Tecnam P2006T Standard Procedures

FTO BARTOLINI AIR
STANDARD OPERATING PROCEDURES

TECNAM P2006T
PROCEDURES IN THIS DOCUMENT ARE BASED ON TECNAM P2006T AFM EDITION 3 REV 1
DATE OF ISSUE: 11.10.2014

BARTOLINI AIR SOP P2006T
INDEX
1. GENERAL INFORMATION
2. LIMITATIONS
3. NORMAL CHECKLIST
4. NORMAL PROCEDURES
BEFORE ENGINE START
ENGINE START
TAXI
RUN UP
TAKE-OFF BRIEFING & PROCEDURES BEFORE TAKE-OFF
TAKE-OFF
DECISION MAKING DURING TAKE-OFF FAZE
CRUISE PROCEDURES
LANDING PREPARATION (APPROACH BRIEFING) PRECISION APPROACH
NON-PRECISION APPROACH
CIRCLE TO LAND PROCEDURE
GO AROUND (MISSED APPROACH)
AFTER LANDING
AFTER VACATING
5. TRAFFIC PATTERN PROCEDURES
6. EMERGENCY CHECKLIST
NORMAL PROCEDURES CHECKLISTS
EMERGENCY CHECKLISTS CAUTION ALERTS
EMERGENCY CHECKLISTS OTHER
EMERGENCY CHECKLISTS WARNING ALERTS
EMERGENCY CHECKLISTS ONE ENGINE OUT PROCEDURES
EMERGENCY CHECKLISTS FIRES
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1. GENERAL INFORMATION
This document contains operational procedures that are mandatory for all pilots and stuff flying for
FTO Bartolini-Air on Tecnam P2006T.
Instructors, ground staff as well student pilots and other members of Bartolini-Air are allowed to
give any suggestions, propose corrections and improvements for this publication.
This document contains English phraseology. This is due to training reasons. During flight operations
standard phrases are used, in this document it is written in capital bold italic letters- "CALL OUTS.
Each pilot who is entitled to be planes PIC, is obliged to check technical condition of the aircraft
and confirm that by putting adequate signature in Aircraft Technical Log (PDT).
Procedures stated in this document are only supplementary to Normal Procedures (Chapter 4 AFM)
and Emergency Procedures (Chapter 3 AFM), they shouldnt be use instead of them.
INTENTIONALLY BLANK
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2. LIMITATIONS
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MAXIMUM TAKEOFF WEIGH OF TECNAM P2006T SP-DZW IS 1180 kg.

MAXIMUM TAKEOFF WEIGH OF TECNAM P2006T SP-MEP IS 1230 kg.
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AIRSPEED INDICATOR MARKINGS
AIRSPEEDS FOR NORMAL OPERATIONS
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CHARACTERISTIC AIRSPEEDS WITH ONE ENGINE INOPERATIVE
INTENTIONALLY BLANK
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EQUIPMENT LIST
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3. Normal Checklists
1. Checklists stated in this document, are based on original Checklists form TECNAM P2006T AFM
edition 3 rev 1 (Chapters 3 and 4). There are few differences between AFM and SOP checklists, but it
is essential that every step (and correct order) from AFM is in SOP. Due to training, safety and
practical reasons, original checklist were divided into more stages, and few additional items were
added. In case of any doubts, or issuing new AFM, it is compulsory to follow procedures from AFM!
2. All Checklists should be initiated by calling ex. TAXI CHECKLIST.
3. If all steps were performed correctly and the checklist is finished, You should call ex. TAXI CHECKLIST
COMPLETED.
4. If some procedures take a long time, there is a possibility to withhold the checklist. For example
when the checklist will be finished after setting the flaps for landing during FINAL CHECK: STANDING
BY FOR VISUAL CONTACT THEN SET FLAPS FOR LANDING. In this situation after setting flaps for
landing, the checklist should be finished by: FLAPS SET FOR LANDING FINAL CHECK COMPLETED.
5. Checklists marked with the thick vertical line on the left should be memorized. During one-man crew
flights you should omit reading the checklist when your attention is used for observing the situation
around the aircraft and the instrument panel ("CLIMB CHECKLIST", "FINAL CHECKLIST"). But even
than you should use memorized checklists..
6. In AFM of Tecnam P2006T, manufacturer uses many times names as GENERATOR, ALTERNATOR (ALT)
and FIELD, what can lead to misunderstandings. P2006T has 2 alternators, one per each engine.
Name GENERATOR (similar ALTERNATOR) is used in general as a device that generates electricity
from mechanical energy via electromagnetic induction. Field is !!!!!!!!!!!!
INTENTIONALLY BLANK
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NORMAL PROCEDURES CHECKLISTS
PREFLIGHT CHECKS
If ignition switches are turned ON, a propeller movement can cause the engine starting with consequent hazard for
people nearby.
Visual inspection is defined as follows: check for defects, cracks, de-lamination, excessive play, unsafe or improper
installation as well as for general condition, presence of foreign objects, slippage markers etc. For control surfaces, visual
inspection also involves additional check for freedom of movement. Always check the ground in the area of the aircraft for
evidence of fuel, oil or operating fluids leakages.
AIRCRAFT WALK-AROUND
To perform the aircraft walk-around, carry out the checklists according to the pattern shown in Figure 1.
FIGURE 1
1. Pilot door and cockpit/cabin inspection
Check door for integrity. Check Landing Gear Lever down. Turn ON the Master Switch and check Stall Warning switch
for operation and condition; check lighting of Landing/Taxi/Nav/Strobe lights, check fuel gauges for quantity, then turn OFF
the Master Switch. Check aircraft documents, Check Flight Controls FREE. Check fire extinguisher lock. Passenger Briefing
Complete.
2. Left main landing gear
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Check fuselage skin status, tire status (cuts, bruises, cracks and excessive wear), slippage markers integrity, gear
structure and shock absorber, hoses, gear door attachments and gear micro-switches. There should be no sign of hydraulic
fluid leakage.
3. Wheel chock
Remove if employed
4. Propeller and spinner

The propeller blades and spinner should be free of cracks, nicks, dents and other defects and should rotate freely.
Check fixing and lack of play between blades and hub.
5. Left engine nacelle

Perform following inspections:
a) Check the surface conditions.
b) Nacelle inlets and exhausts openings must be free of obstructions. If inlet and outlet plugs are installed, they
should be removed.
c) Check radiators. There should be no indication of leakage of fluid and they have to be free of obstructions.
d) Only before the first flight of a day:
(1) Verify coolant level in the expansion tank, replenish as required up to top (level must be at least 2/3 of
the expansion tank).
(2) Verify coolant level in the overflow bottle through the slot under the nacelle: level must be between
min. and max. mark. Replenish if required removing the upper cowling; after that, install up-per cowling
checking for interferences with radiators
(3) Turn the propeller by hand to and fro, feeling the free rotation of 15or 30 before the crankshaft starts
to rotate. If the propeller can be turned between the dogs with practically no friction at all further
investigation is necessary. Turn propeller by hand in direction of engine rotation several times and observe
engine for odd noises or excessive resistance and normal compression.
e) Check oil level and replenish as required. Prior to oil check, switch off both ignitions circuits and turn the propeller
by hand in direction of engine rotation several times to pump oil from the engine into the oil tank, or let the engine
idle for 1 minute. This process is finished when air is returning back to the oil tank and can be noticed by a murmur
from the open oil tank. Prior to long flights oil should be added so that the oil level reaches the max mark.
f) Drain off Gascolator for water and sediment (drain until no water comes off). Then make sure drain valve is closed.
g) Check drainage hoses clamps
h) Verify all parts are fixed or locked.
i) Verify all inspection doors are closed.
6. Air induction system

Check engine air inlet for integrity and correct fixing. The air intake filter must be free of obstructions.
7. Left fuel tank

Check that the refueling port cap is properly secured, then perform the fuel tank sump drainage operating the
related valve which, after operation, must be checked closed. Fuel must checked for water and sediment. Verify the tank
vent outlet is clear.
8. Landing and taxi lights

Visual inspection.
9. Left wing leading edge

Visual inspection. Check cabin ventilation inlet and carburetor heating inlet for condition and free of obstruction.
Check stall strip.
10. Left wing top and bottom panels

Visual inspection.
11. Left winglet, nav and strobe lights, static discharge wick
Check for integrity and fixing.
12. Left aileron and balance mass
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Visual inspection, remove tie-down devices and control locks if employed.
13. Left Flap and hinges

Visual inspection
14. Left static port

Remove protective cap Visual inspection
15. Antennas
Check for integrity
16. Gear pump, external power and battery compartment

Check emergency landing gear extension system pressure (low pressure limit: 20 bar), external power and battery
compartments closure.
17. Horizontal and vertical empennage and tabs. Static discharge wicks.
Check the actuating mechanism of control surfaces and the connection with related tabs. Check wicks for integrity.
Remove tie-down device if employed.
18. Stabilator leading edge

Check for integrity
19. Fuselage top and bottom skin

Visual inspection
20. Right static port

Remove protective cap Visual inspection
21. Right Flap and hinges

Visual inspection
22. Right aileron and balance weight

Visual inspection, remove tie-down devices and control locks if employed.
23. Right winglet, nav and strobe lights, static discharge wick
Check for integrity and fixing and lighting
24. Right wing top and bottom panels

Visual inspection
25. Right wing leading edge

Visual inspection. Check cabin ventilation inlet and carburetor heating inlet for condition and free of obstruction.
Check stall strip.
26. Right fuel tank

Check that the refueling port cap is properly secured, then perform the fuel tank sump drainage operating the
related valve which, after operation, must be checked closed. Fuel must checked for water and sediment. Verify the tank
vent outlet is clear.
27. Propeller and spinner:

The propeller blades and spinner should be free of cracks, nicks, dents and other defects and should rotate freely.
Check fixing and lack of play between blades and hub.
28. Right engine nacelle

Apply check procedure reported in the walk-around station 5 and 6
29. Passenger door and cabin
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Check door for integrity. Check safety belts for integrity and baggage for correct positioning and fastening. Check
ditching emergency exit safety lock. Check passengers ventilation ports for proper setting.
30. Right main landing gear

Apply check procedure reported in the walk-around Station 2
31. Wheel chock

Remove if employed
32. Bottom fuselage antennas

Check for integrity
33. Right cabin ram-air inlet

Visual inspection
34. Right Pitot tube

Remove protective cap and check for any obstruction
35. Nose landing gear

Check tire status (cuts, bruises, cracks and excessive wear),slippage markers integrity, gear structure and retraction
mechanism, shock absorber and gear doors attachments. There should be no sign of hydraulic fluid leakage.
36. Radome
Check for integrity
37. Radome access door

Visual inspection
38. Left Pitot tube

Remove protective cap and check for any obstruction
39. Left cabin ram-air inlet

Visual inspection
Avoid blowing inside Pitot-tube and inside airspeed indicator system's static ports as this may damage instruments.
INTENTIONALLY BLANK
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The following checklist should be used when flying SP-DZW
The following checklist should be used when flying all other P2006T other than SP-DZW
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4. NORMAL PROCEDURES
TAKING YOUR PLACE IN THE CABIN
You can enter the plane via doors in the front left side of the fuselage. After closing them, put your
seat in position that will allow you free movement, and ensure that all switches, levers and knobs are
within range of your arms.
Wearing a seatbelt is mandatory upon starting the engines. Check if all the people on board have
their seatbelts on, and ensure that they have been instructed how to act in an emergency (especially
evacuation).
CAUTION
G 950 should be operated with your right hand only (except NAV freq), using knobs and switches on
both screens.
BEFORE ENGINE START

First ensure that preflight check has been done.
Remember, that on controlled airfield, youre obliged to obtain startup clearance (dont forget to
advise your position!). Normal order of ATC is as follows: ATIS->DELIVERY->GROUND. First You should
listen to ATIS information, then (if the weather is good enough to fly) contact DELIVERY for clearance, by
acknowledging received ATIS info and your position (sometimes QNH). Clearance has to be repeated
FULLY in the same order as ATC gives you that. Afterwards ATC will switch you to GROUND for startup.
You need to know, that on smaller airports with low traffic, functions of mentioned ATC organs are
transferred to TOWER. So in ex weather information will be given to you by human, not machine. Then
youre obliged to readback: runway in use, TL (if given), and QNH. Whenever you will receive new QNH,
you have to select in on altimeter just after!
However if your position is outside TWR/ATC responsibility area (like Bartolini stands, and hangars)
startup clearance is not required. So whenever youre ready call out BEFORE ENGINE START CHECKLIST
(weather and clearance for the flight will be discussed later on).
BEFORE ENGINE START

Preflight check COMPLETED
Parking brake SET
Flight controls CHECK
Doors CLOSED
Seats, seatbelts ADJUSTED
Throttle friction SET
Landing Gear DOWN
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Master ON
Nav. Light ON
Fuel quantity CHECK
On controlled airfield:
PFD, Audio panel breakers IN
WX info OBTAIN
Flight clearance OBTAIN
Startup clearance OBTAIN
PFD, Audio panel breakers OUT

Flaps UP
Fuel selectors CHECK
LH&RH Field OFF
LH&RH Avionics OFF
LH&RH Cross Bus OFF
LH&RH Throttle IDLE
LH&RH Carb Heat OFF
LH&RH Prop levers FORWARD
LH&RH Choke DOWN (cold eng)
ENGINE START
You should start right engine first (safety issues <= think what kind?).
Concerning lights on the plane. Whenever inside, you should have NAV lights turned on. Before
startup youre obliged to pass hand signals to ground staff, and turn beacon light on. Unfortunately
Tecnam doesnt have BCN, thats why were using strobe lights to let everybody know that airplane is
starting its engines. Whenever startup is completed STROBE lights should be selected off not to blind
anybody around.
ENGINE START
Strobes ON
Start Relay Breaker IN
(Right) Engine Ignition BOTH ON
(Right) Fuel Pump ON & 4 PSI
(Right) Prop Area CLEAR
(Right) Engine START
(Right) Oil Pressure CHECK
(Right) Field ON
(Right) Cross Bus ON
(Right) Amps, Volts CHECK
(Right) RPM 1000
(Right) Choke UP (RPM adjust)
(Right) Fuel Pump OFF
Repeat all (Right) items of engine start procedure for (Left) Engine
ERB Light (SP-MEP only) CHECK OFF
If the ambient and engine temperature requires using choke for startup, remember to keep
RPMs at 1000 when selecting choke to off position (one hand on choke, second on throttle, eyes on
RPM!).
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CAUTION
Before starting each engine you have to:
give hand signals to ground stuff (to be found in ICAO Annex 2) in ex to Duty officer,
shout laud LEFT/RIGHT PROP CLEAR ensuring that nobody is in the prop vicinity.
Wait for oil pressure (and always confirm its rise):
up to 10 seconds in high temperatures,
up to 30 seconds in very low temperatures (wintertime).
If no oil pressure indicated after this time elapsed, immediately shut the engine down by
switching ENGINE IGNITIONS OFF!!
TAXI
Before starting taxi you should check all necessary systems as described in BEFORE TAXI
CHECKLIST:
BEFORE TAXI
All Breakers IN CHECK
LH&RH Avionics ON
Strobes OFF
Alerts Warnings & MFD CHECK
Audio Panel, COM, NAV ON & SET
Fire detector CHECK
Autopilot master ON
WX, Flight Clearance OBTAIN
XPDR code & GND SET
AHRS (No crosses) CHECK
Fuel Selectors CROSSFEED
L&R Fuel press MONITOR
L&R Oil Temp MIM YELLOW
This is latest moment when you should switch strobes off. Autopilot even if unnecessary should stay on and
armed. For weather and ATC Clearance you should act as described before. To go on with checklist you
need to have at least weather information on board, clearance can be obtained later on (after run up
check), Transponder code if not specified by ATC should be entered as default accordingly to flight rules
stated in your flight plan.
To start taxi (or to be more precise to use more power than 1200RPM) engine has to be warmed up. That
means having CHT on green band, and oil temperature/coolant at least on yellow.
When you are ready for taxi, next checklist should take place (MEMORIAL!!):
TAXI (Clearance obtained)

Taxi clearance OBTAIN
Off Block Time NOTE
Taxi Light ON
Brakes OFF & TEST
Flight Instruments CHECK
At the beginning you have to ask for taxi clearance, and after reading it back, note off block time.
Then call out TAXI CHECKLIST which you have to know by heart (solid line on the margin always indicates
memorial checklist). First action when plane starts to roll is brakes check. If youre flying with an
instructor or any other pilot, you should ask him to check his brakes by saying CHECK YOUR BRAKES.
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Flight instruments check involves: artificial horizon, slide slip indicator, HSI, compass, and airspeed if
able.
If during taxi you will have to cross any other taxiway, or runway, it is compulsory to confirm clear way
by saying LEFT FREE, RIGHT FREE.
In case of taxi on grass airfield without designated taxiways, you have to pay attention for terrain
condition ahead. If needed you can try to change direction of taxi to see terrain better. On grass
surfaces it is recommended not to use taxi light during the day, because it leads to significant decrease
in its service life. During night, reduced visibilities and on controlled airfields, it is compulsory to use taxi
light. Dont forget as well to use strobe light when crossing any runway.
Whenever during taxi you need to stop, always use parking brake. When plane is not moving,
parking brake is selected turn taxi light OFF. In that way you will let everybody around know, that
youre not moving.
CAUTION
when plane starts to move try to use as less throttle as possible. It is strongly forbidden to taxi
by using throttle and applying brakes at the same time!! If you want to slow down first retract
the throttle, then apply brakes if still needed,
always keep upwind aileron deflection,
dont keep your feet on brakes all the time,
if you need to turn on multi engine plane (during taxi) do it according to actions: power
difference => rudder => brakes (KEEP THAT ORDER)
RUN UP
Run up check has to be done:
- before taxi if engines have correct temperatures, parameters and there is nobody around the plane,
vicinity is clear,
- not later than in holding point of your runway,
- remember to have parking brakes ON, and taxi light OFF.
CAUTION
Never execute RUN-UP CHECKLIST when plane is moving.
When ready, call RUNUP checklist:
RUN UP
Parking Brake SET
Taxi Light OFF
Engines Instruments CHECK
LH&RH RPM 1650
Both Eng Ignitions CHECK DROPS
Left Prop feathering CHECK (3x)
Right Prop feathering CHECK (3x)
Both Carb heats ON
LH&RH Throttle IDLE
Both Carb Heats OFF
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LH&RH RPM 1000
BEFORE TAKE OFF (TAKE-OFF BRIEFING)

In holding point of active runway you have to call out BEFORE TAKE OFF checklist. Remember to
have the weather and clearance for the flight already on board. If something is missing ask ATC. Dont
start this checklist without weather and clearance written down it will be needed during takeoff
briefing.
BEFORE TAKE OFF (Clearance, WX)
Left Fuel Selector LEFT TANK
Right Fuel Selector RIGHT TANK
L&R Fuel press MONITOR
Compass CHECK
Both Altimeters SET COMPARED
Alt & Heading Bugs SET
XPDR Code SET
Flaps T/O
Pitch & Rudder Trims SET
Take-Off Briefing COMPLETED
Takeoff briefing has to be done before each flight. Only one time when you can omit them is
when there was short stop on the ground, and weather has not changed. Briefing has to be initiated by
PIC and can be done:
before engine start if youve got ATC CLEARANCE,
after engine start if youve got ATC CLEARANCE,
in holding point before RUN UP CHECKLIST,
latest in holding point during BEFORE TAKE OFF CHECKLIST.
CAUTION
Never make TAKE-OFF BRIEFING during taxi.
In Take-off Briefing you have to focus on following details:

who is pilot flying,
what is your departure runway, its length, your takeoff run,
method of takeoff (full stop/rolling),
airplane configuration (flaps),
how will you act in case of engine failure before VR (and exactly value of that speed),
how will you act in case of engine failure after VR,
acceleration altitude (in our case it will be not lower than 200 above airport elevation, but this
issue should be discussed with an instructor! Because normal acceleration altitude is not less
than 400) at witch you will gain speed to blue line speed +5kt (85kt) what will allow to
reconfigure the plane for climb (flaps retraction if selected, engines etc.),
standard instrument departure (SID), or different clearance if was given by ATC (if you have to
perform SID the chart should be revised earlier e.g. after startup, theres no time for that just
before departure, so like in case of individual clearance given by ATC, only few closest steps
should be revised ask instructor what if not sure),
climb clearance (it could be initial climb clearance taken from Jeppesen plates, or altitude given
by ATC).
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At the and you have to ask your instructor, or any other pilot in the plane if everything is clear, and if
there are any questions to what you said. If no takeoff briefing is COMPLETED.
Should be like that:

Im the Pilot flying,
Runway in use ...... (29, 27, 15), it is ..m long, our takeoff run will be ..m,
Method Take-off .. (full stop, rolling),
Flaps (0 or for take-off),
Any Malfunction before VR we are aborting Take Off,
Any Malfunction after VR we are flying . (request Radar Vectors for ILS/DME Runway
, making standard Procedures for ILS Runway . , making left-hand (right-hand) Circuit
for Visual Approach for Runway )
Acceleration Altitude is . (200 ft AGL, after establish contact with (Warsaw
Approach),
Standard Instrument Departure is . (DEDOL 2G,.) After Take-off turning to
point . (ELEKA),
Initial climb to (FL 180),
ANY QUESTIONS???
Complete
During takeoff briefing you should use airport diagram chart, as well SID chart if needed.
You have to know that takeoff briefing is extremely important thing and always has to be done
with understanding all you said. For briefing you need to have weather report, because each time it has
to be adjusted to current conditions.
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LINE UP
After receiving line up clearance (or takeoff clearance), call Line Up checklist. Remember to ensure
that runway is free by looking around and confirm it by saying APPROACH SECTOR FREE.
LINE UP (TAKEOFF Time)

Parking Brake RELEASED
Runway & App Sector FREE
All external lights ON
Fuel Pumps ON
Transponder ALT
Pitot Heat AS REQ.
Alerts and Warnings NONE
To extend lifetime of Pitot heater, use it only if ambient temperature is below +5C, or icing is expected.
On the runway check if its heading is the same as on HSI and compass, confirm it with callout "RUNWAY
IDENTIFIED". Once again check engine parameters if they are within normal range.
INTENTIONALLY BLANK
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TAKEOFF
After receiving takeoff clearance:
write down takeoff time,
set takeoff power, check and confirm - "T/O POWER SET AND CHECKED",
release brakes (if full stop takeoff) and confirm - "BRAKES RELEASED",
check airspeed and confirm it rises - SPEED RISING,
at VR raise nose wheel at 510 cm previously saying - ROTATION",
after liftoff check if airplane is climbing (min. 500 ft/min), brake wheels and retract the
gear POSITIVE CLIMB GEAR UP,
TAKE OFF
All levers FORWARD
Engine Instruments GREEN
Rotate 64/65 KIAS
Climb POSITIVE
Brakes APPLY
Gear GEAR UP
Takeoff profile should look as follows:

Climb checklist
Set takeoff power

With pitch keep Vx speed
At 200 ft AGL Keep

85kts with pitch
Reduce pitch speed up to

85kt
Rotation & lift off at 64kt
Positive climb gear up
CLIMB SPEED Vx=>85 KIAS

Above 200 ft AGL
Manifold Pressure 27 INCHES
RPM 2250
Fuel Pumps OFF
Landing & Taxi Light OFF
Flaps UP
Take a look, actions on CLIMB checklist are described to do it clockwise starting from throttle.
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CAUTION
Till rotation airspeed (during takeoff run) you should keep your right hand on the throttle, being able to
close it in case of ANY malfunction. When passing this airspeed right hand should be moved to yoke to
make pitch control more efficient and accurate.
DECISION MAKING DURING TAKEOFF

In case of any symptoms of possible malfunctions before rotation, necessary actions as closing
throttles and aborting takeoff are required. Apply brakes immediately ensuring that wheels have got
sufficient grip and are not blocked. Few symptoms leading to abort takeoff are:
power loss,
no airspeed indications,
slower acceleration than usual what can lead to greater TOR.
ENGINE FIRE DURING TAKEOFF RUN

BEFORE ROTATION: ABORT TAKE OFF
1. Throttle Lever BOTH IDLE
2. Rudder Keep heading control
3. Brakes As required
With aircraft under control:
4. Fuel Selector BOTH OFF
5. Ignitions ALL OFF
6. Electrical fuel pump BOTH OFF
7. Cabin heat and defrost OFF
8. MASTER SWITCH OFF
9. Parking Brake ENGAGED
10. Aircraft Evacuation carry out immediately
IF THE DECISION IS TAKEN TO CONTINUE THE TAKEOFF:
1. Throttle Levers FULL POWER
2. Propeller Levers FULL FORWARD
3. Carburetor Heat Lever FULL FORWARD
4. Heading Keep control using rudder and ailerons
5. Attitude Reduce as appropriate to keep airspeed over 62 KIAS
6. Landing gear control lever UP
7. Flaps 0
8. Identify Engine
9. Inoperative engine - Propeller Lever FEATHER
10. Airspeed Vxse/Vyse as required
At safe altitude:
9. Cabin heat and defrost BOTH OFF
10. Fire affected engine Fuel Selector - Confirm and OFF
11. Fire affected engine Ignitions - Confirm and BOTH OFF
12. Fire affected engine Electrical fuel pump - Confirm and OFF
13. Fire affected engine FIELD - OFF
14. Land as soon as possible applying one engine inoperative landing procedure.
CAUTION
Always fallow taken decision!
CHANGING ONCE TAKEN DECIOSION ABOUT ABORTING TAKEOFF, USUALLY HAS TRAGIC
CONSEQUENCES
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EN-ROUTE PROCEDURES
For choosing engine cruise parameters always refer to AFM Chapter 5 Performances. However,
during training flights in Bartolini it is recommended to set power below 75% (it means RPM below 2200
best value is 2000, and MP=22).
CRUISE
Manifold Pressure 20-25 in.
RPM 2000-2100
Engines parameters CHECK
Trims ADJUSTED
Carb. Heat AS REQ
Fuel balance and cross.CHECK
REMEMBER
CRUISE CHECK should be done not less than every 15 min or after flight parameters/condition change
(heading, altitude, power setting)
TRANSITION FROM CLIMB TO LEVEL FLIGHT (AFTER TAKEOFF)

1000ft below cruising altitude - 1000 ft TO GO",
ROC/10 (ROC Rate Of Climb defined in ft) below cruising level start to lower the nose of the
aircraft,
after reaching cruising altitude gain speed to target for cruise and set the engines parameters
(MP & RPM),
trim the aircraft,
perform CRUISE CHECK.
Power reduce
1000ft TO GO
CRUISE CHECK
Normal climb
MP 27
RPM 2200
Start LEVELING OFF at
(ROC/10) below pitch
down
TRANSITION FROM DESCEND TO LEVEL FLIGHT

1000ft above target altitude 1000 ft TO GO",
if you decreased power settings to establish a descent, increase it to cruise parameters when
remaining altitude is ROD/10 (ROD Rate Of Descent),
after intercepting cleared altitude set desired manifold pressure and RPMs,
trim the plane,
make CRUISE CHECK.
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1000ft TO GO
At ROD/10 to go:
- cruise Power set,
- trim the plane. Level off
CRUISE CHECKLIST
TRANSITION FROM LEVEL FLIGHT TO CLIMB

set RPMs at 2250,
set throttle (MP) at 27 inHg,
climb with speed KIAS = 80-90 kts.
Set climb speed at 80-90kts

with pitch
Set 2250 RPM
Set MP 27
TRANSITION FROM LEVEL FLIGHT TO DESCEND

reduce MP to establish desired ROD,
adjust speed with pitch,
perform DESCENT CHECKLIST.
Start the descent by:
- reducing MP, or
- pitch down.
CALL: DESCENT FL (ALTITUDE).
DESCENT
Manifold Pressure AS DES.
RPM AS DES.
Airspeed BELOW Vno
Carb. Heat AS REQ.
Altimeter setting QNH
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REMEMBER
During the descent (from higher altitudes/flight levels) vapor lock can occur. This is caused by the fuel
pump system used in the plane. It is extremely important to observe fuel pressure gauges during all
long descents, and in case of lower indications turn electrical pumps on. Be prepared to execute LOW
PRESSURE checklist form AFM.
APPROACH BRIEFING
Before commencing the approach and landing, it is necessary to make an appropriate briefing of
the crew and configure the plane. That briefing should be done before each landing/approach except
reoccurring same landings/approaches on the same airport.
Approach briefing should be done after receiving current weather conditions, and should be
completed before reaching the IAF or traffic pattern. It is essential to understand, that you cannot
declare to ATC that you are ready for approach if approach briefing hasnt been completed!
Approach Briefing is initiated by Pilot Flying (PF). If it is possible, the best practice is to make this
briefing before commencing the descent to destination airfield.
All of the avionics and other systems should be already set correctly, to allow cross-check during
briefing.
Approach briefing should contain following information:

final destination airport (Country, city),
type of approach (Approach briefing for ...... ILS/DME, VOR, NDB, VISUAL),
runway in use (Runway .. 33, 11, 29),
number of approach chart (Chart Number 21-1),
data of chart validity (Effective from .. 20 Jan 07),
cross check that both crew members have the same chart (Is it the same Chart?),
name and frequency of main approach navaid (Localizer . WAS, frequency 109,9)
checking setting of NAV1 and NAV2,
final approach course (Final Approach Course is .. 328 Degrees) checking EFIS setting on both
sides and back-up ILS indicator,
altitude check point (Altitude Check .. over Outer Marker, Glide Slope distance is . 2010
feet),
minimum descend altitude (Decision Altitude/Height or Minimum Descent Altitude/Height is
..),
airport elevation (non-precision approach) or runway elevation (precision approach) (Airport
elevation is Runway elevation is..),
minimum safe altitude in approach sector and navaid (Minimum Sector Altitude in OKE VOR
is .. ),
missed approach procedure (read full approach chart instruction and checking setting of navaids
frequencies for missed approach procedure (Missed Approach Procedure is ..) clarify if with
present settings you are able to identify all segments,
Vertical & horizontal profile of the approach with focus on the points where you will change
plane configuration and call for checklists (Lateral profile is .., vertical profile is ..),
length and width of the runway used for landing (Runway .. ( 33, 11, 29) is meters long and
.. meter width),
11.10.2014 SOP-P06T-22
runway equipment used for approach:
HIRL - High Intensity Runway Lights,
CL - Center Line,
HIALS - High Intensity Approach Lights System,
SFL - Sequence Flash Lights,
PAPI -L 3,0 - Precision Approach Patch Indicator in left side 3 Degrees,
TDZ Touchdown zone lights,
RVR - Runway Visual Range Equipment,
speed that you will keep in descend (I will maintain speed during descent . Kts, what gives
..kts of groundspeed, what corresponds with ..fpm of descent),
at the very end we ask if all is understood and should we repeat something again
(Any questions, suggestions?)
Approach Briefing Completed
During the final approach it is advised to set the main navaid frequency on both available sets
(NAVs) if it is possible for a specific approach type (the way the approach is build).
When preparing the approach, you have to check if current weather is at or above specific
minimums, or in case of limited panel if you can commence that type of approach (ex. no DME
readings, or if you can execute LOC DME approach after G/S receiver failure).
APPROACH
Preparing your plane for landing, means to check fuel quantity, and call for APPROACH
CHECKLIST. Remember as written above, that approach briefing has to be finished BEFORE!
APPROACH (APP Clearance RECEIVED)

Approach Briefing DONE
Fuel Pumps ON
Landing & Taxi Light ON
Carb. Heat AS REQ.
Altimeter setting QNH & COMP.
Normal IFR flow with the checklist requires from you to first make approach briefing, then report
to the ATC that you are ready for approach, and after receiving appropriate clearance call out approach
checklist.
IFR = APP BRIEFING -> READY FOR APPROACH -> APP CLERANCE -> APP CHECKLIST
In normal VFR flight this checklist can be omitted, because all of significant items are repeated in
BEFORE LANDING CHECKLIST to be done on downwind.
11.10.2014 SOP-P06T-23
PRECISION APPROACH
As said before, Approach Checklist should be finished by commencing the approach. In specific
cases (shouldnt happen during your training) can be finished latest at stabilizing on final track.
Configurations changes that are supposed to be done on HSI/CDI gauge (Glide slope indications)
are as follow:
glide slope alive (2 dots deflection) SPEED CHECK BELOW 119KTS FLAPS FOR T/O,
glide slope at 1 dot deflection SPEED CHECK BELOW 122KTS GEAR DOWN.
glide slope at 0,5 dot deflection SPEED CHECK BELOW 93KTS FLAPS FULL.
Deflection means position of G/S indicator in relation to mid-point of instrument (GS captured).
Next comes the Before Landing Checklist. It should be done by reaching FAF, FAP, or on DOWNWIND
position in VFR flight.
BEFORE LANDING (Before FAF/FAP)
Speed <119 KIAS
Flaps T/O
Speed <122 KIAS
Gear DOWN
Fuel Pumps ON
Speed 85 KIAS
Carb. Heat AS DESIRED
Remember that starting your descent on final approach is allowed only if airplane is stabilized on
lateral profile you cant follow GS if plane is not on LOC! Stable approach means that LOC and GS is not
deflected more than half of scale. Greater deflections are a reason to go-around! In addition below
1000ft above elevation, your approach HAS TO BE STABLE. That means previously mentioned deflection,
and as well full landing configuration and VS < 1000fpm (if not mentioned during briefing).
For all types of approaches we use Flaps FULL as a standard for final descent. Using Flaps T/O for
final approach is not a mistake provided that it is confirmed and approved by instructor during approach
briefing.
Altimeter checkpoint (GS check) is a point marked by OM, or specific distance on DME (usually
close to 4NM final). Tolerance during ALT CHECK is 60ft, if:
current altitude is greater than 60ft, you should add this difference to your minimums,
current altitude is less than 60ft, your DA stays the same.
FINAL CHECK is to be done immediately after ALT CHECK. If no ALT CHECK in the approach it
should be done:
at 4NM final, or
at 1000ft above elevation, or
if 1000ft above elevation is lower than DA/MDA 500ft above minimums.
FINAL CHECK
Gear check DOWN ( 3 GREEN, NO RED)
Propeller FORWARD
Carb. Heat OFF
Flaps T/O or FULL *
* On FINAL CHECK you should only check if flaps are in correct position. The aircraft should be already in landing
configuration after commencing BEFORE LANDING CHECKLIST. Changing aircraft configuration once you are established after
passing FAF will destabilize your approach, so dont make it more difficult for you if you dont have to.
11.10.2014 SOP-P06T-24
Approaching Decision Altitude:
100ft above DA/(H) callout: ONE HUNDRED ABOVE,
At DA/(H) if following conditions occur:
have permanent contact with runway environment or runway lights,
landing configuration,
full stabilization,
you are sure of safe landing from current position,
callout: RUNWAY IN SIGHT - DECISION CONTINUE, if otherwise -> DECISION GO AROUND!.
FAP
reduce MP to initiate descent
FOLLOW THE GLIDE PATH
100ft ABOVE DA
ONE HUNDRED ABOVE
FINAL CHECKLIST
DA(H)
ALT CHECK
glide slope alive (2 dots
DECISION CONTINUE
deflection)
SPEED CHECK BELOW
119KTS FLAPS FOR
T/O
glide slope at 1 dot glide slope at 0,5 dot

deflection deflection
SPEED CHECK BELOW SPEED CHECK BELOW
122KTS GEAR DOWN 93KTS FLAPS FULL
NON-PRECISION APPROACH
APPROACH CHCEKLIST should be done before initiating approach for landing. In specific cases, latest
before stabilizing on final track for final approach (INBOUND TRACK).
Configuration change should take place after stabilizing on INBOUND TRACK, 1.5NM (or 30 seconds)
before reaching FAF :
SPEED CHECK BELOW 119KTS FLAPS FOR T/O,

SPEED CHECK BELOW 122KTS GEAR DOWN.
Execute Before Landing Checklist (your goal is to have fully configured plane for approach before
starting final descent passing FAF):
11.10.2014 SOP-P06T-25
BEFORE LANDING (Before FAF/FAP)
Speed <119 KIAS
Flaps T/O
Speed <122 KIAS
Gear DOWN
Fuel Pumps ON
Speed 85 KIAS
Carb. Heat AS REQ.
Passing FAF:
Timer ON,
SPEED CHECK BELOW 93KTS FLAPS FULL
Reduce MP to establish published and briefed ROD,
Monitor present position (alt vs dist checks if published) and verify => ABOVE/AT/BELOW
PATH,
Call for Final Check (memory items!) at
1000ft above elevation, or
if 1000ft above elevation is lower than MDA 500ft above minimums.
FINAL CHECK
Gear check DOWN (3 GREEN, NO RED)
Propeller FORWARD
Carb. Heat AS DESIRED
Flaps T/O or FULL *
* On FINAL CHECK you should only check if flaps are in correct position. The aircraft should be already in landing
configuration after commencing BEFORE LANDING CHECKLIST. Changing aircraft configuration once you are established after
passing FAF will destabilize your approach, so dont make it more difficult for you if you dont have to.
REMEMBER
Monitor present position (altitude VS time or distance) with help of the table on approach chart. Read
distance, altitude and verify at checkpoints ABOVE/BELOW PATH
REMEMBER
Initiating descent on final approach is allowed only when the aircraft is stabilized on TRACK. Stabilized
on track is defined when LOC/VOR is not deflected more than half of scale, in NDB approach max
difference of 5 from assigned INBOUND TRACK is considered as stabilized.
11.10.2014 SOP-P06T-26
FAF
Start timer
SPEED CHECK BELOW
Non CDFA
1.5NM before FAF 93KTS FLAPS FULL
SPEED CHECK BELOW Reduce MP to initiate descent
119KTS FLAPS FOR Check distance/time VS altitude
Before Landing checklist (should
T/O
already been done)
Visual with the runway => LAND

1000ft above ELEV (other
conditions written above)
Non-visual => CONTINUE TO MAPt
FINAL CHECKLIST
After reaching appropriate

speed
SPEED CHECK BELOW
122KTS GEAR DOWN MDA(H) MAPt
Visual => LAND
100ft ABOVE MDA(H)
Non-visual => GO AROUND
ONE HUNDRED ABOVE
FAF
Start timer
SPEED CHECK BELOW
CDFA
93KTS FLAPS FULL
1.5NM before FAF Reduce MP to initiate descent
SPEED CHECK BELOW Check distance/time VS altitude
Before Landing checklist (should
119KTS FLAPS FOR
already been done)
T/O
1000ft above ELEV (other
conditions written above)
FINAL CHECKLIST MAPt
If DA(H) not attained at MAPt
and Non-Visual => GO AROUND
After reaching appropriate speed

SPEED CHECK BELOW
122KTS GEAR DOWN DA(H)
100ft ABOVE DA(H)

ONE HUNDRED ABOVE
DA(H)
Visual => LAND
Non-visual => GO AROUND
11.10.2014 SOP-P06T-27
CIRCLING APPROACH
Circling is visual segment of approach which allows you to land on runways without instruments
approaches provided. In case of EPLL that is the only way to land IFR on RWY07, if weather minimums
permit. Order of your actions should therefore be slightly changed. Starting from the Approach Checklist
what stays the same:
IFR = APP BRIEFING -> READY FOR APPROACH -> APP CLERANCE -> APP CHECKLIST
Afterwards you have to proceed along previously written procedures, with one change gear.
Since gear operation on P2006T is limited to 122kts, configuration change on GS (precision app) or
before FAF (non-precision app) should only involve FLAPS. That means that you will fly with only flaps
selected for T/O, and gear retracted. That will allow you to fly faster and in case of GA or a failure you
will carry less drag.
That means during your Before Landing Checklist you should say Gear TO GO and dont say that
checklist is finished. You will finish it on downwind. Similar FINAL CHECKLIST is postponed for final
position to new runway.
REMEMBER
Keep in mind what navaid is used for a specific approach (ILS, VOR, NDB), approach for the same
runway can have different minimums for CIRCLE TO LAND.
Circle to land approach procedure should be initiated not below MDA/(H) for circle to land or
above if VMC conditions prevail. Aircraft configuration should not be changed from FAF (gear up, flaps
T/O) until reaching downwind position.
Remember that in IMC it is not allowed to continue approach behind MAPt. In case of reaching MAPt
and no runway visible MISSED APPROACH procedure should be commenced. If CIRCLE TO LAND
procedure is performed using ILS approach than MAPt is defined like in LOC approach.
After having visual contact (visual reference according to procedure) for a specific approach :
stop descending (keep assigned MDA/H),
make 45 degrees turn (left or right depending on the type of circling),
turn switch stopwatch to ON,
after 30 seconds go back to previous heading (parallel to runway),
after joining downwind - SPEED CHECK BELOW 122KTS GEAR DOWN,
when all 3 green lights appear BEFORE LANDING CHECKLIST COMPLETED,
all the time keep visual contact with runway environment or visual reference points described by
procedure,
keep assigned MDA/(H),
in downwind position:
report downwind by saying DOWNWIND POSITION,
receive new GO AROUND procedure respective of runway in use for landing,
abeam runway threshold switch stopwatch to ON:
start 180 degrees turn for reaching final, after passing runway threshold calculate the
time to fly before making 180 degrees turn
11.10.2014 SOP-P06T-28
if MDA unit of measure are feet or
) if MDA unit of measure are meters

when reaching FINAL call for FINAL CHECKLIST (memory items).
FINAL CHECK
FLAPS
O
45
30
s
Time (T)
DOWN WIND POSIOTION
Abeam check
"SPEED CHECK" T= MDH feet
GEAR DOWN TIME COPIED 30
T= MDH meters
10
REMEMBER
During Circle to Land Approach:
until having visual contact with the runway environment elements described in the procedure,
you are still obliged to perform MISSED APPROACH if necessary,
until reporting DOWNWIND POSITION in case of loosing visual contact with runway
environment elements described in the procedure, you are still obliged to perform MISSED
APPROACH if necessary one should turn in direction of the runway (the one we have lost
visual) and perform MISSED APPROACH procedure according IAP,
after reporting DOWNWIND POSITION ATC should define new MISSED APPROACH
procedure for runway we intend to land and from that moment this MISSED APPROACH
procedure should be used if necessary.
MISSED APPROACH FOR LANDING (GO AROUND)
REMEMBER
Decision for go around procedure in IFR flights should be made in case of loosing stabilization, landing
gear failure or other justified reasons latest at DA/MDA or below if the pilot has visual contact with
terrain, in case of any doubts to perform a safe landing or following ATC request.
In case of Go Around perform appropriate checklist (memory items) and remember to call ATC:
11.10.2014 SOP-P06T-29
GO AROUND
All levers FORWARD
Flaps T/O
POSITIVE CLIMB
Speed over 62 KIAS, gain to Vx, or Vy
Landing gear UP
Flaps UP (step by step)
Remember that all levers mean ALL! You have to ensure to add power from right to left, to avoid
doing G/A on reduced RPMs. After reaching 200ft AAL, when time permits call for Climb Checklist.
CLIMB SPEED Vx=>85 KIAS

Above 200 ft AGL
Manifold Pressure 27 INCHES
RPM 2200
Fuel Pumps OFF
Landing & Taxi Light OFF
Above 300 ft AGL
Flaps UP
Trims ADJUSTED
Carb. Heat AS REQ.
AFTER LANDING
REMEMBER
Until touchdown feet should not rest on the brakes.
After touchdown :
keep the direction using rudders,
keep your feet on the brakes,
break if necessary long periods of breaking,
execute After Landing Checklist,
AFTER LANDING (LDG Time)
Flaps UP
Fuel Pumps OFF
Pitot Heat OFF
write down landing time,
passing HOLDING POINT report RUNWAY VACATED ,
perform RUNWAY VACATED CHECKLIST:
AFTER VACATING
Strobes OFF
Landing Light OFF
Transponder GND
11.10.2014 SOP-P06T-30
WHEN TAXI IS FINISHED
After stopping the plane in final position perform SHUTDOWN CHECKLIST and write down
BLOCK ON time:
SHUTDOWN (BLOCK ON Time)

Parking Brake SET
On Block Time NOTED
Taxi Light OFF
Autopilot Master OFF
LH&RH Avionics OFF
LH&RH Field OFF
LH&RH Cross Bus OFF
LH&RH Ignition OFF
Nav Lights OFF
Master Switch OFF
Start relay breaker OUT
PFD, horizon breakers OUT
Audio panel breaker OUT
INTENTIONALLY BLANK
11.10.2014 SOP-P06T-31
11.10.2014 SOP-P06T-32
EMERGENCY CHECKLISTS CAUTION ALERTS
L ALT FAIL + R ALT FAIL - BOTH GENERATORS FAILURE

1. Field L&R BOTH OFF
2. Field L&R BOTH ON
If both L&R ALT FAIL caution alerts stay displayed:

2. Cross Bus L&R BOTH OFF
3. Land as soon as possible
The battery will supply electrical power for at least 30 min.
L ALT FAIL, or R ALT FAIL - SINGLE GENERATOR FAILURE

1. Field required (L or R) OFF
2. Field required (L or R) ON
If both L (or R) ALT FAIL caution alert stay displayed:

1. Field L (or R) OFF
2. Left Avionics OFF
3. ADF OFF
If the L (or R) ALT FAIL caution alert persist displayed

1. Cross Bus L (or R) OFF
The battery and a single generator are able to supply the electrical power necessary for the entire mission, but redundancy is
lost.
PITOT HEATING SYSTEM FAILURE

1. Pitot heat switch OFF
2. Verify Pitot Heating circuit breaker is IN
3. Pitot heat switch ON
Check PITOT HEAT caution light:

if the amber light stays ON, avoid visible moisture and OATs below 10 deg C.
GEAR PUMP ON - GEAR PUMP FAILURE

The GEAR PUMP ON caution light is turned ON when the landing gear hydraulic pump is electrically supplied. After the
landing gear retraction, if the red TRANS light is turned OFF and the GEAR PUMP ON caution stays turned ON, this could be
the effect of an electrical failure.
If TRANS light is OFF

1. Continue the mission monitoring the caution light.
If TRANS light is ON
1. Landing gear is not locked in UP position
The electrical gear pump, continuously supplied, causes a current absorption which does not affect the
mission, unless this failure is coupled with the overall electrical failure. In this case the residual battery
endurance may be consistently lower than 30 minutes.
11.10.2014 SOP-P06T-33
G950 SYSTEM FAILURES

In most of cases, the red X annunciation is accompanied by a message advisory alert issuing a flashing
ADVISORY Softkey annunciation which, once selected, acknowledges the presence of the message advisory
alert and displays the alert text message in the Alerts Window. Refer to G950 Pilots Guide for Tecnam
P2006T (P/N 190-01146-00), last issue, Appendix A, Message Advisories list.
RED X ON AIRSPEED FIELD - LOSS OF AIRSPEED INFORMATION

Display system is not receiving airspeed input from the Air Data Computer - revert to standby analogical airspeed indicator
RED X ON ATTITUDE FIELD - LOSS OF ATTITUDE INFORMATION

Display system is not receiving airspeed input from the AHRS - revert to standby analogical attitude indicator
RED X ON ALTITUDE FIELD - LOSS OF ALTITUDE INFORMATION

Display system is not receiving airspeed input from the Air Data Computer - revert to standby analogical altitude indicator
RED X ON VERTICAL SPEED FIELD - LOSS OF VERTICAL SPEED INFORMATION

Display system is not receiving airspeed input from the Air Data Computer - revert to standby analogical vertical speed
indicator
RED X ON HEADING FIELD - LOSS OF HEADING INFORMATION

Display system is not receiving airspeed input from the AHRS - revert to standby analogical heading indicator
DISPLAY FAILURE
In the event of a display failure, the G950 System automatically switches to re-versionary (backup) mode. In reversionary
mode, all important flight information is presented on the remaining display in the same format as in normal operating
mode. The change to backup paths is completely automated for all LRUs and no pilot action is required.
if the system fails to detect a display problem

1. DISPLAY BACKUP button PUSH
If a display fails, the related Integrated Avionics Unit (IAU) is cut off and can no longer communicate with the remaining dis-
play: consequently the NAV and COM functions provided to the failed display by the Integrated Avionics Unit are flagged as
invalid on the remaining display.
INTENTIONALLY BLANK
11.10.2014 SOP-P06T-34

PROPELLER OVERSPEEDING
1. Throttle Lever REDUCE power
2. Propeller Lever REDUCE as practical (not in feathering)
3. RPM indicator CHECK
If it is not possible to decrease propeller rpm, apply engine securing procedure and land as soon as possible
Maximum propeller rpm exceedance may cause the engine compo-nents damage. Propeller and engine shall
be inspected in accor-dance with related Operators Manuals.
STATIC PORTS FAILURE

1. Cabin ventilation OFF (hot and cold air)
2. Alternate static port valve OPEN
3. Continue the mission
FLAPS CONTROL FAILURE

DURING TAKEOFF
Flap UP take off, requires a T/O distance (50 ft height obstacle distance) increased by about 20%..
1. Airspeed Keep below 93 KIAS
2. Land as soon as practical
DURING APPROACH/LANDING
If the flaps control fails, consider the higher stall speed (see Sec-tion 5, Para. 6, Stall Speed) and an increased landing dis-
tance of about 25%.
1. Airspeed Keep over 75 KIAS
2. Land as soon as practical on a runway of appropriate length
1. Cabin
INTENTIONALLY BLANK
11.10.2014 SOP-P06T-35
EMERGENCY CHECKLISTS WARNING ALERTS

L BUS VOLT HIGH + R BUS VOLT HIGH - BOTH GENERATORS OVERVOLTAGE
2. Field L&R BOTH ON
if only L (or R) BUS VOLT HIGH stays displayed:

2. Avionics L OFF
3. ADF OFF
4. Limit the landing light use
if both L and R BUS VOLT HIGH stay displayed:

1. CROSS BUS LH and RH BOTH OFF
2. FIELD LH and RH BOTH OFF
3. FIELD LH and RH BOTH ON
If only L (or R) BUS VOLT HIGH alert stays displayed:

1. FIELD LH (or RH) OFF
2. CROSS BUS LH (or RH) ON
3. AVIONIC LH OFF
4. ADF OFF
If both L and R BUS VOLT HIGH alerts stay displayed:

The battery will supply electrical power for at least 30 min.
L BUS VOLT HIGH or R BUS VOLT HIGH - SINGLE GENERATOR OVERVOLTAGE

1. Field required (Left or Right) OFF
2. Field required (Left or Right) ON
if only L (or R) BUS VOLT HIGH stays displayed:

2. Avionics L OFF
3. ADF OFF
The battery and a single generator are able to supply the electrical power necessary for the entire mission, but redundancy is
lost.
INTENTIONALLY BLANK
11.10.2014 SOP-P06T-36
PILOT DR OPEN or REAR DR OPEN - FAILED MAIN or REAR DOOR CLOSURE
On the ground
1. Affected door - Verify correctly closed
If door is open:
2. Relevant engine - Shut down
3. Affected door - Close and check
If door is closed:
2. Locking device - Check
If down in unlocked position

3. Abort mission.
In flight:
1. Affected door and locking device - Verify closed and locked
If door is open or locking device is unlocked

2. Passengers and crew seat belts - Fasten and tighten
L COOLANT LOW or R COOLANT LOW COOLANT LIQUID LOW LEVEL

1. Check affected engine CHT
If CHT is above 135C

2. Affected engine - Reduce power setting to the minimum practical
If CHT continues to rise and engine shows roughness or power loss

4. Affected engine - SECURE
5. Land as soon as possible applying one engine inoperative landing procedure
INTENTIONALLY BLANK
11.10.2014 SOP-P06T-37
EMERGENCY CHECKLISTS ONE ENGINE OUT

PROCEDURES
The ineffectiveness of one engine results in asymmetric traction which tends to yaw and bank the aircraft towards the
inoperative engine. In this condition it is essential to maintain the direction of flight compensating the lower traction and
counteracting the yawing effects by mean of rudder pedals. To improve directional control, it is advisable to bank the aircraft
of about 5 to the side of the operating engine. In addition, reduced available overall power and extended control surfaces
will lead to a performances drop: a quick pitch attitude reduction will allow to keep a minimum safety airspeed. The higher is
the airspeed the better will be lateral and directional control efficiency: never allow airspeed to drop below Vmca.
Best residual climb performances in OEI (One Engine Inoperative) condition have been recorded in Flap Up configuration and
at Vyse, which is marked as a Blue Line on the Airspeed indicator (calculated for maximum Take Off Weight and Sea, Level ISA
condition) For actual condition VYSE refer to Section 5 Para. 13, One engine rate of climb.
Vxse is actually very close to Vyse in any condition, thus best climb performance will also be associated with best climb angle
(gradient) performance. Refer to Section 5 Para. 14, One-Engine Rate of Climb at Vxse , for relevant data.
ENGINE SECURING desired (stopped) engine

1. Throttle Lever IDLE
2. Propeller Lever FEATHER
3. Fuel Selector OFF
4. Electrical Fuel Pump OFF
5. Desired Engine Ignition BOTH OFF
6. Desired Field OFF
If necessary, this procedure is applicable to both engines. When both engines are secured, both CROSS BUS switches must be
set to OFF.
INFLIGHT ENGINE RESTART

After a mechanical engine seizure, fire or a major propeller damage engine restart is not recommended.
It is preferred to restart the engine at an altitude below 4000ft and at the suggested speed of 80 KIAS or more
1. Carburetor heat ON if required

2. Electrical fuel pump ON
3. Fuel quantity indicator CHECK
4. Fuel Selector CHECK (Crossfeed if required)
5. FIELD OFF
6. Ignition BOTH ON
7. Operating engine Throttle Lever IDLE (if practical)
8. Stopped engine Throttle Lever IDLE
9. Stopped engine Propeller Lever FULL FORWARD
10. Start push-button PUSH
11. Propeller Lever SET at desired rpm
12. FIELD ON
13. Engine throttle levers SET as required
After engine restart, if practical, moderate propeller rpm and throttle increase to allow OIL and CHT temperatures for
stabilizing in the green arcs.
11.10.2014 SOP-P06T-38
If the fuel quantity in the tank which feeds the stopped engine is low, select the opposite side fuel tank by means of the fuel
se-lector.
In case of unsuccessful engine restart:

ENGINE FAILURE DURING TAKEOFF RUN

When safely stopped:

4. Failed Engine Ignition BOTH OFF
5. Failed Engine Field OFF
6. Failed Engine Electrical fuel pump OFF
A take-off abort should always be preferred if a safe stop can be per-formed on ground.
A suggested GO-NO-GO criteria is: abort take-off until LG is still down and locked.
Once airborne accelerate to Blue Line Speed (Vyse) before commanding LG retraction. Take-off planning should take into
account that high density altitude and aircraft mass may result in OEI negative climb rate. Vyse with flap up shall be flown in
order to achieve best possible rate of climb after landing gear retraction and engine feathering.

7. Flaps 0
8. Identify Engine
At safe altitude:
9. Inoperative engine - Confirm and SECURE
10. Operative engine Electrical fuel pump Check ON
11. Operating engine Check engine instruments
12. Operating engine Fuel Selector Check correct feeding (crossfeed if needed)
If engine restart is unsuccessful or it is not recommended:

14. One engine inoperative landing procedure
Following a mechanical engine seizure, fire or a major propeller dam-age engine restart is not recommended.
11.10.2014 SOP-P06T-39
ENGINE FAILURE DURING CLIMB
1. Autopilot OFF
6. Identify Engine
7. Inoperative engine Propeller Lever FEATHER
9. Inoperative engine Confirm and SECURE
If engine restart is unsuccessful or it is not recommended

11. One engine out landing procedure
Continuation of flight to a safe landing runway must be planned taking into account maximum operating ceiling in OEI
condition. Refer to Section 5 Para 1, One-engine rate of climb.
ENGINE FAILURE IN FLIGHT

1. Autopilot OFF
4. Operating engine Monitor engine instruments
6. Operating engine Fuel Selector Check correct feeding (crossfeed if needed)
If engine restart is unsuccessful or it is not recommended
8. One engine out landing procedure
Continuation of flight to a safe landing runway must be planned taking into account maximum operating ceiling in OEI
condition. Refer to Section 5 Para 1, One-engine rate of climb.
ONE ENGINE OUT LANDING

Thoroughly evaluate residual Single Engine Go-Around capabilities and expected climb gradient should a Missed Approach /
balked landing be executed. Refer to Section 5, Para. Single engine go around/Balked landing/climb and Para. 13 and 14 One-
engine Rate of Climb at Vyse and Vxse
Autopilot must be kept OFF
1. Seat belts Tightly fastened

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

7. Flap T/O
8. Landing gear Select DOWN and check three green lights on
9. Approach Airspeed Vyse
10. Touchdown speed 70 KIAS
11.10.2014 SOP-P06T-40
EMERGENCY CHECKLISTS FIRES

ENGINE FIRE ON THE GROUND
1. Fuel Selectors BOTH OFF
3. Electrical fuel pumps BOTH OFF
Consider use of ditching emergency exit to escape in case pilot or passenger doors are blocked, watch for engine hot parts,
fuel, hydraulic fluid or oil spills. Leave aircraft in upwind direction.
ENGINE FIRE DURING TAKEOFF RUN

With aircraft under control:

Consider use of ditching emergency exit to escape in case pilot or pas-senger doors are blocked, watch for engine hot parts,
A take-off abort should always be preferred if a safe stop can be per-formed on ground.
A suggested GO-NO-GO criteria is: abort take-off until LG is still down and locked.
Once airborne accelerate to Blue Line Speed (Vyse) before commanding LG retraction. Take-off planning should take into
account that high density altitude and aircraft mass may result in OEI negative climb rate. Vyse with flap up shall be flown in
order to achieve best possible rate of climb after landing gear retraction and engine feathering.

7. Flaps 0
8. Identify Engine
11.10.2014 SOP-P06T-41
At safe altitude:
11. Fire affected engine Ignitions - Confirm and BOTH OFF
12. Fire affected engine Electrical fuel pump - Confirm and OFF
13. Fire affected engine FIELD - OFF
ENGINE FIRE IN FLIGHT

2. Autopilot OFF
4. Fire affected engine Ignition - Confirm and BOTH OFF
5. Fire affected engine Throttle Lever - Confirm and FULL FORWARD
6. Fire affected engine Propeller Lever - Confirm and FEATHER
7. Fire affected engine Electrical fuel pump OFF
8. Heading - Keep control using rudder and ailerons
9. Attitude - Adjust as appropriate to keep airspeed over 62 KIAS
10. Fire affected engine Field OFF
11. Cabin ventilation OPEN
ELECTRICAL SMOKE IN CABIN ON THE GROUND

INTENTIONALLY BLANK
11.10.2014 SOP-P06T-42
ELECTRICAL SMOKE IN CABIN DURING FLIGHT
1. Emergency light ON
2. Standby attitude indicator switch ON
3. Gain VMC conditions as soon as possible
In case of cockpit fire:

4. Fire extinguisher use toward base of flames
5. Cabin ventilation OPEN
A tripped circuit breaker should not be reset.
If smoke persists:
6. FIELD LH and RH OFF
7. AVIONICS LH and RH OFF
A fully charged battery can supply electrical power for at least 30 minutes.
If smoke persists:
Before total electrical system shutdown consider gaining VMC condition, at night set personal emergency light on. Only
emergency light and emergency ADI will be electrically powered. All radio COM and NAV, Landing Gear lever (normal mode)
and indication lights, electrical trims and flaps will be unserviceable.

When on ground:
11. Aircraft Evacuation carry out as necessary
INTENTIONALLY BLANK
11.10.2014 SOP-P06T-43

UNINTENTIONAL SPIN RECOVERY
Spin behaviour ha s not been demonstrated since certification process does not require it for this aircraft category.
Intentional spin is forbidden. Stall with one engine inoperative is forbidden. Should an unintentional spin occur, the classic
recovery manouver is deemed as being the best action to undertake:
1. Both engines throttles idle

2. Flight Controls centralize
3. Rudder fully against rotation until it stops
CHT LIMIT EXCEEDANCE

1. Check engine affected CHT
If CHT is above 135C:

2. reduce the power on affected engine
If CHT continues to rise and engine shows roughness or power loss

OIL TEMPERATURE LIMIT EXCEEDANCE

If oil temp exceeds maximum limit 130C:
1. OIL PRESS CHECK
If oil pressure is within limits

1. Affected engine - Reduce power setting to the minimum applicable
2. Affected engine - Keep propeller speed higher than 2000 RPM
If oil pressure does not decrease

3. Airspeed - INCREASE
If oil temperature does not come back within limits, the thermostatic valve, regulating the oil flow to the heat
exchangers, could be damaged or an oil leakage can be present in the oil supply line.
4. Land as soon as practical keeping the affected engine to the minimum necessary power
5. Monitor OIL PRESS and CHT, if engine roughness or vibrations or erratic behaviour is detected:
INTENTIONALLY BLANK
11.10.2014 SOP-P06T-44
OIL PRESSURE LIMITS EXCEEDANCE

If oil pressure exceeds its lower or upper limit (0.8 7 bar), apply following procedure:
WARNING: Excessive oil pressure drop leads to a high pitch propeller configuration with consequent propeller feathering and
engine stopping.
An excessive oil pressure value can be counteracted by decreasing propeller rpm.
1. OIL PRESS CHECK
If oil pressure exceeds upper limit (7 bar)

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

If oil pressure is continuously decreasing

3. Land as soon as possible applying one engine inoperative landing procedure. See Para. 8.6
LOW FUEL PRESSURE under the lower limit 2,2 psi

1. Fuel press CHECK
2. Fuel quantity CHECK
3. Monitor the fuel consumption
If fuel leakage is deemed likely

1. LAND AS SOON AS POSSIBLE
If a fuel leakage can be excluded

1. Electrical fuel pump ON
2. Feed the affected engine by means of opposite tank
If pressure does not come back within the limits:

COMPLETE FAILURE OF ELECTRICAL SYSTEM

1. Emergency instruments light ON
2. Standby attitude indicator ON
5. MASTER SWITCH ON
6. FIELD LH and RH BOTH ON
If failure persists
1. Land as soon as possible applying emergency landing gear extension procedure
WARNING: An electrical system overall failure prevents flaps operation: landing distance without flaps increases of about
25%.
A fully charged battery can supply electrical power for at least 30 minutes.
11.10.2014 SOP-P06T-45
UNINTENTIONAL FLIGHT INTO ICING CONDITIONS

1. Carburetor heat BOTH ON
2. Pitot heat ON
3. Head, if practical, toward a zone with higher temperature, changing altitude and/or direction.
4. Control surfaces Move continuously to avoid locking
5. Propellers rpm INCREASE to prevent ice build-up on the blades
In event of ice build-up in correspondence of wing leading edges, stall speed increases.
Ice build-up on wing, tail fin or flight control surfaces unexpected sudden roll and/or pitch tendencies can be
experienced and may lead to unusual attitude and loss of aircraft control.
Do not use Autopilot when icing formation is suspected or detected.
CARBURETTOR ICING
DURING TAKEOFF
The carburetor icing in full throttle mode is unlikely. And take off in known or suspected icing formation is forbidden.
Therefore, and in order to dispose of full engine take off power, the takeoff must be performed with carburetor heating OFF.
IN FLIGHT
Carburetor icing is considered probable when external air temperature is below 15 C and visible air moisture (clouds, mist,
haze or fog) or atmospheric precipitation are present. As a general rule an OAT-to-dew point temperature spread lower than
10C and OAT less than 15C with visibility lower than 5 km is a positive indication of likely icing formation condition. Should
an inadvertent flight into known or forecast icing condition happen carburetor heating should be selected ON as soon as
possible: the greater the advance carburetors are warmed the better the chances not to form ice and avoid engine power
loss or reduction. Keep Carb Heating ON until engine power is restored and area of possible icing condition is exited.
Carburetor Heating selected to ON will cause engine RPM reduction of about -100 RPM causing a sensible available engine
power decrease.
EMERGENCY LANDING GEAR EXTENSION

The failed landing gear extension is identified by means of the green lights which do not illuminate: relevant gear leg may not
be fully extended and/or locked. Light operating status can be verified by pressing the LDG push-to-test button. Additionally,
the red light TRANS indicates that one or more legs are moving and the PUMP ON amber light on the annunciator panel
indicates the hydraulic gear pump is operating.
1. Airspeed below 122 KIAS

2. Landing gear control lever DOWN
3. Emergency gear extension access door REMOVE
4. RH control lever ROTATE 90 counterclockwise
5. Wait at least 20 seconds
Main Landing Gear legs green lights may be turned on, thus indicating effective main gear legs blocked in down position by
more effect of gravity force.
6. LH control lever ROTATE 90 counterclockwise --------(if no result, rotate it 20 counterclockwise more)

7. Check 3 GREEN LDG LIGHTS
The emergency landing gear extension operation takes about 20 sec.
11.10.2014 SOP-P06T-46
COMPLETE GEAR UP OR NOSE GEAR UP LANDING
The following procedure applies if Nose Landing Gear is not extended and locked even after emergency extension procedure.
A Nose Landing Gear up leg not down and locked might lead to a hazardous situation, especially on uneven runways.
If landing gear position is not known, perform a tower fly-by at safe speed and altitude to have confirmation about its
situation. If possible coordinate fire brigade intervention along runway and re-port number of persons on board and
remaining fuel type and quantity.
If a complete Landing Gear up or a Nose Landing Gear up position is reported:
Preparation
1. Crew and Passengers safety belts TIGHTLY FASTENED
3. Green lights and TRANS light CHECK OFF
4. Flap setting - plan approach with Flap Land
Before ground contact:

6. LH and RH Fuel Selector BOTH OFF
7. LH and RH Electrical fuel pump BOTH OFF
On touch down:
8. Landing attitude slight nose-up and wings levelled,
9. Touchdown speed as low as 50 KIAS with flap
10. Aircraft nose gently lower as speed bleeds off
After aircraft stops:

Master switch to OFF impairs radio communication and outside air-craft lighting.
13. Aircraft Evacuation - carry out if necessary
INTENTIONALLY BLANK
11.10.2014 SOP-P06T-47
PARTIAL MAIN LANDING GEAR EXTENSION
The following procedure applies if one or both Main Landing Gear legs are not completely extended and locked even after
emergency ex-tension procedure.
A partial gear landing (RH and/or LH leg not down and locked) might turn into a hazardous situation, especially on uneven
runways. If possible try to obtain a symmetric gear extension (e.g. by trying further landing gear retraction) in order to avoid
swerving after touch-down. A gear up landing is generally considered safer.
If landing gear position is not known, perform a tower fly-by at safe speed and altitude to have confirmation about its
situation. If possible coordinate fire brigade intervention along runway and re-port number of persons on board and
remaining fuel type and quantity.
Preparation
1. Crew and Passengers safety belts TIGHTLY FASTENED
3. Green lights and TRANS light CHECK OFF
4. Flap setting - plan approach with Flap Land
If partially extended landing gear is confirmed:

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

15. Aircraft Evacuation carry out if necessary
FAILED LANDING GEAR RETRACTION

A Landing Gear lever recycle (further retraction attempt) may result in a final partial Landing Gear Extension, which may then
compromise safe landing aircraft capability.
3. Landing Gear lights Check

4. Emergency LG extension procedure Apply if needed
11.10.2014 SOP-P06T-48
UNINTENTIONAL LANDING GEAR EXTENSION
An unwanted landing gear extension, with at least one leg moving downward, may be caused by hydraulic fluid loss and it is
signaled by:
- significant aerodynamic noise increase;
- light and counteracting nose down pitch moment;
- red TRANS light turned on.

3. Landing Gear lights Check
4. Emergency LG extension procedure Apply if needed (See Para. 8.1)
LANDING WITHOUT ENGINE POWER

In case of double engine failure both propellers should be feathered to achieve maximum efficiency. Best glide speed is
attained with flap UP and equals 83 KIAS for current aircraft mass and air density altitude. Refer to Section 5, Para. Enroute
Rate of Climb.
Normal landing gear extension requires MASTER switch ON, an efficient battery and takes around 20 seconds. LG selection
should be appropriately anticipated when sure on final. Flap can be set to T/O or LAND when sure on final to reduce landing
ground roll on short field.
Touchdown speed can be as low as 50 kt with flap down.
1. Airspeed 83 KIAS
2. Flaps UP
3. Emergency landing field Select
Emergency landing strip should be chosen considering surface condition, length and obstacles. Wind can be guessed by smoke
plumes direction and tree tops or grass bending. Select touchdown direction according to the furrows of a plowed field, not
across.
4. Safety belts FASTEN and tighten

5. Flaps Set as required on short base / final leg
6. Landing gear control lever DOWN when safe on runway / strip
To reduce landing gear extension time, evaluate use of emergency control system which requires about 12 sec.
Before touch down

When stopped
11.10.2014 SOP-P06T-49
LANDING WITH NOSE LANDING GEAR TIRE DEFLATED
If possible, as a nose landing gear flat tire condition is known, coordinate fire brigade intervention along runway and report
number of persons on board and remaining fuel type and quantity.
If Nose Landing Gear flat tire is confirmed:
Preparation
1. Crew and passengers safety belts Tightly fastened
2. Flap setting plan approach with Flap Land

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

LANDING WITH A KNOWN MAIN LANDING GEAR TIRE DEFLATED

An asymmetrical landing gear tire condition (RH and/or LH tires deflated) might turn into a hazardous situation, especially on
uneven runways.
If possible, as a landing gear tires condition is known, coordinate fire brigade intervention along runway and report number
of persons on board and remaining fuel type and quantity.
If a main Landing Gear flat tire is confirmed:
Preparation
1. Crew and passengers safety belts Tightly fastened
2. Flap setting plan approach with Flap Land

On touch down:
8. Align for approach on the runway centerline
9. Touchdown speed as low as 50 KIAS
10. Touchdown on the good tire gear only
11. Heading and direction maintain applying appropriate aileron and rudder/steering control
12. Flattened tire keep off the ground as long as possible
11.10.2014 SOP-P06T-50
15. Aircraft Evacuation - carry out if necessary
LANDING WITHOUT BRAKES

If practical select an airport with suitable runway length. Otherwise, evaluate the possibility to perform a gear up landing.
1. Safety belts FASTEN

After touch down if runway is deemed insufficient to decelerate:

In case an impact with any obstacles must be avoided:

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

1. Fuel Selectors BOTH OFF
6. Leave the aircraft using emergency exits
11.10.2014 SOP-P06T-51
DITCHING
Contact with water shall happen with aircraft longitudinal axis and direction of motion parallel to the wave at the minimum
possible speed. Keep the nose up as long as possible.
Once in the water, the aircraft shall be evacuated through the ditching emergency exit, if available put life vest on and set
dinghy out first. Inflate them only outside the aircraft.
If available try to approach any existing ship in the vicinity in order to be rapidly located and rescued right after ditching.
1. Landing gear UP
2. Safety belts Tighten and fastened
3. Flaps FULL
Before water impact

9. Impact speed 50 KIAS
Aircraft evacuation
10. Emergency exit handle rotate clockwise
11. Latch door push outward
12. Life vests don
13. Evacuate the aircraft
EMERGENCY TRAINING PROCEDURES
ENGINE STARTING IN AIR (DESIRED ENGINE) - USE COM1, ONLY IN VMC!

1. Throttle Lever IDLE
2. Carburetor Heat ON if required
3. Propeller Lever FULL FORWARD
4. Choke OFF
5. Desired Engine Ignition Switches BOTH ON
6. Fuel Selector ON CORRECT TANK
7. Desired Field OFF
8. Pitot Heat OFF
9. Stand By Instr. CHECK (Be ready for Reading)
10. Desired Cross Bus OFF
11. L&R Avionics BOTH OFF
12. Fuel Pump ON (UNTIL PRESSURE 4 psi)
13. Start Button PUSH (UNTIL ENGINE START)
14. Fuel Pump OFF
15. Desired Cross Bus ON
16. Desired Field ON
17. L&R Avionics BOTH ON
18. If Volt Bus High, counter field OFF then ON
19. COM frequency CHECK
20. Throttles and RPMs Adjust (CHECK CHT, OT)
11.10.2014 SOP-P06T-52

Tecnam P2006T Standard Procedures

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FTO BARTOLINI AIR

STANDARD OPERATING PROCEDURES

DATE OF ISSUE: 11.10.2014

MAXIMUM TAKEOFF WEIGH OF TECNAM P2006T SP-DZW IS 1180 kg.

AIRSPEEDS FOR NORMAL OPERATIONS

CHARACTERISTIC AIRSPEEDS WITH ONE ENGINE INOPERATIVE

NORMAL PROCEDURES CHECKLISTS

2. Left main landing gear

4. Propeller and spinner

5. Left engine nacelle

6. Air induction system

7. Left fuel tank

8. Landing and taxi lights

9. Left wing leading edge

10. Left wing top and bottom panels

12. Left aileron and balance mass

13. Left Flap and hinges

14. Left static port

16. Gear pump, external power and battery compartment

18. Stabilator leading edge

19. Fuselage top and bottom skin

20. Right static port

21. Right Flap and hinges

22. Right aileron and balance weight

24. Right wing top and bottom panels

25. Right wing leading edge

26. Right fuel tank

27. Propeller and spinner:

28. Right engine nacelle

29. Passenger door and cabin

30. Right main landing gear

31. Wheel chock

32. Bottom fuselage antennas

33. Right cabin ram-air inlet

34. Right Pitot tube

35. Nose landing gear

37. Radome access door

38. Left Pitot tube

39. Left cabin ram-air inlet

BEFORE ENGINE START

BEFORE ENGINE START

PFD, Audio panel breakers OUT

ERB Light (SP-MEP only) CHECK OFF

TAXI (Clearance obtained)

When ready, call RUNUP checklist:

BEFORE TAKE OFF (TAKE-OFF BRIEFING)

In Take-off Briefing you have to focus on following details:

Should be like that:

LINE UP (TAKEOFF Time)

Takeoff profile should look as follows:

Set takeoff power

At 200 ft AGL Keep

Reduce pitch speed up to

CLIMB SPEED Vx=>85 KIAS

DECISION MAKING DURING TAKEOFF

ENGINE FIRE DURING TAKEOFF RUN

TRANSITION FROM CLIMB TO LEVEL FLIGHT (AFTER TAKEOFF)

TRANSITION FROM DESCEND TO LEVEL FLIGHT

TRANSITION FROM LEVEL FLIGHT TO CLIMB

Set climb speed at 80-90kts

TRANSITION FROM LEVEL FLIGHT TO DESCEND

Approach briefing should contain following information: