECK

If oil temperature does not decrease

3. Airspeed…………………………………… INCREASE

4. OIL TEMP……………………………….… CHECK

If oil temperature comes back within limits

3. Land as soon as practical

If oil temperature does not come back within limits

3. Land as soon as practical with engine set to the minimum necessary

power

4. Be prepared for an emergency landing and expected an engine failure

If engine roughness, vibrations, erratic behaviour or high CT is detected

3. ENGINE………………...………. SECURE

4. Land as soon as possible applying Forced landing procedure

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POWERPLANT
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7.8. Oil Pressure Limits Exceedance

7.8.1. LOW OIL PRESSURE

If the oil pressure is under the lower limit

1. Throttle Lever ………………… REDUCE to minimum practical

2. OIL TEMP……………………… CHECK within limits

3. OIL PRESS……………………. CHECK

If oil pressure does not increase and temperature remains within limits

4. OIL and CT.…………………... CHECK

5. Land as soon as practical

If oil pressure does not increase and temperature exceeds limits

4. ENGINE ………………………. SECURE

5. Land as soon as possible applying Forced landing procedure

7.8.2. HIGH OIL PRESSURE

If the oil pressure exceeds upper limit

1. Thrust Lever…………………… REDUCE

2. OIL PRESS……………………. CHECK

If oil pressure does not decrease

3. ENGINE ……………………. SECURE

4. Land as soon as possible applying Forced landing procedure

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POWERPLANT
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8. FUEL SYSTEM

8.1. Fuel Temperature Limits Exceedance

8.1.1. LOW FUEL PRESSURE

1. Fuel Pump Switch ……… ON

2. Fuel Qty ……………………… CHECK

3. Fuel Selector …………………. CHANGE

If fuel pressure does not increase

4. Throttle Lever .………………… REDUCE

5. Land as soon as possible

If engine stops:

6. Land as soon as possible applying Forced landing procedure

8.1.2. HIGH FUEL PRESSURE

1. Fuel Pump Switch …….… OFF

2. Fuel Qty ……………………… CHECK

3. Fuel Selector …………………. CHANGE

If fuel pressure does not decrease

4. Throttle Lever .………………… REDUCE

5. Land as soon as possible

If engine stops:

7. Land as soon as possible applying Forced landing procedure

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FUEL SYSTEM
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8.2. LH / RH Fuel Level

Annunciator Light Alert

LH Fuel Level Low

RH Fuel Level Low

If ONE Low Fuel Level Caution Light is illuminated:

1. Fuel Pump ……………………. ON

2. Opposite Tank Fuel Qty .……. CHECK

3. Fuel Selector …..……………… CHANGE

4. Engine parameters ………..…. CHECK

If BOTH Low Fuel Level Caution Lights are illuminated:

5. Land as soon as possible

Flight plan has to be reviewed according to low fuel level in

the tank. The remaining fuel in the tank equal to unusable fuel
plus fuel required for 30 minutes at 75% MCP

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FUEL SYSTEM
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9. In-flight Engine Restart

Engine inflight restart could be performed in the whole aircraft

envelope using the starter, even if the propeller is windmilling.

The propeller will normally continue to turn as long as the airspeed

is above 60 KIAS. Should the propeller stop at an airspeed of 60
KCAS or more, the reason for this should be investigated before
attempting a restart. If the engine or propeller jamming is
suspected, do not use the Starter.

1. Master switch……….……..…. CHECK ON

2. Propeller Lever ..………..….... FULL FWD

3. Throttle Lever ..………..…...... 1-2 cm above IDLE

4. Engine Alternate Air …..…...... OPEN

5. Fuel quantity indicator….….... CHECK

6. Fuel Selector valve..….……... SWITCH TANK (if not empty)

7. Fuel Pumps ………...………. BOTH ON

8. Lane A & B Switches ….….… CHECK ON

If propeller is windmilling:

9. Backup Battery Switches ...… ON

If propeller is not windmilling:

10. Backup Battery Switches ...… ON

11. Starter ……………………...… PRESS THE BUTTON and RELEASE

when above

In case of unsuccessful engine restart:

12. Engine …………….….….… SECURE

13. Land as soon as possible applying Forced landing procedure.(§15.1)

In case of successful engine restart:

14. Throttle Lever ……………...… AS REQUIRED

15. Engine Parameters ……...… CHECK

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INFLIGHT ENGINE RESTART
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10. LANE A / LANE B Warning Light Illuminated or Flashing

Annunciator Light Alert

Lane A Fail/Fault

Lane B Fail/Fault

1. Land as soon as practical.

The Lane warning lights can flash or be permanently

illuminated depending on the nature of the fault.
If a warning indicator remains on permanently, it indicates
that an error with higher severity (Failure) has been detected
by the internal testing procedures of the ECU. In this case,
the ECU will continue to operate in an alternative control
mode, which will transfer the control of ignition and injection
to the error- free Lane.
Regular operation as well as alternative control modes of the
ECU are able to represent the full engine power. The engine
is operated in power-mode with increased fuel consumption.

Refer to Rotax Operator and Maintenance Manuals for

Maintenance troubleshooting

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Section 3 – EMERGENCY PROCEDURES
FADEC WARNING
 P-Mentor – Aircraft Flight Manual Page 3 - 32

11. Smoke and Fire

11.1. Engine fire on the ground

1. Main Fuel Pump & Fuel Pump Switches ……… OFF

2. Lane A & B Switches ……………………………. OFF

3. Cabin heat and defrost………………………….. OFF

4. Master Switch …………………...………………. OFF

5. Parking Brake ……………………………………. LOCK

6. Fuel Selector valve.……………………………... OFF

7. Aircraft Evacuation ……………………………. PERFORM

11.2. Engine fire during take-off

If engine fails before rotation: ABORT TAKE-OFF

1. Throttle Lever ……….…………………………… OFF

2. Lane A & B Switches …………………………… OFF

3. Brakes…………………………………………….. As required

With the aircraft under control

4. Fuel Selector valve…..………………………….. OFF

5. Main Fuel Pump & Fuel Pump Switches ……… OFF

6. Cabin heat………………………………………... OFF

7. Master Switch ………………….………………… OFF

8. Parking Brake ……………………………………. ENGAGED

9. Aircraft Evacuation ...……………………………. PERFORM

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SMOKE AND FIRE
 P-Mentor – Aircraft Flight Manual Page 3 - 33

11.3. Engine fire in flight

1. Fuel Selector valve.……………………………... OFF

2. Main Fuel Pump & Fuel Pump Switches ……… OFF

3. Lane A & B Switches ……………………………. OFF

4. Cabin heat and defrost………………………….. OFF

5. Master Switch …………………...………………. OFF

6. Land as soon as possible applying Forced landing procedure

11.4. Electrical smoke or fire in cabin on the ground

1. Master Switch……………………………………. OFF

2. Cabin heat and defrost..………………………... OFF

3. Cabin Ventilation ……...………………………... OPEN

4. Throttle Lever ….………………………………… IDLE

5. Main Fuel Pump & Fuel Pump Switches ……… OFF

6. Lane A & B Switches ………..….………………. OFF

7. Fuel Selector valve………………………………. OFF

With propeller stopped, evacuate the aircraft

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SMOKE AND FIRE
 P-Mentor – Aircraft Flight Manual Page 3 - 34

11.5. Electrical smoke or fire in cabin during flight

1. Cabin heat………………………….. OFF

2. Cabin ventilation…………………… OPEN

3. In case of fire, direct the fire extinguisher toward the base of flame

Initiate an emergency descent:

4. Flaps ................................................... UP
5. Throttle lever ........................................ IDLE
6. Airspeed ............................................ as required

If smoke persists:

7. Master switch………………………. OFF

8. Load Shedding……………………. PERFORM

9. Land as soon as possible

Turn on electrical equipment required to continue flight

depending on the situation and land as soon as possible.

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Section 3 – EMERGENCY PROCEDURES
SMOKE AND FIRE
 P-Mentor – Aircraft Flight Manual Page 3 - 35

12. FLIGHT CONTROLS

12.1. Electrical pitch trim control failure

Trim Runaway

In event of trim runaway:

1. TRIM DISC switch…..………... OFF

2. Airspeed …………...…………... ADJUST to control aircraft without

excessive force

3. Land aircraft as soon as practical

Trim Jamming

Should trim control be jammed/inoperative:

1. Breaker…………………………. CHECK IN

2. Airspeed and flaps…………... ADJUST to control aircraft without

excessive force

3. Land aircraft as soon as practical

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Section 3 – EMERGENCY PROCEDURES
FLIGHT CONTROLS
 P-Mentor – Aircraft Flight Manual Page 3 - 36

12.2. Flaps control failure

1. Flaps position ..................................................... Visually check position
2. Airspeed ...............................Maintain according to observed flap position
3. Flaps position ........................Visually check movement while operating
the flaps switch in all positions

If flaps are stuck:

4. Consider possible degraded performance

If flaps are stuck at T/O or LDG consider higher

aerodynamic drag, decreased specific range and
1 0 6 or 96 KIAS VMAX according to actual flap
setting. If exactly flaps position can be determined,
observe the lower VFE value.

5. Plan landing considering the actual flap setting (refer to the Table below)

Table 3-5 – Reference Approach Speed

CONFIGURAT. VREF (@MLW=720 kg / 1587 lbs)
Flaps UP 65 KIAS

Flaps T/O 61 KIAS

Flaps LDG 58 KIAS

If flaps are stuck UP, plan landing using a flat

approach and use power levers to control airplane
speed and rate of descent.

If flaps are NOT stuck:

Consider flaps indicator inoperative.

4. Flaps switch .........................................................................as required

5. Flaps position................................................................CHECK visually

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Section 3 – EMERGENCY PROCEDURES
FLIGHT CONTROLS
 P-Mentor – Aircraft Flight Manual Page 3 - 37

13. RECOVERY FROM UNINTENTIONAL SPIN

If unintentional spin occurs:

1. Throttle Lever…………………..… IDLE

2. Ailerons …………………………... Neutral

3. Rudder …………………………….. Fully opposite to the direction

of spin

4. Control Stick ………………………. Forward

5. Flap………..………………………. UP

When rotation stops:

6. Rudder …………………………….. NEUTRAL

7. Attitude ……………………………. RECOVERY promptly but

smoothly, averting speed
close to/in excess of VNE

8. Throttle Lever………………………. As required

Keep full rudder against rotation until spin has

stopped.
One complete turn and recovery will take about 800 to
1000 feet altitude loss.

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Section 3 – EMERGENCY PROCEDURES
RECOVERY FROM UNINTENTIONAL SPIN
 P-Mentor – Aircraft Flight Manual Page 3 - 38

14. UNINTENTIONAL FLIGHT INTO ICING CONDITIONS

1. Pitot heat…………………….. CHECK ON

2. Engine Alternate Air ……….. CHECK OPEN

3. Fly immediately away from icing conditions (changing altitude and

direction of flight, out and below of clouds, visible moisture,
precipitation)

4. Control surfaces……………. MOVE continuously to avoid locking

5. Throttle Lever ……………… INCREASE to prevent ice build-up on

propeller blades

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

edges, stall speed increases and stall may become asymmetric.
In case of stabilator ice accretion, it may lose its efficiency,
leading to lack of aircraft pitch control and loss of control.

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Section 3 – EMERGENCY PROCEDURES
UNINTENTIONAL FLIGHT INTO IING CONDITIONS
 P-Mentor – Aircraft Flight Manual Page 3 - 39

15. RESCUE SYSTEM DEPLOYMENT (IF INSTALLED)

Rescue system should be deployed in the event of a life-threating emergency

where parachute activation is determined to be safer than continued flight and
landing.

Full deployment of parachute is achieved in about 4

seconds.
Rescue system should only be activated when any other
means of handling the emergency would not protect the
CAUTION
occupants from serious injury.

Successful deployment depends on aircraft attitude and

airspeed: greater deployment altitude yields better chances
for successful deployment
CAUTION

1. Airspeed …………………….. MINIMUM POSSIBLE

(MAX SPEED 135 kts)

2. Pull activation handle firmly and to end travel.

After Deployment:

3. Lane A & B …….……………. SET OFF

4. Fuel Selector ….……………. SET OFF

5. Master ……...….……………. SET OFF

6. Seat belts and harness ……. TIGHTEN

7. Assume emergency landing body position before impact

8. Evacuation …………….……. PERFORM

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Section 3 – EMERGENCY PROCEDURES
UNINTENTIONAL FLIGHT INTO IING CONDITIONS
 P-Mentor – Aircraft Flight Manual Page 3 - 40

16. Emergency Landing

16.1. Forced Landing without Engine Power

Preparation:

1. Flaps………………………………………. UP

2. Airspeed…………………………………... ESTABLISH VGLIDE

Glide ratio is about 9.7, therefore in zero wind

conditions for every 1000 ft it is possible to cover
about 1.6 NM. With propeller in windmilling glide
ratio is about 9.5, therefore for every 1000 ft it is
possible to cover about 1.5 NM.

3. Radio………………………………………. Transmit MAYDAY giving

___location and intentions

4. Transponder……………………………… Set EMERGENCY

CODE

5. If off airport, ELT…………………………. ON

6. Find a suitable place to land safely

7. Throttle Lever ……………………………. IDLE

8. Fuel Selector valve.……………………… OFF

9. Lane A & B Switches ……………………. OFF

10. Main Fuel Pump & Fuel Pump Switches OFF

11. Seat Belts…………………………………. Tightly FASTENED

When landing is assured:

12. Flaps………………………………………. As required

13. Landing Gear control knob* ……………. DOWN: check three

green lights ON

14. Master switch …………………..………… OFF

Be prepared for aircraft evacuation.

*) applicable for aircraft embodying MOD2002/245 LG extraction simulation

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Section 3 – EMERGENCY PROCEDURES
EMERGENCY LANDING
 P-Mentor – Aircraft Flight Manual Page 3 - 41

16.2. Power on forced landing

1. Flaps………………………………………….. UP

2. Airspeed……………………………………… ESTABLISH VGLIDE

Glide ratio is about 9.7, therefore in zero wind

conditions for every 1000 ft it is possible to cover
about 1.6 NM. With propeller in windmilling glide
ratio is about 9.5, therefore for every 1000 ft it is
possible to cover about 1.5 NM.

3. Find a suitable place to land safely

4. Safety Belts………………………………….. Tightly FASTENED

When landing is assured:

5. Flaps………………………………………….. As necessary

6. Landing Gear control knob* ………………. DOWN: check three

green lights ON

7. Fuel selector valve………………………….. OFF

8. Main Fuel Pump & Fuel Pump Switches…. OFF

9. Lane A & B Switches ……………………….. OFF

10. Master switch ………………….……………. OFF

Be prepared for aircraft evacuation.

*) applicable for aircraft embodying MOD2002/245 LG extraction simulation

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Section 3 – EMERGENCY PROCEDURES
EMERGENCY LANDING
 P-Mentor – Aircraft Flight Manual Page 3 - 42

17. Landing Gear Failures*

17.1. Failed extension

Landing Gear extension failure is identified by means of

the green lights not illuminated.

1. Continue Flight

17.2. Failed retraction

Landing Gear failed retraction is identified by means of the

green lights or red light illuminated.

1. Continue Flight

17.3. Unintentional landing gear extension

Unintentional landing gear extension is identified by means

of the green lights or red light illuminated during flight.

1. Continue Flight

*) applicable for aircraft embodying MOD2002/245 LG extraction simulation

1st Edition - Rev. 7

Section 3 – EMERGENCY PROCEDURES
LANDING GEAR FAILURES
P-Mentor – Aircraft Flight Manual Page 4 - 0

SECTION 4
NORMAL PROCEDURES

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Section 4 – NORMAL PROCEDURES
 P-Mentor – Aircraft Flight Manual Page 4 - 1

INDEX
1. INTRODUCTION ........................................................................................3
2. AIRSPEEDS FOR NORMAL OPERATIONS. .............................................4
3. PRE-FLIGHT INSPECTION .......................................................................5
3.1. Cabin Inspection ...............................................................................5
3.2. Aircraft Walk-Around .........................................................................6
4. CHECKLIST ...............................................................................................9
4.1. Before Starting Engine ......................................................................9
4.2. Engine Starting ...............................................................................11
4.3. Warm Up.........................................................................................12
4.4. Before taxing ...................................................................................13
4.5. Taxiing ............................................................................................13
4.6. Before Take-off ...............................................................................14
4.7. Take-off...........................................................................................17
4.8. Climb...............................................................................................18
4.9. Cruise .............................................................................................18
4.10. Descent ......................................................................................19
4.11. Before Landing ...........................................................................19
4.12. Balked landing/Missed Approach/Go-Around .............................19
4.13. Landing ......................................................................................20
4.14. Engine Shutdown .......................................................................20
4.15. Post-flight checks .......................................................................21

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INDEX
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Intentionally left blank

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Section 4 – NORMAL PROCEDURES
INDEX
 P-Mentor – Aircraft Flight Manual Page 4 - 3

1. Introduction

Section 4 describes checklists and recommended procedures for the conduct of

normal operations for P-MENTOR aircraft.

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Section 4 – NORMAL PROCEDURES
INTRODUCTION
 P-Mentor – Aircraft Flight Manual Page 4 - 4

2. Airspeeds for normal operations.

The following airspeeds are those which are significant for normal operations.

MTOW
SPEEDS FLAPS 720 kg
(1587 lb)

Rotation Speed (VR) T/O 53 KIAS

Best Angle-of-Climb
Speed (VX) UP 65 KIAS

Best Rate-of-Climb UP 70 KIAS

Speed (VY)
Best Angle-of-Climb
Speed (VX) TO 56 KIAS

Best Rate-of-Climb TO 61 KIAS

Speed (VY)
No flaps approach UP 65 KIAS
speed (VREF)
Approach speed (VREF) T/O 61 KIAS

Final Approach Speed LN 58 KIAS

(VREF)
Glide Speed (VGLIDE) UP 70 KIAS

Manoeuvring Speed UP 102 KIAS

(VA)
Never Exceed Speed UP 135 KIAS
(VNE)

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AIRSPEEDS FOR NORMAL OPERATIONS
 P-Mentor – Aircraft Flight Manual Page 4 - 5

3. Pre-Flight Inspection

Before each flight, it is necessary to carry out a complete aircraft check including a
cabin inspection followed by an external inspection, as below detailed.

3.1. Cabin Inspection

1. Aircraft documents …….………….. CHECK valid and on board

2. Weight and balance ..…………….. CALCULATE (ref. to Section 6)

and CHECK within limits

3. Breakers…………………...……….. all IN

4. Safety belts…………………...……. CONNECTED to hard points,

and CHECK condition

5. Lane A & B Switches ……………… OFF

6. Master switch ..……………………. ON

7. Voltmeters ………………..………... CHECK within limits

8. External Lights ...…………..…….... All ON, CHECK for operation

9. Pitot ..……………………..………... REMOVE cover

10. Acoustic stall warning…………..…. CHECK for operation

11. Pitot heater .…………………..……. CHECK WARM and SET OFF

CHECK Pitot Heat Light ON

12. External Lights ...…………..…….... SET OFF

13. Master switch …………………….... OFF

14. Baggage ………………….………... CHECK: ELT fire extinguisher,

luggage secured with restraint
net

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PRE-FLIGHT INSPECTION
 P-Mentor – Aircraft Flight Manual Page 4 - 6

3.2. Aircraft Walk-Around

To perform the aircraft walk-around, carry out the checklist

according to the station shown in Figure 4-1.

Visual inspection is defined as follows: check for defects,

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

Fuel level indicated by the cockpit indicators should be

verified by visual check of actual fuel quantity embarked in
the tanks.
WARNING

Fuel drainage operation must be carried out with the aircraft

NOTE parked on a level surface. Open Fuel Selector prior to drain
fuel circuit nose section valve.

FIG. 4-1

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PRE-FLIGHT INSPECTION
 P-Mentor – Aircraft Flight Manual Page 4 - 7

A Left fuel filler cap: check visually for desired fuel level.
Drain the left fuel tank by drainage valve using a cup to
collect fuel (drainage operation must be carried out with
the aircraft parked on a level surface). Check for water
or other contaminants. Close filler cap.
B Remove protection plug (if provided) and check the Pitot
tube and the static ports mounted on left wing are
unobstructed; do not blow inside vents.
C Left side leading edge and wing skin: visual inspection.
Visual inspection of the Nav/Strobe lights.
D Left aileron, trim tab and hinges: visual inspection, check
free of play, friction; Left tank vent: check for
obstructions.
E Left flap and hinges: visual inspection
F Left main landing gear: check inflation, tire condition,
alignment, fuselage skin condition.
G Horizontal tail and tab: visual inspection, check free of
play, friction.
H Vertical tail, rudder and trim tab: visual inspection, check
free of play, friction. Visual inspection of the /Strobe light.
I Right main landing gear; check inflation, tire condition,
alignment, fuselage skin condition.
L Right flap and hinges: visual inspection.
M Right aileron, trim tab and hinges: visual inspection,
check free of play, friction; Right side tank vent: check for
obstructions.
N Right leading edge and wing skin: visual inspection.
Visual inspection of the Nav/Strobe lights.
O Right fuel filler cap: check visually for desired fuel level.
Drain the right fuel tank by the drainage valve using a
cup to collect fuel. Drainage operation must be carried
out with the aircraft parked on a level surface. Check for
water or other contaminants. Close filler cap.
P Set the fuel selector valve to ON. Drain circuit using a
cup to collect fuel by opening the specific drainage valve
(part of the gascolator). Check for water or other
contaminants.
Q Nose wheel strut and tire: check inflation, tire and rubber
shock absorber disc condition.
R Propeller and spinner condition: check for nicks, cracks,
dents and other defects, propeller should rotate freely.
Check fixing and lack of play between blades and hub.
Visual inspection of Taxi/Landing light.

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PRE-FLIGHT INSPECTION
 P-Mentor – Aircraft Flight Manual Page 4 - 8

S Open engine cowling:

1. Check no foreign objects are present.
2. Verify coolant level in the overflow bottle: level must
be between min. and max. mark. Replenish if
required.
3. Only before the first flight of the day:
a. Verify coolant level in the expansion tank,
replenish as required up to top (level must
be at least 2/3 of the expansion tank).
b. Turn propeller by hand in direction of
engine rotation several times and observe
engine for odd noises or excessive
resistance and normal compression.
c. Exhaust: inspect for damages, leakage
and general condition
4. Check radiators. There should be no indication of
leakage of fluid and they have to be free of
obstructions.
5. Check oil level and replenish as required. Prior to oil
check, having Lanes switched off, turn the propeller
by hand in direction of engine rotation several times
to pump oil from the engine into the oil tank, or let
the engine idle for 1 minute. This process is finished
when air is returning back to the oil tank and can be
noticed by a murmur from the open oil tank. Prior to
long flights oil should be added so that the oil level
reaches the “max” mark.
6. Inspect fuel circuit for leakages.
7. Check integrity of silent-block suspensions.
8. Check connection and integrity of air intake system,
visually inspect that ram air intake is unobstructed.
9. Check that all parts are secured or safety.
T Close engine cowling, check for proper alignment of
cam-locks.
U reserved
V Remove tow bar and chocks, stow on board pitot, static
ports and stall warning protective covers.

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PRE-FLIGHT INSPECTION
 P-Mentor – Aircraft Flight Manual Page 4 - 9

4. Checklist

Due to the limited dimensions of the cockpit, it might be

helpful to connect the headset before sitting down. In night
conditions, the operation of an handheld torch could aid to
better locate the aircraft headsets plugs.

The map lights and instrument dimming rheostats are not

directly illuminated. In preparation for or during dusk and night
operations, it is recommended to gradually set the desired
level of brightness as the ambient lighting conditions change.
In addition, maintaining the left map light at an appropriate
level of brightness and orientation throughout the ground
operations and flight, allows to better locate unilluminated
items in the cockpit without impairing night vision. However,
with very little cockpit familiarization time it becomes easy to
locate the three rheostats only via tactile cues.

4.1. Before Starting Engine

1. Pre-flight inspection …………………….. Complete

2. Master switch ……………………………. ON

3. Instrument light ….………………………. AS REQUIRED

4. Seat position and safety belts…..……… Adjust

In absence of RH seat occupant: fasten seat belts around the

seat so as to prevent any interference with the aeroplane
flight control operation and with rapid egress in an
emergency.

5. Flight controls …………………………… Operate full stroke checking for

movement smoothness, free of
play and friction

6. Parking brake (left side central pedestal) CHECK LOCK

……………………………………….…….

7. Propeller Lever ………………………... FULL FWD

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CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 10

8. Landing gear control knob* …………….. CHECK DOWN – three green

lights ON

9. Throttle Lever …………………………... Check for freedom of movement

10. Throttle Lever …………………………... IDLE

11. Lane A and B Switches ………………… BOTH OFF

12. Circuit Breakers …………………………. CHECK all IN

13. Avionic Master …………………………... ON, check instruments and

check Voltage on Essential
Buses.

14. Standby Instrument ……………………… Check no red crosses displayed

15. Fuel quantity …………………………….. compare the fuel quantity

indicators with fuel quantity
visually checked into the tanks

16. Annunciator Panel …………………….. PUSH TEST BUTTON and

CHECK lights

17. Alternate Air ………..…….…………….. CHECK CLOSED

18. Flap control…………………………….. Cycle fully extended and then set

to T/O

19. Pitch Trim………………………………. Cycle fully up and down, then set

to NEUTRAL

20. Nav & Strobe lights ..……………………. ON

21. Canopy ..…………………………………. Closed and locked

*) applicable for aircraft embodying MOD2002/245

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Section 4 – NORMAL PROCEDURES
CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 11

4.2. Engine Starting

1. Fuel selector valve………………..….. Select the tank with less fuel

2. Propeller area…………………………. Check that area is clear of persons

/ objects

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

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

Do not overheat the starter. Do not operate the starter for more than
10 seconds. After operating the starter, let it cool down for 2
minutes.

3. Main Fuel Pump …...….……………... ON

4. Lane A & B Switches …..…………... ON
5. Propeller Lever …………..…………... FULL FWD
6. Throttle Lever ………………………. 1-2 cm above IDLE

7. Start power Switch ……..…………... HOLD ON and perform points 7.1

and 7.2:
7.1 Check:

- Both Lane Warning Lamps illuminate and extinguish after around 3

seconds
- Fuel pressure stabilized in green arc

7.2 Engine starter

PRESS and RELEASE when

- Starter …………………….….
>1500 RRPM

- Start Power Switch ………. RELEASE

8. Throttle Lever ………………………. AS REQUIRED

9. Check :
- Oil Pressure rise within 10 seconds
- Lane A Warning lamp OFF
- Lane B Warning lamp OFF

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CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 12

If LANE warning lamp flashes or lights up, perform a Lane check.

Both warning lamps must be deactivated, otherwise there is an
error.

10. Engine instrument ……………………… CHECK

11. Throttle Lever …………………………... SET to 2500 RPM and

hold for 5 sec.

12. Electrical Parameters ………………… CHECK Essential Bus

more than 14 Volt

13. Throttle Lever .………….…………….. IDLE

4.3. Warm Up

1. Oil Pressure …………………...…………. CHECK if above 3 bar

2. Throttle Lever…………………........ SET to 2000 RPM for 2

minutes
3. Throttle Lever…………………........ SET to 2500 RPM
4. Oil temperature …………………….. CHECK above 50 °C
(120 °F)
5. Throttle Lever…………………........ IDLE
6. Engine Parameters………………… CHECK
7. Temperatures and Pressure CHECK

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CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 13

4.4. Before taxing

1. Flight instruments …………….…………. SET AS REQUIRED

2. Altimeters…………………………….…… SET

4.5. Taxiing

1. Parking brake (left side central Release

pedestal)...

2. Brakes…………………………………… Check

3. Flight Instruments……………………… Check altimeters

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CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 14

4.6. Before Take-off

1. Parking brake (left side central pedestal)............... LOCK, then PRESS brake
pedal

2. External Lights …………………...………..……….. As Required

3. Engine Parameters………………….……….…….. CHECK

4. Fuel Pump ……………………….……….……….. ON

5. Fuel Selector ..……………..……………………… SELECT the fullest tank

6. Fuel Pressure………………………………..……... CHECK

7. Propeller Lever…………………...………..……….. FULL FWD

8. Throttle Lever……………………...………..……….. Short FULL throttle to

check MAX engine speed

9. Throttle Lever…………………….………..……….. SET to 4000 RPM

10. Lane and Ignition Check :

LANE B CHECK:
a. Lane A Switch ……………………………………… OFF

b. Check:

- Engine RPM (about 250 RPM drop/increase)

- Lane A Warning Lamp ON
- Lane B Warning Lamp OFF
- NO Coolant temperature
- NO Exhaust gas temperature
- NO Oil Pressure

c. Lane A Switch ……………………………………… ON

d. Lane A Warning Light.……………………………… Extinguish after around 3

sec.

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CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 15

LANE A CHECK :
a. Lane B Switch ……………………………… OFF

b. Check:

- Engine RPM (about 250 RPM drop/increase)

- Lane A Warning Lamp OFF
- Lane B Warning Lamp ON
- NO Oil temperature
- NO Oil Pressure

c. Lane B Switch ……………………………… ON

d. Lane B Warning Light ……………………… Extinguish after around 3

sec.

11. Throttle Lever ..………………..………………. SET to 2000 RPM

12. Fuel Pump Check :

a. Fuel Pressure ..…………….………………. Check within green arc

b. Fuel Pump ………….……….………………. OFF for 5 sec.

c. Fuel Pressure..…………….………………. CHECK within green arc

d. Fuel Pump..…………….……...……………. ON

e. Main Fuel Pump ……….….………………. OFF for 5 sec.

f. Fuel Pressure..…………….………………. CHECK within green arc

g. Main Fuel Pump …………..………………... ON

13. Throttle Lever…...………………..…………… SET to 4300 RPM

14. Governor Check :

- Decrease speed to 3800 RPM with propeller lever

- Move Propeller Lever FULL FWD
- Cycle 3 times
- Verify that the governor closely and firmly controls the RPM

15. Alternate Air ………..…………….……………… PULL and CHECK

Manifold Temperature
INCREASE then PUSH
IN
16. Throttle Lever…………………….……………… As Required

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CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 16

17. Alternate Air ……………………...……………… CHECK CLOSED

18. Pitot heat ….……………………..……………… AS REQUIRED

If flight into icing condition (in visible moisture below +5°C) is anticipated
or encountered, ACTIVATE the pitot ice protection system.
19. Flaps ……………………………..……………… CHECK T/O

20. Pitch Trim ……………………………..………… CHECK NEUTRAL

21. Flight controls …………………...……………… CHECK Free

22. Transponder …………………...………………... CHECK

23. Fuel Pumps ..…………………...……………….. CHECK BOTH ON

24. Seat Belts………………………..………………. CHECK Fastened

25. Canopy…………………………..……………….. CHECK closed and

locked

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Section 4 – NORMAL PROCEDURES
CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 17

4.7. Take-off

1. Parking brake (left side central Release

pedestal)...

2. Brakes…………………………………. Apply

3. Propeller Lever ……………………... FULL FORWARD

4. Throttle Lever ………………………... FULL and CHECK

approximately 5700 RPM

5. Engine parameters…………………… Check within the limits

6. Brakes…………...…………………….. Release

7. At rotation speed……………………… Rotate

At safe altitude

8. Flaps……………………...……………. UP

9. Landing gear control knob* …………. UP: check green lights and
red light turned OFF in about
10’’

Expect to adjust pitch trim (pitch up) when retracting flaps

after take-off.

10. Attitude………………………………… As required for en-route

climb

11. Fuel pump ………...……………...…… OFF

12. Landing light ……...……………...…… OFF

*) applicable for aircraft embodying MOD2002/245

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Section 4 – NORMAL PROCEDURES
CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 18

4.8. Climb

1. Propeller Lever ………….………………... As required

2. Throttle Lever ……………………………... As required

3. Engine parameters………………………... In the allowed range

4.9. Cruise

1. Power …………………………….. Set performance as required,

refer to table in section 5 of
AFM

2. Fuel tank selector………………….. As required to maintain

symmetric balance

3. Engine parameters………………... Monitor

Switch on the electric fuel pump prior to swap the fuel feeding
from one tank to another

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CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 19

4.10. Descent

1. Throttle Lever …………………..……….. AS REQUIRED

2. Pitot Heat …..…………………..……….. AS REQUIRED

3. Alternate Air ……………………..……….. AS REQUIRED

4.11. Before Landing

1. Propeller Lever ....…...…………………. FULL FORWARD

2. Fuel pump ………...……………………. ON

3. Fuel selector valve…………………...… Select the fullest tank

4. Landing Light…………...…………….… ON

On downwind, leg abeam touch down point

5. Landing gear control knob* ………….. DOWN: check green lights ON

6. Flaps……………………...……………... Set T/O (below 106 KIAS)

Expect to adjust pitch trim (pitch down) when extending flaps to

T/O or LAND

7. Approach speed…………...…………… Set

8. Flaps…………………………………….. LAND (below 96 KIAS)

9. Final Approach Speed…………………. Set

In conditions such as (e.g.) strong crosswind, gust, danger of

windshear or turbulence a higher approach speed shall be selected.

4.12. Balked landing/Missed Approach/Go-Around

1. Throttle Lever …………….……….. FULL FORWARD

2. Attitude………………………………. Attain climb speed

Above a safe altitude

3. Flaps………………………………… UP

4. Landing gear control knob* ………. UP as positive climb is

achieved

*) applicable for aircraft embodying MOD2002/245

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Section 4 – NORMAL PROCEDURES
CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 20

4.13. Landing

1. Throttle Lever …………………………………... IDLE at touchdown

2. Brakes……………………………………………. Apply

3. Flaps……………………………………………… UP

4. Fuel Pump ……….……………………………… OFF

5. Pitot Heat ………………………………………… CHECK OFF

6. External lights ……………………….…………... As required

7. Transponder …………………………………….. As required

4.14. Engine Shutdown

1. Parking brake (left side central pedestal)........... Set

2. Throttle Lever ..…………………………………… IDLE

3. Flaps………………….……………………………. CHECK UP

4. External lights…………….……………………….. As required

5. Alternate Air ………..…….……………………….. CHECK OFF

6. Main Fuel Pump switch …….……………………. OFF

7. Lane A & B switches ……….……………………. OFF

8. All electric/avionic/lights switches…..…………... OFF

9. Master Switch ...………………..……….………… OFF

10. Fuel Selector ...………………..……….………… OFF

For safety, verify propeller is fully stopped before any other action.

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CHECKLISTS
 P-Mentor – Aircraft Flight Manual Page 4 - 21

4.15. Post-flight checks

1. Wheel chocks ……………………………….. Set

2. Parking brake (left side central pedestal) Release

……………….………………………………...

3. Canopy…………………………………………. Close and Lock

4. Protection covers………………………….. Install

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CHECKLISTS
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Section 4 – NORMAL PROCEDURES
CHECKLISTS
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SECTION 5
PERFORMANCE

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Section 5 - PERFORMANCE
 P-Mentor – Aircraft Flight Manual Page 5 - 1

INDEX

1. INTRODUCTION ........................................................................................3
2. USE OF PERFORMANCE CHARTS ..........................................................3
3. DEMONSTRATED OPERATING TEMPERATURE ....................................3
4. GRADIENT / RATE (FT/MIN) OF CLIMB / DESCENT ...............................4
5. AIRSPEED INDICATOR SYSTEM CALIBRATION ....................................5
6. ICAO STANDARD ATMOSPHERE ............................................................6
7. STALL SPEED...........................................................................................7
8. CROSSWIND .............................................................................................8
9. TAKE-OFF PERFORMANCE .....................................................................9
10. TAKE-OFF RATE OF CLIMB...................................................................11
11. EN-ROUTE RATE OF CLIMB ..................................................................12
12. CRUISE PERFORMANCE .......................................................................13
13. LANDING PERFORMANCE ....................................................................14
14. BALKED LANDING PERFORMANCE .....................................................16
15. NOISE DATA ...........................................................................................17

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INDEX
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INDEX
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1. Introduction

This section provides all necessary data for an accurate and comprehensive
planning of flight activity from take-off to landing.
Data reported in graphs and/or in tables were determined using:

- “Flight Test Data” under conditions prescribed by EASA CS-23

regulation

- Aircraft and Engine in good condition

- Average piloting techniques

Each graph or table was determined according to ICAO Standard Atmosphere (ISA
- s.l.); evaluations of the impact on performances were carried out by theoretical
means for:

- Airspeed

- External Temperature

- Altitude

- Weight

- Runway type and condition

2. Use of Performance Charts

Performances data are presented in tabular or graphical form to illustrate the effect
of different variables such as altitude, temperature and weight. Given information
is sufficient to plan the mission with required precision and safety.
Additional information is provided for each table or graph.

3. Demonstrated Operating Temperature

Satisfactory engine cooling has been demonstrated for this airplane with an outside
air temperature 23°C above standard. The value given is not considered an
operating limitation. Reference should be made to Section 2 for operating
limitations.

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Section 5 – PERFORMANCE
INTRODUCTION
 P-Mentor – Aircraft Flight Manual Page 5 - 4

4. Gradient / Rate (ft/min) of climb / descent

GRADIENT GROUND SPEED (kts)
% DEG ft/NM 80 90 100 110 120 130 140 150 160 170 180 190
0.5 0.3 30 41 46 51 56 61 66 71 76 81 86 91 96
1.0 0.6 61 81 91 101 111 122 132 142 152 162 172 182 192
1.5 0.9 91 122 137 152 167 182 197 213 228 243 258 273 289
2.0 1.1 122 162 182 202 223 243 263 283 304 324 344 364 385
2.5 1.4 152 202 228 253 278 304 329 354 380 405 430 456 481
3.0 1.7 182 243 273 304 334 364 395 425 456 486 516 547 577
3.5 2.0 213 283 319 354 390 425 460 496 531 567 602 638 673
4.0 2.3 243 324 364 405 445 486 526 567 607 648 688 729 769
4.5 2.6 273 364 410 455 501 546 592 637 683 728 774 819 865
5.0 2.9 304 405 455 506 556 607 657 708 759 809 860 910 961
5.5 3.1 334 445 501 556 612 667 723 779 834 890 945 1001 1057
6.0 3.4 365 485 546 607 667 728 788 849 910 970 1031 1092 1152
6.5 3.7 395 525 591 657 723 788 854 920 985 1051 1117 1182 1248
7.0 4.0 425 566 636 707 778 849 919 990 1061 1131 1202 1273 1344
7.5 4.3 456 606 682 757 833 909 985 1060 1136 1212 1288 1363 1439
8.0 4.6 486 646 727 808 888 969 1050 1131 1211 1292 1373 1454 1534
8.5 4.9 516 686 772 858 943 1029 1115 1201 1287 1372 1458 1544 1630
9.0 5.1 547 726 817 908 999 1089 1180 1271 1362 1452 1543 1634 1725
9.5 5.4 577 766 862 958 1054 1149 1245 1341 1437 1532 1628 1724 1820
10.0 5.7 608 806 907 1008 1108 1209 1310 1411 1511 1612 1713 1814 1915
10.5 6.0 638 846 952 1058 1163 1269 1375 1481 1586 1692 1798 1904 2009
11.0 6.3 668 886 997 1107 1218 1329 1439 1550 1661 1772 1882 1993 2104
11.5 6.6 699 926 1041 1157 1273 1388 1504 1620 1735 1851 1967 2083 2198
12.0 6.8 729 965 1086 1207 1327 1448 1569 1689 1810 1931 2051 2172 2292
12.5 7.1 760 1005 1130 1256 1382 1507 1633 1759 1884 2010 2135 2261 2387
13.0 7.4 790 1044 1175 1306 1436 1567 1697 1828 1958 2089 2219 2350 2480
13.5 7.7 820 1084 1219 1355 1490 1626 1761 1897 2032 2168 2303 2439 2574
14.0 8.0 851 1123 1264 1404 1544 1685 1825 1966 2106 2247 2387 2527 2668
14.5 8.3 881 1163 1308 1453 1599 1744 1889 2034 2180 2325 2470 2616 2761
15.0 8.5 911 1202 1352 1502 1652 1803 1953 2103 2253 2404 2554 2704 2854
15.5 8.8 942 1241 1396 1551 1706 1861 2016 2172 2327 2482 2637 2792 2947
16.0 9.1 972 1280 1440 1600 1760 1920 2080 2240 2400 2560 2720 2880 3040
16.5 9.4 1003 1319 1484 1649 1814 1978 2143 2308 2473 2638 2803 2968 3132
17.0 9.7 1033 1358 1527 1697 1867 2037 2206 2376 2546 2716 2885 3055 3225
17.5 9.9 1063 1397 1571 1746 1920 2095 2269 2444 2619 2793 2968 3142 3317
18.0 10.2 1094 1435 1615 1794 1973 2153 2332 2512 2691 2870 3050 3229 3409
18.5 10.5 1124 1474 1658 1842 2026 2211 2395 2579 2763 2948 3132 3316 3500
19.0 10.8 1154 1512 1701 1890 2079 2268 2457 2646 2835 3024 3213 3403 3592
19.5 11.0 1185 1551 1744 1938 2132 2326 2520 2714 2907 3101 3295 3489 3683
20.0 11.3 1215 1589 1787 1986 2185 2383 2582 2780 2979 3178 3376 3575 3773
20.5 11.6 1246 1627 1830 2034 2237 2440 2644 2847 3051 3254 3457 3661 3864
21.0 11.9 1276 1665 1873 2081 2289 2497 2706 2914 3122 3330 3538 3746 3954
21.5 12.1 1306 1703 1916 2129 2341 2554 2767 2980 3193 3406 3619 3832 4044
22.0 12.4 1337 1741 1958 2176 2393 2611 2829 3046 3264 3481 3699 3917 4134

A rule of thumb to find the rate of climb/descent in (ft/min) is multiply Ground

Speed (Kts) by gradient of climb/descent (in percent).

Example:
Given Find

a. Ground Speed = 100 Kts →c. Corresponding Rate of

Climb = 1200 ft/min
b. Gradient = 12%

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Section 5 – PERFORMANCE
GRADIENT / RATE (ft/min) OF CLIMB/DESCENT
 P-Mentor – Aircraft Flight Manual Page 5 - 5

5. Airspeed Indicator System Calibration

Indicated airspeeds provided in this flight manual assume zero instrument error for
all flap configurations.

Normal Static Source

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

FIG. 5-1. CALIBRATED VS INDICATED AIRSPEED

Given Find

KIAS 79
KCAS 79
Flap: UP

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GRADIENT / RATE (ft/min) OF CLIMB/DESCENT
 P-Mentor – Aircraft Flight Manual Page 5 - 6

6. ICAO Standard Atmosphere

Figure 5-1 - ICAO Chart

Examples:

Scope Given Find

Density A: Pressure altitude = 1600ft
→ C: Density Altitude = 2550ft
Altitude: B: Temperature = 20°C

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

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Section 5 – PERFORMANCE
ICAO STANDARD ATMOSPHERE
 P-Mentor – Aircraft Flight Manual Page 5 - 7

7. Stall Speed

Weight: 720 kg (1587 lb)

Thrust Lever: IDLE
CG: Most Forward (23%)

BANK STALL SPEED

WEIGHT
ANGLE FLAPS 0° FLAPS T/O FLAPS FULL
[kg]
[deg] KIAS KCAS KIAS KCAS KIAS KCAS
([lb])
0 50 50 47 46 45 43

15 51 51 48 47 46 44
720
(1587) 30 54 54 51 49 48 46
(FWD C.G.)

45 60 59 56 55 53 51

60 71 71 66 65 63 61

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Section 5 – PERFORMANCE
STALL SPEED
 P-Mentor – Aircraft Flight Manual Page 5 - 8

8. Crosswind

Maximum demonstrated crosswind is 10 kts.

⇒ Example:

Given Find

Wind direction (with respect to aircraft Headwind = 17.5 kts

longitudinal axis) = 30°

Wind speed = 20 kts Crosswind = 10 kts

Figure 5-2 - Crosswind Chart

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Section 5 – PERFORMANCE
CROSSWIND
 P-Mentor – Aircraft Flight Manual Page 5 - 9

9. Take-Off Performance

The following factors are to be applied to the computed take-off distance for the
noted condition:

Wind:
The following wind corrections are calculated considering the 50% of headwind
component and 150% of tailwind component.

- Headwind: subtract 5% and 4% respectively from the ground and

total distances for each 3 knots headwind.
- Tailwind: add 19% and 15% respectively to the ground and total
distances for each 3 knots tailwind.

Grass runways:
Add 20% to the ground roll distance.

Runway slope:
Increase ground roll distance for each 1% upslope, applying the following
factors:
- 11% at Sea level
- 14% at 5000 ft
- 20% at 10000 ft

Decrease ground roll distance for each 1% downslope, applying the following
factors:
- 9% at Sea level
- 11% at 5000 ft
- 15% at 10000 ft

Weight Correction:
Consider about 17% of take-off distance reduction for each 50 kg (100 lb) of
weight reduction.

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Section 5 – PERFORMANCE
TAKE-OFF PERFORMANCE
 P-Mentor – Aircraft Flight Manual Page 5 - 10

Weight: 720 kg (1587 lbs) Flaps: T/O

Propeller Lever: FULL FWD
VR : 53 KIAS Throttle Lever: FULL FWD
V50ft : 61 KIAS Runway: dry, paved and level
Distance [m / ft]
Press
Temperature [°C / °F]
Alt
-25/-13 -15/5 0/32 15/59 30/86 50/122 ISA
[ft]
[m] [ft] [m] [ft] [m] [ft] [m] [ft] [m] [ft] [m] [ft] [m] [ft]

GR 240 787 259 850 288 945 319 1046 351 1151 397 1302 319 1046
0
50ft 366 1200 394 1292 439 1440 486 1594 535 1755 604 1981 486 1594

GR 257 843 277 909 309 1014 342 1122 376 1233 425 1394 337 1105
1000
50ft 392 1286 422 1384 470 1542 521 1709 573 1879 647 2122 514 1686

GR 276 905 297 974 331 1086 366 1200 403 1322 458 1502 357 1171
2000
50ft 420 1378 453 1486 504 1653 558 1830 615 2017 698 2289 544 1784

GR 296 971 319 1046 355 1164 393 1289 433 1420 503 1650 378 1240
3000
50ft 450 1476 486 1594 541 1774 599 1965 659 2162 766 2512 575 1886

GR 317 1040 342 1122 381 1250 422 1384 470 1542 552 1811 400 1312
4000
50ft 483 1584 521 1709 580 1902 642 2106 716 2348 841 2758 609 1998

GR 341 1118 367 1204 409 1342 454 1489 516 1692 606 1988 423 1387
5000
50ft 519 1702 559 1834 623 2043 691 2266 787 2581 923 3027 645 2116

GR 366 1200 394 1292 439 1440 499 1637 567 1860 665 2181 448 1469
6000
50ft 557 1827 601 1971 669 2194 761 2496 865 2837 1014 3326 683 2240

GR 393 1289 424 1391 480 1574 549 1801 624 2047 730 2394 485 1591
7000
50ft 599 1965 646 2119 731 2398 837 2745 950 3116 1113 3651 739 2424

GR 423 1387 458 1502 529 1735 604 1981 685 2247 802 2631 524 1719
8000
50ft 644 2112 698 2289 805 2640 921 3021 1044 3424 1222 4008 799 2621

GR 457 1499 505 1656 582 1909 665 2181 753 2470 880 2886 567 1860
9000
50ft 696 2283 769 2522 887 2909 1013 3323 1148 3765 1341 4398 864 2834

GR 504 1653 557 1827 641 2102 731 2398 828 2716 967 3172 613 2011
10000
50ft 768 2519 848 2781 976 3201 1114 3654 1262 4139 1473 4831 934 3064

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Section 5 – PERFORMANCE
TAKE-OFF PERFORMANCE
 P-Mentor – Aircraft Flight Manual Page 5 - 11

10. Take-Off Rate of Climb

Throttle Lever: Full FWD, Propeller Lever: Full Forward

Flaps Take-off
Vy=61 kts (IAS)
Rate of Climb [ft/min]
Weight Pressure
Temperature [°C/°F]
[kg/lbs] Altitude
[ft] -25/-13 -15/5 0/32 15/59 30/86 50/122 ISA
0 822 762 678 599 525 433 599
2000 712 654 571 493 421 331 513
4000 603 546 464 388 317 228 428
720 / 6000 495 438 358 283 213 126 342
1587
8000 386 331 252 178 110 24 256
10000 278 224 146 74 6 -78 171
12000 171 117 41 -30 -96 -179 85
13000 117 64 -11 -82 -147 -229 42
0 928 865 776 693 615 518 693
2000 812 750 663 581 504 409 602
4000 697 636 550 470 394 301 512
670 / 6000 582 522 438 359 285 193 421
1477
8000 468 409 326 248 175 85 331
10000 354 296 214 138 67 -22 240
12000 240 183 103 28 -42 -129 150
13000 183 127 48 -27 -96 -182 104
0 1048 981 886 798 715 611 798
2000 925 859 766 679 597 496 701
4000 802 738 646 560 480 381 605
620 / 6000 680 616 526 442 364 266 509
1367
8000 558 496 407 325 247 151 412
10000 437 376 289 208 132 37 316
12000 316 256 171 91 16 -76 220
13000 256 196 112 33 -41 -133 172

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TAKE-OFF RATE OF CLIMB
 P-Mentor – Aircraft Flight Manual Page 5 - 12

11. En-Route Rate of Climb

Throttle Lever: Full FWD, Propeller Lever: 5500 RPM

Flaps UP
Vy=70 kts (IAS)
Rate of Climb [ft/min]
Weight Pressure
Temperature [°C/°F]
[kg/lbs] Altitude
[ft] -25/-13 -15/5 0/32 15/59 30/86 50/122 ISA
0 855 797 714 638 566 477 638
2000 748 691 610 535 464 377 554
4000 642 586 507 433 363 277 471
720 / 6000 536 481 403 330 262 177 388
1587
8000 431 377 300 229 162 78 304
10000 326 272 197 127 61 -21 221
12000 221 169 95 26 -39 -119 138
13000 169 117 44 -24 -88 -168 96
0 957 895 808 727 651 557 727
2000 844 784 698 618 544 451 639
4000 732 672 588 510 436 345 551
670 / 6000 620 561 479 402 330 240 463
1477
8000 508 451 370 294 223 135 374
10000 397 340 261 187 117 30 286
12000 286 231 153 80 11 -74 198
13000 231 176 98 26 -42 -126 154
0 1072 1007 914 828 747 646 828
2000 952 888 797 712 632 533 734
4000 833 769 680 596 518 421 640
620 / 6000 713 651 563 481 404 309 546
1367
8000 594 533 447 366 291 197 452
10000 476 416 331 252 178 85 358
12000 358 299 216 138 65 -26 264
13000 299 240 158 81 9 -81 217

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EN-ROUTE RATE OF CLIMB
 P-Mentor – Aircraft Flight Manual Page 5 - 13

12. Cruise Performance

MTOW
Pressure altitude: 0 feet
ISA

MAP TAS
RPM
[in.Hg] [ktas]

5000 24.7 97
4800 22.2 87
4300 21.4 75

MTOW
Pressure altitude: 5000 feet
ISA

MAP TAS
RPM
[in.Hg] [ktas]

5000 24.3 100

4800 21.8 91
4300 21.1 80

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Section 5 – PERFORMANCE
CRUISE PERFORMANCE
 P-Mentor – Aircraft Flight Manual Page 5 - 14

13. Landing Performance

The following factors are to be applied to the computed landing distance for the
noted condition:

Wind:
The following wind correction are calculated considering the 50% of headwind
component and 150% of tailwind component.

- Headwind: subtract 5% and 3% respectively from the ground and

total distances for each 3 knots headwind.
- Tailwind: add 20% and 13% respectively to the ground and total
distances for each 3 knots tailwind.

Grass runways:
Add 20% to the ground roll distance.

Runway slope:
Decrease ground roll distance for each 1% upslope, applying the following
factors:
- 5% at Sea level
- 6% at 5000 ft
- 7% at 10000 ft

Increase ground roll distance for each 1% downslope, applying the following
factors:
- 6% at Sea level
- 7% at 5000 ft
- 8% at 10000 ft

Weight Correction:
Consider about 3% of landing distance reduction for each 50 kg (100 lb) of
weight reduction.

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Section 5 – PERFORMANCE
LANDING PERFORMANCE
 P-Mentor – Aircraft Flight Manual Page 5 - 15

Weight: 720 kg (1587 lbs) Flaps: LND

Propeller Lever: FULL FWD
VREF = 58 KIAS Throttle Lever: IDLE
VTD = 52 KIAS Runway: dry, paved and level

Distance [m / ft]
Press Temperature [°C / °F]
Alt
-25/-13 -15/5 0/32 15/59 30/86 50/122 ISA
[ft]
[m] [ft] [m] [ft] [m] [ft] [m] [ft] [m] [ft] [m] [ft] [m] [ft]
GR 153 502 159 522 169 554 178 584 187 613 200 656 178 584
0
50ft 415 1361 421 1381 431 1414 440 1443 449 1473 462 1515 440 1443

GR 159 522 165 541 175 574 185 607 194 636 207 679 183 600
1000
50ft 421 1381 427 1401 437 1433 447 1466 456 1496 469 1538 445 1460

GR 165 541 172 564 181 594 191 626 201 659 216 708 189 620
2000
50ft 427 1401 434 1424 443 1453 453 1486 463 1519 479 1571 451 1479

GR 171 561 178 584 188 617 199 653 209 686 229 751 195 640
3000
50ft 433 1420 440 1443 450 1476 461 1512 471 1545 499 1637 457 1499

GR 177 581 185 607 195 640 206 676 219 718 243 797 200 656
4000
50ft 439 1440 447 1466 457 1499 468 1535 485 1591 519 1702 462 1515

GR 184 604 192 630 203 666 215 705 233 764 258 846 207 679
5000
50ft 446 1463 454 1489 465 1525 477 1565 505 1656 541 1774 469 1538

GR 191 626 199 653 211 692 228 748 248 813 274 899 213 699
6000
50ft 453 1486 461 1512 473 1551 497 1630 526 1725 563 1847 475 1558

GR 199 653 207 679 223 731 243 797 263 863 291 954 224 735
7000
50ft 461 1512 469 1538 489 1604 518 1699 547 1794 586 1922 491 1610

GR 206 676 216 708 237 777 258 846 280 918 309 1014 236 774
8000
50ft 468 1535 479 1571 510 1673 540 1771 570 1870 610 2001 508 1666

GR 215 705 230 754 252 827 274 899 297 974 327 1073 248 813
9000
50ft 479 1571 500 1640 531 1742 563 1847 594 1948 635 2083 525 1722

GR 230 754 245 804 268 879 291 954 315 1033 347 1138 260 853
10000
50ft 499 1637 521 1709 554 1817 586 1922 618 2027 661 2168 543 1781

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Section 5 – PERFORMANCE
LANDING PERFORMANCE
 P-Mentor – Aircraft Flight Manual Page 5 - 16

14. Balked Landing Performance

Throttle Lever: Full Forward ; Propeller Lever: Full Forward

Flaps LAND
VREF=58 kts (IAS)
Pressure Steady Gradient of Climb [%]
Weight Temperature [°C/°F]
Altitude
[kg/lbs]
[ft] -25/-13 -15/5 0/32 15/59 30/86 50/122 ISA
0 11.8 10.9 9.7 8.5 7.4 6.1 8.5

2000 10.2 9.3 8.1 6.9 5.9 4.5 7.2

4000 8.6 7.7 6.5 5.4 4.3 3.0 6.0

720 /
1587
6000 7.0 6.1 4.9 3.8 2.8 1.5 4.7

8000 5.4 4.5 3.4 2.3 1.3 0.0 3.4

10000 3.8 3.0 1.8 0.8 -0.2 -1.5 2.2

0 13.7 12.7 11.4 10.1 8.9 7.4 10.1

2000 11.9 11.0 9.6 8.4 7.2 5.7 8.7

4000 10.2 9.2 7.9 6.7 5.5 4.1 7.3

670 /
1477
6000 8.4 7.5 6.2 5.0 3.8 2.4 5.9

8000 6.6 5.7 4.5 3.3 2.2 0.8 4.5

10000 4.9 4.0 2.8 1.6 0.5 -0.9 3.2

0 15.7 14.7 13.2 11.8 10.5 8.9 11.8

2000 13.8 12.8 11.3 10.0 8.7 7.1 10.3

4000 11.9 10.9 9.5 8.1 6.9 5.4 8.8

620 /
1367
6000 10.0 9.0 7.6 6.3 5.1 3.6 7.3

8000 8.1 7.1 5.8 4.5 3.3 1.8 5.9

10000 6.2 5.3 3.9 2.7 1.5 0.0 4.4

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Section 5 – PERFORMANCE
BALKED LANDING PERFORMANCE
 P-Mentor – Aircraft Flight Manual Page 5 - 17

15. Noise Data

Noise level, determined in accordance with ICAO/Annex 16 6th Ed., July 2011, Vol.
I°, Chapter 10 and 14 CFR Part 36, is 64.51 dB(A).

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SECTION 6
WEIGHT AND BALANCE

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 P-Mentor – Aircraft Flight Manual Page 6 - 1

INDEX

1. INTRODUCTION ........................................................................................3
2. WEIGHING PROCEDURES .......................................................................4
2.1. PREPARATION ................................................................................4
2.2. LEVELLING ......................................................................................4
2.3. WEIGHING .......................................................................................4
2.4. DETERMINATION OF C.G. LOCATION ...........................................4
2.5. Weighing Record...............................................................................6
2.6. Weighing Record (II) .........................................................................7
3. WEIGHT AND BALANCE DETERMINATION FOR FLIGHT ......................8
4. BAGGAGE LOADING..............................................................................11
5. EQUIPMENT LIST ...................................................................................12

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INDEX
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1. Introduction

This section describes the procedure for establishing the basic empty weight and
the moment of the aircraft. Loading procedure information is also provided.

Aircraft must be operated in accordance with the limits

concerning the maximum take-off weight and CG excursion
as re- ported in Flight Manual Section 2.

Pilot is responsible for checking the weight and CG excursion are compliant with
the related limits. C.G. excursion and Weight limits are reported in Section 2 –
Limitations.

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INTRODUCTION
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2. Weighing Procedures

2.1. PREPARATION

- Carry out weighing procedure inside closed hangar

- Remove from cabin any object unintentionally left
- Make sure Flight Manual and mandatory documents are on board
- Align nose wheel
- Drain fuel via the specific drain valve
- Oil and hydraulic fluid at the operating levels
- Move sliding seats in middle position
- Refuel/Defuel the aircraft tanks remaining the unusable fuel
- Raise flaps to fully retracted position
- Place control surfaces in neutral position
- Place scales under each wheel

2.2. LEVELLING

- Level the aircraft (the reference for longitudinal levelling is made putting a spirit-
level on the seat track as shown in the Aircraft Maintenance Manual).
- Adjust longitudinal attitude deflating nose tire

2.3. WEIGHING

- Record weight shown on each scale

- Repeat weighing procedure three times
- Calculate empty weight

2.4. DETERMINATION OF C.G. LOCATION

- Drop a plumb bob tangent to the wing leading edge in correspondence of the
plumb line placard (see Figure 6 - 1) and trace a reference mark on the floor
- Repeat the operation for other wing
- Stretch a taught line between the two marks
- Measure the distance between the reference line and both main and nose
wheel axis (A and B distances respectively)
- Using recorded data it is possible to determine the aircraft C.G. ___location and
the aircraft moment (see following table)

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WEIGHING PROCEDURES
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Figure 6 - 1 – Aircraft plumb line position

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WEIGHING PROCEDURES
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2.5. Weighing Record

𝑊2∙A−𝑊1∙𝐵 𝐷
𝐷= = _____ [m] 𝐷(%𝑀𝐴𝐶) = ∙ 100 = ______
𝑊𝑒 1.357

𝑊2∙A−𝑊1∙𝐵 𝐷
𝐷= = _____ [ft] 𝐷(%𝑀𝐴𝐶) = ∙ 100 = ______
𝑊𝑒 4.452

Figure 6 - 2 – Aircraft weighing record

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WEIGHING PROCEDURES
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2.6. Weighing Record (II)

𝑊2∙A−𝑊1∙𝐵 𝐷
𝐷= = _____ [m] 𝐷(%𝑀𝐴𝐶) = ∙ 100 = ______
𝑊𝑒 1.357

𝑊2∙A−𝑊1∙𝐵 𝐷
𝐷= = _____ [ft] 𝐷(%𝑀𝐴𝐶) = ∙ 100 = ______
𝑊𝑒 4.452

Figure 6 - 3 – Aircraft weighing record

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Section 6 – WEIGHT AND BALANCE
WEIGHING PROCEDURES
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3. Weight and Balance determination for flight

The pilot is responsible for ensuring the correct useful load loading.
In this subsection, the procedure to be used for the determination of aircraft weight
and balance in flight is described. The weight and moment obtained must fall within
the approved Weight-Moment Envelope (Figure 6-3). The procedure explained
requires the use of:

- Aircraft Weighing Record (Figure 6-1/2)

- Weight and C.G. – Form (Table 6-1)

- Weight-Moment Envelope (Figure 6-3)

An example calculation is provided to help understand the method.

To determine weight and balance for flight, proceed as follows:
1. Read the most recent values of the Empty A/C weight and corresponding
moment from the Aircraft Weighing Record (Figure 6-1/2) and write them
in the Weight and C.G. – Form (Table 6-1)
2. Write the weight and moment of the pilot/co-pilot and occupant(s) in the
Weight and C.G. – Form (Table 6-1). Calculate the moment as:
Moment = weight X arm where the arm is read in Table 6-1
3. Sum the weights to obtain the zero fuel weight condition and write it in
the Weight and C.G. – Form (Table 6-1). The zero fuel weight must not
exceed its limit value provided in Section 2 and reported in Table 6-1.
4. Write weight and moment of the usable fuel in the Weight and C.G. –
Form (Table 6-1). Determine the fuel moment using the procedure of step
2.
5. The total weight can be obtained summing zero fuel condition and usable
fuel weights; the resulting moment is, instead, obtained summing all
moments; report take-off condition (weight and moment) in the Weight
and Balance C.G. – Form (Table 6-1)
6. To obtain the landing weight and moment, subtract from take-off
condition values the weight and moment of the total fuel required. These
values are reported in the Weight and Balance C.G. – Form (Table 6-1).
Write the landing values Weight and Balance C.G. – Form (Table 6-1).
7. Locate on Weight-Moment Envelope (Figure 6-3) the points (weights and
moment) corresponding to the take-off and landing conditions. If the
points fall within the envelope, the loading condition meets the weight
and balance requirements.

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WEIGHING AND BALANCE DETERMINATION FOR FLIGHT
 P-Mentor – Aircraft Flight Manual Page 6 - 9

Table 6-1 - Weight and C.G. – Form

W Arm Moment (M) =

[kg] or (lb) [m] or (ft) W * Arm
[kg*m] or (lb*ft)
Empty weight

USEFUL LOAD

Pilot 1.804 (5,92 ft)

Co-Pilot 1.804 (5,92 ft)

Baggage 2.26 (7,41 ft)

Usable fuel 2.139 (7,02 ft)

Fuel (liters) *ρfuel (0.8) [kg]
Fuel (USg) *ρfuel (6.7) [lb]

Take-off condition MTO = M

WTO = W

Fuel required 2.139 (7,02 ft)

Fuel (liters) *ρfuel (0.72) [kg]
Fuel (USg) *ρfuel (6.0) [lb]
Landing condition ML =
WL = WTO - Wfuel_req MTO - Mfuel_req

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WEIGHING AND BALANCE DETERMINATION FOR FLIGHT
 P-Mentor – Aircraft Flight Manual Page 6 - 10

Figure 6 - 4 – Weight moment envelope

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WEIGHING AND BALANCE DETERMINATION FOR FLIGHT
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4. Baggage Loading

The baggage loading in the dedicated compartments must be carried out in

accordance with diagram addressed and with C.G. excursion and weight limitations
reported in Section 2.

Pilot is provided with tie-down nets and snap fasteners allowing for securing the
loads.

Loading the baggage, make sure that you correctly stretched

the net which must be secured to the hooking points.

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BAGGAGE LOADING
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5. Equipment List

This paragraph contains a list of equipment which may be installed on TECNAM P-

MENTOR. The items that have been installed on the aircraft at the time of its
registration are marked with an “X” in the column “As deliv.”. It is an operator’s
responsibility made on the airplane. New installations shall be marked in the column
“Inst./Rem.” With a “I” before the date, while removals shall be marked with a

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BAGGAGE LOADING
 P-Mentor – Aircraft Flight Manual Page 6 - 13

Weight As Inst. / Rem.

Arm
Id Description Model/PN (each) deliv. (I/R) & Date
[kg] [lbs] [m] [ft]
ATA 22 – Auto flight
22-10-1 Ailerons servo actuator Garmin GSA 28 0.635 1.4 2.36 7.742
22-10-2 Elevator servo actuator Garmin GSA 28 0.635 1.4 2.78 9.12
22-10-3 Rudder servo actuator Garmin GSA 28 0.635 1.4 1.75 5.84
22-10-4 Mode Controller Garmin GMC 507 0.308 0.68 1.338 4.389
ATA 23 – Communications
23-10-1 COM #1 Antenna Comant CI-121 0.23 0.5 4.276 14
23-20-1 Antenna Marker Comant CI-102
0.27 0.6 3.131 10.27
Beacon
23-00-4 Audio panel Garmin GMA 245R MKR 0.64 1.42 1.241 4.07
23-80-1 COM/NAV Panel Garmin GNC 255A 1.8 3.96 1.338 4.389
23-10-2 COM/NAV Antenna Comant CI-292-2 0.27 0.6 3.87 12.69
23-10-3 COM radio Garmin GTR 225* 1.8 3.96 1.338 4.389
ATA 24 – Electrical Power
Gill-Teledyne G-25 2.26 7.41
24-30-1 Main Battery 9.5 21
@12V 18Ah 0.76* 2.49
Sonnenschein 512/2
24-30-2 Buffer Battery 1 2.2 1.112 3.65
@12V 1.5Ah
24-40-1 External power socket MS3506-1 0.907 2 0.324 1.06
ATA 25 - Equipment / Furnishing
25-10-1 Pilot seat LH 22-12-3400-001-A00-01 10 22 2.028 6.65
25-10-2 Pilot seat RH 22-12-3400-002-A00-01 10 22 2.028 6.65
25-60-1 ELT (Unit) Kannad 406 Integra 0.85 1.873 2.26 7.41
25-60-2 ELT (Antenna) AV200 0.086 0.19 2.56 8.40
25-60-3 ELT Remote Switch RC200 0.04 0.088 1.338 4.55
25-60-4 First aid kit FIA270160 0.2 0.44 2.26 7.41
25-60-5 Parachute system TC2002-05 25 55 3.53 11.6
ATA 26 – Fire protection
26-20-1 Fire extinguisher Amerex A620T 1.6 3.5 2.26 7.41
Amerex A376T** 1.6 3.5 2.26 7.41
ATA 27 – Flight Controls
27-00-1 Stall Warning 21-9-420-000 0.23 0.5 1.464 4.8
27-30-1 Servo pitch trim T2-10A 0.113 0.25 5.79 19
B6-11T*** 0.147 0.32 5.79 19
27-50-1 Flaps actuator Sir AO-01/M 0.84 1.85 2.411 7.9
ATA 28 – Fuel system
28-40-1 Fuel q.ty sender – CIES CC284022 - (1302)
0.29 0.64 1.982 6.5
CIES CC-Series – LH - (101)
28-40-2 Fuel q.ty sender – CIES CC284022 - (1302)
0.29 0.64 1.982 6.5
CIES CC-Series - RH - (101)
ATA 31 – Indicating / Reporting Systems
31-20-1 Magnetic Compass Airpath C2400L4P 0.91 2 1.338 4.55
31-20-2 Stand by instrument Garmin GI 275 1.1 2.4 1.338 4.55
34-10-1 PFD Display Garmin GDU 460 2.95 6.5 1.338 4.55
34-10-1 MFD Display Garmin GDU 460 2.95 6.5 1.338 4.55
*) for aircraft embodying MOD 2002/237
**) for aircraft embodying MOD 2002/262
***) for aircraft embodying MOD 2002/280

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EQUIPMENT LIST
 P-Mentor – Aircraft Flight Manual Page 6 - 14

Weight (each) Arm As Inst. / Rem.

Id Description Model/PN
[kg] [lbs] [m] [ft] deliv. (I/R) & Date
ATA 32 – Landing gear
Cleveland 40-78B 4 9
32-10-1 MLG wheel LH 1.992 6.54
Beringer RF-018(c)* 1.58 3.47
Cleveland 40-78B 4 9
32-10-2 MLG wheel RH 1.992 6.54
Beringer RF-018(c)* 1.58 3.47
32-10-3 MLG tyre LH Airtrac AA1D4 2.045 4.4
1.992 6.54
Michelin 070-310-0* 2.63 5.8
Airtrac AA1D4 2.045 4.4
32-10-4 MLG tyre RH 1.992 6.54
Michelin 070-310-0* 2.63 5.8
32-20-1 MLG Fairing LH 27-8-410-1 1.5 3.3 1.992 6.54
32-20-2 MLG Fairing RH 27-8-410-2 1.5 3.3 1.992 6.54
32-20-3 NLG Fairing front part 92-80-420-4 0.5 1.1 0.324 1.06
32-20-4 NLG Fairing rear part 92-8-420-3 0.5 1.1 0.324 1.06
32-20-5 NLG single wheel 27-8-240-1
1.5 3.3 0.324 1.06
fairing
32-20-6 NLG shock absorber 92-8-200-000 0.5 1.1 0.324 1.06
Cleveland 40-77C 4 9
32-20-7 NLG wheel 0.324 1.06
Beringer RA-014B* 1.489 3.28
Airtrac AA1D4 2.045 4.4
32-20-8 NLG tyre 0.324 1.06
Michelin 025-309-0* 2.99 6.6
ATA 33 – Lights
33-40-1 Nav/Strobe lights Wing Orion 6501 (R) E –
Left wing (red)
0.118 0.26 1.747 5.73
Orion 6501 (G) E –
Right wing (green)
33-40-2 Landing/taxi light AVE-H16MWSSNH-
0.490 1.08 0.213 0.7
00A Aveo
33-40-3 Nav/Strobe light OR550 (White)
0.127 0.28 6.344 20.8
Vertical tail
ATA 34 – Navigation Instruments
GAD29B
34-00-1 Garmin Adapter 0.18 0.4 1.051 3.45
GAD29D
34-00-3 Transponder Garmin GTX 345 R 1.5 3.3 1.051 3.45
23-20-2 Transponder Antenna Comant CI-105 0.109 0.24 2.523 8.28
23-20-3 VOR/LOC/GS Antenna Comant CI-158C 0.16 0.35 5.766 18.9
34-10-2 OAT Probe Garmin GTP 59 0.6 0.8 2.012 6.6
34-10-2 Pitot Probe 28-9-2050-000 0.35 0.77 2.012 6.6
34-10-3 Alternate Static port Camozzi 338-910 0.09 0.2 1.338 4.55
34-20-1 Radio COM/NAV/GPS GTN 650 Xi 5.76 12.7 1.338 4.55
34-20-2 ADAHRS Garmin GSU 25D 1.13 2.5 1.98 6.5
34-20-3 Magnetometer Unit Garmin GMU 11 0.113 0.25 2.26 7.41
34-20-4 GPS #1 Antenna Garmin GA-35 0.29 0.64 4.016 13.17
Garmin GA-56
Garrecht Avionik
34-20-5 GPS #2 Antenna B575** 2 4.4 1.026 3.37
JC ANTENNA
JCA001***

*) for aircraft embodying MOD2002/270

**) for aircraft embodying MOD2002/259
***) for aircraft embodying MOD2002/265

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EQUIPMENT LIST
 P-Mentor – Aircraft Flight Manual Page 6 - 15

Weight (each) Arm As Inst. / Rem.

Id Description Model/PN
[kg] [lbs] [m] [ft] deliv. (I/R) & Date
Bendix/King KI227
34-50-1 ADF Indicator 0.32 0.7 1.338 4.389
066-03063-0000
Bendix/King KR87
34-50-2 ADF Receiver 1.47 3.24 1.338 4.389
066-01072-0004
Bendix/King KA44B
34-50-3 ADF Antenna 1.89 4.16 4.3 14.10
071-01234-0000
Bendix/King KN63
34-50-4 DME Receiver 1.27 2.79 2.9 9.51
066-1070-01
34-50-5 DME Antenna Comant CI-105-16 0.9 1.98 2.62 8.59
34-50-6 DME Adapter Garmin GAD43e 0.86 1.89 2.9 9.51
34-50-7 Radio XPDR/GPS Garmin GNX 375 2 4.41 1.338 4.389
ATA 77 – Engine indicating
77-00-01 EIS unit Garmin GEA 24 0.322 0.71 1.051 3.45

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EQUIPMENT LIST
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SECTION 7
AIRFRAME AND SYSTEM DESCRIPTION

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Section 7 - AIRFRAME AND SYSTEMS DESCRIPTION
 P-Mentor – Aircraft Flight Manual Page 7 - 1

INDEX

1. INTRODUCTION ...................................................................................3
2. AIRFRAME ............................................................................................3
2.1. Wing .................................................................................................3
2.2. Fuselage ...........................................................................................4
2.3. Empennages .....................................................................................4
2.3.1. Horizontal Tail ..............................................................................4
2.3.2. Vertical tail....................................................................................4
2.4. Landing Gear ....................................................................................5
3. FLIGHT CONTROLS .............................................................................6
4. INSTRUMENT PANEL ..........................................................................7
4.1. Cabin Heat ........................................................................................8
5. SEATS AND SAFETY HARNESS .........................................................9
6. CANOPY .............................................................................................10
7. POWERPLANT ...................................................................................11
7.1. Engine general specification............................................................11
7.2. Propeller .........................................................................................12
7.3. Air Intake System ............................................................................12
7.4. Engine control levers .......................................................................13
7.5. Fuel System ....................................................................................13
7.6. Cooling System ...............................................................................15
7.7. Lubrication System ..........................................................................16
8. ELECTRICAL SYSTEM .......................................................................17
8.1. EMS ................................................................................................20
8.2. Warning Panel ................................................................................21
8.3. Annunciator Panel ...........................................................................22
8.4. Stall Warning System ......................................................................22
8.5. Master switch arrangement .............................................................23
8.6. External Power Supply ....................................................................24
8.7. Engine Starter panel .......................................................................25

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Section 7 - AIRFRAME AND SYSTEMS DESCRIPTION
INDEX
 P-Mentor – Aircraft Flight Manual Page 7 - 2

9. AVIONIC SYSTEM ..............................................................................26

9.1. Garmin Avionics suite......................................................................29
9.1.1. GDU 460 (PFD/MFD) .................................................................29
9.1.2. GTN 650Xi (COM/NAV/GPS) .....................................................31
9.1.3. GMA 245r (audio panel) .............................................................32
9.1.4. GTP 59 (Temperature probe) .....................................................33
9.1.5. GSU25 (ADAHRS) .....................................................................33
9.1.1. GMU 11 (Magnetometer)............................................................33
9.1.2. GTX 345R (Transponder) ...........................................................34
9.1.3. GEA 24 (Engine/Airframe Interface) ...........................................34
9.1.4. GI-275 Stand-by Instrument .......................................................34
10. PITOT-STATIC PRESSURE SYSTEMS ..............................................35
11. LIGHTS ...............................................................................................36
11.1. External lights .................................................................................36
11.2. Internal lights...................................................................................37
12. PARACHUTE SYSTEM (IF INSTALLED) ............................................38
13. PLACARDS .........................................................................................39
13.1. External placards ............................................................................40
13.2. internal placard ...............................................................................44
13.3. Parachute Placards (If Installed)......................................................51
13.4. XPDR Placard (for aircraft embodying mod2002/255) .....................52

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Section 7 - AIRFRAME AND SYSTEMS DESCRIPTION
INDEX
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1. INTRODUCTION

This section provides description and operation of the its system

2. AIRFRAME

P-Mentor’s airframe can be divided in the following main groups:

1. Wing
2. Fuselage
3. Empennage
4. Landing gear

2.1. WING

Each wing is connected to the fuselage by means of two bolt attachments and a
single strut brace per side. The wings are made up of a central light alloy torsion
box; a light alloy leading edge is attached to the front spar whereas the flap
(“slotted”) and the aileron are attached to a rear spar through two hinges each.
The torsion box consists of a front and rear spar that represent its front and rear
vertical walls; a series of ribs and wrap-around panels complete the structure. Front
and rear spars are integrated with wing-fuselage attachment fittings.
Integral fuel tanks are located in the wing box, behind the main spar, with a capacity
of 70 litres each (18.5 gallons).
The ailerons and flaps are made by an aluminium spar attached to a formed sheet
composite material leading edge and metal ribs; an aluminium skin surrounds the
aileron structure

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AIRFRAME
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2.2. FUSELAGE

The P-Mentor fuselage is made by composite and aluminium materials.

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

2.3. EMPENNAGES

2.3.1. HORIZONTAL TAIL

The horizontal tail is an all-moving type; the stabilizer and elevator form a single
uniform plane called stabilator that rotates to the desired pitch setting.
The stabilator structure (see Figure 7-1) is made-up by two aluminium spar and
ribs.
Aluminium skin panels are riveted to the above elements.
A trim tab provides stick force adjustment and longitudinal compensation through a
control located on both pilot and co-pilot stick.

Figure 7-1 - Stabilator Structure

2.3.2. VERTICAL TAIL

The vertical tail is entirely metale made: the the vertical fin is made up of a twin
spar with stressed skin while the rudder consists of an aluminium torque box
made of light alloy ribs and skin.

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AIRFRAME
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2.4. LANDING GEAR

The landing gear consists of the main landing gear composed by two main steel
leaf-springs positioned crossways to the fuselage and the nose landing gear
composed by hydraulic shock absorber connected directly to the main structure.
The steel leaf-springs (main landing gear) are attached to the fuselage structure on
composite beams. Wheels are cantilevered on gear struts and feature hydraulically
actuated disc brakes controlled by toe.
P-Mentor is provided with an independent hydraulically actuated brake system for
each main wheel. A master cylinder is attached to each pilot’s rudder pedal.
Hydraulic pressure, applied via the master cylinders, enters the brake via lines
connected to an inlet fitting on the caliper.
A parking brake valve, mounted in correspondence of the cabin floor and operated
by a knob on the cockpit central pedestal (pilot side), intercepts the hydraulic lines,
once pressurized by toe brakes, to hold the brake assemblies linings tightened
round the main wheels brake discs. Brakes can be operated from either pilot’s and
co-pilot’s pedals: a single vented oil reservoir feeds the pilot side master cylinders
which are connected, via hoses, with the co-pilot’s side ones.

Figure 7-2 - Rudder Pedals and Brake Master Cylinders (Pilot and Co-pilot Side)

Figure 7-3 - Brake System Schemati

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FLIGHT CONTROLS
 P-Mentor – Aircraft Flight Manual Page 7 - 6

3. FLIGHT CONTROLS

The ailerons, elevator and wing flaps are operated through control rods, while the
rudder is controlled by cable. Aircraft flight controls are operated through control
stick and rudder pedals.

Stabilator
Longitudinal control acts through a system of push-rods and is equipped with a trim
tab. The control and the movement of the stabilator is transmitted through the
connecting rod to the transmission lever and from this to the rod that, passing
through the tail section, transmits the motion to the stabilizer torque tube lever.

Aileron
The transmission of the aileron control is of the rigid rod type for the part of the
circuit inside the half wing, while of a steel cable for the fuselage part. A cable
control circuit is confined within the cabin and it is connected to a pair of push-pull
rod systems positioned in each main wing which control ailerons differentially.

Rudder
Directional control acts through a system characterized by a steel cable that
connects the pedal system to the vertical tail lever control. From the pedal system
two rods connect also the nose landing gear and guarantee the ground maneuvers.

Flap
The Flap command is of the rigid rod type. The torsion tube connecting element of
the two surfaces, is hinged of supports integral with the fuselage structure. The
rotation movement is transmitted by means of the lever whose positions are
regulated by the electric linear actuator controlled by a lever switch placed on the
instrument panel. Flaps act in discret mode; the indicator lights show three
markings related to clean (UP), takeoff (T/O) and landing (LND) positions*. A
breaker positioned on the right side of the instrument panel protects the electric
circuit.
*) for aircraft embodying MOD 2002/243 flap position is displayed on a dedicated indicator
included in the Garmin G3X Touch near the trim indicator.
Trim
Stabilator trim control is operated by means of integrated button on both pilot and
copilot sticks. The buttons activate the linear actuator connected to the shelves by
means of a plate. The electric trim system is activated/disconnected by means of a
dedicated switch on the upper side of instrument panel. Trim position is displayed
on a dedicated indicator included in the Garmin G3X Touch.

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FLIGHT CONTROLS
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4. INSTRUMENT PANEL

The instrument panel, for basic configuration, is divided in three areas:

• The left area holds Garmin G3X Touch PFD, Warning Panel, Alternate Air ,
Master Switch and Engine Starter Panel;
• The Central area holds the standby unit GI 275, GTN 650Xi or different
equipment installed;
• The right area holds Garmin G3X Touch MFD, Internal Lightning Panel and
breaker panel;
• The lower-LH portion of the instrument panel holds:
- Back Battery Switch;
- Fuel Pump;
- AP Master (if installed);
- Avionic Master switch;
- Parachute handle (if installed);
• The lower-central portion of the instrument panel holds:
- Flap Control (for aircraft NOT embodying MOD 2002/243);
- Fuel selector valve;
- Propeller Lever;
- Throttle Lever;
• The lower-RH portion of the instrument panel holds:
- Alternate Static Port knob;
- Flap Control (for aircraft embodying MOD 2002/243);
- External Lights;
- Cabin Heating control;
- ELT switch;
• The higher-central portion of the instrument panel holds:
- Annunciator Panel Lights;
- Night/Day Switch;
- Pitch trim Disc;
- Pith Trim Selector (LH/RH);
- Magnetic compass

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In the following figure is represented a typical layout for P-Mentor aircraft,

alternative layouts are possible.

Figure 7-4 – Instrument Panel

4.1. CABIN HEAT

Aircraft NOT embodying MOD2002/246:

One control knob, located on the lower side of the right side of cockpit, allow defrost
and cabin heat functions. The cabin heat allows hot air to perform windshield
defrost and cabin heat. Starting from this condition, if the cabin heat control knob is
fully outward, it allows cabin/windshield to receive maximum hot air.

Aircraft embodying MOD2002/246:

Cabin heat is based on engine coolant system since hot coolant is used to heat
fresh air from outside with an additional radiator installed behind the firewall.
One control switch, located on the instrument panel of cockpit, allows defrost and
cabin heat functions. The panel switch has three positions:
• CABIN position: hot air is delivered to cabin;
• CABIN AND DEFROST position: hot air is delivered both to cabin and to
defrost diffusers;
• OFF position: hot air is not delivered at all.

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5. SEATS AND SAFETY HARNESS

Seats are made of composite material (carbon fiber) kept together by means of
aluminium alloy hinges. The seats are removable to allow maintenance and
inspection of the underlying controls.
In correspondence of the seats, three fitting points safety belts are provided; two
on cabin floor on both side of the seat and one on the structure behind the seat.
It is possible to perform the following seat adjustments to ensure comfort to the
crew and passengers:
Horizontal – pulling the lateral lever and sliding the seat
Seat back inclination – unlocking it via the lateral knob

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6. CANOPY

The P-Mentor can accommodate 2 persons, in fact it presents two seats positioned
side by side. The canopy allows and guarantees the external visibility, giving the
pilot and the passenger a complete view in any flight operation. The windshield is
made of plastic material Plexiglas GS233 designed so that the pilot is protected
from the elements that moderate rain conditions do not unduly impair his view of
the flight path in normal flight and while loading. The opening system is simple and
easy, it can be operated by each occupant. Baggage compartment is located in the
rear area, accessible from behind the seats.

Figure 7-5 – Canopy Door Opening

The internal handle can be locked, to avoid any chance of

inadvertent opening, by means of a protective mechanism.

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7. POWERPLANT

7.1. ENGINE GENERAL SPECIFICATION

The Rotax 912 iS is a 4-stroke, mixed cooling (water-cooled heads and air-cooled
cylinders), 4-cylinder horizontally opposed engine with single central camshaft push
rods.
The engine is equipped with an electronic fuel injection system. This system is
controlled by the ECU and enables highly accurate metering of the fuel according
to operating and load conditions, whilst at the same time also taking ambient
conditions into account. The key input variables are throttle valve position, engine
speed signal, intake air temperature, ambient pressure, manifold pressure and
exhaust temperature. Ultimately, the required fuel quantity or injection period is
determined on the basis of the calculated air density in the airbox.
The propeller is driven via a hydraulic governor integrated gearbox with a
clutch/dual mass flywheel.
The engine is capable to operating with both AVGAS (ASTM D910) or MOGAS
(ASTM D4814 or EN228).

Table 1 – Rotax 912 Specification

Description 912 i Series

Bore 84 mm (3.31 in)

Stroke 61 mm (2.40 in)

Displacement 1352 cm3 (82.5 in3)

Gear ratio (crankshaft: propeller shaft) 2.43:1

Compression ratio 10.8:1

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7.2. PROPELLER

The engine is equipped with a MT propeller MTV-21-A/180-51 manufactured. It is a

two blade constant speed variable pitch propeller. Blades are made of laminated
wood composite structure. Epoxy fiberglass covers the entire blade surface and it
is painted with acryl lacquer. The outer portion is protected against erosion by a
bounded on stainless steel erosion sheath.
The inner portion of the blade is protected by a self-adhesive PU strip. Propeller
hub is made in aluminium alloy. The propeller spinner installed is build and furnished
by MT-Propeller. The spinner dome is a one-piece part made from fibre reinforced
composite or spin-formed aluminium alloy. The bulkhead is spin-formed or
truncated aluminium alloy.
The front support is part of the hub. Filler plates increase the stiffness of the dome
on the cut-outs for the blades. The dome is mounted on the supports by means of
screws.
Once an engine rotational speed is selected it will be held constant at variations of
airspeed and power. Mechanical stops for low pitch and high pitch limit the pitch
change travel.

7.3. AIR INTAKE SYSTEM

The engine air intake system consists of an air filter housing, air filter and alternate
valve body. In normal operation the RAM air can enter from the NACA inlet directly
to the engine passing through the alternate air valve body.
In the event of power loss due to icing or blocking of the air filter, there is the
possibility of drawing air from the engine compartment. The ALTERNATE AIR holes
is manually opened through a control knob located in the cockpit, which allows the
warm air around the engine collector (exhaust pipe #3) to flow into the airbox when
the lever is pulled.

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7.4. ENGINE CONTROL LEVERS

Engine handling is via two lever: Throttle and Propeller Lever.

Control levers are situated on the centre pedestal and it is used to control the
throttle body valve (manifold pressure) and governor (RPM). On the throttle body
is connected a throttle position sensor which record and show throttle position on
the Engine Instrument Strip before starting the engine, with both Lanes activated
(see Figure 7-6, Left).

Figure 7-6 – Throttle position indicator and engine operating mode

The Rotax engine has two different operating modes, POWER and ECO, which
differs significantly in mixture ratio. The switchover between POWER and ECO
mode is about 97% of throttle position. The POWER-mode is always active in
Single-Lane operation. Appropriate display instrument indicate this threshold,
showing ECO under MAP display indicator (see Figure 7-6, Right).

7.5. FUEL SYSTEM

The P-Mentor fuel system provides to the following function: fuel storage, fuel
distribution and fuel indicating, Figure 7-7. Fuel system and relative components
are designed in accordance to Rotax motors specification and requirements. It is
designed to ensure a fuel flow at a rate and pressure established for proper engine
functioning under any normal operating condition required by Rotax Operation and
Installation Manual.
The fuel system consists of two fuel tanks integrated in the wing box and having a
capacity of 70 lt (18.5 USG) for a total capacity of 140 lt (37 USG). Internal side of
fuel tank is accessible for inspection through dedicated fuel tank inspection doors.
The mainly component of the fuel system are:
• Suction pipe: it is the first fuel filter (in the fuel tank sump);
• Gascolator filter: it is installed between the fuel tank outlet and the main
electric fuel pump. It is positioned in the lowest point of the engine and
the fuel system, this allows to obtain a complete drainage of any water
debris and of the fuel, if needed;
• Fuel pumps: Main fuel pump and fuel pump feed the engine and are
designed to ensure a flow of fuel at a rate and pressure established for
proper engine functioning under any normal operating condition

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Fuel pumps are managed through switching system which is required to allow a
real check of the functional performance of each pump. The ECU does not control
and monitor the fuel pumps. The EMS provides the possibility to supply and control
the fuel pumps. The fuel pump is directly driven in an electrical manner, as it is
supplied by a power supply system which is directly driven from the crankshaft, self-
supplying the system as long as the engine is rotating (as it would be the case on
a typical mechanical system).
In case of failure of main pump, the check valve allows fuel passage into fuel pump
for continue safely grounding and flight operation.
So starting from the tank the fuel passes first through the suction pipe, gascolator,
electric pumps and fuel filtering system before to enter in the engine.
A multi position fuel selector is located on the top side of the central console, just
below the instrument panel and it is easily accessible from pilot and co-pilot. Two
capacitive type fuel quantity senders are installed in each tank and provide the fuel
indication on the A/C cockpit.

Figure 7-7 - Fuel System

In the Rotax engine, the fuel surplus flows in the return line. Starting from engine
regulator, the fuel flows through the line connected with a T fitting with internal
restriction that is used to eliminate eventually presence of air into the system.
Finally, a check valve connects the return line from engine to return line of the
selected tank through the selector valve. In case of activation of the fuel pump with
fuel selector in OFF position a dedicated connection permits fuel bypassing the
selector and discharging fuel pressure in the LH tank.

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7.6. COOLING SYSTEM

The cooling system is designed for liquid cooling of the cylinder heads and ram air
cooling of the cylinders. The cooling system for cylinder heads is a closed circuit
with an expansion tank. The coolant flow is forced by a water pump, driven from
the camshaft, from the radiator to the cylinder heads. From the top of the cylinder
heads the coolant passes on to the expansion tank (1). The expansion cap is
closed by a pressure cap (3). From the expansion tank the coolant is sucked back
to the water pump passing through a radiator (2). At temperature rise of the
coolant the excess pressure valve open and the coolant will escape via hose
connected to an overflow bottle (4).

In addition, for aircraft embodying MOD2002/246, the coolant system presents

two additional hoses with metallic joints connected to water pump and outlet of
thermostatic valve, that allows the coolant to flow through an additional cooler
installed behind the firewall used for heating.

Figure 7-8 – Cooling system scheme

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7.7. LUBRICATION SYSTEM

The engine Is equipped by a dry sump forced lubrication system with an oil pump
and integrated pressure regulator. The oil pump, driven by the camshaft, sucks
the motor oil from the oil tank through the thermostatic valve and oil cooler and
forces it through the oil filter to the points of lubrication in the engine. The
thermostatic valve is fitted with two thermal sensors (set to 90 °C and 100 °C)
allowing for a partial radiator passage occlusion. The surplus oil emerging from
the points of lubrication accumulates on the bottom of crankcase and is forced
back to the oil tank by the piston blow-by gases.

Figure 7-9 – Lubrication system scheme

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8. ELECTRICAL SYSTEM
The electric system installed on P-Mentor A/C is based on 14VDC voltage.
The electrical power source is provided by two internal engine driven alternator and
a main battery, as shown in Figure 7-10. The two generators (Generator A and B)
are electrically isolated and mounted on one stator. Each generator is connected
with a regulator mounted on the Fusebox. The Fusebox takes care of the energy
management and allows selecting whether the EMS is supplied by the battery or
one of the generators. The selection which of the generators is powering the EMS
depends on the engine status and can only be done by the Engine Control Unit
(ECU). During the engine start the battery is needed to power the EMS. After the
engine speed is high enough to power the EMS with the Generator B, for running
the engine the external power source is only required in emergency situations. If a
defined engine speed threshold has been reached for a certain time Generator A
takes over to supply the EMS. After this, Generator B can be used to supply the
Airframe.
In the Table 7-2 is shown the energy sources specification.

Table 7-2 – Energy sources specification

Item Description Output Output Q.ty

Voltage Current

Main Battery Gil Teledyne (G25) 12V 18Ah 1

Buffer Sonnenschein 12V 1.5Ah 1

Battery (A512/2 S)

Alternator A Rotax 14V 16A 1

(Internal)

Alternator B Rotax 14V 30A 1

(Internal)

The MAIN battery is used to start the engine and to power the airframe units in case
of one alternator failure.
The Dual Alternator configuration allows to prevent engine shut down in case of
one alternator failure, so the EMS power supply is still provided by the remaining
alternator. In this case the airframe power supply is related to the Main battery. In
normal condition, the Main battery is recharged by the Alternator. In case of failure
of Main battery, the pilot is able to continue to fly safely, switching off the “MASTER”
switch, Figure 7-13.
The main battery supply power to the aircraft for at least 30 minutes in case of one
alternator failure.

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The electric system is composed of three distribution busses:

• Essential bus;
• Main bus;
• Avionic bus (activated/deactivated by Avionic Master Switch).

The electrical system page, showed in the MFD or in PFD in reversionary mode,
includes the following information:
- Lane A/B Voltage
- Alternator Ammeter
- Battery Ammeter
- Essential Bus voltage

The electrical loads are connected to the buses through dedicated circuit breakers.
Switches are installed in order to allow the pilot the control of loads, where required.
Essential bus is fed from 2 points protected by means of two different breakers
(ESS ALT and ESS BATT) and includes electrical loads required for continued safe
flight and landing.
The power sources are able to run independently or together without any pilot
action required.
The switch to enable and disable Main battery is in the master switches group and
are located lower in the left side of cockpit, Figure 7-13.
The failure of one of the energy sources will not affect alternate energy sources
operation. The switch between the energy sources is automatic and no action is
required in order to activate the alternate energy source.
Since each instrument using a power source is connected to a dedicated circuit
breaker, the failure of an instrument will not interfere with the proper supply of
energy to the other instruments.
The following circuit breakers are installed to secure and protect the ECU and
Electrical busses:

- Two 30 Amps breakers for the Main and Essential Bus when powered
by battery (BATT and ESS BATT);
- Two 30 Amps breakers for the Main and Essential Bus when powered
by alternators (ALTERN and ESS ALT);
- One 30 Amps breaker for both Main and Essential Bus when powered
by alternator and/or for ECU at the engine starting phase (START
POWER).
- One 30 Amps breaker for ECU when powered from battery through the
“BCK BATT” switch (BCK BATT).

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Figure 7-10 - Electric System

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8.1. EMS

The Engine Management System has following main functionality

• Ignition control
• Fuel injection control
• Fault detection
• (Internal-) Generator management

Parts of the Engine Management System are Sensors, Actuators, the ECU and the
wiring harness.
The core of the EMS is the engine control unit (ECU), which consists of two
modules. These modules will be denoted by Lane A and Lane B, each one capable
of taking over control, regulation and monitoring of the engine. In error-free engine
operation, both Lanes are turned ON. During engine control by Lane A, Lane B
ensures that the engine operation can be maintained even after a failure or reduced
functionality of Lane A. Depending on the activity and the failure status of the two
Lanes, the ECU automatically selects a Lane to take over control of the engine.
A huge quantity of sensors (e. g. sensors for measuring the pressure and
temperature in the airbox) and actuators (e. g. ignition coils) of the engine are
designed with redundancy. In this case, each of the sensors or actuators is
connected to a Lane, so that the two Lanes have the same measurement values
and send the same output signals. Non redundant sensors (e. g. oil pressure
sensors) are connected to one Lane only and serve for the expanded monitoring of
the engine functionality. Due to an ECU internal communication, these sensor
values will be exchanged between the two Lanes (assuming that both Lanes are
active and free of errors).
In addition to the ECU, the Fuse box is another major component of the EMS. The
Fuse box with its two rectifier regulators (from generator A and generator B) is
responsible for a constant power supply to all EMS components including fuel pump
module and the aircraft.

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8.2. WARNING PANEL

The warning panel on the left side of cockpit gives an immediate state of warning
of the system to the pilot.
The BCK BATT lights on to alert the pilot that the EMS is powered by aircraft main
battery, when the Backup battery switch is turned ON.
The LOW VOLT message lights on when the Essential bus voltage is less than 12
V. This threshold is representative of initial battery discharge. It is clear that the light
indicates that the airframe loads are powered by main battery and not by alternator.
In case of failure of any generator, the engine provides no more electric power to
the airframe. Failure of the generator is indicated by the low voltage light.
The EMS provides an automatic reaction in the case of faults/failures, still producing
sufficient power/thrust in a relevant critical flight phase. Lane A and Lane B warning
lights indicates the state of an individual Lane. The system modes are Automatic,
when both Lanes are operating, Lane A only and Lane B only. The alternate system
modes (Lane A or Lane B only) are engaged either during pre-flight checks or
during presence of faults/failures. The ECU distinguishes between fault and
failures. The presence of a failure is indicated by warning lamp which is permanent
on. In this case, the ECU will continue to operate in an alternative control mode,
which will transfer the control of ignition and injection to the error- free Lane.
Instead, the warning lamps that is “just flashing “ does not lead to a system mode
change, therefore is a fault indication.

Figure 7-11 – Warning Panel

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8.3. ANNUNCIATOR PANEL

The annunciator panel on the upper side of cockpit indicate the status of aircraft
subsystems. The annunciator panel have a test switch, which when pressed
illuminates all the lights to confirm they are working order.
The LH FUEL LEVEL and RH FUEL LEVEL lights on to alert the pilot that the fuel
quantity in the respective tank is less than 20 litres.
The FUEL PUMP indicates that the Fuel Pump Switch is ON and the fuel pump is
operating.
The PITOT HEAT comes ON when the switch is ON and the pitot heating system
is functioning properly. In case of failure, turning on the switch, the amber PITOT
HEAT light turns on.
The STALL WARNING comes on, together with synthetic voice activation, when
activated by the stall detector to advise the pilot of an imminent stall.

Figure 7-12 – Annunciator Panel

8.4. STALL WARNING SYSTEM

The aircraft is equipped with a stall warning system consisting of a sensor located
on the right wing leading edge connected to a warning horn located near the
instrument panel.

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8.5. MASTER SWITCH ARRANGEMENT

The “Master” switch is put in the ON position it enables the master relay and
connects the battery to the bus Bar and it is located on the Engine Starter panel.
The “Fuel Pump” switch when set ON, enables fuel pump to feed the engine.
The “Pitot Heat” switch when set ON, enables to heat by means of an electric circuit
the Pitot probe.
The “Avionic Master” switch when set ON, enables the avionic bar to be powered
by Main bus power source.
The switches named “BCK BATTERY”, located near “Fuel Pump” switch, Figure 7-
13, allows to power the ECU directly with the Main battery. When activated, the
BCK BATT red warning light turn on, to indicate to pilot that the ECU is fed by
battery and not alternator. The Backup battery switch must be set on in case of both
alternator failure.

Figure 7-13 - Electrical Main Switches

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8.6. EXTERNAL POWER SUPPLY

An external power socket provided by Adams Aviation, is installed in order to allow

engine starting and the possibility of feeding electric system during ground
operations without depleting the batteries. The external power plug is made in such
a way that the polarity cannot be inadvertently reversed and is located near Main
Battery. The External socket is connected to Electrical system by mean a dedicated
relay controlled by External Voltage

Figure 7-14 - External power Receptacle

Exercise caution while applying external power.

Exercise extreme caution while disconnecting external power with
engine running due to airflow coming from the propeller.
Approach the power supply receptacle from rear of the wing.
Make a positive check, upon disconnection, that:
- the power chord is free from any aircraft structure
- the receptacle is firmly closed.

Follow this procedure to start the engine using the external power source.
1. Master, Lane A & B and Fuel Pumps switch: OFF
2. Open the receptacle door and insert the external power
source’s plug into the socket
3. Engine start-up procedure (see Sect. 4 in this manual)
4. Disconnect the external power source’s plug and close firmly
the receptacle door.

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8.7. ENGINE STARTER PANEL

In the P-Mentor A/C there is an ECU Unit located in the engine compartment; this
ECU unit is enabled by means of “Start Power” switch located on the lower-left
side of the cockpit panel when the engine is not running. The “Start Power” switch
connects momentarily the ECU to the General Electric System of A/C during
starting phase.
The core of the EMS is the engine control unit (ECU), composed of two modules.
These modules are named LANE A and LANE B, each one capable of taking over
control, regulation and monitoring of the engine, controlled by appropriate
switches labelled as the same name. In error-free engine operation, both LANES
are turned ON. During engine control by LANE A, LANE B ensures that the
engine operation can be maintained even after a failure or reduced functionality of
LANE A. Depending on the activity and the failure status of the two LANES, the
ECU automatically selects a LANE to take over control of the engine. When Lane
A and B are switched ON, these allow the EMS for engine control (ignition
automatically ECU controlled). Particularly these two switches are guarded when
the ignition is enabled (engine running) and are unguarded in OFF position when
the engine is stopped. In addition, the ECU has only one connector located on
copilot side under the cockpit, to perform various diagnostic and maintenance
activities.
The lower and upper left side of the cockpit panel, see Figure 18, the following
switches are installed:
1. “MAIN FUEL PUMP” Switch,
2. “LANE A” switch,
3. “LANE B” switch,
4. “STARTER” push-button,
5. “START POWER” Switch
As shown in the below image the “Main Fuel Pump” and “Lane A & B” switches are
guarded ones and are located in such a way that they cannot be inadvertently
operated by the pilot. Particularly the switches are unguarded when the Main Fuel
Pump and Both Lanes are disabled (engine stopped) and are guarded when engine
is running.

Figure 7- 15 - Engine start and Fadec Control Switches

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9. AVIONIC SYSTEM

P-Mentor avionic suite is based on G3X Touch. Garmin G3X Nxi suite is an
integrated flight deck whose modular layout allows to extend it in order to add new
features. It provides the pilot with primary flight information, presenting navigation
moving map and engine parameters.
A block diagram of the suite is given in Figure 7-16, this diagram provides a
description of the system architecture and information about the data-buses used.

Figure 7-16 – P-Mentor, Avionic Block diagram

The installed configuration is based on a two-screens layout.
Primary flight information are displayed on the LH screen, namely PFD (Primary
Flight Display).
Primary Engine and moving map information are displayed on the RH display,
namely MFD (Multi-Function Display).
In the event of a PFD or MFD failure the “reversionary mode” is automatically
enabled.
When reversionary mode is activated primary flight and engine information are
presented together on the remaining display.
In order to provide the pilot with main flight information in the event of a dual display
failure of both PFD and MFD, or in the event of an AHRS and ADC units combined
failure, an integrated digital stand-by instrument, GI 275, featuring airspeed,
altitude, attitude , slip and navigation information is installed.

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The avionic system installed is based on the following configuration:

Table 7-3 – Garmin LRUs

LRU Model Description Type Qty.
Panel
GDU 460 Display unit (PFD) 1
Mount
Panel
GDU 460 Display unit (MFD) 1
Mount
Panel
GI-275 Stand-by Instrument 1
Mount
Panel
GTN 650 Xi Radio COM/NAV/GPS 1*
Mount
Panel
GNC 255A Radio COM/NAV 1*
Mount
GSU 25D ADAHRS Remote 1
GAD 26B/D1 Adapter Remote 1
GEA 24 EIS unit Remote 1
GMU 11 Magnetometer Remote 1
Audio Panel with marker
GMA 245R Remote 1
beacon
GTP 59 OAT Probe Remote 1
MODE-S/ADSB-OUT/ADSB-
GTX 345R Remote 1
IN-FIS-B XPDR

Table 7-4 – Other LRUs

LRU Model Description Type Qty.
Airpath Lighted Compass Panel Mount 1
Emergency Locator
ELT Remote 1
transmitter

*) if installed

1) for aircraft embodying MOD2002/240

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Typical cockpit layout is shown in Figure 7-17. Alternative layouts are possible.
Garmin LRUs other than the screens and audio panel are housed in dedicated
racks, provided by the avionics manufacturer and installed behind the PFD and
MFD screens or in the fuselage cone.

Figure 7-17 – Cockpit layout

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9.1. GARMIN AVIONICS SUITE

Below in this paragraph, all of the Garmin avionics equipment installed on the
P-Mentor will be individually described.

9.1.1. GDU 460 (PFD/MFD)

The Garmin Display Unit (GDU) 460 is a 10.6-inch landscape-oriented, panel
mounted control and display unit with a GPS receiver. The unit displays flight
and engine parameters and moving map information and act as the user
interface for P-Mentor avionics suite. The GPS signal (GA56 Antenna or GA26C
Antenna*) is used for backup GPS Navigation and information. The GDU
features a high-resolution infrared touchscreen user interface augmented by two
dual-concentric knobs and dedicated buttons for commonly used functions. The
GDU 460 is mounted flush to the aircraft instrument panel on the left side within
the pilot’s primary field of view. Below is a list of some of the functions provided
by the GDU 460.
GDU 460 units placed on instrument panel LH side are identified as Primary
Flight Display (PFD), while GDU 460 placed on instrument panel RH side are
identified as Multifunction Display (MFD).

Figure 7-18 – GDU 460 (PFD/MFD)

*) Applicable for aircraft embodying MOD2002/259

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AVIONIC SYSTEM
 P-Mentor – Aircraft Flight Manual Page 7 - 30

This feature provides the pilot with an automatic dimming of both display and keys
in accordance with the lighting conditions sensed by the two external light sensors
positioned in the upper right and lower left corners of each display. Furthermore,
the pilot can easily access a manual dimming mode for both displays and keys.

In the event of a single display failure, the system will automatically switch the
critical information including flight and engine parameters on the remaining display
presenting them in a compact view.

GDU 460 provides the interface for NAV and COM information, displaying the
functions listed further:

1. Flight instruments functions

(a) Display of attitude (pitch and roll) rate of turn, slip/skid, directional,
airspeed, altitude and vertical speed (PFD function); display of
Outside Air Temperature, navigation functions transponder
management;
(b) Display of engine and airframe instrumentation (MFD or PFD in
reversionary modes only).

2. Navigation instruments functions

(a) Display of position and ground speed;
(b) HSI, source selected on External Navigator;
(c) Selected Heading and Selected Course;
(d) Area Navigation functions;
(e) Baro-altitude Vertical Navigation;
(f) Display of the navigation from external GPS, VOR/ILS NAV
radio or internal GPS.
(g) Creation/selection/loading/editing and display of flight plan
information.

3. Interface functions
(a) CAN and RS-232 interfaces to communicate with Garmin LRUs
and other devices;
(b) BNC connector for antenna (GA56 antenna behing the MFD)
(c) Control and display of transponder and COM radios;

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AVIONIC SYSTEM
 P-Mentor – Aircraft Flight Manual Page 7 - 31

9.1.2. GTN 650XI (COM/NAV/GPS) (IF INSTALLED)

The GTN 650Xi unit is panel-mounted navigator, linked to G3X Touch Avionic Suite
and GI275, which use a color display and touchscreen to provide an intuitive user
interface and includes an airborne VHF communications transceiver and airborne
VOR/localizer (LOC) and glideslope (G/S) receivers. The GTN 650 Xi is equipped
with a dual-core processor that boost the GTN Xi series graphical display
capabilities with faster zooming, panning and map rendering on the display.
The GTN is interfaced with the following antennas:
- GPS #1 antenna;
- COM antenna;
- NAV (VOR/ILS) antenna.
The GTN 650Xi provides navigation information to both G3X Touch avionic suite
and GI275.

Figure 7 - 19 – GTN 650Xi

9.1.3. GNC 255A (COM/NAV) (IF INSTALLED)

The GNC 255A provides a full-functioned navigation and communications
instrument combining a powerful VHF communications transceiver with 200
channel VOR, Localizer and Glideslope receivers.

The GNC 255A controls are comprised of dual concentric knobs for frequency
tuning, COM volume/squelch knob, NAV volume/ID knob and bezel keys.
The GNC 255A is connected to the aircraft electrical system by means of two circuit
breakers labelled “COM1” and “NAV1”, linked to the avionic bus.

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AVIONIC SYSTEM
 P-Mentor – Aircraft Flight Manual Page 7 - 32

9.1.4. GMA 245R (AUDIO PANEL)

The GMA 245r unit is high-fidelity digital audio panels that collect, process, and
distribute audio signals to crew and passengers. The GMA 245r digital signal
processing (DSP) core filters the audio signals and provides digital audio routing
to minimize noise. The GMA 245r includes a Bluetooth® transceiver for listening
to music. A fail-safe circuit connects the pilot's headset and microphone directly
to COM 1 and a failsafe warning audio input in the event that power is interrupted
or the unit is turned off.

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AVIONIC SYSTEM
 P-Mentor – Aircraft Flight Manual Page 7 - 33

9.1.5. GTP 59 (TEMPERATURE PROBE)

The Garmin GTP 59 is an outside mounted temperature probe that provides raw
air temperature data.
One GTP are installed, interfaced with the GSU 25, and provide them with
temperature data in order to allow the evaluation of temperature influenced air
data parameters.

9.1.6. GSU25 (ADAHRS)

GSU25D ADAHRS (Air Data Computer plus Attitude and Heading Reference
System) unit is remote device that provide the aircraft with AIR DATA, attitude
and heading reference system.
The GSU25D is the LRU responsible for sensing and converting in a suitable
format air data, attitude, and heading information and is connected to
Engine/Airframe sensors in order to receive their information. The GSU 25D
interfaces also to a remote mounted GMU magnetometer responsible of sensing
of heading information and furthermore computes OAT and TAS exploiting data
provided by the GTP 59 outside temperature probe. It is divided into two modules
(AHRS and ADC).
GSU 25D provides the following information:
- Aircraft Altitude and Airspeed
- Aircraft Vertical Speed, Mach, and Air Temperature
- Density Altitude
- Pressure Altitude
- Indicated Airspeed
- True Airspeed
- Aircraft heading, pitch and roll
- Aircraft yaw, pitch and roll rates
- Aircraft body-axis accelerations
- Rates of change of heading, pitch and roll
- Aircraft accelerations expressed in a local level frame of reference

The air data computer static port is connected to the primary static ports. The
GSU 25 also provides the operating current to the GTP 59 OAT Probe.

9.1.1. GMU 11 (MAGNETOMETER)

GMU 11 unit is a microprocessor based magnetometer. It is used to sense Earth
magnetic field alignment and provide this data to compatible ADAHRS processors
for use in Referencing aircraft magnetic heading.
GMU 11 provides magnetic information to support GSU25D functions. The
following list shows the GSU 25D Interfaces used to connect the GMU 11:
- Magnetic field strength and direction

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AVIONIC SYSTEM
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9.1.2. GTX 345R (TRANSPONDER)

GTX 345R is rack mounted MODE C and S transponder that operates on radar
frequencies receiving ground radar or TCAS interrogations at 1030 MHz and
transmitting a coded response of pulses to ground–based radar on a frequency
of 1090 MHz.
The GTX 345R replies to Mode A, Mode C and Mode S interrogation. Mode
A replies consist of framing pulses and any one of 4096 codes, which differ in
the position and number of pulses transmitted. Mode C replies include framing
pulses and encoded altitude.
GTX 345R is equipped with IDENT capability.
GTX 345R includes the ADS-B IN/OUT enhanced capabilities.
For aircraft embodying MOD2002/255, an USB port is installed in the baggage
compartment for maintenance purposes.

9.1.3. GEA 24 (ENGINE/AIRFRAME INTERFACE)

The GEA 24 is a microprocessor based input/output Line Replaceable Unit
(LRU) used to monitor sensor inputs and drive annunciator outputs for aircraft
engine systems via CAN bus. It interfaces with all engine sensors on the aircraft
and communicates engine information with the GDU Primary Flight Display
(PFD) and Multi-Function Display (MFD).
Engine instrumentation is also displayed on the PFD and/or MFD while the
system is in reversionary mode.

9.1.4. GI-275 STAND-BY INSTRUMENT

GI-275 is a Stand–by Attitude Module installed in order to provide the pilot with
flight information in case of failure of the PFD and MFD or in the event of an
ADAHRS unit failure. It is a digital instrument featuring airspeed, altitude,
attitude, slip and navigation information.
The display has automatic and manual dimming adjustment in order to have
proper visibility in all operative conditions.

Figure 7-20 – GI-275 (Stand-by Instrument)

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AVIONIC SYSTEM
 P-Mentor – Aircraft Flight Manual Page 7 - 35

10. PITOT-STATIC PRESSURE SYSTEMS

The P-Mentor airspeed/altitude indicating systems are connected with a Pitot-Static

system based on a total pressure/Pitot probe (simple Pitot tube, heated for icing
protection) mounted on left wing strut and two static pressure ports connected in
parallel and located on left and right side of fuselage. Flexible hoses connect total
pressure and static ports to primary analogue instruments, anemometer and
altimeter. Garmin G3Xs Touch and standby GI-275 unit are connected to both static
and total pressure lines providing both airspeed and altitude information.

Figure 7-21 – Pitot-Static Pressure System

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PITOT-STATIC PRESSURE SYSTEM
 P-Mentor – Aircraft Flight Manual Page 7 - 36

11. LIGHTS

11.1. EXTERNAL LIGHTS

P-Mentor is equipped with the following external lights:

• 2 combined LED NAV/STROBE integrated lights located on RH and

LH wing;
• 1 NAV/STROBE combined light located on the rear (fixed on the
rudder);
• 1 combined LED landing and taxi light located on the lower engine
cowling.

On the right lower side cockpit panel are located the dedicated switches.

Figure 7-22 – External light switches

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LIGHTS
 P-Mentor – Aircraft Flight Manual Page 7 - 37

11.2. INTERNAL LIGHTS

The instrument panel can be illuminated by three light strips and two spotlights. The
map lights and instrument dimming rheostats are not directly illuminated.
On the “Internal lighting” instrument panel you can turn ON and regulate the
following elements:
- “LH MAP LIGHT” rheostat turn on and regulates the left directional
cockpit spotlight.
- “RH MAP LIGHT” rheostat turn on and regulates the right directional
cockpit spotlight.
- “INSTRUMENTS” rheostat turn on and regulates the upper left and right
led strip lights. Indirectly, if the displays are set on PHOTOCELL mode
and regulated correctly, the input light level inside the cockpit modify the
display brightness too.
- “EMERG LIGHT” switch turn on the upper central led light.

Figure 7-23 – Cockpit internal lights

Figure 7-24 –Internal Lighting panel

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Section 7 - AIRFRAME AND SYSTEMS DESCRIPTION
LIGHTS
 P-Mentor – Aircraft Flight Manual Page 7 - 38

12. PARACHUTE SYSTEM (IF INSTALLED)

The recovery system is mechanically activated by one of the aircraft occupants

when such an occurrence is detected by means of an activation handle located on
the lower left side of cockpit panel. The system is composed by the following main
elements:
- Parachute: A non-steerable round parachute is used for aircraft
recovering slowing the speed down. The system provides the
deployment of the parachute, in particular its opening is handled through
two different phases: reef and dis-reef. Dividing the parachute opening
into two subsequent phases arises from the need to reduce the high
inflation pressure that would occur in case of single phase, not controlled,
opening. This is possible through a key element added to this system:
the slider. It controls the opening rate and gives control over the
maximum loads reached during the opening process.

- Activation System: A mechanical cockpit activation system used to

activate the recovery system. This system consists of a cockpit handle,
an enclosed activation Bowden cable that connects cockpit handle to the
igniter of the rocket.

- Rocket: A solid fuel rocket is used for the extraction and ejection of the
parachute from the aircraft parachute bay.

- Igniter: The element that receives the input signal from any of the
occupants and initiates the combustion in the rocket.
- Frame: A mechanical support device or compartment that is used to store
the system inside the aircraft.
- Egress panel: A prepared surface that will allow the rocket and parachute
to emerge from the aircraft.
- Harness: A harness assembly made of woven Kevlar® strands. The
harness is attached to the aircraft with two front attachment points and
two rear attachment points.
- Attachment Points (AP): Attachment Points provide the connection
between the parachute and the aircraft. The AP point are four, two on the
forward lower side of cabin and the other two on the upper aft side of
cabin.

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PARACHUTE SYSTEM
 P-Mentor – Aircraft Flight Manual Page 7 - 39

13. PLACARDS

Here in the overview of the placard installed on the aircraft in addition to the
limitation placards reported in Section 2.

Additionally, nearby the placards listed below (English

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

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 40

13.1. EXTERNAL PLACARDS

Figure 7-25 – Aircraft registration

Figure 7-26 – External and Internal Power Source

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 41

Figure 7-27 – Static Ports

Figure 7-28 – Lift points

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 42

Figure 7-29 – NO STEP placards

Figure 7-30 – Usable fuel placard

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 43

Figure 7-31 – Tire pressure placards

Figure 7-32 – Stabilator degree placard

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 44

13.2. INTERNAL PLACARD

Figure 7-33 – Safety equipment placard

Figure 7-34 – Magnetic compass placard

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 45

Figure 7-35 – Reserved

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 46

Figure 7-36 – Engine Oil Tank placard

Figure 7-37 – Coolant Tank Placards

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 47

Figure 7-38 – Emergency Exit Placard

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PLACARDS
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Figure 7-39 – Pedestal Placard

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PLACARDS
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Figure 7-40 – Fuel Selector Placard

Applicable for MOD2002/246

Figure 7-41 – Cabin Heating and Alternate Static Port Placards

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 50

Figure 7-42 – Alternate Air Placard

Figure 7-43 – Flap Selector

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 51

13.3. PARACHUTE PLACARDS (IF INSTALLED)

Figure 7-44 – Parachute Handle placard

Figure 7-45 – Parachute Handle placard

Figure 7-46 – Parachute Exit surface placard

Figure 7-47 – Parachute Entry areas warning placard

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 7 - 52

13.4. XPDR PLACARD (FOR AIRCRAFT EMBODYING MOD2002/255)

Figure 7-48 – XPDR USB placard

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PLACARDS
 P-Mentor – Aircraft Flight Manual Page 8 - 0

SECTION 8
AIRCRAFT CARE AND MAINTENANCE

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Section 8 – AIRCRAFT CARE AND MAINTENANCE
 P-Mentor – Aircraft Flight Manual Page 8 - 1

INDEX

1. INTRODUCTION ........................................................................................3
2. INSPECTION INTERVALS.........................................................................5
3. AIRCRAFT CHANGES OR REPAIRS........................................................6
4. MAINTENANCE .........................................................................................7
4.1. Refuelling ..........................................................................................7
4.2. Landing gear tires pressure control ...................................................8
5. CLEANING AND CARE .............................................................................9
5.1. Windows ...........................................................................................9
5.2. External surfaces ..............................................................................9
5.3. Propeller ...........................................................................................9
5.4. Engine...............................................................................................9
5.5. Internal surfaces................................................................................9
6. ICE REMOVAL ........................................................................................10

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INDEX
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INDEX
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1. Introduction

This section deals with main care and maintenance operations for P-mentor.
Refer to Aircraft Maintenance Manual to establish the control / inspections /
maintenance tasks (scheduled and unscheduled) to be performed.

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INTRODUCTION
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INTRODUCTION
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2. Inspection Intervals

Scheduled inspections must be performed in accordance with the instructions

addressed on the Aircraft Maintenance Manual. Independently from the aircraft
flight hours, an annual inspection has to be performed.
All required inspections are reported in the Aircraft Maintenance Manual.
As far as the scheduled/unscheduled engine maintenance is concerned, refer to
the engine manufacturer Maintenance Manual.

Unscheduled inspection/maintenance tasks are necessary

when one or more of following condition occur:

1. Emergency landing

2. Hard landing

3. Breaking/damage of propeller (or in case of

simple impact)

4. Engine fire

5. Lighting damage

6. Any type of damage or failure

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INSPECTION INTERVALS
 P-Mentor – Aircraft Flight Manual Page 8 - 6

3. Aircraft changes or repairs

Aircraft changes or repairs must be performed in accordance with Aircraft

Maintenance Manual and Job cards provided by TECNAM (and only by TECNAM
authorized personnel)

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Section 8 – AIRCRAFT CARE AND MAINTENANCE
AIRCRAFT CHANGES OR REPAIRS
 P-Mentor – Aircraft Flight Manual Page 8 - 7

4. Maintenance

4.1. Refuelling

 Do not perform aircraft refuelling near flames,

sparks or similar.

 Avoid fuel contact with the skin: a skin corrosion

could occur.

 Make sure that a fire extinguisher is available

nearby during refuelling operations.

 Make sure that overall aircraft instrumentation is

turned OFF before performing the refuelling.

 Do not operate switches and/or pushbuttons inside

the aircraft during refuelling operation; make sure
that crew left the aircraft be- fore performing
refuelling.

 Make sure that the aircraft is electrically connected

to the ground.

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MAINTENANCE
 P-Mentor – Aircraft Flight Manual Page 8 - 8

4.2. Landing gear tires pressure control

For each wheel proceed as follows:

1. Remove wheel fairing

2. Unscrew the tire cap

3. Connect a gauge

4. Read the pressure value

5. If required, rectify the pressure

6. Fit the tire cap

7. Install wheel fairing

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MAINTENANCE
 P-Mentor – Aircraft Flight Manual Page 8 - 9

5. Cleaning and Care

Aircraft surface must be kept clean to ensure expected

flight performance. Excessively dirty surfaces can affect
normal flight conditions

5.1. Windows

For windows cleaning, it is allowed the use of acrylic products employed for glass
and Pexiglas surfaces cleaning.

5.2. External surfaces

Aircraft surface is cleaned with soapy water; they are not allowed solvents or
alcohol based products. Died insects must be removed using hot water.
It is advisable to avoid outside aircraft parking for long periods; it is always
convenient to keep the aircraft in the hangar.

5.3. Propeller

To preserve its functionality avoiding wear and corrosion, the propeller

manufacturer uses, for external surface painting, an acrylic paint which is resistant
to all solvents. In any case it is advisable to clean the propeller using exclusively
soapy water.

5.4. Engine

Engine cleaning is part of the scheduled maintenance. Refer to the engine

manufacturer Maintenance Manual for operating and for planning its cleaning.

5.5. Internal surfaces

Interiors must be cleaned with a rate of 3 to 6 months. Any object present in the
cabin (like pens, lost property, maps, etc.) must be removed.
The instrumentation as a whole must be cleaned with a humid cloth; plastic sur-
faces can be cleaned with suitable products.
For parts not easily accessible, perform cleaning with a small brush; seats must be
cleaned with a humid cloth.

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CLEANING AND CARE
 P-Mentor – Aircraft Flight Manual Page 8 - 10

6. Ice Removal

Anti-icing products are not allowed. To remove ice, tow the aircraft in the hangar
and operate with a soft brush or a humid cloth.

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ICE REMOVAL
P-Mentor – Aircraft Flight Manual Page 9 - 0

SECTION 9
SUPPLEMENTS

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Section 9 – SUPPLEMENTS
 P-Mentor – Aircraft Flight Manual Page 9 - 1

INDEX

1. INTRODUCTION ...................................................................................3
2. SUPPLEMENT LIST ..............................................................................5

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INDEX
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INDEX
 P-Mentor – Aircraft Flight Manual Page 9 - 3

1. Introduction

This section concerns the supplemental manuals of additional (or optional)

instrumentation equipping the P-Mentor and/or information and limitations related
to installed equipment configuration or needed to fit local national rules.

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INTRODUCTION
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INTRODUCTION
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2. Supplement List

Aircraft S/N Registration marks Date

APPLICABLE
Sup. Rev.
Title Date
N N
YES NO

S01 Autopilot installation 2 20/12/2022

S02 Garmin GNC 255A 2 03/08/2022

S03 KR87 ADF SYSTEM 0 03/08/2022

S04 KN63 DME System 1 12/07/2022

Landing Gear Extraction

S05 0 06/06/2022
Simulation

S06 Reserved / /

S07 Garmin GTR 225A 0 05/07/2022

S08 AFMS for Argentine aircraft 0 09/01/2023

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SUPPLEMENTS LIST
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Section 9 – SUPPLEMENTS
P-Mentor - Aircraft Flight ManualPage S01 - 0

S01
AUTOPILOT GARMIN
GFC500

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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page i

1. RECORD OF REVISION

Ed Revised Description Approval

/ pages of Revision
Rev
Ed. 1 - First issue EASA approval No.
Rev. 0 10079933
Ed. 1 Page i, iii Typo errors Approved under the
Rev. 1 S01-13, 25 thru System description authority of DOA ref.
31 optimization EASA.21J.335
(MOD2002/279.221219)
Ed. 1 Page i, iii MOD2022/280 Approved under the
Rev. 2 S01-20 authority of DOA ref.
EASA.21J.335
(MOD2002/280.22.12.20)

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S01 – AUTOPILOT GARMIN GFC500
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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page iii

2. LIST OF EFFECTIVE PAGES

Edition 1, Rev 0 ..................... August 29, 2022

Edition 1, Rev 1 ..................... December 19, 2022
Edition 1, Rev 2 ..................... December 20, 2022

Section Pages Edition / Revision

1 Edition – Rev. 0
st
Section 0 ii, iv
1 Edition – Rev. 2
st

i, iii
1 Edition – Rev. 0
st
Section 1 All
1 Edition – Rev. 0
st
Section 2 All
1 Edition – Rev. 0
st
Section 3 All
Section 4 10 thru 12, 14 thru 17 1 Edition – Rev. 0
st

1 Edition – Rev. 1
st

13
1 Edition – Rev. 0
st
Section 5 All
1 Edition – Rev. 0
st
Section 6 All
1 Edition – Rev. 0
st
Section 7 21 thru 24
1 Edition – Rev. 1
st

25 thru 31
1 Edition – Rev. 2
st

20
Section 8 All 1st Edition - Rev. 0

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S01 – AUTOPILOT GARMIN GFC500
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S01 – AUTOPILOT GARMIN GFC500
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INDEX

1. GENERAL ......................................................................................................... 3
1.1. INTRODUCTION .................................................................................. 3

2. LIMITATIONS .................................................................................................... 4

3. EMERGENCY PROCEDURES ......................................................................... 5

3.1. AUTOPILOT MALFUNCTION ............................................................. 5
3.2. AUTOPILOT FAILURE/ABNORMAL DISCONNECT.......................... 5
3.3. PITCH AUTO-TRIM FAILURE ............................................................. 6
3.4. ESP ACTIVATION ……………............................................................. 6
3.5. OVERSPEED PROTECTION……........................................................ 6
3.6. YAW AXIS FAILURE/YAW DAMPER DISCONNECT......................... 7
3.7. AUTOPILOT PRE-FLIGHT TEST FAIL……………….......................... 7
3.8. LOSS OF NAV INFORMATION……….……………….......................... 7
3.9. LOSS OF AIRSPEED DATA….……….……………….......................... 7
3.10. LOSS OF ALTITUDE DATA….……….……………….......................... 8
3.11. LOSS OF GPS INFORMATION……….……………….......................... 8
3.12. ELEVATOR MISTRIM………….……….……………….......................... 9

4. NORMAL PROCEDURES ................................................................................. 10

4.1. PRE-FLIGHT CHECKS ……….............................................................. 10
4.2. BEFORE TAKE-OFF CHEK LIST......................................................... 10
4.3. AUTOPILOT MODES…………….......................................................... 11

5. PERFORMANCE ............................................................................................... 18

6. WEIGHT AND BALANCE ................................................................................. 19

7. AIRFRAME AND SYSTEMS DESCRIPTION ................................................... 20

7.1. AUTOPILOT SYSTEM ......................................................................... 20
7.2. AUTOPILOT CONTROLLER................................................................ 22
7.3. AUTOPILOT FUNCTIONS…................................................................ 24
7.4. DISCONNECT METHOD……................................................................ 31
7.5. AFCS ALERTS………………................................................................ 31

8. AIRCRAFT CARE AND MAINTENANCE ......................................................... 32

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 P-Mentor - Aircraft Flight Manual Page S01-3

1. GENERAL
1.1. INTRODUCTION

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

manner, the aircraft when equipped with Garmin GFC 500 autopilot device (MOD
2002/234) interfacing Garmin G3X Touch.
This supplement must be attached to the Airplane Flight Manual; the information
contained herein supplements the basic Airplane Flight Manual. For limitations,
procedures and performance information not contained in this supplement consult
the basic approved Airplane Flight Manual.
The information contained in this Supplement must be considered to override the
EASA approved Aircraft Flight Manual where there is any conflict between the
supplement and the manual.

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S01 – AUTOPILOT GARMIN GFC500
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2. LIMITATIONS
Refer to the basic AFM, Section 2 – Limitations.

In addition, consider the following limitations:

2.1. AUTOPILOT LIMITATIONS

The “Garmin G3X Touch Pilot’s Guide for the Tecnam P2002”
(Part No. 190-02472-00 Revision D or a more updated version)
must be carried in the aircraft and made available to the pilot at
all time.

Following operating limitations shall apply when the aircraft is equipped with Garmin
GFC500 Autopilot :

- During Autopilot operation, a pilot with seat belt fastened must be seated at
the left pilot position;
- The autopilot (AP) and yaw damper (YD) must be OFF during take-off and
landing;
- the entire preflight test must be completed successfully prior to use of the
autopilot or flight director.
- The autopilot must be disengaged below 200 ft AGL during approach
operations.
- The autopilot must be disengaged below 500 ft AGL for all operations other
than approach operations.
- The Autopilot is certified for CAT I Precision and Non Precision Approaches
with a decision height not lower than 200 ft (61 m) AGL.
- Minimum Approach speed is 70 KIAS.

Autopilot Engagement Speed

Minimum 59 KIAS
Maximum 125 KIAS

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3. EMERGENCY PROCEDURES

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

performing as expected or commanded, take immediately the
aircraft control disconnecting the autopilot which must be set
inoperative until the failure has been identified and corrected.

3.1. AUTOPILOT MALFUNCTION

If the airplane deviates unexpectedly from the planned flight path:

1. Control Stick …………..……………….. GRIPD FIRMLY and

OVERPOWER if necessary
2. AP DISC button …….………………….. PRESS
3. AP Master Switch …….……………….. SET OFF

4. Aircraft Attitude …….………………….. MAINTAIN / REGAIN

AIRCRAFT CONTROL
5. Pitch Trim control .....………………….. TRIM if necessary

Following an A/P system malfunction, do not engage the

autopilot until the cause of the malfunction has been
corrected.

3.2. AUTOPILOT FAILURE/ABNORMAL DISCONNECT

(RED AP in autopilot status box on display, continuos aural disconnect tone.)

1. AP DISC button …….………………….. PRESS (to cancel disconnect

tone)
2. Aircraft Attitude …….………………….. MAINTAIN / REGAIN AIRCRAFT
CONTROL

The autopilot disconnect may be accompanied by a red

AFCS in the autopilot status box, indicating the Automatic
Flight Control System has failed. The flight director will not
be available and the autopilot cannot be re-engaged with this
annunciation present.
If the disconnect is accompanied by an amber AP with a red
X, the autopilot will not be available. However, the flight
director will still be functional.
In the event of a GMC failure, pressing the G5 knob, GI 275
knob or autopilot status button, or G3X Autopilot status bar
will acknowledge the disconnect tone.

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3.3. PITCH AUTO-TRIM FAILURE

1. Control Stick ….…….………………….. GRIP FIRMLY

2. AP DISC Button ..….………………….. PRESS and RELEASE
3. Pitch Trim DISC Switch….……………. ON

3.4. ESP ACTIVATION

1. Throttle Lever ….…….…….………….. AS REQUIRED

2. Attitude ………......….………………….. MAINTAIN/REGAIN aircraft

control

If ESP is active for approximately 10 seconds, the autopilot

will automatically engage in LVL mode, and the autopilot will
roll the wings level and fly at zero vertical speed. Refer to
Section 7, System Description for further information.
ESP will be disabled by pressing and holding the AP DISC
button. Releasing the button will allow ESP to function. ESP
can be enabled/disabled also using G3X Touch Autopilot
Interface.

Enabling/disabling ESP using the G3X Touch Autopilot Interface:

1. From the PFD, touch the Autopilot Status Box. The Automatic Flight Control
System page is displayed.
Or:
From the Main Menu, touch Flight Controls.
2. Touch the ESP button on the Automatic Flight Control System page to
enable/disable ESP.

3.5. OVERSPEED PROTECTION

1. Throttle Lever ….…….…….………….. REDUCE

2. Attitude and Altitude ....….…………….. MONITOR

Overspeed protection mode provides a pitch up command to

decelerate the airplane to or below the maximum autopilot
engagement speed.

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3.6. YAW AXIS FAILURE/ YAW DAMPER DISCONNECT

(RED YD in autopilot status box on display)

1. AP DISC button …….………………….. PRESS

2. Aircraft Attitude …….………………….. MAINTAIN / REGAIN AIRCRAFT

CONTROL

The yaw damper disconnect may be accompanied by an

amber YD with a red X in the autopilot status box. The YD is
inoperative and will not be available. The autopilot may be
re-engaged and disengaged normally, but the yaw damper
will remain inoperative.

3.7. AUTOPILOT PRE-FLIGHT TEST FAIL

(Amber AP with red X in autopilot status box)

1. Autopilot and yaw damper inoperative.

3.8. LOSS OF NAV INFORMATION

1. NAV source …….………………………. SELECT a valid NAV source

2. NAV Key Button …….…………………. PRESS

If a navigation signal is lost while the autopilot is tracking it,

the autopilot will roll the aircraft wings level and default to roll
mode (ROL).

3.9. LOSS OF AIRSPEED DATA

1. AP DISC Button .………………………. PRESS AND RELEASE

2. Attitude ………...…….…………………. Maintain/Regain aircraft control

The autopilot cannot be re-engaged. The flight director will

be available. Loss of airspeed will be accompanied by a red
PTRIM indication.

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3.10.LOSS OF ALTITUDE DATA

1. Vertical Mode ….………………………. CHANGE

If altitude data is lost while the autopilot is tracking altitude,

the autopilot will default to pitch mode (PIT).

3.11.LOSS OF GPS INFORMATION

1. Autopilot …….….………………………. SELECT different lateral and

vertical mode

If on an instrument approach:

2. AP DISC …….….………………………. PRESS and Approach manually

Or

2. Missed Approach ….…………………... PERFORM

If GPS position data is lost while the autopilot is tracking a

GPS, VOR or LOC, the autopilot will default to roll mode
(ROL). The autopilot will default to pitch mode (PIT) if GPS
information is lost while tracking an ILS. The autopilot uses
GPS aiding in VOR and LOC modes.

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3.12.ELEVATOR MISTRIM

This annunciation indicates a mistrim of the elevator while the autopilot is

engaged. The autopilot will normally trim the airplane as required. However,
during rapid acceleration, deceleration, configuration changes, or near either
end of the elevator trim limits, momentary illumination of this message may
occur. If the autopilot is disconnected while this message is displayed, high
elevator control forces are possible.

Do not attempt to overpower the autopilot in the event of a

pitch mistrim. The autopilot servo will oppose pilot input and
will cause pitch trim to run opposite the direction of pilot
input. This will lead to a significant out-of-trim condition,
resulting in large control wheel force when disengaging the
autopilot.

Be prepared for significant sustained control forces in the

direction of the mistrim annunciation.

1. Control Stick .…….….…………………. GRIP firmly

2. AP DISC ………….….…………………. PRESS and RELEASE
3. Elevator Trim …….….…………………. RE-TRIM as required

Momentary display of the TRIM UP or TRIM DOWN

message during configuration changes or large airspeed
changes is normal.

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4. NORMAL PROCEDURES
Refer to the basic AFM, Section 4 – Normal Procedures checklist. In addition
consider the following procedures:

4.1. PRE-FLIGHT CHECKS

During the preflight test the G3X Touch will display PFT in the autopilot
status box. When the GFC 500 passes the test, PFT will be removed from
the autopilot status box.

1. Master Switch ….……..……………….. SET ON

2. AP Master Switch …….……………….. SET ON
3. Autopilot pre-flight test ..………………. COMPLETE

If the red AFCS stays ON, the A/P has failed the preflight
test. Put the A/P MASTER switch OFF to make sure that the
A/P will not operate.

4.2. BEFORE TAKE-OFF CHECKLIST

1. AP Button ….…………..……………….. PRESS to ENGAGE

CHECK (autopilot can be
2. Flight controls …..…….………….…….. overpowered in both pitch and
roll)
3. AP DISC Button ……..……...…………. PRESS to DISENGAGE
4. Flight controls ……..……......…………. CHECK FREE

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4.3. AUTOPILOT MODES

4.3.1. VERTICAL MODES

VERTICAL SPEED (VS) MODE

1. Altitude Preselect ……..……………….. SET to desired Altitude

PRESS, current aircraft vertical
2. VS Key button …….…………………… speed becomes vertical speed
reference
3. Vertical Speed Reference ..…………... ADJUST using UP/DN Wheel
4. Green ALT ..………….......................... CHECK upon altitude capture

INDICATED AIRSPEED (IAS) MODE

1. Altitude Preselect ……..……………….. SET to desired Altitude on

G3X or GMC
2. IAS Key button ………………………… PRESS, current aircraft KIAS
becomes speed reference
3. Airspeed Reference ……...…………... ADJUST using UP/DN Wheel
4. Throttle Lever ……………...…………... SET as required
5. Green ALT ..………….......................... CHECK upon altitude capture

ALTITUDE HOLD (ALT) MODE , MANUAL CAPTURE

At the desired altitude:

1. ALT Key ………...……..……………….. PRESS

2. Altitude Reference …………………….. ADJUST using UP/DN Wheel

If climbing or descending at a high rate when the ALT key is

pressed, the airplane will overshoot the reference altitude
and then return to it. The amount of overshoot will depend on
the vertical speed when the ALT key is pressed.

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VERTICAL NAVIGATION (VNAV)

1. CDI Navigation Source ……..…..……. SELECT external GPS on G3X

2. Vertical Navigation Profile …..…..……. LOAD into the GPS’s flight plan

3. Altitude Preselect …………………….. SET to the vertical clearance limit

(if ATC clearance received)
4. VNAV Key Button .…………………….. PRESS

Vertical navigation will not function for the following

conditions:
- Selected navigation source is not GPS navigation.
VNAV will not function if the navigation source is
VOR or Localizer.
- VNAV is not enabled on the GPS Navigator
- If the altitude preselect is not set below the current
aircraft altitude.
- No waypoints with altitude constraints in the flight
plan • Glideslope or Glidepath is the active flight
director pitch mode.
- OBS mode is active
- Dead Reckoning mode is active
- Parallel track is active
- Aircraft is on the ground

GO AROUND

1. GO AROUND Button ……..…..………. PRESS – Verify GA

2. Throttle Lever ……….……..…..………. FULL FWD
If Autopilot is engaged:

3. Attitude ……………...……..…..………. VERIFY airplane pitches up

following FD
4. NAV or HDG Key Button …..…..…..… PRESS as required
5. Altitude Preselect …………………….. VERIFY and SET appropriate

The pilot is responsible for initial missed approach guidance

in accordance with published procedure. When the GA
button is pressed the Flight Director command bars will
command go-around pitch attitude and wings level. The pilot
must set Go Around power, then select the CDI to the
appropriate navigation source and select the desired lateral
and vertical flight director modes.

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4.3.2. LATERAL MODES

HEADING MODE (HDG) / TRACK MODE (TRK)

1. HDG/TRK Knob ..…....……………….. SELECT desired heading/track

2. HDG/TRK Key ……………………….. PRESS

NAVIGATION (VOR)
This mode will only be available if the VHF navigator is operative.

1. NAV Source ..…....……..……………… Tune and activate the desired

VOR frequency
ENSURE that VHF NAV is the
2. HSI Source ..…....……..……………… selected navigation source
selecting CDI to VHF NAV
3. Course pointer …....……..…………….. SET CDI to the Desired Course

4. Intercept Heading …………………….. ESTABLISH in HDG,TRK or ROL

mode
5. NAV Key ………….…………………….. PRESS

If the Course Deviation Indicator (CDI) is greater than one

dot from center, the autopilot will arm the VOR mode when
the NAV key is pressed. The pilot must ensure that the
current heading will result in a capture of the selected
course. If the CDI is one dot or less from center, the autopilot
will enter the capture mode when the NAV key is pressed.

NAVIGATION (GPS)
This mode will be available if the GPS navigator is available.

VERIFY that GTN NAV Source

1. NAV Source ..…....……..…………….. is GPS.
SELECT CDI to external GPS
2. Waypoint …….…....……..…………….. SELECT on Navigation source
3. Course pointer …....……..…………….. SET CDI to the Desired Course

4. Intercept Heading …………………….. ESTABLISH in HDG or ROL

modes
5. NAV Key ………….…………………….. PRESS
If the Course Deviation Indicator (CDI) is greater than one
dot from center, the autopilot will arm the GPS mode. The
pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is one dot or less
from center, the autopilot will enter the capture mode when
the NAV key is pressed.

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4.3.3. APPROACHES

ILS APPROACH
This mode will only be available if the VHF and GPS navigators are
available.

1. NAV Source ..…....……..……………… Tune and activate the desired ILS

frequency
ENSURE that VHF NAV is the
2. HSI Source ..…....……..……………… selected navigation source
selecting CDI to VHF NAV
3. Course pointer …....……..…………….. SET CDI to front LOC course
4. APR Key ………….…………………….. PRESS

5. LOC and GS mode ...………………….. VERIFY ARMED, CAPTURED

AND TRACKING
6. Altitude preselect ...………..………….. SET Missed Approach Altitude

At decision Altitude (DA)

7. AP DISC button ..…....……..………… PRESS, continue visually for

normal landing

OR

7. Missed Approach ..…....……..……….. PERFORM

Pressing the GA button will not disconnect the autopilot.

Select NAV or HDG mode to fly the missed approach
procedure.
If the Course Deviation Indicator (CDI) is greater than half
scale deflection, the autopilot will arm the LOC mode. The
pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale
deflection, the autopilot will enter the capture mode when the
APR key is pressed.
When the selected navigation source is an ILS, glideslope
coupling is automatically armed when the APR key is
pressed. The glideslope cannot be captured until the
localizer is captured. The autopilot can capture the
glideslope from above or below the glideslope.

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LOC/VOR APPROACH
This mode will only be available if the VHF and GPS navigators are
available.

1. NAV Source ..…....……..……………… Tune and activate the desired

VHF frequency
ENSURE that VHF NAV is the
2. HSI Source ..…....……..……………… selected navigation source
selecting CDI to VHF NAV
3. Course pointer …....……..…………….. SET CDI to front LOC course or
desired VOR course
4. NAV Key ………….…………………….. PRESS

5. LOC/ VOR mode ...……………………. VERIFY armed, capturing and

tracking the course
6. Altitude preselect ...………..………….. SET to next required step down
altitude
7. Missed approach altitude ...………..…. SET when in ALT mode at the
MDA

At Missed Approach Point:

8. AP DISC button ..…....……..………… PRESS, continue visually for

normal landing

OR

8. Missed Approach ..…....……..……….. PERFORM

Pressing the GA button will not disconnect the autopilot.

Select NAV or HDG mode to fly the missed approach
procedure.
If the Course Deviation Indicator (CDI) is greater than half
scale deflection, the autopilot will arm the LOC/VOR mode.
The pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale
deflection, the autopilot will enter the capture mode when the
NAV key is pressed.

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GPS APPROACH (LPV, LNAV/VNAV, LP+V or LNAV+V)

This procedure applies only if the GPS navigator is available:

1. Navigation Source ..…....…..………… SELECT CDI to GPS

2. Course pointer …....……..…………….. Verify CDI set to the desired

course
3. APR Key ………….…………………….. PRESS
VERIFY armed and verify
4. GPS and GP mode ...…………………. airplane captures and tracks
course
5. Altitude preselect ...………..………….. SET Missed approach altitude
after GP capture
6. ALT Key ………….…………………….. PRESS to level off at the MDA

At DA (LPV or LNAV/VNAV) or MDA and Missed approach point (LP+V or

LNAV+V):

7. AP DISC button ..…....……..………… PRESS, continue visually for

normal landing

OR

7. Missed Approach ..…....……..……….. PERFORM

Pressing the GA button will not disconnect the autopilot.

Select NAV or HDG mode to fly the missed approach
procedure.
If the Course Deviation Indicator (CDI) is greater than half
scale deflection, the autopilot will arm the GPS and GP
modes. The pilot must ensure that the current heading will
result in a capture of the selected course. If the CDI is within
half scale deflection, the autopilot will enter the capture
mode when the APR key is pressed.

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GPS APPROACH (LP or LNAV)

This procedure applies only if the GPS navigator is available:

1. Navigation Source ..…....…..………… SELECT CDI to GPS

2. Course pointer …....……..…………….. Verify CDI set to the desired

course
3. NAV Key ………….…………………….. PRESS
VERIFY armed and verify
4. GPS mode ………......…………………. airplane captures and tracks
course
5. Altitude preselect ...………..………….. SET to next required step down
altitude
6. Missed approach altitude ...………..…. SET when in ALT mode at the
MDA

At Missed approach point:

7. AP DISC button ..…....……..………… PRESS, continue visually for

normal landing

OR

7. Missed Approach ..…....……..……….. PERFORM

Pressing the GA button will not disconnect the autopilot.

Select NAV or HDG mode to fly the missed approach
procedure.
If the Course Deviation Indicator (CDI) is greater than half
scale deflection, the autopilot will arm the GPS mode. The
pilot must ensure that the current heading will result in a
capture of the selected course. If the CDI is within half scale
deflection, the autopilot will enter the capture mode when the
NAV key is pressed.

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5. PERFORMANCE

Refer to the basic AFM, Section 5 – Performance.

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6. WEIGHT AND BALANCE

Refer to the basic AFM, Section 6 – Weight and Balance.

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7. AIRFRAME AND SYSTEMS DESCRIPTION

7.1. AUTOPILOT SYSTEM
The P Mentor aircraft series with Garmin G3x touch is equipped with an integrated three
axis autopilot and three servos suite manufactured by Garmin and identified as GFC
500. The autopilot is controlled via dedicated A/P control panel located lower on central
area of cockpit. The autopilot suite installed on P-Mentor is based on the following
configuration:
 1 Pitch Servo
 1 Roll Servo
 1 Yaw Servo (if installed)
 1 Pitch Trim Servo

The autopilot is connected to the electric system through a circuit breaker, connected to
the AVIONIC BUS properly identified and easily accessible to pilot labelled as “A/P”,
while the Pitch Trim actuator is protected by a different CB labelled as “Pitch trim”.

The Pitch and Roll servos installed are without Capstan and are composed of three
main components:
 A servo motor
 Crank Arm
 A servo Connector kit
Differently, in addition at previous parts, the optional Yaw servo is with Capstan kit and
without crank arm
The following block diagrams describes the Autopilot and avionic system installed on P
Mentor and its interconnections

Figure S01-1 – P Mentor, Avionic System Diagram Block

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In addition to the core autopilot function, the GFC 500 incorporates an independent
“Aircraft Health” monitor that uses independent inertial sensors to determine what is
happening to the aircraft. By monitoring aircraft attitude, attitude rates and accelerations
using these independent sensors, the “Aircraft Health” monitor can disengage the
autopilot if it determines the aircraft has exceeded predetermined “healthy” limits.

As previously explained, the GMC 507 provides the pilot the button for autopilot control.
In the following Figure is shown the P Mentor Cockpit Layout with their controls and
switches.

Figure S01-3 – GFC 500 Autopilot and P Mentor Cockpit Layout

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7.2. AUTOPILOT CONTROLLER

7.2.1. GMC 507 (Autopilot Mode Controller)

Flight Director mode selection is input by the pilot using the Garmin GMC 507 Mode
Controller, in addition the GMC 507 has some system monitoring of aircraft status. The
GMC 507 is located on instrument panel and easily accessible to pilot.
The GMC 507 has several buttons dedicated to the control of Autopilot system. In
particular:

Figure S01-4 – GMC 507 A/P control 1/2

Figure S01-5 – GMC 507 A/P control 2/2

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7.2.2. PILOT CONTROL STICK AND THROTTLE

BUTTONS/SWITCHES
The Autopilot Controls and Switches used, are:

 Take Off/Go Around Switch (TO/GA) is located on the throttle left handle
(left side). Go Around and Take-off modes are coupled pitch and roll modes
and are annunciated as both the vertical and lateral modes when active. In
these modes, the flight director commands a constant set pitch attitude and
keeps the wings level. The TO/G.A. Button is used to select both modes. The
mode entered by the flight director depends on whether the aircraft is on the
ground.
 Autopilot Disconnect Switch (A/P Disc) installed on pilot control stick,
allows the pilot to disengage definitively the Autopilot modes active, when
pushed.
 Master Autopilot Switch, installed on instrument panel, allows the pilot to
power the Autopilot Servos and to A/P control.
 Pitch trim Switch (one for each Control stick) installed on control stick,
allows the pilot to disengage the Autopilot modes active, when used. When
the A/P is disengaged, the pitch trim switches are used in order to regulate
the pitch trim surface manually operating simultaneously both sides of the
switch.

Figure S01-6 – Autopilot Disc on Pilot’s Control stick

Figure S01-7 – TO/GA switch on lever throttle

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7.3. AUTOPILOT FUNCTIONS

GFC 500 autopilot suite is deeply integrated with Garmin G3x avionics suite which
integrates both the a/p controls and the sensors providing the required data to servos.

The GFC 500 AFCS is equipped with the following main operating functions:
 Flight Director (FD) – Flight director operation takes place within the primary
IAU and its commands are displayed on both PFDs. The flight director
provides:
o Command Bars showing pitch/roll guidance
o Vertical/lateral mode selection and processing
o Autopilot communication
 Autopilot (AP) – Autopilot operation occurs within the pitch, roll and pitch trim
servo and provides servo monitoring and automatic flight control in response
to flight director steering commands, AHRS attitude and rate information, and
airspeed
 Yaw Damper (YD) – The yaw servo is self monitoring and provides Dutch roll
damping and turn coordination in response to yaw rate, roll angle, lateral
acceleration and airspeed
 Manual Electric Trim (MET) – The pitch trim servo provides manual electric
trim capability when the autopilot is not engaged
 Electronic Stability & Protection (ESP) – keeps the aircraft within well-
defined operational limits thus preventing the pilot to operate the aircraft
outside a specific envelope when it is being hand flown. This feature only
operates when autopilot is not engaged and its operation is mutually exclusive
with autopilot operation
 Underspeed Protection (USP) – When the “minimum airspeed’ value is
reached, a visual MINSPD message will appear on the PFD/MFD and the
autopilot/flight director will lower the nose to avoid dropping below the
“minimum airspeed”.
 Overspeed Protection (OSP) – When overspeed protection is active a visual
MAXSP message will appear on the PFD/MFD and OSP will raise the nose of
the aircraft to avoid exceeding the maximum configured airspeed.

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7.3.1. ESP

The GFC 500 will provide Electronic Stability and Protection when the autopilot is not
engaged. Electronic Stability and Protection uses the autopilot servos to assist the pilot
in maintaining the airplane in a safe flight condition within the airplane’s normal pitch,
roll and airspeed envelopes. ESP provides an opposing force to the pilot command on
the stick. This feature automatically arms when the aircraft is above 500 feet AGL and
the autopilot is not engaged, and disarm when below 200 feet AGL. Electronic Stability
and Protection is invoked when the pilot allows the airplane to exceed one or more
conditions beyond normal flight defined below:

 Pitch attitude beyond normal flight

 Roll attitude beyond normal flight
 Low airspeed beyond normal flight
 High airspeed beyond normal flight

The conditions that are required for ESP to be available are:

 Pitch and Roll servos available

 Autopilot not engaged
 The GPS altitude above ground is more than 200 feet (for low airspeed protection)

When ESP has been engaged for more than ten seconds (cumulative; not necessarily
consecutive seconds) of a 20-second interval, the autopilot is configured to engage with
the flight director in Level Mode, bringing the aircraft into level flight. An aural “Engaging
Autopilot” alert is played and the flight director mode annunciation will indicate ‘LVL’ for
vertical and lateral modes. Level mode as activated by ESP is limited by altitude. ESP
will not be able to activate Level mode until the aircraft climbs above 2000 feet AGL.

The pilot can interrupt ESP by pressing and holding the Autopilot Disconnect (AP DISC)
button on the stick. Upon releasing the AP DISC, ESP force will again be applied. ESP
can also be overridden by overpowering the servo’s torque limit. ESP is enabled or
disabled from the Automatic Flight Control System (AFCS) page.

If AGL height data is unavailable (i.e., GPS altitude or terrain

data is unavailable), automatic engagement of Level mode is
not supported.

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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page S01-26

7.3.1.1. PITCH MODE

Pitch attitude boundaries set are based on P-Mentor aircraft performances.

When pitch attitude exceeds the pitch limits, the ESP engages the pitch servo applying
an opposing force to encourage control movement in the direction of normal pitch
attitude range for the aircraft.
The ESP pitch engagement values are the following:
Nose above the horizon:

Engagement threshold: + 24°

Disengagement low threshold: + 19°
Maximum ESP Torque: + 29°

Nose below the horizon:

Engagement threshold: - 15°

Disengagement low threshold: - 10°
Maximum ESP Torque: - 20°

Once ESP pitch mode is engaged, the torque applied by ESP increase linearly up to its
maximum value when pitch is 5º more than the configured nose-up and nose-down
pitch limits, and tapers to the minimum applied torque when pitch is 5º less than the
configured nose-up and nose-down pitch limits. When beyond 5º of the configured pitch
limit, the maximum torque is held until the aircraft returns inside the protected envelope.
When pitch attitude decreases below 5° lower than the pitch limit, the ESP disengage.

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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page S01-27

7.3.1.2. ROLL MODE

Roll mode is similar to pitch mode. The engagement and disengagement attitude limits
are displayed with double hash marks on roll indicator when ESP is available and/or
active.

Values for the symmetric roll limits are as follows:

Engagement threshold: ± 45°

Disengagement low threshold: ± 30°
Maximum ESP Torque: ± 60°

Figure S01-8 – ESP Roll angle limits

When roll attitude exceeds the bank limits, the ESP engages the roll servo, applying an
opposing force, the roll limit indicators move to 15° less than the configured ESP bank
limit. Once engaged, the torque applied by ESP is at its maximum when bank angle is
15º more than the configured bank limit, and tapers to the minimum applied torque
when the bank angle is 15º less than the configured bank limit. The force increases as
roll attitude increases and decreases as roll attitude decreases. The applied force is
intended to encourage pilot input to return the airplane to a more normal roll attitude.
When beyond 15º of the configured bank limit, the maximum torque is held until the
aircraft returns inside the protected envelope

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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page S01-28

7.3.1.3. HIGH AIRSPEED PROTECTION

High Airspeed Protection is activated when airspeed is above the maximum airspeed
limit (VNE + 1 KIAS). Once activated, the ESP engages the pitch servo applying an
opposing force to raise the nose of the aircraft. The torque applied by ESP is at its
maximum when airspeed is 5 knots more than the configured airspeed limit, and tapers
to the minimum applied torque when the airspeed is 5 knots less than the configured
airspeed limit.

7.3.1.4 LOW AIRSPEED PROTECTION

Low Airspeed Protection is activated when airspeed is below the minimum airspeed
limit (VS1 + 5 KIAS). Once activated, the ESP engages the pitch servo applying an
opposing force to lower the nose of the aircraft. The torque applied by ESP is at its
maximum when airspeed is 5 knots less than the configured airspeed limit, and tapers
to the minimum applied torque when the airspeed is 5 knots more than the configured
airspeed limit.

If AGL height data is unavailable (i.e., GPS altitude or terrain

data is unavailable), low-airspeed protection is not supported.

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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page S01-29

7.3.2 UNDERSPEED PROTECTION - USP

Underspeed protection is an autopilot function that reacts to underspeed conditions,

designed to discourage aircraft operation below minimum established airspeeds.

USP has to be intended as a feature that will work to recover the

minimum established airspeed but it does not authorize the use of
autopilot below the minimum speed authorized for autopilot
WARNING operation.

Pilot will be warned of impending low speed conditions, and if no action will be
taken FD will directly react in a way that allows the A/P to remain engaged but
prevents the airplane from stalling.

USP function has been developed in order to warn pilot of

impending low speed conditions, and if no action will be taken FD
will directly react in a way that allows the Autopilot to remain
engaged but prevents the airplane from stalling.
Pilot action is still expected at first warning of low airspeed
WARNING conditions in order to prevent a low speed conditions, so to
maintain normal flight.

If USP engages and power is abruptly set to full throttle, pilot must
be aware to expect pitch attitude changes that could not be quickly
counteracted by autopilot. Avoid wide power changes that could
result in hazardous attitudes and that could work against the
recovery of airspeed.

USP engagement is a consequence of autopilot failing to properly

monitoring A/P and aircraft behavior. This is mainly caused by a pilot
request that cannot be fulfilled due to lack of power coupled with
unattainable pitch input.
Pilot need to continuously monitor autopilot performance, while
CAUTION checking that mode selections are compatible with aircraft
performance.

When the airspeed reaches the autopilot minimum airspeed value (59 KIAS) and a
series of internal condition are triggered, a visual MINSPD message appears on the
G3X and the autopilot/flight director will lower the nose to avoid dropping below the
“minimum airspeed”. An aural “AIRSPEED, AIRSPEED” voice alert will also be
provided.

When airspeed increases (as a result of adding power/thrust), USP will then disengage
and the autopilot will command the aircraft to pitch up until recapturing the vertical
reference.

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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page S01-30

7.3.3 OVERSPEED PROTECTION – OSP

When the airspeed reaches the autopilot maximum airspeed value (125 KIAS) and a
series of internal condition are triggered, a visual MAXSPD message appears on the
G3X and the autopilot/flight director will raise the nose to avoid dropping above the
“maximum airspeed”. An aural “AIRSPEED, AIRSPEED” voice alert will also be
provided.

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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page S01-31

7.4 DISCONNECT METHOD

The following conditions will cause the autopilot to automatically disconnect:

 Electrical power failure, including pulling the autopilot circuit breaker;

 Internal autopilot system failure (including internal AHRS failure);
 Pitch and Roll Rate above specific limits
 Excessive pitch and roll attitude
 Normal acceleration above 1.5 G or below 0.5 G

The following pilot actions will cause the autopilot to disconnect:

 Pressing the red AP DISC button on the pilot’s control stick.
 Actuating the manual electric trim switch.
 Pushing the AP Key on the GMC 507 mode controller when the autopilot is
engaged or by touching the “AP” annunciation in the autopilot status box.
 Pulling the autopilot circuit breaker.

7.5 AFCS ALERTS

If the commanded operation cannot be achieved due to the limitations configured, the
following messages can be displayed over the pitch scale. The annunciation is
removed once the condition is resolved.

Autopilot has failed. Autopilot is inoperative and flight director

is not available.

Autopilot normal disconnect.

Autopilot abnormal disconnect.

Autopilot has failed. The autopilot is inoperative. FD modes

may still be available.
Autopilot Overspeed Protection mode is active. Autopilot will
raise the nose to limit the aircraft’s speed.
Autopilot Underspeed Protection mode is active. Autopilot will
lower the nose to prevent the aircraft’s speed from
decreasing
Autopilot preflight test is in progress.

Elevator Trim Down – Autopilot is holding elevator nose down

force. The pitch trim needs to be adjusted nose down.
Elevator Trim Up – Autopilot is holding elevator nose up
force. The pitch trim needs to be adjusted nose up.
Yaw Damper normal disconnect.

Yaw Damper abnormal disconnect.

Yaw Damper has failed. The Yaw Damper is inoperative.

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S01 – AUTOPILOT GARMIN GFC500
 P-Mentor - Aircraft Flight Manual Page S01-32

8 AIRCRAFT CARE AND MAINTENANCE

Refer to the basic AFM, Section 8 – Aircraft Care and Maintenance.

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S01 – AUTOPILOT GARMIN GFC500
P-Mentor - Aircraft Flight ManualPage S02 - 0

S02
GNC 255A UNIT

1st Edition - Rev.2

Section 9 - SUPPLEMENTS
S02 - GNC 255A UNIT
P-Mentor - Aircraft Flight ManualPage S02 - 0

1st Edition - Rev.

Section 9 - SUPPLEMENTS
S02 - GNC 255A UNIT
P-Mentor - Aircraft Flight ManualPage S02 - 0

1st Edition - Rev.

Section 9 - SUPPLEMENTS
S02 - GNC 255A UNIT
 P-Mentor - Aircraft Flight Manual Page i

1. RECORD OF REVISION

Ed Revised Description Approval

/ pages of Revision
Rev
Ed. 1 - First issue Approved under the
Rev. 0 authority of DOA ref.
EASA.21J.335
(MOD2002/235.220606)
Ed. 1 All Updates for: Approved under the
Rev. 1 - Typos authority of DOA ref.
EASA.21J.335
(MOD2002/260.220712)
Ed. 1 i, iii, 3 Updates for: Approved under the
Rev. 2 Typos authority of DOA ref.
EASA.21J.335
(MOD2002/266.220712)

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S02 – GNC 255A UNIT
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2. LIST OF EFFECTIVE PAGES

Edition 1, Rev 0 ..................... June 6, 2022

Edition 1, Rev 1 ……………… July 12, 2022
Edition 1, Rev 2 ……………… August 03, 2022

Section Pages Edition / Revision

Section 0 ii, iv, 1, 2 1st Edition - Rev. 1
i, iii 1st Edition - Rev. 2
Section 1 All 1st Edition - Rev. 2
Section 2 All 1st Edition - Rev. 1
Section 3 All 1st Edition - Rev. 1
Section 4 All 1st Edition - Rev. 1
Section 5 All 1st Edition - Rev. 1
Section 6 All 1st Edition - Rev. 1
Section 7 All 1st Edition - Rev. 1
Section 8 All 1st Edition - Rev. 1

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S02 – GNC 255A UNIT
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INDEX

1. GENERAL ......................................................................................................... 3
1.1. INTRODUCTION .................................................................................. 3

2. LIMITATIONS .................................................................................................... 4

3. EMERGENCY PROCEDURES ......................................................................... 5

4. NORMAL PROCEDURES ................................................................................. 6

5. PERFORMANCE ............................................................................................... 7

6. WEIGHT AND BALANCE ................................................................................. 8

7. AIRFRAME AND SYSTEMS DESCRIPTION .................................................... 9

7.1. GNC 255A UNIT .................................................................................... 9
7.2. SELECTING A COM FREQUENCY ……………………………………. 9
7.3. SELECTING A NAV FREQUENCY ……………………………………. 9
7.4. DISPLAY BRIGHTNESS ……………………………………………….. 9
7.5. DISPLAY CONTRAST …………………………………………………... 9
7.6. ANTENNA INSTALLATION ……………………………………………. 9

8. AIRCRAFT CARE AND MAINTENANCE ......................................................... 12

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Section 9 - SUPPLEMENTS
S02 – GNC 255A UNIT
 P-Mentor - Aircraft Flight Manual Page S02-3

1. GENERAL

1.1. INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with GNC 255A Unit (MOD2002/235 and/or
MOD2002/239).

Figure S02-1 - GNC 255A Unit

Refer to 190-01182-01 Pilot’s Guide, last issue, for additional

information about this equipment.

This supplement must be attached to the Airplane Flight Manual; the information
contained herein supplements the basic Airplane Flight Manual. For limitations,
procedures and performance information not contained in this supplement consult the
basic approved Airplane Flight Manual.

The COM/NAV radio GNC 255A is installed on the cockpit panel.

When installed as primary COM, the GNC 255A is connected to the aircraft electrical
system by means of two circuit breakers labelled “COM1” and “NAV1”, linked to the
avionic bus.
When installed as secondary COM, the GNC 255A is connected to the aircraft electrical
system by means of two circuit breakers labelled “COM2” and “NAV2”, linked to the
avionic bus.

To power ON the GNC 255A, turn the Power/COM Volume/Squelch knob clockwise
past detent.

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 P-Mentor - Aircraft Flight Manual Page S02-4

2. LIMITATIONS

Refer to the basic AFM, Section 2 – Limitations.

EASA Approved 1st Edition - Rev. 1

Section 9 - SUPPLEMENTS
S02 – GNC 255A UNIT
 P-Mentor - Aircraft Flight Manual Page S02-5

3. EMERGENCY PROCEDURES

Refer to the basic AFM, Section 3 – Emergency Procedures.

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 P-Mentor - Aircraft Flight Manual Page S02-6

4. NORMAL PROCEDURES
Normal operating procedures are described on GARMIN GNC255A Pilot’s guide.

NOTE GARMIN GNC255A Pilot’s guide must be carried on board the

airplane at all times.

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5. PERFORMANCE

Refer to the basic AFM, Section 5 – Performance.

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Section 9 - SUPPLEMENTS
S02 – GNC 255A UNIT
 P-Mentor - Aircraft Flight Manual Page S02-8

6. WEIGHT AND BALANCE

Refer to the basic AFM, Section 6 – Weight and Balance.

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S02 – GNC 255A UNIT
 P-Mentor - Aircraft Flight Manual Page S02-9

7. AIRFRAME AND SYSTEMS DESCRIPTION

7.1. GNC 255A UNIT

The GNC 255A provides a full-functioned navigation and communications instrument
combining a powerful VHF communications transceiver with 200 channel VOR,
Localizer and Glideslope receivers.

The GNC 255A controls are comprised of dual concentric knobs for frequency tuning,
COM volume/squelch knob, NAV volume/ID knob and bezel keys.

Figure S02-2 – GNC 255A Front Panel Description

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S02 – GNC 255A UNIT
 P-Mentor - Aircraft Flight Manual Page S02-10

7.2. SELECTING A COM FREQUENCY

New frequencies are first selected as a standby frequency and then toggled to the
active side with the FLIP/FLOP key. While viewing the standby frequency display, use
the outer and inner knobs on the right side of the GNC 255A to select the desired
frequency.
COM Frequency Selection
1. Press C/N to reach the COM radio function. The COM annunciator on the top line
of the display will show
2. Turn the outer knob to change the values in one MHz increments.
3. Turn the inner knob to change the values in 25 kHz or 8.33 kHz increments.
4. Turn the outer and inner knobs clockwise to increase and counterclockwise to
decrease the frequency values. Standby frequency selection is not inhibited
during transmit.
5. When connected to a position source, the nearest station identifier will be shown
for the selected frequency.
6. Press and release the FLIP/FLOP key to toggle the standby frequency to the
active frequency.

Figure S02-3 – COM Frequency Selection

7.3. SELECTING A NAV FREQUENCY

The selection of NAV frequencies is the same as for the COM frequencies
1. Press the C/N key to reach the NAV radio function: The NAV annunciator on the
top line of the display will show.
2. Turn the outer knob to change the MHz values. The MHz selection range is
between 118 and 136 in one MHz steps
3. Turn the inner knob to change the kHz values.

Figure S02-4 – NAV Frequency Selection

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S02 – GNC 255A UNIT
 P-Mentor - Aircraft Flight Manual Page S02-11

7.4. DISPLAY BRIGHTNESS

From the factory, the GNC 255A automatically adjusts its display brightness for the
current lighting conditions. A small sensor on the display is used for this function. A
manual adjustment is available for controlling the brightness level of the display as an
offset from the normal or zero position.
The GNC 255A will either control dimming based on the photocell or the lighting bus.
This is set in configuration mode during installation and is not selectable by the pilot.
1. Press FUNC
2. Turn the outer knob to SYS CONFIGURATION
3. Turn the inner knob to DSPL BRT
4. Press ENT
5. Turn the inner knob to set the value
6. Press ENT to save selected value
7. Press CLR to cancel change

Figure S02-5 – Display Brightness Page

7.5. DISPLAY CONTRAST

The display contrast has a range from -50 (low) and 50 (high) with 0 as the default. The
range can be adjusted using the inner knob.
1. Press FUNC
2. Turn the outer knob to SYS CONFIGURATION
3. Turn the inner knob to DSPL CONTRAST
4. Press ENT
5. Turn the inner knob to set the offset value
6. Press ENT to save selected value
7. Press CLR to cancel the change

Figure S02-6 – Display Contrast Page

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S02 – GNC 255A UNIT
 P-Mentor - Aircraft Flight Manual Page S02-12

7.6. ANTENNA INSTALLATION

The Comant CI 292-2 antenna is placed on the fuselage lower skin in correspondence of
the longitudinal plane of A/C.

Figure S02-7 – Comant CI 292-2 antenna

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 P-Mentor - Aircraft Flight Manual Page S02-13

8. AIRCRAFT CARE AND MAINTENANCE

Refer to the basic AFM, Section 8 – Aircraft Care and Maintenance.

1st Edition - Rev. 1

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S02 – GNC 255A UNIT
P-Mentor - Aircraft Flight Manual Page S02-14

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S03
KR87 ADF SYSTEM

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S03 – KR87 ADF SYSTEM
 P-Mentor - Aircraft Flight Manual Page i

1. RECORD OF REVISION

Ed Revised Description Approval

/ pages of Revision
Rev
Ed. 1 - First issue Approved under the
Rev. 0 authority of DOA ref.
EASA.21J.335
(MOD2002/236.220803)

1st Edition - Rev. 0

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S03 – KR87 ADF SYSTEM
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S03 – KR87 ADF SYSTEM
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2. LIST OF EFFECTIVE PAGES

Edition 1, Rev 0 ..................... August 03, 2022

Section Pages Edition / Revision

Section 0 All 1st Edition - Rev. 0
Section 1 All 1st Edition - Rev. 0
Section 2 All 1st Edition - Rev. 0
Section 3 All 1st Edition - Rev. 0
Section 4 All 1st Edition - Rev. 0
Section 5 All 1st Edition - Rev. 0
Section 6 All 1st Edition - Rev. 0
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Section 8 All 1st Edition - Rev. 0

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S03 – KR87 ADF SYSTEM
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INDEX

1. GENERAL ......................................................................................................... 3
1.1. INTRODUCTION .................................................................................. 3

2. LIMITATIONS .................................................................................................... 4

3. EMERGENCY PROCEDURES ......................................................................... 5

4. NORMAL PROCEDURES ................................................................................. 6

5. PERFORMANCE ............................................................................................... 7

6. WEIGHT AND BALANCE ................................................................................. 8

7. AIRFRAME AND SYSTEMS DESCRIPTION .................................................... 9

7.1. INSTRUMENT PANEL ......................................................................... 9
7.2 ANTENNA INSTALLATION …………………………………………….. 9

8. AIRCRAFT CARE AND MAINTENANCE ......................................................... 12

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Section 9 - SUPPLEMENTS
S03 – KR87 ADF SYSTEM
 P-Mentor - Aircraft Flight Manual Page S03-3

1. GENERAL

1.1. INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with GNC 255 Unit.
This supplement must be attached to the Airplane Flight Manual; the information
contained herein supplements the basic Airplane Flight Manual.

For limitations, procedures and performance information not contained in this

supplement consult the basic approved Airplane Flight Manual.

Regarding the electrical connection of the ADF System, it is protected with a breaker
labeled” ADF” linked to avionic bus and the unit is turned on by rotating the volume
control clockwise past the detent.

For detailed operational instructions related to this equipment,

see last issues of the manufacturer’s publications..

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S03 – KR87 ADF SYSTEM
 P-Mentor - Aircraft Flight Manual Page S03-4

2. LIMITATIONS

Refer to the basic AFM, Section 2 – Limitations.

EASA Approved 1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S03 – KR87 ADF SYSTEM
 P-Mentor - Aircraft Flight Manual Page S03-5

3. EMERGENCY PROCEDURES

Refer to the basic AFM, Section 3 – Emergency Procedures.

st
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S03 – KR87 ADF SYSTEM
 P-Mentor - Aircraft Flight Manual Page S03-6

4. NORMAL PROCEDURES

Refer to the basic AFM, Section 4 – Normal Procedures.

st
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S03 – KR87 ADF SYSTEM
 P-Mentor - Aircraft Flight Manual Page S03-7

5. PERFORMANCE

Refer to the basic AFM, Section 5 – Performance.

1stEdition - Rev. 0

Section 9 - SUPPLEMENTS
S03 – KR87 ADF SYSTEM
 P-Mentor - Aircraft Flight Manual Page S03-8

6. WEIGHT AND BALANCE

Refer to the basic AFM, Section 6 – Weight and Balance.

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S03 – KR87 ADF SYSTEM
 P-Mentor - Aircraft Flight Manual Page S03-9

7. AIRFRAME AND SYSTEMS DESCRIPTION

7.1. INSTRUMENT PANEL

The ADF Receiver is installed in the instrument panel. In addition, in order to provide
audio signal to pilot, the KR87 receiver is linked to Garmin GMA245R Audio Panel. The
KI 227 (Fig.S03-2) is a single needle ADF Indicator and is the basic indicator used with
the KR 87 (Fig. S03-1), it is installed between the PFD and MFD interfaces.

It is recommended that the KR 87 unit be turned off when

the aircraft engine is started in order to prevent possible
voltage transient damage to the radio

The KR 87 Automatic Direction Finder is a digitally tuned solid state receiver which
provides bearing information to stations in the 200 KHz to 1799 KHz frequency band
and which also provides audio reception to enable the pilot to identify stations. The unit
displays the active ADF frequency in the left window.
The ADF station can be tuned by a dedicated potentiometer installed on the right side of
the unit. The right window will display either the standby frequency or a flight timer or
programmable elapsed timer (Timers Mode). An automatic dimming circuit adjusts the
brightness of the display to compensate for changes in ambient light level.

Figure S03-1 – KR87 ADF Receiver Panel

Figure S03-2 – KI 227 Indicator Panel

Pressing the ET/FLT button will active Timers Mode, while pressing the FRQ button will
display the stand-by frequency.
It is possible to change the active frequency when either timer mode is being displayed in
the right hand window rotating the knob. In addition. If on the right side is displayed the
stand-by frequency, rotating the knob will change it and pressing the FRQ button the active
frequency and stand-by frequency will be exchanged.

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7.2. ANTENNA INSTALLATION

The ADF antenna is located under the fuselage on the right side between Com#2
Antenna and MKR beacon antenna.

Figure S03-3 – ADF Antenna

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8. AIRCRAFT CARE AND MAINTENANCE

Refer to the basic AFM, Section 8 – Aircraft Care and Maintenance.

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S03 – KR87 ADF SYSTEM
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S03 – KR87 ADF SYSTEM
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S04
KN63 DME SYSTEM

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Section 9 - SUPPLEMENTS
S04 – KN63 DME SYSTEM
 P-Mentor - Aircraft Flight Manual Page i

1. RECORD OF REVISION

Ed Revised Description Approval

/ pages of Revision
Rev
Approved under the
Ed. 1 authority of DOA ref.
- First issue
Rev. 0 EASA.21J.335
(MOD2002/238.220603)
Approved under the
Ed. 1 Updates for: authority of DOA ref.
All
Rev. 1 -Typos EASA.21J.335
(MOD2002/260.221207)

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S04 – KN63 DME SYSTEM
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S04 – KN63 DME SYSTEM
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2. LIST OF EFFECTIVE PAGES

Edition 1, Rev 0 ..................... June 03, 2022

Edition 1, Rev 1 ……………… July 12, 2022

Section Pages Edition / Revision

Section 0 All 1st Edition - Rev. 1
Section 1 All 1st Edition - Rev. 1
Section 2 All 1st Edition - Rev. 1
Section 3 All 1st Edition - Rev. 1
Section 4 All 1st Edition - Rev. 1
Section 5 All 1st Edition - Rev. 1
Section 6 All 1st Edition - Rev. 1
Section 7 All 1st Edition - Rev. 1
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S04 – KN63 DME SYSTEM
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INDEX

1. GENERAL ......................................................................................................... 3
1.1. INTRODUCTION .................................................................................. 3

2. LIMITATIONS .................................................................................................... 4

3. EMERGENCY PROCEDURES ......................................................................... 5

4. NORMAL PROCEDURES ................................................................................. 6

5. PERFORMANCE ............................................................................................... 7

6. WEIGHT AND BALANCE ................................................................................. 8

7. AIRFRAME AND SYSTEMS DESCRIPTION ................................................... 9

7.1. KN63 UNIT ........................................................................................... 9
7.2 ANTENNA INSTALLATION ……………………………………………... 9

8. AIRCRAFT CARE AND MAINTENANCE ......................................................... 12

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S04 – KN63 DME SYSTEM
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1. GENERAL

1.1. INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with DME KN 63 device.
This supplement must be attached to the Airplane Flight Manual; the information
contained herein supplements the basic Airplane Flight Manual. For limitations,
procedures and performance information not contained in this supplement consult the
basic approved Airplane Flight Manual.

This system is composed by the KN63 (DME Receiver) and CI105-16 (DME Antenna).

The KN63 is designed to operate with the box present on PFD/MFD of G3x Touch
avionic suite (see Fig.S04-1) where range, speed, and time-to-station were indicated.
In order to provide Info from the DME to G3xt, the KN63 is connected to adapt GAD43e.
In order to have the audio link, the KN63 is connected to Garmin remote Audio panel
GMA 245R.
The DME KN63 is connected to the Main battery by the Avionic Switch.
The DME KN63 System is protected by means of one circuit breaker, located on the
breakers panel, labeled “DME”, linked to avionic bus.
Also the GAD43e is protected by a dedicated circuit breaker labelled “GAD 43” linked to
avionic bus.

Figure S04-1 – DME Box on G3xt

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2. LIMITATIONS

Refer to the basic AFM, Section 2 – Limitations.

EASA Approved 1st Edition - Rev. 1

Section 9 - SUPPLEMENTS
S04 – KN63 DME SYSTEM
 P-Mentor - Aircraft Flight Manual Page S04-5

3. EMERGENCY PROCEDURES

Refer to the basic AFM, Section 3 – Emergency Procedures.

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S04 – KN63 DME SYSTEM
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4. NORMAL PROCEDURES

Refer to the basic AFM, Section 4 – Normal Procedures.

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5. PERFORMANCE

Refer to the basic AFM, Section 5 – Performance.

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S04 – KN63 DME SYSTEM
 P-Mentor - Aircraft Flight Manual Page S04-8

6. WEIGHT AND BALANCE

Refer to the basic AFM, Section 6 – Weight and Balance.

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S04 – KN63 DME SYSTEM
 P-Mentor - Aircraft Flight Manual Page S04-9

7. AIRFRAME AND SYSTEMS DESCRIPTION

7.1. KN63 UNIT

The KN 63 is a remote mounted, 200 channel TSO'd DME employing the latest state of
the art solid-state transmitter and large scale integrated circuit (LSI) technology.

Touching the DME box on G3xt is possible to select the NAV frequency to be followed.
The effective range of the KN 63 DME depends on many factors; most important being
the altitude of the aircraft. When the aircraft is on the ground, the KN 63 usually will not
receive DME stations due to line-of-sight signal limitations. Other contributing factors to
the DME's effective range are the ___location and altitude of the ground transmitter,
transmitter power output, and the degree of maintenance of the ground facility.

The distance measured by the KN 63 is slant-range distance (measured on a slant from

aircraft to ground station) and should not be confused with actual ground distance.
The difference between ground distance and slant-range distance is smallest at low
altitude and long range. These differences may differ considerably when in close
proximity to a VOR/DME facility.
However, if the range is three times the altitude or greater, this error is negligible.
In order to obtain accurate ground distance and time-to-station, the aircraft must be
tracking directly to or from the station.

7.2. ANTENNA INSTALLATION

The DME receiver (KN63) and GAD43e are installed under baggage compartment in
the tail cone. The DME antenna is Comant CI 105-16 and it is installed under the
fuselage, in the middle of it on the right side.

Figure S04-2 – CI-105-16 DME Antenna

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S04 – KN63 DME SYSTEM
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8. AIRCRAFT CARE AND MAINTENANCE

Refer to the basic AFM, Section 8 – Aircraft Care and Maintenance.

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S04 – KN63 DME SYSTEM
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S05
LANDING GEAR
EXTRACTION
SIMULATION

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S05 – LANDING GEAR
EXTRACTION SIMULATION
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1. RECORD OF REVISION

Ed Revised Description Approval

/ pages of Revision
Rev
Ed. 1 - First issue Approved under the
Rev. 0 authority of DOA ref.
EASA.21J.335
(MOD2002/245.220606)

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EXTRACTION SIMULATION
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EXTRACTION SIMULATION
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Section Pages Edition / Revision

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EXTRACTION SIMULATION
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EXTRACTION SIMULATION
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INDEX

1. GENERAL ......................................................................................................... 3
1.1. INTRODUCTION .................................................................................. 3

2. LIMITATIONS .................................................................................................... 4

3. EMERGENCY PROCEDURES ......................................................................... 5

4. NORMAL PROCEDURES ................................................................................. 6

5. PERFORMANCE ............................................................................................... 7

6. WEIGHT AND BALANCE ................................................................................. 8

7. AIRFRAME AND SYSTEMS DESCRIPTION ................................................... 9

7.1. LANDING GEAR SIMULATOR SYSTEM ........................................... 9

8. AIRCRAFT CARE AND MAINTENANCE ......................................................... 12

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EXTRACTION SIMULATION
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EXTRACTION SIMULATION
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1. GENERAL

1.1. INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with Landing Gear Extraction Simulator (MOD
2002/245).

This supplement must be attached to the Airplane Flight Manual; the information
contained herein supplements the basic AFM. For limitations, procedures and
performance information not contained in this supplement consult the basic approved
Airplane Flight Manual.

The information contained in this supplement must be considered to override the EASA
approved Aircraft Flight Manual where there is any conflict between the supplement and
the manual.

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S05 – LANDING GEAR
EXTRACTION SIMULATION
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2. LIMITATIONS

Refer to the basic AFM, Section 2 – Limitations.

EASA Approved 1st Edition - Rev. 0

Section 9 – SUPPLEMENTS
S05 – LANDING GEAR
EXTRACTION SIMULATION
 P-Mentor - Aircraft Flight Manual Page S05-5

3. EMERGENCY PROCEDURES

Refer to the basic AFM, Section 3 – Emergency Procedures.

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S05 – LANDING GEAR
EXTRACTION SIMULATION
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4. NORMAL PROCEDURES

Refer to the basic AFM, Section 4 – Normal Procedures.

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S05 – LANDING GEAR
EXTRACTION SIMULATION
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5. PERFORMANCE

Refer to the basic AFM, Section 5 – Performance.

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S05 – LANDING GEAR
EXTRACTION SIMULATION
 P-Mentor - Aircraft Flight Manual Page S05-8

6. WEIGHT AND BALANCE

Refer to the basic AFM, Section 6 – Weight and Balance.

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S05 – LANDING GEAR
EXTRACTION SIMULATION
 P-Mentor - Aircraft Flight Manual Page S05-9

7. AIRFRAME AND SYSTEMS DESCRIPTION

7.1. LANDING GEAR SIMULATOR SYSTEM

The landing gear extraction simulator is controlled by the LG control knob located on the
instrument panel.

The Landing Gear indication system is electrical and it is composed by the following
main components:
a. 3 Leg position lights (green light);
b. 1 Transition light (red light)

The three green lights, to simulate the real behavior of a landing gear system,
illuminate only when the respective gear is “down-locked” while the red light indicates
the gear is in transit “up” or “down”.
To simulate a real landing gear, the landing gear simulator system is equipped with a
timer which controls the sequence of lights. There are basically two different situations:
 In flight condition, with landing gear Up all the lights are OFF. Pushing the
control knob DOWN is possible to simulate the landing gear extension and
the red light will illuminate. After 10 seconds the three green lights will
illuminate and at the same time the red light will extinguish;
 On ground, with the landing gear DOWN the red light is OFF while the three
green lights are ON. After take-off, pushing the control knob UP is possible
to simulate the landing gear retraction. The red light will illuminate and after
10 seconds all the lights will extinguish.

A warning horn alerts the pilot when the Landing Gear control knob is in UP position
and the throttle lever and/or flaps are respectively set to IDLE and to LAND position.

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EXTRACTION SIMULATION
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8. AIRCRAFT CARE AND MAINTENANCE

Refer to the basic AFM, Section 8 – Aircraft Care and Maintenance.

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S05 – LANDING GEAR
EXTRACTION SIMULATION
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S07
GTR 225A UNIT

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S07 - GTR 225A UNIT
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1. RECORD OF REVISION

Ed Revised Description Approval

/ pages of Revision
Rev
Ed. 1 - First issue Approved under the
Rev. 0 authority of DOA ref.
EASA.21J.335
(MOD2002/256.220705)

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S07 - GTR 225A UNIT
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2. LIST OF EFFECTIVE PAGES

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Section Pages Edition / Revision

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INDEX

1. GENERAL ......................................................................................................... 3
1.1. INTRODUCTION .................................................................................. 3

2. LIMITATIONS .................................................................................................... 4

3. EMERGENCY PROCEDURES ......................................................................... 5

3.1. ELECTRICAL SYSTEM ………………………………………………….. 5

4. NORMAL PROCEDURES ................................................................................. 6

5. PERFORMANCE ............................................................................................... 7

6. WEIGHT AND BALANCE ................................................................................. 8

7. AIRFRAME AND SYSTEMS DESCRIPTION .................................................... 9

7.1. GTR 225 UNIT .................................................................................... 9
7.2. SELECTING A COM FREQUENCY ……………………………………. 10
7.3. DISPLAY BRIGHTNESS ……………………………………………….. 11
7.4. DISPLAY CONTRAST …………………………………………………... 11
7.5. ANTENNA INSTALLATION ……………………………………………. 12

8. AIRCRAFT CARE AND MAINTENANCE ......................................................... 13

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1. GENERAL

1.1. INTRODUCTION
This section contains supplemental information to operate, in a safe and efficient
manner, the aircraft when equipped with GTR 225A Unit (MOD2002/256).

Figure S07-1 - GTR 225A Unit

Refer to 190-01182-00 Pilot’s Guide, last issue, for additional

information about this equipment.

This supplement must be attached to the Airplane Flight Manual; the information
contained herein supplements the basic Airplane Flight Manual. For limitations,
procedures and performance information not contained in this supplement consult the
basic approved Airplane Flight Manual.

The COM radio GTR 225A is installed on the cockpit instrument panel.

The GTR 225A is connected to the aircraft electrical system by means of one circuit
breaker labelled “COM2” linked to the avionic bus.

To power ON the GTR 225A, turn the Power/COM Volume/Squelch knob clockwise
past detent.
To power OFF the unit turn the same knob in the counter-clockwise direction.

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2. LIMITATIONS

Refer to the basic AFM, Section 2 – Limitations.

EASA Approved 1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S07 - GTR 225A UNIT
 P-Mentor - Aircraft Flight Manual Page S07-5

3. EMERGENCY PROCEDURES

3.1 ELECTRICAL SYSTEM

3.1.1 Loss of Avionic Bus

The loss/failure of avionic bus will be recognized with the simultaneous loss of the following
equipment:

Table 3-1 – Loss of Avionic Bus

MFD COM 2 - -

1. Avionic Master switch …………………...………. SET OFF

2. Continue flight with PFD in reversionary mode

Refer to the basic AFM, Section 3 – Emergency Procedures.

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4. NORMAL PROCEDURES
Normal operating procedures are described on GARMIN GTR225A Pilot’s guide.

NOTE GARMIN GTR225A Pilot’s guide must be carried on board the

airplane at all times.

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S07 - GTR 225A UNIT
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5. PERFORMANCE

Refer to the basic AFM, Section 5 – Performance.

1stEdition - Rev. 0

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S07 - GTR 225A UNIT
 P-Mentor - Aircraft Flight Manual Page S07-8

6. WEIGHT AND BALANCE

Refer to the basic AFM, Section 6 – Weight and Balance.

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S07 - GTR 225A UNIT
 P-Mentor - Aircraft Flight Manual Page S07-9

7. AIRFRAME AND SYSTEMS DESCRIPTION

7.1. GTR 225A UNIT

The GTR 225A provides a powerful VHF communications transceiver in a small
footprint.

The GTR 225A controls are comprised of dual concentric knobs for frequency tuning,
COM volume/ knob and bezel keys.

Figure S07-2 – GTR 225A Front Panel Description

The main features of the device are listed below:

 Power ON/OFF/Volume COM Knob
 Photocell
 Switch Active/Stand By frequency
 Double Knobs frequency selector
 Enter softkey
 Clear softkey
 Fixing screw
 COM softkey

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S07 - GTR 225A UNIT
 P-Mentor - Aircraft Flight Manual Page S07-10

7.2. SELECTING A COM FREQUENCY

New frequencies are first selected as a standby frequency and then toggled to them
active side with the FLIP/FLOP key. While viewing the standby frequency display, use
the LARGE and SMALL knobs on the right side of the GTR 225A to select the desired
frequency.
COM Frequency Selection
1. Press C/N to reach the COM radio function. The COM annunciator on the top line
of the display will show
2. Turn the LARGE knob to change the values in one MHz increments.
3. Turn the SMALL knob to change the values in 25 kHz or 8.33 kHz increments.
4. Turn the LARGE and SMALL knobs clockwise to increase and counterclockwise
to decrease the frequency values. Standby frequency selection is not inhibited
during transmit.
5. When connected to a position source, the nearest station identifier will be shown
for the selected frequency.
6. Press and release the FLIP/FLOP key to toggle the standby frequency to the
active frequency.

Figure S07-3 – COM Frequency Selection

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S07 - GTR 225A UNIT
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7.3. DISPLAY BRIGHTNESS

From the factory, the GTR 225A automatically adjusts its display brightness for the
current lighting conditions. A small sensor on the display is used for this function. A
manual adjustment is available for controlling the brightness level of the display as an
offset from the normal or zero position.
The GTR 225A will either control dimming based on the photocell or the lighting bus.
This is set in configuration mode during installation and is not selectable by the pilot.
1. Press FUNC
2. Turn the LARGE knob to SYS FUNCTION
3. Turn the SMALL knob to view the Display Brightness function.
4. Press ENT
5. Turn the SMALL knob to set the value
6. Press ENT to save selected value

Figure S07-5 – Display Brightness Page

7.4. DISPLAY CONTRAST

The display contrast has a range from -50 (low) and 50 (high) with 0 as the default. The
range can be adjusted using the SMALL knob.
1. Press FUNC
2. Turn the LARGE knob to SYS FUNCTION
3. Turn the SMALL knob to view the display
4. Press ENT
5. Turn the SMALL knob to set the value
6. Press ENT to save selected value

Figure S07-6 – Display Contrast Page

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S07 - GTR 225A UNIT
 P-Mentor - Aircraft Flight Manual Page S07-12

7.5. ANTENNA INSTALLATION

The Comant CI 292-2 antenna is placed on the fuselage lower skin in correspondence
of the longitudinal plane of A/C.

Figure S07-7 – Comant CI 292-2 antenna

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S07 - GTR 225A UNIT
 P-Mentor - Aircraft Flight Manual Page S07-13

8. AIRCRAFT CARE AND MAINTENANCE

Refer to the basic AFM, Section 8 – Aircraft Care and Maintenance.

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S08
AFMS FOR ARGENTINE AIRCRAFT

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S08 –AFMS FOR ARGENTINE AIRCRAFT
 P-Mentor - Aircraft Flight Manual Page i

1. RECORD OF REVISION

Ed / Revised pages Description of Approval

Rev Revision
Ed. 1 - First issue Approved under the
Rev. 0 authority of DOA
ref. EASA.21J.335
(MOD2010/282.230109

1st Edition - Rev. 0

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S08 –AFMS FOR ARGENTINE AIRCRAFT
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2. LIST OF EFFECTIVE PAGES

Edition 1, Rev 0 ..................... January 09, 2023

Section Pages Edition / Revision

Section 0 All 1st Edition - Rev. 0
Section 1 All 1st Edition - Rev. 0
Section 2 All 1st Edition - Rev. 0
Section 3 All 1st Edition - Rev. 0
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INDEX

1. GENERAL ................................................................................................................. 3
1.1. INTRODUCTION ....................................................................................................... 3
2. LIMITATIONS ........................................................................................................... 4
2.1. LIMITATION PLACARDS ......................................................................................... 4
3. EMERGENCY PROCEDURES.................................................................................. 5
4. NORMAL PROCEDURES ......................................................................................... 6
5. PERFORMANCE ...................................................................................................... 7
6. WEIGHT AND BALANCE ......................................................................................... 8
7. AIRFRAME AND SYSTEMS DESCRIPTION ............................................................ 9
7.1 EXTERNAL PLACARDS ............................................................................................. 9
7.2 INTERNAL PLACARDS ............................................................................................ 10
7.3 OPTIONAL EQUIPMENT PLACARDS ...................................................................... 11
8. AIRCRAFT CARE AND MAINTENANCE................................................................ 12

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S08 –AFMS FOR ARGENTINE AIRCRAFT
 P-Mentor - Aircraft Flight Manual Page S08-3

1. GENERAL
1.1. INTRODUCTION

This section contains supplemental information to operate, in a safe and efficient manner,
the aircrafts delivered in Argentina in accordance with Argentina Local Authority
requirements (MOD2002/282).

This supplement must be attached to the Airplane Flight Manual; the information
contained herein supplements the basic Airplane Flight Manual. For limitations,
procedures and performance information not contained in this supplement consult the
basic approved Airplane Flight Manual.

The information contained in this Supplement must be considered to override the EASA
approved Aircraft Flight Manual where there is any conflict between the supplement and
the manual.

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S08 –AFMS FOR ARGENTINE AIRCRAFT
 P-Mentor - Aircraft Flight Manual Page S08-4

2. LIMITATIONS
Refer to basic AFM, Section 2 – Limitations.

In addition, consider the following limitations:

2.1. Limitation placards

2.1.1. No smoking placard

On the left hand side of the instrument panel the following placard is placed reminding the
observance for “no smoking”:

2.1.2. Baggage compartment placard

Behind the baggage compartment door, the following placard is placed:

2.2. Kinds of Operations

For each kind of operation in Argentina, airplane must have installed and operative the
equipment required by applicable RAAC.

EASA Approved 1st Edition - Rev. 0

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S08 –AFMS FOR ARGENTINE AIRCRAFT
 P-Mentor - Aircraft Flight Manual Page S08-5

3. EMERGENCY PROCEDURES
Refer to basic AFM, Section 3 – Emergency Procedures.

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S08 –AFMS FOR ARGENTINE AIRCRAFT
 P-Mentor - Aircraft Flight Manual Page S08-6

4. NORMAL PROCEDURES
Refer to basic AFM, Section 4 – Normal Procedures.

1st Edition - Rev. 0

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S08 –AFMS FOR ARGENTINE AIRCRAFT
 P-Mentor - Aircraft Flight Manual Page S08-7

5. PERFORMANCE
Refer to the basic AFM, Section 5 – Performance.

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S08 –AFMS FOR ARGENTINE AIRCRAFT
 P-Mentor - Aircraft Flight Manual Page S08-8

6. WEIGHT AND BALANCE

Refer to the basic AFM, Section 6 – Weight and Balance.

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S08 –AFMS FOR ARGENTINE AIRCRAFT
 P-Mentor - Aircraft Flight Manual Page S08-9

7. AIRFRAME AND SYSTEMS DESCRIPTION

Refer to the basic AFM, Section 7 – Airframe and Systems Description except for the
following placards.

7.1 EXTERNAL PLACARDS

External Power Receptacle

No Step Placard

Fuel Placards

Canopy External Placard

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7.2 INTERNAL PLACARDS

ELT Placard

Hammer Placard

Canopy Internal Placards

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Safety Equip. Location Placard

Oil dipstick level Placard

7.3 OPTIONAL EQUIPMENT PLACARDS

Parachute system Placards

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8. AIRCRAFT CARE AND MAINTENANCE

Refer to the basic AFM, Section 8 – Aircraft Care and Maintenance.

1st Edition - Rev. 0

Section 9 - SUPPLEMENTS
S08 –AFMS FOR ARGENTINE AIRCRAFT