P.180 AVANTI II - AFM - B0

P.
180 AVANTI EVO - MSN 3001+

P.180 AVANTI II - MSN 1105 - 2999
AIRPLANE FLIGHT MANUAL
Airplanes Serial Numbers 1105 - 2999; 3001 and up
Report No. 180-MAN-0010-01100 Serial No. ________________________
Issue Date: October 21, 2005 Registration No. __________________
THIS AIRPLANE FLIGHT MANUAL IS APPROVED BY THE EUROPEAN AVIATION

SAFETY AGENCY.
FOR THE U.S. REGISTERED AIRPLANES THIS HANDBOOK IS APPROVED
IN ACCORDANCE WITH THE PROVISIONS OF 14 CFR SECTION 21.29, AND
IS REQUIRED BY FAA TYPE CERTIFICATE DATA SHEET NO. A59EU.
EASA Approval Date: October 21, 2005
THIS MANUAL CONSTITUTES THE EASA APPROVED

AIRPLANE FLIGHT MANUAL. THIS MANUAL MUST BE CARRIED
IN THE AIRPLANE AT ALL TIMES.
Piaggio Aviation
Headquarters - Viale Generale Disegna, 1
17038 Villanova d’Albenga, SV
Italy
Rev. B0: Mar. 04, 2019 All Cover 1

P.180 AVANTI II / EVO AIRPLANE FLIGHT MANUAL
INTENTIONALLY LEFT BLANK
Rep. 180-MAN-0010-01100 Issued: October 21, 2005

Cover 2 All Rev. B0 : Mar. 04, 2019
P.180 AVANTI EVO - MSN 3001+
P.180 AVANTI II - MSN 1105 - 2999

SAFETY AGENCY.
EASA Approval Date: October 21, 2005
THIS MANUAL CONSTITUTES THE EASA APPROVED

AIRPLANE FLIGHT MANUAL. THIS MANUAL MUST BE CARRIED
IN THE AIRPLANE AT ALL TIMES.
Piaggio Aviation
Italy
1105-2999
Canadian a/c
Rev. B0: Mar. 04, 2019 Cover 1 .a
P.180 AVANTI II AIRPLANE FLIGHT MANUAL
Rep. 180-MAN-0010-01100 1105-2999 Issued: October 21, 2005

Canadian a/c
Cover 2 .a Rev. B0 : Mar. 04, 2019
P.180 AVANTI EVO - MSN 3001+
P.180 AVANTI II - MSN 1105 - 2999

SAFETY AGENCY ON BEHALF OF THE “AGÊNCIA NACIONAL DE AVIAÇÃO CIVIL”
FOR BRAZILIAN REGISTERED AIRCRAFT, IN ACCORDANCE WITH THE
"REGULAMENTOS BRASILEIROS DE HOMOLOGAÇÃO AERONÁUTICA" (RBHA)
21, SECTION 21.29.
Brazilian AFM: EASA Approval No. 10031940 Date: September 23, 2010
THIS AIRCRAFT SHALL BE OPERATED IN ACCORDANCE WITH

THE LIMITATION AND INSTRUCTIONS HEREIN ESTABLISHED.
Piaggio Aviation
Italy
1105-2999
Brazilian a/c
Rev. B0: Mar. 04, 2019 Cover1 .b

Brazilian a/c
Cover 2 .b Rev. B0 : Mar. 04, 2019
AIRPLANE FLIGHT MANUAL P.180 AVANTI II / EVO
LIST OF EFFECTIVE PAGES

Re-Issue ...... B0 ............... March 04, 2019
Page Rev. Appl.(MSN) Page Rev. Appl.(MSN) Page Rev. Appl.(MSN)

Cover-1 B0 All PT6A-66 eng. Canadian a/c
Cover-2 B0 All 2-7.B B0 1105-2999 2-36 B0 1105-2999
Cover-1.a B0 1105-2999 PT6A-66B eng. 2-37 B0 1105-2999
Canadian a/c 2-8 B0 1105-2999 2-38 B0 1105-2999
Cover-2.a B0 1105-2999 2-9 B0 1105-2999 2-38.a B0 1105-2999
Canadian a/c 2-10.A B0 1105-2999 Canadian a/c
Cover-1.b B0 1105-2999 PT6A-66 eng. 2-39 B0 1105-2999
Brazilian a/c 2-10.B B0 1105-2999 2-40 B0 1105-2999
Cover-2.b B0 1105-2999 PT6A-66B eng. 2-41 B0 1105-2999
Brazilian a/c 2-10.A.a B0 1105-2999 2-42 B0 1105-2999
LOEP-1 B0 All PT6A-66+Cana- 2-43 B0 1105-2999
LOEP-2 B0 All dian a/c 2-44 B0 1105-2999
LOEP-3 B0 All 2-10.B.a B0 1105-2999 2-45 B0 1105-2999
LOEP-4 B0 All PT6A-66B+Ca- 2-46 B0 1105-2999
LOEP-5 B0 All nadian a/c 2-47 B0 1105-2999
LOEP-6 B0 All 2-11 B0 1105-2999 2-48 B0 1105-2999
LOEP-7 B0 All 2-12 B0 1105-2999 2-49 B0 1105-2999
LOEP-8 B0 All 2-13 B0 1105-2999 2-50 B0 1105-2999
LOR-1 B0 All 2-14 B0 1105-2999 2-51 B0 1105-2999
LOR-2 B0 All 2-15 B0 1105-2999 2-52 B0 1105-2999
LOM-1 B0 All 2-16.A B0 1105-2999 2-53 B0 1105-2999
LOM-2 B0 All PT6A-66 eng. 2-54 B0 1105-2999
ROER-1 B0 All 2-16.B B0 1105-2999 3-i B0 1105-2999
ROER-2 B0 All PT6A-66B eng. 3-ii B0 1105-2999
2-17 B0 1105-2999 3-iii B0 1105-2999
1-i B0 1105-2999 2-18 B0 1105-2999 3-iv B0 1105-2999
1-ii B0 1105-2999 2-19 B0 1105-2999 3-1 B0 1105-2999
1-1 B0 1105-2999 2-20.A B0 1105-2999 3-2 B0 1105-2999
1-2 B0 1105-2999 PT6A-66 eng. 3-3 B0 1105-2999
1-3 B0 1105-2999 2-20.B B0 1105-2999 3-4 B0 1105-2999
1-4 B0 1105-2999 PT6A-66B eng. 3-5 B0 1105-2999
1-5 B0 1105-2999 2-21 B0 1105-2999 3-6 B0 1105-2999
1-6 B0 1105-2999 2-22 B0 1105-2999 3-7 B0 1105-2999
1-7 B0 1105-2999 2-23 B0 1105-2999 3-8 B0 1105-2999
1-8 B0 1105-2999 2-24 B0 1105-2999 3-9.A B0 1105-2999
1-9 B0 1105-2999 2-25 B0 1105-2999 PT6A-66 eng.
1-10 B0 1105-2999 2-26 B0 1105-2999 3-10.A B0 1105-2999
1-11 B0 1105-2999 2-26.b B0 1105-2999 PT6A-66 eng.
1-12 B0 1105-2999 Brazilian a/c 3-9.B B0 1105-2999
1-13 B0 1105-2999 2-27 B0 1105-2999 PT6A-66B eng.
1-14 B0 1105-2999 2-28 B0 1105-2999 3-10.B B0 1105-2999
1-15 B0 1105-2999 2-27.b B0 1105-2999 PT6A-66B eng.
1-16 B0 1105-2999 Brazilian a/c 3-11 B0 1105-2999
1-17 B0 1105-2999 2-28.b B0 1105-2999 3-12 B0 1105-2999
1-18 B0 1105-2999 Brazilian a/c 3-13 B0 1105-2999
2-i B0 1105-2999 2-29 B0 1105-2999 3-14 B0 1105-2999
2-ii B0 1105-2999 2-30 B0 1105-2999 3-15 B0 1105-2999
2-1 B0 1105-2999 2-30.a B0 1105-2999 3-16 B0 1105-2999
2-2 B0 1105-2999 Canadian a/c 3-17 B0 1105-2999
2-3 B0 1105-2999 2-31 B0 1105-2999 3-18 B0 1105-2999
2-4 B0 1105-2999 2-32 B0 1105-2999 3-19 B0 1105-2999
2-5.A B0 1105-2999 2-33 B0 1105-2999 3-20 B0 1105-2999
PT6A-66 eng. 2-33.a B0 1105-2999 3-21 B0 1105-2999
2-5.B B0 1105-2999 Canadian a/c 3-22 B0 1105-2999
PT6A-66B eng. 2-34 B0 1105-2999 3-23 B0 1105-2999
2-6 B0 1105-2999 2-35 B0 1105-2999 3-24 B0 1105-2999
2-7.A B0 1105-2999 2-35.a B0 1105-2999 3-25 B0 1105-2999
Issued: October 21, 2005 Rep. 180-MAN-0010-01100

Rev. B0: Mar. 04, 2019 All Page LOEP-1

3-26 B0 1105-2999 3-85 B0 1105-2999 4-26 B0 1105-2999
3-27 B0 1105-2999 3-86 B0 1105-2999 4-27 B0 1105-2999
3-28 B0 1105-2999 3-87 B0 1105-2999 4-28.A B0 1105-2999
3-29 B0 1105-2999 3-88 B0 1105-2999 PT6A-66 eng.
3-30 B0 1105-2999 3-89 B0 1105-2999 4-28.B B0 1105-2999
3-31 B0 1105-2999 3-90 B0 1105-2999 PT6A-66B eng.
3-32 B0 1105-2999 3-91 B0 1105-2999 4-29 B0 1105-2999
3-33 B0 1105-2999 3-92 B0 1105-2999 4-30 B0 1105-2999
3-34 B0 1105-2999 3-93 B0 1105-2999 4-31 B0 1105-2999
3-35 B0 1105-2999 3-94 B0 1105-2999 4-32 B0 1105-2999
3-36 B0 1105-2999 3-95 B0 1105-2999 4-33 B0 1105-2999
3-37 B0 1105-2999 3-96 B0 1105-2999 4-34 B0 1105-2999
3-38 B0 1105-2999 3-97 B0 1105-2999 4-35 B0 1105-2999
3-39 B0 1105-2999 3-98 B0 1105-2999 4-36 B0 1105-2999
3-40 B0 1105-2999 3-99 B0 1105-2999 4-37 B0 1105-2999
3-41 B0 1105-2999 3-100 B0 1105-2999 4-38 B0 1105-2999
3-42 B0 1105-2999 3-101 B0 1105-2999 4-39 B0 1105-2999
3-43 B0 1105-2999 3-102 B0 1105-2999 4-40 B0 1105-2999
3-44 B0 1105-2999 3-103 B0 1105-2999 4-41 B0 1105-2999
3-45 B0 1105-2999 3-104 B0 1105-2999 4-42 B0 1105-2999
3-46 B0 1105-2999 3-105 B0 1105-2999 4-43 B0 1105-2999
3-47 B0 1105-2999 3-106 B0 1105-2999 4-44 B0 1105-2999
3-48 B0 1105-2999 3-107 B0 1105-2999 4-45 B0 1105-2999
3-49 B0 1105-2999 3-108 B0 1105-2999 4-46 B0 1105-2999
3-50 B0 1105-2999 3-109 B0 1105-2999 4-47 B0 1105-2999
3-51 B0 1105-2999 3-110 B0 1105-2999 4-48 B0 1105-2999
3-52 B0 1105-2999 3-111 B0 1105-2999 4-49 B0 1105-2999
3-53 B0 1105-2999 3-112 B0 1105-2999 4-50 B0 1105-2999
3-54 B0 1105-2999 3-113 B0 1105-2999 4-51 B0 1105-2999
3-55 B0 1105-2999 3-114 B0 1105-2999 4-52 B0 1105-2999
3-56 B0 1105-2999 3-115 B0 1105-2999 4-53 B0 1105-2999
3-57 B0 1105-2999 3-116 B0 1105-2999 4-54 B0 1105-2999
3-58 B0 1105-2999 3-117 B0 1105-2999 4-55 B0 1105-2999
3-61 B0 1105-2999 3-118 B0 1105-2999 4-56 B0 1105-2999
3-62 B0 1105-2999 4-i B0 1105-2999 4-57 B0 1105-2999
3-63 B0 1105-2999 4-ii B0 1105-2999 4-58 B0 1105-2999
3-64 B0 1105-2999 4-iii B0 1105-2999 4-59 B0 1105-2999
3-65 B0 1105-2999 4-iv B0 1105-2999 4-60 B0 1105-2999
3-66 B0 1105-2999 4-1 B0 1105-2999 4-61 B0 1105-2999
3-67 B0 1105-2999 4-2 B0 1105-2999 4-62 B0 1105-2999
3-68.A B0 1105-2999 4-3 B0 1105-2999 4-63 B0 1105-2999
PT6A-66 eng. 4-4 B0 1105-2999 4-64 B0 1105-2999
3-68.B B0 1105-2999 4-5 B0 1105-2999 4-65 B0 1105-2999
PT6A-66B eng. 4-6 B0 1105-2999 4-66 B0 1105-2999
3-69.A B0 1105-2999 4-7 B0 1105-2999 4-67 B0 1105-2999
PT6A-66 eng. 4-8 B0 1105-2999 4-68 B0 1105-2999
3-69.B B0 1105-2999 4-9 B0 1105-2999 4-69 B0 1105-2999
PT6A-66B eng. 4-10 B0 1105-2999 4-70 B0 1105-2999
3-70 B0 1105-2999 4-11 B0 1105-2999 4-71 B0 1105-2999
3-71 B0 1105-2999 4-12 B0 1105-2999 4-72 B0 1105-2999
3-72 B0 1105-2999 4-13 B0 1105-2999 4-73 B0 1105-2999
3-73 B0 1105-2999 4-14 B0 1105-2999 4-74 B0 1105-2999
3-74 B0 1105-2999 4-15 B0 1105-2999 4-75 B0 1105-2999
3-75 B0 1105-2999 4-16 B0 1105-2999 4-76 B0 1105-2999
3-76 B0 1105-2999 4-17 B0 1105-2999 4-77 B0 1105-2999
3-77 B0 1105-2999 4-18 B0 1105-2999 4-78.A B0 1105-2999
3-78 B0 1105-2999 4-19 B0 1105-2999 4-77 B0 1105-2999
3-79 B0 1105-2999 4-20 B0 1105-2999 4-78.B B0 1105-2999
3-80 B0 1105-2999 4-21 B0 1105-2999 4-79 B0 1105-2999
3-81 B0 1105-2999 4-22 B0 1105-2999 4-80 B0 1105-2999
3-82 B0 1105-2999 4-23 B0 1105-2999 4-81 B0 1105-2999
3-83 B0 1105-2999 4-24 B0 1105-2999 4-82 B0 1105-2999
3-84 B0 1105-2999 4-25 B0 1105-2999 4-83 B0 1105-2999

Page LOEP-2 All Rev. B0 : Mar. 04, 2019

4-84 B0 1105-2999 5-25.A B0 1105-2999 PT6A-66 eng.
4-85 B0 1105-2999 PT6A-66 eng. 5-57.A B0 1105-2999
4-86 B0 1105-2999 5-26.A B0 1105-2999 PT6A-66 eng.
4-87 B0 1105-2999 PT6A-66 eng. 5-58.A B0 1105-2999
4-88 B0 1105-2999 5-27.A B0 1105-2999 PT6A-66 eng.
4-89 B0 1105-2999 PT6A-66 eng. 5-59.A B0 1105-2999
4-90 B0 1105-2999 5-28.A B0 1105-2999 PT6A-66 eng.
4-91 B0 1105-2999 PT6A-66 eng. 5-60.A B0 1105-2999
4-92 B0 1105-2999 5-29.A B0 1105-2999 PT6A-66 eng.
4-93 B0 1105-2999 PT6A-66 eng. 5-61.A B0 1105-2999
4-94 B0 1105-2999 5-30.A B0 1105-2999 PT6A-66 eng.
4-95 B0 1105-2999 PT6A-66 eng. 5-62.A B0 1105-2999
4-96 B0 1105-2999 5-31.A B0 1105-2999 PT6A-66 eng.
4-97 B0 1105-2999 PT6A-66 eng. 5-63.A B0 1105-2999
4-98 B0 1105-2999 5-32.A B0 1105-2999 PT6A-66 eng.
4-99 B0 1105-2999 PT6A-66 eng. 5-64.A B0 1105-2999
4-100 B0 1105-2999 5-33.A B0 1105-2999 PT6A-66 eng.
4-101 B0 1105-2999 PT6A-66 eng. 5-65.A B0 1105-2999
4-102 B0 1105-2999 5-34.A B0 1105-2999 PT6A-66 eng.
4-103 B0 1105-2999 PT6A-66 eng. 5-66.A B0 1105-2999
4-104 B0 1105-2999 5-35.A B0 1105-2999 PT6A-66 eng.
4-105 B0 1105-2999 PT6A-66 eng. 5-67.A B0 1105-2999
4-106 B0 1105-2999 5-36.A B0 1105-2999 PT6A-66 eng.
4-107 B0 1105-2999 PT6A-66 eng. 5-68.A B0 1105-2999
4-108 B0 1105-2999 5-37.A B0 1105-2999 PT6A-66 eng.
4-109 B0 1105-2999 PT6A-66 eng. 5-69.A B0 1105-2999
4-110 B0 1105-2999 5-38.A B0 1105-2999 PT6A-66 eng.
4-111 B0 1105-2999 PT6A-66 eng. 5-70.A B0 1105-2999
4-112 B0 1105-2999 5-39.A B0 1105-2999 PT6A-66 eng.
4-113 B0 1105-2999 PT6A-66 eng. 5-71.A B0 1105-2999
4-114 B0 1105-2999 5-40.A B0 1105-2999 PT6A-66 eng.
4-115 B0 1105-2999 PT6A-66 eng. 5-72.A B0 1105-2999
4-116 B0 1105-2999 5-41.A B0 1105-2999 PT6A-66 eng.
5-i B0 1105-2999 PT6A-66 eng. 5-73.A B0 1105-2999
5-ii B0 1105-2999 5-42.A B0 1105-2999 5-74.A B0 1105-2999
5-iii B0 1105-2999 PT6A-66 eng. PT6A-66 eng.
5-iv B0 1105-2999 5-43.A B0 1105-2999 5-75.A B0 1105-2999
5-1 B0 1105-2999 PT6A-66 eng. 5-76.A B0 1105-2999
5-2 B0 1105-2999 5-44.A B0 1105-2999 PT6A-66 eng.
5-3 B0 1105-2999 PT6A-66 eng. 5-77.A B0 1105-2999
5-4 B0 1105-2999 5-45.A B0 1105-2999 PT6A-66 eng.
5-5 B0 1105-2999 PT6A-66 eng. 5-78.A B0 1105-2999
5-6 B0 1105-2999 5-46.A B0 1105-2999 PT6A-66 eng.
5-7 B0 1105-2999 PT6A-66 eng. 5-79.A B0 1105-2999
5-8 B0 1105-2999 5-47.A B0 1105-2999 PT6A-66 eng.
5-9 B0 1105-2999 PT6A-66 eng. 5-80.A B0 1105-2999
5-10 B0 1105-2999 5-48.A B0 1105-2999 PT6A-66 eng.
5-11 B0 1105-2999 PT6A-66 eng. 5-81.A B0 1105-2999
5-12 B0 1105-2999 5-49.A B0 1105-2999 PT6A-66 eng.
5-13 B0 1105-2999 PT6A-66 eng. 5-82.A B0 1105-2999
5-14 B0 1105-2999 5-50.A B0 1105-2999 PT6A-66 eng.
5-15 B0 1105-2999 PT6A-66 eng. 5-83.A B0 1105-2999
5-16 B0 1105-2999 5-51.A B0 1105-2999 PT6A-66 eng.
5-17 B0 1105-2999 PT6A-66 eng. 5-84.A B0 1105-2999
5-18 B0 1105-2999 5-52.A B0 1105-2999 PT6A-66 eng.
5-19 B0 1105-2999 PT6A-66 eng. 5-85.A B0 1105-2999
5-20 B0 1105-2999 5-53.A B0 1105-2999 5-86.A B0 1105-2999
5-21 B0 1105-2999 PT6A-66 eng. 5-87.A B0 1105-2999
5-22 B0 1105-2999 5-54.A B0 1105-2999 PT6A-66 eng.
5-23.A B0 1105-2999 PT6A-66 eng. 5-88.A B0 1105-2999
PT6A-66 eng. 5-55.A B0 1105-2999 PT6A-66 eng.
5-24.A B0 1105-2999 PT6A-66 eng. 5-89.A B0 1105-2999
PT6A-66 eng. 5-56.A B0 1105-2999 PT6A-66 eng.


5-90.A B0 1105-2999 PT6A-66B eng. PT6A-66B eng.
PT6A-66 eng. 5-52.B B0 1105-2999 5-85.B B0 1105-2999
PT6A-66 eng. 5-53.B B0 1105-2999 5-86.B B0 1105-2999
PT6A-66 eng. 5-54.B B0 1105-2999 5-87.B B0 1105-2999
5-23.B B0 1105-2999 PT6A-66B eng. PT6A-66B eng.
PT6A-66B eng. 5-55.B B0 1105-2999 5-88.B B0 1105-2999
PT6A-66B eng. 5-56.B B0 1105-2999 5-89.B B0 1105-2999
PT6A-66B eng. 5-57.B B0 1105-2999 5-90.B B0 1105-2999
PT6A-66B eng. 5-58.B B0 1105-2999 5-91.B B0 1105-2999
5-27.B B0 1105-2999 PT6A-66B eng. 5-92.B B0 1105-2999
PT6A-66B eng. 5-59.B B0 1105-2999 5-93.B B0 1105-2999
PT6A-66B eng. 5-60.B B0 1105-2999 5-94.B B0 1105-2999
PT6A-66B eng. 5-61.B B0 1105-2999 5-95.B B0 1105-2999
PT6A-66B eng. 5-62.B B0 1105-2999 5-96.B B0 1105-2999
PT6A-66B eng. 5-63.B B0 1105-2999 5-97.B B0 1105-2999
PT6A-66B eng. 5-64.B B0 1105-2999 5-98.B B0 1105-2999
PT6A-66B eng. 5-65.B B0 1105-2999 5-92.C A5 MSN 3001+
5-34.B B0 1105-2999 PT6A-66B eng.
PT6A-66B eng. 5-66.B B0 1105-2999
5-35.B B0 1105-2999 PT6A-66B eng. 1-i.C B0 MSN 3001+
PT6A-66B eng. 5-67.B B0 1105-2999 1-ii.C B0 MSN 3001+
5-36.B B0 1105-2999 PT6A-66B eng. 1-1.C B0 MSN 3001+
PT6A-66B eng. 5-68.B B0 1105-2999 1-2.C B0 MSN 3001+
5-37.B B0 1105-2999 PT6A-66B eng. 1-3.C B0 MSN 3001+
PT6A-66B eng. 5-69.B B0 1105-2999 1-4.C B0 MSN 3001+
5-38.B B0 1105-2999 PT6A-66B eng. 1-5.C B0 MSN 3001+
PT6A-66B eng. 5-70.B B0 1105-2999 1-6.C B0 MSN 3001+
5-39.B B0 1105-2999 PT6A-66B eng. 1-7.C B0 MSN 3001+
PT6A-66B eng. 5-71.B B0 1105-2999 1-8.C B0 MSN 3001+
5-40.B B0 1105-2999 PT6A-66B eng. 1-9.C B0 MSN 3001+
PT6A-66B eng. 5-72.B B0 1105-2999 1-10.C B0 MSN 3001+
5-41.B B0 1105-2999 PT6A-66B eng. 1-11.C B0 MSN 3001+
PT6A-66B eng. 5-73.B B0 1105-2999 1-12.C B0 MSN 3001+
5-42.B B0 1105-2999 PT6A-66B eng. 1-13.C B0 MSN 3001+
PT6A-66B eng. 5-74.B B0 1105-2999 1-14.C B0 MSN 3001+
5-43.B B0 1105-2999 PT6A-66B eng. 1-15.C B0 MSN 3001+
PT6A-66B eng. 5-75.B B0 1105-2999 1-16.C B0 MSN 3001+
5-44.B B0 1105-2999 PT6A-66B eng. 1-17.C B0 MSN 3001+
PT6A-66B eng. 5-76.B B0 1105-2999 1-18.C B0 MSN 3001+
5-45.B B0 1105-2999 PT6A-66B eng. 2-i.C B0 MSN 3001+
PT6A-66B eng. 5-77.B B0 1105-2999 2-ii.C B0 MSN 3001+
5-46.B B0 1105-2999 PT6A-66B eng. 2-1.C B0 MSN 3001+
PT6A-66B eng. 5-78.B B0 1105-2999 2-2.C B0 MSN 3001+
5-47.B B0 1105-2999 PT6A-66B eng. 2-3.C B0 MSN 3001+
PT6A-66B eng. 5-79.B B0 1105-2999 2-4.C B0 MSN 3001+
5-48.B B0 1105-2999 5-80.B B0 1105-2999 2-5.C B0 MSN 3001+
PT6A-66B eng. 5-81.B B0 1105-2999 2-6.C B0 MSN 3001+
5-49.B B0 1105-2999 5-82.B B0 1105-2999 2-7.C B0 MSN 3001+
PT6A-66B eng. PT6A-66B eng. 2-8.C B0 MSN 3001+
5-50.B B0 1105-2999 5-83.B B0 1105-2999 2-9.C B0 MSN 3001+
PT6A-66B eng. PT6A-66B eng. 2-10.C B0 MSN 3001+
5-51.B B0 1105-2999 5-84.B B0 1105-2999 2-11.C B0 MSN 3001+


2-12.C B0 MSN 3001+ 3-15.C B0 MSN 3001+ 3-78.C B0 MSN 3001+
3-i.C B0 MSN 3001+ 3-60.C B0 MSN 3001+ 4-i.C B0 MSN 3001+
3-ii.C B0 MSN 3001+ 3-61.C B0 MSN 3001+ 4-ii.C B0 MSN 3001+
3-iii.C B0 MSN 3001+ 3-62.C B0 MSN 3001+ 4-iii.C B0 MSN 3001+
3-iv.C B0 MSN 3001+ 3-63.C B0 MSN 3001+ 4-iv.C B0 MSN 3001+


4-58.C B0 MSN 3001+ 5-i.C B0 MSN 3001+ 5-62.C B0 MSN 3001+
4-59.C B0 MSN 3001+ 5-ii.C B0 MSN 3001+ 5-63.C B0 MSN 3001+

Page Rev. Appl.(MSN)

5-82.C B0 MSN 3001+
5-83.C A5 MSN 3001+
5-84.C A7 MSN 3001+
5-85.C A5 MSN 3001+
5-86.C A5 MSN 3001+
5-87.C A5 MSN 3001+
5-88.C A5 MSN 3001+
5-89.C A5 MSN 3001+
5-90.C A5 MSN 3001+
Supplements i-B0 All

Supplements ii-B0 All


LOG OF REVISIONS
Rev.
No. Revised Pages Description of Revision Approval Date
B0 -- First Re-Issue Approved under the

Authority of DOA N.
EASA.21J.685
NOTE: AFM Re-issue B0 introduces the
following Temporary Changes that have Appr. Form N.
been applied on last AFM Rev. A7: FM-PA-180-0010
75, 79, 80 (80EC), 81, 82, 83, 84, 85, 86, Date: Mar. 08, 2019
88, 89 (89EC), 91, 94, 95, 96, 99,
100,101.

Rev. B0: Mar. 04, 2019 All Page LOR-1

Page LOR-2 All Rev. B0 : Mar. 04, 2019
LIST OF MODIFICATIONS
In the following a list of EASA approved Design Changes to the Type Design
(Modifications) which are mentioned in the AFM is reported.
Where applicable, relating Service Bulletin is listed.
Mod. No. S.B. No. Description Note
80-0743 80-0226 Integrated Stand-by Instrument upgrade
80-0932 80-0286 Avanti II Steering System Electrical

Integration Design Change
80-0953 80-0317 Introduction of RP-3 fuel (“Jet 3 fuel”) in

the list of applicable fuels
80-0983 - Installation of safety belt provided with

dual Y type shoulder harness on the
side facing two place divan (low back)
80-0947 80-0339 FMS upgrade to 4.0 status & GPS for

(80-0332) SBAS
80-1038 80-0376 Introduction of fuels as per GOST 10-

227-86 in the list of applicable fuels
80-1091 80-0424 P.180 Extended Range - Additional (1)

81-0014 fuselage tank
80-1123 - Installation of new Nose Wheel Steering

(NWSS)
80-1283 80-0430 TAT heater inhibition on-ground when

Magnaghi Landing Gear is installed
80-1312 80-0457 TAT heater inhibition on-ground when
Dowty Landing Gear is installed
80-1295 - New 50 cu.ft. oxygen bottle
(1) 81-0014 applicable to MSN 3001+ only

Rev. B0: Mar. 04, 2019 All Page LOM-1

Page LOM-2 All Rev. B0 : Mar. 04, 2019
RECORD OF EMBODIMENT OR REMOVAL

Retain this Record inside the Manual.
On receipt of embodiment pages (i.e. Manual Revisions, Optional Supplements,
Temporary Revisions, etc.) make an entry in the Record Table inserting
Description, Issue Date, Embodiment Date and Initials.
In case of removal pages (Temporary Revisions, Supplements, etc.) make an
entry in the Record Table inserting Description, Issue Date, Removal Date and
Initials.
RECORD OF EMBODIMENT OR REMOVAL
Embodim. Removal
Description Issue Date By By
Date Date

Rev. B0: Mar. 04, 2019 All Page ROER-1
RECORD OF EMBODIMENT OR REMOVAL (CONT.)
Embodim. Removal
Description Issue Date Date By Date By

Page ROER-2 All Rev. B0 : Mar. 04, 2019
AIRPLANE FLIGHT MANUAL P.180 AVANTI II
GENERAL
TABLE OF CONTENTS
SECTION 1 - GENERAL
TABLE OF CONTENTS
Paragraph Page
No. No.
1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1
Applicability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1
Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-2
1.1 Airplane Flight Manual Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-4
1.2 Three View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5
1.3 Symbols, Abbreviations and Terminology . . . . . . . . . . . . . . . . . . . .1-6
General Airspeed Terminology and Symbols. . . . . . . . . . . . . . . . . .1-6
Meteorological Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8
Power Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-9
Engine Controls and Instruments . . . . . . . . . . . . . . . . . . . . . . . . . .1-10
Airplane Performance and Flight Planning Terminology . . . . . . . .1-11
Weight and Balance Terminology . . . . . . . . . . . . . . . . . . . . . . . . .1-12
Cabin Pressure Control Terminology . . . . . . . . . . . . . . . . . . . . . . .1-14
Avionics System Acronyms and Abbreviations . . . . . . . . . . . . . . .1-16
Issued: October 21, 2005 1105-2999 Rep. 180-MAN-0010-01100

Rev. B0: Mar. 04, 2019 Page 1-i
GENERAL
TABLE OF CONTENTS

Page 1-ii Rev. B0 : Mar. 04, 2019
GENERAL
INTRODUCTION
SECTION 1 - GENERAL
1.0 INTRODUCTION
APPLICABILITY
Applicability of this Airplane Flight Manual is limited to the specific P.180 AVANTI
II model airplane designated by the serial number and registration number on the
face of the title page of this Manual.
This Manual cannot be used for operation purposes unless kept in a current
status.
Starting from Revision A4 of this Airplane Flight Manual, alternative pages,
dedicated to airplanes installing certain modifications or registered in certain
Countries, are introduced.
Dedicated pages are identified by an Identification Code (located near the page
number) and by a flag on the page footer. The Identification Code, also reported
in the List of Effective Pages (LOEP), allows a quick identification of the affected
pages.
In the following, a list of involved modifications or Countries is reported, with
relevant page Identification Code.
Country Modification Modification Ident.

reference Code
Canada - - .a
Brazil - - .b
- PT6A-66 engines (basic P.180 engines) .A
- PT6A-66B engines Mod. 80-0657 .B

or S.B. 80-0231
Referring to the List of Effective Pages (LOEP), a tailored AFM can be prepared
for P.180 Avanti II that installs modifications and/or is registered in one of the
Countries above reported: the AFM is composed by pages listed with the suffix
“1105-2999” plus the pages listed with relating Identification Code.
Pages with an Identification Code as per the list above, supersede the pages
with the same number without Identification Code.

Rev. B0: Mar. 04, 2019 Page 1-1
GENERAL
INTRODUCTION
When a page is affected by multiple modifications or Countries, a multiple

Identification Code is reported.
Examples:
- for a P.180 Avanti II airplane installing PT6A-66B engines:
page 2-5.A -> not applicable
page 2-5.B -> applicable
- for a P.180 Avanti II Canadian registered airplane :
page 2-33 -> not applicable
page 2-33.a -> applicable
- for a P.180 Avanti II Canadian registered airplane installing PT6A-66 engines:
page 2-10.A -> not applicable
page 2-10.B -> not applicable
page 2-10.A.a -> applicable
page 2-10.B.a -> not applicable
REVISIONS
The information compiled in the Airplane Flight Manual will be kept current by
revisions distributed to the airplane owners.
Revision material will consist of information necessary to update the text of the
present manual and/or to add information to cover added airplane modifications.
REVISIONS
The original issue is identified by the revision code A0. Subsequent revisions are
identified by the revision date and code: A1 for the first, A2 for the second, etc.
A complete reissue of the manual will be identified by the revision code B0.
Subsequent revisions of the reissue will be identified as follows: B1 the first, B2
the second, etc.
Revisions will be distributed whenever necessary as complete page

replacements or additions and shall be inserted into the manual in accordance
with the instructions given below:
a. Revision pages will replace only pages with the same page number.
b. Insert all additional pages in proper numerical order within each section.
NOTE
It is the responsibility of the owner to maintain this handbook in
a current status when it is being used for operational purposes.

Page 1-2 Rev. B0 : Mar. 04, 2019
GENERAL
INTRODUCTION
IDENTIFICATION OF REVISED MATERIAL

Revised text and illustrations shall be indicated by a black vertical line along the
external margin of the page, opposite revised, added or deleted material. A line
along the external margin of the page opposite the page number will indicate that
an entire page was either renumbered or added.
Black lines will indicate only current revisions with changes and additions to or
deletions of existing text and illustrations. Changes in capitalization, spelling,
punctuation or the physical location of material on a page will not be identified by
symbols.

Rev. B0: Mar. 04, 2019 Page 1-3
GENERAL
AIRPLANE FLIGHT MANUAL CONTENTS
1.1 AIRPLANE FLIGHT MANUAL CONTENTS

The AFM content is constituted by the following sections:
– Section 1: GENERAL
– Section 2: LIMITATIONS EASA Approved (*)
– Section 3: EMERGENCY PROCEDURES EASA Approved (*)
– Section 4: NORMAL PROCEDURES EASA Approved Pages: (*)

Pages approved to meet Type Certification requirements:
from 4-1 to 4-112,
(Including 4-28.A,4-28.B,4-78.A and 4-78.B)
4-116.
– Section 5: PERFORMANCE EASA Approved Pages (*):
Pages approved to meet Type Certification requirements:
5-17, 5-18, 5-20, 5-21,
5-23.A, 5-25.A, 5-26.A, 5-30.A,
5-32.A, 5-39.A, 5-41.A, 5-76.A,
5-77.A, 5-78.A, 5-80.A, 5-81.A,
5-82.A, 5-91.A,5-92.A
5-23.B,5-25.B, 5-27.B, 5-32.B,
5-35.B,5-36.B,5-37.B, 5-39.B,
5-40.B, 5-44.B,5-46.B,
5-47.B,5-82.B,5-84.B,
5-86.B,5-88.B,5-97.B,5-98.B.
– SUPPLEMENTS EASA Approved (*)
NOTE
Embodiment of each supplement is required only when the
related optional system is installed on the airplane.
(*) = or approved by a suitable Design Organisation Approval (DOA).

Page 1-4 Rev. B0 : Mar. 04, 2019
GENERAL
THREE VIEW
1.2 THREE VIEW

Rev. B0: Mar. 04, 2019 Page 1-5
GENERAL
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
1.3 SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

The following definitions are of symbols, abbreviations and terminology used
throughout the Manual and those which may be of added operational
significance to the pilot.
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
CAS Calibrated Airspeed means the indicated speed of an aircraft,

corrected for position and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere at sea level.
KCAS Calibrated Airspeed expressed in "Knots".
GS Ground Speed is the speed of an airplane relative to the ground
IAS Indicated Airspeed is the speed of an aircraft as shown on the

airspeed indicator when corrected for instrument error. IAS values
published in this handbook assume zero instrument error.
KIAS Indicated Airspeed expressed in "Knots".
M Mach Number is the ratio of true airspeed to the speed of sound.
TAS True Airspeed is the airspeed of an airplane relative to undisturbed

air which is the CAS corrected for altitude, temperature and
compressibility.
KTAS True Airspeed expressed in "Knots".
VA Maneuvering Speed is the maximum speed at which application of

full available aerodynamic control will not overstress the airplane.
VFE Maximum Flap Extended Speed is the highest speed permissible

with flaps in a prescribed extended position.
VFO Maximum Flap Operating Speed is the maximum speed at which the
flaps can be safely extended or retracted.
VLE Maximum Landing Gear Extended Speed is the maximum speed at

which an aircraft can be safely flown with the landing gear extended.
VLLE Maximum Landing Light Extended Speed is the maximum speed at

which the aircraft can be safely flown with the landing light extended.

Page 1-6 Rev. B0 : Mar. 04, 2019
GENERAL
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS (CONT.)
VLO Maximum Landing Gear Operating Speed is the maximum speed at

which the landing gear can be safely extended or retracted.
VMCA Air Minimum Control Speed is the minimum flight speed at which the
airplane is directionally controllable as determined in accordance
with Federal Aviation Regulations. Airplane certification conditions
include one engine becoming inoperative and windmilling; not more
than a 5° bank towards the operative engine; takeoff power on
operative engine; landing gear up; flaps in takeoff position; and most
rearward C.G.
VMO/MMO Maximum Operating Limit Speed is the speed limit that may not be
deliberately exceeded in normal flight operations. V is expressed in
knots and M in a Mach number.
VS Stalling Speed or the minimum steady flight speed at which the

airplane is controllable.
VSI Stalling speed or the minimum steady speed obtained in a specific

configuration.
VSO Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the landing configuration.
VSSE Intentional One Engine Inoperative Speed is a minimum speed

selected by the manufacturer for intentionally rendering one engine
inoperative in flight for pilot training.
VX Best Angle-of-Climb Speed is the airspeed which delivers the

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

greatest gain in altitude in the shortest possible time.

Rev. B0: Mar. 04, 2019 Page 1-7
GENERAL
METEOROLOGICAL TERMINOLOGY
ISA International Standard Atmosphere in which:

1. The air is a dry perfect gas;
2. The temperature at sea level is 15° Celsius (59°
Fahrenheit);
3. The pressure at sea level is 29.92 inches hg. (1013.2
mb);
4. The temperature gradient from sea level to the altitude
at which the temperature is – 56.5°C ( – 69.7°F) is –
0.00198°C ( – 0.003564°F) per foot and zero above
that altitude.
SAT Static Air Temperature is the free air static temperature

obtained either from inflight temperature indications or
ground meteorological sources, adjusted for instrument
error and compressibility effects.
TAT Total Ar Temperature. The air temperature including heat

rise due to compressibility.
Pressure Altitude Altitude measured from standard sea-level pressure (29.92

in. Hg) by a pressure or barometric altimeter. It is the
indicated pressure altitude corrected for position and
instrument error. In this handbook, altimeter instrument
errors are assumed to be zero.
Station Pressure Actual atmospheric pressure at field elevation.
Wind The wind velocities recorded as variables on the charts of

this handbook are to be understood as the headwind or
tailwind components of the reported winds.

Page 1-8 Rev. B0 : Mar. 04, 2019
GENERAL
POWER TERMINOLOGY
Takeoff Power Maximum power permissible during takeoff
Maximum Continuous Power

Maximum power permissible for unrestricted
periods of use.
Maximum Climb Power Maximum power permissible during climb.
Maximum Cruise Power Maximum power possible during cruise
Reverse Thrust The thrust produced when the propeller blades are
rotated past flat pitch into the beta range

Rev. B0: Mar. 04, 2019 Page 1-9
GENERAL
ENGINE CONTROLS AND INSTRUMENTS
Power Control Lever The lever which modulates engine power from
reverse thrust through takeoff power.
Condition Lever The lever which requests the propeller governor to

maintain propeller rpm at a selected value or
feathers the propeller. The lever which controls fuel
flow during engine start and selects ground idle and
flight idle.
Propeller Governor Maintains propeller rpm at selected value.
Overspeed Governor Limits propeller speed to 104% of maximum limit in

case of a propeller governor failure.
Beta Range The region where the propeller blade angle is

between the fine pitch stop and the maximum
reverse pitch setting and is controlled by the power
lever.
ITT Indication Indicates Inter-turbine temperature temperature

immediately upstream of the free turbine vanes.
Gas Generator RPM (NG) Indicates the percent of gas generator rpm
Propeller RPM (NP) Indicates propeller speed in rpm.
Engine Torquemeter Indicates shaft output torque in %.

Page 1-10 Rev. B0 : Mar. 04, 2019
GENERAL
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY
Climb Gradient The demonstrated ratio of the change in height

during a portion of climb, to the horizontal distance
traversed in the same time interval.
Demonstrated Crosswind Velocity

The demonstrated crosswind velocity is the velocity
of the crosswind component for which adequate
control of the airplane during takeoff and landing
was actually demonstrated during certification tests,
but is not considered a limitation.
Accelerate-Stop Distance The distance required to accelerate an airplane to a

specified speed and, assuming failure of an engine
at the instant that speed is attained, to bring the
airplane to a stop.
Accelerate-Go Distance The distance required to accelerate an airplane to a

specified speed and, assuming failure of an engine
at the instant that speed is attained, continue takeoff
on the remaining engine to a height of 50 feet.
Route Segment A part of a route. Each end of that part is identified

by: (1) a geographical location; or (2) a point at
which a definite radio fix can be established.

Rev. B0: Mar. 04, 2019 Page 1-11
GENERAL
WEIGHT AND BALANCE TERMINOLOGY
Reference Datum An imaginary vertical plane from which all horizontal

distances are measured for balance purposes.
Station A location along the airplane fuselage usually given

in terms of distance in inches from the reference
datum.
Arm The horizontal distance from the reference datum to

the center of gravity (C.G.) of an item.
Moment The product of the weight of an item multiplied by its

arm. (Moment divided by a constant is used to
simplify balance calculations by reducing the
number of digits).
Center of Gravity (C.G.) The point at which an airplane would balance if

suspended. Its distance from the reference datum is
found by dividing the total moment by the total
weight of the airplane.
C.G. Arm The arm obtained by adding the airplane’s individual

moments and dividing the sum by the total weight of
the airplane.
C.G. Limits The extreme center of gravity locations within which

the airplane must be operated at a given weight.
Usable Fuel Fuel available for flight planning.
Unusable Fuel Fuel remaining after a runout test has been

completed in accordance with governmental
regulations.
Standard Empty Weight Weight of a standard airplane including unusable

fuel, full operating fluids and full oil.
Basic Empty Weight Standard empty weight plus optional equipment.
Payload Weight of occupants, cargo and baggage.
Useful Load Difference between takeoff weight or ramp weight if

applicable, and basic empty weight. This includes
payload and fuel.

Page 1-12 Rev. B0 : Mar. 04, 2019
GENERAL
WEIGHT AND BALANCE TERMINOLOGY (CONT.)
Maximum Ramp Weight Maximum weight approved for ground maneuver. (It
includes weight of start, taxi and run up fuel.)
Maximum Takeoff Weight Maximum weight approved for the start of the
takeoff run
Maximum Landing Weight Maximum weight approved for the landing

touchdown.
Maximum Zero Fuel Weight Maximum weight exclusive of usable fuel.

Rev. B0: Mar. 04, 2019 Page 1-13
GENERAL
CABIN PRESSURE CONTROL TERMINOLOGY
Atmospheric Pressure Pressure surrounding the outside of the aircraft and

into which primary and secondary outflow valves
discharge cabin outflow.
Cabin Pressure Pressure within the cabin that is maintained by the

cabin pressure control system.
Cabin Altitude Control An automatic operation performed by the cabin

pressure controller.
Differential Pressure (Dp) The difference in pressure between cabin pressure

and atmospheric pressure.
Depressurization The condition in which cabin altitude is rapidly

raised. This emergency measure overrides all
automatic functions without affecting the safety
features of the outflow/safety valves.
Maximum Positive Differential Pressure Control

Pneumatic control of cabin pressure when cabin-to-
atmosphere differential pressure exceeds the
normal positive differential pressure setting of the
controller logic. This function is controlled by the
primary and secondary outflow/safety valves.
Minimum Differential Pressure Control

Minimum cabin-to-atmosphere differential pressure
with the aircraft on the ground and the primary and
secondary outflow/safety valves full-open.
Negative Differential Pressure Control

The pneumatic control of cabin pressure when
atmospheric pressure exceeds cabin pressure. This
condition can occur during rapid aircraft descent.
Normal Positive Differential Control

The control of cabin pressure when the cabin-to-
atmosphere differential pressure exceeds the
normal control value generated by the controller.

Page 1-14 Rev. B0 : Mar. 04, 2019
GENERAL
CABIN PRESSURE CONTROL TERMINOLOGY (CONT.)
"PIP" Mark Describes alignment of the arrowhead used to

indicate the position of the rate selection (R) knob
and the mark on the face of the cabin pressure
selector.
Pressurization Control of cabin pressure to an altitude 150 feet

below minimum differential pressure control. This is
a control function established by throttle
advancement for takeoff with the aircraft on the
ground.
Rate-of-Change The rate at which cabin altitude climbs or descends.
Reference Pressure The pressure, retained in the primary and secondary

outflow valve head chambers, established as a
motivating force for valve movement.
Selected Altitude The landing field altitude dialed on the cabin

pressure selector with the use of cabin altitude
selection (A) knob.
True Static Atmosphere The true air pressure outside the aircraft provided to
the system by a true static atmosphere pickup at a
specific location on the aircraft.

Rev. B0: Mar. 04, 2019 Page 1-15
GENERAL
AVIONICS SYSTEM ACRONYMS AND ABBREVIATIONS

ACC Acceleration
ADC Air Data Computer
ADS Air Data System
AGL Above Ground Level
AHC Attitude Heading Computer
AHRS Attitude Heading Reference System
ALT Altitude
AP Autopilot
APPR Approach
ATC Air Traffic Control
ATT Attitude
BARO Barometric Pressure Setting
B-RNAV Basic Area Navigation
CAT2 Operational Performance Category II
CCP Cursor Control Panel
CDU Control Display Unit
CPA Closest Point of Approach
CPL Couple
DCP Display Control Panel
DH Decision Height
DISC Disconnect
DME Distance Measuring Equipment
DR Dead Reckoning
EIS Engine Indicating System
EPU Emergency Power Unit
FAF Final Approach Fix
FD Flight Director
FGC Flight Guidance Computer
FGP Flight Guidance Panel
FGS Flight Guidance System
FL Flight Level

Page 1-16 Rev. B0 : Mar. 04, 2019
GENERAL
AVIONICS SYSTEM ACRONYMS AND ABBREVIATIONS (CONT.)

FLC Flight Level Change
FMS Flight Management System
GA Go Around
GPS Global Positioning System
GS Glideslope
HDG Heading
ILS Instrument Landing System
ISI Integrated Standby Instrument
LDA Localizer Directional Aid
LOC Localizer
MDA Minimum Descent Altitude
MFD Multifunction Display
MNPS Minimum Navigation Performance Specification
MSW Master Switch Wheel
NAT North Atlantic Tracks
NAV Navigation
P-RNAV Precision Area Navigation
PFD Primary Flight Display
PIT Pitch
RAD ALT Radio Altimeter
RNAV Area Navigation
RNP Required Navigation Performance
ROL Roll
RTU Radio Tuning Unit
RVSM Reduced Vertical Separation Minima
SDF Simplified Directional Facility
SID Standard Instrument Departure
SSR Secondary Surveillance Radar
STBY Standby
SYS System
SYNC Synchronization

Rev. B0: Mar. 04, 2019 Page 1-17
GENERAL
AVIONICS SYSTEM ACRONYMS AND ABBREVIATIONS (CONT.)

V/UHF Very/Ultra High Frequency
VHF Very High Frequency
VNAV Vertical Navigation
VOR VHF Omnidirectional Radio Range
VS Vertical Speed
WGS World Geodetic System
YD Yaw Damper

Page 1-18 Rev. B0 : Mar. 04, 2019
LIMITATIONS
TABLE OF CONTENTS
SECTION 2 - LIMITATIONS
TABLE OF CONTENTS
Paragraph Page
No. No.
2.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-1
2.1 Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
2.2 Airspeed Indication Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-4
2.3 Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5
2.4 Starter Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-11
2.5 Power Plant Indication Markings . . . . . . . . . . . . . . . . . . . . . . . . . . .2-12
2.6 System Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-15
2.7 Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-16
2.8 Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-17
2.9 Maximum Fuel Imbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-19
2.10 Maneuver Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-19
2.11 Flight Load Factor Limits (Maneuvering). . . . . . . . . . . . . . . . . . . . .2-19
2.12 Flight Crew Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-19
2.13 Fuel Quantity Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-20
2.14 Maximum Operating Altitude Limits . . . . . . . . . . . . . . . . . . . . . . . .2-20
2.15 Outside Air Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-21
2.16 Cabin Pressurization Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-21
2.17 Maximum Occupancy Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-21
2.18 Systems and Equipment Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22
2.18.1 Nickel-Cadmium Battery Limitation . . . . . . . . . . . . . . . . . . . . . . . . .2-22
2.18.2 Flap System Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22
2.18.3 Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22
2.18.4 Steering System Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22
2.18.5 Fuel System Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22
2.18.6 Maximum Tyre Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-22
2.18.7 Cabin Electrical Power Provisions . . . . . . . . . . . . . . . . . . . . . . . . . .2-23
2.18.8 Air Conditioning System Limitation . . . . . . . . . . . . . . . . . . . . . . . . . .2-23
2.18.9 Ferromagnetic Baggage Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-23
2.18.10 Cabin Wireless System Aviator 200 . . . . . . . . . . . . . . . . . . . . . . . . .2-23
2.18.11 Avionics System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-24
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-24
Flight Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-25
Flight Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-26
VHF Communication System (for Brazilian A/C only) . . . . . . . . . .2-26
Integrated Stand-by Instrument . . . . . . . . . . . . . . . . . . . . . . . . . . .2-28
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-29

Rev. B0: Mar. 04, 2019 Page 2-i
LIMITATIONS
TABLE OF CONTENTS
VNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2.19 Operation on Unpaved Runways . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
2.20 Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
2.21 Operation in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
2.22 Category II Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
2.23 Reduced Vertical Separation Minima (RVSM) Operations . . . . . . 2-32
2.24 Steep Approach Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
2.25 Noise Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
2.26 Kinds of Operations Equipment List (KOEL). . . . . . . . . . . . . . . . . 2-35
Additional Equipment for Cat II Operations . . . . . . . . . . . . . . . . . 2-41
Additional Equipment for RVSM Operations. . . . . . . . . . . . . . . . . 2-42
Additional Equipment for P-RNAV Operations . . . . . . . . . . . . . . . 2-42
Additional Equipment for U.S. RNAV Operations . . . . . . . . . . . . . 2-42
2.27 Placards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Flight Compartment Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
Passenger Compartment Placards . . . . . . . . . . . . . . . . . . . . . . . . 2-46
Baggage Compartment Placards . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
External Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51

Page 2-ii Rev. B0 : Mar. 04, 2019
LIMITATIONS
GENERAL
2.0 GENERAL
This section provides design limitations, operating limitations, instrument
markings, color coding and basic placards necessary for operation of the
airplane.
Compliance with the limitations of this section is required by regulation.
Issued: October 21, 2005 Appr. DOA EASA.21J.685 Rep. 180-MAN-0010-01100

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-1
LIMITATIONS
AIRSPEED LIMITATIONS
2.1 AIRSPEED LIMITATIONS
SPEED KCAS KIAS
DESIGN MANEUVERING SPEED - VA

Do not make full or abrupt control movements above this speed
11,550 lb. 198 199
7,700 lb. 176 177
NOTE
Linear interpolation may be used for intermediate gross weights.
MAXIMUM FLAP OPERATING SPEED - VFO

Do not extend or retract flap at the given setting above this speed
UP to MID 169 170
MID to DN 149 150
MAXIMUM FLAP EXTENDED SPEED - VFE

Do not exceed this speed at the given flap setting
Flap MID 179 180
Flap DN 173 175
MAXIMUM LANDING GEAR OPERATING SPEED - VLO

Do not extend or retract landing gear above this speed 179 180
MAXIMUM LANDING GEAR EXTENDED SPEED - VLE

Do not extend this speed with landing gear extended 184 185
MAXIMUM LANDING LIGHT OPERATING SPEED - VLLO

Do not extend or retract landing light above this speed 159 160
MAXIMUM LANDING LIGHT EXTENDED SPEED - VLLE

Do not exceed this speed with landing light extended 159 160
AIR MINIMUM CONTROL SPEED - VMCA

This is the minimum flight speed at which the airplane is
directionally and laterallly controllable, determined in accordance
with the Federal Aviation Regulations and Regolamento Tecnico
(ENAC)
Autofeather system operative (propeller feathered) 99 100
Propeller windmilling 127 128
MAXIMUM OPERATING SPEED LIMIT - VMO/MMO

Do not exceed this airspeed in any operation 258/.694 260/.70
(See Figure 2-1 on page 2-3) Mach Mach
Rep. 180-MAN-0010-01100 Appr. DOA EASA.21J.685 Issued: October 21, 2005

Page 2-2 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
AIRSPEED LIMITATIONS
Figure 2-1. Maximum Operating Speed

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-3
LIMITATIONS
AIRSPEED INDICATION MARKINGS
2.2 AIRSPEED INDICATION MARKINGS

Airspeed Markings on the Primary Flight Display:
MARKING SIGNIFICANCE KIAS
White “MID” Pointer Maximum Flap Operating Speed with 170

flaps in MID setting
White “DN” Pointer Maximum Flap Operating Speed with 150

flaps in Down setting
Horizontal Blue Line One-Engine-Inoperative Best Rate-of- 140

Climb Speed
Horizontal Red Line Air Minimum Control Speed (VMCA) - 100

Autofeather system ON
Red Line Maximum Operating Speed (VMO)

– Sea level - 30,500 feet 260
– 30,500 - 41,000 feet 260 to 205
(0.70 Mach)

Page 2-4 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
SECTION 2 - LIMITATIONS POWER PLANT LIMITATIONS
2.3 POWER PLANT LIMITATIONS

a. Number of Engines 2
b. Engine Manufacturer Pratt & Whitney Canada
c. Engine Model Number PT6A-66
d. Engine Operating Limits
OPERATING
CONDITION (1) OPERATING LIMITS
TORQUE % (2) OIL

MAX N % N OIL TEMP.
OBSERV. G P PRESS.
POWER SETTING SHP 2000 1900 1800 ITT°C (7) RPM PSIG (3) °C
RPM RPM RPM (10) (11)
TAKEOFF 850 100.0 - - 830 104.1 2000 90 to 135 0 to 104

(8)
MAX. CONT. 850 100.0 - - 830 104.1 2000 90 to 135 0 to 104

MAX. CLIMB 806 - 100.0 - (8)
AND 762 - - 100.0
MAX. CRUISE
NORMAL CLIMB Climb

AND 0 to 104
NORMAL CRUISE 850 100.0 - - 820 104.1 2000 90 to 135 Cruise
806 - 100.0 - (8) 20 to 104
762 - - 100.0
750
MIN. IDLE - - - 51 - 60 (MIN) -40 to 110
(6)
STARTING - - - 1000 - - 200 (MAX) -40 (MIN)

(4)
TRANSIENT 123.3 123.3 123.3 870 104.1 2205 40 to 200 0 to 110

(5) (5) (5) (5) (9) (5)
MAX. REVERSE - - - 760 - 1900 90 to 135 0 to 104

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-5 .A
PT6A-66 eng.
LIMITATIONS
POWER PLANT LIMITATIONS
1. Engine inlet condition limits for engine operation:

Altitude: – 1,000 to 41,000 feet.
2. 100% torque corresponds to 2230 lb·ft.
Torque limit applies within a range of 1600 to 2000 propeller rpm; below
1600 rpm torque is limited to 49.3% (1100 lb·ft).
Torquemeter - Power Calculations
SHP = RPM (NP) x torque (lb·ft) x K
Where: NP = propeller RPM
K = 0.00019
3. Normal oil pressure is 90 to 135 psig at gas generator speeds above 72%
and with a normal oil temperature of 60 to 70°C (140 to 158°F). Oil
pressures under 90 psig are undesirable. Under emergency conditions, to
complete a flight, a lower oil pressure limit of 60 psig is permissible at
reduced power settings not exceeding 49.3% (1100 lb·ft) torque. Oil
pressures below 60 psig are unsafe and require that the engine be
shutdown and land as soon as practical performing the SINGLE ENGINE
APPROACH AND LANDING Procedure.
4. This value is time limited to 5 seconds.
5. These values are time limited to 20 seconds.
6. Applies to a speed range between 54% and 61% NG.
7. 100% gas generator speed corresponds to 37,468 rpm.
100% power turbine speed corresponds to 33,235 rpm.
8. The temperatures shown are the maximum ITTs permissible under the
Certification limitations.
For normal operations, power management during takeoff, climb and
cruise as shown in the power setting tables of Section 5 should be
observed for warranted engine life.
However, lower temperatures (785°C for Takeoff Maximum Continuous
Climb and Maximum Cruise) will produce rated horsepower (ISA) when
the engine is new and result in longer engine life.
9. May be used in emergency conditions to complete the flight.
10. Oil temperature above 104°C or below 20°C must only be tolerated in
accordance with the procedure contained in this manual.
Oil temperature limits are -40°C to 104°C (-40°F to 219°F) with limited
periods of 10 minutes at 104°C to 110°C (219°F to 230°F):
11. For increased service life of engine oil, an oil temperature below 80°C
(176°F) is recommended.
A minimum oil temperature of 55°C (130°F) is recommended for fuel
heater operation at takeoff power.

Page 2-6 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
SECTION 2 - LIMITATIONS POWER PLANT LIMITATIONS

a. Number of Engines 2
b. Engine Manufacturer Pratt & Whitney Canada
c. Engine Model Number PT6A-66B
d. Engine Operating Limits
OPERATING
CONDITION (1) OPERATING LIMITS
TORQUE % (2) OIL

MAX N % N OIL TEMP.
OBSERV. G P PRESS.
POWER SETTING SHP 2000 1900 1800 ITT°C (7) RPM PSIG (3) °C
RPM RPM RPM (10) (11)
TAKEOFF 850 100.0 - - 830 104.1 2000 90 to 135 0 to 104

(8)
MAX. CONT. 850 100.0 - - 830 104.1 2000 90 to 135 0 to 104

MAX. CLIMB 806 - 100.0 - (8)
AND 762 - - 100.0
MAX. CRUISE
NORMAL CLIMB Climb

AND 0 to 104
NORMAL CRUISE 850 100.0 - - 820 104.1 2000 90 to 135 Cruise
806 - 100.0 - (8) 20 to 104
762 - - 100.0
750
MIN. IDLE - - - 51 - 60 (MIN) -40 to 110
(6)
STARTING - - - 1000 - - 200 (MAX) -40 (MIN)

(4)
TRANSIENT 123.3 123.3 123.3 870 104.1 2205 40 to 200 0 to 110

(5) (5) (5) (5) (9) (5)
MAX. REVERSE - - - 760 - 1900 90 to 135 0 to 104

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-5 .B
PT6A-66B eng.
LIMITATIONS
1. Engine inlet condition limits for engine operation:

Altitude: – 1,000 to 41,000 feet.
2. 100% torque corresponds to 2230 lb·ft.
Torque limit applies within a range of 1600 to 2000 propeller rpm; below
1600 rpm torque is limited to 49.3% (1100 lb·ft).
Torquemeter - Power Calculations
SHP = RPM (NP) x torque (lb·ft) x K
Where: NP = propeller RPM
K = 0.00019
3. Normal oil pressure is 90 to 135 psig at gas generator speeds above 72%
and with a normal oil temperature of 60 to 70°C (140 to 158°F). Oil
pressures under 90 psig are undesirable. Under emergency conditions, to
complete a flight, a lower oil pressure limit of 60 psig is permissible at
reduced power settings not exceeding 49.3% (1100 lb·ft) torque. Oil
pressures below 60 psig are unsafe and require that the engine be
shutdown and land as soon as practical performing the SINGLE ENGINE
APPROACH AND LANDING Procedure.
4. This value is time limited to 5 seconds.
5. These values are time limited to 20 seconds.
6. Applies to a speed range between 54% and 61% NG.
7. 100% gas generator speed corresponds to 37,468 rpm.
100% power turbine speed corresponds to 33,235 rpm.
8. The temperatures shown are the maximum ITTs permissible under the
Certification limitations.
For normal operations, power management during takeoff, climb and
cruise as shown in the power setting tables of Section 5 should be
observed for warranted engine life.
However, lower temperatures (785°C for Takeoff Maximum Continuous
Climb and Maximum Cruise) will produce rated horsepower (ISA) when
the engine is new and result in longer engine life.
9. May be used in emergency conditions to complete the flight.
10. Oil temperature above 104°C or below 20°C must only be tolerated in
accordance with the procedure contained in this manual.
Oil temperature limits are -40°C to 104°C (-40°F to 219°F) with limited
periods of 10 minutes at 104°C to 110°C (219°F to 230°F):
11. For increased service life of engine oil, an oil temperature below 80°C
(176°F) is recommended.
A minimum oil temperature of 55°C (130°F) is recommended for fuel
heater operation at takeoff power.

Page 2-6 1105-2999 Rev. B0 : Mar. 04, 2019
SECTION 2 - LIMITATIONS LIMITATIONS
RECOMMENDED AIR START ENVELOPE
PROPELLER FEATHERED
Minimum NG for Airstart 13%
NOTE
Air start may be attempted outside of the envelope, or lower NG
provided ITT starting limit is monitored and not exceeded.
e. Generator Limits
Limit the load on each generator as follows, except during starting:
ALTITUDE (FT) GEN. LOAD (AMPS)
On Ground 200
S.L. to 41,000 400

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-7 .A
PT6A-66 eng.
LIMITATIONS
f. Fuel Specifications
JP-4, JP-8, Jet A, Jet A-1 and Jet B and RP-3 (as per GB6537), PT (or RT) and
TC-1(or TS-1) (as per GOST 10227) fuels conforming to the latest revision of
P&WC Service Bulletin No. 14004. It is not necessary to purge the unused fuel
from the system when switching fuel types.
Aviation Gasoline is not permitted.
CAUTION
Fuel Anti-ice additive must be used as per the latest revision of
P&WC Service Bulletin No. 14004 (including Phillips PFA 55
MB, MIL-I-27686D and MIL-I-27686E)except for JP-4 and JP-8.
Refer to the Airplane Maintenance Manual for blending
instruction.
Some fuel suppliers blend anti-icing additive in their storage
tanks. Prior to refueling check with the fuel supplier to
determine if fuel has been blended. To assure proper
concentration by volume of fuel on board, blend only enough
additive for the unblended fuel.
g. Oil Specifications
Only MOBIL JET OIL II, AEROSHELL TURBINE OIL 500, CASTROL 5000 and
EXXON TURBO OIL 2380 engine oils have been tested and are approved for
use on the P.180 airplane within the recommendations of the latest revision of
P&WC Engine Service Bulletin No. 14001.
The other oils listed in the above P&WC Engine Service Bulletin are not
approved for use on the P.180 airplane.
h. Number of Propellers 2
i. Propeller Manufacturer Hartzell
j. Propeller Hub Models

Left (CW Rotating) HC-E5N-3 or HC-E5N-3A
Right (CCW Rotating) HC-E5N-3L or HC-E5N-3AL
k. Propeller Blade Models

Left (CW Rotating, inner tip down) HE8218
Right (CCW Rotating, inner tip down) LE8218

Page 2-8 1105-2999 Rev. B0 : Mar. 04, 2019
PROPELLER FEATHERED
NOTE
e. Generator Limits
Limit the load on each generator as follows, except during starting:
ALTITUDE (FT) GEN. LOAD (AMPS)
On Ground 200
S.L. to 41,000 400

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-7 .B
PT6A-66B eng.
LIMITATIONS
JP-4, JP-8, Jet A, Jet A-1 and Jet B and RP-3 (as per GB6537), PT (or RT) and
TC-1(or TS-1) (as per GOST 10227) fuels conforming to the latest revision of
P&WC Service Bulletin No. 14004. It is not necessary to purge the unused fuel
from the system when switching fuel types.
CAUTION
MB, MIL-I-27686D and MIL-I-27686E)except for JP-4 and JP-8.
instruction.
g. Oil Specifications
Only MOBIL JET OIL II, AEROSHELL TURBINE OIL 500, CASTROL 5000 and
EXXON TURBO OIL 2380 engine oils have been tested and are approved for
use on the P.180 airplane within the recommendations of the latest revision of
P&WC Engine Service Bulletin No. 14001.
The other oils listed in the above P&WC Engine Service Bulletin are not
approved for use on the P.180 airplane.
h. Number of Propellers 2
i. Propeller Manufacturer Hartzell
j. Propeller Hub Models

Left (CW Rotating) HC-E5N-3 or HC-E5N-3A
Right (CCW Rotating) HC-E5N-3L or HC-E5N-3AL
k. Propeller Blade Models

Left (CW Rotating, inner tip down) HE8218
Right (CCW Rotating, inner tip down) LE8218

Page 2-8 1105-2999 Rev. B0 : Mar. 04, 2019
l. Number of Blades 5
m. Propeller Diameter, nominal 85 in. (2.16 m.)
n. Propeller Blade Angles at 30 in. Station (nominal)

Feathered 89°
Reverse –13°
o. Propeller Speed (rpm)

Takeoff and Climb 2000
Cruise 1800/2000
WARNING
Stabilized ground operation below 900 RPM is prohibited,
except when feathered operation at or below 600 RPM.
Stabilized ground operation between 1300 and 1600 RPM is
prohibited.
CAUTION
Feather operation for training purposes should be limited to
speeds below 150 KIAS.
Sustained ground operation (more than 30 minutes), especially
at power settings higher than Ground Idle or with frequent
application of power should be avoided.
Static operation at torque settings higher than 22.4% (500 lb·ft)
must not last for more than 2 minutes, after that a cooling period
of 20 minutes at Ground Idle or 10 minutes with engines OFF
must be observed.
p. Autofeather System Limits

WARNING
No takeoff authorized with autofeather inoperative
1. The autofeather system must be pre flight checked operational prior to

takeoff
2. The autofeather system must be used for takeoff and landing operations.
It is recommended to disengage the autofeather system at speeds above
150 KIAS.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-9
LIMITATIONS
q. Use of the reverse thrust (condition levers fully forward).

WARNING
Positioning of power levers below the flight idle stop in flight is
prohibited. Such positioning may lead to loss of airplane control
or may result in an engine overspeed condition and consequent
loss of engine power.
CAUTION
The reverse thrust must be initiated only after the propeller
speed has dropped 5% from the set value (for example, 1900
RPM with condition lever at MAX RPM).
Use of reverse before the 5% propeller RPM drop may result in
asymmetrical thrust.
Refer to Section 5 of this AFM for recommended airspeed.
Ground static operation at full reverse power for more than 12
seconds is prohibited, to avoid propeller blade overtemperature.
Cool down 20 minutes at Ground Idle before repeating.
WARNING
If the airplane is equipped with S.B. 80-0286 (mod. 80-0932),
use of reverse thrust is prohibited below 40 KIAS
r. Power handling at altitude.

When flying above 30000 ft with two engines operating and one bleed OFF or
one engine running at NG lower than 86% and the other at full power, the power
lever of the engine at zero bleed or at low power must be advanced slowly in the
range from idle to 86% NG.

Page 2-10 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.

Feathered 89°
Reverse –13°

Cruise 1800/2000
WARNING
prohibited.
CAUTION
must be observed.

WARNING

takeoff
150 KIAS.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-9
LIMITATIONS

WARNING
CAUTION
WARNING

When flying above 30000 ft with two engines operating and one bleed OFF, the
power lever of the engine with bleed OFF must be advanced slowly.
When flying above 35000 ft with one engine running at low NG and the other one
at full power, the power lever of the engine running at lower NG must be
advanced slowly.

Page 2-10 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.

Feathered 89°
Reverse –13°

Cruise 1800/2000
WARNING
prohibited.
CAUTION
must be observed.

WARNING

takeoff
150 KIAS.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-9
LIMITATIONS

WARNING
CAUTION
Go-around after selecting reverse thrust on the ground is
prohibited
WARNING

When flying above 30000 ft with two engines operating and one bleed OFF or
one engine running at NG lower than 86% and the other at full power, the power
lever of the engine at zero bleed or at low power must be advanced slowly in the
range from idle to 86% NG.

Page 2-10 .A.a 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66+Canadian a/c

Feathered 89°
Reverse –13°

Cruise 1800/2000
WARNING
prohibited.
CAUTION
must be observed.

WARNING

takeoff
150 KIAS.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-9
LIMITATIONS

WARNING
CAUTION
Go-around after selecting reverse thrust on the ground is
prohibited
WARNING

When flying above 30000 ft with two engines operating and one bleed OFF, the
power lever of the engine with bleed OFF must be advanced slowly.
When flying above 35000 ft with one engine running at low NG and the other one
at full power, the power lever of the engine running at lower NG must be
advanced slowly.

Page 2-10 .B.a 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B+Canadian a/c
LIMITATIONS
STARTER LIMITATIONS
2.4 STARTER LIMITATIONS

Use of the starters is limited to 50 seconds ON, three minutes OFF, 40 seconds
ON, 30 minutes OFF before a further start may be attempted.
Starter operation is limited to 30 seconds if in the meantime at least 13% NG is
not reached.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-11
LIMITATIONS
POWER PLANT INDICATION MARKINGS
2.5 POWER PLANT INDICATION MARKINGS

a. Propeller RPM
Total Scale 0 to 2300 RPM
Red radial line 2000 RPM
OPERATING NORMAL RANGE CAUTION/TRANSIENT

RED DISPLAY
CONDITION (WHITE / GREEN) RANGE (YELLOW)
All 0 to 600 (white) 600 to 900

900 to 1300 (white) 1300 to 1600
1600 to 1800 (white)
1800 to 2000 (green)
2000 to 2050 (green) 2050 to 2200 2000 to 2200
 15 s  15 s > 15 s
(steady)
> 2200
(flashing)
b. Gas Generator NG (%)

Total Scale 0 to 109.9%
Blue Triangle 13%
Red radial line 104.1%

RED DISPLAY
Starting  104.1 (white) > 104.1

Eng. running 54 to 104.1 (green) < 54 > 104.1

Page 2-12 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
c. Engine Torque (%)

Total Scale 0 to 125.5%
Red radial line 100.0%
Red Triangle 123.3%
OPERATING NORMAL RANGE CAUTION/TRANSIENT RED DISPLAY

Prop RPM  1600 0 to 100.0 (green) 100.0 to 123.3 100.0 to 123.3

or  15 s > 15 s
Oil Press  90
> 123.3
Prop RPM < 1600  49.3 (green) > 49.3
or
Oil Press < 90
d. Oil Pressure (PSI)

Total Scale 0 to 200 PSI
Red line 60 PSI

RED DISPLAY
Starting 0 to 200 (white) > 200

Eng. running 90 to 135 (green) 60 to 90 < 60
135 to 150 > 150
e. Oil Temperature (°C)

Total Scale -50° to 120°C
Red line 104°C

RED DISPLAY
All 20 to 104 (green) -40 to 20 < -40

104 to 110 104 to 110
 10 m > 10 m
> 110

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-13
LIMITATIONS
f. Inter Turbine Temperature - ITT (°C)

Total Scale 0° to 1100°C
Red radial line 830°C
Red Dot 1000°C
OPERATING NORMAL RANGE CAUTION/TRANSIENT RED DISPLAY

Starting 0 to 830 (white)

830 to 870 (white) 830 to 870
 15 s > 15 s
870 to 1000 (white) 870 to 1000
5s >5s
> 1000
Eng. running 0 to 200 (white)
200 to 820 (green) 820 to 830
830 to 870 830 to 870
 15 s > 15 s
> 870
NOTE
See Engine Operating Limits for explanation of instrument
markings.

Page 2-14 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
SYSTEM INSTRUMENT MARKINGS
2.6 SYSTEM INSTRUMENT MARKINGS

a. Cabin Altitude Differential Pressure Indicator
Green Arc (Normal Operating Range) 0 to 9.0 PSI
Yellow Arc (Caution) 9.0 to 9.7 PSI
Red Radial (Maximum) 9.7 PSI
b. Oxygen Pressure Gauge
Green Arc (Usable range) 250 to 1850 PSI
Yellow arc (Caution Empty) 0 to 250 PSI
Yellow arc (Caution Maximum) 1850 to 2000 PSI
c. Hydraulic System Pressure
Green Arc (Normal Operating Range) 0 to 3050 PSI
Yellow Arc (Caution) 3050 to 3600 PSI
d. Longitudinal Trim Indicator
Green Arc (Takeoff Range) 2 NU to 6 NU

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-15
LIMITATIONS
WEIGHT LIMITS
2.7 WEIGHT LIMITS

It is the responsibility of the airplane owner and pilot to assure that the airplane is
properly loaded. Maximum allowable weights are listed below. Refer to the
"Weight and Balance Manual" for loading instructions.
a. Maximum Ramp Weight 11,600 LBS (5262 kg)
b. Maximum Takeoff Weight 11,550 LBS (5239 kg)
c. Maximum Landing Weight 10,945 LBS (4965 kg)
d. Maximum Zero Fuel Weight 9800 LBS (4445 kg)
e. Maximum Weight in Rear Baggage Comp. 350 LBS (159 kg)
f. Maximum Weight in Cabin Baggage Comp. 90 LBS (41 kg)
g. Maximum Specific Load in Rear Baggage Comp.
50 LBS/SQ.FT. (244 kg/sq.m.)
h. Maximum Weight in Forward Cabinet (if installed) 34 LBS (15.4 kg)
i. Maximum Weight in Refreshment Cabinets (if installed):
Refer to applicable Loading Chart
of the “Weight and Balance Manual"
j. Maximum Weight in Pyramid Cabinet (each) (if installed) 10 LBS (4.5 kg)

Page 2-16 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
LIMITATIONS
SYSTEM INSTRUMENT MARKINGS
2.6 SYSTEM INSTRUMENT MARKINGS

a. Cabin Altitude Differential Pressure Indicator
Green Arc (Normal Operating Range) 0 to 9.0 PSI
Yellow Arc (Caution) 9.0 to 9.7 PSI
Red Radial (Maximum) 9.7 PSI
b. Oxygen Pressure Gauge
Green Arc (Usable range) 250 to 1850 PSI
Yellow arc (Caution Empty) 0 to 250 PSI
Yellow arc (Caution Maximum) 1850 to 2000 PSI
c. Hydraulic System Pressure
Green Arc (Normal Operating Range) 0 to 3050 PSI
Yellow Arc (Caution) 3050 to 3600 PSI
d. Longitudinal Trim Indicator
Green Arc (Takeoff Range) 2 NU to 6 NU

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-15
LIMITATIONS
WEIGHT LIMITS
2.7 WEIGHT LIMITS

It is the responsibility of the airplane owner and pilot to assure that the airplane is
properly loaded. Maximum allowable weights are listed below. Refer to the
"Weight and Balance Manual" for loading instructions.
or, in case of Anti-ice ON, as limited by
“Maximum Takeoff Weight to achieve Takeoff Climb Requirements”
graph (ref. to Figure 5-15/1.)
d. Maximum Zero Fuel Weight 9800 LBS (4445 kg)
e. Maximum Weight in Rear Baggage Comp. 350 LBS (159 kg)
f. Maximum Weight in Cabin Baggage Comp. 90 LBS (41 kg)
g. Maximum Specific Load in Rear Baggage Comp.
50 LBS/SQ.FT. (244 kg/sq.m.)
h. Maximum Weight in Forward Cabinet (if installed) 34 LBS (15.4 kg)
i. Maximum Weight in Refreshment Cabinets (if installed):
Refer to applicable Loading Chart
of the “Weight and Balance Manual"
j. Maximum Weight in Pyramid Cabinet (each) (if installed) 10 LBS (4.5 kg)

Page 2-16 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
LIMITATIONS
CENTER OF GRAVITY LIMITS
2.8 CENTER OF GRAVITY LIMITS
Weight Forward Limit Rearward Limit

Pounds Kilograms Inches Aft of Datum Inches Aft of Datum
11,600 5,262 207.80 214.00

8,745 3,967 195.22 214.00
8,500 3,856 194.00 213.00
7,700 3,493 194.00 209.80
6,000 2,722 194.00 209.80
NOTE
Straight line variation between points indicated.
The Datum Line is located 236.22 inches (6,000 millimeters)
forward of the rear pressure bulkhead centerline (at the
intersection between the forward pressure bulkhead and
cockpit floor centerlines).

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-17
LIMITATIONS
CENTER OF GRAVITY LIMITS
Figure 2-2. Airplane Weight vs. Center of Gravity

Page 2-18 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
MAXIMUM FUEL IMBALANCE
2.9 MAXIMUM FUEL IMBALANCE

Maximum allowable fuel imbalance between wing fuel systems is 200 lbs.
2.10 MANEUVER LIMITS

This is a Normal Category Airplane, no acrobatic maneuvers, including spins,
allowed.
2.11 FLIGHT LOAD FACTOR LIMITS (MANEUVERING)

a. Positive Load Factor (Flaps Up) 3.22 g
b. Negative Load Factor (Flaps Up) –1.29 g
c. Positive Load Factor (Flaps Down) 2.00 g
2.12 FLIGHT CREW LIMITS

Minimum crew (left seat) One Pilot

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-19
LIMITATIONS
FUEL QUANTITY LIMITATIONS
2.13 FUEL QUANTITY LIMITATIONS

a. Total Fuel Capacity 421.9 U.S. Gallons (1597 LTS)
if Mod. 80-1091 or S.B. 80-0424
(“Extended Range”) installed: 479.7 U.S. Gallons (1816 LTS)
b. Usable Fuel:
Total Fuel System 418.2 U.S. Gallons (1583 LTS)
if Mod. 80-1091 or S.B. 80-0424
(“Extended Range”) installed: 476 U.S. Gallons (1802 LTS)
Each Side Fuel System 209.1 U.S. Gallons (791.5 LTS)
if Mod. 80-1091 or S.B. 80-0424
c. Unusable Fuel:
Each Side Fuel System 1.85 U.S. Gallons (7 LTS)
2.14 MAXIMUM OPERATING ALTITUDE LIMITS

a. Enroute 41,000 FT
b. Take off and Landing 10,000 FT

Page 2-20 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
LIMITATIONS
MAXIMUM FUEL IMBALANCE
2.9 MAXIMUM FUEL IMBALANCE

Maximum allowable fuel imbalance between wing fuel systems is 200 lbs.
2.10 MANEUVER LIMITS

This is a Normal Category Airplane, no acrobatic maneuvers, including spins,
allowed.

c. Positive Load Factor (Flaps Down) 2.00 g


Rev. B0: Mar. 04, 2019 1105-2999 Page 2-19
LIMITATIONS
FUEL QUANTITY LIMITATIONS
2.13 FUEL QUANTITY LIMITATIONS

a. Total Fuel Capacity 421.9 U.S. Gallons (1597 LTS)
if Mod. 80-1091 or S.B. 80-0424
(“Extended Range”) installed: 479.7 U.S. Gallons (1816 LTS)
b. Usable Fuel:
if Mod. 80-1091 or S.B. 80-0424
Each Side Fuel System 209.1 U.S. Gallons (791.5 LTS)
if Mod. 80-1091 or S.B. 80-0424
c. Unusable Fuel:
Each Side Fuel System 1.85 U.S. Gallons (7 LTS)
2.14 MAXIMUM OPERATING ALTITUDE LIMITS

a. Enroute 41,000 FT
b. Take off and Landing 12,000 FT

Page 2-20 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
LIMITATIONS
OUTSIDE AIR TEMPERATURE LIMITS
2.15 OUTSIDE AIR TEMPERATURE LIMITS

a. Minimum (Sea Level) -40°C (-40°F)
b. Minimum Temperature for Engine Starting:

1. Engine Oil -40°C (-40°F)
2. JP4, JET B Fuel -54°C (-65°F)
3. JP8, JET A, JET A1, RP-3 Fuel -34°C (-29°F)
4. PT(or RT), TC-1 (or TS-1) Fuel -34°C (-29°F)
c. Minimum Temperature for Takeoff -30°C (-22°F)
d. Maximum Sea level to 12000 ft pressure altd. ISA +35°C

Above 12000 ft pressure altd. ISA +21°C
2.16 CABIN PRESSURIZATION LIMIT

a. Maximum Normal Cabin Differential Pressure 9.0 PSI
b. Maximum Cabin Differential Pressure 9.7 PSI
Do not land when airplane cabin is pressurized
2.17 MAXIMUM OCCUPANCY LIMITS

11 people including crew

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-21
LIMITATIONS
SYSTEMS AND EQUIPMENT LIMITS
2.18 SYSTEMS AND EQUIPMENT LIMITS
2.18.1 NICKEL-CADMIUM BATTERY LIMITATION

No battery engine starting must be attempted if the bus voltage is lower than 23.0
VDC or battery temperature is over 120°F (BAT TEMP caution light ON).
No takeoffs authorized with temperature indication over 150°F (BAT OVHT
warning light ON).
2.18.2 FLAP SYSTEM LIMITATION

No takeoff authorized without flaps or with non symmetrical flap configuration or
annunciated flap asymmetry.
Maximum operating altitude 20,000 FT
2.18.3 HYDRAULIC PUMP

Operate continuously only with at least one engine running.
Hydraulic pump must be on and operating and nosewheel steering on and
operating for single engine taxiing.
2.18.4 STEERING SYSTEM LIMITATION

NOTE
The following limitations must be observed only for airplanes
NOT installing Mod. S.B.80-0454 or 80-0425 (new NWSS):
Steering in TAXI position only for ground taxi.
Maximum Speed (in T.O. mode) 60 KTS
Steering engagement during landing is prohibited.
2.18.5 FUEL SYSTEM LIMITATION

Crossfeed operation is not approved for takeoff or landing.
2.18.6 MAXIMUM TIRE SPEED

The maximum tire speed is 154 KTS

Page 2-22 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
2.18.7 CABIN ELECTRICAL POWER PROVISIONS

The use of auxiliary cabin electrical power sockets is subject to the manufacturer
approval with reference to electrical loads, kind of operations, and compatibility of
the connected equipment.
2.18.8 AIR CONDITIONING SYSTEM LIMITATION

Cooling Air Conditioning System Maximum Operating Altitude 20,000 FT
2.18.9 FERROMAGNETIC BAGGAGE LOADS

The Towing bar TRONAIR p/n 01-1227-0000 or other ferromagnetic masses with
comparable mass and length are prohibited to be carried in the baggage
compartment.
2.18.10 CABIN WIRELESS SYSTEM AVIATOR 200

The Aviator 200 system performance and reliability have not been demonstrated.
The flight cannot be scheduled upon the availability of this equipment.
The Airworthiness Approval of the wireless system does not constitute
Operational Approval for the use of transmitting PEDs (Portable Electronic
Devices) on board of the aircraft. Approval must be obtained from the
responsible division of the operational Authority of the aircraft’s country of
registration prior to conducting this kind of operation.
Taken into account what above, the use of the T-PED (Transmitting-PED) is
possible also in the passenger cabin.
The T-PED use is cleared only for the Wi-fi connection compliant with the
standard IEEE 802.11b/g/a/n.
The crew must warn the passengers that, before flight, in accordance with
national operational requirement, the T-PED shall be set in "FLIGHT" mode. Only
the Wi-fi Mode can be activated during flight.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-23
LIMITATIONS
2.18.11 AVIONICS SYSTEM LIMITATIONS
GENERAL
a. The following documents, at the latest revision, must be carried onboard the
airplane at all times:
1. Collins Pro Line 21 Avionics System Operator’s Guide for the Piaggio
Avanti P.180, Document Number 523-0806-484 .
2. Collins FMS 3000 Flight Management System Operator’s Guide for the
Piaggio Avanti P.180, Document Number 523-0806-485 or 523-0818-105
if Mod. 80-0947 (or S.B. 80-0332 or S.B. 80-0339) is installed.
NOTE
The Collins Operator’s Guides are published by Collins and has
not been approved by ENAC or FAA; they have been written
specifically for the P.180 but a specific airplane could not install
all the features there described.
b. The MFD must be operational prior to engine start.

c. Takeoff not authorized if reversionary function fails operating.
d. Operating in the composite mode is limited to training and display failure
conditions.
e. The two Air Data Computers (ADC) must be operative for takeoff.
f. The two Attitude Heading Computers (AHC) must be operative for takeoff.
g. The Integrated Standby Instrument (ISI) must be operative for takeoff.
WARNING
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 colors shown on PFD/MFD displays.
Some elements on the display can be completely invisible while
wearing these types of sunglasses. Also, the color of some
elements may be changed. For example, some blue light
filtering lenses can change magenta to red. For a radar target
this represents a reduction in the level of intensity of the target.

Page 2-24 1105-2999 Rev. B0 : Mar. 04, 2019
SISTEMS AND EQUIPMENT LIMITS
2.0 SISTEMS AND EQUIPMENT LIMITS
FLIGHT GUIDANCE SYSTEM
a. During autopilot and flight director operation, the pilot must be seated at the
controls with seat belt fastened.
b. The autopilot is certified for Category II - ILS Approaches.
c. Autopilot and yaw damper must be disengaged during takeoff and landing.
d. Manual electric trim system PREFLIGHT CHECK must be satisfactorily
accomplished prior to the flight.
e. Do not engage the autopilot if the airplane is out of trim.
f. Maximum speed for autopilot operation is VMO/MMO.
g. Minimum speed for autopilot operation is stall warning speed.
h. Minimum speed for autopilot operation during single engine flight is stall
warning speed.
i. Maximum altitude for autopilot operation is 41,000 ft pressure altitude.
j. Minimum altitude AGL for autopilot operation (with or without yaw damper
engaged) is:
1000 ft (cruise and descent)
400 ft (climb after takeoff)
250 ft (non precision approach)
200 ft (ILS CAT I precision approach - normal or single engine)
k. VOR coupled approaches must be conducted in the APPR mode.
l. Single engine go around must be performed with autopilot disengaged.
m. Coupled approaches, with yaw damper inoperative, must be performed in
clean or MID flap configuration.
n. Do not override the autopilot to change pitch attitude.
NOTE
Overriding the autopilot in pitch does not cancel the autopilot
automatic trim. If a force is applied to the column with the
autopilot engaged, the automatic trim will run to oppose the
applied force. This can lead to a severe out-of-trim condition
during any phase of flight.
o. ILS coupled approaches must be performed at 2000 prop RPM.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-25
LIMITATIONS
FLIGHT MANAGEMENT SYSTEM

a. IFR enroute and terminal navigation is prohibited unless the pilot verifies
either the currency of the database or the accuracy of each selected waypoint
and navaid by reference to current approved data.
b. The FMS position must be checked for accuracy prior to use as a means of
navigation.
c. When using the FMS, the airplane must have other approved navigation
equipment installed and operating appropriate to the route of flight.
d. During oceanic, enroute and terminal area operation with the FMS DR
annunciator illuminated, the flight crew must verify the FMS position using
VOR/DME raw data or other appropriate means
e. During periods of dead reckoning, the FMS shall not be used for navigation.
f. All FMS navigation operations are approved within the latitudes bounded by
60° North latitude and 60° South latitude at any longitude.
1. Operation to 70° North latitude is acceptable East of 75° West longitude
and West of 120° West longitude.
and West of 70° East longitude.
3. Operation to 70° South latitude is acceptable except for the 45° between
120° East and 165° East longitude.
4. The WGS-84 coordinate reference datum in accordance with the criteria
of EASA AMC20-5, FAA AC20-130A, FAA AC91-49 CHG 1, and FAA
AC 20-138 must be used. Satellite navigation data is based upon use of
only the Global Positioning System (GPS) operated by the United States.

Page 2-26 1105-2999 Rev. B0 : Mar. 04, 2019
2.0 SISTEMS AND EQUIPMENT LIMITS
FLIGHT GUIDANCE SYSTEM
a. During autopilot and flight director operation, the pilot must be seated at the
controls with seat belt fastened.
b. The autopilot is certified for Category II - ILS Approaches.
c. Autopilot and yaw damper must be disengaged during takeoff and landing.
d. Manual electric trim system PREFLIGHT CHECK must be satisfactorily
accomplished prior to the flight.
e. Do not engage the autopilot if the airplane is out of trim.
f. Maximum speed for autopilot operation is VMO/MMO.
g. Minimum speed for autopilot operation is stall warning speed.
h. Minimum speed for autopilot operation during single engine flight is stall
warning speed.
i. Maximum altitude for autopilot operation is 41,000 ft pressure altitude.
j. Minimum altitude AGL for autopilot operation (with or without yaw damper
engaged) is:
1000 ft (cruise and descent)
400 ft (climb after takeoff)
250 ft (non precision approach)
200 ft (ILS CAT I precision approach - normal or single engine)
k. VOR coupled approaches must be conducted in the APPR mode.
l. Single engine go around must be performed with autopilot disengaged.
m. Coupled approaches, with yaw damper inoperative, must be performed in
clean or MID flap configuration.
n. Do not override the autopilot to change pitch attitude.
NOTE
Overriding the autopilot in pitch does not cancel the autopilot
automatic trim. If a force is applied to the column with the
autopilot engaged, the automatic trim will run to oppose the
applied force. This can lead to a severe out-of-trim condition
during any phase of flight.
o. ILS coupled approaches must be performed at 2000 prop RPM.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-25
LIMITATIONS
VHF COMMUNICATION SYSTEM (FOR BRAZILIAN A/C ONLY)

When operating the VHF/COMM system in Brazilian territory, the use of the 8.33
kHz canals spacing will be able to cause the loss of communication with the Air
Traffic Control (ATC).

a. IFR enroute and terminal navigation is prohibited unless the pilot verifies
either the currency of the database or the accuracy of each selected waypoint
and navaid by reference to current approved data.
b. The FMS position must be checked for accuracy prior to use as a means of
navigation.
c. When using the FMS, the airplane must have other approved navigation
equipment installed and operating appropriate to the route of flight.
d. During oceanic, enroute and terminal area operation with the FMS DR
annunciator illuminated, the flight crew must verify the FMS position using
VOR/DME raw data or other appropriate means
e. During periods of dead reckoning, the FMS shall not be used for navigation.
f. All FMS navigation operations are approved within the latitudes bounded by
60° North latitude and 60° South latitude at any longitude.
and West of 120° West longitude.
and West of 70° East longitude.
3. Operation to 70° South latitude is acceptable except for the 45° between
120° East and 165° East longitude.
4. The WGS-84 coordinate reference datum in accordance with the criteria
of EASA AMC20-5, FAA AC20-130A, FAA AC91-49 CHG 1, and FAA
AC 20-138 must be used. Satellite navigation data is based upon use of
only the Global Positioning System (GPS) operated by the United States.

Page 2-26 .b 1105-2999 Rev. B0 : Mar. 04, 2019
Brazilian a/c
g. Provided the FMS is receiving adequate usable sensor inputs, it has been
demonstrated capable of, and has been shown to meet the accuracy
specifications of:
1. VFR / IFR enroute RNAV operation in accordance with the criteria of
EASA AMC 20-4 and FAA AC 20-130A.
2. VFR / IFR enroute, terminal, and approach operations.
3. The FMS-3000, as installed on the P.180, is approvable for operations in
NAT-MNPS “ICE-GREEN” published routes when used in conjunction
with the Rockwell Collins Prediction Program, P/N 837-3443-005, or
equivalent, which must assure that sufficient GPS integrity will exist for
the proposed route of flight.
The previous statement is in accordance with the criteria of ENAC/RAI
Circular Letter No. 48 dated October 23, 1997, but it does not constitute
an operational approval.
4. Operation in European B-RNAV / RNP-5 airspace in accordance with
EASA AMC 20-4, FAA AC 90-96 and FAA AC 20-130A. This does not
constitute an operational approval to operate in such airspace.
5. Operation in European P-RNAV airspace in accordance with JAA TGL-10
Rev.1 except, if the airplane does not install FMS 3000 ver. 4.1 as per
Mod. 80-0947 (or S.B. 80-0332 or S.B. 80-0339), in the final segment of
the approach i.e. from the FAWP (FAF) down to the runway.
This does not constitute an operational approval to operate in such
airspace.
6. Operation in U.S. Terminal and En Route Area Navigation (RNAV1)
airspace in accordance with FAA AC No. 90-100A.
airspace.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-27
LIMITATIONS
h. FMS based instrument approaches must be accomplished in accordance

with approved instrument approach procedures that are retrieved from the
FMS-3000 database.
The FMS-3000, as installed on the P.180, is approved for IFR Non-Precision
Approach limited to published approaches within the National Airspace
System where the A/C is operating and in accordance with the State of
operator/registry (as applicable) Aviation Authority requirements.
1. GPS instrument approaches must be conducted with GPS integrity
monitoring (RAIM) and must be available by the Final Approach Fix.
2. FMS instrument approaches must be conducted in the approach mode
(Flight Guidance System selected APPR), and the FMS APPR (green)
annunciator in the PFD must be illuminated at the FAF in order to conduct
the instrument approach procedure. Use of FMS guidance for conducting
instrument approach procedures is prohibited with the FMS annunciation
NO APPR (white or amber) illuminated.
3. Accomplishment of ILS, LOC, LOC-BC, LDA and SDF approaches are
not authorized utilizing the FMS from the FAF to the MAP.
4. When an alternate airport is required by the applicable rules, it must be
served by an approach based on other than GPS navigation, the airplane
must have operational equipment capable of using that navigation aid,
and the required navigation aid must be operational.
5. FMS based approaches that are retrieved from the navigation database
with an approach name of RNVxxx or VORxxx may be flown provided the
VHF navigation receiver is tuned to the reference facility.
i. Use of FMS to capture and track a DME arc outside the published end points
is prohibited
j. Fuel management parameters are advisory only and do not replace the
primary fuel quantity indications.
INTEGRATED STAND-BY INSTRUMENT

When Integrated Stand-By Instrument model GH-3100 is installed, the heading
information shown on the Stand-by Instrument (when not upgraded by
modification 80-0743 or S.B. 80-0226) is not reliable and must not be used for
navigation.

Page 2-28 1105-2999 Rev. B0 : Mar. 04, 2019
specifications of:
equivalent, which msut assure that sufficient GPS integrity will exist for
airspace.
6. Operation in U.S. Terminal and En Route Area Navigation (RNAV1)
airspace in accordance with FAA AC No. 90-100A.
airspace.
h. FMS based instrument approaches must be accomplished in accordance
with approved instrument approach procedures that are retrieved from the
FMS-3000 database.
The FMS-3000, as installed on the P.180, is approved for IFR Non-Precision
Approach limited to published approaches within the National Airspace
System where the A/C is operating and in accordance with the State of
operator/registry (as applicable) Aviation Authority requirements.
1. GPS instrument approaches must be conducted with GPS integrity
monitoring (RAIM) and must be available by the Final Approach Fix.
2. FMS instrument approaches must be conducted in the approach mode
(Flight Guidance System selected APPR), and the FMS APPR (green)
annunciator in the PFD must be illuminated at the FAF in order to conduct
the instrument approach procedure. Use of FMS guidance for conducting

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-27 .b
Brazilian a/c
LIMITATIONS
instrument approach procedures is prohibited with the FMS annunciation

NO APPR (white or amber) illuminated.
3. Accomplishment of ILS, LOC, LOC-BC, LDA and SDF approaches are
not authorized utilizing the FMS from the FAF to the MAP.
4. When an alternate airport is required by the applicable rules, it must be
served by an approach based on other than GPS navigation, the airplane
must have operational equipment capable of using that navigation aid,
and the required navigation aid must be operational.
5. FMS based approaches that are retrieved from the navigation database
with an approach name of RNVxxx or VORxxx may be flown provided the
VHF navigation receiver is tuned to the reference facility.
i. Use of FMS to capture and track a DME arc outside the published end points
is prohibited
j. Fuel management parameters are advisory only and do not replace the
primary fuel quantity indications.
k. In accordance with Brazilian Information Circular CI 21-013C:
1. Use of FMS based on GPS only is prohibited as primary means for
navigation. FMS based on GPS is approved as supplemental means for
navigation.
2. FMS approaches based on GPS must be performed with auto-pilot or
flight director engaged;
3. The pilot must review the complete transition-approach, comparing the
waypoints and altitudes displayed on the FMS with those on the published
procedure prior to activation, to insure that the correct procedure and
transition are selected.
If “RAIM” becomes not available in enroute phase of flight, revert to an alternate
means of navigation other than GPS appropriate to the route and phase of flight.
When continuing to use GPS navigation, position must be verified every 15
minutes using other IFR approved navigation system.
INTEGRATED STAND-BY INSTRUMENT

When Integrated Stand-By Instrument model GH-3100 is installed, the heading
information shown on the Stand-by Instrument (when not upgraded by
modification 80-0743 or S.B. 80-0226) is not reliable and must not be used for
navigation.

Page 2-28 .b 1105-2999 Rev. B0 : Mar. 04, 2019
Brazilian a/c
TRANSPONDER
The installed SSR Mode S System satisfies the data requirements of ICAO
Doc. 7030/4 Regional Supplementary Procedures for SSR Mode S Enhanced
Surveillance in designated European airspace.
NOTE
The capability to transmit the “Track Angle Rate” data
parameter is not available.
VNAV
CAUTION
1. When using coupled VNAV, the procedure should be flown as
retrieved from the navigation database, without manually
editing the altitudes in the flight plan.
2. If the database altitude must be changed, the crew should
deselect VNAV and use the Altitude pre-selector to comply with
the required altitude.
a. When using the VNAV system, the barometric altimeters must be used as the
primary altitude reference for all operations.
b. Use of VNAV guidance for a V-MDA approach that includes a step-down fix
between the final approach fix and missed approach point is prohibited.
c. VNAV altitudes must be displayed on the MFD map page or CDU legs page
when utilizing VNAV for flight guidance.
d. Use of VNAV while conducting a missed approach procedure is prohibited.
e. Provided the FMS is receiving adequate usable sensor inputs, it has been
demonstrated capable of and has been shown to meet the accuracy
specifications of VNAV operation in accordance with FAA AC 20-129. Such
VNAV approaches must be flown utilizing either the flight director or autopilot.
f. VNAV approach guidance to a DA is not authorized if the reported surface
temperature is below the Baro-VNAV minimum temperature limitation
specified on the applicable RNAV approach procedure chart.
NOTE
Barometric VNAV guidance during approach including the
approach transition, final approach segment and the missed
approach procedure is not temperature compensated.
Operating at uncompensated minimum IFR altitudes will not
provide expected terrain and obstacle clearance for
temperature below ISA.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-29
LIMITATIONS
OPERATION ON UNPAVED RUNWAYS
2.19 OPERATION ON UNPAVED RUNWAYS

When the airplane is equipped with the prescribed protection Kit, operations on
unpaved runways are allowed under the limitations requirements, procedures,
performance, weight & balance information presented in the Supplement No. 12
"Unpaved Runways Operations" of this Airplane Flight Manual.
2.20 COLD WEATHER OPERATION

If ambient temperature is below –25°C, it is necessary to operate the main wing
anti-ice and the engine ice vane systems before applying full power to ensure
that the autofeather is armed.
2.21 OPERATION IN ICING CONDITIONS

Landing must be performed with the flaps in MID position.
Minimum Ambient Temperature for operation of engine deicing boots –40°C
No takeoff authorized with frost, snow or ice adhering to the propellers,

windshields, powerplant installation and pitot/static ports, or with snow or ice
adhering to the wings, vertical and horizontal stabilizer or control surfaces.

Page 2-30 1105-2999 Rev. B0 : Mar. 04, 2019
TRANSPONDER
The installed SSR Mode S System satisfies the data requirements of ICAO
Doc. 7030/4 Regional Supplementary Procedures for SSR Mode S Enhanced
Surveillance in designated European airspace.
NOTE
The capability to transmit the “Track Angle Rate” data
parameter is not available.
VNAV
CAUTION
specifications of VNAV operation in accordance with FAA AC 20-129. Such
VNAV approaches must be flown utilizing either the flight director or autopilot.
f. VNAV approach guidance to a DA is not authorized if the reported surface
specified on the applicable RNAV approach procedure chart.
NOTE
Barometric VNAV guidance during approach including the
approach transition, final approach segment and the missed
approach procedure is not temperature compensated.
Operating at uncompensated minimum IFR altitudes will not
provide expected terrain and obstacle clearance for
temperature below ISA.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-29
LIMITATIONS
OPERATION ON UNPAVED RUNWAYS
2.19 OPERATION ON UNPAVED RUNWAYS

NOTE
Unpaved runways operations are prohibited
2.20 COLD WEATHER OPERATION

If ambient temperature is below –25°C, it is necessary to operate the main wing
anti-ice and the engine ice vane systems before applying full power to ensure
that the autofeather is armed.

Landing must be performed with the flaps in MID position.
Minimum Ambient Temperature for operation of engine deicing boots –40°C

windshields, powerplant installation and pitot/static ports, or with snow or ice
adhering to the wings, vertical and horizontal stabilizer or control surfaces.

Page 2-30 .a 1105-2999 Rev. B0 : Mar. 04, 2019
Canadian a/c
CATEGORY II OPERATIONS
2.22 CATEGORY II OPERATIONS

a. CAT II approaches are approved only with dual qualified pilot, both engines
operating and in mid or full flaps configurations.
b. Autopilot and yaw damper must be coupled and both FD1 and FD2 bars in
view.
CAUTION
CAT II monitoring status indication on PFD1 and PFD2 (CAT2
indication green) will be ON even if the autopilot is OFF with
either FDs in view or one of the two FDs intentionally
disconnected with the autopilot engaged.
c. The autopilot, the yaw damper and the FD must be off at and below 100 feet
above ground level.
d. All the required instrumentation on the pilot's and copilot's side instrument
panel must be serviceable before starting a CAT II approach (refer to the
KOEL - "Additional Equipment for Cat II Operations" paragraph, page 2-41).
e. Radio Altimeter test must be performed during preflight operations and in
flight before initiating the approach phase.
f. CAT II approaches with pilot’s or copilot’s PFD in failure condition and/or MFD
in composite mode are not allowed.
g. CAT II approaches must be performed at 2000 prop RPM.
h. The Category II operations information, contained in this AFM, does not
constitute an operational approval to conduct Category II operations.
Crew qualification and equipment maintained per the approved Operator’s
Category II Manual are required for conducting CAT II operations.
NOTE
CAT II operations were demonstrated under the following
maximum wind conditions:
– Headwind 7 KTS
– Crosswind 24 KTS
– Tailwind 8 KTS

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-31
LIMITATIONS
REDUCED VERTICAL SEPARATION MINIMA (RVSM) OPERATIONS
2.23 REDUCED VERTICAL SEPARATION MINIMA (RVSM) OPERATIONS

a. The Static Pressure Selector Valve, of the Alternate Static Air Source System,
must remain in the STATIC TUBE setting during normal operation in RVSM
airspace.
b. The Pilot’s and Co-pilot’s displayed altitude must remain within ± 200 feet, at
all times, during RVSM operation. If the Pilot’s and Co-pilot’s displayed
altitude deviates by more than ± 200 feet, RVSM operations are not
permitted.
c. If the RVSM Critical Region Visual Inspection criteria (see Paragraph 4.3.9 in
Section 4 of this AFM) are not met, the airplane is not allowed to operate in
RVSM airspace.
NOTE
The static port of the Alternate Static Air Source System does
not affect the smoothness requirement of the RVSM Critical
Region.
d. All the required instrumentation must be installed and operational to enter

and operate in RVSM airspace (refer to the KOEL - "Additional Equipment for
RVSM Operations" paragraph on page 2-42).
e. ENAC approval of the RVSM operations information, contained in this AFM,
constitutes Airworthiness Approval. Approval alone does not authorise flight
into airspace for which an RVSM Operational Approval is required by an
ICAO Regional Navigation Agreement.

Page 2-32 1105-2999 Rev. B0 : Mar. 04, 2019
STEEP APPROACH OPERATIONS
2.24 STEEP APPROACH OPERATIONS

a. The airplane is approved for flown steep approaches in visual or instrument
meteorological conditions. A glide path reference system is required in case
of IFR conditions.
b. Max Approach Gradient (FULL FLAP) 15.8% (9°)
c. Max Approach Gradient (MID FLAP) 12% (7°)
d. Max Crosswind 25 KTS
e. Max Tail Wind 10 KTS
f. Minimum altitude for Autopilot operation 400 feet AGL
g. Minimum ILS guidance intercept 1800 feet AGL
h. Minimum go-around altitude 400 feet AGL
i. Deliberate Single Engine Approaches are prohibited.
j. The Steep Approach operations information, contained in this AFM, does not
constitute operational approval to conduct Steep Approach operations.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-33
LIMITATIONS
NOISE LEVEL
2.25 NOISE LEVEL
ICAO/ANNEX 16
The allowable noise level according to ICAO/Annex 16, Edit. 1988, Chap. 10, for
the Piaggio P.180 aircraft at the max certificated TO weight is 88.0 dB(A). The
corrected noise level determined according to the mentioned regulation is 86.4
dB(A).
FAR 36
The corrected noise level of the Piaggio P.180 aircraft according to FAR 36,
Appendix F, amdt. 13, and Appendix G, amdt. 16, is respectively 76.0 dB(A) and
81.8 dB(A).
No determination has been made by the ENAC / Federal Aviation Administration
that the noise levels of this airplane are or should be acceptable or unacceptable
for operation at, into or out of, any airport.

Page 2-34 1105-2999 Rev. B0 : Mar. 04, 2019
STEEP APPROACH OPERATIONS

NOTE
Steep approach operations are prohibited

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-33 .a
Canadian a/c
LIMITATIONS
2.25 NOISE LEVEL
ICAO/ANNEX 16
The allowable noise level according to ICAO/Annex 16, Edit. 1988, Chap. 10, for
the Piaggio P.180 aircraft at the max certificated TO weight is 88.0 dB(A). The
corrected noise level determined according to the mentioned regulation is 86.4
dB(A).
FAR 36
The corrected noise level of the Piaggio P.180 aircraft according to FAR 36,
Appendix F, amdt. 13, and Appendix G, amdt. 16, is respectively 76.0 dB(A) and
81.8 dB(A).
No determination has been made by the ENAC / Federal Aviation Administration
that the noise levels of this airplane are or should be acceptable or unacceptable
for operation at, into or out of, any airport.

Page 2-34 1105-2999 Rev. B0 : Mar. 04, 2019
KINDS OF OPERATIONS EQUIPMENT LIST (KOEL)
2.26 KINDS OF OPERATIONS EQUIPMENT LIST (KOEL)

This airplane may be operated in day or night VFR, IFR and into known icing
conditions when the appropriate equipment is installed and operable.
The following equipment list identifies the systems and equipment upon which
type certification for each kind of operation was predicated. The systems and
items of equipment listed must be installed and operable unless:
a. The airplane is approved to be operated in accordance with a current
Minimum Equipment List (MEL) issued or approved by the Airworthiness
Authority.
or:
b. An alternate procedure is provided in the Approved Airplane Flight Manual for
the inoperative state of the listed equipment and all limitations are complied
with.
NOTE
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 such as wings, empennage, engine,
etc.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-35
LIMITATIONS
Number of items installed

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
Known Icing Conditions
REMARKS and/or EXCEPTIONS
ATA 100 CHAPTER 21

AIR CONDITIONING
L/R Bleed Air Valves 2 2 2 2 2 2
Pressurization Controller, Auto 1 1 1 1 1 1
Safety Valve 1 1 1 1 1 1
Outflow Valve 1 1 1 1 1 1
CAB PRESS - Altitude Warning 1 1 1 1 1 1
Cabin Rate of Climb 1 1 1 1 1 1
Pressurization Air Source 2 2 2 2 2 2
Pressurization Control, Manual 1 1 1 1 1 1
Suction Source 1 1 1 1 1 1
DOOR SEAL Caution Light 1 1 1 1 1 1
ATA 100 CHAPTER 22

AUTO FLIGHT
Flight Guidance System 1 -- -- -- -- --
ATA 100 CHAPTER 23

COMMUNICATIONS
VHF Communication System 2 1 1 2 2 2
Static Discharge Wicks 16 7(1) 7(1) 7(1) 7(1) 7(1) (1)Minimum required: one at the
outb. end of each control
surface.
ATA 100 CHAPTER 24

ELECTRICAL POWER
Battery 1 1 1 1 1 1
Battery Temperature Light 2 2 2 2 2 2
DC Generator 2 2 2 2 2 2
DC Generator Caution Light 2 2 2 2 2 2
DC Distrib. Busses Caut. Light 1 1 1 1 1 1

Page 2-36 1105-2999 Rev. B0 : Mar. 04, 2019
2.26 KINDS OF OPERATIONS EQUIPMENT LIST (KOEL)

This airplane may be operated in day or night VFR, IFR and into known icing
conditions when the appropriate equipment is installed and operable.
The following equipment list identifies the systems and equipment upon which
type certification for each kind of operation was predicated. The systems and
items of equipment listed must be installed and operable unless the KOEL is
provided in the Approved Airplane Flight Manual for the inoperative state of the
listed equipment and all limitations are complied with.
NOTE
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 such as wings, empennage, engine,
etc.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-35 .a
Canadian a/c
LIMITATIONS

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
ATA 100 CHAPTER 21

AIR CONDITIONING
L/R Bleed Air Valves 2 2 2 2 2 2
Pressurization Controller, Auto 1 1 1 1 1 1
Safety Valve 1 1 1 1 1 1
Outflow Valve 1 1 1 1 1 1
CAB PRESS - Altitude Warning 1 1 1 1 1 1
Cabin Rate of Climb 1 1 1 1 1 1
Pressurization Air Source 2 2 2 2 2 2
Pressurization Control, Manual 1 1 1 1 1 1
Suction Source 1 1 1 1 1 1
DOOR SEAL Caution Light 1 1 1 1 1 1
ATA 100 CHAPTER 22

AUTO FLIGHT
Flight Guidance System 1 -- -- -- -- --
ATA 100 CHAPTER 23

COMMUNICATIONS
VHF Communication System 2 1 1 2 2 2
Static Discharge Wicks 16 7(1) 7(1) 7(1) 7(1) 7(1) (1)Minimum required: one at the
outb. end of each control
surface.
ATA 100 CHAPTER 24

ELECTRICAL POWER
Battery 1 1 1 1 1 1
Battery Temperature Light 2 2 2 2 2 2
DC Generator 2 2 2 2 2 2
DC Generator Caution Light 2 2 2 2 2 2
DC Distrib. Busses Caut. Light 1 1 1 1 1 1

Page 2-36 1105-2999 Rev. B0 : Mar. 04, 2019
KINDS OF OPERATION EQUIPMENT LIST (KOEL)
2.19 KINDS OF OPERATION EQUIPMENT LIST (KOEL)

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
ATA 100 CHAPTER 24

ELECTRICAL POWER
(CONT.)
Elect. Power Indications (MFD) 1 1 1 1 1 1 All functions must be operating
Emergency Power Unit 1 1 1 1 1 1
ATA 100 CHAPTER 26

FIRE PROTECTION
Fire Detector System 2 2 2 2 2 2
ATA 100 CHAPTER 27

FLIGHT CONTROLS
Trim Actuator 3 3 3 3 3 3
Trim Indicator - Rudder, Aileron, 3 3 3 3 3 3
Horizontal Stabilizer
Flap System Position Indication 1 1 1 1 1 1 Provided the reversionary mode
(MFD/PFD) panel is operative
Flap System 1 1 1 1 1 1
Stall Warning System 1 1 1 1 1 1
ATA 100 CHAPTER 28

FUEL EQUIPMENT
Main Fuel Boost Pump 2 2 2 2 2 2
Standby Fuel Boost Pump 2 2 2 2 2 2
Firewall Shutoff Valve 2 2 2 2 2 2
Firewall Shutoff Light 4 4 4 4 4 4
Crossfeed Valve 1 1 1 1 1 1
Crossfeed Light 2 2 2 2 2 2
Fuel Quantity Indication (MFD) 2 2 2 2 2 2
Fuel Flow Indication (MFD) 2 2 2 2 2 2
Fuel Pressure Warning Light 2 2 2 2 2 2

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-37
LIMITATIONS

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
ATA 100 CHAPTER 30

ICE AND RAIN PROTECTION
Engine Inlet Deicer System 2 2 2 2 2 2
Eng. Inlet Deicer System 1 1 1 1 1 1
Indication (MFD)
Engine Inertial Ice Vane 2 2 2 2 2 2
Ice Vane Syst. Indication (MFD) 1 1 1 1 1 1
Oil Inlet Heating System 1 1 1 1 1 1
Indication (MFD)
Windshield Heat, Left & Right 2 2 2 2 2 2
Pitot and Static Heater 2 1 1 2 2 2
Ice Detector & Lights Monitoring 1 -- -- 1 1 1
System
Stall Warning Heater 1 -- -- 1 1 1
Main Wing A/I System 2 -- -- -- -- 2
Main Wing A/I Lights 2 -- -- -- -- 2
Indication (MFD)
FWD Wing A/I System 2 -- -- -- -- 2
FWD Wing A/I Lights 2 -- -- -- -- 2
Indication (MFD)
Main Wing Inspection Light 1 -- -- -- -- 1
ATA 100 CHAPTER 31

INDICATING/RECORDING
SYSTEMS
Aural Warning System 1 1 1 1 1 1
Annunciator System 1 1 1 1 1 1

Page 2-38 1105-2999 Rev. B0 : Mar. 04, 2019

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
ATA 100 CHAPTER 24

ELECTRICAL POWER
(CONT.)
Elect. Power Indications (MFD) 1 1 1 1 1 1 All functions must be operating
Emergency Power Unit 1 1 1 1 1 1
ATA 100 CHAPTER 26

FIRE PROTECTION
Fire Detector System 2 2 2 2 2 2
ATA 100 CHAPTER 27

FLIGHT CONTROLS
Trim Actuator 3 3 3 3 3 3
Trim Indicator - Rudder, Aileron, 3 3 3 3 3 3
Horizontal Stabilizer
Flap System Position Indication 1 1 1 1 1 1 Provided the reversionary mode
(MFD/PFD) panel is operative
Flap System 1 1 1 1 1 1
Stall Warning System 1 1 1 1 1 1
ATA 100 CHAPTER 28

FUEL EQUIPMENT
Main Fuel Boost Pump 2 2 2 2 2 2
Standby Fuel Boost Pump 2 2 2 2 2 2
Firewall Shutoff Valve 2 2 2 2 2 2
Firewall Shutoff Light 4 4 4 4 4 4
Crossfeed Valve 1 1 1 1 1 1
Crossfeed Light 2 2 2 2 2 2
Fuel Quantity Indication (MFD) 2 2 2 2 2 2
Fuel Flow Indication (MFD) 2 2 2 2 2 2
Fuel Pressure Warning Light 2 2 2 2 2 2

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-37
LIMITATIONS

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
ATA 100 CHAPTER 30

ICE AND RAIN PROTECTION
Engine Inlet Deicer System 2 2 2 2 2 2
Eng. Inlet Deicer System 1 1 1 1 1 1
Indication (MFD)
Engine Inertial Ice Vane 2 2 2 2 2 2
Ice Vane Syst. Indication (MFD) 1 1 1 1 1 1
Oil Inlet Heating System 1 1 1 1 1 1
Indication (MFD)
Windshield Heat, Left & Right 2 2 2 2 2 2 Right side may be inoperative
Pitot and Static Heater 2 1 1 2 2 2
Ice Detector & Lights Monitoring 1 -- -- 1 1 1
System
Stall Warning Heater 1 -- -- 1 1 1
Main Wing A/I Lights 2 -- -- -- -- 2
Indication (MFD)
FWD Wing A/I Lights 2 -- -- -- -- 2
Indication (MFD)
Main Wing Inspection Light 1 -- -- -- -- 1
ATA 100 CHAPTER 31

INDICATING/RECORDING
SYSTEMS
Aural Warning System 1 1 1 1 1 1
Annunciator System 1 1 1 1 1 1

Page 2-38 .a 1105-2999 Rev. B0 : Mar. 04, 2019
Canadian a/c

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
ATA 100 CHAPTER 32

LANDING GEAR
Hydraulic Power Unit 1 1 1 1 1 1
Pressure Monitoring Unit 1 1 1 1 1 1
Landing Gear Position 3 3 3 3 3 3
Indication Lights
Steering Fail Light 1 1 1 1 1 1
Hydraulic Pressure Gauge 1 1 1 1 1 1
Steering Taxi Indication (PFD) 2 1(1) 1(1) 1(1) 1(1) 1(1) (1) Right side may be inoperative
Steering Takeoff Indication (PFD) 2 1(1) 1(1) 1(1) 1(1) 1(1) (1) Right side may be inoperative
ATA 100 CHAPTER 33

LIGHTS
Cockpit Lights 2 -- 1 1 1 1
Instrument Light System 1 -- 1 1 1 1
Taxi Light 1 -- 1 -- 1 1
Landing Light 2 -- 2 -- 2 2
Anticollision Strobe Light 2 -- 2 -- 2 2
Position Light 4 -- 4 -- 4 4
Passenger Notice System 1 1 1 1 1 1
(Fasten Seat Belts and No Smoking)
Cabin Door Warning Light 1 1 1 1 1 1
Baggage Door Warning Light 1 1 1 1 1 1
Portable Flash Light 1 -- 1 -- 1 1

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-39
LIMITATIONS

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
ATA 100 CHAPTER 34

NAVIGATION INSTRUMENTS
Primary Flight Display (PFD) 2 1(1) 1(1) 2 2 2 (1) Right side may be inoperative
Multifunction Display (MFD) 1 1 1 1 1 1
Display Control Panel (DCP) 2 1(1) 1(1) 2 2 2 (1) Right side may be inoperative
Air Data Computer (ADC) 2 2 2 2 2 2
Attitude Heading Computer (AHC) 2 2 2 2 2 2
Magnetic Compass 1 1 1 1 1 1
Radio Altimeter 1 -- -- 1 1 1
VOR/LOC, GS (NAV) 2 1 1 2 2 2
Marker Beacon (NAV) 2 -- -- 1 1 1
ADF (NAV) 1 -- -- 1 1 1
DME 1 -- -- 1 1 1
GPS 1 -- -- -- -- -- (required for VNAV)
Transponder 1 1 1 1 1 1
Control Display Unit (CDU) 1 1 1 1 1 1 (for radios tuning)
Radio Tuning Unit (RTU) 1 1 1 1 1 1
Reversionary Panel 1 1 1 1 1 1
Integrated Standby Instrument 1 1 1 1 1 1
Clock 2 1 1 1 1 1
ATA 100 CHAPTER 35

OXYGEN
Oxygen System 1 1 1 1 1 1

Page 2-40 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS

VFR Day
SYSTEM VFR Night
and/or IFR Day
IFR Night
COMPONENT
ATA 100 CHAPTER 61

PROPELLERS
Prop. Primary Low Pitch Stop 2 2 2 2 2 2
Propeller Overspeed Governor 2 2 2 2 2 2
Overspeed Governor Test Switch 2 2 2 2 2 2
Autofeathering System 2 2 2 2 2 2
Autofeath. Armed Indication (MFD) 2 2 2 2 2 2
Autofeathering Not Armed Light 1 1 1 1 1 1
ATA 100 CHAPTER 77

ENGINE INDICATIONS
Propeller RPM Indication (MFD) 2 2 2 2 2 2
Gas Generator Indication (MFD) 2 2 2 2 2 2
ITT Indication (MFD) 2 2 2 2 2 2
Torque Indication (MFD) 2 2 2 2 2 2
ATA 100 CHAPTER 79

ENGINE OIL INDICATIONS
Oil Pressure Indication (MFD) 2 2 2 2 2 2
Oil Temperature Indication (MFD) 2 2 2 2 2 2
ADDITIONAL EQUIPMENT FOR CAT II OPERATIONS

In addition to the information provided in the KOEL for “IFR Night” and flight into
“Known Icing Conditions”, the airplane may be operated in Category II
Approaches when the following equipment is installed and operable:
SYSTEM AND/OR NUMBER OF ITEMS CAT II

COMPONENT INSTALLED APPROACHES
Flight Guidance System 1 1

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-41
LIMITATIONS
ADDITIONAL EQUIPMENT FOR RVSM OPERATIONS

In addition to the information provided in the KOEL for “IFR Night”, the airplane
may enter and operate in RVSM airspace when the following equipment is
installed and operable:
SYSTEM AND/OR NUMBER OF ITEMS RVSM

COMPONENT INSTALLED OPERATIONS
Flight Guidance System 1 1 (*)
(*) With or without Yaw Damper engaged.
ADDITIONAL EQUIPMENT FOR P-RNAV OPERATIONS

“known icing conditions”, the airplane may enter and operate in P-RNAV airspace
when the following equipment is installed and operable:
SYSTEM AND/OR NUMBER OF ITEMS P-RNAV

Flight Guidance System (Flight Director) 1 1

Flight Management System 1 1
GPS or DME 1 1
ADDITIONAL EQUIPMENT FOR U.S. RNAV OPERATIONS

“known icing conditions”, the airplane may enter and operate in U.S. Terminal
and En Route Area Navigation - RNAV1 - airspace when the following
equipment is installed and operable:
SYSTEM AND/OR NUMBER OF ITEMS RNAV

Flight Guidance System (Flight Director) 1 1

Flight Management System 1 1
GPS 1 1

Page 2-42 1105-2999 Rev. B0 : Mar. 04, 2019
PLACARDS
2.27 PLACARDS
NOTE
In addition and close to the standard (English language)
passenger-addressed placards listed below, directly-translated
placards in the language of the country in which the airplane is
registered can be installed, if required by the specific country’s
regulation.
FLIGHT COMPARTMENT PLACARDS

1. On the left side of the instrument panel:
THE MARKINGS AND PLACARDS INSTALLED IN THIS AIRPLANE
CONTAIN OPERATING LIMITATIONS WHICH MUST BE COMPLIED
WITH WHEN OPERATING THIS AIRPLANE IN THE NORMAL
CATEGORY. OTHER OPERATING LIMITATIONS WHICH MUST BE
COMPLIED WITH WHEN OPERATING THIS AIRPLANE IN THIS
CATEGORY ARE CONTAINED IN THE AIRPLANE FLIGHT MANUAL.
THIS AIRPLANE IS APPROVED FOR VFR-IFR-DAY AND NIGHT
OPERATION AND KNOWN ICING CONDITIONS.
NO AEROBATIC MANEUVERS, INCLUDING SPINS, APPROVED.
2. Close to the Pressurization parameters gauges:

AIRCRAFT NOT APPROVED FOR LANDING WHEN PRESSURIZED
3. Close to both PFDs (Pilot’s and Copilot’s side)::

If Mod. SB 80-0454 or 80-0425 (new If Mod. SB 80-0454 or 80-0425 (new
NWSS) are NOT installed NWSS) are installed
MAXIMUM SPEED – KIAS MAXIMUM SPEED – KIAS
DESIGN MANEUVERING DESIGN MANEUVERING

VA = 199 AT 11500 LBS VA = 199 AT 11500 LBS
VA = 177 AT 7700 LBS VA = 177 AT 7700 LBS
FLAP OPERATING FLAP OPERATING
VFO = 170 UP/MID/UP VFO = 170 UP/MID/UP
VFO = 150 MID/DN/MID VFO = 150 MID/DN/MID
FLAP EXTENDED DN VFE = 175 FLAP EXTENDED DN VFE = 175
LDG GEAR OPERAT VLO= 181 LDG GEAR OPERAT VLO= 180
STEERING V = 60
MINIMUM CONTROL VMC= 100 MINIMUM CONTROL VMC= 100

(ONE ENGINE INOPERATIVE) (ONE ENGINE INOPERATIVE)

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-43
LIMITATIONS
PLACARDS
4. On the instrument panel (If S.B 80-0454 or 80-0425 are installed):

OPERATION ON UNPAVED RUNWAYS IS PROHIBITED
5. On both the rudder pedal adjustment control handle:
RUDDER PEDAL ADJ
6. On the Control Pedestal:

EMERGENCY LANDING GEAR EXTENSION
1. GEAR SELECTOR - DOWN
2. HYDRAULIC PUMP SWITCH - OFF
3. EMERG LDG SELECTOR - PULL
4. HAND PUMP - OPERATE UNTIL 3 GREEN LIGHTS
COME ON (ABOUT 60 STROKES REQUIRED)
7. Close to the power levers:

REVERSE ONLY WITH
ENGINES RUNNING
ENGAGE REVERSE
BELOW 1900 PROP. RPM
8. Close to the Magnetic Compass:

CAUTION
STANDBY COMPASS ERRATIC
WHEN WINDSHIELD, PITOT/
STATIC, FWD WING HEATING
OR LANDING LIGHTS ARE ON
9. On the Fuel Control Panel:

Page 2-44 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
PLACARDS
if Mod. 80-1091 or S.B. 80-0424 (“Extended Range”) is installed:
10. Below the left section of the instrument panel, in front of the pilot’s control
column:
11. If portable fire extinguisher is installed:

On fire extinguisher cabinet: On pilot partition:
12. Near each oxygen panel or plug:

WARNING: DO NOT SMOKE WHILE OXYGEN IS IN USE
13. When Integrated Stand-By Instrument model GH-3100 is installed, close to

the Integrated Stand-by Instrument (when not upgraded by Mod. 80-0743 or
S.B. 80-0226):
HDG INFORMATION SHOWN ON
TO THE INTEGRATED STAND-BY
INSTRUMENT MUST BE DISREGARDED
BECAUSE NOT RELIABLE

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-45
LIMITATIONS
PLACARDS
14. Close to each 115 Vac Auxiliary Power Socket (if installed):
115 VAC / 60 HZ / 1 A MAX
15. On the left side of the Instrument Panel, when "TAT heater inhibition on-
ground" change is installed (ref. para 4.0):
A/C CONFIGURATION ALLOWS PITOT HEATERS
SWITCH ON DURING GROUND OPERATIONS
(REF. AFM SEC. 4)
PASSENGER COMPARTMENT PLACARDS

1. Near the emergency exit:
EXIT
2. On the red emergency door handle:

EXIT
PULL AND TURN LEFT
3. Near the passenger door:

EXIT
4. Close to the passenger upper door handle:
5. Close to the passenger bottom door handle (each side of the handle):
OPEN CLOSED

Page 2-46 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
PLACARDS
and if Mod. 80-1098 or related S.B. is installed, on each side:
6. Near each swivel forward facing seat:

SEAT MUST BE OUTBOARD
WITH SEATBACK IN UPRIGHT POSITION
FOR TAKE-OFF AND LANDING
7. Near each swivel aft facing seat:

SEAT MUST BE OUTBOARD
WITH SEATBACK IN UPRIGHT POSITION
AND HEADREST UP
8. On the rearward place of the 2-place sidefacing divan, when the low back
divan is installed (see Weight and Balance Manual - Rep. 180-MAN-0020-
01101, Section #3 “Equipment List” for installed divan), except when a “Lap
Belt & Dual Shoulder Harness” (Y type shoulder harness) seat belt is used.
NOTE
Operators must verify if relating National Aviation Authority
approved/validated the EASA approved Mod. 80-0983
“Installation of safety belt provided with dual Y type shoulder
harness on the side facing two place divan (low back)” . If not,
the following limitation remains applicable.
THIS SEAT MUST NOT
BE OCCUPIED DURING
TAKE-OFF AND LANDING
No placards and no seating limitations when the 2-place sidefacing high
back divan (see Weight and Balance Manual - Rep. 180-MAN-0020-
01101, Section #3 “Equipment List” for installed divans) is installed.

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-47
LIMITATIONS
PLACARDS
9. On each folding work table:

LEAF MUST BE STOWED FOR TAKE-OFF AND LANDING
10. Near each cabinet:
CABINET MUST BE CLOSED FOR TAKE-OFF AND LANDING
11. On the sliding door:
DOOR MUST BE OPEN AND LATCHED
12. Close to each privacy curtain when installed:

CURTAIN MUST BE OPEN AND LATCHED
13. In the lavatory:

NO SMOKING WHEN
LAVATORY IS IN USE
14. In the coat closet of the cabin baggage compartment:

CLOSET CAPACITY 90 LBS (40.8 KG)
COAT ROD 40 LBS (18.1 KG)
FLOOR 50 LBS (22.7 KG)
When cabin additional fuel tank (“Extended Range” modification) is
installed:
CLOSET CAPACITY 50 LBS (22.7 KG)
FLOOR 50 LBS (22.7 KG)
15. On the forward cabinet drawers (if installed):

MAX. WT. CAPACITY
THIS AREA 24 LBS (10.9 KG)
MAX. WT. CAPACITY

Page 2-48 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
PLACARDS
16. On each drawer of the refreshment cabinets as applicable (when optional

refreshment cabinets are installed, suitable placards must be provided on
each drawer stating the allowable maximum weight capacity):
MAX. WT. CAPACITY
THIS AREA XX LBS (YY KG)
17. On both rear pyramidal cabinets (if installed):

MAX. WT. CAPACITY
18. Inside the toilet compartment close to the trash holder:

TRASH
NO CIGARETTE DISPOSAL
19. Close to each 14 Vdc Auxiliary Power Socket (if installed):

14 VDC, 4 A MAX
20. Close to each 115 Vac Auxiliary Power Socket (if installed):
115 VAC / 60 HZ / 1.5 A MAX
21. On the right FWD partition, when Option #1 or Corporate #1 or Option #19
or Corporate #3 interiors configuration is installed and when two place side
facing divan equipped with a “Lap Belt single shoulder harness” seat belt is
installed on the FWD right side of the cabin:

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-49
LIMITATIONS
PLACARDS
BAGGAGE COMPARTMENT PLACARDS

1. On front of the rear baggage compartment door as applicable:
When no optional equipment is installed in the Baggage Compartment:
350 lb
MAX LOAD :
159 kg
50 lb/ft2
MAX SPEC. LOAD :
244 kg/m2
When optional equipment is installed in the Baggage Compartment:
xxx lb
MAX LOAD :
yyy kg
50 lb/ft2
MAX SPEC. LOAD :
244 kg/m2
Where xxx lb (yyy kg) is the maximum weight allowed for baggage load
defined according to the National Aviation Authority.
2. On the left baggage compartment door:

FILLING INSTRUCTION
1. OPEN OVERFILLING VALVE ON L.G. BAY
2. REMOVE PLUG FROM FILLING PORT AND CONNECT HOSE
FROM HAND PUMP VALVE
3. PUMP OIL MIL-H-5606 OR EQUIVALENT TO OVERFLOW FROM
OVERFILLING
4. OIL CAPACITY FROM LOW LEVEL TO MAX LEVEL 200 CC
5. REMOVE HOSE AND PLUG FILLING PORT
6. CLOSE OVERFILLING VALVE
3. In the hydraulic system filling area:

EXTERNAL PRESSURIZATION
HYD. OIL FILLING PORT
4. In the front of the baggage compartment door:
DO NOT CARRY THE TOWING BAR TRONAIR P/N 01-1227-0000 OR
OTHER FERROMAGNETIC MASSES COMPARABLE IN LENGTH
AND MASS

Page 2-50 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
PLACARDS
EXTERNAL PLACARDS
1. On the top right side of the fuselage, respectively over and below the
refueling cap:
When Mod. 80-0953 or S.B. 80-0317 When Mod. 80-0953 or S.B. 80-0317
is NOT installed: is installed:
FUEL FUEL
JET A, JET A1, JET B PER ASTM D1655 JET A, JET A1, JET B PER ASTM D1655
PFA-55MB OR MIL-I-27686 ADDITIVE RP-3 PER GB6537
MUST BE BLENDED PFA-55MB OR MIL-I-27686 ADDITIVE
MUST BE BLENDED
MIL-T-5624 GRADE JP4
MIL-T-83133 GRADE JP8 MIL-T-5624 GRADE JP4
When Mod. 80-1038

is installed:
FUEL
JET A, JET A1, JET B PER ASTM D1655
RP-3 PER GB6537
PT (OR RT), TC-1 (OR TS-1) PER GOST
10227
PFA-55MB OR MIL-I-27686 ADDITIVE
MUST BE BLENDED

SEE AIRPLANE FLT. MANUAL FOR APPROVED FUELS

QUANTITY OF ADDITIVE AND FUELING PROCEDURE
2. On the right side of the fuselage close to landing gear:

PRESSURE
REFUELING

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-51
LIMITATIONS
PLACARDS
3. On the back side of the pressure refueling door (right side of the fuselage):
MAXIMUM FUELING PRESSURE 60 PSIG
NO DEFUELING ALLOWED
FILLING PROCEDURE
1. GROUND TEST SWITCH: "LAMP".
VERIFY LAMPS ILLUMINATION
2. REFUEL SWITCH: OPEN
TK INTCON INT LAMP MOMENTARILY ON THEN
TANK INTCON LAMP ON
3. APPLY TANK TRUCK NOZZLE AND FILL
4. GROUND TEST SWITCH: "SYST"
VERIFY FUELING FLOW INTERRUPTION
5. COMPLETE FUELING PROCEDURE
6. REFUEL SWITCH: CLOSED
TANK INTCON LAMP OFF THEN TK INTCON INT LAMP
MOMENTARILY ON
SEE AIRPLANE FLT. MANUAL

FOR APPROVED FUEL, QUANTITY
OF ADDITIVE AND FUELING PROCEDURE
When Mod. 80-0953 or S.B. 80-0317 When Mod. 80-0953 or S.B. 80-0317
is NOT installed: is installed:
FUEL FUEL
JET A, JET A1, JET B PER ASTM D1655 JET A, JET A1, JET B PER ASTM D1655
PFA-55MB OR MIL-I-27686 ADDITIVE RP-3 PER GB6537
MUST BE BLENDED PFA-55MB OR MIL-I-27686 ADDITIVE
MUST BE BLENDED
MIL-T-83133 GRADE JP8 MIL-T-5624 GRADE JP4
When Mod. 80-1038

is installed:
FUEL
JET A, JET A1, JET B PER ASTM D1655
RP-3 PER GB6537
PT (OR RT), TC-1 (OR TS-1) PER GOST
10227
MUST BE BLENDED


Page 2-52 1105-2999 Rev. B0 : Mar. 04, 2019
LIMITATIONS
PLACARDS
4. On the left and right panels of forward wing, close to the flaps:
NO STEP
5. Above the emergency door handle (right side of the fuselage):

OPEN
6. On the emergency door handle (right side of the fuselage):

PUSH
7. Close to the passenger door handle (left side of the fuselage):

OPEN
CLOSE
8. On the back side of the GPU plug door (left side of the fuselage):
28 VDC
1200 A PEAK
FOR STARTING
400 A MAX CONT.
FOR SERVICE
9. Horizontal Stabilizer reference markings on top of the left side of fin:

Rev. B0: Mar. 04, 2019 1105-2999 Page 2-53
LIMITATIONS
PLACARDS
10. On the left and right side of the fuselage marking RVSM Critical Region of
the Static Port (left side shown):
* *
*

Page 2-54 1105-2999 Rev. B0 : Mar. 04, 2019
EMERGENCY PROCEDURES
TABLE OF CONTENTS
SECTION 3 - EMERGENCY PROCEDURES
TABLE OF CONTENTS
Paragraph Page
No. No.
3.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1
3.1 Airspeeds for Emergency Operations . . . . . . . . . . . . . . . . . . . . . . . .3-2
3.2 Emergency Procedures Check List . . . . . . . . . . . . . . . . . . . . . . . . . .3-3
3.2.1 Engine Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3
Engine Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3
Engine Torching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3
Engine Failure During Takeoff Before Rotation . . . . . . . . . . . . . . . .3-4
Engine Failure During Takeoff At or After Rotation . . . . . . . . . . . . .3-4
Engine Failure in Flight Below Vmca . . . . . . . . . . . . . . . . . . . . . . . .3-6
Engine Fire (Ground) (L or R FIRE LIGHT ON) . . . . . . . . . . . . . . . .3-6
Engine Failure or Fire in Flight (L or R FIRE LIGHT ON). . . . . . . . .3-7
Engine Failure During Autopilot Operation. . . . . . . . . . . . . . . . . . . .3-8
Engine Failure During Autopilot Operation -
Coupled Approach/Coupled Go Around. . . . . . . . . . . . . . . . . . . . . .3-8
3.2.2 Air Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-9
Normal Air Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-9
Air Start Without Starter Assist. . . . . . . . . . . . . . . . . . . . . . . . . . . .3-10
3.2.3 Smoke in Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-11
Electrical Fire or Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-12
Environmental System Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-13
3.2.4 Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-14
3.2.5 Maximum Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-14
3.2.6 Landing Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-15
Landing Without Engine Power . . . . . . . . . . . . . . . . . . . . . . . . . . .3-15
Single Engine Approach and Landing . . . . . . . . . . . . . . . . . . . . . .3-16
Single Engine Go-Around. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-17
Landing with Primary Longitudinal Control Failed . . . . . . . . . . . . .3-18
Landing with Stabilizer Jammed. . . . . . . . . . . . . . . . . . . . . . . . . . .3-19
Landing with Longitudinal Control Spring Failed . . . . . . . . . . . . . .3-20
Landing with Autofeather System Inoperative
(Amber autofeather light on). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21
Gear up Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-22
Nose Gear up or Unlocked Landing . . . . . . . . . . . . . . . . . . . . . . . .3-23
Main Gear Unlocked Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-23
Asymmetric Flap Landing (FLAP SYNC LIGHT ON) . . . . . . . . . . .3-24
Landing with Flaps Retracted. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25

Rev. B0: Mar. 04, 2019 Page 3-i
P.180 AVANTI II AIPLANE FLIGHT MANUAL
TABLE OF CONTENTS
3.2.7 System Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26

Engine System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Propeller System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Fuel System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Electrical System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Hydraulic System Failure (HYD PRESS light on) . . . . . . . . . . . . . 3-34
Steering System Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Longitudinal Control System Malfunction . . . . . . . . . . . . . . . . . . . 3-39
Flap System Malfunctions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Pressurization and Environmental System Malfunction . . . . . . . . 3-41
Ice Protection Systems Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Windshield Heat System Failure. . . . . . . . . . . . . . . . . . . . . . . . . . 3-47
Pitot/Static System Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-48
Cabin Door Annunciator Illuminated (CAB DOOR light on) . . . . . 3-49
Baggage Door Annunciator Illuminated (BAG DOOR light on). . . 3-49
Emergency Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-49
Airplane Evacuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-49
3.2.8 Avionics System Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-50
Flight Guidance System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 3-50
Pilot Primary Flight Display (PFD) Failure . . . . . . . . . . . . . . . . . . 3-52
Multifunction Display (MFD) Failure . . . . . . . . . . . . . . . . . . . . . . . 3-52
Control Display Unit (CDU) Failure . . . . . . . . . . . . . . . . . . . . . . . . 3-52
Radio Tuning Unit (RTU) Failure . . . . . . . . . . . . . . . . . . . . . . . . . 3-53
Single Air Data Computer (ADC) Failure . . . . . . . . . . . . . . . . . . . 3-53
Dual Air Data Computer (ADC) Failure. . . . . . . . . . . . . . . . . . . . . 3-53
Single Attitude Heading Computer (AHC) Failure. . . . . . . . . . . . . 3-54
Dual Attitude Heading Computer (AHC) Failure . . . . . . . . . . . . . . 3-54
Failure Flags (red / yellow) on primary Flight Display . . . . . . . . . . 3-55
Comparator Flags (yellow) on primary Flight Display . . . . . . . . . . 3-56
3.2.9 Category II Operations Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
Malfunctions During Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-57
3.2.10 Reduced Vertical Separation Minima (RVSM)
Operations Emergencies3-58
Autopilot Altitude Mode Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
ADC1 Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
ADC2 Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-59
3.2.11 P-RNAV Operation Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Flight Guidance System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Flight Management System Failure . . . . . . . . . . . . . . . . . . . . . . . 3-60
GPS and DME Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
3.2.12 U.S. RNAV Operation Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . 3-60

Page 3-ii Rev. B0 : Mar. 04, 2019
TABLE OF CONTENTS
Flight Guidance System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . .3-60

Flight Management System Failure . . . . . . . . . . . . . . . . . . . . . . . .3-60
GPS Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-60
3.3 Amplified Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . .3-61
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-61
3.3.1 Engine Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-62
Identifying Dead Engine and Verifying Power Loss . . . . . . . . . . . .3-62
Engine Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-62
Engine Failure During Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-63
Engine Failure in Flight Below VMCA . . . . . . . . . . . . . . . . . . . . . .3-65
Engine Fire (On Ground) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-65
Engine Failure or Fire in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-66
Engine Failure during Autopilot Operation . . . . . . . . . . . . . . . . . . .3-67
Engine Failure during Autopilot Operation -
Coupled Approach/Coupled Go Around. . . . . . . . . . . . . . . . . . . . .3-67
3.3.2 Air Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-68
Normal Air Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-68
Air Start Without Starter Assist. . . . . . . . . . . . . . . . . . . . . . . . . . . .3-69
3.3.3 Smoke in Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-70
3.3.4 Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-72
3.3.5 Glide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-72
3.3.6 Landing Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-73
Landing Without Engine Power . . . . . . . . . . . . . . . . . . . . . . . . . . .3-73
Single Engine Approach and Landing . . . . . . . . . . . . . . . . . . . . . .3-74
Single Engine Go-Around. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-75
Landing with Primary Longitudinal Control Failed . . . . . . . . . . . . .3-75
Landing with Stabilizer Jammed. . . . . . . . . . . . . . . . . . . . . . . . . . .3-76
Landing with Longitudinal Control Spring Failed . . . . . . . . . . . . . .3-77
Landing with Autofeather System Inoperative . . . . . . . . . . . . . . . .3-78
Landing with Gear Up or Unlocked . . . . . . . . . . . . . . . . . . . . . . . .3-78
Asymmetric Flap Condition Landing. . . . . . . . . . . . . . . . . . . . . . . .3-80
Landing with Flaps Retracted. . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-81
3.3.7 System Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-82
Engine System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-82
Propeller System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-83
Fuel System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-84
Electrical System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-86
Hydraulic System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-89
Steering System Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-91
Longitudinal Control System Malfunction . . . . . . . . . . . . . . . . . . . .3-94
Flap System Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-95

Rev. B0: Mar. 04, 2019 Page 3-iii
P.180 AVANTI II AIPLANE FLIGHT MANUAL
TABLE OF CONTENTS
Pressurization and Environmental System Malfunction . . . . . . . . 3-97

Ice Protection System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-99
Windshield Heat System Failure. . . . . . . . . . . . . . . . . . . . . . . . . 3-101
3.3.8 Avionics System Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-102
Flight Guidance System Failure . . . . . . . . . . . . . . . . . . . . . . . . . 3-102
Pilot Primary Flight Display (PFD) Failure . . . . . . . . . . . . . . . . . 3-105
Multifunction Display (MFD) Failure . . . . . . . . . . . . . . . . . . . . . . 3-105
Control DIsplay Unit (CDU) Failure. . . . . . . . . . . . . . . . . . . . . . . 3-106
Radio Tuning Unit (RTU) Failure . . . . . . . . . . . . . . . . . . . . . . . . 3-106
Single Air Data Computer (ADC) Failure . . . . . . . . . . . . . . . . . . 3-107
Dual Air Data Computer (ADC) Failure. . . . . . . . . . . . . . . . . . . . 3-107
Single Attitude Heading Computer (AHC) Failure. . . . . . . . . . . . 3-108
Dual Attitude Heading Computer (AHC) Failure . . . . . . . . . . . . . 3-109
Failure Flags on Primary Flight Display . . . . . . . . . . . . . . . . . . . 3-110
Comparator Flags on Primary Flight Display . . . . . . . . . . . . . . . 3-115
3.3.9 Category II Operations Emergencies . . . . . . . . . . . . . . . . . . . . . . . . 3-117
3.3.10 Reduced Vertical Separation Minima (RVSM)
Operations Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-117
3.3.11 P-RNAV Operation Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-117
3.3.12 U.S. RNAV Operation Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . 3-117

Page 3-iv Rev. B0 : Mar. 04, 2019
GENERAL
3.0 GENERAL
The recommended procedures for coping with various types of emergencies or
critical situations are provided in this section. These procedures are suggested
as a course of action for coping with the particular condition described, but are
not a substitute for sound judgment and common sense.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-1
AIRSPEEDS FOR EMERGENCY OPERATIONS
3.1 AIRSPEEDS FOR EMERGENCY OPERATIONS
SPEED KIAS
One Engine Air Minimum Control Speed (Propeller feathered) 100
One Engine Air Minimum Control Speed (Propeller Windmilling) 128
One Engine Best Rate of Climb Speed (Flaps UP, L/G UP) 140
One Engine Best Angle of Climb Speed (Flaps UP, L/G UP) 132

Page 3-2 1105-2999 Rev. B0 : Mar. 04, 2019
EMERGENCY PROCEDURES CHECK LIST
3.2 EMERGENCY PROCEDURES CHECK LIST
3.2.1 ENGINE FAILURES
ENGINE SECURING
1. Power lever - IDLE
2. Condition lever - CUT OFF
3. Ignition switch - CHECK NORM
4. Fuel firewall shut-off valve - CLOSED
5. Fuel pump switch - OFF
6. SYNCPH switch - OFF
7. Autofeather - OFF
8. Generator - OFF
9. Bleed - OFF
10. Crossfeed - AS REQUIRED
ENGINE TORCHING
1. Condition lever (affected engine) - CUT OFF
2. Starter switch - KEEP to START position as necessary
CAUTION
Have maintenance personnel check engine and propeller.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-3
ENGINE FAILURE DURING TAKEOFF BEFORE ROTATION

1. Directional control - MAINTAIN
2. Power levers - IDLE
3. Brakes - AS REQUIRED
4. Power levers - REVERSE as required
5. Stop straight ahead.
If insufficient runway remains for a safe stop:

6. Condition levers - CUT OFF
7. Generators - OFF
8. Fuel firewall shut-off valves - CLOSED
9. Battery switch (when the airplane has stopped) - OFF
10. EPU - OFF
WARNING
No attempt should be made to continue the takeoff if the engine
failure occurs prior to becoming airborne.
ENGINE FAILURE DURING TAKEOFF AT OR AFTER ROTATION

If sufficient runway remains for a safe stop:
3. Land straight ahead

Page 3-4 1105-2999 Rev. B0 : Mar. 04, 2019
If insufficient runway remains or if the decision is made to continue the takeoff:

6. Directional control - MAINTAIN (Bank 5° max. towards operative engine
when airborne)
7. Power levers - TAKEOFF
8. Landing gear (after climb established) - UP
9. Airspeed - ACCELERATE TO "ONE ENGINE 50 FEET HEIGHT SPEED"
(Figure 5-18)
10. Airspeed - INCREASE TO 125 KIAS MINIMUM
11. Flaps - UP (Best angle of climb speed 132 KIAS or max. rate of climb 140
KIAS as appropriate)
12. Obstacles - CLEAR
13. Inoperative engine - PERFORM ENGINE SECURING Procedure
NOTE
If the left engine is shut down (power lever to IDLE) the landing
gear aural warning is activated all the time with the landing gear
UP and the flap to MID. In this case no engine exceedance
aural warning is provided.
14. Taxi/Landing lights (if applicable) - OFF

15. Airspeed - INCREASE as required
16. Land at nearest suitable airport, performing the SINGLE ENGINE
APPROACH AND LANDING Procedure
WARNING
The decision to continue a takeoff, single engine is primarily
predicated upon, but not necessarily limited to, the aircraft’s
ability to climb on a single engine with the gear extended and
flaps in the takeoff position. Prior to flight, review airfield
requirements and determine that adequate single engine climb
performance exists, considering aircraft weight, ambient
conditions, and pilot proficiency, to safely complete the takeoff
should an engine fail at or after rotation.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-5
ENGINE FAILURE IN FLIGHT BELOW VMCA

1. Power lever (operative engine) - REDUCE power to maintain control
2. Airspeed - INCREASE above VMCA
3. Power lever (operative engine) - AS REQUIRED
4. Inoperative engine - SECURE as per ENGINE SECURING Procedure
ENGINE FIRE (GROUND) (L OR R FIRE LIGHT ON)

Affected Engine:
3. Fuel firewall shut-off valve - CLOSED
5. Fire extinguisher button - PUSH (if installed)
6. Radio - CALL FOR ASSISTANCE
7. AIRPLANE EVACUATION Procedure - PERFORM (when the airplane has
stopped)
8. External Fire Extinguisher - USE
NOTE
If engine fire has spread to the ground, it may be possible to taxi
clear of fire zone.
If fire continues, shut down both engines and evacuate.

Page 3-6 1105-2999 Rev. B0 : Mar. 04, 2019
ENGINE FAILURE OR FIRE IN FLIGHT (L OR R FIRE LIGHT ON)

1. Directional control - MAINTAIN (Bank 5° max. towards operative engine)
Affected Engine:
5. Firewall shut-off valve - CLOSED
9. Generator - OFF
10. Bleed air - OFF
11. Fire extinguisher button (if ENG FIRE light illuminates) - PUSH (if installed)
12. Electrical load - MONITOR
13. Fuel crossfeed - CONSIDER
14. Land as soon as practical, performing the SINGLE ENGINE APPROACH
AND LANDING Procedure
NOTE
The engine fire extinguisher is a single shot system with one
cylinder for each engine.
CAUTION
When conducting a practice run through these procedures, do
not close fuel firewall shut-off valves and do not actuate engine
fire extinguishers.
Fire extinguisher capability has not been evaluated by
Airworthiness Authority.
NOTE
Operation in icing conditions above 14000 ft. is limited to 5
minutes, due to a possible lack of efficiency of the engine inlet
de-ice boot system.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-7
ENGINE FAILURE DURING AUTOPILOT OPERATION

1. Control Wheel/Rudder Pedals - HOLD firmly to prevent further deviation
2. MSW Button - DEPRESS
3. ENGINE SECURING Emergency Procedure - ACCOMPLISH
4. Aileron/Rudder Trim - MANUALLY RETRIM
5. Autopilot - RE-ENGAGE
6. Autopilot Modes - RESELECT AS DESIRED
NOTE
Large power changes during single engine operations may
require disengaging the autopilot and retrimming the airplane
prior to resuming autopilot operation.
ENGINE FAILURE DURING AUTOPILOT OPERATION -

COUPLED APPROACH/COUPLED GO AROUND
NOTE
Single engine CAT II coupled approaches are not allowed.
1. Control Wheel/Rudder Pedals - HOLD firmly to prevent further deviation

3. SINGLE ENGINE GO AROUND Em. Procedure - ACCOMPLISH/COMPLETE
4. ENGINE SECURING Emergency Procedure - ACCOMPLISH
5. Aileron/Rudder Trim - MANUALLY RETRIM
6. Autopilot - RE-ENGAGE
7. Autopilot Modes - RESELECT AS DESIRED
NOTE
Large power changes during single engine operations may
require disengaging autopilot and retrimming the airplane prior
to resuming autopilot operation.

Page 3-8 1105-2999 Rev. B0 : Mar. 04, 2019
3.2.2 AIR START

CAUTION
The pilot should determine the reason for engine failure before
attempting an air start. Do not attempt a relight if the NG display
indicates zero percent.

PROPELLER FEATHERED
NOTE

NORMAL AIR START
1. Cooling system main control switch - OFF
2. Fuel firewall shut-off valve (inoperative engine) - OPEN
3. Fuel pump switch (inoperative engine) - MAIN (FUEL PRESS light - OFF)
4. Engine start switch - START
5. Condition lever - GROUND IDLE (at 13% NG)
6. Engine oil press - CHECK
7. ITT and NG - CHECK

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-9 .A
PT6A-66 eng.
8. Engine start switch - CHECK OFF

9. Condition lever - AS REQUIRED
10. Power lever - AS REQUIRED
11. Generator - ON
12. Bleed air - ON
NOTE
In case of an unsuccessful start, pull the condition lever to CUT
OFF and power lever to IDLE. CHECK OFF engine start switch.
Slow down the airplane to 140 KIAS and after approximately one
minute, repeat the NORMAL AIR START Procedure, using manual
ignition (IGN) switch, which must be set to NORM after NG
reaches 54%.
AIR START WITHOUT STARTER ASSIST

4. NG (inoperative engine) - 13% MIN.
5. Ignition switch (inoperative engine) - IGN
6. Condition lever (inoperative engine) - GROUND IDLE
7. ITT, Oil Pressure - MONITOR
8. Ignition switch - NORM (NG min 54%)
11. Generator - ON
12. Bleed air - ON

Page 3-10.A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
3.2.2 AIR START

CAUTION
attempting an air start. Do not attempt a relight if the NG display
indicates zero percent.

PROPELLER FEATHERED
NOTE

NORMAL AIR START
5. Condition lever - GROUND IDLE (at 13% NG)
6. Engine oil press - CHECK
7. ITT and NG - CHECK

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-9 .B
PT6A-66B eng.
8. Engine start switch - CHECK OFF

NOTE
in case of unsuccessful start, pull the condition lever to CUT
OFF. Wait 3 minutes and repeat steps from 1 to 8 and perform
the following:
8.a Condition lever - FLIGHT IDLE (at 50% Ng)
11. Generator - ON
12. Bleed air - ON
NOTE
OFF and power lever to IDLE. CHECK OFF engine start switch.
Slow down the airplane to 140 KIAS and after approximately one
minute, repeat the NORMAL AIR START Procedure, using manual
ignition (IGN) switch, which must be set to NORM after NG
reaches 54%.

4. NG (inoperative engine) - 10% MIN.
5. Ignition switch (inoperative engine) - IGN
6. Condition lever (inoperative engine) - GROUND IDLE
7. ITT, Oil Pressure - MONITOR
8. Ignition switch - NORM (NG min 54%)
11. Generator - ON
12. Bleed air - ON

Page 3-10.B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
3.2.3 SMOKE IN COCKPIT

2. Cockpit curtain (if installed) - KEEP OPEN
3. Crew and passenger oxygen - MANUAL MASK RELEASE/DON MASK
4. Oxygen mask microphone - MASK
5. Crew air outlet - OPEN
6. Cockpit blower switch - CKPT BLOWER
7. Source of smoke - IDENTIFY AND ELIMINATE as per the following
ELECTRICAL FIRE OR SMOKE Procedure or ENVIRONMENTAL
SYSTEM SMOKE Procedure
CAUTION
If it cannot be readily confirmed if the source of the smoke or
fire has been eliminated, then land as soon as practical.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-11
ELECTRICAL FIRE OR SMOKE

1. Flashlight (at night) - LOCATE
2. Cabin press. selector - MAN
Perform CABIN PRESS AUTO MODE FAILURE procedure
3. Bus disconnect switch - BUS DISC
Perform the following, pausing momentarily after each step to isolate faulty
circuits:
a. L/R generator (one at a time) - OFF
If smoke persists:
b. Left and Right Generator - ON
CAUTION
In case of FUEL PUMP light ON, before performing the
following steps, descend to altitudes below 25000 ft with JET-A,
JET A-1, JP-8 or RP-3 fuel and below 14000 ft with other types
of fuel.
c. L/R ESNTL BUS circuit breakers - PULL

d. Battery switch - OFF
WARNING
In case both AHC1 and AHC2 are inoperative, the following
step will interrupt the power to Stand-by Instrument and
consequently will cause the loss of all attitude references.
e. EPU switch - OFF
WARNING
With battery OFF, the loads of essential bus will be inoperative.
If fire persists extinguish with portable fire extinguisher, if available.

4. Land as soon as practical.

Page 3-12 1105-2999 Rev. B0 : Mar. 04, 2019
ENVIRONMENTAL SYSTEM SMOKE

1. Left bleed air switch - OFF
2. Left bleed air switch - ON
3. Right bleed air switch - OFF
If smoke persists:
4. Left bleed air switch - OFF
5. Bleed air emergency switch - EMER
6. EMERGENCY DESCENT Procedure - PERFORM
7. Cabin press selector - MAN
8. Manual controller switch - UP
9. Rate control knob - AS REQUIRED
10. Dump switch (at 12000 ft) - DUMP
11. Bleed air emergency switch - OFF
12. Land as soon as practical

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-13
3.2.4 EMERGENCY DESCENT

2. Condition levers - MAX RPM
3. Seat belts and no smoking signs - ON
4. Airplane attitude - NOSE DOWN in order to reach VMO/MMO as soon as
possible
3.2.5 MAXIMUM GLIDE

1. Airspeed - per Maximum Glide Speed Chart (see below)
2. Gear - UP
3. Flaps - UP
MAXIMUM GLIDE SPEED CHART
WEIGHT SPEED
(LBS) (KIAS)
11550 155
11000 151
10000 144
9000 137
8000 129
Glide Ratio (Refer also to BEST GLIDE DISTANCE graph in

Section 5 ("Performance") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 NM/1000 ft
NOTE
When operating in sustained icing condition, the Glide Ratio
may be reduced up to 50% approximately.

Page 3-14 1105-2999 Rev. B0 : Mar. 04, 2019
3.2.6 LANDING EMERGENCIES
LANDING WITHOUT ENGINE POWER

CAUTION
With both generators inoperative only essential, battery and hot
battery busses are fed by the battery, for approximately 30
minutes depending on loads and battery charge, while the
Integrated Stand-by Instrument is fed by the Emergency Power
Unit.
1. Airplane configured - Per MAXIMUM GLIDE Procedure (if altitude permits)
When landing site assured:

2. Approach Speed - INCREASE the flaps DN approach speed (Figure 5-69)
by 20 KIAS
5. Fuel pumps switches - OFF
If gear is to be extended:
NOTE
For particular terrain conditions it may be required to land with
gear up.
6. Gear - DN (PER EMERGENCY GEAR EXTENSION Procedure)

NOTE
Gear extension requires approximately 60 handpump strokes:
this procedure requires normally 90 sec.
NOTE
When S.B. 80-0454 or 80-0425 (new NWSS) are installed, after
Emergency Gear extension, PFD will show T/O steering mode
but steering system will remain in free castor mode as hydraulic
remains OFF.
7. Emergency gear selector - PUSH
8. Hydraulic pump switch - HYD

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-15
9. Landing distance - INCREASE the flaps DN landing distance (Figure 5-69)

by approximately 125%
NOTE
When operating in sustained icing condition, assume the same
procedure except approach speed which, as compared with the
flaps MID approach speed (Figure 5-73), must be increased by
15 KIAS.
The landing distance, as compared with the flaps MID landing
distance (Figure 5-73), must be increased approximately by
90%.
SINGLE ENGINE APPROACH AND LANDING

WARNING
Do not exceed maximum fuel imbalance (200 lbs).
1. Inoperative engine - COMPLETE ENGINE SECURING Procedure

2. Condition lever (operating engine) - MAX RPM
3. Flaps - MID
NOTE
4. Airspeed - 129 KIAS MIN.
5. Landing gear (when landing assured) - DN
6. Steering - Check armed (T/O message on PFD)
(Only if S.B. 80-0454 or 80-0425 -new NWSS- are installed)
When it is certain there is no possibility of go-around:
CAUTION
Coupled approaches, with yaw damper inoperative, must be
performed in clean or MID flap configuration.
7. Flaps - DN
8. Approach speed - AS PER Figure 5-69

Page 3-16 1105-2999 Rev. B0 : Mar. 04, 2019
After touchdown:
10. Brakes and reverse - AS REQUIRED
approximately:
30% if reverse thrust is not applied, or
25% if reverse thrust is applied
NOTE
When operating in sustained icing condition assume the same
procedure except: flap position must be MID, and approach
speed, as compared with the flaps MID approach speed (Figure
5-73), must be increased by 6 KIAS.
The flaps MID landing distance (Figure 5-73) must be increased
approximately by 30% if reverse thrust is not applied and by
25% if reverse thrust is applied.
SINGLE ENGINE GO-AROUND

1. Autopilot - DISENGAGE (if engaged)
2. Power - TAKE OFF
3. Airspeed - Minimum 120 KIAS
4. Flaps - MID
5. Landing gear - UP
7. Flaps - UP
NOTE

WARNING
When operating in sustained icing conditions, insufficient
performance may exist to successfully carry out a single engine
go-around.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-17
LANDING WITH PRIMARY LONGITUDINAL CONTROL FAILED

When ready for approach:
1. Trim - IN LEVEL FLIGHT TO 134 KIAS
2. Runway - Select longest in area suitable for a low angle descent
3. Landing gear - DN
5. Flaps - MID
6. Trim - TO 130 KIAS
7. Power - AS REQUIRED
9. Flaps - DN
NOTE
When positioned over the runway, flare airplane with longitudinal trim and slowly
reduce power:
11. Brakes (after nose wheel touchdown) - AS REQUIRED
12. Reverse - AS REQUIRED

Page 3-18 1105-2999 Rev. B0 : Mar. 04, 2019
LANDING WITH STABILIZER JAMMED

2. Power levers - AS REQUIRED
Stabilizer jammed in nose down trim position:
5. Flaps - MID
by 15 KIAS
by approximately 45%
Stabilizer jammed in nose up trim position:

9. Flaps - DN
NOTE
When operating in sustained icing conditions assume the same
procedure except: flap position must be MID, whatever is the
stabilizer position, and the approach speed, as compared with
the flaps MID approach speed (Figure 5-73), must be increased
by 10 KIAS.
approximately by 25%.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-19
LANDING WITH LONGITUDINAL CONTROL SPRING FAILED

5. Flap - MID
by 15 KIAS
by approximately 40% if the reverse thrust is not applied
NOTE
10 KIAS.

Page 3-20 1105-2999 Rev. B0 : Mar. 04, 2019
LANDING WITH AUTOFEATHER SYSTEM INOPERATIVE

(AMBER AUTOFEATHER LIGHT ON)
1. Condition lever - MAX RPM
5. Flap - MID
by 15 KIAS
by approximately:
NOTE
6 KIAS.
approximately by 10% if reverse thrust is not applied or by 5% if
reverse thrust is applied.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-21
GEAR UP LANDING
When normal and emergency gear extension procedures have failed:
1. Select a suitable landing area
2. Ground personnel - INFORM
3. Passengers - BRIEF on use of emergency exit; CHECK properly fastened
with seat belts
4. Fuel - BURN OFF EXCESS, if condition permits
5. AURAL WARN circuit breaker - PULL
8. Gear selector - UP
9. Flaps - DN
10. Make a normal approach.
When landing is assured:

11. Cabin Pressurization - DUMP
12. Generators - OFF
14. Fuel pumps - OFF
16. Battery switch - OFF
17. EPU switch - OFF
18. Evacuate as per "Airplane Evacuation" Procedure when the airplane comes
to a stop.
NOTE

Page 3-22 1105-2999 Rev. B0 : Mar. 04, 2019
NOSE GEAR UP OR UNLOCKED LANDING

1. Final approach according with normal procedure
2. Touch down in nose up attitude
3. Mantain nose up to the lowest practicable speed
4. After the nose touch down use maximum brake and reverse
to a stop.
NOTE
MAIN GEAR UNLOCKED LANDING

If both main landing gear legs are extended:

3. Final approach according with normal procedure
5. After touch down apply reverse and brakes cautiously
to a stop.
If one main landing gear leg remains retracted:

7. Perform GEAR UP LANDING Procedure
NOTE

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-23
ASYMMETRIC FLAP LANDING (FLAP SYNC LIGHT ON)

1. FLAP SYSTEM MALFUNCTION Procedure - COMPLETE
6. Approach speed - INCREASE the flaps DN approach speed (Figure 5-69)
as indicated in the table below
8. Landing distance - if the reverse thrust is not applied INCREASE the flaps
DN landing distance (Figure 5-69) approximately as indicated in the table
below:
OUTBOARD FLAP SPEED LANDING DISTANCE

POSITION INCREASE INCREASE
DN 5 KIAS 10%
MID 15 KIAS 40%
UP 20 KIAS 65%
NOTE
flaps MID approach speed (Figure 5-73), must be increased as
indicated in the table below:

(Figure 5-73)
MID 10 KIAS 20%
UP 15 KIAS 40%

Page 3-24 1105-2999 Rev. B0 : Mar. 04, 2019
LANDING WITH FLAPS RETRACTED

by 20 KIAS
After touchdown:
by approximately:
NOTE
15 KIAS.
distance (Figure 5-73), must be increased approximately by
40% if reverse thrust is not applied or by 30% if reverse thrust is
applied.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-25
3.2.7 SYSTEM EMERGENCIES
ENGINE SYSTEM FAILURE
LOW OIL PRESSURE

Between 60 and 90 PSI (yellow indication on MFD):
1. Power - REDUCE below 49.3% torque
Below 60 PSI and L or R OIL PRESS red light on:

1. ENGINE SECURING Procedure - PERFORM
HIGH OIL PRESSURE

Between 135 PSI and 150 PSI:
1. Power - REDUCE
2. Land as soon as practical.
Above 150 PSI:

HIGH OIL TEMPERATURE (MORE THAN 104° C - L/R OIL TEMP LIGHT ON)
1. OIL COOL switch - CHECK L and R position (on the ground only)
3. Power - REDUCE as required
If the temperature exceeds the limit (110°C or 104°C for more than 10’)

Page 3-26 1105-2999 Rev. B0 : Mar. 04, 2019
PROPELLER SYSTEM FAILURE
OVERSPEEDING PROPELLER
If prop exceeds 2000 RPM steady state (for more than 15 sec.) remaining below
2200 RPM (red steady indication)
1. Condition lever - REDUCE RPM
2. Power lever - REDUCE as practical
3. Airspeed - REDUCE TO LOWEST PRACTICAL
If prop exceeds 2200 RPM (red flashing indication):

6. ENGINE SECURING Procedure - COMPLETE
AND LANDING Procedure.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-27
FUEL SYSTEM FAILURE
FUEL PUMP FAILURE (L OR R FUEL PUMP LIGHT ON)

1. FUEL PRESS light - CHECK
2. Fuel pump switch - CHECK MAIN
3. Main pump circuit breaker - CHECK PUSHED
If FUEL PRESS light is not illuminated, the Main fuel pump has failed but the
Stand-by fuel pump is working properly.
4. Fuel pump switch - STAND BY
LOW FUEL PRESS (L OR R FUEL PRESS LIGHT ON)

1. Fuel pump switch - CHECK MAIN
2. Main pump circuit breaker - CHECK IN
3. Fuel pump switch - STAND BY
4. Power (affected engine) - REDUCE as practical
5. Fuel quantity gauges - COMPARE rate of change with other side
If rate of change is equal:

6. Continue the flight
If rate of change is higher (on the affected side):


Page 3-28 1105-2999 Rev. B0 : Mar. 04, 2019
FUEL FILTER OBSTRUCTED (L OR R FUEL FILTER LIGHT ON)

1. FUEL PRESS light - CHECK
If not illuminated:
2. CONTINUE the flight and have a maintenance check
If illuminated:
3. Power (affected engine) - REDUCE as practical
FUEL FIREWALL SHUTOFF VALVE FAILED IN TRANSIT

(L OR R F/W V INTRAN LIGHT ON)
On the ground have a maintenance check. Takeoff is not authorized.
If failure occurs during flight, land as soon as practical.
WING FUEL BALANCING PROCEDURE

NOTE
The following procedure can be performed only before takeoff
or during cruise.
At high fuel flow rate, the L/R FUEL PRESS amber light may
illuminate.
1. CROSSFEED knob - TURN HORIZONTAL

2. Fuel pump (low fuel level side) - OFF
3. Fuel quantity - MONITOR
FUEL CROSSFEED FAILED IN TRANSIT (X FEED INTRAN LIGHT ON)

1. Fuel quantity - MONITOR
On the ground have a maintenance check. Takeoff is not authorized.
If failure occurs during flight, land as soon as practical.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-29
ELECTRICAL SYSTEM FAILURE
SINGLE GENERATOR FAILURE (GEN LIGHT ON)

1. Generator switch - RESET then L or R position
If the generator does not reset:

2. Generator switch - OFF
3. Operating Generator - DO NOT EXCEED 400 Amps LOAD
NOTE
With only one generator operating all busses are fed.
ELECTRICAL OVERLOAD
(Yellow digital readout “GEN xxx” on MFD)
1. MFD - MONITOR SYS page
2. Electrical load - REDUCE

Page 3-30 1105-2999 Rev. B0 : Mar. 04, 2019
DUAL GENERATOR FAILURE (L GEN, R GEN AND BUS DISC LIGHTS ON)
CAUTION
Unit.
1. Both Generator Switches - RESET then L or R position
If the generators do not reset:

2. Generators switches - OFF
3. Bus connecting switch - EMER if necessary
NOTE
With bus connecting switch in EMER position, L/R DUAL FEED
BUSSES are powered: limit this operation to prevent further
reduction of battery life time.
4. Land as soon as practical (normal gear extension and flap operation are not
possible), extending the gear as per EMERGENCY GEAR EXTENSION
Procedure and performing both the LANDING WITH FLAPS RETRACTED
and the CABIN PRESS AUTO MODE FAILURE Procedures.
If in the above condition also battery fails:

5. Battery switch - OFF then BAT
If battery does not reset:

7. EMER COMM 1 (on Reversionary panel) - PUSH
8. EMG (on audio panel) - PUSH
NOTE
In case of dual generator failure and battery failure, only
Integrated Stand-by Instrument, landing gear position lights,
emergency lights (for ISI and Magnetic Compass) and VHF
COMM1 are powered by the Emergency Power Unit.
Limit VHF COMM1 transmissions to avoid EPU discharge.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-31
BATTERY OVERTEMPERATURE CONDITION

(BAT TEMP LIGHT ON) (BAT OVHT LIGHT ON)
On the Ground:
1. MFD - SELECT AND MONITOR BATTERY TEMPERATURE
With BAT TEMP light illuminated (at or above 120°F (49°C))

2. DO NOT TAKE OFF
With BAT OVHT light illuminated (at or above 150°F (66°C))

4. DO NOT TAKE OFF
During Flight:
If BAT TEMP light is illuminated (120°F; 49°C)
1. Battery temperature - MONITOR
If BAT OVHT light is illuminated (150°F; 66°C):

3. Land as soon as possible at nearest suitable airport
CAUTION
If Battery Temperature reached 150°F (66°C), either during start
or in flight, battery must be removed for bench test and
inspection prior to the next flight.

Page 3-32 1105-2999 Rev. B0 : Mar. 04, 2019
ANY CIRCUIT BREAKER TRIPPED

1. Circuit breaker - PUSH TO RESET
2. If Circuit Breaker trips again - DO NOT RESET
CAUTION
Circuit Breakers should not be reset more than once until the
cause of circuit malfunction has been determined and
corrected.
AUDIO CONTROL PANEL FAILURE

1. EMG red button - PUSH
NOTE
When in emergency mode, the audio control panel allows
normal use of transmit and receive functions, with or without
power to the system.
Page and interfone functions are lost, while mask/boom
microphone can be utilized.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-33
HYDRAULIC SYSTEM FAILURE (HYD PRESS LIGHT ON)

CAUTION
With the hydraulic pressure at 3000 PSI it is possible to operate
the system but hydraulic pump motor must operate for not more
than 1 minute.
Do not operate the parking brake with the hydraulic pressure
above 1200 PSI.
With the hydraulic pressure above normal value the steering will
be more sensitive.
With the hydraulic pump off the steering is inoperative and the
brakes are less effective.
If landing gear is down:

1. Hyd pump switch - CHECK HYD
2. HYDR WARNING/PRESS and HYDR CONT circuit breakers - CHECK IN
3. Hyd pressure - CHECK
If out of range (700 ÷ 1300 PSI) then:

4. Hyd pump switch - OFF
If landing gear is up:

Immediately before landing gear extension:

2. Hyd pump switch - HYD
EMERGENCY GEAR EXTENSION

1. Gear selector - DN
3. Emergency selector - PULL
4. Hand pump - OPERATE (until the 3 green lights illuminate) (about 60
strokes)
by 55% if reverse thrust in not applied

Page 3-34 1105-2999 Rev. B0 : Mar. 04, 2019
6. Brakes - refer to EMERGENCY BRAKE OPERATION Procedure

CAUTION
After an emergency Landing Gear extension, do not re-engage
hydraulic pump and do not push emergency landing gear
selector.
NOTE
Steering will not be operative.
NOTE
When S.B. 80-0454 or 80-0425 (new NWSS) are installed, after Emergency Gear
extension, PFD will show T/O steering mode but steering system will remain in
free castor mode as hydraulic remains OFF.
EMERGENCY BRAKE OPERATION

Pedal brake operation becomes harder than normal (about 50% increase).
1. Brakes - APPLY
2. Reverse thrust - AS REQUIRED
Normal ground roll (Figure 5-69) will increase approximately by 55% if reverse
thrust is not applied.
NOTE
When operating in icing condition the ground roll with flaps MID
(Figure 5-73) will increase approximately by 80% if reverse

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-35
STEERING SYSTEM FAILURES
If the airplane is NOT equipped with S.B. 80-0286 (mod. 80-0932) and NOT
equipped with S.B. 80-0454 or 80-0425:
STEERING SYSTEM FAILURE (STEER FAIL LIGHT ON)

1. Control Wheel Master Switch - PRESS
2. Directional control - MAINTAIN (as necessary) with differential braking
3. Steering indication on PFD - CHECK OFF
NOSE WHEEL STEER RUNAWAY
If an uncontrolled heading change occurs:
2. Directional control - MAINTAIN with differential braking and asymmetrical
power
If the airplane is equipped with S.B. 80-0286 (mod. 80-0932):
STEER FAIL LIGHT “ON”

1. Control Wheel Master Switch - PRESS and RELEASE
NOTE
If autopilot is operating, pressing the Control Wheel Master
Switch, it will be disengaged.
2. Directional control - MAINTAIN (as necessary)
3. Steering indication on PFD - VERIFY
4. STEER FAIL light - VERIFY
5. After landing do not engage the steering system
If an uncontrolled heading change occurs on-ground:
1. Control Wheel Master Switch - PRESS and RELEASE
2. Directional control - MAINTAIN (as necessary)
3. Steering indication on PFD - VERIFY
4. STEER FAIL light - VERIFY

Page 3-36 1105-2999 Rev. B0 : Mar. 04, 2019
If the airplane is equipped with S.B. 80-0454 or 80-0425:

CAUTION
When the Steering System is in failure mode (STEER FAIL light
ON), the Antiskid System (if installed) must be switched OFF.
STEER FAIL LIGHT “ON” DURING TAKEOFF

1. CWMS - press
2. Directional control - MAINTAIN (as necessary) with differential braking
- If sufficient runway remains and speed is not excessive for a safe stop:
3.Power Levers – IDLE
4.Brakes – AS REQUIRED
5.Power Levers – REVERSE as required.
- Otherwise if NO sufficient runway remains for a safe stop:
3.perform take off and refer to the procedures below for landing.
STEER FAIL LIGHT “ON” DURING LANDING

NOTE
CWMS switch does not affect the steering while the airplane is
in flight.
- If NO Mode indications on PFD appears:
1.Hyd. Switch - OFF
2.Steer CB - PULL
NOTE
Steer fail light will go off and steering system will be inoperative.
Emergency braking will be available (ref. to "Emergency Brake
Operation" procedure)
3.Directional Control - MAINTAIN (as necessary) with rudder and differential
braking.
When airplane stopped and runway vacated (if possible):
4.Do not taxi - TOWING REQUIRED.
- Otherwise if TAKE OFF indication on PFD appears:
NOTE
The Steering System is operative but it is not possible to
disengage it

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-37
1.Final approach according with normal procedures at minimum Vref.

NOTE
NWSS will be operative during landing roll. It will operate in TO
mode only with no mode change possible.
When airplane stopped and runway vacated (if possible):
2.Do not taxi - TOWING REQUIRED.
“TAXI” INDICATION ON PFD DURING LANDING

2. Directional Control - MAINTAIN with differential braking.
NOSE WHEEL STEERING RUNAWAY (uncontrolled heading change)

2. Directional control - MAINTAIN with differential braking and asymmetrical
power

Page 3-38 1105-2999 Rev. B0 : Mar. 04, 2019
LONGITUDINAL CONTROL SYSTEM MALFUNCTION
LONGITUDINAL TRIM RUNAWAY

2. Longitudinal trim switch - SEC
CAUTION
Trim in motion aural warning will not be operative when in
secondary mode.
PRIMARY LONGITUDINAL TRIM FAILURE

1. PRI PITCH TRIM breaker - CHECK IN
2. Longitudinal trim switch - SEC
CAUTION
secondary mode.
LONGITUDINAL CONTROL SPRING FAILURE

1. Speed - REDUCE to 210 KIAS (if flying at high speed and altitude above
30,000 feet with aft C.G.)
2. Land performing the LANDING WITH LONGITUDINAL CONTROL SPRING
FAILED Procedure.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-39
FLAP SYSTEM MALFUNCTIONS
FLAP SYNCHRO FAILURE (FLAP SYNC LIGHT ON)

NOTE
During flap deployment or retraction, any significant asymmetric
condition results in abnormal control forces which could be
detected by the pilot earlier than the FLAP SYNC light becomes
illuminated (and the “FLAPS” indications on PFD and MFD
become yellow).
1. Maintain control using primary and secondary flight control systems

2. Flap selector lever and flap position indicator - CHECK POSITION
If any flap is not in the correct position (asymmetry):

3. Analyse the malfunction on the flap position indicator on the MFD SYS Page
and, if necessary, reconfigure the remaining flap systems to minimize the
asymmetry.
4. Land performing ASYMMETRIC FLAP LANDING Procedure
If all flaps are in the correct position:

5. Do not move the flap selector lever and land assuming ASYMMETRIC
FLAP LANDING Procedure from step 2.

Page 3-40 1105-2999 Rev. B0 : Mar. 04, 2019
PRESSURIZATION AND ENVIRONMENTAL SYSTEM MALFUNCTION
RAPID OR EXPLOSIVE DECOMPRESSION (CAB PRESS LIGHT ON)

1. Crew and passenger oxygen - MANUAL MASK RELEASE/DON MASKS
3. Emergency bleed air switch - EMER
4. "Emergency Descent" Procedure - PERFORM down to 12000 ft.
5. Emergency bleed air switch - OFF
CABIN ALTITUDE ABOVE 9,500 FEET (CAB PRESS LIGHT ON)

3. Bleed air switches - VERIFY L and R position
4. Cab sel/Auto sched switch - MAN
5. Manual controller switch - DN
6. Rate control knob - AS DESIRED
If cabin altitude continues to increase:

8. "Emergency Descent" Procedure - PERFORM IF REQUIRED down to
12000 ft.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-41
CABIN DIFFERENTIAL PRESSURE ABOVE 9.4 PSID (CAB PRESS LIGHT ON)
1. Bleed air switches - OFF
2. Crew oxygen - AUTO NORMAL/DON MASK
When differential pressure reaches 8 psid
3. Bleed air switches - L and R position
4. CABIN PRESS AUTO MODE FAILURE - PERFORM
If the cabin pressure differential cannot be controlled:
5. CABIN DEPRESSURIZATION (DUMP) Procedure - PERFORM if necessary
6. "Emergency Descent" Procedure - PERFORM
CABIN PRESS AUTO MODE FAILURE

1. Cabin press switch - MAN
2. Manual controller - AS REQUIRED
3. Rate control knob - AS REQUIRED
4. Cabin altitude / p - CHECK
5. Cabin rate - CHECK
6. Below 10000 ft and Before Landing:
– Rate control knob - SET to MAX RATE
– Manual control lever - UP
7. Cabin altitude / p - CHECK Landing Field / Zero
8. After touchdown and before opening the door, dump switch - DUMP
CAUTION
Aircraft is not approved for landing when pressurized
DOOR SEAL FAILURE (DOOR SEAL LIGHT ON)

1. Flying altitude - DESCEND or limit altitude to 30000 ft or below
2. Cabin altitude/p - CHECK
3. Cabin rate - CHECK

Page 3-42 1105-2999 Rev. B0 : Mar. 04, 2019
If cabin pressure variation is rapid:

4. "Emergency Descent"- CONSIDER
5. Crew and passenger oxygen - AS REQUIRED
CABIN DEPRESSURIZATION (DUMP) PROCEDURE

1. Crew and passenger oxygen - MANUAL MASK RELEASE
2. Masks - DON if necessary
3. Dump switch - DUMP
BLEED AIR OVERTEMPERATURE (L/R BLEED TEMP LIGHT ON)

1. Affected engine - REDUCE NG
If light persists illuminated

2. Affected side bleed air switch - OFF
ENVIRONMENTAL AUTO CONTROL FAILURE (OR DUCT TEMP LIGHT ON)

1. AUTO/OFF/MAN switches - MAN
2. Manual HI/LO switches - LO
NOTE
The temperature modulating valves require about 15 seconds
operating time from full hot to full cold.
If the DUCT TEMP light is ON and persists for further 15 seconds then:
5. Flying altitude - REDUCE down to 9500 ft

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-43
ICE PROTECTION SYSTEMS FAILURE
ICE DETECTOR FAILURE (ICE LIGHT OFF OR ALWAYS ON)

1. ENG ICE VANE and OIL COOLER INTK switches - CHECK to L and R position
2. Determine ice forming condition by visual inspection
Heavy ice conditions:

3. BOOTS DE ICE switch - TIMER
Light ice conditions:

4. BOOTS DE ICE switch - CYCLE TIMER/OFF (every 6 minutes approximately)
CAUTION
Continuous cycling of boots during some types of ice
encounters may result in failure to remove ice.
ENGINE AIR INTAKE BOOTS

(BOOTS “ON” Indication Steady WHITE or Steady GREEN - on MFD)
1. ENG ICE VANE and OIL COOLER INTK switches - CHECK to L and R position
If the system is operating in AUTO mode:

2. Determine ice accretion by visual inspection
Heavy ice conditions:

3. BOOTS DE ICE switch - TIMER
Light ice conditions:

4. BOOTS DE ICE switch - CYCLE TIMER/OFF (every 6 minutes approximately)
CAUTION
If ON indications persist white (or green):

5. Leave ice condition as soon as possible

Page 3-44 1105-2999 Rev. B0 : Mar. 04, 2019
ENGINE INERTIAL SEPARATOR (ENG “ON” Indication off - on MFD)

If the torque drop is not similar to the other engine, an engine inertial separator is
suspected:
1. ENG ICE VANE switches - SET to OFF then to L or R position
If the normal operating condition is not restored:

OIL COOLER AIR INLET (OIL “ON” Indication off - on MFD)

1. Power levers - INCREASE POWER MOMENTARILY
If the indication persists off, an oil cooler air inlet heater failure is suspected:
2. Oil temperature (affected side) - CHECK
If the oil temperature increases abnormally:

3. Leave ice condition as soon as possible.
MAIN WING OVERHEAT (L OR R MN WG OVHT LIGHT ON)

1. Affected side main wing anti-ice switch - OFF
If light (after 20 seconds) persists ON

2. Power levers - REDUCE POWER as practical
3. Leave ice condition as soon as practical
If light extinguishes:
4. Affected side main wing anti-ice switch - MANUAL and check the MN WG
OVHT light.
CAUTION
In light ice conditions, in order to avoid overheat, a NG between
88% and 91% is recommended. Should the red MN WG OVHT
light illuminate, the affected system must be turned OFF for one
minute approximately.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-45
MAIN WING A/ICE FAILURE

a. “MW” Indication YELLOW and Left or Right ON indication off (on MFD):
1. Power lever - INCREASE POWER MOMENTARILY
If normal condition is not restored:

2. L or R MAIN WING switches - OFF (for approx. 10 seconds) then MAN-
UAL checking the ITT variation
If the ON indication, after approx. 30 seconds, is still off and ITT has not
increased by 20°C approx.:
3. Main and forward wings anti-ice systems - SWITCH OFF
If the ON indication comes green, or remains off but the ITT has increased by
20°C approx.:
5. L or R MAIN WING switches - MANUAL and check the MN WG OVHT
light
CAUTION
b. “MW” Indication and Left or Right ON indication flashing (on MFD):

The system is operating:
1. Do not select MANUAL mode

Page 3-46 1105-2999 Rev. B0 : Mar. 04, 2019
FORWARD WING OVERHEAT (L OR R FD WG OVHT LIGHT ON)

1. Affected side FWD WING switch - SET to OFF position
FORWARD WING A/ICE FAILURE

(“FW” Indication YELLOW and Left or Right ON indication off - on MFD)
1. FWD WING HTR and FWD WG HTR CONT circuit breakers - CHECK IN
2. Affected side electrical current variation - CHECK switching ON and OFF
If the current variation is 30-40 Amp.

3. Flight - CONTINUE and check periodically the current variation
If the electrical current variation is less than 30 Amp. approximately:

WINDSHIELD HEAT SYSTEM FAILURE
WINDSHIELD ZONE OVERHEAT
L WSHLD ZONE LIGHT ON:

1. WSHLD HEAT PRI switch - SET to LO position
R WSHLD ZONE LIGHT ON:

2. WSHLD HEAT SEC switch - SET to LO position
If the affected zone light does not extinguish:

3. Affected zone switch - CYCLE LO/OFF when necessary

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-47
PITOT/STATIC SYSTEM FAILURE
L/R PITOT HEAT Annunciator (L or R PITOT HTR Caution light ON)

1. PITOT/STATIC HTR switches - CHECK L & STALL and R & TAT
2. L/R PITOT ST HTR circuit breakers - CHECK IN
3. PITOT/STATIC HTR switches - OFF then L & STALL and R & TAT
If L/R PITOT caution light persists illuminated rely on the other pilot’s
instruments.
LEFT NORMAL STATIC AIR SOURCE MALFUNCTION

1. Static pressure selector valve - ALTERNATE SOURCE after lifting the
spring-clip retainer
2. Airspeed and altitude calibration - Apply the appropriate correction
NOTE
Refer to Section 5 of this AFM for Airspeed and Mach
calibration.
For altitude calibration add (data valid for zero sideslip):
– 50 feet (maximum inaccuracy) up to 30000 feet
– 80 feet (maximum inaccuracy) above 30000 feet

Page 3-48 1105-2999 Rev. B0 : Mar. 04, 2019
CABIN DOOR ANNUNCIATOR ILLUMINATED (CAB DOOR LIGHT ON)

WARNING
Do not attempt to check the security of the cabin door in flight.
Remain as far from the door as possible with seat belts securely
fastened until the airplane has landed.
If the CAB DOOR red light is illuminated or if an unlatched cabin door is
suspected:
1. All occupants - SEATED WITH SEAT BELTS SECURELY FASTENED
2. Seat belts and no smoking switch - SET TO NO SMOKING FAST BELT
position
3. Cabin Differential Pressure - REDUCE TO LOWEST VALUE PRACTICAL
selecting MAN mode or DUMP
4. Oxygen - AS REQUIRED
CAUTION
If the light remains illuminated, land as soon as practical.
BAGGAGE DOOR ANNUNCIATOR ILLUMINATED (BAG DOOR LIGHT ON)
If no abnormal engine parameters or vibrations are present:
If a LEFT propeller strike is supposed and abnormal engine parameters or
vibrations on LEFT engine are noted:
1. Perform the ENGINE SECURING Procedure on the LEFT ENGINE
2. Land as soon as practical performing the SINGLE ENGINE APPROACH
EMERGENCY EXIT
1. Emergency exit (first window aft of the windshield on right side) - LOCATE
2. Handle - PULL AND TURN LEFT
3. Emergency exit window - PULL IN
NOTE
The cabin must be depressurized before attempting to open the
emergency exit.
AIRPLANE EVACUATION
1. Perform ENGINE SHUT-DOWN Procedure
3. Passengers Door - OPEN
If passengers door does not open, perform the EMERGENCY EXIT Procedure.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-49
3.2.8 AVIONICS SYSTEM EMERGENCIES
FLIGHT GUIDANCE SYSTEM FAILURE
AUTOPILOT MISSING DISENGAGEMENT

1. Control Wheel/Rudder Pedals - HOLD firmly and OVERPOWER if
necessary
2. MSW Button - DEPRESS and HOLD
3. Longitudinal trim switch (pedestal) - SEC
4. Secondary pitch trim control - OPERATE as necessary to reduce control
forces
5. MSW Button - RELEASE
If necessary:
6. A/P SERVO ELEV and AIL/RUD circuit breakers - PULL
AUTOPILOT SERVO HARDOVER

1. Control Wheel/Rudder Pedals - OVERPOWER to prevent further deviation
2. MSW Button - DEPRESS (and HOLD if autopilot fails to disengage)
3. A/P SERVO ELEV and AIL/RUD circuit breakers - PULL
WARNING
Do not attempt to re-engage the autopilot following an autopilot
servo hardover.

Page 3-50 1105-2999 Rev. B0 : Mar. 04, 2019
AUTOPILOT AUTOTRIM MALFUNCTION

1. Control wheel - HOLD firmly to prevent further deviation
3. SEC PITCH circuit breaker - PULL
WARNING
Do not attempt to re-engage the autopilot following an autopilot/
autotrim malfunction.
FLIGHT GUIDANCE COMPUTER (FGC) FAILURE

If FGC fails or PITCH/ROLL OUTPUTS from FGC missing or invalid
(Red FD flag on PFD and Flight Director Bars out of view)
1. Cross-side FGC - SELECT
FLIGHT GUIDANCE SYSTEM TRIM FAILURE (red TRIM flag on PFD)

1. Disengage autopilot if necessary
2. Use control wheel trim switch to manually trim the elevator
NOTE
An elevator trim failure does not automatically disengage
autopilot.
CAUTION
The autopilot cannot be engaged if a TRIM failure exists.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-51
PILOT PRIMARY FLIGHT DISPLAY (PFD) FAILURE

Pilot PFD failure may be presented as a blank PFD.
1. PFD/MFD switch (on REVERSIONARY panel) - IMMEDIATELY SELECT MFD
NOTE
Primary flight information will be displayed on the MFD.
2. LPFD Circuit Breaker - CHECK

CAUTION
ILS CAT II approaches are not allowed.
MULTIFUNCTION DISPLAY (MFD) FAILURE

MFD failure may be presented as a blank MFD.
1. PFD/MFD switch (on REVERSIONARY panel) - IMMEDIATELY SELECT PFD
NOTE
Powerplant instruments will be displayed at the top of the pilot
and copilot PFD.
2. MFD Circuit Breaker - CHECK

NOTE
Have maintenance personnel check before the next flight.
CONTROL DISPLAY UNIT (CDU) FAILURE

1. CDU Circuit Breaker - CHECK
2. RTU/CDU switch (on REVERSIONARY panel) - SELECT RTU
NOTE
Tune radios from the RTU.

Page 3-52 1105-2999 Rev. B0 : Mar. 04, 2019
RADIO TUNING UNIT (RTU) FAILURE

1. RTU Circuit Breaker - CHECK
2. RTU/CDU switch (on REVERSIONARY panel) - SELECT CDU
NOTE
Tune radios from the CDU.
SINGLE AIR DATA COMPUTER (ADC) FAILURE

1. ADC switch (on REVERSIONARY panel) - SELECT operative ADC
2. Affected side ADC Circuit Breaker - CHECK
CAUTION
If an ADC1 failure occurs land at the nearest suitable airport.
NOTE
The autopilot, if engaged, will continue to function in basic roll/
pitch modes.
Couple FGC to the operating ADC, as necessary, to recover
autopilot full operational condition.
ADC comparators will be inoperative.
CAUTION
DUAL AIR DATA COMPUTER (ADC) FAILURE

1. Use the Integrated Stand-by Instrument
2. ADC Circuit Breakers - CHECK
3. Land at the nearest suitable airport
NOTE
Transponder Mode C will be inoperative.
Autopilot and Yaw Damper will be inoperative.
CAUTION

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-53
SINGLE ATTITUDE HEADING COMPUTER (AHC) FAILURE

1. AHC switch (on REVERSIONARY panel) - SELECT operative AHC
NOTE
AHC comparators and weather radar stabilization will be
inoperative.
The autopilot and yaw damper will disconnect and will be
inoperative.
CAUTION
2. Affected side AHC Circuit Breaker - CHECK
NOTE
When power is applied to AHC following a loss of electrical
power, airborne initialization takes place automatically. The pilot
should maintain straight and level flight during airborne
initialization.
DUAL ATTITUDE HEADING COMPUTER (AHC) FAILURE

1. Use Stand-by Instruments
NOTE
Weather radar stabilization will be inoperative.
inoperative.
CAUTION
2. AHC Circuit Breakers - CHECK
NOTE
power, airborne initialization takes place automatically. The pilot
should maintain straight and level flight during airborne
initialization.
3. Land at the nearest suitable airport

Page 3-54 1105-2999 Rev. B0 : Mar. 04, 2019
FAILURE FLAGS (RED / YELLOW) ON PRIMARY FLIGHT DISPLAY

Refer also to Amplified Emergency procedures section ("Failure Flags on
Primary Flight Display"paragraph).
FLAG ASSOCIATED WITH FLIGHT CONTROL TRIM

If a flight control MISTRIM indication Flag appears:
1. Trim the pertinent control in the direction of the arrow to correct the mistrim
FLAG ASSOCIATED WITH FLIGHT NAVIGATION PARAMETERS

If any red flag as ACC.-- (Acceleration Flag - gray ACC), ALT, ATT (Attitude
Flag), HDG, IAS, M.--- (gray Mach), VS appears:
1. Select on the reversionary panel the pertinent source
FLAG ASSOCIATED WITH ILS

If any red flag as GS or LOC appears:
1. Localizer frequency - CHECK
2. Cross-side NAV receiver - SELECT as NAV source
FLAG ASSOCIATED WITH RADIO NAVIGATION SYSTEM
If any red flag as LOC1, LOC2, VOR1, VOR2, FMS1 appears:

1. Different NAV source - SELECT

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-55
COMPARATOR FLAGS (YELLOW) ON PRIMARY FLIGHT DISPLAY

1. Monitor the pertinent flagged item on both PFD sides
Refer to Amplified Emergency procedures section ("Comparator Flags on

Primary Flight Display" paragraph).

Page 3-56 1105-2999 Rev. B0 : Mar. 04, 2019
3.2.9 CATEGORY II OPERATIONS EMERGENCIES
MALFUNCTIONS DURING APPROACH

Should any of the following malfunctions be observed for more than 2 seconds,
in the absence of reliable visual references perform a go around/missed
approach procedure:
1. Loss of power of either engine
2. Autopilot and Yaw Damper disengagement
3. Flight Director flag in view
4. Transition from green CAT II annunciation to yellow CAT II annunciation
5. Loss of Autopilot approach mode
6. Excess deviation alert
7. Comparator alert
8. Any air data parameters flag in view

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-57
3.2.10 REDUCED VERTICAL SEPARATION MINIMA (RVSM)

OPERATIONS EMERGENCIES
CAUTION
During RVSM operations, the pilot should notify ATC of
contingencies (equipment failures, weather) which affect the
airplane capabilities to maintain the cleared flight level, and
coordinate a plan of action appropriate to the airspace
concerned, as soon as possible.
AUTOPILOT ALTITUDE MODE FAILURE

1. Airplane Attitude and Altitude - MAINTAIN AS DESIRED
2. Attitude Deviation - MONITOR
NOTE
The airplane must be maintained within ± 300 feet of desired
flight level. An aural warning will be generated if the Altitude
Deviation is greater than ± 200 feet.
ADC1 FAILURE
ADC/AIR DATA flags ON (Any Red flag as ACC.--, ALT, IAS, M.---, VS
on pilot’s PFD and white “XADC” flag on copilot’s PFD)
a. AP/FD coupled to left side:
1. ADC1/ADC2 switch (on REVERSIONARY panel) - SELECT ADC2
2. CPL button (on FGP) - PUSH
3. Altitude Mode - SELECT as required
b. AP/FD coupled to right side:


Page 3-58 1105-2999 Rev. B0 : Mar. 04, 2019
ADC2 FAILURE
ADC/AIR DATA flags ON (Any Red flag as ACC.--, ALT, IAS, M.---, VS
on copilot’s PFD and white “XADC” flag on pilot’s PFD)
a. AP/FD coupled to right side:
2. CPL button (on FGP) - PUSH
3. Altitude Mode - SELECT as required
b. AP/FD coupled to left side:


Page 3-59
3.2.11 P-RNAV OPERATION EMERGENCIES

CAUTION
During P-RNAV operations, the pilot should notify ATC of any
problem with the systems and sensors for P-RNAV that results
in the loss of the required navigation capability, and coordinate
a plan of action appropriate to the airspace concerned, as soon
as possible.

P-RNAV operations not allowed. Refer to the CAUTION above reported.
FLIGHT MANAGEMENT SYSTEM FAILURE

P-RNAV operations not allowed. Refer to the CAUTION above reported.
GPS AND DME FAILURE

In case both GPS and DME are not available though Flight Management System
is operative, P-RNAV operations are not allowed. Refer to the CAUTION above
reported.
In case of single failure of GPS or DME, P-RNAV operations are allowed.
3.2.12 U.S. RNAV OPERATION EMERGENCIES

CAUTION
During RNAV operations, the pilot should notify ATC of any
problem with the systems and sensors for RNAV that results in
the loss of the required navigation capability, and coordinate a
plan of action appropriate to the airspace concerned, as soon
as possible.

RNAV operations not allowed. Refer to the CAUTION above reported.
FLIGHT MANAGEMENT SYSTEM FAILURE

GPS FAILURE

Page 3-60
AMPLIFIED EMERGENCY PROCEDURES
3.3 AMPLIFIED EMERGENCY PROCEDURES
GENERAL
The following paragraphs are presented to supply additional information for the
purpose of providing the pilot with a more complete understanding of the
recommended course of action in an emergency situation.
During these emergency procedures, it is imperative that the pilot continue good
flying technique regardless of the situation.
A complete knowledge of the procedures set forth in this section will enable the
pilot to cope with various emergencies that may be encountered. However, this
does not diminish the pilots’ responsibility to maintain aircraft control at all times.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-61
IDENTIFYING DEAD ENGINE AND VERIFYING POWER LOSS

If it is suspected that an engine has lost power, the faulty engine must be
identified, and power loss must be verified.
First check engine indications displayed on the MFD for a drop in ITT and torque.
When the wings are level, the rudder pressure required to maintain directional
control will be on the side of the operating engine.
ENGINE SECURING
Begin the securing procedure by pulling the power lever to IDLE and the
condition lever to CUT OFF.
Check if ignition switch is set to NORM.
On the fuel control panel, switch to CLOSED position the firewall shut-off valve
and switch OFF the fuel pump.
Switch OFF the synchrophaser.
Switch OFF the Autofeather.
Switch OFF the generator and bleed.
Reduce the electrical loads, and consider the use of crossfeed if the fuel quantity
dictates.

Page 3-62 1105-2999 Rev. B0 : Mar. 04, 2019
ENGINE FAILURE DURING TAKEOFF
GENERAL
The information given in this section provides procedures to be used by the pilot
should an engine fail during take off. The pilot must have a thorough knowledge
of these procedures so that in the event of a real emergency, the pilot actions will
be correct and precise. These skills are best developed through frequent practice
of emergency and simulated single engine procedures.
Should an engine failure occur prior to rotation, the takeoff should be immediately
aborted.
Should an engine failure occur after rotation, the decision must be made
immediately whether to continue the takeoff, single engine, or to abort the takeoff
and land straight ahead. This decision can be greatly facilitated by careful
preflight planning primarily considering available aircraft performance as affected
by weight, ambient conditions, pilot proficiency and the required aircraft
performance dictated by airfield requirements.
NOTE
The published Accelerate/Go and Accelerate/Stop distances
are Manufacturer data.
ENGINE FAILURE DURING TAKEOFF BEFORE ROTATION

If an engine failure occurs before rotation and there is sufficient runway
remaining, maintain directional control, reduce power to idle, and stop straight
ahead using brakes and reverse thrust as required.
If insufficient runway remains, pull the condition levers to CUT OFF, switch OFF
both generators and close the fuel firewall valves. Maneuver to avoid obstacles
and when the airplane has stopped switch OFF the battery and the EPU.
WARNING
No attempt should be made to continue the takeoff if the engine
failure occurs prior to becoming airborne.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-63

If sufficient runway remains for a safe stop or the decision is made to abort the
takeoff, maintain directional control. Pull the power lever of the engines to IDLE
and land straight ahead.
After touch down use brakes and reverse as required, engaging reverse below
1900 Prop RPM or 5% drop from the set value.
Should a suitable landing area exist, and the decision is made to land the
airplane following an engine failure at, or after rotation initiation, the pilot should
be aware that performance charts are not presented in this manual for this
condition and that the total distance required to stop will exceed the published
Accelerate/Stop performance shown in Section 5.
If insufficient runway remains or if the decision is made to continue the takeoff,

maintain directional control (banking the plane 5° max toward the operative
engine when airborne) and maintain the maximum takeoff power while
maintaining torque and ITT within limits.
After assuring that the aircraft will not settle back to the runway, retract the
landing gear and accelerate to the "one engine 50 feet height speed" as per
Figure 5-18 (Accelerate/Go Distance Over 50 Feet Obstacle graph) at Section 5
of this AFM.
Accelerate to a speed of 125 KIAS minimum, then retract the flaps and the taxi/
landing lights (if applicable) to achieve the “best angle of climb speed” of 132
KIAS or the max. rate of climb speed of 140 KIAS, as appropriate.
Maintain this speed until clearing all obstacles within the immediate vicinity of the
airport.
After all these obstacles have been cleared, perform the ENGINE SECURING
procedure.
NOTE
Place the autofeather arm switch in the OFF position and increase airspeed as
required.

Page 3-64 1105-2999 Rev. B0 : Mar. 04, 2019
Once the above procedures have been completed and the aircraft is at a safe
altitude, an airstart may be attempted. (If the start is unsuccessful, complete the
"Engine Securing" Procedure on the inoperative engine).
Whether the start is successful or unsuccessful the aircraft should be landed at
the nearest suitable airport performing the "Single Engine Approach and
Landing" Procedure.
WARNING
requirements and determine that adequate single climb
conditions and pilot proficiency, to safely complete the takeoff
ENGINE FAILURE IN FLIGHT BELOW VMCA

If an engine failure occurs at speed below the VMCA, reduce power on the
operating engine to maintain control, then lower the airplane nose to increase
speed.
Adjust power as required and secure the inoperative engine as per the "Engine
Securing" Procedure.
ENGINE FIRE (ON GROUND)

If the fire is on the ground near the airplane, it may be possible to taxi to safety.
If engine fire occurs during start or ground operations, immediately place the
condition lever of the affected engine in the CUT OFF position. Check the ignition
switch in the NORM position. Brake to a stop if the airplane is moving and
CLOSE the firewall shut-off valve. Switch OFF the fuel pump.
If a fire extinguisher is installed PUSH the fire extinguisher button.
Call for assistance and, when the airplane has stopped, perform the "Airplane
Evacuation" Procedure.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-65
ENGINE FAILURE OR FIRE IN FLIGHT

Should an engine fail or fire in flight, maintain 140 KIAS minimum and maintain
directional control banking the plane 5° max toward the operative engine.
IDENTIFY and VERIFY the affected engine.
Place the power lever of the affected engine to IDLE and the condition lever to
CUT OFF; close the firewall shut-off valve and switch OFF the fuel pump,
synchrophaser, autofeather, generator and bleed. Check if the ignition switch is
in NORM position.
If the L or R FIRE light illuminates and the fire extinguisher system is installed,
PUSH the fire extinguisher button. Monitor the electrical load and, according to
condition of flight (instrument, night, icing, etc.) consider the possibility to reduce
the electrical loads. Crossfeed could be used as desired.
NOTE
The engine fire extinguisher is a single shot system with one
cylinder for each engine.
In case of engine failure, follow the appropriate AIR START Procedure in an

attempt to start the engine. If the starting attempt is unsuccessful, complete the
ENGINE SECURING Procedure for the failed engine. Trim the airplane as
necessary and land as soon as practical at a suitable airport.
CAUTION
When conducting a practice run through these procedures, do
not close fuel firewall shut-off valves and do not actuate engine
fire extinguishers. Fire extinguisher capability has not been
evaluated by Airworthiness Authority.
NOTE
Operation in icing conditions above 14000 ft. is limited to 5
minutes, due to a possible lack of efficiency of the engine inlet
de-ice boot system.
When operating in icing conditions at high altitudes, the pressure to inflate the
engine inlet de-ice boot may not be sufficient and consequently the “BOOTS” left
and right ON indications on the MFD, may remain steady white.
For this reason, if it is necessary to stay in icing condition for a long time,
descend below 14000 ft. approximately, in order to increase the pressure
delivered to the system.

Page 3-66 1105-2999 Rev. B0 : Mar. 04, 2019

If an engine failure occurs while the autopilot is engaged, disengage the autopilot
pushing the MSW button and accomplish the ENGINE SECURING Procedure.
Following engine securing, the aileron and rudder trim should be manually
readjusted and the autopilot may be re-engaged. Selection of the "1/2 BANK"
(angle) mode during single engine operation may be applied to reduce the
autopilot roll authority. All autopilot modes are usable during single engine
operation.
NOTE
Large power change during single engine operations may

NOTE
pushing the MSW button. Accomplish the SINGLE ENGINE GO AROUND
emergency procedure and then the ENGINE SECURING Procedure.
operation.
NOTE

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-67
3.3.2 AIR START

CAUTION
attempting an air start. Do not attempt a relight if the NG
tachometer indicates zero percent.

PROPELLER FEATHERED
NOTE
NORMAL AIR START

Prior to attempting an air start, ensure that the airspeed and altitude fall WITHIN
the AIR START ENVELOPE.
Check that the cooling system main control switch is OFF, the generator of the
operative engine is ON and the generator of the inoperative engine is OFF. Turn
OFF the bleed air of the inoperative engine and check the corresponding power
lever to IDLE and the condition lever to CUT OFF.
OPEN the firewall shut-off valve of the inoperative engine and place its pump
switch to MAIN: FUEL PRESS light on the annunciator panel should be OFF.
Turn the inoperative engine start switch to START.
After NG stabilizes above a minimum of 13%, advance the condition lever to

Page 3-68.A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.

pushing the MSW button and accomplish the ENGINE SECURING Procedure.
operation.
NOTE

NOTE
pushing the MSW button. Accomplish the SINGLE ENGINE GO AROUND
emergency procedure and then the ENGINE SECURING Procedure.
operation.
NOTE

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-67
3.2.2 AIR START

CAUTION
attempting an air start. Do not attempt a relight if the NG
tachometer indicates zero percent.

PROPELLER FEATHERED
NOTE
NORMAL AIR START

switch to MAIN: FUEL PRESS light on the annunciator panel should be OFF.
Turn the inoperative engine start switch to START.
After NG stabilizes above a minimum of 13%, advance the condition lever to

Page 3-68.B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
GROUND IDLE and check the engine oil pressure, gas generator temperature
and NG. CHECK OFF engine start switch. Advance the condition lever as
required after the propeller has come out from feather and adjust power lever as
required. Above 54% NG turn ON the starting engine generator and bleed air.
NOTE
OFF and the power lever to IDLE. Check OFF engine start
switch.
Slow down the airplane to 140 KIAS and after approximately
one minute, repeat the AIR START Procedure, using manual
ignition (IGN) switch which must be set to NORM after NG
reaches 54%.

switch to MAIN: FUEL PRESS light on the annunciator panel should be OFF. At
13% NG set the ignition switch to IGN. Advance the condition lever to GROUND
IDLE and monitor I.T.T. and oil pressure. With an idle of 54% NG or greater, place
to NORM the ignition switch and turn ON the generator.
Adjust condition and power levers as required and turn ON the bleed air.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-69 .A
PT6A-66 eng.

Check that the cooling system main control switch is OFF.
Keep in open position the cockpit curtain, if installed, to help the smoke
evacuation.
Actuate MANUAL MASK RELEASE and don mask to supply oxygen to
passengers.
Open crew air outlets, set the COCKPIT BLOWER switch to CKPT BLOWER
position to increase the air flow in the cockpit area helping smoke evacuation.
Determine if smoke has been originated from electrical system (distinctive odor
of smouldering insulation) or from environmental system.
If the smoke originates from electrical system isolate the electrical busses
operating the BUS DISC switch and switch OFF one generator at a time in order
to identify the faulty circuit. AHC2 will be lost. The cabin press controller is not
operational in AUTOSCHED and manual operations will be necessary.
If the smoke stops, continue the flight and land as soon as practical.
If the smoke does not stop, the cause could be the battery.
Since the stand-by fuel pumps are fed by the battery, it is necessary, before
switching OFF the battery and if the FUEL PUMP light is ON, to descend below
25000 ft with JET A, JET A-1, JP-8 or RP-3 fuel and below 14000 ft with other
types of fuel, in order to avoid the possibility of an engine flame out.
Restore both generators ON. AHC2 airborne initialization takes place
automatically when RH generator is restored. Pull both ESNTL BUS red breakers
on left and right circuit breaker panels and, then, switch OFF the battery.
Switching OFF the battery, if AHC2 operation has not been restored the Stand-by
Instrument only is available.
WARNING
With battery OFF, the loads of the essential bus will be
inoperative.
AHC2 shoud be available before proceding with the following steps:
Switch OFF the EPU. Switching OFF the EPU the electrical power to the Stand-
by instrument will be interrupted.
If fire persists, attempt to extinguish it with the portable fire extinguisher, if
available.
Land as soon as practical.

Page 3-70 1105-2999 Rev. B0 : Mar. 04, 2019
GROUND IDLE and check the engine oil pressure, gas generator temperature
and NG. CHECK OFF engine start switch.
NOTE
In case of unsuccessful start, pull the condition lever to CUT
OFF, wait 3 minutes and attempt another start advancing the
condition lever to FLIGHT IDLE when NG reaches 50%.
As pilot reference, 50% NG will be reached during engine
acceleration right after engine start switch automatic switch
OFF (about 48% NG).
Advance the condition lever as required after the propeller has come out from
feather and adjust power lever as required. Above 54% NG turn ON the starting
engine generator and bleed air.
NOTE
In case of no light up, pull the condition lever to CUT OFF and
the power lever to IDLE. CHECK OFF engine start switch.
Slow down the airplane to 140 KIAS and after approximately
one minute, repeat the AIR START Procedure, using manual
ignition (IGN) switch which must be set to NORM after NG
reaches 54%.

switch to MAIN: FUEL PRESS light on the annunciator panel should be OFF. At
10% NG set the ignition switch to IGN. Advance the condition lever to GROUND
IDLE and monitor I.T.T. and oil pressure. With an idle of 54% NG or greater, place
to NORM the ignition switch and turn ON the generator.
Adjust condition and power levers as required and turn ON the bleed air.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-69 .B
PT6A-66B eng.

Check that the cooling system main control switch is OFF.
Keep in open position the cockpit curtain, if installed, to help the smoke
evacuation.
Actuate MANUAL MASK RELEASE and don mask to supply oxygen to
passengers.
Open crew air outlets, set the COCKPIT BLOWER switch to CKPT BLOWER
position to increase the air flow in the cockpit area helping smoke evacuation.
Determine if smoke has been originated from electrical system (distinctive odor
of smouldering insulation) or from environmental system.
If the smoke originates from electrical system isolate the electrical busses
operating the BUS DISC switch and switch OFF one generator at a time in order
to identify the faulty circuit. AHC2 will be lost. The cabin press controller is not
operational in AUTOSCHED and manual operations will be necessary.
If the smoke stops, continue the flight and land as soon as practical.
If the smoke does not stop, the cause could be the battery.
Since the stand-by fuel pumps are fed by the battery, it is necessary, before
switching OFF the battery and if the FUEL PUMP light is ON, to descend below
25000 ft with JET A, JET A-1, JP-8 or RP-3 fuel and below 14000 ft with other
types of fuel, in order to avoid the possibility of an engine flame out.
Restore both generators ON. AHC2 airborne initialization takes place
automatically when RH generator is restored. Pull both ESNTL BUS red breakers
on left and right circuit breaker panels and, then, switch OFF the battery.
Switching OFF the battery, if AHC2 operation has not been restored the Stand-by
Instrument only is available.
WARNING
With battery OFF, the loads of the essential bus will be
inoperative.
AHC2 shoud be available before proceding with the following steps:
Switch OFF the EPU. Switching OFF the EPU the electrical power to the Stand-
by instrument will be interrupted.
If fire persists, attempt to extinguish it with the portable fire extinguisher, if
available.

Page 3-70 1105-2999 Rev. B0 : Mar. 04, 2019
If the smoke originates from environmental system, determine if the source is the
engine: this can be isolated by the relative air BLEED valve.
Switch BLEED OFF one at a time and when smoke stops, continue the flight with
one bleed only.
If the smoke persists, the source could be the ECS package and must be used
EMER air bleed.
NOTE
EMER bleed air increases the passenger compartment
temperature and it is recommended to avoid prolonged
operation at cruise power.
To continue the flight in such a condition it is necessary to descent and fly with
cabin unpressurized with emergency bleed OFF. To increase the ventilation
perform the DUMP Procedure.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-71
3.3.4 EMERGENCY DESCENT

If it becomes necessary to descent rapidly to a lower altitude, move the power
levers to IDLE and the condition lever to MAX RPM. Switch ON the seat belts
and no smoking signs. Assume an airplane attitude with nose down in order to
reach the Maximum Operating Speed Limit VMO/MMO as soon as possible.
Follow the speed limit VMO/MMO envelope.
3.3.5 GLIDE
With the flaps and the landing gear UP, the propellers feathered (condition lever
in CUT OFF position) the chart below shows the airspeed to be used to attain the
least loss in altitude.
Consult the BEST GLIDING DISTANCE diagram on Section 5 "Performance" of
this AFM to know the horizontal distance covered.
WEIGHT SPEED
(LBS) (KIAS)
11550 155
11000 151
10000 144
9000 137
8000 129

Section 5 ("Performance") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 NM/1000 ft
When operating in sustained icing conditions, the ice build-up on the unprotected
parts and the runback ice on the forward and main wings will cause a strong drag
increment. In these conditions (ice accretion of approximately 3 inches on the
main wing tips) the Glide Ratio may decrease up to 50%.

Page 3-72 1105-2999 Rev. B0 : Mar. 04, 2019

CAUTION
Unit.
If an emergency indicates the need to make an approach and landing without the
use of engine power, the airplane should first be configured per the MAXIMUM
GLIDE Procedure if sufficient altitude permits.
When both engines have failed, hydraulic and flap systems are not operative in
flight since their circuits are not fed by the battery.
In this condition landing gear has to be lowered as per EMERGENCY GEAR
EXTENSION Procedure and flaps will be in UP position.
NOTE
NOTE
For particular terrain conditions it may be required to land with gear
up.
When the landing gear extension has been completed and only if the gear is
confirmed to be down and locked, push in the emergency gear selector and
switch to HYD position the hydraulic pump.
Once it is assured that the selected landing site will be reached, assume an
approach speed increased by 20 KIAS as compared with the flaps DN approach
speed (Figure 5-69).
Place the condition levers in CUT OFF, CLOSE the firewall shut-off valves,
switch OFF the fuel pumps and the synchrophaser system.
After touchdown a particular attention has to be paid since brake operation will
become harder and landing distances will increase approximately by 125% as
compared with the flaps DN landing distance (Figure 5-69).
The procedure just described applies also when operating in sustained icing
conditions with the exception that the approach speed, as compared with the
flaps MID approach speed (Figure 5-73), must be increased by 15 KIAS.
The landing distance, as compared with the flaps MID landing distance (Figure 5-
73), must be increased approximately by 90%.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-73

WARNING
Do not exceed maximum fuel imbalance (200 lb.).
Ensure that the ENGINE SECURING Procedure is complete. Turn OFF the
crossfeed valve if open and advance the condition lever to MAX RPM, extend the
flap to MID position and maintain a speed of 129 KIAS minimum.
NOTE
If conditions permit, burn as much fuel as possible.

When landing site is assured lower the landing gear.Only if S.B. 80-0454 or 80-
0425 (new NWSS) are installed, check that steering system is automatically
armed (STEER T-O message on PFD).
NOTE
When armed, new NWSS (S.B. 80-0454 or 80-0425) will
automatically engage in TAKEOFF mode at touch down.
CWMS does not affect steering while in flight.
When it is certain there is no possibility of go-around, extend the flaps to DN and
assume approach speed as per Figure 5-69.
CAUTION
Adjust the power as required and after touching down, if necessary, apply
reverse thrust slowly and cautiously. Reverse thrust must be applied when the
prop RPM has dropped to 1900 RPM.
The landing distance, as compared with the flaps DN landing distance (Figure 5-
69), will increase by 30% if reverse thrust is not applied and by 25% if reverse
thrust is applied.
conditions with the exception that the flap position must be MID and the
approach speed, as compared with the flaps MID approach speed (Figure 5-73),

Page 3-74 1105-2999 Rev. B0 : Mar. 04, 2019
must be increased by 6 KIAS.

The flaps MID landing distance (Figure 5-73) must be increased by 30% if
reverse thrust is not applied or by 25% if reverse thrust is applied.

To execute a single engine go-around, apply takeoff power to the operating
engine. Attain a minimum speed of 120 KIAS and retract flaps to MID position, if
they are fully down.
Retract landing gear and increase airspeed to 125 KIAS minimum, then retract
the flaps and the taxi/landing lights (if applicable). Increase the airspeed as
required.
NOTE
WARNING
go-around.

In the event it becomes necessary to use trim for longitudinal control, trim the
airplane to 134 KIAS in level flight. Select the longest runway in the area suitable
for a low angle approach.
Extend landing gear and if S.B. 80-0454 or 80-0425 (new NWSS) are installed,
check that it is automatically armed (STEER T-O message on PFD).
NOTE
Set flaps to MID position, maintain 130 KIAS and adjust power for a low angle
approach, lower the flaps to DN and trim the plane to 121 KIAS. When positioned
over the landing runway, flare the airplane using the reduction of power and the
longitudinal trim.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-75
After landing and when the nose gear is on the runway, apply reverse as
required, when the propeller speed has dropped to 1900 RPM.

If elevator pull force is encountered, the stabilizer is jammed in a nose down trim
position.
Move, if possible, the center of gravity aft and land as soon as practical to
minimize the forward C.G. movement due to fuel-burned.
Extend landing gear, if S.B. 80-0454 or 80-0425 (new NWSS) are installed,
check that it is automatically armed (STEER T-O message on PFD) and set flaps
to MID.
NOTE
Assume an approach speed increased by 15 KIAS as compared with the flaps
DN approach speed (Figure 5-69). The flaps DN landing distance (Figure 5-69)
shall be increased by approximately 45% if reverse is not applied.
If elevator push force is encountered, the stabilizer is jammed in nose up trim

position.
Move center of gravity forward if possible.
Extend landing gear and set flaps to DN. Assume the approach speed as per
Figure 5-69.
conditions with the exception that the flap position must be MID, whatever is the
stabilizer position, and the approach speed, as compared with the flaps MID
approach speed (Figure 5-73), must be increased by 10 KIAS.
The flaps MID landing distance (Figure 5-73) must be increased by 25% if
reverse thrust is not applied.

Page 3-76 1105-2999 Rev. B0 : Mar. 04, 2019

Having assumed the up-down spring failure (refer to LONGITUDINAL CONTROL
SPRING FAILURE Procedure), land with flaps in MID position.
DN approach speed (Figure 5-69).
After touchdown, engage reverse as required.
The landing distance, as compared with the flaps DN landing distance Figure 5-
69), must be increased by 40% if the reverse thrust is not applied.
The flaps MID landing distance (Figure 5-73) must be increased approximately
by 20%.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-77

The amber AUTOFEATHER light on the annunciator panel is normally illuminated
when the system is not armed and the landing gear is down.
If S.B. 80-0454 or 80-0425 (new NWSS) are installed, check that it is
automatically armed (STEER T-O message on PFD) and set flaps to MID.
NOTE
If, after having armed the system, the light remains illuminated, the autofeather
system has to be assumed inoperative and the landing will be performed with
flaps in MID position.
After touchdown, engage brakes and reverse.
69), will increase approximately by 35% if reverse thrust is not applied and by
The flaps MID landing distance (Figure 5-73) must be increased approximately
by 10% if reverse thrust is not applied or by 5% if reverse thrust is applied.
LANDING WITH GEAR UP OR UNLOCKED

The event of one or more red UNSAFE lights staying illuminated after a normal
landing gear extraction may be originated by a failure of the switch controlling the
gear position light: if the hydraulic pressure reading is about 3000 psi a possible
jamming has occured: applying positive load factors or sideslipping the airplane may
help to solve the problem.
If the hydraulic pressure reading is stabilized around 1000 psi, the gear can be
assumed down and locked.
However, if the green light does not illuminate (red UNSAFE still lit), it is
necessary to lower the gear as per the EMERGENCY GEAR EXTENSION
Procedure.
Should this procedure be unsuccessful too, a tower fly-by probably will allow to
know the status of the landing gear legs.

Page 3-78 1105-2999 Rev. B0 : Mar. 04, 2019
If it has been assumed that the nose gear is up or unlocked, land following the
normal procedure, maintaining a nose up attitude to the lowest practical speed.
After the nose touches the ground apply maximum brake and reverse.
If a main gear leg is assumed to be extended, but probably unlocked, perform a
landing with normal procedure, touching down on the locked gear, in a nose up
attitude.
After touch down sustain the unlocked gear wing, apply reverse cautiously and,
when the speed has considerably decreased, apply brakes.
If one or both main gear legs remain retracted, it is recommended to PUSH the
emergency gear selector, to switch ON the hydraulic pump and to perform a
GEAR UP LANDING Procedure.
Select a suitable landing area, inform ground personnel, brief passengers on use
of emergency exit and be sure that all occupants have seat belts and shoulder
harnesses secured properly.
If condition permits burn off excess fuel and when ready to land, complete the
landing check list as for a normal landing, except that the gear selector lever
should be in UP position.
In order to silence the gear warning horn, pull the AURAL WARN circuit breaker
prior to extending the flaps.
NOTE
In this case no AURAL STALL WARNING signal is provided.
The flap should be DN for final approach and landing.
Make a normal approach and, when landing is assured, depressurize the

airplane, switch off both generators, place the condition lever to CUT OFF, select
fuel pumps OFF and fuel firewall shut off valves CLOSED.
Switch off the battery and the EPU.
Land smoothly, touching down in a level attitude.
All occupants should evacuate as soon as the airplane has stopped.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-79
ASYMMETRIC FLAP CONDITION LANDING

In case of a flap system failure complete the FLAP SYSTEM MALFUNCTIONS
Procedure.
1. Prior to reaching an altitude of 50 ft. above runway, assure that the landing
gear is extended and adjust power as required.
The flaps DN approach speeds and landing distances (Figure 5-69) shall be
increased, depending on the position of outboard wing flaps, as indicated in
the following table:

(if reverse thrust is not applied)
DN 5 KIAS 10%
MID 15 KIAS 40%
UP 20 KIAS 65%
conditions with the exception that the flaps MID approach speeds and landing
distances (Figure 5-73), must be increased as indicated in the table below:

(Figure 5-73)
MID 10 KIAS 20%
UP 15 KIAS 40%

Page 3-80 1105-2999 Rev. B0 : Mar. 04, 2019

In case of an electrical failure in the feeding circuit of the flap systems or a failure
in the outboard wing flap system, a landing with no flaps has to be considered.
Set the condition levers to MAX RPM and use power levers as required.
Lower the landing gear. Only if S.B. 80-0454 or 80-0425 (new NWSS) are
installed, check that steering system is automatically armed (STEER T-O
message on PFD)
NOTE
After touchdown, engage reverse when the propeller speed has dropped to 1900
RPM.
69), will increase approximately by 65% if the reverse thrust is not applied or by
73), must be increased approximately by 40% if reverse thrust is not applied or
by 30% if reverse thrust is applied.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-81
ENGINE SYSTEM FAILURE
LOW OIL PRESSURE

If oil pressure falls between 60 and 90 psi (yellow indication on the MFD) the
power should be reduced below 49,3% torque.
An oil pressure below 60 psi, as indicated by the red readout on the MFD and
OIL PRESS red annunciator light, is unsafe: the ENGINE SECURING Procedure
should be performed for the affected engine and a landing made as soon as
practical performing the SINGLE ENGINE APPROACH AND LANDING
Procedure.
HIGH OIL PRESSURE

If oil pressure rises between 135 psi and 150 psi (yellow indication on the MFD)
REDUCE the power on the affected engine and land as soon as practical.
If the oil pressure exceeds 150 psi (red indication) complete the ENGINE
SECURING Procedure for the affected engine and prepare for a SINGLE
ENGINE APPROACH AND LANDING Procedure as soon as practical at the
nearest suitable airport.
HIGH OIL TEMPERATURE

Normally on the ground the engine OIL COOL switches, on the ENGINE/
PROPELLER control panel, are set to L and R position when the oil temperature
reaches 80°C.
When on the ground and the engine oil temperature exceeds 104°C check that
the switch of the affected engine is in the L or R position.
If the airplane is airborne, an INCREASE in airspeed and a REDUCTION in
power will assist in cooling.
If oil temperature exceeds the limit (110°C or 104°C more than 10’) perform the
ENGINE SECURING Procedure and land as soon as practical, performing the
SINGLE ENGINE APPROACH AND LANDING Procedure.

Page 3-82 1105-2999 Rev. B0 : Mar. 04, 2019
PROPELLER SYSTEM FAILURE
OVERSPEEDING PROPELLER
If propeller speed exceeds 2000 RPM steady state (for more than 15 sec.),
remaining below 2200 RPM (red steady indication on the MFD) pull power lever
to a lower setting, reduce the propeller speed, and reduce airspeed to the lowest
practical airspeed for the flight conditions.
If propeller RPM exceeds 2200 RPM (red flashing indication) pull Power lever to
IDLE.
Pull the condition lever to CUT OFF and complete the ENGINE SECURING
Procedure. Prepare for a SINGLE ENGINE APPROACH AND LANDING
Procedure as soon as practical at the nearest suitable airport.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-83
FUEL SYSTEM FAILURE
FUEL PUMP FAILURE

If the L or R FUEL PUMP amber light illuminates on the annunciator panel, it is
necessary to CHECK if the corresponding FUEL PRESS light is ON, if the
selected pump is the MAIN and the circuit breaker is PUSHED.
If the FUEL PRESS light is not illuminated, the failure is in the main pump, but the
stand-by pump is working properly, since this last is automatically engaged. In
order to avoid a possible switching between main and stand-by pumps, set the
fuel pump switch to STBY.
LOW FUEL PRESSURE

The L or R FUEL PRESS amber light will illuminate whenever the fuel pressure
drops below 7 psi. If this should occur, CHECK if the fuel pump switch is set on
MAIN and the circuit breaker is PUSHED.
Select the STBY pump to overcome possible poor performance of the main
pump.
If the light persists two possibilities have to be considered: a faulty pressure
switch or a leaking in the engine feeding line.
If the rate of change on the fuel quantity indicator is higher on the affected side a
presence of a leakage could be possible.
In this event perform the ENGINE SECURING Procedure and proceed to a
landing as soon as practical performing the SINGLE ENGINE APPROACH AND
LANDING Procedure. Otherwise a faulty indication has to be assumed and the
flight continued.
FUEL FILTER OBSTRUCTED

If the L or R FUEL FILTER amber annunciator light is illuminated, the filter is
partially obstructed and the fuel bypass is open.
CHECK the fuel pressure annunciator light:
– if it is not illuminated continue the flight and have maintenance check;
– if it is illuminated reduce power on the affected engine and land as soon as
practical.

Page 3-84 1105-2999 Rev. B0 : Mar. 04, 2019
WING FUEL BALANCING PROCEDURE

The fuel crossfeed system may be used if during flight it becomes necessary to
balance the fuel load or to extend the range as in the case of single engine
operations.
Do not take off or land with the crossfeed system engaged.
To operate in crossfeed, turn the "CROSSFEED" knob horizontal, then switch
OFF the fuel pump of the low fuel level side.
Monitor the fuel quantity.
NOTE
At high fuel flow rate, the L/R FUEL PRESS amber light may
illuminate.
A power reduction will produce the extinguishing of the low fuel pressure light.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-85
ELECTRICAL SYSTEM FAILURE
SINGLE GENERATOR FAILURE

A generator failure is indicated if a GEN amber light is illuminated on the
annunciator panel. If this condition occurs, set the switch of the affected
generator to RESET, then ON.
If the generator does not reset, place the switch of the affected generator to the
OFF position; do not exceed 400 Amp. load on the operating generator. Reduce
loads if necessary.
NOTE
With only one generator operating, all busses are fed.
ELECTRICAL OVERLOAD
An electrical overload is indicated by a yellow digital readout (GEN xxx) flashing
for five seconds under the SYS box in the MFD lower right corner. Where xxx is
the generator load actual value in Amperes.
In this case, monitor the load on the MFD SYS sub-page: the electrical overload
is indicated in Amperes by a yellow digital readout under the corresponding “L
GEN AMPS” or “R GEN AMPS” legend on the MFD SYS sub-page.
Reduce the electrical load.
Before reducing the load on the airplane electrical system, consider the condition
of flight (instrument, meteorological condition, night, icing, etc.).
A selective method of reducing an electrical load is to remove a system that is
not required for the existing flight conditions by turning OFF the corresponding
control switch.
DUAL GENERATOR FAILURE

CAUTION
Unit.
If both GEN and BUS DISC amber annunciator lights are illuminated, dual
generator failure is indicated.

Page 3-86 1105-2999 Rev. B0 : Mar. 04, 2019
Move both generator switches to RESET then ON to attempt to bring the

generators back on line.
If only one generator resets, proceed with "Single Generator Failure" procedure.
If neither generator resets, select the generator switches to OFF. In this
condition, only the essential and hot busses are fed by the battery. Move the bus
connecting switch (on left side of the MASTER SWITCHES panel) to EMER, if
necessary.
NOTE
With bus connecting switch in EMER position, L/R DUAL FEED
BUSSES are powered: limit this operation to prevent further
reduction of battery life time.
With both generators failed, normal landing gear extension and flap operation are
not possible and only the secondary trim actuator is available for longitudinal
trim.
With both generator inoperative and the bus connecting switch not in the EMER
position, the angle of attack transmitter is not heated, STALL FAIL amber light will
be illuminated and the stall indication will not be reliable.
Land as soon as practical extending the gear as per "Emergency Gear
Extension" Procedure and performing both the "Landing with Flaps Retracted"
and the "Cabin Press Auto Mode Failure" Procedures.
If the battery fails when both generators are inoperative, move the battery switch
to OFF then to BAT. If the battery does not reset, switch to OFF.
Push the EMER COMM1 button, on the reversionary panel, and the EMG red
button on the audio panel, if necessary.
NOTE
In case of dual generator failure and battery failure, only
Integrated Stand-by Instrument, landing gear position lights,
emergency lights (for ISI and Magnetic Compass) and VHF
COMM1 are powered by the Emergency Power Unit.
Limit VHF COMM1 transmissions to avoid EPU discharge.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-87
BATTERY OVERTEMPERATURE
Battery temperature in excess of the limits is indicated by two annunciator lights:
one, amber, labeled BAT TEMP, will illuminate when temperature reaches 120°F
(49°C); the other, red, and labeled BAT OVHT will illuminate at and above 150°F
(66°C).
If the airplane is on the ground and the BAT TEMP amber light is on, select the
Multifunction Display (MFD) System page and check the battery temperature
(“BATT °F”): do not take off until BATT °F indication turns green and the amber
BAT TEMP turns OFF.
If the BAT OVHT red light is on, switch OFF the battery and do not take off.
During flight, if the BAT TEMP amber light is illuminated, monitor the
temperature. If BAT OVHT red light is ON, it is necessary to switch off the battery
and land as soon as possible.
CAUTION
If battery temperature reached 150°F (66°C), either during start
or in flight, battery must be removed for bench test and
inspection prior to the next flight.
AUDIO CONTROL PANEL FAILURE

The total loss of receive and transmit functions may be originated by the audio
control panel failure. Should the pilot recognize this condition, the emergency
mode of operation must be selected pushing the EMG red button located on the
audio control panel.
NOTE
When in emergency mode, the audio control panel allows
normal use of transmit and receive functions, with or without
power to the system.
Page and interphone functions are lost, while mask/boom
microphone can be utilized.

Page 3-88 1105-2999 Rev. B0 : Mar. 04, 2019
HYDRAULIC SYSTEM FAILURE

When an incorrect pressure of significant duration in the hydraulic system is
detected, the HYD PRESS caution (amber) light will illuminate on the
annunciator panel.
CAUTION
With the hydraulic pressure at 3000 PSI it is possible to operate
the system but hydraulic pump motor must operate for not more
than 1 minute.
Do not operate the parking brake with the hydraulic pressure
above 1200 PSI.
With the hydraulic pressure above normal value the steering will
be more sensitive.
With the hydraulic pump off the steering is inoperative and the
brakes are less effective.
When the landing gear is down, check that the hydraulic pump switch is set to
HYD position and the breakers labeled HYDR WARNING/PRESS and HYDR
CONT on the left circuit breaker panel are in.
If the pressure gauge reading is outside of the 700 ÷ 1300 PSI range, switch OFF
the hydraulic pump.
When the landing gear is up, switch OFF the hydraulic pump.
Immediately before landing gear extension, set the pump switch to HYD position.
EMERGENCY GEAR EXTENSION

If an emergency landing gear extension has to be performed, a hand pump
provides hydraulic pressure for emergency landing gear extension.
CAUTION
When performing the procedure for training purpose, after
completion ascertain the landing gear selector handle has been
positively returned to the full down position, to avoid bleeding of
hydraulic pressure with subsequent failure of landing gear
retraction.
Select the gear handle DN and the hydraulic pump OFF.

PULL the emergency landing gear selector. Note that the emergency procedure
is printed on a placard fitted on the control pedestal.

Rev. B0 : Mar. 04, 2019 1105-2999 Page 3-89
Operate the hand pump handle until all the three green lights illuminate: about 60
strokes and normally 90 seconds are required.
During the hand pump operation, no pressure shall be indicated by the pressure
indicator on the control panel.
Normal ground roll (Figure 5-69) will increase approximately 55% if reverse
thrust in not applied. Brake action will be less effective than normal: land
performing "Emergency Brake Operation" procedure.
CAUTION
After an emergency Landing Gear extension, do not re-engage
hydraulic pump and do not re-engage emergency landing gear
selector
NOTE
With the hydraulic pump off the steering is inoperative
NOTE
When S.B. 80-0454 or 80-0425 (new NWSS) is installed, after
remains OFF.
NOTE
Maintenance check on ground is required after an emergency
LG extraction.
EMERGENCY BRAKE OPERATION

In case of hydraulic system failure, emergency brake operation is possible with
about 50% increase in pedal force. After touchdown engage reverse as required:
normal ground roll (Figure 5-69) will increase approximately 55% if reverse thrust
is not applied.
NOTE
When operating in icing conditions, since the landing
procedures are performed with flaps MID and higher speed, the
ground roll distance with flaps MID (Figure 5-73) will increase
approximately 80% if reverse thrust is not applied.

Page 3-90 1105-2999 Rev. B0 : Mar. 04, 2019
STEERING SYSTEM FAILURES

If the airplane is NOT equipped with S.B. 80-0286 (mod. 80-0932)
and NOT equipped with S.B 80-0454 or 80-0425 (mod. 80-1123)
If the STEER FAIL red warning light is on, the steering system automatically
disengages: nevertheless it is suggested to press the Control Wheel Master
Switch. Check off the steering indications on the PFD.
Steering of the airplane is achieved through the use of differential brakes and/or
power.

As soon as an uncontrolled heading change occurs, press the Control Wheel
Master Switch (red button) located on the outboard horn of each control wheel.
Directional control can be maintained using differential braking and asymmetrical
power.
If the airplane is equipped with S.B. 80-0286 (mod. 80-0932)

STEER FAIL LIGHT ON
If the STEER FAIL red warning light is on, the hydraulic power to the steering
system automatically disengages: nevertheless it is suggested to press and
release the Control Wheel Master Switch (to reset the control system) and verify
the steering indication on the PFD and the STEER FAIL light.
NOTE
If autopilot is operating, pressing the Control Wheel Master
Switch, it will be disengaged.
A STEER FAIL light that remains ON after press and release the Control Wheel
Master Switch could indicate a permanent damage of the steering command
potentiometer, feedback potentiometer or a relay in the electrical circuitry.
A STEER FAIL light that turns OFF after press and release of the Control Wheel
Master Switch, could indicate a transient damage to the command potentiometer
or feedback potentiometer (such as the lost of contact in a given section of the
potentiometer track).
When the hydraulic power to the steering system is not selected or disengaged
by the pilot (through the Control Wheel Master Switch), steering of the airplane
on-ground is achieved through the use of the pedals (differential braking and
rudder control), the control wheel, and/or asymmetrical power.
If a STEER FAIL light has become on, after landing do not engage the steering
system in any case (i.e.: for taxi operations).

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-91

As soon as an uncontrolled heading change occurs on-ground, press the Control
Wheel Master Switch (red button) located on the outboard horn of each control
wheel.
Directional control can be maintained (as necessary) through Pedals, Control
Wheel and asymmetrical power.
If the airplane is equipped with S.B. 80-0454 S.B. or 80-0425 (mod. 80-1123)
CAUTION
When the Steering System is in failure mode (STEER FAIL light
ON), the Antiskid System (if installed) must be switched OFF.
STEER FAIL LIGHT “ON” DURING TAKEOFF

Press the Control Wheel Master Switch button. Steering of the airplane is
achieved through the use of differential brakes.
If sufficient runway remains and the speed is not excessive to allow a safe stop,
reduce power levers to IDLE, apply brakes as required and, once the airplane is
stopped on runway, refer to the procedures below in order to perform taxi.
If NO sufficient runway remains, perform takeoff and refer to the
procedures below for landing.
STEER FAIL LIGHT “ON” DURING LANDING

NOTE
CWMS switch does not affect the steering while the airplane is
in flight.
When Steer Fail light illuminates during landing, two cases are possible:
If NO Mode indication is displayed on the PFD:

Switch OFF the Hydraulic switch and pull STEER Circuit Breaker (located on the
Pilot CB panel).
NOTE
Steer fail light will go off and steering system will be inoperative
(free caster). Emergency braking will be operative (refer to
"Emergency Brake Operation" procedure).

Page 3-92 1105-2999 Rev. B0 : Mar. 04, 2019
Directional control can be maintained using rudder differential braking and

asymmetrical power. When the airplane is stopped and runway is vacated (if
possible), do not perform Taxi and require towing of the airplane.
If TO indication is displayed on the PFD:
Perform final approach with normal procedures at minimum Vref.
NOTE
NWSS will be operative during landing roll. It will operate in TO
mode only with no mode change possible.
When airplane is stopped and runway is vacated (if possible), do not perform
Taxi and require towing of the airplane.
“TAXI” INDICATION ON PFD DURING LANDING

If during Landing procedure the STEER FAIL red warning light is OFF and
indication on PFD is TAXI, press the Control Wheel Master Switch to disengage
the system.
Directional Control can be maintained using differential braking.

As soon as an uncontrolled heading change occurs, press the Control Wheel
Master Switch (red button) located on the outboard horn of each control wheel.
Directional control can be maintained using differential braking and asymmetrical
power.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-93
LONGITUDINAL CONTROL SYSTEM MALFUNCTION
LONGITUDINAL TRIM RUNAWAY

An uncommanded pitch trim motion, when the system is set to PRI mode, is
easily detected by an aural warning signal associated with the stabilizer
movement.
Press immediately the Control Wheel Master Switch (red button), located on the
outboard horn of each control wheel: this action disconnects the electrical power
and the movement will stop.
Select on the PITCH TRIM panel, the SEC mode and trim the airplane moving
both halves of the dual switch together to UP or DN as required.
CAUTION
Trim in motion aural warning is not operative when in secondary
mode.
PRIMARY LONGITUDINAL TRIM FAILURE

In case of primary longitudinal trim inoperative, check if the PRI PITCH TRIM
breaker is IN, then select the longitudinal trim switch, on the pedestal, in SEC
mode; in SEC mode the stabilizer movement rate is constant in all the range.
CAUTION
secondary mode.
LONGITUDINAL CONTROL SPRING FAILURE

Mechanical failure of the up-down longitudinal control spring could produce:
– at forward C.G. longitudinal control forces slightly more than usual;
– at full rear C.G., high altitude and high speed a light control feel on
longitudinal control. In this case reduce airspeed to 210 KIAS above 30,000
feet.
In any case landing procedure should be in accordance with "Landing with
Longitudinal Control Spring Failed" Procedure.

Page 3-94 1105-2999 Rev. B0 : Mar. 04, 2019
FLAP SYSTEM MALFUNCTION
FLAP SYNCHRO FAILURE

If, during flight or after a maneuver of the flaps has been performed, the FLAP
SYNC light will illuminate (and the “FLAPS” indications on the PFD and MFD
become yellow), or abnormal control forces are experienced, check the position
of the selector lever and the position of the flaps on the flap position indicator
display (on MFD System Page).
1. If it has been assumed that an asymmetry exists between the flaps,

maintain control using primary and secondary flight control systems.
NOTE
During flap extension or retraction the most extreme
combinations of failures could be:
a. Outboard flaps DOWN, forward wing flaps UP: in this
situation a strong pitch down will develop.
The recommended recovering maneuver is: maintain pitch
control using wheel, reduce forces with longitudinal trim, then
reduce power and airspeed.
b. Outboard flaps UP, one or both forward wing flaps DOWN: in
this situation a pitch up and a yawing moment (in case of one
only forward wing flap down) will develop.
The recommended recovering procedure is: control pitch
attitude using wheel, reduce forces with longitudinal trim,
apply pedal as necessary and increase power.
Allow airspeed to decrease.
c. One forward wing flap run away when in landing
configuration: in this case a pitch down and a yaw moment
will develop.
The recommended recovering procedure is: maintain
longitudinal control using wheel and directional control as
required.
Reduce forces with trim and reduce power as required.
Intermediate asymmetries result in lower control forces than the above and are
easily trimmed down.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-95
After having regained the control of the airplane, reconfigure, if necessary, the
remaining flap systems to minimize the asymmetry, considering that:
a. If the asymmetry was originated after a single step command (normal
flap maneuvering procedure: UP to MID, MID to DN and vice-versa), any
position of the flap lever can be selected to reposition the working flap
systems toward the failed one.
b. If the asymmetry was originated after a direct command UP to DN or
vice-versa, the reconfiguration is possible only setting the flap lever in
the original position (before the failure occurred).
2. If the flap positions correspond to the lever setting and/or no significant trim
change is detected, do not move the lever any further. Service before next
flight.
Landing is performed considering speeds and distances higher than the normal
as indicated in the "Asymmetric Flap Condition Landing" Procedure.

Page 3-96 1105-2999 Rev. B0 : Mar. 04, 2019
PRESSURIZATION AND ENVIRONMENTAL SYSTEM MALFUNCTION

The cabin pressure control system (CPCS) working in the AUTO mode, normally
maintains a differential pressure regulated up to 9 psid.
When a failure occurs, the red warning CAB PRESS light is activated on the
annunciator panel respectively if the differential pressure exceeds 9.4 psid or the
cabin altitude is higher than 9500 ft.
When the cabin altitude gauge indicates an altitude higher than 9500 ft, select
the MANUAL MASK RELEASE, don masks, oxygen mask microphone to MASK
and verify if both bleed air switches are ON.
Set the cabin pressure control switch to MAN and the manual controller toggle
switch to DN. This allows the cabin altitude to decrease at a rate governed by the
position of the control knob: increase or decrease as desired assuming a failure
on the autoschedule mode.
If the cabin altitude continues to increase, set the emergency bleed air switch to
EMER and initiate an emergency descent if required or if the decompression is
rapid or explosive. When a comfortable altitude is reached (12000 ft) switch OFF
the emergency bleed.
In case of failure of cabin door seal, an amber DOOR SEAL light will illuminate
on the annunciator panel.
In this case it is necessary to descent or limit the altitude to 30000 ft or below.
Check the pressurization indicators, and, if the variations indicate rapid change,
consider an emergency descent as per "Emergency Descent" procedure.
Supply oxygen to crew and passenger as required.
When the cabin p gauge indicates a differential pressure above 9.4 psid, set to
OFF the bleed air switches and to IDLE the power levers, until the cabin
differential pressure reaches about 8 psid: at this point the pressurization system
can be selected to MAN to perform "Cabin Press Auto Mode Failure" Procedure.
In case it becomes necessary to unload (DUMP) cabin pressure, select, on the

oxygen panel, MANUAL MASK RELEASE and don masks if necessary, lift the
guard cover of the dump switch and select the DUMP position.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-97
A rapid depressurization will occur until the cabin altitude reaches approximately
13000 ft, when the flight level is higher than 13000 ft. This limit is governed by
mechanical pressure relief valves that work independently from the
pressurization mode selected (automatic or manual).
After a failure of the autocontroller, perform the following when the airplane is
below 10000 ft and before landing: set the cabin pressure control switch to MAN
and the manual controller toggle switch to UP; set the manual rate control knob
to max rate. The Airplane is not approved for landing when pressurized.
After touchdown and before opening the door, set the dump switch to DUMP.
CAUTION
Aircraft is not approved for landing when pressurized.
The environmental control of the cockpit and cabin is ensured through a Heating
Unit, for hot air supply only, operated by the engines bleed air, coupled to a Freon
Airconditioner for cold air supply.
If an overheating or a leakage occurs to the left or right bleed ducts a
corresponding red warning light will illuminate on the annunciator panel (L or R
BLEED TEMP).
Reducing the power of the affected side engine will extinguish the corresponding
light, but if this does not occur, it is necessary to set the bleed air switch to OFF.
When a failure occurs to the temperature automatic control or when an
overheating in the cabin air supply duct (red annunciator DUCT TEMP light ON)
is detected, set to MAN the temperature controls and then the HI/LO momentarily
switches to LO.
Maintaining for a while the switch to LO position also the DUCT TEMP light
should extinguish: the temperature modulating valves require about 15 seconds
operating time from full hot to full cold.
If the DUCT TEMP light is ON and persists for further 15 seconds set the
emergency bleed air switch to EMER and descent to a comfortable altitude
(below 9500 ft), then switch OFF the emergency bleed.

Page 3-98 1105-2999 Rev. B0 : Mar. 04, 2019
ICE PROTECTION SYSTEM FAILURE

Normal operation of the airplane ice protection system is generally indicated by
the Anti-Ice Status Display (on MFD System Page) and/or the anti-ice panel.
When a failure or abnormal operation of the forward and main wings ice
protection systems, of the engine inertial separator or of the oil cooler inlet lip
heater occurs, under the SYS box on the MFD lower right corner an amber
indication of “ANTICE” will be flashing for five seconds.
In addition, if flying in actual icing condition, the ICE light, on the Master Warning
panel, will flash when one of the above mentioned systems is inoperative or
switched off.
Selecting the MFD SYS sub-page the associated left or right green “ON”
indication goes off, the associated anti-ice legend (“FW”, “MW”, “ENG” or “OIL”)
shows in yellow.
If the amber ICE light does not illuminate in icing condition or remains illuminated
for more than 5 seconds (even in clear air), a failure of the sensing probe has
occurred and the monitoring capability of the ICE light is completely lost: in this
conditions, as first, the L/R ENG ICE VANE and L/R OIL COOLER INTK switches
must be checked to the L and R positions, then it is necessary to determine the
ice accretion by visual inspection of the probe located on the windshield. In
addition, with the failure of the ice detector, the engine inlet de-ice boot cannot
operate in AUTO mode.
When one or more of the aforementioned system have not been switched on.
If the ice accretion rate, on the probe, is approximately 1/4 inch (6 mm) per
minute, a heavy ice condition may be assumed: the BOOTS DE ICE switch must
set to the TIMER position.
If the accretion is lower, a light ice condition may be assumed, and the boots
switch has to be operated cycling TIMER/OFF every 6 minutes approximately.
CAUTION
A “BOOTS” ON indication (left or right) steady white or steady green depends on

a controller failure, on the ice detector failure, on a failure of the control valve or
of the boot itself.
Check the L/R ENG ICE VANE and L/R OIL COOLER INTK switches are set to
the L and R positions.
If the system was operating in AUTO mode, it is necessary to determine the ice
forming by visual inspection of the ice accretion probe.
Again, if it is determined that heavy ice conditions exist (accretion rate higher
than 1/4 inch per minute) set the BOOTS DE ICE switch to the TIMER position,

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-99
and, in case of light ice, cycle TIMER/OFF every 6 minutes approximately (see
CAUTION above).
When the engine inertial separators are operated and fully deployed (after 30
seconds approximately), the “ENG” green ON indications will show; if one fails to
appear, observe the engine torque drop of the affected side: if it is not similar to
the other engine, a failure of the engine inertial separator is suspected.
Reset the affected side system setting the L or R ENG ICE VANE switch to OFF
then L or R position: if the normal operating conditions are not restored, leave the
ice conditions as soon as possible.
An “OIL” green ON indication which does not appear could depend also on an
insufficient air temperature of the oil cooler inlet, on a failure of the shut off valve
or the thermal switch.
If the indication persists off even with the corresponding NG above 86%, a failure
of the oil cooler inlet heater monitoring system is suspected: flight in icing
condition is possible only if the oil temperature has no abnormal increase.
An overtemperature warning light is included in the main wing anti-ice circuit and
when it becomes lit, it is necessary to switch OFF the affected side system.
If after 20 seconds approximately the light is still illuminated, power must be
reduced as much as possible to sustain flight and ice condition must be left as
soon as practical.
If the light extinguishes, switch the system to MANUAL and check the MN WG
OVHT light.
CAUTION
If the green ON indications of the main wing anti-ice system (“MW” legend) are
not on, increase power momentarily: if the indication remains off, switch the
system to OFF for approximately 10 seconds, then MANUAL and check the ITT
variation.
If after approximately 30 seconds the indication is still off and ITT has not
increased by 20°C approximately, a control valve failure has occurred: switch
OFF both forward and main wings anti-ice systems and leave ice conditions as
soon as possible.

Page 3-100 1105-2999 Rev. B0 : Mar. 04, 2019
If the green ON indication appear or remains off, but the ITT increases
approximately 20°C, leave the affected system to MANUAL, paying attention to
the MN WG OVHT warning light (see CAUTION above).
A main wing anti-ice green ON indication, flashing when the system operates in
AUTO mode, indicates that an overheat sensor has failed. Operation in AUTO
mode is still possible owing to the redundancy of the overheat warning circuits,
but operation in MANUAL mode must be avoided.
An overtemperature warning light is also included in the forward wing anti-ice

circuit and when it becomes lit, it is necessary to switch OFF the affected side
system: disregarding this procedure, damage could result to the forward wing
leading edge structure.
Leave ice condition as soon as practical.
In case of a forward wing anti-ice system failure check on the MFD System Page
(L or R GEN AMPS) the variation of electrical current switching the affected
system ON and OFF.
If the variation is 30-40 Amp., continue the flight; if the variation is less than 30
Amp. approximately, leave ice condition as soon as practical.
WINDSHIELD HEAT SYSTEM FAILURE

When the heating sensor detects an overheating condition, the red L or R
WSHLD ZONE light will illuminate on the annunciator panel.
If the light does not extinguish after primary or secondary heating systems are
switched to LO mode (PRI or SEC WSHLD HEAT switches to LO) it is necessary
to cycle the affected zone switch to LO then OFF position, when necessary, to
obtain clear view.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-101
3.3.8 AVIONICS SYSTEM EMERGENCIES

The following paragraphs are presented to supply additional information for the
purpose of providing the pilot with a more complete understanding of the
recommended course of action and probable cause of an emergency situation.
a. The autopilot can be disengaged by any of the following methods:
1. Push the MSW button on pilot's or copilot's control wheel.
2. Push the AP switch on the Flight Guidance Panel.
3. Operate the AP/YD DISC lever on the Flight Guidance Panel.
4. Put the trim selector switch in the OFF or SECONDARY trim position.
5. Operate the trim switch on the outboard side of the pilot's or copilot's con-
trol wheel.
6. Pull the A/P SERVO ELEV and AIL/RUD circuit breakers or the SEC
PITCH circuit breaker (pilot's CB panel).
The most effective method for disengaging the autopilot is pressing the MSW
button until disengagement is recognized by the pilot. However, if upon releasing
the MSW button the controls are still loaded (like the autopilot has not
disengaged) press and hold the MSW button to fully unload the controls. Then
setting the longitudinal trim switch to SEC, longitudinal trimming is allowed with
the secondary control (pedestal).
b. The following conditions will cause the autopilot to disengage automatically

1. Any major degradation, interruption or failure of input electrical power.
2. Detection of a failure in the autopilot system by the internal monitors.
3. Loss of Attitude Heading Reference System (AHRS) or coupled Air Data
System (ADS).
4. Roll attitudes in excess of approximately 45 degrees and/or pitch attitudes
in excess of approximately 25 pitch up or 18 pitch down degrees.
5. Indicated airspeed below stall warning speed or with the stall warning acti-
vated for more than 1 sec.

Page 3-102 1105-2999 Rev. B0 : Mar. 04, 2019
c. The yaw damper can be disconnected by any of the following methods:

1. Push the MSW button on pilot's or copilot's control wheel.
2. Push the YD switch on the Flight Control Panel.
3. Operate the AP/YD DISC lever on the Flight Guidance Panel.
4. Pull the A/P SERVO AIL/RUD circuit breaker on the pilot's breaker panel.
d. The following conditions will cause the yaw damper to disengage

automatically:
1. Detection of a failure in the Autopilot System by the internal monitors.
2. Any major degradation, interruption or failure of input electrical power.
e. In the unlikely event of any servo becoming mechanically jammed, control of

the airplane can still be maintained by overpowering the servo capstan slip
clutch. The maximum overpower forces on the controls are as follows:
Roll 5 kg (12 lbs)
Yaw 27 kg (60 lbs)
Pitch 20 kg (45 lbs)
NOTE
The pitch force represents the initial overpower force of the
pitch servo. After approximately 2 seconds, the autotrim system
will run in a direction to oppose the overpower force, thereby
increasing the overpower force as a function of time and
airspeed: for this reason it is imperative to disengage the
autopilot as soon as a malfunction is detected.
AUTOPILOT SERVO HARDOVER

An autopilot servo hardover occurs when a servo runs without being commanded
to do so. This type of malfunction is recognizable by the airplane deviating from a
preprogrammed flight path in either pitch, roll or yaw depending on which servo
malfunctioned.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-103
Should this type of malfunction be observed or suspected, immediately grasp the

control wheel and disconnect the autopilot with the MSW button on the yoke,
then pull the A/P SERVO ELEV and AIL/RUD circuit breakers located on the
pilot's panel.
WARNING
Do not attempt to re-engage the autopilot following an autopilot
servo hardover.
The autopilot system incorporates internal monitors in the roll and pitch axes
which will automatically disengage the autopilot if the roll angle exceeds ± 45° or
pitch exceeds +25° (pitch up) or -18° (pitch down).
If the roll rate exceeds 10 deg/s, or the bank angle exceeds 40°, or the pitch rate
exceeds 3.5 deg/s, or the yaw rate exceeds 9 deg/s, or the acceleration exceeds
a +0.7 or -0.375 "g" change, a monitor will remove the torque from the servo until
the rate or the load factor are below those established limit before re-applying the
torque.
AUTOPILOT AUTOTRIM MALFUNCTION

An autotrim malfunction is extremely improbable. However, if the pilot observes a
steady illumination of the red TRIM PFD flag an autotrim malfunction may have
occurred. An autopilot autotrim malfunction occurs when the elevator trim servo
runs uncommanded or a malfunction is detected in the trim system with the
autopilot engaged. The airplane initially will not deviate from the selected vertical
mode as the elevator servo compensates for the out of trim condition until the
trim forces overpower it. If any of the above indications are observed, hold the
control wheel firmly to prevent pitch excursions, and disconnect the autopilot with
the MSW button, then pull the SEC PITCH circuit breaker located on the pilot
circuit breaker panel.
To retrim, if necessary, the airplane, only the primary pitch trim should be used.
WARNING
Do not attempt to re-engage the autopilot following an autopilot/
autotrim malfunction.
FLIGHT GUIDANCE COMPUTER (FGC) FAILURE

(Self explanatory)
FLIGHT GUIDANCE SYSTEM TRIM FAILURE

(Self explanatory)

Page 3-104 1105-2999 Rev. B0 : Mar. 04, 2019
PILOT PRIMARY FLIGHT DISPLAY (PFD) FAILURE

Pilot PFD failure may be presented as a blank PFD.
If a PFD malfunction occurs, select MFD on the reversionary PFD/MFD switch
(on the REVERSIONARY panel) to show the PFD/MFD composite format on the
MFD.
Check and try to reset, if necessary, the LPFD circuit breaker, on the Pilot’s CB
panel.
CAUTION
MULTIFUNCTION DISPLAY (MFD) FAILURE

MFD failure may be presented as a blank MFD.
If a MFD failure occurs, an immediate selection of PFD on the reversionary PFD/
MFD switch (on the REVERSIONARY panel) is required in order to have
powerplant instruments displayed at the top of the pilot’s and copilot’s PFDs.
Check and try to reset, if necessary, the MFD circuit breaker, on the Pilot’s CB
panel.
In the event of MFD failure, if reversion on PFD is not immediate, a suspected
overtorque or overtemperature of the engines, could be assumed depending on
flight conditions.
NOTE
Have maintenance personnel check before the next flight.
Report the maintenance personnel about event conditions (i.e. balked landing,
take off, climb, power lever setting operations).

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-105
CONTROL DISPLAY UNIT (CDU) FAILURE

In case of a CDU failure, the RTU loses normal full tuning capability of the cross-
side (side 2) radios. The message CROSS-SIDE RADIO TUNING
INOPERATIVE shows in yellow on the RTU when cross-side tuning capability is
lost.
Check and try to reset, if necessary, the CDU circuit breaker, on the Pilot’s CB
panel.
If the malfunction persists select RTU on the reversionary RTU/CDU switch (on
the reversionary panel) to enable RTU tuning on both on-side and cross-side
radios.
RADIO TUNING UNIT (RTU) FAILURE

In case of a RTU failure, the CDU loses normal full tuning capability of the cross-
side side 1) radios. The message CROSS-SIDE RADIO TUNING INOPERATIVE
shows in yellow on the CDU when cross-side tuning capability is lost.
Check and try to reset, if necessary the RTU circuit breaker, on the Pilot’s CB
panel.
If the malfunction persists select CDU on the reversionary RTU/CDU switch (on
the reversionary panel) to re-enable CDU tuning on both on-side and cross-side
radios.

Page 3-106 1105-2999 Rev. B0 : Mar. 04, 2019
SINGLE AIR DATA COMPUTER (ADC) FAILURE

If an Air Data Computer failure occurs, select the operative ADC (ADC1 or
ADC2) with the reversionary ADC switch (on the reversionary panel) and check
that the relevant ADC# reversion message appears on the PFD: both pilot’s and
copilot’s PFD will receive air data from the operative ADC.
Information received from the onside ADC is displayed in white; information
received from the cross-side ADC is displayed in yellow.
Check and try to reset, if necessary, the relevant ADC circuit breaker.
CAUTION
If an ADC1 failure occurs land at the nearest suitable airport.
NOTE
The autopilot, if engaged, will continue to function in basic roll/
pitch modes.
Couple FGC to the operating ADC, as necessary, to recover
autopilot full operational condition.
ADC comparators will be inoperative.
CAUTION
DUAL AIR DATA COMPUTER (ADC) FAILURE

If dual Air Data Computer failure occurs, check both ADC circuit breakers.
If the malfunction persists, rely on the Integrated Stand-By Instrument and land at
the nearest suitable airport.
NOTE
Transponder Mode C will be inoperative.
Autopilot and Yaw Damper will be inoperative.
CAUTION

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-107
SINGLE ATTITUDE HEADING COMPUTER (AHC) FAILURE

If an Attitude Heading Computer failure occurs, select the operative AHC (AHC1
or AHC2) with the reversionary AHC switch (on the reversionary panel) and
check that the relevant AHC# reversion message appears on the PFD: both
pilot’s and copilot’s PFD will receive attitude and heading data from the operative
AHC.
Information received from the onside AHC is displayed in white; information
received from the cross-side AHC is displayed in yellow.
NOTE
AHC comparators and weather radar stabilization will be
inoperative.
inoperative.
CAUTION
Check and try to reset, if necessary, the relevant AHC circuit breaker.
NOTE
power, an airborne initialization takes place automatically. The
pilot should maintain straight and level flight during airborne
initialization.
In a normal airborne initialization.valid heading and attitude
information is available after at least 35 to 50 seconds with DG
mode deselected (“DG/Slave” switch on Reversionary Panel in
Slave position).
Errors in pitch and roll attitude that are shown on the display
may result if the aircraft accelerates or decelerates during
airborne initialization. If such errors do occur, they will slowly
diminish with continued steady-state flight. During an airborne
initialization, the pilot should perform always a cross-check with
the Stand-by Attitude Indicator to detect any initialization errors.

Page 3-108 1105-2999 Rev. B0 : Mar. 04, 2019
DUAL ATTITUDE HEADING COMPUTER (AHC) FAILURE

If dual Attitude Heading Computer failure occurs, check and try to reset both
AHC Circuit Breakers.
NOTE
power, an airborne initialization takes place automatically. The
pilot should maintain straight and level flight during airborne
initialization.
In a normal airborne initialization valid heading and attitude
information is available after at least 35 to 50 seconds with DG
mode deselected (“DG/Slave” switch on Reversionary Panel in
Slave position).
Errors in pitch and roll attitude that are shown on the display
may result if the aircraft accelerates or decelerates during
airborne initialization. If such errors do occur, they will slowly
diminish with continued steady-state flight. During an airborne
initialization, the pilot should perform always a cross-check with
the Stand-by Attitude Indicator to detect any initialization errors.
If the malfunction persists use the Integrated Stand-By Instrument for attitude
data and Magnetic Compass for heading data, and land at the nearest suitable
airport.
NOTE
Magnetic Compass calibration data, identified with “Avionics
ON”, are available for heading information readings provided
that windshield and pitot/static heating systems, FWD wing A/I
system and landing lights are momentarily switched off.
NOTE
Weather radar stabilization will be inoperative.
inoperative.
CAUTION

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-109
FAILURE FLAGS ON PRIMARY FLIGHT DISPLAY
FLAG ASSOCIATED WITH FLIGHT CONTROL TRIM

a. Aileron Mistrim Yellow and Red Flags
The YELLOW aileron mistrim shows when the aileron is moderately out of
trim. The mistrim flashes for five seconds then becomes steady.
The arrow that shows above the A in the box points left or right to indicate the
direction of the mistrim.
If the annunciation persist for more than 10 seconds hold firmly the wheel,
disengage the autopilot, trim the aileron in the direction of the mistrim and re-
engage the autopilot.
The RED aileron mistrim shows when the aileron is significantly out of trim.
The mistrim flashes for five seconds then becomes steady.
The arrow that shows above the A, in the box, points left or right to indicate
the direction of the mistrim.
Hold firmly the wheel, disengage the autopilot, trim the aileron in the direction
of the mistrim and re-engage the autopilot.
b. Elevator Mistrim Yellow and Red Flags

The YELLOW elevator mistrim shows when the elevator is moderately out of
trim. The mistrim flashes for five seconds then becomes steady.
The arrow that shows next to the E, in the box, points up or down to indicate
If the annunciation persist for more than 10 seconds hold firmly the column,
disengage the autopilot, trim the elevator in the direction of the mistrim and
re-engage the autopilot.
The RED elevator mistrim shows when the elevator is significantly out of trim.
The arrow that shows next to the E in the box points up or down to indicate
Hold firmly the column, disengage the autopilot, trim the elevator in the
direction of the mistrim and re-engage the autopilot.

Page 3-110 1105-2999 Rev. B0 : Mar. 04, 2019
c. Rudder Mistrim Yellow and Red Flags

The YELLOW rudder mistrim shows when the rudder is moderately out of
trim.The mistrim flashes for five seconds then becomes steady.
The arrow that shows above the R in the box points left or right to indicate the
The RED rudder mistrim shows when the rudder is significantly out of trim.
The arrow that shows above the R in the box points left or right to indicate the
Trim the rudder in the direction of the arrow to correct the mistrim.
FLAG ASSOCIATED WITH FLIGHT NAVIGATION PARAMETERS

a. ACC (Acceleration) RED Flag
When the longitudinal acceleration indication function is failed or missing a
red decimal point and two red dashes shall be displayed flashing for five
seconds and then become steady.
NOTE
The acceleration flag shows, only when on ground, in the same
location as the Mach flag and the two are mutually exclusive.
When the acceleration is displayed a gray scaled ACC legend
shows in front of the readout at all times.
Select the cross-side AHC (AHC1 or AHC2) with the reversionary AHC switch
(on the reversionary panel) and refer to the "Single Attitude Heading
Computer (AHC) Failure" Procedure.
b. ALT (Altitude) RED Flag

The ALT red flag shows when altitude data from the selected ADC is missing
or invalid or there is no barometric pressure available. The red, boxed "ALT”
will flash for five seconds, then become steady, in place of the Barometric
Altitude Pointer.
Barometric Altitude tapes, digital thousands readout, and metric altitude (if
selected) shall be removed
Select the cross-side ADC (ADC1 or ADC2) with the reversionary ADC switch
(on the reversionary panel) and refer to the "Single Air Data Computer (ADC)
Failure" Procedure.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-111
c. ATT (Attitude) RED Flag

The ATT flag flashes for five seconds, then becomes steady, when attitude
data (roll and pitch angle) from the selected AHC is missing or invalid. The
attitude ball is removed from the display.
d. IAS (Indicated Air Speed) Red Flag

A red, boxed "IAS" flag, which flashes for five seconds and then becomes
steady, will replace the airspeed pointer when airspeed data from the
selected ADC is missing or invalid or when VMO/MMO values are missing or
invalid.
The airspeed digital readout, airspeed scale, overspeed marker, and low
speed cue markers are removed from the display.
Failure" Procedure.
e. MACH Red Flag

When the Mach data is failed or missing a red decimal point and three red
dashes flash for 5 seconds and then become steady.
NOTE
The Mach flag shows, only when in flight at speed higher than
M=0.45, in the same location as the Acceleration flag and the
two are mutually exclusive. When the Mach is displayed a gray
scaled “M” legend shows in front of the readout at all times.
Failure" Procedure.

Page 3-112 1105-2999 Rev. B0 : Mar. 04, 2019
f. VS (Vertical Speed) Red Flag

The VS flag shows when vertical speed data from the selected ADC is
missing or invalid. The VS flag flashes for five seconds then becomes steady.
The vertical speed scale and pointer, and the vertical speed digital readout
are removed from the display.
Failure" Procedure.
g. HDG (Heading) Red Flag

The red boxed “HDG” flashes for five seconds and then become steady when
heading data from the selected AHC are missing or invalid.
The Compass Rose or Partial Arc (depending on the selected format) rotates
to a north-up display and the lubber line index for the heading is removed.

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-113
FLAG ASSOCIATED WITH ILS

a. GS (Glideslope) Red Flag
The red boxed “GS” annunciation indicates that the glideslope data is invalid
and the glideslope pointer is removed.
Check that correct localizer frequency is tuned
Select the cross-side NAV receiver as NAV source (if LOC1 shows GS flag,
select LOC2 tuned to the same localizer).
b. LOC (Localizer) Red Flag

The red boxed “LOC” annunciation indicates that the lateral deviation data is
invalid. The lateral deviation scale and pointer are removed.
if the data is valid on the other PFD, the approach should be flown by
selecting the operable NAV source.
FLAG ASSOCIATED WITH RADIO NAVIGATION SYSTEM

a. LOC#, VOR#, FMS1 (Active NAV Source) Red Flag
When the navigation source input fails, the navigation source is annunciated
in red in a red box.
The possible annunciations are LOC1, VOR1, LOC2, VOR2, FMS1. The
following displays are removed: lateral deviation bar, lateral deviation scale,
and to/from indication.
If navigation source data are valid on the other PFD, select the operable NAV
source.
NOTE
If course pointer and lateral deviation bar are removed without
the red VOR# flag showing, check the VOR operational
condition by selecting another available station.
NOTE
If course pointer and lateral deviation bar are removed without
the red FMS1 flag showing, check if flight plan has been
enabled.

Page 3-114 1105-2999 Rev. B0 : Mar. 04, 2019
COMPARATOR FLAGS ON PRIMARY FLIGHT DISPLAY

Comparator flags are displayed on the PFD to alert the pilot that redundant data
from dual system is not agreeing within limits.
HDG (HEADING) COMPARATOR FLAG

The HDG comparator flag shows when independent heading data from two
attitude/heading computers differs by more than 6°.
1. Establish airplane in straight and level, unaccelerated flight
2. Determine if pilot’s or copilot’s heading display is in error
ATT, PIT, ROL (ATTITUDE, PITCH, ROLL) COMPARATOR FLAGS

The ATT or ROL or PIT comparator warn flag show when independent attitude
data from the attitude heading computers differs by more than 4°, or by more
than 3° in glideslope capture mode.
2. Compare indications with the Integrated Stand-by Instrument
3. Determine if pilot’s or copilot’s attitude display is in error
ALT (ALTITUDE) COMPARATOR FLAG

The ALT comparator flag shows when the independent altitude data from the two
Air Data Computers differs more than the limit.
2. Compare indications with the Integrated Stand-by Instrument
3. Determine if pilot’s or copilot’s altitude is in error

Rev. B0: Mar. 04, 2019 1105-2999 Page 3-115
IAS (INDICATED AIRSPEED) COMPARATOR FLAG

The IAS comparator flag shows when independent airspeed data from two air
data computers differs by more than 10 knots.
2. Compare indications with the Electronic Stand-by Instrument System
3. Determine if pilot’s or copilot’s airspeed is in error
NOTE
Following take off and climb in heavy rain conditions, if an
increasing difference between pilot and copilot IAS is noted,
and the IAS displayed on the co-pilot PFD (latched to the right
ADC) is the same as on the Stand-By instrument, water/ice
contamination may have been occurred.
Evaluate descending to lower flight levels in order to melt
possible ice accretion in the pitot pipes.
Once a pitot line is clogged, the ADC connected to that line always receives the
same value of dynamic pressure, i.e., the pressure that is trapped between the
“ice cap” and the ADC. Following this, airspeed can only change following a
change to the static pressure, increasing as the altitude increases and viceversa.
To identify which ADC is sensing the actual dynamic pressure, increasing actual
airspeed while keeping same flight level, will cause IAS to increase only on the
ADS not fed by the clogged line and, on the contrary, will show a constant IAS on
the ADS fed by the clogged line. A further check can be performed: since the
right pitot feeds both the StBy Instrument and the RH ADC (provided the Copilot
PFD is connected to the RH ADS, as per normal configuration), an ice-cap on the
RH pitot line will cause an unreliable IAS both on the copilot PFD and on the
StdBy instrument.
Viceversa, if – following an IAS miscompare warning – the LH ADC and the StBy
system are providing the same IAS, different from that provided by the RH ADC,
a different failure may be assumed (e.g., a RH ADC internal failure).
NOTE
If the IAS displayed on the Stand-By instrument is the same displayed on the pilot
PFD (latched to the left ADC), but is different from the IAS displayed on the co-
pilot PFD (latched to the right ADC), the IAS miscompare is probably not related
to water/ice contamination.

Page 3-116 1105-2999 Rev. B0 : Mar. 04, 2019
LOC (LOCALIZER) COMPARATOR FLAG

The LOC comparator flag shows when the localizer is the selected NAV source,
and independent course/lateral deviation data from the two NAV receivers differs
by more than the allowable system limits.
NOTE
The LOC comparator flag only shows for CAT II monitored
approaches.
1. Determine correct NAV source and select as necessary
2. If unable to determine the correct source, proceed visually if able or execute
a missed approach
GS (GLIDESLOPE) COMPARATOR FLAG

The GS comparator flag shows when the localizer is the selected navigation
source, and independent glideslope deviation data from the two NAV receivers
differs by more than the allowable system limits.
NOTE
The GS comparator flag is enabled during CAT II monitored
approaches.
1. Determine correct NAV source and select as necessary
2. If unable to determine the correct source, proceed visually if able and either
descend to localizer only minimums or execute a missed approach
3.3.9 CATEGORY II OPERATIONS EMERGENCIES

Refer to simplified procedure, Paragraph 3.2.9.
3.3.10 REDUCED VERTICAL SEPARATION MINIMA (RVSM)

OPERATIONS EMERGENCIES
Refer to simplified procedures, Paragraph 3.2.10.
3.3.11 P-RNAV OPERATION EMERGENCIES

3.3.12 U.S. RNAV OPERATION EMERGENCIES


Rev. B0: Mar. 04, 2019 1105-2999 Page 3-117

Page 3-118 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
TABLE OF CONTENTS
SECTION 4 - NORMAL PROCEDURES
TABLE OF CONTENTS
Paragraph Page
No. No.
4.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1
4.1 Airspeeds for Normal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . .4-2
4.2 Normal Procedures Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-4
4.2.1 Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-4
Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-5
Forward Wing and Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . . .4-6
Fuselage (Right Side). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-7
Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-8
Rear Fuselage (Right Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-9
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-9
Rear Fuselage (Left Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-10
Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-10
Fuselage (Left Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-11
Further Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-12
4.2.2 Before Engine Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13
4.2.3 Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15
Normal Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15
Engine Dry Run (Motoring). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-17
Cross-start Procedure (One Engine Operating) . . . . . . . . . . . . . . .4-17
GPU Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-19
4.2.4 Before Taxi. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-20
4.2.5 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-24
4.2.6 Engine Run Up. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-25
4.2.7 Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-27
4.2.8 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-28
4.2.9 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-29
4.2.10 Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-30
4.2.11 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-30
4.2.12 Approach (for non-precision or ILS CAT I Approaches) . . . . . . . . . . .4-30
4.2.13 Before Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-31
4.2.14 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-32
4.2.15 Go Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-33
4.2.16 Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-33
4.2.17 After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-34
4.2.18 Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-35
4.2.19 After Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-36

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-i
NORMAL PROCEDURES
TABLE OF CONTENTS
4.2.20 Category II Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

Airspeeds for Category II Operations . . . . . . . . . . . . . . . . . . . . . . 4-37
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
Approach and Landing Preparation . . . . . . . . . . . . . . . . . . . . . . . 4-37
4.2.21 Operation in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
4.3 Amplified Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4.3.1 Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Forward Wing and Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Fuselage (Right side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
Rear Fuselage (Right Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
Rear Fuselage (Left Side). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
Left Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
Fuselage (Left Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
Further Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
4.3.2 Before Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55
4.3.3 Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
Normal Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
Engine Dry Run (Motoring) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59
Cross Start Procedure (One Engine Operating) . . . . . . . . . . . . . . 4-59
GPU Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4.3.4 Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62
4.3.5 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74
4.3.6 Engine Run Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
4.3.7 Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-76
4.3.8 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-77
4.3.9 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-79
4.3.10 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80
4.3.11 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81
4.3.12 Approach (for non-precision or ILS CAT I approaches) . . . . . . . . . . . 4-82
4.3.13 Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-85
4.3.14 Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-86
4.3.15 Go Around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-87
4.3.16 Balked Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-87
4.3.17 After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-88
4.3.18 Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-89
4.3.19 After Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-90
4.3.20 Category II Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-91
Approach and Landing preparation . . . . . . . . . . . . . . . . . . . . . . . 4-91

Page 4-ii 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
TABLE OF CONTENTS
4.3.21 Operation in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-93

4.3.22 Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-96
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-96
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-97
After Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-98
4.3.23 VSSE - Intentional One Engine Operative Speed . . . . . . . . . . . . . . . . .4-98
4.3.24 VMCA - Air Minimum Control Speed . . . . . . . . . . . . . . . . . . . . . . . . . . .4-99
4.3.25 Stall Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-100
4.3.26 Rough Air Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-101
4.3.27 Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-102
4.3.28 External Noise Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . .4-107
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-107
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-107
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-108
4.3.29 Reduced Vertical Separation Minima (RVSM) Operations . . . . . . . .4-109
Preparation for Flight in RVSM airspace . . . . . . . . . . . . . . . . . . .4-109
4.3.30 Steep Approach Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-110
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-110
4.3.31 Operation on Contaminated Runways . . . . . . . . . . . . . . . . . . . . . . . .4-113
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-113
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-114
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-114
4.3.32 P-RNAV Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-116
4.3.33 U.S. RNAV Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-116

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-iii
NORMAL PROCEDURES
TABLE OF CONTENTS

Page 4-iv 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
GENERAL
4.0 GENERAL
This section describes the recommended procedures for the conduct of normal
operations for P.180 Avanti II airplanes.
Normal procedures associated with those optional systems and equipment which
require AFM supplements are presented in the relevant Supplement.
These procedures are provided as a source of reference and review and to
supply information on procedures which are not the same for all airplanes. Pilots
should familiarize themselves with the procedures given in this section in order to
become proficient in the normal operations of the airplane.
The first portion of this section is a short form checklist which supplies an action
sequence for normal procedures with little emphasis on the operation of the
systems.
The second portion of the section is devoted to amplified normal procedures
which provide detailed information and explanations of the procedures and how
to perform them. This portion of the section is not intended for use as an in-flight
reference due to the lengthy explanations. The short form checklist should be
used for expeditious reference or response.
In addition, a discussion of normal systems operation, stall characteristics, VMC
demonstration, intentional single engine operations, cold weather operation and
external noise reduction procedures, is presented in the amplified procedures.
NOTE
In the following procedures, "TAT heater inhibition on-ground"
change is to be considered installed if:
- for Avanti II/EVO airplanes with Magnaghi L/G installed:
DMT 80-1283 or SB 80-0430 has been embodied,
- for Avanti II/EVO airplanes with Dowty L/G installed:
DMT 80-1312 or SB 80-0457 has been embodied.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-1
NORMAL PROCEDURES
AIRSPEEDS FOR NORMAL OPERATIONS
4.1 AIRSPEEDS FOR NORMAL OPERATIONS

The following airspeeds are those which are significant to the operation of the
airplane. These figures are for standard airplanes flown at maximum take off
weight (or otherwise specified) under normal condition at sea level.
For additional airspeed information see Section 2.
SPEED KIAS
a. Two engines Recommended Climb Speed up to 30000 ft. 160
Reduce speed 1 KIAS for each 1000 ft. above 30000 ft.
b. Two engines Best Angle of Climb Speed 133
c. Two engines Best Rate of Climb Speed 154
d. Two engines Approach Speed at Maximum Landing Weight

For different weights refer to Section 5 Figure 5-73 (flap MID) and
Figure 5-69 (flap DN)
Flap MID 129
Flap DN 121
e. Balked Landing Climb Speed

Flap MID 130
Flap DN 115
f. Maximum Demonstrated Crosswind Velocity 25
g. Maximum Operating Mach Number .70
h. Maximum Operating Speed (See VMO/MMO chart in Section 2) 260
i. Design Maneuvering Speed

At 11550 lb 199
At 7700 lb 177
j. Maximum Flap Operating Speed

UP to MID 170
MID to DN 150
k. Maximum Flap Extended Speed

Flap MID 180
Flap DN 175
l. Maximum Landing Gear Operating Speed 180

Page 4-2 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
AIRSPEEDS FOR NORMAL OPERATIONS
SPEED KIAS
m. Maximum Landing Gear Extended Speed 185
n. Maximum Landing Light Operating Speed 160
o. Maximum Landing Light Extended Speed 160
p. Rough Air Penetration Speed at or below 25000 ft.

Reduce speed 5 KIAS for each 5000 ft above 25000 ft. 195

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-3
NORMAL PROCEDURES
NORMAL PROCEDURES CHECKLIST
4.2 NORMAL PROCEDURES CHECKLIST
4.2.1 PREFLIGHT CHECK
Figure 4-1. Walk-around
NOTE
Ensure the battery clamp has been reconnected to the battery,
if previously disconnected for prolonged airplane ground
parking.
NOTE
During ground operation with a Ground Power Unit (GPU) only
(both generators OFF) keep AVIONICS master switch OFF
during the Cooling Air Conditioner start phase.

Page 4-4 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
COCKPIT
1. Airplane records - CHECK
2. Parking brake - SET LOCKED
3. Control locks - REMOVE
4. Flight controls - CHECK FREE
5. Electrical switches - OFF
6. Circuit breakers left and right panel - IN
7. Gear handle - DN
8. Battery switch - BAT
9. MFD System Page - CHECK
10. Bus voltage - CHECK
CAUTION
If bus voltage is less than 21.5 VDC, the battery must be
serviced or replaced before flight.
If bus voltage is between 21.5 and 23.0 VDC, allow 15 minutes
of ground power unit battery recharging.
11. CAB DOOR warning light - CHECK ON (with door open)

12. Engine exceedance - TEST
13. Battery temperature - TEST AND CHECK CONSISTENCY
14. Annunciator panel - TEST
15. Engine fire detector - TEST
16. Fuel quantity system - TEST AND CHECK QUANTITY
17. Gear lights - CHECK THREE GREEN AND TEST
18. Fuel crossfeed valve - CHECK OFF
19. Trim surfaces - NEUTRAL
21. Oxygen pressure - CHECK
22. Oxygen masks - CHECK
23. Windshield and lateral windows - CHECK FOR CLEANLINESS

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-5
NORMAL PROCEDURES
FORWARD WING AND NOSE SECTION

1. Windshield left side - CHECK CONDITION AND CLEANLINESS
2. Flap - CHECK
3. Static wicks - IN PLACE, CONDITION
4. Surface - CHECK CONDITION AND CLEANLINESS
5. Nose gear - CHECK
6.
6a. (If S.B. 80-0454 or 80-0425 (new NWSS) are NOT installed):
Steering connecting pin - CHECK properly installed
6b. (If S.B. 80-0454 or 80-0425 (new NWSS) - are installed):
Nose Landing gear torque link- CHECK connected
7. Tires - CONDITION AND SLIPPAGE
8. Tires - CONDITION AND SLIPPAGE
9. Gear doors - CHECK
10. Chock - REMOVE
11. Antenna - CHECK
12. TAT probe - CHECK
13. LH pitot tube - CHECK
14. Landing lights door - CHECK CLOSED
15. Nose radome - CHECK
17. RH pitot tube - CHECK
18. Flap - CHECK
20. Ice detector - CHECK
21. Antennas - CHECK
22. Windshield right side - CHECK CONDITION AND CLEANLINESS

Page 4-6 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
FUSELAGE (RIGHT SIDE)

1. General condition - CHECK
2. Emergency exit - CHECK LOCKED
3. Antennas - CHECK
4. Static ports - CLEAR
5. Stall warning cone - CHECK
6. Windows - CHECK
7. Landing gear - CHECK
8. Tire - CONDITION AND SLIPPAGE
9. Brake lining wear indicators - CHECK FOR MINIMUM
10. Ventral strobe light - CHECK
11. Antennas - CHECK
12. Chock - REMOVE
14. Fuel vent - CLEAR
15. Fuel tank sump - DRAIN
16. Fuel vent system - DRAIN (before first flight of the day)
17. Battery vent - CLEAR
18. Ground test/refueling panel - TEST
NOTE
If any annunciator light is already illuminated before the test or
remains illuminated after the test consider for applicable
maintenance action before flight.
CAUTION
A real chip detection condition occurs, in the related engine oil,
if the L ENG OIL or R ENG OIL annunciator light is flashing (3
Hz rate, 40% on and 60% off) while the GROUND TEST switch
is held in the SYST position. Have an immediate maintenance
check as per the applicable Engine Manual.
19. Ground test/refueling panel door - CLOSE
20. Single point refueling port cap - CHECK INSTALLED AND SECURED
21. Single point refueling panel door - CLOSE

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-7
NORMAL PROCEDURES
RIGHT WING
2. Generator cooling intake - CHECK
3. Air intake and de-ice boot - CHECK
4. Oil cooler intake - CHECK
5. Nacelle - CHECK CONDITION
6. Ice bypass vane - CHECK
7. Engine oil vent - CLEAR
8. Engine fuel pump drain - CHECK FOR LEAKAGE
9. Starter generator pad drain - CHECK FOR LEAKAGE
10. Stall strip - CHECK
11. Position light - CHECK
13. Aileron - CHECK
14. Aileron trim tab - CHECK
15. Outboard flap and flap track fairings - CHECK
16. Nacelle cowling - CHECK
17. Fire extinguisher pressure gauge - CHECK (if installed)
18. Air conditioning precooler intake - CHECK
19. Propeller bearing vent - CHECK
20. Combustion chamber drain - CHECK FOR LEAKAGE
21. Engine exhaust ducts - CHECK
22. Propeller blades and spinner - CHECK CONDITION AND FREE
MOVEMENT
23. Inboard flap - CHECK

Page 4-8 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
REAR FUSELAGE (RIGHT SIDE)

2. Gravity fuel filler cap - CHECK CLOSED
3. Air conditioning intake - CLEAR
4. Air conditioning outlet - CLEAR
5. Cooling system condenser air-intake - FREE FROM OBSTRUCTION
6. Cooling system condenser air-outlet - FREE FROM OBSTRUCTION
7. Ventral fin - CHECK
8. Tail cone - CHECK CONDITION
EMPENNAGE
1. Surface - CHECK CONDITION
2. VHF/NAV antennas - CHECK
3. Rudder - CHECK
4. Rudder trim tab - CHECK
5. Static wick - IN PLACE, CONDITION
6. Elevator - CHECK
7. Stabilizer position - CHECK
9. Antennas - CHECK
10. Recognition and strobe lights - CHECK

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-9
NORMAL PROCEDURES
REAR FUSELAGE (LEFT SIDE)

2. Ventral fin - CHECK
3. Tail cone - CHECK CONDITION
4. Main junction box (baggage comp.) - CHECK circuit breakers IN
5. Baggage - SECURED with the restrain net
6. Baggage door - LOCK
LEFT WING
1. Inboard flap - CHECK
2. Air conditioning precooler intake - CHECK
3. Propeller bearing vent - CHECK FOR LEAKAGE
4. Combustion chamber drain - CHECK
5. Engine exhaust ducts - CHECK
6. Propeller blades and spinner - CONDITION AND FREE MOVEMENT
7. Fire extinguisher pressure gauge - CHECK (if installed)
8. Nacelle cowling - CHECK
9. Engine oil vent - CLEAR
10. Engine fuel pump drain - CHECK FOR LEAKAGE
11. Starter generator pad drain - CHECK FOR LEAKAGE
12. Outboard flap and flap track fairings - CHECK
13. Aileron - CHECK
15. Position lights - CHECK
17. Stall strip - CHECK
18. Oil cooler air intake - CHECK
19. Wing ice inspection light - CHECK

Page 4-10 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
20. Air intake and de-ice boot - CHECK

21. Nacelle - CHECK
22. Generator cooling air intake - CHECK
23. Ice bypass vane - CHECK
FUSELAGE (LEFT SIDE)

1. Landing gear - CHECK
2. Tire - CONDITION AND SLIPPAGE
3. Brake linings wear indicators - CHECK FOR MINIMUM
4. Chock - REMOVE
5. Fuel vent - CLEAR
6. Fuel vent system - DRAIN (before first flight of the day)
7. Fuel tank sump - DRAIN
8. Battery vent - CLEAR
9. Ground power unit (GPU) receptacle door - LOCKED
12. Windows - CHECK
13. Static ports - CLEAR
14. Oxygen safety discharge indicator - CHECK GREEN
15. Entrance door - CHECK

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-11
NORMAL PROCEDURES
FURTHER CHECKS
Before first flight of the day:
1. EPU switch - ARM
2. Gear lights - CHECK THREE GREEN
3. EPU switch - OFF
6. L/R fuel firewall shutoff valves - TEST, THEN CHECK OPEN
NOTE
Depending on airplane configuration, the INTRAN warning light
may temporarily illuminate during SOV test
7. Crossfeed - TEST, THEN CHECK OFF
NOTE
The XFEED INTRAN warning light should momentarily
illuminate during Crossfeed test
WARNING
Takeoff is not authorized if during the tests of fuel firewall valves
and crossfeed valve the corresponding INTRAN lights remain
illuminated.
8. L/R fuel pump switches - MAIN

9. L/R fuel filters - DRAIN
10. L/R fuel pump switches - OFF
11. External lights - CHECK (Prior to night flight)

Page 4-12 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.2 BEFORE ENGINE STARTING

1. Entrance door - SECURE handles and check indicators
WARNING
Assurance that the door is locked is by correct alignment of all
visual indicator marks.
2. Emergency exit handle - PROPERLY POSITIONED

3. Handle lock pin - REMOVED
4. Crew/passenger briefing - COMPLETE
5. Belt - SECURE
6. Seats - ADJUST
7. Rudder pedals - ADJUST
8. Switches - CHECK OFF
CAUTION
Failure to select AVIONICS master switch to the OFF or COM1
ONLY position during the engine start up or shutdown may
result in equipment failure.
9. Static Pressure Selector Valve - CHECK STATIC TUBE and secured with
the spring-clip retainer
10. Engine control lever friction - ADJUST
11. Emergency gear selector - PROPERLY POSITIONED
13. Volt - CHECK
NOTE
If bus voltage is between 23.0 - 23.5 VDC, it is recommended to
connect a ground power unit before attempting engine start.
14. Battery temperature - CHECK

CAUTION
No battery engine starting must be attempted if battery
temperature is over 120°F (BAT TEMP caution light ON).

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-13
NORMAL PROCEDURES
15. Fuel quantity - CHECK

16. Parking brake - CHECK LOCKED
18. Avionics master switch - COM1 ONLY if engine start up clearance is
required
NOTE
If engine start up clearance requires prolonged period of time,
battery charge can be saved switching the MASTER switch
from NORMAL to BUS DISC.
Select NORMAL just before engine start.

Page 4-14 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.3 ENGINE STARTING

WARNING
During ground operation with engine at low NG, depending on
ambient temperature and/or altitude, check ITT and advance
condition lever to maintain ITT under 750°C.
NORMAL START
First engine start may be made using either the aircraft battery or the ground
power unit (GPU).
A GPU start is made with the battery switch set to BAT. When the GPU is
connected, the green EXT POWER indication on the MFD comes ON.
CAUTION
Whenever the gas generator fails to light up within 10 sec. after
moving the condition lever, shut fuel off by retarding the
condition lever and setting the starter switch to OFF. Allow a
30 sec. fuel draining period followed by a 15 sec. dry motoring
run before attempting another start. If, for any reason, a starting
attempt is discontinued, allow the engine to come to a complete
stop and then accomplish a dry motoring run.
1. Anti Coln light - GND

4. Firewall shut off valve - CHECK OPEN
5. Fuel pump - TEST AND CHECK MAIN
6. Fuel pressure light - CHECK OFF
7. Bleed air switches - CHECK OFF
9. Propeller - CLEAR
11. Condition lever - (at 13% NG) GROUND IDLE
12. ITT - MONITOR (1000°C Max. 5 sec.)
13. Oil pressure - CHECK INCREASING

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-15
NORMAL PROCEDURES
14. NG RPM - CHECK INCREASING

15. Engine start switch - CHECK OFF (at about 40% NG)
NOTE
At first starting of the day a starting cycle time exceeding
30 seconds may be observed on some engines. In this event,
an alternate ground starting procedure is suggested,
rearranging the above steps from 10 to 15 as follows:
– Engine start switch - START
– Condition lever - (at 13% NG) FLIGHT IDLE
– ITT - MONITOR (1000°C Max. 5 sec.)
– Oil pressure - CHECK INCREASING
– NG RPM - CHECK INCREASING
– Engine start switch - CHECK OFF (at about 40% NG)
– Condition lever - (at 50% NG) GROUND IDLE
With engine at ground idle setting check the following conditions:

a. ITT - 750°C Max.
b. Oil pressure - 60 psi Min.
c. Oil temperature - 110°C Max.
d. NG RPM - 54% Min.
e. NP RPM - 900 RPM Min.
16. Condition lever - ADVANCE TO FLIGHT IDLE

17. GPU (unless needed for second engine start) - DISCONNECT
18. Generator (if GPU is not used or disconnected) - ON
19. Generator Load - CHECK
20. Hydraulic pump switch - HYD (Pressure - CHECK; light OFF)

Page 4-16 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
ENGINE DRY RUN (MOTORING)

3. Ignition breaker (IGN SYS) - OUT
4. Fuel pump - OFF
6. Engine start switch (after 15 sec.) - OFF
Second engine start may be made using either the GPU or the cross-start
procedure.
CROSS-START PROCEDURE (ONE ENGINE OPERATING)

CAUTION
1. Condition lever (operative engine) - FLIGHT IDLE

2. Generator (operative engine) - CHECK ON
3. Generator Load - CHECK below 160 Amp (below 140 Amp after a first
engine prolonged starting)
4. Firewall shutoff valves - CHECK OPEN
5. Power lever (inoperative engine) - IDLE
6. Condition lever (inoperative engine) - CUT OFF
7. Fuel pumps - MAIN
8. Fuel pressure light - CHECK OFF
9. Bleed air - OFF
11. Propeller - CLEAR

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-17
NORMAL PROCEDURES

13. Condition lever (inoperative engine) - (at 13% NG) GROUND IDLE
14. ITT - MONITOR (1000°C Max. 5 sec)
15. Oil pressure - CHECK INCREASING
16. NG RPM - CHECK INCREASING
17. Engine start switch - CHECK OFF (at about 40% NG)
NOTE
rearranging the above steps from 12 to 17 as follows:
– Engine start switch - START
– Condition lever - (at 13% NG) FLIGHT IDLE
– ITT - MONITOR (1000°C Max. 5 sec.)
– Oil pressure - CHECK INCREASING
– NG RPM - CHECK INCREASING
– Engine start switch - CHECK OFF (at about 40% NG)
– Condition lever - (at 50% NG) GROUND IDLE
With engine at ground idle setting check the following conditions:

a. ITT - 750°C Max.
b. Oil pressure - 60 psi Min.
c. Oil temperature - 110°C Max.
d. NG RPM - 54% Min.
e. NP RPM - 900 RPM Min.
18. Condition lever - BOTH GROUND IDLE

19. Generator - ON
20. Generator Load - CHECK
CAUTION
Avoid GROUND IDLE setting with electrical load above 200 A.

Page 4-18 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
GPU START PROCEDURE

A GPU start is made with battery switch set to BAT.
Use first engine start procedure. After both engines have been started:
1. GPU - DISCONNECT
2. EXT POWER green indication on MFD - CHECK OFF
3. Generators - ON

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-19
NORMAL PROCEDURES
4.2.4 BEFORE TAXI

1. EPU - TEST
2. EPU switch - ARM
3. Avionics switch - ON
4. Environmental temperature - AUTO AND TEMP SELECT AS NECESSARY
5. Cockpit blower - AS REQUIRED
NOTE
Depending on ambient temperature, combined operation of
both the Heating and Cooling Systems up to 20,000 ft. may be
required.
6. Cooling system main control switch - ON (if desired)

7. FAN CKPT and FAN CABIN switches - AS REQUIRED
NOTE
When on ground, during hot day operation, it may be necessary
to increase NG up to 58% maximum in order to maintain the ITT
within limits or temporarily to switch the bleed air OFF (in this
case no outside air is circulating in the cabin).
8. Bleed air switches - SET to L and R positions

9. Pressurization Auto/Man switch - AUTO and CHECK SELF TEST
NOTE
The FAULT indication light on the control panel should
momentarily illuminate (3 seconds maximum) during self test. If
FAULT indication light fails to extinguish or re-illuminate, set
AUTO/MAN switch to MAN and then back to AUTO to repeat
self test.
CAUTION
No flight should be initiated in the automatic mode if the FAULT
light fails to extinguish.
10. Auto Sched/Cab sel switch - AUTO SCHED

11. Landing altitude - SET

Page 4-20 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
12. Barometric correction - SET

13. Rate selection - SET (PIP mark)
14. Engine oil coolers - AS REQUIRED
15. Integrated Stand-by Instrument - CHECK INITIALIZATION COMPLETED
then SET brightness
16. ADC1 and ADC2 - CHECK
17. AHC1 and AHC2 - CHECK
18. Avionics fan - TEST
19. Radio altimeter - TEST
20. Overspeed warning - TEST
21. Hydraulic system - TEST
22. Steering system - TEST
23. Steering - TAXI
24. Pitot/stall/static heat - CHECK
NOTE
If operations in heavy rain or snow or icing conditions are
envisaged:
24 a. Pitot HTR L&STALL - ON
24 b. [If TAT heater inhibition on-ground (ref. para 4.0) is installed ]:
Pitot HTR R & TAT - ON
CAUTION
If TAT heater inhibition on-ground (ref. para 4.0) is NOT
installed: Pitot HTR R&TAT must be kept OFF
25. Stall warning - TEST
26. Flap system - TEST
WARNING
No takeoff authorized with non symmetrical flap configuration or
annunciated failure.
27. Flaps - MID
28. Trim systems - TEST and set for take-off

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-21
NORMAL PROCEDURES
CAUTION
Failure to set the correct trim for take-off may result in high
rotation forces, delayed rotation and a substantial increase in
take-off distance.
29. Ice detector - TEST
30. WSHLD heat - CHECK
31. Engine ice vane and oil cooler intake - CHECK
32. Engine inlet de-ice boots - CHECK
WARNING
Do not operate engine inlet de-ice boots below –40°C.
No takeoff authorized with frost, snow or ice adhering to
propellers, windshields, powerplant installation and pitot/static
ports, or with snow or ice adhering to the wings, vertical and
horizontal stabilizer or control surfaces.
NOTE
Perform Main and Fwd wing anti ice tests if ice conditions are
known or expected.
33. Anti ice Main wing - TEST
34. Anti ice Fwd wing - TEST
35. PFD/MFD display reversion - CHECK
WARNING
Takeoff not authorized if reversionary function fails operating.
36. ADC1/ADC2 reversion - CHECK
37. AHC1/AHC2 reversion - CHECK
38. RTU/CDU reversion - CHECK
39. Autopilot - TEST
a. Battery switch - CHECK BAT
b. Circuit Breakers - CHECK IN
c. PFD - CHECK Attitude and Heading flags out of view
d. Autopilot Engage Button - PUSH and check ON YD and AP lights
e. Autopilot Disengagement Checks - ACCOMPLISH
Verify that each of the following actions will disengage the autopilot:

Page 4-22 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
1. Depressing control wheels MSW buttons (yaw damper also

disengages)
2. Activating Manual Electric Trim
3. Depressing AP Button on the Flight Guidance Panel
4. Trim Selector in the OFF or SEC position.
5. Operating the AP/YD DISC lever on the Flight Guidance Panel
f. Heading Mode Checks - ACCOMPLISH (Before the first flight of the day)
1. Engage Heading Mode
2. Position heading marker 10° left of lubber line
3. Verify that the command bars indicate a left turn and that the control
wheel turns to the left.
4. Repeat check to the right.
g. Autotrim Checks - ACCOMPLISH (Before the first flight of the day)
1. Apply back pressure to the control wheel.
2. Verify that the elevator trim indicator moves nose down after
approximately 2 seconds.
3. Repeat check with forward pressure, and check that the trim
indicator moves nose up.
h. Approach Mode Checks - ACCOMPLISH (Before the first flight of the
day)
1. Tune the No. 1 VOR receiver to an active VOR frequency.
2. Center the lateral deviation bar.
3. Engage Approach Mode.
4. Verify that the command bars turn in the direction of the course and
the control wheel turns to satisfy the command.
i. Aircraft Flight Controls - CHECK free and correct
j. Elevator Trim - SET for takeoff
CAUTION
take-off distance.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-23
NORMAL PROCEDURES
40. FMS - SET and CHECK

41. Radios/NAV - SET and CHECK
42. Radar - TEST-ST.BY
43. Display System (PFD and MFD) - CHECK
44. Annunciator panel - TEST and CHECK CAB DOOR warning light flashing
45. BAG DOOR AND CAB DOOR warning lights - CHECK OFF
46. Steering system - TAXI
NOTE
With airplane configuration CG Fwd and S.B. 80-0454 or 80-
0425 (new NWSS) installed, avoid to steer with pedals up to
end-of-travel position when airplane is stopped.
NOTE
During Taxi maneuvers, for airplane heading changes greater
than 90°, it is recommended to not exceed a speed of 10 KTS.
47. Parking brake - RELEASE
4.2.5 TAXIING
1. Brakes - CHECK (avoid excessive use)
2. Steering system - OFF on a level runway
3. Airplane - CHECK no tendency to yaw left or right
4. Steering system - TAXI
NOTE
NOTE
5. Prop reverse - CHECK
6. Prop feathering - CHECK
7. Flight instruments - CHECK

Page 4-24 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.6 ENGINE RUN UP

1. Parking brake - SET LOCKED
3. Power levers - Advance to 2000 RPM
4. Propeller overspeed - TEST
5. Propeller governing - CHECK to minimum RPM
6. Autofeather system - TEST
WARNING
No takeoff authorized with autofeather inoperative.
7. Autofeather switch - ARM

8. Parking brake - RELEASE

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-25
NORMAL PROCEDURES

Page 4-26 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.7 BEFORE TAKEOFF

1. Circuit breakers - CHECK IN
2. Anti coln lights - AIR
3. Windshield heat - AS REQUIRED
5. Flight instruments - SET and CHECK
6. Weather Radar - CHECK
7. Engine indications - CHECK
8. Warning and caution lights - CHECK OFF
9. Transponder - SET
10. Bleed air switches - CHECK to L and R positions
NOTE
When operating from high altitude airports with high SAT, it may
be necessary to switch off both bleed air to reduce engine ITT.
11. Fuel pumps - CHECK MAIN
12. Condition levers - CHECK MAX RPM
13. Autopilot and Yaw Damper - DISENGAGE
14. Flaps - CHECK MID
15. Longitudinal trim - CHECK TAKEOFF SET
16. Aileron trim - CHECK NEUTRAL
17. Rudder trim - CHECK NEUTRAL
19. Steering - TAKEOFF
20. Oil cool - OFF
21. Taxi/landing lights - AS REQUIRED
22. Navigation lights - AS REQUIRED
23. Ice protection systems - AS REQUIRED
24. Pitot/Static HTR L&STALL and R&TAT - ON
NOTE
If "TAT heater inhibition on-ground" change (ref. para 4.0) is
NOT installed, it is recommended to set R&TAT ON before line
up and takeoff. When TAT heater is selected a total air
temperature increase may be detected on ground until the
system is stabilized after airborne. Thereafter TAT indication is
valid.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-27
NORMAL PROCEDURES
CAUTION
NOT installed, switching "ON" RH pitot and TAT heater on
ground for a long time, it may cause temporary unavailability of
the Flight Director
25. L/R PITOT HTR caution lights - CHECK OFF
4.2.8 TAKEOFF
1. Power levers - ADVANCE to MAXIMUM TAKE-OFF power
WARNING
Before applying full power, be sure that the condition levers are
set to MAX RPM: takeoff distance given in Sec. 5 may not be
assured.
2. Autofeather - CHECK ARMED (green AFX indication, on MFD, ON)
WARNING
If ambient temperature is below –25°C, it is necessary to
operate the main wing anti-ice and the engine ice vane systems
before applying full power to ensure that the autofeather is
armed.
When takeoff is completed and autofeather disengaged, the ice
protection can be switched OFF.
3. Engine indications - WITHIN LIMITS

4. (Only if S.B. 80-0454 or 80-0425 (new NWSS) are NOT installed):
Steering (not over 60 KIAS) - OFF
5. Rotation - REFER to Section 5 of this Manual Figure 5-16
6. (Only if S.B. 80-0454 or 80-0425 (new NWSS) are installed):
Steering - CHECK that automatically disengages (no mode indication on
PFD)
7. Airspeed - Accelerate to 120 KIAS until above 50 ft.
8. Taxi/landing lights (below 160 KIAS) - OFF
9. Gear (below 180 KIAS) - UP
10. Autofeather (above 150 KIAS) - OFF
11. Flaps (below 170 KIAS) - UP
12. Flight Director - SELECT desired modes

Page 4-28 .A 1105-2999 Rev. B0: Mar. 04, 2019
PT6A-66 eng.
NORMAL PROCEDURES

1. Circuit breakers - CHECK IN
2. Anti coln lights - AIR
5. Flight instruments - SET and CHECK
6. Weather Radar - CHECK
8. Warning and caution lights - CHECK OFF
9. Transponder - SET
10. Bleed air switches - CHECK to L and R positions
NOTE
be necessary to switch off both bleed air to reduce engine ITT.
11. Fuel pumps - CHECK MAIN
13. Autopilot and Yaw Damper - DISENGAGE
15. Longitudinal trim - CHECK TAKEOFF SET
16. Aileron trim - CHECK NEUTRAL
17. Rudder trim - CHECK NEUTRAL
19. Steering - TAKEOFF
20. Oil cool - OFF
22. Navigation lights - AS REQUIRED
23. Ice protection systems - AS REQUIRED
24. Pitot/Static HTR L&STALL and R&TAT - ON
NOTE
NOT installed, it is recommended to set R&TAT ON before line
up and takeoff. When TAT heater is selected a total air
temperature increase may be detected on ground until the
system is stabilized after airborne. Thereafter TAT indication is
valid.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-27
NORMAL PROCEDURES
CAUTION
the Flight Director
25. L/R PITOT HTR caution lights - CHECK OFF
4.2.8 TAKEOFF
WARNING
assured.
WARNING
armed.
5. Rotation - REFER to Section 5 of this Manual Figure 5-16
PFD)

Page 4-28 .B 1105-2999 Rev. B0: Mar. 04, 2019
PT6A-66B eng.
NORMAL PROCEDURES
13. Autopilot and Yaw Damper - ENGAGE above 400 feet AGL if desired
CAUTION
A continuous annunciated amber elevator mistrim indication will
anticipate that the airplane could be significantly out of trim. In
this case the pilot should brace the flight controls and
disconnect the autopilot. Upon disconnection the pilot will
experience a force of between 7 kg (15 lbs) and 9 kg (20 lbs).
Re-engagement of the autopilot should not be attempted until
the reason for the out of trim state has been isolated and
rectified, and the airplane has been returned to a trimmed
condition.
A temporary annunciated amber elevator mistrim indication
during an acceleration/deceleration phase and/or configuration
changes could be disregarded if it lasts not more than about 10
seconds.
4.2.9 CLIMB
1. Climb power - SET
2. Airspeed - REFER to Section 5 of this Manual
NOTE
If operations in heavy rain conditions are performed:
2a. MONITOR PILOT and COPILOT AIRSPEED
3. Seat belts and no smoking signs - AS REQUIRED
4. SYNCPH switch - SYNCPH
NOTE
Whenever the synchrophaser system is to be engaged, at the
maximum propeller RPM, the condition levers must be retarded
to a position corresponding to about 1980 RPM in order to
maintain 2000 RPM.
5. Pressurization - CHECK
6. Cooling system main control switch - ON (if desired)
NOTE
During flight, when the Cooling System is used the Heating
System should also be ON in order to guarantee adequate
pressurization and ventilation.
7. Windshield heat - LO or HI as necessary

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-29
NORMAL PROCEDURES
8. Autopilot and Yaw Damper - ENGAGE if desired
4.2.10 CRUISE
1. Cruise power - SET
2. Airspeed - REFER to Section 5 of this Manual
NOTE
If operations in heavy rain conditions are performed:
2a. MONITOR PILOT and COPILOT AIRSPEED
5. Environmental control system - CHECK
6. Above 1000 feet AGL - ENGAGE autopilot if desired.
7. Modes - SELECT as desired.
4.2.11 DESCENT
3. Environmental control system - CHECK
4. Above 1000 feet AGL - ENGAGE autopilot if desired.
5. Modes - SELECT as desired.
4.2.12 APPROACH (FOR NON-PRECISION OR ILS CAT I APPROACHES)

1. Approach modes - COUPLED if desired
2. For non-precision approach:
– 250 feet AGL - DISENGAGE autopilot
For ILS CAT I approach:
– 200 feet AGL - DISENGAGE autopilot
NOTE
VOR approaches must be conducted in APPR mode.

Page 4-30 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.13 BEFORE LANDING

4. Gear (below 180 KIAS) - DN; CHECK 3 GREEN
Steering - CHECK armed (T/O message on PFD)
6. Flaps (below 170 KIAS) - MID
7. Autofeather (below 150 KIAS) - ARM, CHECK amber AUTOFEATHER light OFF
8. Landing lights (below 160 KIAS) - AS REQUIRED
9. Flaps on final (below 150 KIAS) - DN
CAUTION
When operating in icing conditions, the landing procedure must
be performed with flaps MID and the approach speed, as
compared with the flaps MID approach speed (Figure 5-73),
10. Autopilot-Yaw Damper-Steering - OFF

11. (Only S.B. 80-0454 or 80-0425 (new NWSS) are NOT installed): Steering -
OFF
12. Cabin pressure barometric condition - CHECK

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-31
NORMAL PROCEDURES
4.2.14 LANDING
Prior to reaching 50 ft. above landing surface:
1. Landing gear - CHECK DN (3 green lights)
2. Only if S.B. 80-0454 or 80-0425 -new NWSS- are installed) Steering -
CHECK armed (T/O message on PFD)
3. Flaps - CHECK DN
CAUTION
4. Approach speed - REFER to Section 5 of this Manual Figure 5-69.
After touchdown:
8. Reverse - AS REQUIRED; engage reverse below 1900 prop RPM or 5%
drop from the set value
NOTE
When landing at aft C.G. initiate flaps retraction before actuating
reverse power.
9. Reverse - DO NOT USE below 40 KIAS
At landing completed:
10. Condition levers - GROUND IDLE
11. Steering - ENGAGE TAKE OFF (if necessary)
NOTE
If “TAT heater inhibition on-ground” change (ref. para 4.0) is
NOT installed, a total air temperature increase may be detected
until the TAT heater is turned off.

Page 4-32 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.15 GO AROUND
1. GA button - PUSH. If autopilot engaged GA will be coupled
2. Power Levers - Apply balked landing climb power as per Figure 5-67 on
page 5-82 at Section 5 of this AFM
4.2.16 BALKED LANDING

1. Power levers - MAX POWER
3. Airspeed - 115 KIAS
CAUTION
When operating in icing conditions, the balked landing
procedure must be performed with flaps MID and the airspeed
must be 130 KIAS.
5. Gear (after climb established) - UP

6. Landing Lights (below 160 KIAS) - OFF

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-33
NORMAL PROCEDURES
4.2.17 AFTER LANDING

2. Steering - TAXI (if necessary)
NOTE
end-of-travel position when airplane is stopped
NOTE
3. Flaps - UP
4. Ice protection equipment heat - OFF (if applicable)
NOTE
Following operations in heavy rain or snow or icing conditions, if
water ingestion in the pitot probes may have occurred:
4a. Pitot HTR L & STALL and R & TAT - keep ON
5. Radar - OFF
6. Transponder - STBY
7. Anticollision lights - GROUND
10. Cabin altitude / p - CHECK Landing Field / Zero
NOTE
In the event of landing with severe brake use an adequate
brakes cooling time is required before a successive takeoff.

Page 4-34 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.18 SHUTDOWN
1. Parking brake - SET
NOTE
If brakes are very hot, do not set parking brake.
2. Avionics switch - OFF
CAUTION
Failure to select AVIONICS master switch to the OFF position
during the engine shutdown may result in equipment failure.
3. Pitot HTR L & STALL and R & TAT - OFF
4. EPU switch - OFF
5. Bleed air - OFF
6. Power lever - CHECK IDLE
7. Condition lever - CHECK GROUND IDLE
NOTE
Allow the engine to stabilize for a minimum of two minutes at
minimum obtainable ITT.
8. Hydraulic pump - OFF
WARNING
If there is any evidence of fire within the engine after shutdown,
proceed immediately as described under "Engine Dry Run
(Motoring)" Procedure.
10. Fuel pump switches - OFF
NOTE
If OAT > 30°C perform 30 sec. motoring as per “ENGINE DRY
RUN” Procedure.
11. All electrical switches - OFF
NOTE
During the shutdown ensure that the compressor decelerates
freely.
CAUTION
The passenger door may be opened 10 seconds after the
passenger upper door handle has been rotated to OPEN
position.
13. Passenger door - OPEN

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-35
NORMAL PROCEDURES
4.2.19 AFTER SHUTDOWN

1. Engine oil level - CHECK (after the last flight of the day)
NOTE
Perform the engine oil level check within 30 minutes after
engine shutdown. Ideal interval is 15 to 20 minutes.
2. Control locks - INSTALL

3. Emergency exit handle lock pin - INSTALL
4. Wheels chocks - PLACE
CAUTION
If Pitot probes, Static ports and TAT/AOA sensors have been
heated, be sure that such equipment have cooled down before
installing covers.
5. Covers - INSTALL
6. Propeller restrainers - ATTACH
7. Tie-down ropes - AS REQUIRED
NOTE
If the airplane is supposed to be parked for more than 2 days
unplug the battery clamp from the battery in the baggage
compartment.
NOTE
Propellers blades cleaning is recommended after the last flight
of the day.
CAUTION
Following suspected water contamination, have both pitot lines
cleaned and drained at the earliest opportunity.

Page 4-36 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.20 CATEGORY II OPERATIONS
AIRSPEEDS FOR CATEGORY II OPERATIONS

Two engines Approach Speed for CAT II operations (VREF):
SPEED KIAS
a. FLAP MID
At 10945 lbs (4965 kg) weight 129
At 10270 lbs (4658 kg) weight or below 125
b. FLAP DN
At 10945 lbs (4965 kg) weight 125
BEFORE TAXI
1. Radio Altimeter - TEST and CHECK for proper operation
APPROACH AND LANDING PREPARATION
AFTER TRANSITION ALTITUDE:

1. Altimeters - CHECK
IF MORE THAN 20 NM FROM THE ILS STATION:

2. Radio Altimeter - TEST and SET DH
3. Autopilot - ENGAGE
4. FD Command Bars - IN VIEW on both sides
5. Mode selection - HDG
6. Speed - MAINTAIN
7. ILS frequency - SELECT (LOC1 on PFD1 and LOC2 on PFD2)

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-37
NORMAL PROCEDURES
8. Selected course - SET and CHECK (PFD1 equal to PFD2)

9. Intercept heading and distance - WITHIN 60 degrees
IF 20 NM OR LESS FROM THE STATION:

1. Mode selection - APPR
2. Condition levers - 2000 RPM
NOTE
Any erroneous autopilot lateral mode selection other than
APPR will not switch ON or will switch OFF CAT II approach
monitoring green light and will not activate the "loss of
approach" warning tone.
3. CAT II Indication - CHECK green light ON
PRIOR TO GLIDE SLOPE CAPTURE:

NOTE
Glide Slope must be captured above 1500 ft.
1. Autopilot engaged - APPR

2. Landing Gear - DWN
Steering - CHECK armed (T/O message on PFD)
4. Flap setting - MID
5. CAT II Indication - CHECK green light ON
WHEN BETWEEN 1 AND 1.5 DOT BELOW GLIDE SLOPE:

1. Flap Setting - DN (MID if in icing conditions)
2. VREF - SET and HOLD
AT 1000 FEET:
1. Approach speed - STABILIZED

Page 4-38 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
2. Localizer and Glide Slope - CENTERED

3. Altimeters and Radio Altimeters - CROSS CHECKED
FROM 300 FEET AND BELOW:

1. Approach airspeed - MAINTAIN STABILIZED
2. Cockpit procedures to include instrument monitoring - PERFORM
3. Call out of any deficiency (see below) and Radio Altimeter read-outs as
follows:
300 - 200 - 150 - DH - 50 - 30
AT DH (DECISION HEIGHT CERTIFIED FOR CAT II):

Decision - LAND or GO AROUND
a. If Land is decided:
1. Autopilot at not less than 100 feet - DISENGAGED
NOTE
Lateral realignment maneuvers are prohibited below 50 feet
regardless of existing conditions.
b. If Go Around is decided (execute GO AROUND procedure below):

1. GA Push Button - DEPRESS
2. Power setting - FULL POWER
3. Autopilot - VERIFY GA green indications ON
4. Aircraft - MONITOR ATTITUDE AND BANK
5. Two-engines go around speed - MAINTAIN (120 KIAS minimum)
CAUTION
be performed with flaps MID. In this condition the go around
speed is 130 KIAS.
6. Airplane Configuration - AS REQUIRED

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-39
NORMAL PROCEDURES
CAT II DEFICIENCIES
The following are excessive deviations from normal and must be called out:
– Airspeed 5 kts above or below the approach speed
– Angle of bank above 15 degrees
– Pitch Attitude below -2 or above +8 degrees
– Rate of Descent in excess of 1000 ft/min
– Excessive Deviation in Localizer and Glideslope
– Any CAT II Instrument System flag in view
– FD Command Bars out of view.

Page 4-40 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.2.21 OPERATION IN ICING CONDITIONS

1. ENG ICE VANE and OIL COOLER INTK switches - SET to L and R positions
2. BOOTS DE ICE switch - AUTO
NOTE
The surface ice protection systems must be activated
approximately 30 seconds after the actuation of engine ice
protection systems to avoid a quick increase of engine ITT.
3. L and R MAIN WING switches - AUTO

4. FWD WING switches - SET to L and R position
5. WSHLD HEAT PRI and SEC switches - CHECK LO
6. NP RPM - MAINTAIN 2000 RPM.
7. Ice protection systems advisory indications - CHECK occasionally

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-41
NORMAL PROCEDURES

Page 4-42 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
AMPLIFIED NORMAL PROCEDURES
4.3 AMPLIFIED NORMAL PROCEDURES

The following paragraphs are provided to supply detailed information and
explanation of the normal procedures necessary for the operation of the aircraft.
4.3.1 PREFLIGHT CHECK

The airplane should be given a thorough preflight and walk-around check. To
expedite certain checks, a person in the cockpit may operate certain controls and
switches, which are observed by a ground observer. The preflight should include
a determination of airplane’s operational status, a check that necessary papers
are on board and in order, and a computation of weight and center of gravity
limits, take-off and landing distances and inflight performance.
Baggage should be weighed, stowed and tied down.
NOTE
Ensure the battery clamp has been reconnected to the battery,
if previously disconnected for prolonged airplane ground
parking (more than two days).
NOTE
During ground operation with a Ground Power Unit (GPU) only
(both generators OFF) keep AVIONICS master switch OFF
during the Cooling Air Conditioner start phase.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-43
NORMAL PROCEDURES
COCKPIT
Check that necessary papers are on board and in order.
After entering the cockpit, remove the control locks, if installed, and check flight
controls for proper movement. Set the parking brake, pressing on the pedals
while pulling out and rotating in vertical position the PARKING BRAKE handle.
Check that all electrical switches are OFF; circuit breakers should be IN. Ensure
that the gear selector handle is in the DN position.
Turn the battery switch to BAT and check the MFD is on. Select the System Page
on the MFD and check the bus voltage.
CAUTION
If bus voltage is less than 21.5 VDC, the battery must be
serviced or replaced before flight.
If bus voltage is between 21.5 and 23.0 VDC, allow 15 minutes
of ground power unit battery recharging.
With the door open check that the CAB DOOR warning light is illuminated.
The preflight tests of certain system essential to safe operation of the airplane
should be performed selecting the proper function on the SYS TEST panel and
momentarily pressing the button located in the center of the rotary selector
switch, as described in the following.
Set the rotary switch of the SYS TEST panel to ENG EXCEED, press and hold
the central pushbutton: this activates the aural warning associated to the engine
torque or ITT warning threshold exceedance.
The battery temperature test is performed selecting ANN on the SYS TEST panel
and pressing the pushbutton located in the center of the selector knob. This
activates the illumination of the amber BAT TEMP, the red BAT OVHT and the
red L and R OIL TEMP lights on the annunciator panel.
The battery temperature is displayed on the MFD System Page; check the
battery temperature value consistency in comparison with the outside air
temperature.
Set the rotary switch of the SYS TEST panel to LAMP, press and hold the central
button: this activates the annunciator panel and the MASTER WARNING/
MASTER CAUTION lamps test and the cabin door annunciator circuitry.
On the annunciator panel all the lights should illuminate steady while L and R
FIRE and CAB DOOR should flash; on the instrument panel the red MASTER
WARNING should flash and the amber MASTER CAUTION should light up
steady.

Page 4-44 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Releasing the button on the rotary switch all the annunciator panel lights will
return in the original condition, while MASTER WARNING/MASTER CAUTION
will be reset pressing on the light itself.
Set the rotary switch of the SYS TEST panel to the FIRE DET position and press
the test button: the two red lights on the annunciator panel, labeled L FIRE/
R FIRE should start to blink, together with the L and R ENG FIRE EXT lighted
pushbuttons, if the optional fire extinguisher system is installed.
Perform the fuel quantity system test selecting on the SYS TEST panel the FUEL
QTY position and pressing the central button.
On the annunciator panel the L and R LOW FUEL amber light should be
illuminated up to the end of the test.
Check the fuel quantity on the MFD.
The three green landing gear lights should be illuminated.
The three red lights GEAR UNSAFE can be checked setting the switch, on SYS
TEST panel, to LDG GR position and pressing the test button: this will light up
the UNSAFE lamps and activate the gear warning horn.
NOTE
Setting the AVIONICS master switch to the COM1 ONLY or ON
position is required for the actuation of the warning horn.
Verify fuel CROSSFEED valve knob OFF.
Set the trim surfaces to neutral.
Turn the battery switch OFF after these checks.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-45
NORMAL PROCEDURES
Check the oxygen pressure gauge on the left side of the cockpit to ascertain that
there is sufficient oxygen for the intended flight. Full service is 12.76 MPa (1850
PSI) at 21°C (70° F).
Check the minimum oxygen quantity as reported at Paragraph 4.3.27 according
to the number of occupants.
The pilot/passenger oxygen system control should be in the AUTO-NORMAL

position. Check for oxygen flow to the pilot and copilot oxygen masks by placing
masks on face and breathing. Assure, by the flow indicators, that all oxygen flow
has ceased.
Be sure that there is a functional oxygen mask for each occupant and that all
masks are properly stowed.
Verify if the windshield and lateral windows are clean.

Page 4-46 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
A complete walk-around check should be continually performed during each

preflight. A set pattern should be established as in Figure 4-1, starting at the
cabin door and proceeding forward, completely around the airplane, and
terminating upon return to the cabin door.
FORWARD WING AND NOSE SECTION

Check the condition and cleanliness of the windshield, then proceed along the
trailing edge of the left forward wing trailing edge.
Visual check the wing, flap and hinges for damage.

Static wicks should be firmly attached and in good condition.
Surface should be free of ice, snow, frost, debris or other extraneous substances:
particular attention must be paid on the cleanliness of the top and bottom wing
surface in order to achieve an extended laminar flow.
The nose landing gear should be examined.
The condition of the components of the strut, the gear doors, the gear micro
switches etc. should appear sound, and fittings, attachments, hoses, lines,
screws, hinges etc., should be secure.
There should be no sign of hydraulic fluid leakage in the area of strut or in the
wheel well.
Examine the tires for cuts, bruises, cracks and excessive wear.
If S.B. 80-0454 or 80-0425 (new NWSS) are NOT installed: check if steering
connecting pin is properly installed.
If S.B. 80-0454 or 80-0425 (new NWSS) are installed: check if NLG Torque Link
is connected.
Check if steering connecting pin is properly installed.
If the wheel chocks have been employed, they should be removed before taxing.
Check the antennas for condition.
Check the TAT probe for condition.
If the pitot tubes covers have been installed, they must be removed and the pitot
head openings checked and ensured they are clear of any obstruction.
If the pitots and static ports heat operation is to be checked, the battery switch
must be turned to BAT and the corresponding switches, on the ANTI ICE panel to
ON: use caution since pitots and static ports can become very hot.
Check the radome for damage.
The landing light door should be closed.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-47
NORMAL PROCEDURES
FUSELAGE (RIGHT SIDE)

Check the general condition of the right side of the fuselage.
The emergency exit window should be secure and flush with the fuselage skin.
All side windows should be clean and without defects.
Check the conditions of DME and transponder antennas.
The openings in the static port should be clean and unobstructed.
The stall warning transducer should be checked for security and freedom of
movement.
The landing gear should be examined with care. Refer to placard for correct
servicing instruction and tire pressure.
The condition of the components of the strut, the gear doors, the brakes, the gear
micro-switches etc., should appear sound, and fittings, attachments, hoses, lines,
screws, hinges etc. should be secure. There should be no sign of hydraulic fluid
leakage in the wheel well, nor in the area of strut and brake.
Check the brake lining wear indicator: they must protrude from their housing.
The tire should be examined for cuts, bruises, cracks and excessive wear.
Remove wheel chock, if employed.
Check gear doors and actuating mechanism for excessive play.
Check the integrity of the ventral strobe light and antennas.
Fuel vent, located on the bottom-side of the fuselage should be clear of

obstruction.
Before the first flight of the day, drain the fuel vent system operating the drain
valve through the hole located on the side of the fuselage close to the gear
doors: the outlet is located inside the wheel well.
Battery vent outlet should be clear.
Drain the fuel tank sump, operating the relative valve located in the wheel well: it
is recommended, as a general rule, that at each fuel drain, fuel be collected and
examined in a clear container so that it can be visually checked for water and
sediment: use the draining tool P/N 80-909172-801 or equivalent.

Page 4-48 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Open the ground test/refueling panel door and perform the hydraulic and engine
oil system test.
NOTE
If any annunciator light is already illuminated before the test or
remains illuminated after the test consider for applicable
maintenance action before flight.
Turn and hold the momentary GROUND TEST switch to the LAMP position
checking the following:
– all the four red and the two amber annunciator lights will come on: failed lights
should be replaced and re-tested before flight;
– the L and R ENG OIL annunciator lights should flash with a rate of 3 Hz (40%
on and 60% off) showing the proper operation of the panel chip detection
monitoring circuitry: a simulated chip detection condition is generated
allowing the warning system test.
Turn and hold the momentary GROUND TEST switch to the SYST position
checking the following: L and R ENG OIL, HYD FILTER and, after a few seconds,
HYD LEVEL red lights should illuminate and then extinguish releasing the switch.
CAUTION
A real chip detection condition occurs, in the related engine oil,
if the L ENG OIL or R ENG OIL annunciator light is flashing (3
Hz rate, 40% on and 60% off) while the GROUND TEST switch
is held in the SYST position. Have an immediate maintenance
check as per the applicable Engine Manual.
NOTE
The "Low Engine Oil Level Condition" is automatically displayed
by the steady illumination of the related L or R ENG OIL light, a
"Chip Detection Condition", if any, is displayed by the flashing of
the related L or R ENG OIL light only after moving and holding
the GROUND TEST switch to the SYST position.
After the test, close the panel door.

Pilot must check that the single point refueling port cap is installed and properly
secured, then close the single point refueling access door.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-49
NORMAL PROCEDURES
RIGHT WING
Check the general condition of the right wing and make the same checks and
procedures as performed on the forward wing.
At the nacelle, check the condition of the surface.
If the protective caps were installed in the air inlet and in the exhausts openings,
they should be removed. Inlet and exhaust openings should be checked for
obstruction.
Check the condition of inlet pneumatic deicer boots: it should be free from
defects and flat against the inlet cowling. Oil cooler, generator and precooler air
inlet should be free of obstructions.
Check the ice bypass vane for correct alignment and clear of obstruction.
Oil vent, engine fuel pump drain and starter generator pad drain should be clear
of obstruction.
Stall strip on the leading edge and position lights at the tip of the wing should be
intact.
Check the aileron gap seal for integrity.
The right aileron includes a trim tab which must be checked for neutral position,
proper movement, excessive free play and security. Tab neutral position
corresponds, when the aileron is aligned with the wing, to a downward setting of
approximately 3/8" (10 mm.).
Static wicks should be firmly attached and in good condition.
Check outboard and inboard flaps for correct alignment and free play: check also
the flap track fairings.
Check the pressure of the fire extinguisher bottle: nominal value at 21°C (70°F)
ambient temperature is 360 ± 25 psig (2.48 ± 0.17 MPa): for other temperature
refer to the following graph:

Page 4-50 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
FIRE EXTINGUISHER BOTTLE PRESSURE Vs. AMBIENT TEMPERATURE
Check the rear cowling of the nacelle for integrity and the air conditioning
precooler intake for obstruction.
Propeller bearing vent should be checked for obstruction and combustion
chamber drain for leakage.
Exhaust-stubs should be secure.
The propeller blades and spinner should be free of cracks, nicks, dents and other
defect and should spin freely.
There should be no indication of leakage of fluid in the area of hub or on the
engine nacelle.
REAR FUSELAGE (RIGHT SIDE)

Check the general condition of the fuselage surface.
Verify if the air conditioning air intakes and outlets are free from obstructions.
Check on top of the fuselage if the gravity fuel filler cap is properly closed.
Verify the condition of tail cone and ventral fin.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-51
NORMAL PROCEDURES
EMPENNAGE
All surfaces of the empennage should be examined for damage, cleanliness and
operational interference.
Check rudder and rudder trim tab for proper movement and excessive free play.
Tab neutral position corresponds, when the rudder is aligned with the fin, to a
deflection to the right of approximately 3/8" (10 mm).
Stabilizer position, when longitudinal trim indicator is 0° (neutral), is
approximately horizontal and the reference line, marked on stabilizer is aligned
with 0° reference mark on vertical fin.
Verify the condition of recognition and strobe light, antennas and static wicks.
REAR FUSELAGE (LEFT SIDE)

Check the general condition of the fuselage surface.
Verify the condition of tail cone and ventral fin.
Check IN the circuit breakers of the main junction box located inside the baggage
compartment.
Ascertain the baggage is properly secured with the prescribed restrain net.
Lock the baggage door.
Verify if the ground power unit (GPU) receptacle is locked.
LEFT WING
Repeat the same checks and procedures as already performed on right wing in
the reverse order.
Check the ice inspection light on the nacelle for integrity.

Page 4-52 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
FUSELAGE (LEFT SIDE)

Repeat the same checks and procedures followed during the inspection of the
right side of the forward fuselage.
Check that the battery vent is clear of obstruction.
Check that the entrance door attachments are secure and hinges operational.
Check the oxygen overpressure safety discharge disk indicator. This green disk,
when missing or ruptured, indicates bottle pressure has exceeded about
2800 psi and is empty. This overpressure system will actuate only under the most
adverse circumstances: therefore determine the cause of the overpressure, and
replenish oxygen before flight.
FURTHER CHECKS
Before the first flight of the day it is required to verify the automatic exchange of
COM1 and LDG gear position lights power supply, between the Essential Bus
and the Emergency Power Bus, and that the fuel filters are drained, while the fuel
firewall shutoff valves and the crossfeed valve are checked for proper operation.
Set the EPU switch to the ARM position, verify that the three green landing gear
lights illuminate and then switch OFF the EPU.
Ensure that the condition levers are set to CUT OFF.

Set the battery switch to the BAT position.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-53
NORMAL PROCEDURES
The fuel firewall shutoff valves are tested moving the corresponding switch (L or
R FW VALVE) from CLOSE to OPEN position.
The transit amber lights (L and R F/W V INTRAN) depending on airplane
configuration, may temporarily illuminate, while the position amber lights (L and R
F/W V CLSD) shall turn off. After the test has been performed check the fuel
firewall shutoff valves are set to OPEN position.
The crossfeed system is tested turning the crossfeed knob either left or right.
Depending on the airplane configuration, the transit amber light (XFEED
INTRAN) should momentarily illuminate and the position amber light (FUEL
XFEED) should be on.
Set the knob to OFF position: again, depending on the airplane configuration, the
transit light (XFEED INTRAN) should illuminate momentarily, while the position
light (FUEL XFEED) should be off.
WARNING
Take off is not authorized if during the tests of fuel firewall
valves and crossfeed valve the corresponding INTRAN lights
remain illuminated.
The fuel filters are located at the bottom of each nacelle, close to the ice vane by-
pass opening. Draining operation requires that the battery and both fuel pumps
are switched on: for this reason the draining is accomplished at this step of the
preflight check, in order to save the battery power and to leave the airplane
unguarded, with electrical power ON, for a minimum time.
Before finishing the ground check, and if a night flight is anticipated, ensure that
all exterior lights are operational: for this check the battery switch should be
positioned to BAT and the various systems tested one at a time.
After completed the above checks switch OFF the battery.
Check the ground in the area of the airplane for evidence of fuel, oil, or operating
fluid leakage.

Page 4-54 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.2 BEFORE ENGINE STARTING

After the preflight interior and exterior checks have been completed and the
airplane is determined ready for flight, the entrance door should be secured and
all occupants seated.
When all occupants are boarded, the pilot should check that the cabin door is
properly closed and latched. The lower door support cables should be held in
position, if necessary, so that they will not interfere with the closing of the door.
Insert the locking pin in the lower door handle and ensure the correct alignment
of the two overcentre indicators, observing through the inspection windows.
Close the upper passenger door rotating the handle anticlockwise then clockwise
to the STOW position and secure the handle with the spring loaded guard.
Ensure the correct alignment of the two overcentre indicators and of the pin
position indicator, observing through the inspection windows.
WARNING
Assure that the door is locked is by correct alignment of all
visual indicator marks.
Ensure that the emergency exit handle is in the correct position and that the red
flagged emergency exit handle lock pin is removed.
Passengers should be briefed on the use of seat belts, the emergency exit,
supplementary oxygen, ventilation control, seat adjustment, comfort facilities,
etc.
Secure belts, adjust seats and rudder pedals.
All the switches should be OFF.

CAUTION
Failure to select AVIONICS master switch to the OFF or COM1
ONLY position during the engine start up or shutdown may
result in equipment failure.
Ensure that the Static Pressure Selector Valve handle, of the alternate static air
source, is held in the normal (STATIC TUBE) position by the spring-clip retainer.
Adjust the engine control lever friction.
Emergency gear selector should be checked if properly positioned.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-55
NORMAL PROCEDURES
Switch the battery to BAT and check the voltage, which should not be less than
23.5 VDC.
To accomplish this check it is necessary to select the System Page on the MFD.
NOTE
If bus voltage is between 23.0 and 23.5 VDC, it is
recommended to connect a ground power unit before
attempting engine start.
Check the battery temperature on the MFD.

CAUTION
No battery engine starting must be attempted if battery
temperature is over 120°F (BAT TEMP caution light ON).
Check the fuel quantity.
Before starting the engines check the parking brake is locked and turn the seat
belts and no smoking signs ON.
If engine start up clearance is required set the avionics master switch to the
COM1 ONLY position.
NOTE
If engine start up clearance requires prolonged period of time,
battery charge can be saved switching the MASTER switch
from NORMAL to BUS DISC.
Select NORMAL just before engine start.

Page 4-56 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
NORMAL START
WARNING
power unit (GPU).
GPU start is made with the battery switch set to BAT. When the GPU is
CAUTION
Set the anticollision light to GND.

Power lever should be set to IDLE and condition lever to CUT OFF.
The fuel firewall shutoff valves should be OPEN.
Fuel pumps should be checked for proper operation. Set left pump switch to
STBY position: amber L FUEL PRESS light should be off and amber L FUEL
PUMP light should be on: set the switch to MAIN position, both lights should be
off.
Repeat the same procedure for the right pump.
Turn the fuel pump switch to MAIN and check off the fuel pressure amber light.
Bleed air switches should be OFF. Ignition switch should be in NORM position.
Verify if the propeller is clear and set the engine start switch to START.
When engine speed reaches 13% NG advance the condition lever to GROUND
IDLE. Engine temperature ITT must not exceed a maximum of 1000°C for more
than 5 seconds. Observe NG and oil pressure rise; at about 40% NG, the engine
start switch will automatically disengage.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-57
NORMAL PROCEDURES
NOTE
rearranging the above steps as follows.
Set the start switch to START; when engine speed reaches 13%
NG advance the condition lever to FLIGHT IDLE.
Engine temperature ITT must not exceed a maximum of
1000°C for more than 5 seconds; observe NG and oil pressure
rise; at about 40% NG, the engine start switch will automatically
disengage. Retard the condition lever to GROUND IDLE.
With the engine at ground idle setting, the following indications should be read on
the MFD (engine indication section):
a. engine temperature (ITT) 750°C maximum,
b. oil pressure minimum 60 psi,
c. oil temperature 110°C maximum,
d. engine speed 54% NG minimum,
e. propeller speed 900 RPM minimum.
Advance the condition lever to FLIGHT IDLE.

Disconnect the GPU unless needed for second engine start.
If GPU has not been used or is disconnected turn ON the generator: the
corresponding amber light on the annunciator panel will extinguish.
Check for a positive generator load reading (L/R GEN AMPS) and a voltage level
reading (BUS VOLTS) of 27.5 to 28 volts: these checks are accomplished
selecting the System Page on the Multifunction Display (MFD).
Turn the hydraulic pump switch to HYD and observe a reading of about 1000
PSI; check off the amber HYD PRESS light on the annunciator panel.

Page 4-58 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
ENGINE DRY RUN (MOTORING)

To perform an engine dry run, set the power lever to IDLE and condition lever to
CUT OFF; pull out the ignition breaker (IGN SYS). Fuel pump switch should be
set to OFF.
Turn the start switch to START and after 15 seconds to OFF. Observe the starter
operating limits set forth in Paragraph 2.4 of this AFM.
CROSS START PROCEDURE (ONE ENGINE OPERATING)

Second engine start may be made using either the GPU or the cross start
procedure.
CAUTION
The condition lever of the operating engine should be set at FLIGHT IDLE.
Check ON the generator of the operating engine.
Before starting the second engine, allow one or two minutes for battery
recharging: observe on the MFD System Page a Generator Load reading of less
than 160 Amp.
In the event of a first engine prolonged (more than 40 seconds) starting a longer
battery recharging time should be allowed waiting for a Generator Load reading
of less than 140 Amp. before the second engine start.
The fuel firewall valves should be OPEN.
The power lever of the inoperative engine should be at IDLE and the condition
lever at CUT OFF.
Set the fuel pump switch of the inoperative engine to MAIN and check OFF the
fuel pressure light. The bleed air switch should be OFF.
Ignition switch should be in NORM position. Verify if the propeller is clear. Turn
the engine start switch to START and when the engine speed reaches 13% NG
advance condition lever to GROUND IDLE.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-59
NORMAL PROCEDURES
Engine temperature ITT must not exceed a maximum of 1000°C for more than
5 seconds. Observe NG and oil pressure rise; at about 40% NG start switch will
automatically disengage.
NOTE
disengage.
Retard the condition lever to GROUND IDLE.
With the engine at ground idle setting, the engine indications on the MFD should
be as in the normal start.
Set both engine condition levers to GROUND IDLE.
CAUTION
Avoid GROUND IDLE setting with electrical load above 200
Amp.

Page 4-60 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
GPU START PROCEDURE

A GPU start is made with the battery switch set to BAT.
NOTE
The ground power unit circuitry of the airplane is capable of
accepting 400 amperes continuously and current surges up to
1200 amperes for short durations (few sec), that may occur
during engine starts.
NOTE
Since the airplane is equipped with an overvoltage protection
on the external power supply line, the D.C. system
automatically disconnects from the ground power unit should an
overvoltage condition occur. The ground power unit operation is
automatically recovered as soon as the voltage goes down to
approximately 30 volts D.C.
Use first engine start procedure.

After both engines have been started disconnect the GPU (the green
EXT POWER indication on the MFD System Page will extinguish) and switch
both generators ON.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-61
NORMAL PROCEDURES
4.3.4 BEFORE TAXI

Before taxiing be sure that wheel chocks have been removed and the GPU
disconnected.
Check that battery switch is to BAT and generators are ON.
Perform the Emergency Power Unit test.

The EPU DRAIN caution light should be ON (EPU switch set to OFF). Set the
EPU switch to the TEST position and hold for at least 5 seconds: check that the
EPU DRAIN light is OFF while holding the switch in the TEST position.
Set the EPU switch to ARM: check the EPU DRAIN amber light is OFF.
Turn the avionics switch ON.
Set the environmental mode selector to AUTO and select temperature as

necessary.
The cockpit blower can be selected as required.
NOTE
Depending on ambient temperature, combined operation of
both the Heating and Cooling Systems up to 20,000 ft. may be
required.
Set the Cooling main control switch to FAN or COOL position, if necessary. Set
the cockpit and cabin blowers operating mode to HIGH or LOW speed as
desired.
NOTE
When on ground, during hot day operation, it may be necessary
to increase NG up to 58% maximum in order to maintain the ITT
within limits or temporarily to switch the bleed air OFF (in this
case no outside air is circulating in the cabin).
Both bleed air switches should be ON (L and R position respectively).

Page 4-62 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
On the cabin pressurization control panel, set the mode switch to AUTO and
check the self test.
NOTE
The FAULT indication light on the control panel should
momentarily illuminate (3 seconds maximum) during self test. If
FAULT indication light fails to extinguish or re-illuminate, set
AUTO/MAN switch to MAN and then back to AUTO to repeat
self test.
CAUTION
No flight should be initiated in the automatic mode if the fault
light fails to extinguish.
AUTO SCHED/CAB SEL switch should be turned to AUTO SCHED and landing
altitude, barometric correction and rate selection should be set turning the three
knobs labeled, respectively A, B and R.
Set ON the OIL COOL switch when the oil temperature reaches approximately
80°C.
Verify the Integrated Standby Instrument has successfully completed the

initialization and set the brightness.
Check Air Data Computers and Attitude Heading Computers for proper
operation. The operation of the Air Data System is automatic when the power is
applied to the system and the initialization process has been completed.
Verify unflagged conditions on the PFD and MFD display system.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-63
NORMAL PROCEDURES
Set the rotary switch of the SYS TEST panel to AVCS FAN, press and hold the
central pushbutton: after about 7 seconds the AVCS FAN FAIL amber light on the
annunciator panel will illuminate. Releasing the button the light will extinguish.
To perform the Radio Altimeter test, select the RAD ALT position on the
SYS TEST panel, press and hold the central pushbutton: the PFD displays the
radio altitude generated by the radio altimeter when in self-test (50 ft.). The
decision height warning flag is also displayed on the PFD if the DH set value is
greater than the test altitude.
Select on the SYS TEST panel the OVSP WRN position and press the test
button: the aural OVERSPEED WARNING tone is activated, first from the left
side ADC then, after about 2 seconds, from the right side ADC.
Select on the SYS TEST panel the HYD position to perform the hydraulic system
test: pushing the button the amber HYD PRESS light will illuminate and the
pressure gauge reading increases about 1300 PSI. Releasing the button the light
will extinguish and the pressure indication will return at the initial value.
To test the steering system press the momentarily two steps control wheel button
(black) to the first step: the system is not engaged.
Press the button to the second step: the STEER T-O white message will appear
on the PFD.
Pressing again to the first step the STEER TAXI white flashing message will
appear on the PFD, while pressing to the second step the take off position will be
engaged and the PFD will show the white STEER T-O message.
Pressing the control wheel Master Switch red button the steering will be
disengaged (if S.B. 80-0286 or Mod. 80.0932 is installed, just the hydraulic power
to the steering will be interrupted) and the steering indications (STEER T-O or
STEER TAXI, depending on the mode selected) will extinguish.
Set the knob of the SYS TEST panel to STEER position and push and release
the central button: the STEER FAIL red light on the annunciator panel will
illuminate when the steering is engaged in either takeoff or taxi condition and
remains illuminated until the control wheel Master Switch is pressed.
After completed this procedure the steering can be set for taxiing: position to
TAXI the steering switch.
Verify that when the left and right PITOT/STATIC HTR switches are set to the
OFF position the L and R PITOT HTR caution lights on the annunciator panel
illuminate.

Page 4-64 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Check the continuity of pitots, static ports, angle of attack transducer and TAT
probe heating system by operating, on the ANTI ICE panel, the PITOT/STATIC
HTR switches: an appreciable electrical current increment should be read on the
MFD System Page when the left switch is set to the L & STALL position (about
15 Amp.) and a further increase should be observed when the right switch is set
to the R & TAT position (10 Amp. approx. if “TAT heater inhibition on-ground” is
installed; 18 Amp. approx. if “TAT heater inhibition on-ground” is NOT installed).
If the angle of attack sensor heater has failed, the STALL FAIL amber light will
illuminate on the annunciator panel: verify the STALL FAIL amber light is not
illuminated, then proceed to the stall warning system test.
NOTE
If operations in heavy rain or snow or icing conditions are
envisaged, switch the LH pitot heater and, if “TAT heater
inhibition on-ground” (ref. para 4.0) is installed, the RH Pitot
heater too) ON, before flight, with the aircraft steady on ground.
CAUTION
If “TAT heater inhibition on-ground” (ref. para 4.0) is NOT
installed Pitot HTR R & TAT must be kept OFF
The stall warning test is a computer-automated sequence, initiated by closure of
the test button, after having selected the STALL position on the SYS TEST panel:
a transmitter failure is simulated and the amber STALL FAIL light on the
annunciator panel will illuminate then extinguish after a time interval between 15
and 20 seconds. The red STALL light on the pilot instrument panel will illuminate
then extinguish, after 2 ÷ 4 seconds, and the aural warning horn will be activated.
Thereafter the STALL FAIL amber light will illuminate again (while CPU resets)
and extinguish after one or two seconds. After the test, set to OFF position the L
& STALL switch.
Select on the SYS TEST panel the FLAPS position and perform the flap system
test.
With the flap lever in UP position press the test button located in the center of
selector switch: the FLAP SYNC amber light, on the annunciator panel, will
illuminate and the white FLAP message on the PFD and on the MFD System
Page becomes yellow and flashes for 5 seconds; releasing the button the FLAP
SYNC amber light must extinguish and the FLAP message must return white.
Move the flap lever to MID position and check proper deployment of each surface
on flap monitor display: forward wing flaps shall start to move approximately 9
seconds after the outboard panels.
Move for about one second, stop for 3 seconds then start again together with the
inboard surfaces. During the flaps deployment and after the stop in the MID
position, the FLAP SYNC light will not illuminate and the FLAP message on the
PFD and MFD will remain white.
Press the test button: FLAP SYNC light will not illuminate and the FLAP message

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-65
NORMAL PROCEDURES
on the PFD and MFD will remain white.

Move the flap lever to DOWN position and check the operation on flap monitor:
all flap surfaces start together and during the deployment and after the stop, the
FLAP SYNC light will not illuminate and the FLAP message on the PFD and MFD
will remain white.
Press the test button: FLAP SYNC light will illuminate and the white FLAP
message on the PFD and on the MFD System Page becomes yellow and flashes
for 5 seconds.
Set the flap lever in MID position and check the operation: during the retraction
and after the MID position has been reached, the FLAP SYNC light will not
illuminate and the FLAP message on the PFD and MFD will remain white.
Return the flap lever to UP position and check the operation on the flap monitor
display: again during the movement and after the UP position has been reached,
the FLAP SYNC light will not illuminate and the FLAP message on the PFD and
MFD will remain white.
WARNING
No takeoff authorized with non symmetrical flap configuration or
annunciated failure.
Having completed this procedure, the flaps can be positioned for take-off: select
MID and check for the FLAP SYNC light not illuminated and the white FLAP
message on the PFD and on the MFD System Page.
Longitudinal trim system test is accomplished by first turning the PITCH TRIM
switch to SEC: trim motion shall be easily checked observing the indicator and
the movement of the control column.
The up-down spring, which connects the elevator to the horizontal stabilizer,
when the stabilizer is in the range between full nose down and approximately -4°
nose up, pushes the control column against the forward stop.
As the pitch trim is operated toward nose up position and the stabilizer reaches
approximately -6° nose up, the control column moves aft, giving a positive check
of the spring integrity.
WARNING
If the control column does not move as described, do not take
off and have a maintenance check.
Continue the longitudinal trim system test moving each half of the NOSE DN-
OFF-NOSE UP switch separately to NOSE UP then NOSE DN: trim motion shall
not occur.

Page 4-66 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Move both halves simultaneously to each position: trim motion shall occur.
Operate trim switches on either control wheel to NOSE UP then NOSE DN: trim
motion shall not occur.
Turn the PITCH TRIM switch to PRI: with the primary system operating an aural
trim in motion signal is activated for the longitudinal trim.
Operate both halves of the pedestal trim switch simultaneously to NOSE UP, then
NOSE DN: trim motion shall not occur. Check the proper operation of pilot’s
control wheel longitudinal and lateral trim switch.
Without depressing arming button, move switch to LWD, RWD, NOSE UP and
NOSE DN: trim motion shall not occur.
Depress arming button: again no trim motion shall occur.
Depress arming button and move the switch to LWD, RWD, NOSE UP and
NOSE DN: trim motion shall occur as shown by the appropriate indicator.
Repeat this procedure for copilot’s control wheel trim switch.
Move the copilot’s control wheel trim switch and trim in the opposite direction
using pilot’s control wheel trim switch: this action shall override copilot’s trim.
Repeat for each switch position.
Check the proper operation of the pilot’s control wheel Master Switch (MSW).
Move the control wheel trim switch to NOSE UP, then press the MSW switch
(below trim switch): trim motion shall stop.
Same behavior shall occur trimming to NOSE DN.
Move the rudder trim switch on the pedestal to NOSE LEFT: press MSW on
pilot’s control wheel, trim motion shall stop.
Same behavior shall occur trimming to NOSE RIGHT.
Repeat the procedure for co-pilot’s control wheel Master Switch.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-67
NORMAL PROCEDURES
Figure 4-2. Takeoff Pitch Trim Vs. Center of Gravity

Page 4-68 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Rudder trim system is tested moving each half of the rudder trim switch, on the
pedestal, separately to NOSE LEFT then NOSE RIGHT: trim motion shall not
occur.
Moving both halves simultaneously to each position, trim motion shall occur as
shown by the YAW TRIM indicator.
Trim all axes for takeoff. Determine stabilizer takeoff setting by referring to Figure
4-2 on page 4-68.
CAUTION
take-off distance.
Verify the correct operation of the ice detector selecting the ICE DET position on
the SYS TEST panel and pressing momentarily the central button: the ICE amber
lights located in the upper left and right side of the instrument panel will illuminate
and, after a few seconds, will blink until one of the two ICE lighted pushbuttons is
not pressed: then will extinguish.
To perform windshield heat test, select on the ANTI-ICE panel the WSHLD HTR
PRI system to LO position: on the MFD System Page an electrical load
increment between 20 and 30 Amp. should be read; a similar behavior occurs
when the SEC system is selected to LO position: the increment should be
between 25 ÷ 35 Amp. The higher values correspond to peak condition or to low
ambient temperature, the lower to stabilized condition or high ambient
temperature.
To perform the engine ice vane and the oil cooler intake heater test select, on the
ANTI-ICE panel, the L/R ENG ICE VANE and the L/R OIL COOL INTK positions
and observe the corresponding green ON indications are displayed on the MFD
System Page (left and right side of the “ENG” and “OIL” legends) when the vane
reaches the correct position after 30 seconds approximately and when the
temperature of the oil cooler intake lip reaches the correct value: depending on
the ambient conditions the power lever should be advanced between 82 and
86% NG approximately.
Engine inlet de-ice boots correct operation is checked setting the BOOTS switch
to TIMER position: the white ON indications, displayed on the MFD System Page
(left and right side of the “BOOTS” legend), shall become green for 5 seconds to
show the inflation cycle.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-69
NORMAL PROCEDURES
Depending on the ambient conditions the power levers should be advanced to

Flight Idle or above.
WARNING
Do not operate engine inlet de-ice boots below –40°C. No
takeoff authorized with frost, snow or ice adhering to propellers,
windshields, powerplant installation and pitot/static ports, or
with snow or ice adhering to the wings, vertical and horizontal
stabilizer or control surfaces.
NOTE
Perform Main and Fwd wing anti ice tests if ice conditions are
known or expected.
To perform the main wing anti-ice test set, on the ANTI-ICE panel, to AUTO
position the L/R MAIN WING switches and on the SYS TEST panel the
MN WG A/I mark: press momentarily the central test button.
After approximately 20 seconds both green ON indications shall be displayed on
the MFD System Page (left and right side on the “MW” legend).
Should the green ON indications appear immediately after the pushbutton has
been pressed, that would indicate a control valve failure.
The ON indications and “MW” legend flashing indicates the failure of a
temperature sensor which does not affect the proper operation of the system:
however the flight is allowed due to the redundancy of the system. Have a
maintenance check as soon as practical.
After the test switch OFF the main wing anti-ice system to exit the test mode (the
control valve closes).
To perform the forward wing anti-ice system test, select the FW WG A/I mark on
the SYS TEST panel and then turn ON the appropriate L/R FWD WING switch,
on the ANTI-ICE panel: depending on the ambient temperature, the green ON
indications could be displayed on the left and right side of the “FW” legend, on
the MFD System Page. This does not indicate that the system is working
properly, but only that the skin temperature is in the normal operating range.
Press the test button momentarily and check on the MFD System Page an
increase of power absorption of approximately 30 ÷ 40 Amp. for each de-ice
system: do not wait for the green ON indications to be displayed.

Page 4-70 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Perform the avionics system reversion tests and the Autopilot test as explained in
the following.
Display reversion powers down the failed flight display and enables a combined
PFD/MFD format to show on the remaining display.
Set PFD to power down the MFD and show the composite format on both pilot
and copilot PFDs. In this situation, in addition to the normal PFD format, Engine
Indicating System shows on top of the display and System Page is also
available.
Set MFD to power down the Pilot PFD and show the composite format on the
MFD; copilot PFD remains in the normal format. The MFD operation with PFD
reversion is identical to the PFD operation with loss the MFD.
WARNING
Take off not authorized if reversionary function fails operating.
Failure of reversionary function while in case of MFD malfunction results in a

complete loss of powerplant parameters indication.
ADC reversion allows both pilot and copilot to select an alternate source of air
data in case of an onside air data failure.
Upon selection of ADC reversion, on-side ADC data are replaced with cross-side
ADC data. ADC reversion message (on both PFDs) is ADC1 when the pilot’s
ADC is the common air data source, and ADC2 when the copilot’s ADC is the
common source.
AHC reversion allows both pilot and copilot to select an alternate Attitude/
Heading sensor in case of an on-side AHC data failure.
When the pilot side AHC is the common attitude and heading data source the
message AHC1 shows on both the PFDs. When the copilot side AHC is the
common attitude and heading data source the message AHC2 shows on both
the PFDs.
The Radio Tuning Unit/Control Display Unit reversion allows for restoring full
tuning capability of cross-side radios, in case of RTU/CDU failure, in accordance
with the selection performed. RTU or CDU selection on reversionary panel
automatically powers down the disabled unit.
The autopilot preflight and functional checks should be conducted before each
flight to assure proper operation.
NOTE
If the V-bars are in view and no FD mode is selected, to remove
V-bars out of view select and then deselect a lateral mode.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-71
NORMAL PROCEDURES
The battery switch should be on BAT, the circuit breakers checked, attitude and
heading flags out of view before accomplishing the preflight checks.
Depressing the autopilot engage button activates an internal test sequence
within the Flight Guidance System that must be completed satisfactorily before
the autopilot will engage. Unsatisfactory test will be shown by central AP red light
on the PFDs.
During ground check, depress the MSW button and verify that the autopilot and
the yaw damper disengage. Re-engage the autopilot and verify that activating
the control wheel manual electric trim switch will disengage the autopilot. Re-
engage the autopilot and verify that by re-pressing the engage button on the
Flight Guidance Panel, the autopilot will disengage. Reengage the autopilot and
verify that it will be disengaged by actuating the trim selector out of the PRI
position.
By engaging the HDG on the Flight Guidance Panel, the Flight Director
Command bars will drop into sight on the pilot's and copilot's PFD. The heading
bug should be centered below the lubber line on the PFDs. This will result in a
wings level display by the command bars. By rotating the heading marker 10° left
and right of the lubber line, the flight director will display left and right turns
accordingly. The autopilot will also follow these commands resulting in the control
wheel turning in the corresponding directions.
Autotrim checks should be accomplished by manually pulling back on the control
wheel and verifying that the trim runs automatically (approximately after 2
seconds) in the nose down direction as the autopilot attempts to relieve the load
imposed by the pilot. Pushing forward on the control wheel will result in the trim
running nose up for the same reason.
The APPR Mode checks are accomplished with the No. 1 VOR tuned to an active
VOR frequency for a station which is within receiving range. Center the lateral
deviation bar on the PFDs; engage Approach Mode; change course in order to
displace the deviation bar on right or left and confirm that the flight director
displays a turn in the direction of the course indicated by the PFDs and that the
autopilot attempts to follow the command by turning the control wheel in the
direction of the course.
Disengage the yaw damper and verify that all controls operate freely and in the
correct direction. Set the trim to the takeoff position.
CAUTION
take-off distance.

Page 4-72 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Check and set communication radios, radio navigation equipment and FMS.
Complete descriptions of activities needed in order to initialize and to operate
correctly the FMS is available in the Collins FMS 3000 Flight Management
System Operator’s Guide for the Piaggio Avanti P.180 as reported in Section 2
(page 2-24).
NOTE
The Collins Operator’s Guides are published by Collins and has
not been approved by ENAC or FAA; they have been written
Radar test should be performed rotating the selector in TEST position. Then the
system will perform an automatic test.
A possible failure is addressed with an indication of radar failure on PFD and
MFD. In this case radar system will not be operative for flight.
If test is successful set radar in ST-BY position.
Check for the absence of air data flags on the PFD and MFD display system.
In order to detect a possible dormant failure in the cabin door monitoring circuit, it
is necessary to repeat the annunciator panel test. Select the LAMP position on
the SYS TEST panel and press the test button: check that the CAB DOOR red
warning light is flashing.
Verify the CAB DOOR and the BAG DOOR lights not illuminated after releasing
the test button.
Engage the steering system to TAXI position.
Having BEFORE TAXI procedure COMPLETED release the parking breake as

required.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-73
NORMAL PROCEDURES
4.3.5 TAXIING
While taxiing, apply brakes to determine their effectiveness. Avoid excessive
brakes use to prevent overheating with possible tire deflation. Use beta range
propeller setting, if required, for reducing running speed.
NOTE
Keep brakes warm during taxi operation in snow, slush and
water conditions.
When running on a level surface, disengage the steering system and check the
airplane has no tendency to yaw left or right: a deviation tendency may reveal an
incorrect brake release.
Reengage the steering system to the TAXI position.
NOTE
NOTE
Set the power levers at IDLE for a reverse check:
move the power levers toward REVERSE and observe NG and NP increase.
While taxiing with the power levers at IDLE, exercise the propeller controls
moving the condition levers from MAX RPM to FEATHER to check the propeller
controls and the response to the governor.

Page 4-74 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.6 ENGINE RUN UP

Prior to engine run up, set the parking brake locked by pulling and turning the
handle in vertical position.
To test the propeller overspeed governors, advance condition lever to MAX RPM
and power lever to obtain 2000 RPM.
Select the momentarily PROP OVSP TEST switch alternatively to LEFT and
RIGHT: observe a drop of approximately 150 RPM and a torque rise.
Release the switch to normal position and check that the propeller speed returns
to 2000 RPM.
Check propeller governing to minimum RPM by retarding condition lever.
Proceed to autofeather system test: with the autofeather switch set to OFF
position the amber AUTOFEATHER light must be illuminated: setting the switch
to ARM position, the light must extinguish.
Advance both power levers to obtain approximately 33.6% torque.
Set the autofeather switch to TEST position and hold: both left and right
autofeather AFX green message, on the MFD Engine Indicating System display,
should appear approximately after two seconds, indicating a fully armed system.
Retard power levers individually: between 30.5% and 21.5% torque, opposite
AFX indication should extinguish and between 21.1% and 13% the AFX
indication of the engine being retarded will flash as prop cycles through feather
then, after TEST button release, should extinguish.
The difference between high torque pressure transducer and low torque pressure
transducer values shall be at least of 3.1%. This separation is required for both
the individual engine and for the two engines together (i.e. LH high torque vs. RH
low torque and vice versa).
Retard power levers simultaneously: both AFX indications should extinguish,
neither propeller feathers.
WARNING
If the autofeather system does not function in accordance with
the pre-flight test procedure, takeoff is not authorized.
After the autofeather system test has been successfully completed, set the
autofeather switch to ARM position and release the parking brake.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-75
NORMAL PROCEDURES

Check that all circuit breakers are IN and set the anticollision lights to AIR.
Select windshield heat as required by weather condition.
Set the seat belts and no smoking sign ON.
Flight instruments should be checked and set.
Weather Radar should be checked for proper operation.
NOTE
Possibility exists that signal returns become visible on the radar
map as either three separated echoes at 10, 12 and 2 o’clock
(flying over the sea surface) or a single “horse shoe” (flying over
the ground), at a distance equivalent to the airplane altitude
while looking for weather at short distance (25 NM and lower
ranges) and tilt up. Intensity of the false echoes increases with
the gain setting.
The engine indicating system should be checked.
Be sure that all warning and caution lights are not illuminated.
Transponder set as required.
Check ON the bleed air switches.
NOTE
be necessary to switch OFF both bleed air to reduce engine
ITT.
Check if the fuel pumps are to MAIN.
Check condition levers are MAX RPM.
Check Autopilot and Yaw Damper are disengaged.
Check MID position for flaps.
Check longitudinal trim properly set for takeoff according to Figure 4-2 (take off
pitch trim vs. C. G.), aileron and rudder trim in NEUTRAL position.
Check flight controls for freedom of movement.
Steering should be positioned for TAKEOFF and oil cool switches set to OFF.
Switch on the navigation and the taxi/landing lights if conditions require.
If ice conditions are known, activate the ice protection systems following the
procedure indicated in the "Operation in Icing Conditions" Paragraph.

Page 4-76 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Switch ON pitot, static ports, stall warning device and total air temperature probe
heaters.
NOTE
installed” it is recommended to set R&TAT ON before line up
and takeoff. When TAT heater is selected a total air temperature
increase may be detected on ground until the system is
stabilized after airborne. Thereafter TAT indication is valid.
CAUTION
the Flight Director
Check that the L PITOT HTR and R PITOT HTR caution lights on the annunciator
panel are off.
4.3.8 TAKEOFF
Hold the brakes and advance power lever until about 89.7% torque.
WARNING
Before applying full power, be sure the condition levers are set
to MAX RPM. Disregarding this procedure, a remarkable
increment of ground roll will result.
Check autofeather armed (green left and right AFX indications on the MFD EIS
display), release brakes, increase power up to 96.4% torque and check engine
instruments.
NOTE
Torque limit of 96.4% is the static value to be applied for takeoff
in order to obtain the normal 100% (2230 lb.ft.) at takeoff speed
for ram effect during the takeoff run.
WARNING
armed.
At low ambient temperature (below –25°C), in order to ensure that the
autofeather is armed, it is necessary to select, on the ANTI ICE panel, AUTO

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-77
NORMAL PROCEDURES
position for L/R MAIN WING and L and R position for ENG ICE VANE and OIL
COOL INTK switches.
When takeoff is completed and the autofeather system disengaged, the wing and
engine anti ice systems can be switched OFF. As the aircraft accelerates, an
increase in torque at a fixed power lever position is normal. Adjust power setting
as required to maintain engine gauges within limits.
Only if S.B. 80-0454 or 80-0425 (new NWSS) are NOT installed, disengage
steering not over 60 KIAS.
Disengage steering not over 60 KIAS. Before rotation attain a minimum airspeed
as per Figure 5-16.
Rotate approximately between 10° to 15° nose up according to the weight and,
after lift off, accelerate to and maintain an airspeed of 120 KIAS until above 50 ft.
Only if S.B. 80-0454 or 80-0425 (new NWSS) are installed, check that the
steering system automatically disengage after lift off (no mode indication on
PFD).
Below 160 KIAS switch off the taxi/landing lights, if applicable, and check LTS
DOOR OPEN green advisory indication, on the MFD System Page, is off.
Retract landing gear below 180 KIAS and flaps below 170 KIAS. Do not retract
the landing gear prematurely.
Disengage the autofeather system above 150 KIAS.
Flight Director Modes may be selected as desired by the pilot. With any lateral
mode selected, the FD SYNC switch will synchronize the pitch commands to the
attitude of the airplane at the time FD SYNC switch is released. The autopilot
may be engaged above 400 feet AGL during climb.
CAUTION
condition.
seconds.

Page 4-78 .A 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
Switch ON pitot, static ports, stall warning device and total air temperature probe
heaters.
NOTE
installed” it is recommended to set R&TAT ON before line up
and takeoff. When TAT heater is selected a total air temperature
increase may be detected on ground until the system is
stabilized after airborne. Thereafter TAT indication is valid.
CAUTION
the Flight Director
Check that the L PITOT HTR and R PITOT HTR caution lights on the annunciator
panel are off.
4.3.8 TAKEOFF
WARNING
instruments.
NOTE
WARNING
armed.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-77
NORMAL PROCEDURES
COOL INTK switches.
as per Figure 5-16.
PFD).
CAUTION
condition.
seconds.

Page 4-78 .B 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.9 CLIMB
Set climb power and maintain the climbing speed in accordance with the
performance information presented in Section 5 of this AFM.
NOTE
Following take off and climb in heavy rain conditions, monitor
IAS and cross-check pilot and co-pilot data. If any increasing
difference between pilot and copilot IAS is noted, and the IAS
displayed on the co-pilot PFD (latched to the right ADC) is the
same as on the Stand-By instrument, water/ice contamination
may have been occurred. In this case refer to emergency
procedures in Sect. 3 (IAS COMPARATOR FLAG).
After takeoff, the seat belt and no smoking sign may be turned OFF as required.
Engage the synchrophaser system by setting the SYNCPH switch, on the
Engine/Propeller panel, to SYNCPH position.
NOTE
Whenever the synchrophaser system is to be engaged, at the
maximum propeller RPM, the condition levers must be retarded
to a position corresponding to about 1980 RPM in order to
maintain 2000 RPM.
Check cabin pressurization.

Set the Cooling main control switch to FAN or COOL position if desired.
NOTE
During flight, when the Cooling System is used the Heating
System should also be ON in order to guarantee adequate
pressurization and ventilation.
Set the windshield heat control switches to the LO or, if necessary, the HI
position.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-79
NORMAL PROCEDURES
4.3.10 CRUISE
Select cruise power and speed in accordance with the performance information
presented in Section 5 of this AFM.
NOTE
Following take off and climb in heavy rain conditions, monitor
IAS and cross-check pilot and co-pilot data. If any increasing
difference between pilot and copilot IAS is noted, and the IAS
displayed on the co-pilot PFD (latched to the right ADC) is the
same as on the Stand-By instrument, water/ice contamination
may have been occurred. In this case refer to emergency
procedures in Sect. 3 (IAS COMPARATOR FLAG).
Check the indications on the MFD Engine Indicating System display and monitor
fuel quantity during flight: if necessary use crossfeed. To operate in crossfeed,
turn the CROSSFEED knob horizontal and then switch OFF the fuel pump of the
engine located on the same side as the wing tank with less fuel quantity.
Check pressurization and set cabin comfort controls as desired.
When cruising at 1000 feet AGL or above, the autopilot may be engaged if the
airplane is trimmed, roll attitude is less than 45 deg and pitch attitude is less than
+25 deg, pitch up, and -18 deg, pitch down, approximately. The existing pitch and
roll attitudes will be maintained until lateral and vertical modes are selected. The
heading bug should be aligned with the airplane heading or desired heading prior
to selecting HDG Mode. The navigation radio should be tuned and the course
arrow set to the desired VOR radial before selecting NAV.
Turning the altitude preselector knob always arms the ALTS mode. Before
engaging FLC or VS select the desired altitude on the preselector, otherwise the
mode will not engage.
FLC, VS may be used during climbout to maintain the desired vertical profile. The
vertical trim switch may be used in Pitch Hold, FLC or VS to modify the climb
profile.
When using ALTS, the autopilot will automatically capture the preselected
altitude for level off. If another vertical mode is used for the climb and ALT is to be
selected at the desired level off altitude, the best autopilot performance will be
obtained by reducing the airplane's vertical speed to approximately 500 feet per
minute before engaging ALT. Using the FLC, VS, DSC mode will automatically
arm the ALTS mode, when the altitude indicated in the preselector is different
from the airplane altitude.
To establish the airplane on a desired VOR radial, perform the following:

Page 4-80 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
a. Tune the navigation receiver to the desired VOR frequency.

b. Set the course arrow on the PFD to the desired VOR radial.
c. Set the heading bug on the PFD to the desired intercept heading.
d. Press the NAV button on the Flight Guidance Panel. The HDG and NAV
annunciators will light, indicating that the system is still in the heading mode
and is armed for VOR radial capture.
With the above procedure completed, the flight guidance system maneuvers the
airplane to fly the selected heading to the point of beam capture. At beam
capture, the HDG and ARM annunciators extinguish and smooth turn and rollout
on the VOR radial is initiated.
For optimum performance, conduct VOR intercepts at angles less than 60°.
After capture of the selected VOR radial, the system provides automatic
crosswind correction for proper tracking of the radial. Bank angles are limited to ±
10° in the NAV mode.
When passing a VOR station, DR (Dead Reckoning) will be annunciated as the
autopilot calculates the proper heading to fly to assure smooth station passage.
Outbound course change may be commanded when overflying the VOR station if
the course change is ± 30° or less. Set the course arrow to the new outbound
radial at the time the to-from arrow changes from inbound to outbound. The flight
guidance system will maneuver the airplane to attain the new selected course,
and station passage will be as described above.
To place the airplane directly on a VOR radial, select the NAV mode after the
course indicator deviation bar indicates the width of one deviation bar or less.
The FGS will begin to track the center of the beam.
FLC, VS may be used during descent to maintain the desired vertical profile. The
pitch wheel may be used in Pitch Hold, FLC or VS to modify the descent profile.
4.3.11 DESCENT
Set the windshield heat as required.
Shortly after letdown is initiated turn the knob labeled A on the CABIN PRESS
panel to read the pressure altitude of the landing field and, with the knob B set
the QNH. PIP mark on knob R allows a cabin rate of not less than 300 ft/min. A
higher setting should be selected for rapid descents so that the aircraft altitude
does not catch up with cabin altitude.
Check pressurization and set cabin comfort controls as desired.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-81
NORMAL PROCEDURES
4.3.12 APPROACH (FOR NON-PRECISION OR ILS CAT I APPROACHES)

a. ILS Approaches
The localizer and glide slope are captured automatically on an ILS front-course
approach. The localizer must be captured before glide slope capture can occur.
The localizer is always captured from a selected heading, but the glide slope may
be captured from any of the vertical modes. Perform a front-course approach as
follows:
For optimum autopilot performance, limit localizer intercepts to angles less than
60° and airspeed below 200 KIAS. Plan the approach to intercept the localizer 5
to 10 NM outside the outer marker or final approach fix.
1. Tune the navigation receiver to the ILS frequency and set the course
arrow to the published inbound course.
2. Set the heading bug to the desired intercept heading, and select HDG on
the Flight Guidance Panel. Any vertical mode may be selected during
localizer intercept.
3. Select APPR on the Flight Guidance Panel to arm the system for
automatic localizer and glide slope capture. The HDG green annunciator
and APPR LOC white annunciator illuminate to verify that proper
switching has occurred.
4. As the airplane nears the center of the localizer, the HDG annunciator
extinguish, the APPR LOC annunciator illuminates green, and the
localizer course is captured. When localizer capture occurs, the GS and
ALTS white annunciators illuminate to verify that the system is armed for
glide slope capture.
NOTE
As soon as localizer capture occurs (APPR LOC green
annunciations ON), the published missed approach heading
may be set on the PFD's heading bug.
5. Before glide slope capture, the system remains in any vertical mode
selected on the Flight Guidance Panel. When the glide slope is captured,
the ALTS annunciator extinguishes and the GS annunciator illuminates
green. Any selected vertical mode automatically disengages at GS
capture. All steering commands (lateral and vertical) are to maintain the
center of the localizer and glide slope.
6. Lateral and vertical slew switch has no effect after glideslope and localizer
capture.

Page 4-82 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
b. VOR Approaches
VOR approaches are accomplished in the same manner as ILS front course
approaches except no glide slope signals are available.
NOTE
VOR approaches must be conducted in APPR mode.
1. Tune No. 1 NAV to proper VOR or VORTAC frequency.

2. Set course pointer to published inbound course.
3. Set heading bug to desired intercept angle and select the HDG mode;
HDG green annunciator comes ON. For optimum performance, limit VOR
intercepts to angles less than 60° and speeds at or below 200 KIAS.
4. Select APPR on the Flight Guidance Panel to arm the system for
automatic VOR capture. The APPR VOR annunciator illuminates white to
verify that proper switching has occurred.
5. As the airplane nears the center of the selected radial, the HDG green
annunciator extinguish and the APPR VOR annunciator illuminates green
as the autopilot intercepts the selected course.
6. Adjust the pitch wheel as desired, to descend in accordance with
published instructions.
7. Go-Around and landing procedures are the same as for an ILS approach.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-83
NORMAL PROCEDURES
c. Vectored Approaches
When a radar vectored approach is required, the pilot may use the flight control
system to maintain the vector headings and altitudes. To fly a radar-vectored
approach, first set the heading bug under the lubber line, then select HDG on the
Flight Guidance Panel. Maintain the vector heading received from approach
control by setting the heading bug to the appropriate heading. The course arrow
may be set to the runway heading being approached to provide a visual
reference of runway position in relation to the aircraft heading. The desired
vertical mode may be utilized to follow vertical commands during vectoring.

Page 4-84 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.13 BEFORE LANDING

Switch ON the seat belts and no smoking signs.
Turn OFF the synchrophaser system.
Set the condition levers to MAX RPM.
At speed below 180 KIAS, lower the landing gear and check for three green
lights.
Moreover, if S.B. 80-0454 or 80-0425 (new NWSS) are installed, check that
steering system is automatically armed (STEER T-O message on PFD).
NOTE
S.B. 80-0454 or 80-0425 (new NWSS): When armed, steering
will automatically engage in TAKEOFF mode at touch down.
Extend flaps as required and check, at the end of the maneuver, the SYNC
LIGHT OFF; the maximum speed for flaps extension is 170 KIAS for the MID
position and 150 KIAS for full flap.
ARM autofeather below 150 KIAS. Check amber AUTOFEATHER annunciator
panel light is off. Switch ON landing light if required below 160 KIAS.
CAUTION
For more information about airplane operation in icing conditions consult

Paragraph 4.3.21 of this Section.
Autopilot and yaw damper and steering must be OFF for landing.
Compare cabin altitude with aircraft altitude. If necessary, depressurize cabin
with the DUMP switch before landing; aircraft is not approved for landing when
pressurized.
NOTE
Demonstrated crosswind component for landing is 25 KIAS.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-85
NORMAL PROCEDURES
4.3.14 LANDING
Prior to reaching 50 ft above landing surface verify that the gear and flaps are
down.
Assume an approach speed as per Figure 5-69 at Section 5.
CAUTION
Only if S.B. 80-0454 or 80-0425 (new NWSS) are NOT
installed, steering engagement during landing is prohibited.
The landing distance with flaps MID (Figure 5-73) must be increased
approximately by 10% if reverse thrust is not applied or by 5% if reverse thrust is
applied.
Use power as required and reduce during the flare, check condition lever for
MAX RPM.
After touch down use brakes and reverse as required.
Engage reverse thrust below 1900 prop RPM, or 5% drop from the set value, and
disengage when the speed has decreased to: 40 KIAS, in order to avoid
damages to the propellers and, particularly if S.B. 80-0286 or Mod. 80-0932 is
NOT installed, in order to avoid transmission of rudder induced oscillations to the
pedals.
NOTE
reverse power.
When landing at light weights, use caution when applying brakes, as excessive
pedal pressure will result in skidding the tires with a resultant loss in braking
effectiveness.
When landing is completed and reverse has been disengaged retard the
condition levers to GROUND IDLE.
Engage Steering in TAKE OFF mode (if necessary).
NOTE
If “TAT heater inhibition on-ground” change (ref. para 4.0) is NOT installed, a total
air temperature increase may be detected until the TAT heater is turned off.

Page 4-86 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.15 GO AROUND
Execute a Go-Around by the following procedure:
1. Press the GA button on the left power lever while increasing power to the
balked landing climb power setting (Refer to Section 5 of this AFM).
The GA mode can be selected only from the APPR mode; if the autopilot is
engaged, the GA mode will maneuver the aircraft to an approximately 8°
nose up pitch attitude.
The APPR Mode is canceled, GA green indications will come ON and
steering commands are provided for a wings level, fixed 8° pitch-up.
Selecting a lateral or vertical mode cancels the Go-Around mode. The pitch
attitude will remain at that used for Go-Around until changed with the
selection of a vertical mode.
2. After airplane cleanup, Go-Around power settings and airspeed are

established, select the HDG or NAV mode on the Flight Guidance Panel to
fly the missed approach procedure.

In a balked landing situation, apply takeoff power, maintain torque and engine
temperature within allowable limits.
Maintain an airspeed of 115 KIAS.
CAUTION
be performed with flaps MID.
The balked landing speed, in icing conditions, with flaps MID is 130 KIAS.

After climb is established, accelerate the airplane then retract the flaps to MID
(below 150 KIAS), retract the landing gear, switch off the landing lights (below
160 KIAS) then retract flap to UP position (below 170 KIAS).
Accelerate to and maintain a speed of 160 KIAS.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-87
NORMAL PROCEDURES
4.3.17 AFTER LANDING

When clear of active runway, set the power levers to IDLE and, if necessary,
select the steering to TAXI.
NOTE
NOTE
Retract the flap.
Turn the radar equipment OFF as well as the transponder and ice protection
equipments (if applicable).
NOTE
Following operations in heavy rain or snow or icing conditions,
or when water ingestion may have occurred, keep the LH and
RH pitot heaters ON after landing, with the aircraft steady on
ground.
Anticollision light should be turned to GROUND and the taxi light should be
switched on if required.
Switch OFF the autofeather.
Verify cabin altitude equals landing field elevation.
In the event of landing with severe brake use an adequate brakes cooling time is
required before a successive takeoff.

Page 4-88 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.18 SHUTDOWN
After the airplane is taxied to a stop, set the parking brakes: they should not be
set if they are very hot or if the ambient temperature is below freezing and the
brakes are wet.
Switch OFF avionic equipment.
CAUTION
Failure to select avionics power switches to the OFF position
during the engine shutdown may result in equipment failure.
Switch OFF Pitot HTR L & STALL and R & TAT
Switch OFF EPU and bleed air.
Check power levers at IDLE and condition levers at GROUND IDLE.
NOTE
Allow the engine to stabilize for a minimum of two minutes at
minimum obtainable ITT.
During the shutdown ensure that the compressor decelerates
freely.
Switch OFF the hydraulic pump and pull the condition levers to CUT OFF.
Set fuel pump, all electrical and battery switches to OFF.
WARNING
If there is an evidence of fire within the engine after shutdown,
proceed immediately as described under "Engine Dry Run
(Motoring)" Procedure.
NOTE
If OAT > 30°C perform 30 sec. motoring as per “ENGINE DRY
RUN” Procedure.
CAUTION
The passenger door may be opened 10 seconds after the
passenger upper door handle has been rotated to OPEN
position.
Rotate the upper door handle to OPEN position, wait that the door seal has
deflated (about 10 seconds, i.e. until external/internal background passes
through the frame/door gap), push/pull the upper door open and relocate the
handle to STOW position. Pull the safety pin from the lower handle and rotate the
handle to OPEN position. Pull and hold firmly the cable handle knob, then lower
gently the lower door.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-89
NORMAL PROCEDURES
4.3.19 AFTER SHUTDOWN

The engine oil level must be checked daily according to Maintenance procedure.
NOTE
Perform the engine oil level check within 30 minutes after
engine shutdown. Ideal interval is 15 to 20 minutes.
After the last flight of the day, cleaning of the propellers blades is recommended
to remove engine exhaust residue. Refer to Section 3 of Pilot’s Operating
Handbook, para 3.4.5 “Propeller Service” for instructions and allowed solvent/
cleaner list.
Before leaving the airplane, install the control locks, lock the emergency exit by
installing the handle lock pin, place the wheel chocks, install the covers on the
pitot tubes, engine and oil cooler intakes and exhaust ducts.
CAUTION
If Pitot probes, Static ports and TAT/AOA sensors have been
heated, be sure that such equipment have cooled down before
installing covers.
NOTE
Do not install covers on a warm engine.
Attach propeller restrainers to prevent windmilling and, if necessary, install tie-

down ropes.
NOTE
If the airplane is supposed to be parked for more than 2 days
unplug the battery clamp from the battery in the baggage
compartment.
CAUTION
Following suspected water contamination, have both pitot lines
cleaned and drained at the earliest opportunity.

Page 4-90 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
AFTER TRANSITION ALTITUDE

Set the correct value of pressure referenced in the PFD1 and PFD2 and the
Standby Instrument.
IF MORE THAN 20 NM FROM THE ILS STATION

Set the DH (on both the PFD control panels) and Test the Radio Altimeter not
earlier than 5 min. before initiating the approach phase. The test will be
performed on the copilot's station as previously described in "BEFORE TAXI". As
the test feature is inhibited while the autopilot is engaged, disengaging the
autopilot is required before starting the test. The Autopilot can be momentarily
disengaged by depressing and holding the FD SYNC button on the control
wheel, or, if preferred, by pressing the MSW button on the control wheel. After
the Radio Altimeter test has been completed, reengage the Autopilot by pushing
the AP engage switch on the Flight Control Panel or releasing the FD SYNC.
IF 20 NM OR LESS FROM THE ILS STATION

Select the APPR Mode and adjust the condition levers to obtain 2000 RPM.
NOTE
Any erroneous autopilot lateral mode selection other than
APPR will not switch ON or will switch OFF CAT II approach
monitoring green light and will not activate the "loss of
approach" warning tone.
Verify CAT II indication by checking the CAT II green light ON on either the pilot's
and copilot's PFD. The Radio Altimeter is set to operate up to 2500 ft: if the
airplane is flying above 2500 ft, the CAT II annunciator, when pushed, will be in
the AMBER condition. Check the CAT II AMBER light comes off and the GREEN
light comes on, when the airplane reaches an altitude equal to or below 2500 ft.
NOTE
Glide Slope must be captured above 1500 ft.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-91
NORMAL PROCEDURES
FROM 300 FEET AND BELOW

Maintain established approach airspeed and monitor instruments until the
airplane touches down.
Call out Radio Altimeter read-outs as follows.
300 - 200 - 150 - DH - 50 - 30
When the airplane reaches the decision height, a MIN (minimum altitude
annunciation) inscription appears close to the GS box on both the pilot’s and
copilot’s PFDs.
Decide if landing the airplane or performing a go around.
If the decision to land has been taken, disengage the Autopilot at an altitude not
less than the DH (100 ft) and manually land the airplane.
IF GO AROUND IS DECIDED
In go around situation, press the GA button on the left power lever while
increasing power to the bulked landing climb power setting (refer to Section 5 for
power setting and to Paragraph 4.3.15 for further information on autopilot go
around). Maintain torque and engine temperature within allowable limits.
Maintain an airspeed of 120 KIAS (minimum).
CAUTION
speed is 130 KIAS.
For more information about airplane operation in icing conditions refer to

Paragraph 4.2.21 of this AFM.
After climb is established, accelerate the airplane than retract the flap to MID
(below 150 KIAS), retract the landing gear, then retract the flap to UP (below 170
KIAS). Accelerate to and maintain a speed of 160 KIAS.

Page 4-92 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES

If icing conditions are encountered (amber ICE caution lights illuminated for 5
seconds), set to L and R position the ENG ICE VANE and OIL COOLER INTK
switches and to AUTO position the BOOTS DE ICE switch.
After approximately 30 seconds the “ENG” and “OIL” white ON indications, on
the MFD System Page, will become green and an engine torque drop will be
observed; after few minutes from the actuation, depending on the severity of the
ice encounters, the “BOOT” white ON indications will become green during the
inflation cycle.
WARNING
Do not operate the engine de-ice boots below – 40°C.
NOTE
The surface ice protection systems must be activated
approximately 30 seconds after the actuation of engine ice
protection systems to avoid a quick increase of engine ITT.
Set the L and R MAIN WING switches to the AUTO position: the “MW” white ON
indications will become green approximately 30 seconds after the actuation: an
engine torque drop is normal.
CAUTION
The MANUAL mode of operation of the main wing anti-ice
system must be selected only in case of failure of the AUTO
mode to avoid a possible leading edge skin overtemperature.
Set the FWD WING switches to L and R positions and operate the windshield
heater. Check that both WSHLD HEAT PRI and SEC switches are set to the LO
position or move to the HI position if the heating is inadequate.
Maintain the propeller speed (NP) at 2000 RPM.
Correct operation of the surfaces and engines anti-ice systems can be checked
observing the corresponding advisory indications on the MFD System Page,
Anti-Ice System status display.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-93
NORMAL PROCEDURES
NOTE
a. During descent, or in cruise at low power settings and/or low
ambient temperatures, the “MW” and “OIL” ON indications
may remain white, indicating that the temperature of the
heating air is below the reference value.
b. During cruise at 25000 feet or higher altitudes and low power
settings, the cabin altitude may increase.
In both cases an increase of power may restore the normal
conditions.
The P.180 AVANTI airplane is certified for flight in the icing conditions defined by
the Appendix "C" to FAR 25. Nevertheless, icing conditions exceeding the
capabilities of the anti-icing and de-icing systems (defined as "severe" by the
Aviation Weather Services) may be encountered. For this reason, the pilot should
avoid such severe ice conditions and should exit the icing cloud if an abnormal
accretion rate is recognized (visually or by means of the ice detector).
In addition, as freezing rain conditions have not been tested but only evaluated
by analysis, freezing rain encounters should be avoided and, in any case, flight in
these conditions should be limited to short periods of time.
Some handling and performance changes can be experienced with ice build up
on unprotected parts and run-back ice on forward and main wings.
The most noticeable characteristics are a mild continuous airframe buffet and a
significant increase in power required to maintain a specific cruise speed.
Stall speeds should increase with ice accumulation: with an ice build-up
corresponding to sustained ice accretion (3 inches approximately on the main
wing tips), the increment will be approximately 6% for all flap setting: however
stall warning margins remain adequate.
The power loss associated with the operation of the ice protection systems
depends on speed, altitude and temperature and could reach 20%
approximately: however the pilot may reset the power without exceeding the ITT
(red line) or torque limits.
Exiting icing conditions, deactivate anti/de-ice systems and check on PFD or
MFD system page advisory indications OFF.

Page 4-94 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
CLIMB PERFORMANCE
If the power cannot be reset and if the ice accretion on the unprotected parts
corresponds to one inch approximately on the main wing tips, the following may
result:
a. the normal two engines rate of climb (Figure 5-26) will be reduced by 800 ft/
min. at sea level and 1800 ft/min. at 20000 feet and the ceiling will be
approximately 27000 feet.
b. the normal one engine inoperative rate of climb (Figure 5-32) will be reduced
by 500 ft/min. at sea level and 700 ft/min. at 10000 feet and the ceiling will be
LANDING PERFORMANCE.
WARNING
The icing limitation requiring flaps in MID position for landing is
necessary since landing with flaps DN, with heavy residual ice
accumulation, may result in a decrease of longitudinal stability
or limited trim capability if the C.G. position is, respectively, fully
aft or forward.
The balked landing climbing speed, with flaps in MID position is 130 KIAS: if the
power cannot be reset and if the ice accretion on the unprotected parts
corresponds to three inches approximately on the main wing tips, the balked
landing rate of climb with flaps in MID position (Figure 5-72) will be reduced by
900 ft/min. maximum.
The approach speed, as compared with the flaps MID approach speed (Figure 5-
73), must be increased by 6 KIAS. The landing distance with flaps in MID position
will be increased approximately by 10%.
NOTE
For other information on performance in icing conditions consult
the Section 5 (Performance) of this AFM.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-95
NORMAL PROCEDURES
4.3.22 COLD WEATHER OPERATION

NOTE
Operation of the airplane has been demonstrated after
prolonged exposure to a ground ambient temperature of –30°C
(with takeoff at –24°C): this was the minimum value achieved
during cold weather testing, and is not considered limiting.
Other information related to cold weather operation are reported
under “Operation on Contaminated Runways” paragraph which
follows.
PREFLIGHT
Check the brakes and tires to the ground contact for freeze lock-up. Anti-ice
solutions may be used on the brakes or tires if freeze-up occurs. No anti-ice
solution which contains a lubricant, such as oil, should be used on the brakes. It
will decrease the effectiveness of the brake friction areas.
In addition to the normal preflight exterior inspection, special attention should be
given to all vents, openings, control surfaces, hinge points, and wing, tail, and
fuselage surfaces for accumulation of ice or snow. Removal of these
accumulations is necessary prior to takeoff. Snow and ice on an airplane will
seriously affect its performance. The wing contour may be sufficiently altered by
the ice and snow that its lift qualities are seriously impaired. Snow may be
removed with a soft brush or mop. Chipping or mechanical removal of frozen
deposits is not recommended. The use of glycol based deicing fluids is
recommended. Material conforming to MIL-A-8243, Anti-Icing and Deicing-
Defrosting Fluids, are acceptable.
More information about the use of these fluids can be found in the Chapter 12 of
the P.180 AVANTI Maintenance Manual.
Inspect the propeller blades and hubs for ice and snow: the propellers should be
turned by hand, in the direction of normal rotation, to be sure they are free to
rotate prior to starting the engines.
Operation of some equipments installed in the cockpit (as, for example, digital
data instrumentation, stall warning computer, etc.) may be sluggish at very low
temperature (typically after a cold soak).
For this reason, it is recommended to perform the various preflight tests and
checks, and to takeoff after approximately fifteen minutes from the environmental
control system actuation.

Page 4-96 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
NOTE
For low temperatures the MFD may experience a delay in
displaying information including engine parameters indications.
Few minutes could be required to the internal heaters to raise
the MFD internal temperature to its operating value.
Wait until engines parameters indications are visible on the
display before commencing engine start procedure.
NOTE
Even if the battery installed in the airplane (nickel-cadmium,
sintered plate type) gives excellent performance over a wide
temperature range, in order to prevent a heavy discharge and to
increase the battery life time, it is recommended to use a
ground power unit, to start the engines, if the ambient
temperature is lower than –15°C.
To facilitate the engine start, at 13% NG advance the condition lever to the flight
idle position, as long as necessary, monitoring the ITT during engine run up.
NOTE
During the engine start, the oil pressure may increase at a rate
slower than normal.
After engine start, exercise the propellers through low and high pitch, beta range,
ground fine range, and into reverse range to flush any congealed oil through the
system.
TAKEOFF
WARNING
If ambient temperature is below –25°C it is necessary to
armed. When the takeoff is completed and the autofeather
disengaged, the ice protection can be switched off.
The micro switch which enables the operation of the autofeather, has a fixed
position relative to the power lever, and, for the same lever setting, the power
delivered by the engine is much more at low temperature that at high
temperature.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-97
NORMAL PROCEDURES
For this reason, during takeoff at low temperature, it will be necessary to operate
the main wing anti-ice and the engine ice vane systems to be sure that the
autofeather is armed.
If encountering any visible moisture during takeoff, the engine anti-ice should be
turned on to preclude the possibility of ice going into the engine air inlet.
AFTER SHUTDOWN
If the airplane is expected to be soaked at temperatures below freezing remove
water and other freezable liquids from the airplane.
4.3.23 VSSE - INTENTIONAL ONE ENGINE OPERATIVE SPEED
VSSE is a speed selected by the aircraft manufacturer for training pilots in the
handling of multi-engine aircraft. It is the minimum speed for intentionally
rendering one engine inoperative in flight. This speed provides the margin the
manufacturer recommends for use when intentionally performing engine
inoperative maneuvers during training.
Condition levers are to be set to MAX RPM and the power lever of the simulated
inoperative engine near the IDLE position: this setting approximate zero thrust at
low altitude and at VSSE speed.
The intentional one engine inoperative speed, VSSE, is 140 KIAS.

Page 4-98 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.24 VMCA - AIR MINIMUM CONTROL SPEED
VMCA is the minimum flight speed at which a twin-engine airplane is directionally

controllable as determined in accordance with the EASA/FAA Certification
Regulations. Airplane certification conditions include one engine inoperative and
propeller windmilling; not more than a 5° bank toward the operative engine;
landing gear up; flaps in takeoff position and most rearward center of gravity.
VMCA has been determined to be 100 KIAS with the propeller feathered and 128
KIAS with propeller windmilling.
The demonstration and all intentional one engine operations shall be performed
at a safe altitude of at least 7000 feet above the ground in clear air only.
The recommended procedure for VMCA demonstration is to reduce the power
approximately to idle and set the condition lever to MAX RPM on the simulated
inoperative engine at or above the intentional one engine inoperative speed,
VSSE.
Slow down at a rate of approximately one knot per second until the VMCA, or stall
warning is obtained.
CAUTION
Use rudder to maintain directional control and ailerons to
maintain 5° bank toward the operative engine. At the first sign of
either VMCA (inability to maintain heading or lateral attitude) or
stall warning (aerodynamic stall buffet or stall warning horn
sound) immediately initiate recovery: reduce power to idle on
the operative engine and lower the nose to regain airspeed.
As recovery ability is gained with practice, the starting speed may be lowered in
small increments until the feel of the airplane in emergency condition is well
known. It should be noted that as the speed is reduced, directional control
becomes more difficult.
Under no circumstances should a VMCA demonstration be attempted at a speed
lower than 128 KIAS with propeller windmilling or 100 KIAS with propeller
feathered.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-99
NORMAL PROCEDURES
4.3.25 STALL CHARACTERISTICS

Power off stall in all configurations, weights and centers of gravity are
characterized by the reaching of minimum speed with full back control, before an
aerodynamic stall with slight pitch down developing; a moderate buffet develops
about 15 kts above stalling speed in clean configuration, and 10 kts above stall
speed for T.O. and landing configurations.
At minimum speed full aircraft control on all axes can be maintained, and
recovery can be performed releasing nose up pull on longitudinal control.
Altitude loss is no more than 1000 ft for a normal recovery with power application
when 1.2 VS is reached.
Immediate power application is possible, allowing a reduction of altitude loss.
Power on stalls are characterized by extreme nose high pitch attitudes (over 30°)
but handling is in other respects similar to the power off condition.
Stall is again defined by a minimum speed condition with full back longitudinal
control, with the aircraft fully controllable on all 3 axes, and recovery can be
promptly obtained by a release of control pull.
Altitude loss can be contained to no more than 500 ft with a normal recovery
action.
Single engine stalls are characterized by the same warning of two engine stalls.
Full control of the aircraft can be achieved without reducing power on the
operative engine.
Altitude loss is no more than 600 ft.

Page 4-100 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.26 ROUGH AIR OPERATION

The Rough Air Penetration Speed has been selected in order to reduce the
stresses to which the airplane is subjected by turbulent air, still providing a safe
airspeed margin above stalling as a result of turbulence.
In condition of extreme turbulence, slow the airplane to Rough Air Penetration
Speed of 195 KIAS at or below 25000 ft.
At higher altitudes decrease this speed 5 KIAS for each 5000 ft above 25000 ft.
A linear variation may be used for altitudes between 25000 ft and 41000 ft.
Fly attitude (do not change trim) and avoid abrupt maneuvers.
Turn ON the FASTEN SEAT BELT sign as a precaution against buffeting and
lurching.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-101
NORMAL PROCEDURES
4.3.27 OXYGEN SYSTEM

Should the need arise for oxygen to be employed, the pilot and copilot masks are
stowed in a recess on the left and right side of oxygen panel and the passenger
masks are stored in the overhead panels. The crew need only to don their masks
to start breathing oxygen. As required, the crew can select normal (N) (diluted
oxygen) or 100% oxygen on the mask-mounted regulator. The presence of the
green pellet in the flow indicator on each mask hose indicates that oxygen is
flowing through the mask.
When the cabin altitude exceeds approximately 14,000 feet, the passenger
oxygen masks will automatically deploy from the overhead panels when the
selector on the left side panel is set to AUTO NORMAL position. The passengers
must PULL the lanyards attached to their masks to start the flow of oxygen.
Inflation of the small green compartment built into the oxygen accumulator bag
on the passenger masks indicates oxygen flow.
Occupants should don the masks, checking the flow indicator frequently. The
pilot should monitor the oxygen pressure gauge to determine oxygen supply and
consumption.
Passenger masks may be manually deployed by the pilot at any time by selecting
the MANUAL MASK RELEASE position.
WARNING
Certain petroleum base substances (mustache wax, lipstick,
etc.) are combustible in the presence of 100% oxygen. Donning
mask set at 100% oxygen could cause burns to areas where
petroleum base substances have been applied.
If the 40 cu. ft. (1.13 m3) oxygen cylinder has a pressure of 1850 psi (12.76 MPa)
at 70°F (21°C) when the use of oxygen is begun, oxygen will be available as
listed in the following Tables.
In Table 1 and 2, the duration has been calculated with the 1850 psig
(12.76 MPa) cylinder (charged) discharging to 250 psig (1.72 MPa) (empty)
considering that the occupants masks are in operation at the different cabin
altitudes.
The cylinder pressure read on the cockpit gauge indicates that there is still a 10
minutes oxygen duration before the cylinder is fully empty.

Page 4-102 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
OXYGEN DURATION - TABLE 1

FAR 91 REQUIREMENTS
CREW: 1
CABIN ALTITUDE NUMBER OF PASSENGER
(FT.) 0 1 2 3 4 5 6 7 8 9
15000 DURATION 384 102 59 41 32 26 22 19 16 15
CYL. PRESS 295 410 525 640 755 870 980 1090 1212 1325
25000 DURATION 195 83 52 38 30 25 21 18 16 15
CYL. PRESS 335 450 560 670 780 890 1000 1110 1220 1335
35000 DURATION 297 99 60 43 33 27 23 20 17 16
CYL. PRESS 310 412 520 630 735 840 950 1055 1160 1270
40000 DURATION 417 111 64 45 35 28 24 21 18 16
CYL. PRESS 290 400 500 610 715 815 920 1028 1130 1240

CREW: 2
(FT.) 0 1 2 3 4 5 6 7 8 9
15000 DURATION 192 81 51 37 29 24 21 18 16 14
CYL. PRESS 335 450 565 680 795 910 1025 1240 1255 1370
25000 DURATION 97 58 41 32 26 22 19 17 15 14
CYL. PRESS 415 525 640 750 860 972 1080 1195 1300 1415
35000 DURATION 148 74 50 37 30 25 21 19 16 15
CYL. PRESS 360 470 575 680 790 895 1000 1108 1215 1330
40000 DURATION 208 88 56 41 32 26 22 20 17 16
CYL. PRESS 330 430 540 645 750 855 960 1065 1170 1275
DURATION (min.):1850 psig. (12.76 MPa) charged cylinder discharging to 250

psig. (1.72 MPa) at 70°F (21°C).
CYL. PRESS (psi):pressure required to have an oxygen supply of 10 minutes
duration.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-103
NORMAL PROCEDURES
The following Table 3 shows the oxygen duration for flight over 35000 ft. with a
single pilot at the aircraft controls (FAR 91 requirements).
In this case only one crew mask is in operation. An oxygen reserve of ten
minutes duration has been considered.
The cylinder pressure is the pressure read on the cockpit gauge assuring the
above reserve necessary to descend from flight altitude to 12500 ft. with different
number of passengers. Passenger masks are in operation only during the
descent.

OXYGEN DURATION FOR FLIGHT OVER 35000 FT.
PRESSURIZED CABIN
SINGLE PILOT
ONE CREW MASK DISPENSING
NUMBER OF OXYGEN DURATION CYL. PRESS.
PASSENGERS Minutes FOR 10 MIN.
0 323 300
1 300 415
2 276 530
3 251 645
4 228 760
5 204 875
6 180 985
7 156 1100
8 132 1215
9 108 1330
DURATION (min.):calculated considering a supplemental oxygen reserve of 10

minutes.
CYL. PRESS (psi):pressure assuring an oxygen reserve of 10 minutes.
NOTE
Crew oxygen durations are based on NORMAL (N) oxygen
setting on mask-mounted regulator.

Page 4-104 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
When 50 cu.ft (1,41 m3) oxygen bottle (increased capacity as per Mod. 80-1295)
or related S.B. is installed, refer to the following duration Tables:
OXYGEN DURATION FOR 50 CU.FT BOTTLE - TABLE 1

FAR 91 REQUIREMENTS
CREW: 1
(FT.) 0 1 2 3 4 5 6 7 8 9
15000 DURATION 480 127 73 51 40 32 27 23 20 18
CYL. PRESS 236 328 420 512 604 696 784 872 970 1060
25000 DURATION 244 103 65 47 37 31 26 22 20 18
CYL. PRESS 268 360 448 536 624 712 800 888 976 1068
35000 DURATION 371 123 75 53 41 33 28 25 21 20
CYL. PRESS 248 330 416 504 588 672 760 844 928 1016
40000 DURATION 522 139 80 56 43 35 30 26 22 20
CYL. PRESS 232 320 400 488 572 652 736 823 904 992

CREW: 2
(FT.) 0 1 2 3 4 5 6 7 8 9
15000 DURATION 240 101 63 46 36 30 26 22 20 17
CYL. PRESS 268 360 452 544 636 728 820 992 1004 1096
25000 DURATION 121 72 51 40 32 27 23 21 18 17
CYL. PRESS 332 500 512 600 688 778 864 596 1040 1132
35000 DURATION 185 92 62 46 37 31 26 23 20 18
CYL. PRESS 288 376 460 544 632 716 800 886 972 1064
40000 DURATION 260 110 70 51 40 32 27 25 21 20
CYL. PRESS 264 344 432 416 600 684 768 852 936 1020
DURATION (min.):1850 psig. (12.76 MPa) charged cylinder discharging to 250

psig. (1.72 MPa) at 70°F (21°C).
CYL. PRESS (psi):pressure required to have an oxygen supply of 10 minutes
duration.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-105
NORMAL PROCEDURES

OXYGEN DURATION FOR FLIGHT OVER 35000 FT.
PRESSURIZED CABIN
SINGLE PILOT
ONE CREW MASK DISPENSING
NUMBER OF OXYGEN DURATION CYL. PRESS.
PASSENGERS Minutes FOR 10 MIN.
0 404 240
1 375 332
2 345 424
3 314 516
4 285 608
5 255 700
6 225 788
7 195 880
8 165 972
9 135 1064
DURATION (min.):calculated considering a supplemental oxygen reserve of 10

minutes.
CYL. PRESS (psi):pressure assuring an oxygen reserve of 10 minutes.
NOTE
Crew oxygen durations are based on NORMAL (N) oxygen setting on mask-
mounted regulator.

Page 4-106 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.28 EXTERNAL NOISE REDUCTION PROCEDURES

NOTE
The certificated noise levels of Section 2 (Paragraph 2.25) have
been determined using normal procedures.
Do not apply the External Noise Reduction procedure where it
would conflict with safety or Air Traffic Control clearances or
instructions and in icing conditions.
Increased emphasis on improving the quality of our environment requires

renewed effort on the part of all pilots to minimize the effect of airplane noise on
the public.
A pilot can demonstrate concern for environmental improvement by application of
the procedure defined below.
Approach to and departure from an airport should be made so as to avoid
prolonged flight at low altitude near noise sensitive areas.
Because the P.180 airplane external noise is higher at higher propellers RPM
and with the flaps in full down position, the following procedures are suggested to
reduce external noise.
TAKEOFF
1. Perform the normal takeoff
2. Flaps - UP as soon as practical
3. Power - Reduce as practical (torque below 89.7% (2000 lb.ft))
4. Condition levers - 1800 RPM (Check maximum torque 100% (2230 lb.ft.))
NOTE
With the condition lever to 1800 RPM, the two engines rate of
climb (Figure 5-26) will be reduced by 18% maximum when the
power available is torque limited.
BEFORE LANDING
2. Condition levers - 1800 RPM
3. Landing Gear (below 180 KIAS) - DN; CHECK 3 GREEN
4. (Only if S.B. 80-0454 or 80-0425 -new NWSS- are installed): Steering-

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-107
NORMAL PROCEDURES

6. Autofeather (below 150 KIAS) - ARM; CHECK LIGHT
7. Landing lights (below 160 KIAS) - AS REQUIRED
8. Autopilot/Steering - OFF
9. (Only if the airplane is NOT equipped with S.B. 80-0454 or 80-0425 (new
NWSS)): Steering - OFF
10. Cabin pressure barometric condition - CHECK
LANDING
Prior to reaching 50 feet above landing surface:
1. Landing Gear - CHECK DN (3 green lights)
2. (Only if S.B. 80-0454 or 80-0425 -new NWSS- are installed) Steering -
4. Approach speed - Refer to Figure 5-73 at Section 5 of this Manual
5. Condition levers - CHECK 1800 RPM
CAUTION
If max power is required (balked landing, single engine, etc.)
advance the condition levers forward to 2000 RPM then the
power levers to max torque or ITT.
After touchdown:
7. Reverse - AS REQUIRED engage reverse below 1700 propeller RPM, or
5% drop from the set value
8. DO NOT USE below 40 KIAS
NOTE
With the condition levers to 1800 RPM the flaps MID landing
distance (Figure 5-73) must be increased approximately by
20% at 10945 lbs., 30% at 8500 lbs.

Page 4-108 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.29 REDUCED VERTICAL SEPARATION MINIMA (RVSM) OPERATIONS
PREPARATION FOR FLIGHT IN RVSM AIRSPACE

During the pre-flight and walk-around check procedure a visual inspection of the
Static Port region (RVSM Critical Region), on the Left and Right side of the
fuselage, must be performed prior to all flights in RVSM airspace.
In particular:
a. the skin surface inside the region (refer to Figure 4-3) must be inspected for
visible damage or deformation, perhaps due to walkway damage, foreign
object damage, service vehicles, etc.;
b. the round static plate should be checked for dimpling, damage, cracks or
other surface irregularities;
c. the static port orifices must be inspected for elongation, deformation and/or
obstruction from foreign matter.
Figure 4-3. RVSM Critical Region (Left side shown)

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-109
NORMAL PROCEDURES
4.3.30 STEEP APPROACH OPERATIONS
LANDING
WARNING
Deliberate single engine approaches are not allowed.
If engine failure occurs during a steep approach, after final
descent but before MDA, or DA, make a GO AROUND and
proceed to the alternate airport.
If it occurs below MDA, or DA, continue and land.
In case of Flap System malfunction it is necessary to proceed to
the alternate airport.
CAUTION
Minimum altitude for initiating a go-around is 400 feet AGL or
the airfield approach minimum, whichever is higher.
a. The airplane must be in the appropriate flaps and landing gear configuration
before glide intercept at the appropriate approach speed.
CAUTION
Configuration changes during approach may result in excessive
path deviation requiring a go around.
b. Stabilize the airplane at high rate of descent in final configuration with the aid
of a suitable glide path reference system, if available. In case an external aid
is not available the glide path angle can be controlled through the vertical
speed indicator according to the following table:

Page 4-110 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
KIAS R/D at 3° R/D at 5° R/D at 7° R/D at 9°

glide slope glide slope glide slope glide slope
(ft/min) (ft/min) (ft/min) (ft/min)
117 620 1030 1440 1850
121 640 1070 1490 1920
0 Wind 125 660 1100 1540 1980
129 680 1140 1590 2050
131 694 1156 1616 2075
117 670 1120 1570 2010
121 690 1160 1620 2075
10 KTS
125 715 1190 1670 2140
Tail Wind
129 740 1230 1715 2200
131 750 1240 1740 2230
117 570 940 1320 1690
121 590 980 1370 1760
10 KTS
125 610 1015 1420 1820
Head Wind
129 630 1050 1470 1885
131 640 1068 1490 1920
117 510 860 1200 1540
121 535 890 1250 1600
20 KTS
125 560 930 1300 1660
Head Wind
129 580 960 1345 1730
131 590 980 1370 1760
Note: These values are valid in ISA sea level conditions. For airport altitude
higher than sea level the rate of descent should be increased of 1.5%
every 1000 ft of airport altitude.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-111
NORMAL PROCEDURES
If the distance from the glide slope is available the following chart could be used
in order to plan the descent:
Figure 4-4. Altitude loss at different glide slope angles
c. Adjust engine power before flare, as required.
d. Flare out of high rate of descent.
e. After touch-down basic normal procedures are applicable.

Page 4-112 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4.3.31 OPERATION ON CONTAMINATED RUNWAYS

NOTE
The level of safety is decreased when operating on
contaminated runways and therefore every effort should be
made to ensure that the runway surface is cleared of any
significant precipitation.
The provision of information for contaminated runways should
not be taken as implying that ground handling characteristics on
these surface will be as good as can be achieved on dry
runways, in particular, in cross wind and when using reverse
thrust.
Certification splash tests, performed in a 50 m long, 25 m wide water bed with a

water level variable up to 30 mm, have shown that droplets trajectory of the water
did not affect the engines air inlets neither their operating characteristics; water
spray pattern neither affected the accuracy of the airspeed system. Analysis has
shown that for density of precipitations less than one (slush, wet snow, dry
snow), the spray pattern generated from forward wheels, is not critical.
TAXIING
When possible, taxiing in deep snow, slush or water should be avoided.
Under these conditions the contamination can be forced into the brake
assemblies.
Keep the flaps retracted during taxiing, to avoid throwing water, snow or slush
into the flap mechanisms and to minimize damage to the flap surfaces, until line-
up for takeoff.
If ground ambient temperature is low, keep the brakes warm during taxi
operation, proceed slowly and allow more clearance in maneuvering the airplane,
since spotty ice cover is difficult to see. Directional control is achieved using the
steering wheel and differential thrust.
Applying nose-down elevator while taxiing on iced surfaces may be helpful. This
loads the nose wheels and increases directional control stability.
Turns must be made at reduced speed.
NOTE
Engine run up test performed on iced runways may cause the
airplane to slip.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-113
NORMAL PROCEDURES
TAKEOFF
Before the takeoff, ensure the runway is free from hazards, such as snow drifts,
glazed ice and ruts. Verify the current conditions of entire runway as closely as
possible to the planned departure time. Depth of standing water, slush or snow
should be measured in a sufficient number of places to be representative of the
entire length of runway required, particularly at the high speed of takeoff roll.
Make a special point of being sure parking brake is released before starting
takeoff on an icy or snow covered runway.
A moderate nose-up elevator during the takeoff ground run on contaminated
runways, decreases the load on nose wheels improving the takeoff performance.
If flight conditions permit, leave the landing gear extended (without braking the
wheels) for a short time after takeoff to remove most of the moisture, snow or
slush.
LANDING
NOTE
If frozen brakes are suspected, when landing, carry out a
positive landing to ensure wheel spin-up and breakout of frozen
brakes
NOTE
If frozen brakes are suspected avoid touch-and-go landings
Braking and steering are less effective on contaminated and/or slippery runways.
Also hydroplaning may occur on contaminated runways. Use of the rudder to
maintain directional control until the tires make solid contact with the runway
surface may be necessary.
3. Flaps - CHECK DN
CAUTION

Page 4-114 1105-2999 Rev. B0 : Mar. 04, 2019
NORMAL PROCEDURES
4. Approach speed - REFER to Section 5 of this AFM Figure 5-69

After touchdown:
CAUTION
Improper use of brakes at high speed and low airplane weight
on wheels may cause wheel stoppage particularly on low
friction runway. Use brakes at low speed if possible.
8. Reverse - Below 1900 prop RPM, or 5% drop from set value, slowly move
the power levers approximately 3/4 in. back from the idle detent into the
beta range; apply further reverse thrust only if required
CAUTION
Asymmetrical reverse thrust may be difficult to control on a
slippery runway.
NOTE
reverse power.
NOTE
If “TAT heater inhibition on-ground” change (ref. para 4.0) is
If disc brakes have been exposed to moisture or water, during landing roll and
subsequent taxi, use brakes to prevent progressive build-up of ice on the wheels
and brakes.

Rev. B0: Mar. 04, 2019 1105-2999 Page 4-115
NORMAL PROCEDURES
When parking the airplane, parking brake should not be set immediately, if not
necessary: chocks or sandbags can be used to prevent the airplane from rolling.
Following take-off or landing on wet, snow or slush covered runways and
taxiways, inspect tires for flat spots and damage.
4.3.32 P-RNAV OPERATIONS

P-RNAV operations with Autopilot disengaged are allowed provided that Flight
Guidance System (Fight Director) indications are followed.
During P-RNAV SID (Standard Instrumental Departure) operations it is
recommended to set FD in basic HDG and PITCH mode for take off with NAV
armed and HDG preset value aligned with the runway to minimize the pilot
workload.
4.3.33 U.S. RNAV OPERATIONS

RNAV operations with Autopilot disengaged are allowed provided that Flight
Guidance System (Fight Director) indications are followed.
During RNAV SID (Standard Instrumental Departure) operations it is
recommended to set FD in basic HDG and PITCH mode for take off with NAV
armed and HDG preset value aligned with the runway to minimize the pilot
workload.
For GPS 4000A installation, the pilot must confirm GPS RAIM availability for the
intended route in accordance with AC 90-100A. This requirement is not
necessary for GPS-4000S installation if SBAS coverage is confirmed to be
available along the entire route of flight.

Page 4-116 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
TABLE OF CONTENTS
SECTION 5 - PERFORMANCE
TABLE OF CONTENTS
Paragraph Page
No. No.
5.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1

5.1 Introduction to Performance and Flight Planning . . . . . . . . . . . . . .5-2
5.1.1 Flight Planning Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-2
5.2 Effect of Boundary Layer Degradation on Performance . . . . . . . . .5-8
5.3 Performance Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-9
5.3.1 How to use the graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-9
Fig. 5-1 Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Fig. 5-2 Feet vs. Meters Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Fig. 5-3 Inches vs. Millimeters Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Fig. 5-4 U.S. Gallons vs. Liters Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Fig. 5-5 Pounds vs. Kilograms Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
Fig. 5-6 ISA Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Fig. 5-7 Wind Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Fig. 5-8 Airspeed Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Fig. 5-9 Mach Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Fig. 5-10 Cabin Altitude vs. Airplane Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Fig. 5-11 Stall Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Fig. 5-12 Buffet Onset Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Fig. 5-13 Torque vs. Shaft Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Fig. 5-14 Takeoff Power Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23.A

Fig. 5-15 Takeoff Weight - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24.A
Fig. 5-16 Takeoff Distance over 50 feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25.A
Fig. 5-17 Takeoff Ground Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26.A
Fig. 5-18 Accelerate and Go Distance over 50 feet . . . . . . . . . . . . . . . . . . . . . . . . 5-27.A
Fig. 5-19 Accelerate and Stop Distance without Reverse . . . . . . . . . . . . . . . . . . . 5-28.A
Fig. 5-20 Accelerate and Stop Distance with Reverse. . . . . . . . . . . . . . . . . . . . . . 5-29.A
Fig. 5-21 Twin Engine Climb Torque - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . . . 5-30.A
Fig. 5-22 Twin Engine Climb Fuel Flow - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . 5-31.A
Fig. 5-23 Twin Engine Climb - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32.A
Fig. 5-24 Twin Engine Climb Torque - Flaps Retracted . . . . . . . . . . . . . . . . . . . . . 5-33.A
Fig. 5-25 Twin Engine Climb Fuel Flow - Flaps Retracted . . . . . . . . . . . . . . . . . . . 5-34.A
Fig. 5-26 Twin Engine Climb - Flaps Retracted . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35.A
Fig. 5-27 Time to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36.A
Fig. 5-28 Fuel to Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37.A
Fig. 5-29 Distance to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38.A
Fig. 5-30 One Engine Inoperative Climb Torque - Flaps Retracted . . . . . . . . . . . . 5-39.A
Fig. 5-31 One Engine Inoperative Climb Fuel Flow - Flaps Retracted . . . . . . . . . . 5-40.A

Rev. B0: Mar. 04, 2019 Page 5-i
PERFORMANCE
TABLE OF CONTENTS
Fig. 5-32 One Engine Inoperative Climb - Flaps Retracted . . . . . . . . . . . . . . . . . . 5-41.A

Fig. 5-33 One Engine Inoperative Service Ceiling - Flaps Retracted. . . . . . . . . . . 5-42.A
Fig. 5-34 Maximum Cruise Power - 2000 RPM - ISA -30°C . . . . . . . . . . . . . . . . . 5-43.A
Fig. 5-37 Maximum Cruise Power - 2000 RPM - ISA. . . . . . . . . . . . . . . . . . . . . . . 5-46.A
Fig. 5-38 Maximum Cruise Power - 2000 RPM - ISA +10°C . . . . . . . . . . . . . . . . . 5-47.A
Fig. 5-41 Recommended Cruise Power - 1800 RPM - ISA -30°C . . . . . . . . . . . . . 5-50.A
Fig. 5-44 Recommended Cruise Power - 1800 RPM - ISA . . . . . . . . . . . . . . . . . . 5-53.A
Fig. 5-45 Recommended Cruise Power - 1800 RPM - ISA +10°C. . . . . . . . . . . . . 5-54.A
Fig. 5-48 Maximum Range Power - 2000 RPM - ISA -30°C . . . . . . . . . . . . . . . . . 5-57.A
Fig. 5-51 Maximum Range Power - 2000 RPM - ISA. . . . . . . . . . . . . . . . . . . . . . . 5-60.A
Fig. 5-52 Maximum Range Power - 2000 RPM - ISA +10°C . . . . . . . . . . . . . . . . . 5-61.A
Fig. 5-58 Maximum Range Power - 1800 RPM - ISA. . . . . . . . . . . . . . . . . . . . . . . 5-67.A
Fig. 5-62 Speed vs. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71.A
Fig. 5-63 Holding Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-72.A
Fig. 5-64 Time. Fuel, Distance to descend - 3000 FPM Rate of Descent . . . . . . . 5-73.A
Fig. 5-65 Time. Fuel, Distance to descend - 1500 FPM Rate of Descent . . . . . . . 5-74.A
Fig. 5-66 Best Glide Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-75.A
Fig. 5-67 Balked Landing Climb Torque - Flaps DOWN . . . . . . . . . . . . . . . . . . . . 5-76.A
Fig. 5-68 Balked Landing Climb - Flaps DOWN. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-77.A
Fig. 5-69 Landing Distance over 50 feet w/o Propeller Reversing - Flaps DOWN. 5-78.A
Fig. 5-70 Landing Distance over 50 feet with Propeller Reversing - Flaps DOWN 5-79.A
Fig. 5-71 Balked Landing Climb Torque - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . 5-80.A
Fig. 5-72 Balked Landing Climb - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-81.A
Fig. 5-73 Landing Distance over 50 feet w/o Propeller Reversing - Flaps MID . . . 5-82.A
Fig. 5-74 Landing Distance over 50 feet with Propeller Reversing - Flaps MID. . . 5-83.A
5.4 Takeoff and Landing Distance on Contaminated Runways . . . .5-85.A
5.4.1 Takeoff Distance on Contaminated Runways . . . . . . . . . . . . . . . .5-87.A

Page 5-ii Rev. B0 : Mar. 04, 2019
PERFORMANCE
TABLE OF CONTENTS
5.4.2 Landing Distance on Contaminated Runways . . . . . . . . . . . . . . . 5-88.A

5.4.3 Landing Distance on Icy Runways . . . . . . . . . . . . . . . . . . . . . . . . 5-90.A
5.5 Additional Performance for Category II Operations . . . . . . . . . . 5-91.A
Fig. 5-75 Landing Weight - Single Engine Go Around . . . . . . . . . . . . . . . . . . . . . . 5-92.A
Fig. 5-14 Takeoff Power Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23.B

Fig. 5-15 Takeoff Weight - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24.B
Fig. 5-15 Takeoff Weight - Flaps MID (Gear UP) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25.B
Fig. 5-16 (& 5-17) Takeoff Ground Run and Distance over 50 feet . . . . . . . . . . . . 5-27.B
Fig. 5-18 Accelerate and Go Distance over 50 feet . . . . . . . . . . . . . . . . . . . . . . . . 5-29.B
Fig. 5-19 Accelerate and Stop Distance without Reverse . . . . . . . . . . . . . . . . . . . 5-30.B
Fig. 5-20 Accelerate and Stop Distance with Reverse. . . . . . . . . . . . . . . . . . . . . . 5-31.B
Fig. 5-21 Twin Engine Climb Torque - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . . . 5-32.B
Fig. 5-22 Twin Engine Climb Fuel Flow - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . 5-33.B
Fig. 5-23 Twin Engine Gradient of Climb - Flaps MID . . . . . . . . . . . . . . . . . . . . . . 5-34.B
Fig. 5-23/1One Engine Inoperative Takeoff Climb Torque . . . . . . . . . . . . . . . . . . . 5-35.B
Fig. 5-23/2One Engine Inoperative Takeoff Climb . . . . . . . . . . . . . . . . . . . . . . . . . 5-36.B
Fig. 5-24 Twin Engine en-route Climb Torque - Flaps Retracted. . . . . . . . . . . . . . 5-37.B
Fig. 5-25 Twin Engine Climb Fuel Flow - Flaps Retracted . . . . . . . . . . . . . . . . . . . 5-38.B
Fig. 5-26 Twin Engine en-route Rate of Climb/Descent - Flaps Retracted . . . . . . 5-39.B
Fig. 5-26 Twin Engine En-route Gradient of Climb/Descent . . . . . . . . . . . . . . . . . 5-40.B
Fig. 5-27 Time to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41.B
Fig. 5-28 Fuel to Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42.B
Fig. 5-29 Distance to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43.B
Fig. 5-30 One Engine Inoperative en-route Climb/Descent Torque . . . . . . . . . . . . 5-44.B
Fig. 5-31 One Engine Inoperative Climb Fuel Flow - Flaps Retracted . . . . . . . . . . 5-45.B
Fig. 5-32 One Engine Inoperative en-route Rate of Climb/Descent. . . . . . . . . . . . 5-46.B
Fig. 5-32/1One Engine Inoperative en-route Gradient of Climb/Descent . . . . . . . . 5-47.B
Fig. 5-33 One Engine Inoperative Service Ceiling - Flaps Retracted. . . . . . . . . . . 5-48.B
Fig. 5-34 Maximum Cruise Power - 2000 RPM - ISA -30°C . . . . . . . . . . . . . . . . . 5-49.B
Fig. 5-37 Maximum Cruise Power - 2000 RPM - ISA. . . . . . . . . . . . . . . . . . . . . . . 5-52.B
Fig. 5-38 Maximum Cruise Power - 2000 RPM - ISA +10°C . . . . . . . . . . . . . . . . . 5-53.B
Fig. 5-41 Recommended Cruise Power - 1800 RPM - ISA -30°C . . . . . . . . . . . . . 5-56.B
Fig. 5-44 Recommended Cruise Power - 1800 RPM - ISA . . . . . . . . . . . . . . . . . . 5-59.B
Fig. 5-45 Recommended Cruise Power - 1800 RPM - ISA +10°C. . . . . . . . . . . . . 5-60.B
Fig. 5-48 Maximum Range Power - 2000 RPM - ISA -30°C . . . . . . . . . . . . . . . . . 5-63.B

Rev. B0: Mar. 04, 2019 Page 5-iii
PERFORMANCE
TABLE OF CONTENTS
Fig. 5-51 Maximum Range Power - 2000 RPM - ISA. . . . . . . . . . . . . . . . . . . . . . . 5-66.B
Fig. 5-52 Maximum Range Power - 2000 RPM - ISA +10°C . . . . . . . . . . . . . . . . . 5-67.B
Fig. 5-58 Maximum Range Power - 1800 RPM - ISA. . . . . . . . . . . . . . . . . . . . . . . 5-73.B
Fig. 5-62 Speed vs. Altitude (for PT6A-66 engines only) . . . . . . . . . . . . . . . . . . . 5-77.B
Fig. 5-63 Holding Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-78.B
Fig. 5-64 Time. Fuel, Distance to descend - 3000 FPM Rate of Descent . . . . . . . 5-79.B
Fig. 5-65 Time. Fuel, Distance to descend - 1500 FPM Rate of Descent . . . . . . . 5-80.B
Fig. 5-66 Best Glide Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-81.B
Fig. 5-67 Balked Landing Climb Torque - Flaps DOWN . . . . . . . . . . . . . . . . . . . . 5-82.B
Fig. 5-68 Balked Landing Rate of Climb - Flaps DOWN . . . . . . . . . . . . . . . . . . . . 5-83.B
Fig. 5-69 Landing Distance over 50 feet w/o Propeller Reversing - Flaps DN . . . . 5-84.B
Fig. 5-70 Landing Distance over 50 feet with Propeller Reversing - Flaps DN . . . 5-85.B
Fig. 5-71 Balked Landing Climb Torque - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . 5-86.B
Fig. 5-72 Balked Landing Rate of Climb - Flaps MID . . . . . . . . . . . . . . . . . . . . . . . 5-87.B
Fig. 5-73 Landing Distance over 50 feet w/o Propeller Reversing - Flaps MID . . . 5-88.B
Fig. 5-74 Landing Distance over 50 feet with Propeller Reversing - Flaps MID. . . 5-89.B
5.4 Takeoff and Landing Distance on Contaminated Runways . . . .5-91.B
5.4.1 Takeoff Distance on Contaminated Runways . . . . . . . . . . . . . . . .5-93.B
5.4.2 Landing Distance on Contaminated Runways . . . . . . . . . . . . . . .5-94.B
5.4.3 Landing Distance on Icy Runways . . . . . . . . . . . . . . . . . . . . . . . .5-96.B
5.5 Additional Performance for Category II Operations . . . . . . . . . .5-97.B
Fig. 5-75 Landing Weight - Single Engine Go Around . . . . . . . . . . . . . . . . . . . . . . 5-98.B

Page 5-iv Rev. B0 : Mar. 04, 2019
PERFORMANCE
GENERAL
5.0 GENERAL
This section provides all of the required (EASA and FAA regulations) and
complementary performance information applicable to the airplane.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-1
PERFORMANCE
INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING
5.1 INTRODUCTION TO PERFORMANCE AND FLIGHT PLANNING

The performance information in this section is based on calculations and design
data.
Effects of conditions not considered on the charts must be evaluated by the pilot.
Tabulated performance information is presented in increments of temperature,
altitude and any other variables involved. To obtain exact performance values
from tables, it is necessary to linearly interpolate between the incremental values.
The information provided in "Flight Planning Example" paragraph outlines a
detailed flight plan using the performance charts in this section. Each chart
includes its own example to show how it is used.
5.1.1 FLIGHT PLANNING EXAMPLE

The following Flight Planning Example illustrates the correct utilization of
pertinent data presented in this section.
a. Associated Conditions
Basic information such as departure and destination airport conditions, enroute
conditions, basic airplane conditions and factors such as weather, status of the
runway, distance of the flight, number of passengers, etc., are known when
planning a flight. Assume, for example, the following conditions:
1. Departure Airport Conditions
Static Air Temperature 19°C
Pressure Altitude 3000 ft.
Wind and Direction 20 kts and 120°
Runway Direction 170°
2. Cruise Conditions
Static Air Temperature -44°C
Pressure Altitude 35,000 ft.
Enroute Distance 800 naut. mi.
Power Setting Maximum Cruise (2000 RPM)
3. Destination Airport Conditions
Static Air Temperature 17°C
Pressure Altitude 4000 ft.
Wind and Direction 13 kts and 80°
Runway Direction 120°

Page 5-2 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
4. Airplane Configuration
Basic Weight (Assumed) 7370 lbs.
Fuel Tanks 303 gal.
Occupants 5 at 170 lbs. each
Baggage 200 lbs.
b. Airplane Loading
Use the information given in the Weight and Balance Manual to determine the
airplane weight and center of gravity.
After proper utilization of the information provided, assume the following weights
have been determined for consideration in the Flight Planning Example:
1. Basic Weight 7370 lbs.
2. Occupants(5 at 170 lbs. each) 850 lbs.
3. Baggage 200 lbs.
4. Fuel (303 gal at 6.7 lbs./gal.) 2030 lbs.
5. Ramp Weight (total of above) 10450 lbs.
6. Landing Weight (Takeoff Weight minus Total Fuel Required) 9117 lbs.
The landing weight cannot be determined until the weight of the fuel to be used
has been established.
Check the ramp weight is below the approved maximum. Determine that weight
and balance calculations have shown the C.G. position to be within the approved
limits.
c. Takeoff
Distance Conditions of the departure airport and takeoff weight should be applied
to the appropriate Takeoff Distance graph to determine the length of runway
necessary. Takeoff conditions for the Flight Planning Example are listed below:
1. Wind 20 kts
2. Angle between Flight Path and Wind 50°
3. Head Wind Component (from Wind Component Graph) 13 kts
4. Static Air Temperature 19°C
5. Pressure Altitude 3000 ft.
6. Takeoff Weight (Ramp Weight – Fuel for Taxi) (10450 – 50) 10400 lbs.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-3
PERFORMANCE
Using the Normal Takeoff over 50 feet graph the takeoff distances are as follows:
1. Total Distance 2910 ft.
2. Ground Run 1970 ft.
d. Climb
Entering the example conditions of the departure airport and the cruise altitude
into the Time, Fuel and Distance to Climb graph yields the following:
1. Time to Climb 17 minutes
2. Fuel to Climb 208 lbs.
3. Distance to Climb 66 naut. mi.
The effect of winds aloft must be considered by the pilot when computing climb,
cruise, and descent performance.
e. Descent
Entering the cruise and destination airport conditions into the Time, Fuel and
Distance to Descend graph yields the following:
1. Rate of Descent 3000 FPM
2. Time to Descend 11 minutes
3. Fuel to Descend 67 lbs.
4. Distance to Descend 58 naut. mi.

Page 5-4 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
f. Cruise
The total cruise distance can be obtained by subtracting the previously calculated
distance to climb and distance to descend from the total enroute distance. For
example:
Cruise Distance
= Enroute Distance – Climb Distance – Descent Distance
= 800 – 66 – 58
= 676 nautical miles
From Pressure Altitude vs SAT Chart and Power Setting Table for Maximum
Cruise (2000 RPM, ISA +10° C) the cruise airspeeds are 358 knots at 10000 lbs.
and 364 knots at 9000 lbs. Extrapolating these values for 9700 lbs. (estimated
average cruise weight), the cruise speed is 360 knots.
From the same table, Fuel Flow is 536 lbs./hr. (total)
Cruise time and fuel may be calculated as follows:

Cruise Time
= Cruise Distance/Cruise Speed
= 676/360
= 1.88 hours or 113 minutes
Cruise Fuel
= Fuel Flow x Cruise Time
= 536 x 1.88
= 1008 lbs.
The above data can be used to verify the estimated average cruise weight as
follows:
Average Cruise Weight
= Ramp Weight – (Fuel for Taxi and Takeoff + Climb Fuel) – Cruise Fuel/2
= 10450 – (50 + 208) – 1008/2
= 9688 lbs.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-5
PERFORMANCE
From the Power Setting Table, the cruise speed is 360 knots for 9688 lbs.
Applying the above cruise time and cruise fuel formula results in the following
figures:
Cruise Time
= 1.88 hours or 113 minutes
Cruise Fuel
= 536 x 1.88
= 1008 lbs.
g. Total Flight Time

The total flight time is determined by adding the time to climb, cruise time, and
time to descend. The following flight time is required for this Flight Planning
Example:
Total Flight Time
= Time to Climb + Cruise Time + Time to Descend
= 17 + 113 + 11
= 141 minutes
h. Total Fuel Required

The total fuel required can be determined by adding fuel for taxi and takeoff, fuel
to climb, cruise fuel, and fuel to descend. The determined total fuel in pounds,
divided by 6.7 will give the total fuel in gallons to be used for the flight.
Total Fuel Required
= Fuel for taxi and takeoff + Fuel to climb + Cruise fuel + Fuel to descend
= 50 + 208 + 1008 + 67
= 1333 lbs. (200 gallons)

Page 5-6 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
i. Landing Distance
Subtracting the total fuel required from the takeoff weight of the airplane gives the
landing weight:
Landing Weight
= Ramp Weight – Total Fuel Required
= 10450 – 1333
= 9117 lbs.
Destination airport conditions applied to the Wind Component graph gives the
following head wind component for the Flight Planning Example:
The angle between the flight path and wind is 120° – 80° = 40°.
Therefore, the Head Wind Component is 10 knots.
From the Landing Distance over 50 Feet (with Reversing) graph with the
destination airport conditions, the distances required for landing for the Flight
Planning Example are as follows:
1. Total Distance 2435 ft.
2. Total Roll 1425 ft.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-7
PERFORMANCE
EFFECT OF BOUNDARY LAYER DEGRADATION ON PERFORMANCE
5.2 EFFECT OF BOUNDARY LAYER DEGRADATION ON PERFORMANCE

This airplane is characterized by extensive natural laminar flow over the forward
and main wings.
Insect debris, dirt in general or rain, may force the boundary layer to become
turbulent prematurely and the performances are affected by the loss of laminar
flow.
The extension of laminar flow as function of the surface contamination is very
difficult to determine; however, loss of performance, substantiated by flight test
data, relative to the condition of fully turbulent flow from five percent of the chord,
are indicated, if significant, in each performance graph or table contained in this
section.

Page 5-8 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
5.3 PERFORMANCE GRAPHS
5.3.1 HOW TO USE THE GRAPHS

a. A reference line indicates where to begin following the guidelines. Always
project to the reference line first, then follow the guidelines to the next known
item by maintaining the same PROPORTIONAL DISTANCE between the
guideline above and guideline below the projected line. For instance, if the
projected line intersects the reference line in the ratio of 30% down/70% up
between the guidelines, then maintain this same 30%/70% relationship
between the guidelines all the way to the next known item or answer.
b. The associated conditions define the specific conditions from which
performance parameters have been determined. They are not intended to be
used as instructions; however, performance values determined from charts
can only be achieved if the specified conditions exist.
c. Notes have been provided to approximate performance with the anti-ice
systems on and no ice accretion on the unprotected parts. The effect will vary,
depending upon airspeed, temperature and altitude. At lower altitudes, where
operation on the torque limit is possible, the effect of turning the anti-ice
systems on will be less, depending upon how much power can be recovered
without exceeding the ITT or torque limits.
d. The takeoff and landing performance contained in this Section was obtained
using the procedures outlined in Section 4 of this Airplane Flight Manual. The
takeoff and accelerate-stop graphs are based on the power value obtained
from the associated TAKEOFF POWER graph. Torque was allowed to
increase with increasing airspeed.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-9
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-1. Temperature Conversion

Page 5-10 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-2. Feet vs. Meters Conversion

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-11
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-3. Inches vs. Millimeters Conversion

Page 5-12 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-4. U.S. Gallons vs. Liters Conversion

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-13
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-5. Pounds vs. Kilograms Conversion

Page 5-14 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-6. ISA Conversion

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-15
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-7. Wind Components

Page 5-16 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
NOTE
When the alternate static air source is selected, add 1.5 KIAS
(value valid for zero sideslip) to the graph.
Figure 5-8. Airspeed Calibration

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-17
PERFORMANCE
PERFORMANCE GRAPHS
NOTE
When the alternate static air source is selected, add 0.006
(value valid for zero sideslip) to the graph.
Figure 5-9. Mach Calibration

Page 5-18 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-10. Cabin Altitude vs. Airplane Altitude

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-19
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-11. Stall Speed

Page 5-20 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-12. Buffet Onset Limits

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-21
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-13. Torque vs. Shaft Horsepower

Page 5-22 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
NOTE
Torque limit of 96.4% (2150 lb.ft) is the static value to be applied
for takeoff in order to obtain the normal 100% (2230 lb.ft) at
takeoff speed for ram effect during the takeoff run.
Figure 5-14. Takeoff Power Torque

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-23 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-15. Takeoff Weight - Flaps MID

Page 5-24 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-16. Takeoff Distance over 50 feet

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-25 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-17. Takeoff Ground Run

Page 5-26 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-18. Accelerate and Go Distance over 50 feet

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-27 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-19. Accelerate and Stop Distance without Reverse

Page 5-28 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-20. Accelerate and Stop Distance with Reverse

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-29 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-21. Twin Engine Climb Torque - Flaps MID

Page 5-30 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-22. Twin Engine Climb Fuel Flow - Flaps MID

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-31 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-23. Twin Engine Climb - Flaps MID

Page 5-32 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-24. Twin Engine Climb Torque - Flaps Retracted

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-33 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-25. Twin Engine Climb Fuel Flow - Flaps Retracted

Page 5-34 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-26. Twin Engine Climb - Flaps Retracted

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-35 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-27. Time to Climb

Page 5-36 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-28. Fuel to Climb

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-37 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-29. Distance to Climb

Page 5-38 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-30. One Engine Inoperative Climb Torque - Flaps Retracted

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-39 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-31. One Engine Inoperative Climb Fuel Flow - Flaps Retracted

Page 5-40 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-32. One Engine Inoperative Climb - Flaps Retracted

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-41 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-33. One Engine Inoperative Service Ceiling - Flaps Retracted

Page 5-42 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
SECTION 5 - PERFORMANCE PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM CRUISE POWER

2000 RPM
ISA -30°C
PRESS. SAT ENG. FUEL TOTAL AIRSPEED KNOTS

ALT. TORQUE FLOW FUEL
PER FLOW 11000 LBS 10000 LBS 9000 LBS
ENG.
(4990 KG) (4536 KG) (4082 KG)
FEET °C °F % LBS/HR LBS/HR TAS IAS TAS IAS TAS IAS
0 -15 5 65.0 448 896 244 260 244 260 244 260
5000 -25 -13 69.9 418 836 262 260 262 260 262 260
10000 -35 -31 74.4 393 786 281 260 281 260 281 260
15000 -45 -48 78.9 374 748 302 260 302 260 302 260
20000 -55 -66 82.9 362 724 325 260 325 260 325 260
23000 -61 -77 85.9 361 722 340 260 340 260 340 260
25000 -65 -84 88.5 362 724 350 260 350 260 350 260
27000 -68 -91 91.4 368 736 361 260 361 260 361 260
28000 -70 -95 93.1 373 746 366 260 366 260 366 260
29000 -72 -98 91.2 366 732 367 256 367 256 367 256
31000 -76 -106 84.7 342 684 363 245 363 245 363 245
33000 -80 -113 78.6 321 642 360 234 360 234 360 234
35000 -84 -120 73.0 301 602 356 223 356 223 356 223
37000 -86 -123 68.3 284 568 354 213 354 213 354 213
39000 -86 -123 64.3 271 542 354 203 354 203 354 203
41000 -86 -123 60.7 259 518 354 194 354 194 354 194
Note 1: Natural Laminar Flow Degradation is a speed reduction of 5%,

maintaining torque as indicated in the Table.
Note 2: During operation with Anti Icing Systems on, torque may decrease 20%,
true airspeed 30 knots and fuel flow 10%, approximately.
If original power is reset, fuel flow may increase approximately 30 LB/H/
ENGINE, and speed remains unchanged.
Figure 5-34. Maximum Cruise Power - 2000 RPM - ISA -30°C

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-43 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA -20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -5 23 66.3 454 908 249 260 249 260 249 260

5000 -15 5 71.3 425 850 267 260 267 260 267 260
10000 -25 -13 76.0 401 802 286 260 286 260 286 260
15000 -35 -30 80.6 382 764 308 260 308 260 308 260
20000 -45 -48 84.8 370 740 332 260 332 260 332 260
23000 -51 -59 87.9 370 740 348 260 348 260 348 260
25000 -55 -66 90.6 372 744 358 260 358 260 358 260
27000 -58 -73 93.6 379 758 370 260 370 260 370 260
28000 -60 -77 95.3 384 768 375 260 375 260 375 260
29000 -62 -80 93.5 377 754 376 256 376 256 376 256
31000 -66 -88 86.8 353 706 373 245 373 245 373 245
33000 -70 -95 80.6 331 662 369 234 369 234 369 234
35000 -74 -102 75.0 311 622 365 223 365 223 365 223
37000 -76 -105 70.1 293 586 363 213 363 213 363 213
39000 -76 -105 66.0 279 558 363 203 363 203 363 203
41000 -76 -105 56.8 246 492 351 187 357 190 363 194


Page 5-44 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA -10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 5 41 67.5 460 920 253 260 253 260 253 260

5000 -5 23 72.6 432 864 272 260 272 260 272 260
10000 -15 5 77.5 410 820 292 260 292 260 292 260
15000 -25 -12 82.2 392 784 315 260 315 260 315 260
20000 -35 -30 86.6 381 762 339 260 339 260 339 260
23000 -41 -41 89.9 381 762 355 260 355 260 355 260
25000 -45 -48 92.6 383 766 366 260 366 260 366 260
27000 -48 -55 95.8 391 782 378 260 378 260 378 260
28000 -50 -59 97.6 396 792 384 260 384 260 384 260
29000 -52 -62 95.7 389 778 385 256 385 256 385 256
31000 -56 -70 88.9 364 728 381 245 381 245 381 245
33000 -60 -77 82.6 341 682 378 234 378 234 378 234
35000 -64 -84 75.8 317 634 373 222 374 223 374 223
37000 -66 -87 67.1 285 570 363 207 369 211 373 213
39000 -66 -87 57.0 249 498 349 189 355 193 361 197
41000 -66 -87 48.6 218 436 – – 341 176 348 180


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-45 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 15 59 68.7 468 936 258 260 258 260 258 260

5000 5 41 73.9 442 884 277 260 277 260 277 260
10000 -5 23 79.0 419 838 298 260 298 260 298 260
15000 -15 6 83.9 401 802 321 260 321 260 321 260
20000 -25 -12 88.4 391 782 346 260 346 260 346 260
23000 -31 -23 91.8 391 782 363 260 363 260 363 260
25000 -35 -30 94.6 394 788 374 260 374 260 374 260
27000 -38 -37 97.9 401 802 386 260 386 260 386 260
28000 -40 -41 94.7 390 780 386 255 389 257 392 259
29000 -42 -44 90.5 374 748 383 249 386 251 390 253
31000 -46 -52 82.6 345 690 377 236 382 239 385 241
33000 -50 -59 74.9 318 636 370 223 375 226 380 230
35000 -54 -66 67.7 291 582 363 211 368 214 374 217
37000 -56 -69 59.2 260 520 351 195 357 199 363 202
39000 -56 -69 50.5 228 456 335 177 343 181 350 186
41000 -56 -69 42.5 199 398 – – – – 335 168

Figure 5-37. Maximum Cruise Power - 2000 RPM - ISA

Page 5-46 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA +10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 25 77 69.9 477 954 262 260 262 260 262 260

5000 15 59 75.2 452 904 282 260 282 260 282 260
10000 5 41 80.4 430 860 303 260 303 260 303 260
15000 -5 24 85.5 413 826 327 260 327 260 327 260
20000 -15 6 90.1 401 802 353 260 353 260 353 260
23000 -21 -5 93.7 401 802 370 260 370 260 370 260
25000 -25 -12 96.6 403 806 382 260 382 260 382 260
27000 -28 -19 90.4 379 758 381 250 384 252 387 254
28000 -30 -23 86.5 364 728 379 244 382 246 385 248
29000 -32 -26 82.6 350 700 376 238 379 240 383 243
31000 -36 -34 74.9 322 644 369 225 374 229 378 231
33000 -40 -41 67.5 295 590 361 212 367 216 372 219
35000 -44 -48 60.3 268 536 351 198 358 202 364 206
37000 -46 -51 52.8 240 480 338 183 346 187 353 191
39000 -46 -51 44.8 210 420 – – 329 169 338 174
41000 – – – – – – – – – – –

Figure 5-38. Maximum Cruise Power - 2000 RPM - ISA +10°C

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-47 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA +20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 35 95 71.0 489 978 267 260 267 260 267 260

5000 25 77 76.5 464 928 287 260 287 260 287 260
10000 15 59 81.8 441 882 309 260 309 260 309 260
15000 5 42 87.0 423 846 333 260 333 260 333 260
20000 -5 24 91.8 411 822 360 260 360 260 360 260
23000 -11 13 95.0 408 816 377 259 377 260 377 260
25000 -15 6 87.9 378 756 374 248 377 250 379 252
27000 -18 -1 80.5 350 700 370 237 373 239 376 241
28000 -20 -5 76.9 336 672 367 231 370 233 374 236
29000 -22 -8 73.3 323 646 365 225 368 228 371 230
31000 -26 -16 66.3 296 592 357 212 362 216 366 218
33000 -30 -23 59.3 270 540 347 199 353 203 359 206
35000 -34 -30 53.2 247 494 336 185 344 190 351 194
37000 -36 -33 46.7 221 442 319 168 331 174 340 180
39000 -36 -33 38.8 192 384 – – – – 317 159
41000 – – – – – – – – – – –


Page 5-48 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA +30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 45 113 72.2 500 1000 271 260 271 260 271 260
5000 35 95 77.8 475 950 291 260 291 260 291 260
10000 25 77 83.3 452 904 314 260 314 260 314 260
15000 15 60 88.6 432 864 339 260 339 260 339 260
20000 5 42 88.4 402 804 359 254 360 255 361 256
23000 -1 31 80.0 363 726 357 240 360 242 361 243
25000 -5 24 73.9 337 674 354 230 357 232 360 234
27000 -8 17 67.2 311 622 349 218 352 221 356 223
28000 -10 13 63.9 298 596 345 212 349 215 353 217
29000 -12 10 60.6 285 570 341 206 346 209 350 211
31000 -16 2 53.9 259 518 329 191 338 196 342 199
33000 -20 -5 48.4 237 474 315 176 327 183 336 188
35000 -24 -12 43.2 216 432 291 156 314 169 326 176
37000 -26 -15 38.3 195 390 – – – – 306 157
39000 – – – – – – – – – – –
41000 – – – – – – – – – – –


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-49 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
RECOMMENDED CRUISE POWER

1800 RPM
ISA -30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -15 5 72.7 443 886 244 260 244 260 244 260
5000 -25 -13 78.6 415 830 262 260 262 260 262 260
10000 -35 -31 83.3 390 780 281 260 281 260 281 260
15000 -45 -48 87.6 370 740 302 260 302 260 302 260
20000 -55 -66 91.8 359 718 325 260 325 260 325 260
23000 -61 -77 95.4 359 718 340 260 340 260 340 260
25000 -65 -84 98.6 362 724 350 260 350 260 350 260
27000 -68 -91 100.0 364 728 358 257 361 260 361 260
28000 -70 -95 100.0 364 728 361 255 364 258 366 260
29000 -72 -98 100.0 363 726 364 253 367 256 367 256
31000 -76 -106 94.3 344 688 363 245 363 245 363 245
33000 -80 -113 86.5 319 638 360 234 360 234 360 234
35000 -84 -120 79.4 296 592 356 223 356 223 356 223
37000 -86 -123 73.2 276 552 354 213 354 213 354 213
39000 -86 -123 68.0 260 520 354 203 354 203 354 203
41000 -86 -123 63.3 245 490 354 194 354 194 354 194

Figure 5-41. Recommended Cruise Power - 1800 RPM - ISA -30°C

Page 5-50 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA -20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -5 23 74.1 449 898 249 260 249 260 249 260

5000 -15 5 80.1 422 844 267 260 267 260 267 260
10000 -25 -13 85.0 398 796 286 260 286 260 286 260
15000 -35 -30 89.5 379 758 308 260 308 260 308 260
20000 -45 -48 93.9 368 736 332 260 332 260 332 260
23000 -51 -59 97.6 369 738 348 260 348 260 348 260
25000 -55 -66 100.0 371 742 357 259 358 260 358 260
27000 -58 -73 100.0 368 736 364 255 367 257 370 260
28000 -60 -77 100.0 368 736 367 253 370 256 373 258
29000 -62 -80 100.0 367 734 370 251 373 254 376 256
31000 -66 -88 96.6 356 712 373 245 373 245 373 245
33000 -70 -95 88.7 330 660 369 234 369 234 369 234
35000 -74 -102 81.5 306 612 365 223 365 223 365 223
37000 -76 -105 75.2 285 570 363 213 363 213 363 213
39000 -76 -105 69.2 267 534 362 202 363 203 363 203
41000 -76 -105 59.1 234 468 342 182 352 187 358 191


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-51 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA -10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 5 41 75.4 454 908 253 260 253 260 253 260

5000 -5 23 81.7 429 858 272 260 272 260 272 260
10000 -15 5 86.7 407 814 292 260 292 260 292 260
15000 -25 -12 91.3 389 778 315 260 315 260 315 260
20000 -35 -30 95.9 379 758 339 260 339 260 339 260
23000 -41 -41 99.8 381 762 355 260 355 260 355 260
25000 -45 -48 100.0 375 750 362 257 365 259 366 260
27000 -48 -55 100.0 373 746 369 253 372 255 375 258
28000 -50 -59 100.0 372 744 372 251 375 253 379 256
29000 -52 -62 100.0 371 742 375 249 379 251 382 254
31000 -56 -70 94.9 354 708 376 241 379 243 381 245
33000 -60 -77 86.7 327 654 371 229 375 232 378 234
35000 -64 -84 78.9 301 602 365 218 370 220 373 223
37000 -66 -87 69.6 271 542 355 202 361 206 366 209
39000 -66 -87 59.2 237 474 334 181 344 187 352 191
41000 -66 -87 50.3 207 414 – – 324 167 336 174


Page 5-52 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 15 59 76.8 462 924 258 260 258 260 258 260

5000 5 41 83.1 439 878 277 260 277 260 277 260
10000 -5 23 88.4 417 834 298 260 298 260 298 260
15000 -15 6 93.1 399 798 321 260 321 260 321 260
20000 -25 -12 97.9 389 778 346 260 346 260 346 260
23000 -31 -23 100.0 386 772 360 258 363 260 363 260
25000 -35 -30 100.0 380 760 367 254 370 257 373 258
27000 -38 -37 100.0 377 754 374 251 377 253 381 256
28000 -40 -41 98.5 371 742 375 247 379 250 383 253
29000 -42 -44 94.2 357 714 373 241 377 244 381 247
31000 -46 -52 85.9 329 658 367 229 371 232 376 235
33000 -50 -59 77.9 303 606 360 216 365 220 370 223
35000 -54 -66 70.2 277 554 351 203 358 207 364 211
37000 -56 -69 61.4 248 496 336 186 346 192 353 196
39000 -56 -69 52.3 217 434 312 164 326 172 338 178
41000 -56 -69 43.6 188 376 – – – – 316 158

Figure 5-44. Recommended Cruise Power - 1800 RPM - ISA

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-53 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA +10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 25 77 78.1 472 944 262 260 262 260 262 260

5000 15 59 84.6 450 900 282 260 282 260 282 260
10000 5 41 90.0 428 856 303 260 303 260 303 260
15000 -5 24 94.9 410 820 327 260 327 260 327 260
20000 -15 6 99.9 400 800 353 260 353 260 353 260
23000 -21 -5 100.0 390 780 365 256 368 258 369 259
25000 -25 -12 100.0 383 766 372 252 375 255 378 256
27000 -28 -19 94.2 363 726 371 243 375 246 379 248
28000 -30 -23 90.0 349 698 368 237 372 240 376 243
29000 -32 -26 85.9 335 670 366 231 370 234 374 237
31000 -36 -34 77.8 307 614 358 218 364 222 368 225
33000 -40 -41 69.9 281 562 348 204 355 209 362 213
35000 -44 -48 62.2 255 510 335 189 345 194 353 199
37000 -46 -51 54.7 229 458 317 171 330 178 341 184
39000 -46 -51 46.0 199 398 – – 306 157 322 165
41000 – – – – – – – – – – –

Figure 5-45. Recommended Cruise Power - 1800 RPM - ISA +10°C

Page 5-54 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA +20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 35 95 79.4 484 968 267 260 267 260 267 260

5000 25 77 86.1 462 924 287 260 287 260 287 260
10000 15 59 91.6 440 880 309 260 309 260 309 260
15000 5 42 96.7 421 842 333 260 333 260 333 260
20000 -5 24 100.0 405 810 358 258 359 259 360 260
23000 -11 13 99.6 393 786 369 253 372 256 373 257
25000 -15 6 92.2 364 728 366 243 369 245 372 247
27000 -18 -1 84.3 337 674 361 231 364 233 368 236
28000 -20 -5 80.6 324 648 358 225 362 228 366 230
29000 -22 -8 76.8 311 622 355 219 359 222 363 225
31000 -26 -16 69.3 285 570 345 205 353 210 357 213
33000 -30 -23 61.7 259 518 332 190 342 196 350 201
35000 -34 -30 55.7 237 474 318 175 330 182 341 188
37000 -36 -33 48.7 212 424 295 155 313 165 327 172
39000 -36 -33 39.7 182 364 – – – – 299 150
41000 – – – – – – – – – – –


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-55 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA +30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 45 113 80.7 496 992 271 260 271 260 271 260
5000 35 95 87.5 474 948 291 260 291 260 291 260
10000 25 77 93.2 451 902 314 260 314 260 314 260
15000 15 60 98.4 431 862 339 260 339 260 339 260
20000 5 42 93.5 390 780 352 249 354 250 356 252
23000 -1 31 84.4 352 704 350 235 353 237 355 239
25000 -5 24 77.9 327 654 346 225 350 227 353 229
27000 -8 17 70.9 301 602 340 213 344 216 349 218
28000 -10 13 67.3 288 576 337 207 341 210 346 212
29000 -12 10 63.8 276 552 332 200 337 204 342 207
31000 -16 2 56.8 251 502 317 184 329 191 334 194
33000 -20 -5 51.1 229 458 300 167 316 176 328 184
35000 -24 -12 45.6 209 418 278 149 299 160 316 170
37000 -26 -15 38.6 184 368 – – – – 293 151
39000 – – – – – – – – – – –
41000 – – – – – – – – – – –


Page 5-56 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA -30°C
11000 LBS (4990 KG) 10000 LBS (4536 KG) 9000 LBS (4082 KG)
PRESS. SAT ENG. FUEL AIR- ENG. FUEL AIR- ENG. FUEL AIR-
ALT. TOR FLOW SPEED TOR FLOW SPEED TOR FLOW SPEED
QUE PER QUE PER QUE PER
ENG. TAS IAS ENG. TAS IAS ENG. TAS IAS
FEET °C °F % LBS/HR KTS KTS % LBS/HR KTS KTS % LBS/HR KTS KTS
0 -15 5 59.6 433 237 251 56.2 424 233 248 52.8 414 230 245
5000 -25 -13 57.0 383 242 240 53.8 374 239 237 50.5 365 236 233
10000 -35 -31 54.2 338 248 229 50.9 329 245 226 47.9 321 241 222
15000 -45 -48 51.4 298 254 218 48.3 290 250 214 45.2 282 247 211
20000 -55 -66 48.1 263 260 206 45.2 255 256 203 42.4 248 252 200
23000 -61 -77 46.6 246 264 200 43.2 237 260 196 40.5 230 256 193
25000 -65 -84 45.7 235 267 195 42.4 226 262 192 39.2 217 258 189
27000 -68 -91 44.7 225 269 191 41.5 216 265 187 38.3 207 260 184
28000 -70 -95 44.1 221 271 189 41.0 212 266 185 37.9 203 262 182
29000 -72 -98 43.6 216 272 186 40.5 207 267 183 37.4 198 263 180
31000 -76 -106 43.4 210 275 182 39.5 198 270 179 36.5 189 265 175
33000 -80 -113 42.9 204 277 177 39.1 192 272 174 35.4 181 267 171
35000 -84 -120 42.2 198 280 173 38.7 186 275 170 35.1 175 270 166
37000 -86 -123 41.7 193 284 168 38.3 181 279 165 34.8 170 273 162
39000 -86 -123 41.3 189 290 164 37.9 178 284 161 34.5 166 278 157
41000 -86 -123 40.8 186 295 160 37.4 174 289 156 34.1 163 283 153

Note 2: During operation with Anti Icing Systems on, torque will decrease.
In order to maintain maximum range configuration do not reset power to
original setting.
Fuel flow will remain about the same, but true airspeed may decrease
approximately 6 knots.
Figure 5-48. Maximum Range Power - 2000 RPM - ISA -30°C

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-57 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA -20°C
0 -5 23 58.1 431 237 247 54.7 421 234 244 51.2 411 231 240
5000 -15 5 56.0 382 243 237 52.7 372 240 233 49.4 363 237 230
10000 -25 -13 53.6 338 250 226 50.3 329 246 223 47.2 321 243 219
15000 -35 -30 51.2 300 257 215 48.0 291 253 212 44.8 282 249 209
20000 -45 -48 48.3 266 264 205 45.3 258 260 201 42.4 250 256 198
23000 -51 -59 47.0 250 269 198 43.5 240 264 195 40.8 232 260 192
25000 -55 -66 46.3 239 272 194 42.9 230 267 191 39.6 220 262 187
27000 -58 -73 45.3 230 275 190 42.1 221 270 186 38.8 211 265 183
28000 -60 -77 44.8 225 276 188 41.7 216 271 184 38.4 207 267 181
29000 -62 -80 44.4 221 278 186 41.2 212 273 182 38.1 202 268 179
31000 -66 -88 44.3 216 281 181 40.2 203 276 178 37.2 194 271 175
33000 -70 -95 43.9 210 284 177 40.0 198 279 174 36.2 186 274 170
35000 -74 -102 43.3 204 287 173 39.7 192 282 170 35.9 180 277 166
37000 -76 -105 42.9 199 292 169 39.3 187 286 165 35.7 176 281 162
39000 -76 -105 42.5 196 298 164 39.0 184 292 161 35.5 172 286 158
41000 -76 -105 42.1 192 304 160 38.6 180 298 157 35.2 168 292 153

Note 2:During operation with Anti Icing Systems on, torque will decrease.
original setting.

Page 5-58 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA -10°C
0 5 41 55.4 422 236 241 51.8 411 232 237 48.2 400 228 234
5000 -5 23 53.9 378 243 231 50.5 368 239 228 47.1 358 235 224
10000 -15 5 52.2 337 250 222 48.7 327 246 218 45.5 318 242 214
15000 -25 -12 50.4 300 258 212 47.1 291 254 208 43.8 281 250 205
20000 -35 -30 48.0 268 267 202 45.0 259 262 199 41.9 251 257 195
23000 -41 -41 47.2 253 272 196 43.5 242 267 193 40.5 234 262 189
25000 -45 -48 46.6 242 275 192 43.0 232 271 189 39.6 222 266 185
27000 -48 -55 45.9 234 279 189 42.5 224 274 185 39.0 213 269 181
28000 -50 -59 45.4 230 281 187 42.1 220 276 183 38.7 210 271 179
29000 -52 -62 45.1 226 283 185 41.7 215 278 181 38.4 206 272 178
31000 -56 -70 45.1 221 287 181 40.9 208 281 177 37.7 198 276 174
33000 -60 -77 44.9 216 291 177 40.9 203 285 173 36.9 190 279 170
35000 -64 -84 44.5 210 295 173 40.7 198 289 170 36.8 185 283 166
37000 -66 -87 44.2 206 300 169 40.4 193 294 166 36.7 181 288 162
39000 -66 -87 43.9 203 307 165 40.3 190 301 162 36.6 177 295 158
41000 -66 -87 – – – – 40.0 187 308 158 36.4 174 301 154

original setting.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-59 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA
0 15 59 53.0 416 234 235 49.2 404 230 231 45.5 391 226 228
5000 5 41 52.0 374 242 226 48.4 363 238 222 44.9 352 234 219
10000 -5 23 50.9 335 250 217 47.2 324 246 213 43.8 315 241 210
15000 -15 6 49.6 301 259 208 46.1 291 254 204 42.6 280 250 201
20000 -25 -12 47.7 270 268 199 44.4 260 263 195 41.2 251 258 192
23000 -31 -23 47.1 256 274 194 43.2 244 269 190 40.1 235 264 186
25000 -35 -30 46.7 246 279 190 42.9 235 273 187 39.3 224 268 183
27000 -38 -37 46.1 238 283 187 42.6 227 277 183 38.8 216 272 179
28000 -40 -41 45.8 234 285 185 42.3 223 279 181 38.7 212 274 177
29000 -42 -44 45.5 230 287 183 42.0 219 281 179 38.5 208 276 176
31000 -46 -52 45.7 225 292 180 41.3 211 286 176 37.9 201 280 172
33000 -50 -59 45.6 220 296 176 41.4 207 290 172 37.2 193 284 168
35000 -54 -66 45.3 215 301 173 41.3 202 294 169 37.2 189 288 165
37000 -56 -69 45.1 211 307 169 41.2 198 300 165 37.3 185 294 161
39000 -56 -69 45.0 209 315 165 41.2 195 308 162 37.3 182 301 158
41000 -56 -69 – – – – – – – – 37.2 180 308 154

original setting.
Figure 5-51. Maximum Range Power - 2000 RPM - ISA

Page 5-60 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA +10°C
0 25 77 50.3 409 232 229 46.4 396 227 225 42.6 382 223 221
5000 15 59 49.9 370 240 221 46.2 357 236 217 42.5 345 231 212
10000 5 41 49.4 334 249 213 45.5 322 245 209 42.0 310 240 204
15000 -5 24 48.7 301 259 205 45.0 290 254 200 41.3 279 249 196
20000 -15 6 47.3 272 270 197 43.9 261 265 192 40.4 251 259 188
23000 -21 -5 47.0 258 277 192 42.9 246 271 188 39.6 236 265 183
25000 -25 -12 46.9 250 282 189 42.9 237 276 184 39.0 226 270 180
27000 -28 -19 46.5 242 286 185 42.7 230 280 181 38.7 218 274 177
28000 -30 -23 46.2 238 289 184 42.5 227 283 180 38.7 215 276 175
29000 -32 -26 46.0 235 291 182 42.2 223 285 178 38.6 211 279 174
31000 -36 -34 46.4 230 297 179 41.7 216 290 175 38.2 204 283 171
33000 -40 -41 46.5 226 302 176 42.1 212 295 172 37.6 197 288 167
35000 -44 -48 46.3 221 307 172 42.1 207 300 168 37.8 193 293 164
37000 -46 -51 46.2 218 314 169 42.1 204 307 165 38.0 190 300 161
39000 -46 -51 – – – – 42.2 201 315 162 38.2 187 308 158
41000 – – – – – – – – – – – – – –

original setting.
Figure 5-52. Maximum Range Power - 2000 RPM - ISA +10°C

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-61 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA +20°C
0 35 95 47.2 402 228 222 43.3 387 224 217 39.4 372 219 213
5000 25 77 47.5 365 238 215 43.7 352 233 210 40.0 338 228 206
10000 15 59 47.6 332 248 208 43.6 319 243 203 40.0 307 238 199
15000 5 42 47.7 302 259 201 43.8 290 254 196 40.0 278 248 192
20000 -5 24 46.8 274 271 194 43.3 263 265 189 39.7 252 259 185
23000 -11 13 47.0 262 279 190 42.6 248 273 185 39.2 238 267 181
25000 -15 6 47.1 254 285 187 42.9 241 278 182 38.8 228 272 178
27000 -18 -1 46.9 247 290 184 42.9 234 284 180 38.8 221 277 175
28000 -20 -5 46.7 243 293 183 42.8 231 286 178 38.9 218 280 174
29000 -22 -8 46.6 240 296 181 42.7 227 289 177 38.8 215 282 173
31000 -26 -16 47.2 236 302 179 42.4 220 295 174 38.7 208 288 170
33000 -30 -23 47.4 232 308 176 42.9 217 301 171 38.3 202 294 167
35000 -34 -30 47.5 228 315 173 43.1 213 307 169 38.7 198 300 164
37000 -36 -33 46.3 220 317 167 43.3 210 315 166 39.0 195 307 161
39000 -36 -33 – – – – – – – – 39.3 193 316 159
41000 – – – – – – – – – – – – – –

original setting.

Page 5-62 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA +30°C
0 45 113 45.7 402 227 217 41.6 386 222 212 37.7 369 217 208
5000 35 95 46.3 366 237 211 42.4 351 232 206 38.6 337 227 201
10000 25 77 46.8 334 248 204 42.6 319 243 200 39.0 306 237 195
15000 15 60 47.2 305 260 198 43.2 292 254 193 39.2 279 248 189
20000 5 42 46.7 279 273 192 43.0 267 267 187 39.3 255 261 182
23000 -1 31 47.1 267 282 188 42.5 252 275 183 39.0 241 269 179
25000 -5 24 47.3 259 288 185 42.9 245 281 181 38.7 232 274 176
27000 -8 17 47.2 252 294 183 43.1 239 287 178 38.8 226 280 174
28000 -10 13 47.1 248 297 181 43.1 236 290 177 39.0 223 283 172
29000 -12 10 47.1 245 300 180 43.0 232 293 176 39.0 220 286 171
31000 -16 2 47.8 241 307 178 42.8 225 299 173 38.9 213 292 169
33000 -20 -5 48.2 236 314 175 43.5 221 306 171 38.7 206 298 166
35000 -24 -12 43.0 215 289 155 43.8 217 313 168 39.1 202 305 163
37000 -26 -15 – – – – – – – – 38.0 194 304 156
39000 – – – – – – – – – – – – – –
41000 – – – – – – – – – – – – – –

original setting.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-63 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA -30°C
0 -15 5 68.1 432 238 253 64.1 422 236 250 60.0 412 233 247
5000 -25 -13 65.1 382 243 241 61.3 373 240 238 57.6 364 237 235
10000 -35 -31 61.4 336 248 229 58.1 328 245 226 54.6 320 242 223
15000 -45 -48 57.2 295 253 217 54.1 287 250 214 51.0 279 246 211
20000 -55 -66 52.7 258 258 205 49.9 251 255 202 47.0 244 251 199
23000 -61 -77 50.9 241 261 197 47.2 232 257 194 44.5 225 254 191
25000 -65 -84 49.8 230 263 193 46.2 221 259 190 42.8 212 255 187
27000 -68 -91 48.5 220 265 188 45.1 211 261 185 41.7 202 257 182
28000 -70 -95 47.8 215 266 185 44.5 206 262 182 41.2 198 258 179
29000 -72 -98 47.3 211 267 183 43.9 202 263 180 40.6 193 259 177
31000 -76 -106 47.2 205 269 178 42.6 193 265 175 39.5 184 261 172
33000 -80 -113 47.0 200 271 173 42.6 188 267 170 38.2 176 262 167
35000 -84 -120 46.7 196 273 168 42.3 183 268 165 37.9 170 264 162
37000 -86 -123 46.6 193 276 164 42.2 179 271 161 37.9 167 267 158
39000 -86 -123 46.5 191 281 159 42.2 177 276 156 37.9 164 271 153
41000 -86 -123 46.3 189 285 154 42.1 175 280 151 37.9 162 275 148

original setting.

Page 5-64 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA -20°C
0 -5 23 65.9 428 238 249 61.7 417 235 245 57.5 406 232 242
5000 -15 5 63.6 380 244 237 59.6 370 241 234 55.6 360 237 230
10000 -25 -13 60.5 336 250 226 56.9 327 246 222 53.2 318 242 219
15000 -35 -30 56.8 296 255 214 53.5 288 252 211 50.2 280 248 207
20000 -45 -48 52.7 261 261 203 49.7 253 257 199 46.6 246 253 196
23000 -51 -59 51.2 244 265 196 47.3 235 261 192 44.4 227 257 189
25000 -55 -66 50.2 234 268 191 46.5 224 263 188 42.9 215 259 185
27000 -58 -73 49.1 224 270 186 45.6 215 265 183 41.9 205 261 180
28000 -60 -77 48.5 220 271 184 45.0 211 267 181 41.4 201 262 178
29000 -62 -80 48.0 216 272 182 44.5 206 268 179 41.0 197 263 175
31000 -66 -88 48.1 211 275 177 43.4 198 270 174 40.0 188 265 171
33000 -70 -95 48.0 207 277 173 43.4 193 272 170 38.8 180 267 166
35000 -74 -102 47.9 202 280 168 43.3 189 275 165 38.7 175 270 162
37000 -76 -105 47.8 200 284 164 43.3 185 278 160 38.7 172 273 157
39000 -76 -105 47.9 198 289 159 43.4 183 283 156 38.9 169 278 153
41000 -76 -105 47.8 196 294 155 43.4 182 288 151 39.0 168 282 148

original setting.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-65 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA -10°C
0 5 41 62.6 418 236 242 58.4 406 233 239 54.3 394 230 236
5000 -5 23 61.1 375 243 231 57.1 365 239 228 53.2 354 236 225
10000 -15 5 58.8 334 249 221 55.2 325 246 218 51.5 316 242 214
15000 -25 -12 55.7 296 256 210 52.5 288 252 207 49.2 279 249 204
20000 -35 -30 52.3 262 263 200 49.3 254 259 196 46.2 247 255 193
23000 -41 -41 51.1 247 268 193 47.2 236 264 190 44.3 229 259 187
25000 -45 -48 50.4 236 271 189 46.6 226 266 186 43.0 217 262 183
27000 -48 -55 49.5 228 274 185 45.9 218 269 182 42.2 208 265 179
28000 -50 -59 49.0 224 275 183 45.5 214 271 180 41.8 204 266 176
29000 -52 -62 48.6 220 277 181 45.0 210 272 178 41.5 200 268 174
31000 -56 -70 48.8 216 280 176 44.0 202 275 173 40.6 193 271 170
33000 -60 -77 49.0 212 283 172 44.2 198 278 169 39.6 185 273 166
35000 -64 -84 49.0 208 286 168 44.3 194 281 165 39.6 181 276 162
37000 -66 -74 49.1 206 291 164 44.5 191 286 161 39.9 177 280 158
39000 -66 -74 49.3 205 297 160 44.8 190 291 156 40.2 175 286 153
41000 -66 -74 – – – – 44.8 189 297 152 40.4 174 291 149

original setting.

Page 5-66 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA
0 15 59 59.2 410 234 235 55.2 397 231 232 51.0 385 228 229
5000 5 41 58.4 370 241 225 54.5 358 238 222 50.5 347 234 219
10000 -5 23 56.8 331 248 216 53.2 322 245 212 49.5 312 241 209
15000 -15 6 54.3 295 256 206 51.1 287 252 203 47.8 278 248 199
20000 -25 -12 51.4 263 264 196 48.4 255 260 193 45.3 247 256 190
23000 -31 -23 50.6 248 269 190 46.5 237 265 187 43.7 230 260 184
25000 -35 -30 50.1 239 272 186 46.2 228 268 183 42.5 218 264 180
27000 -38 -37 49.4 231 276 182 45.7 220 271 179 41.9 210 267 176
28000 -40 -41 49.0 227 278 180 45.4 217 273 177 41.7 206 269 174
29000 -42 -44 48.7 223 280 178 45.0 213 275 175 41.4 203 270 172
31000 -46 -52 49.0 219 283 174 44.2 205 278 171 40.7 195 274 168
33000 -50 -59 49.3 216 287 170 44.5 201 282 167 39.9 188 277 164
35000 -54 -66 49.5 212 291 167 44.8 198 286 163 40.0 184 281 160
37000 -56 -69 49.8 210 296 163 45.1 195 291 160 40.4 181 285 156
39000 -56 -69 50.1 210 303 159 45.5 195 297 156 40.8 180 291 153
41000 -56 -69 – – – – – – – – 41.1 179 297 149

original setting.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-67 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA +10°C
0 25 77 56.5 404 232 229 52.3 390 229 226 48.2 376 225 223
5000 15 59 56.1 366 239 220 52.1 354 236 217 48.1 341 232 213
10000 5 41 55.0 330 247 211 51.3 319 243 207 47.4 308 240 204
15000 -5 24 53.0 295 255 201 49.6 285 251 198 46.1 276 247 195
20000 -15 6 50.4 263 264 192 47.3 255 260 189 44.1 246 255 186
23000 -21 -5 50.0 250 270 187 45.7 238 265 183 42.7 230 260 180
25000 -25 -12 49.7 241 273 183 45.6 229 269 180 41.7 219 264 176
27000 -28 -19 49.1 233 277 179 45.3 222 272 176 41.3 211 267 173
28000 -30 -23 48.8 229 279 177 45.0 219 274 174 41.1 208 269 171
29000 -32 -26 48.5 226 281 175 44.8 215 276 172 40.9 204 271 169
31000 -36 -34 48.9 222 285 172 44.0 208 280 168 40.4 197 275 165
33000 -40 -41 49.3 219 289 168 44.4 204 284 165 39.7 190 279 161
35000 -44 -48 49.6 216 294 164 44.7 200 288 161 39.9 186 282 158
37000 -46 -51 50.0 214 299 161 45.2 198 293 157 40.3 183 287 154
39000 -46 -51 – – – – 45.7 198 300 154 40.9 182 294 150
41000 – – – – – – – – – – – – – –

original setting.

Page 5-68 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA +20°C
0 35 95 53.5 398 229 223 49.1 383 225 219 44.6 367 221 215
5000 25 77 53.8 363 237 214 49.5 348 233 211 45.2 334 229 207
10000 15 59 53.4 329 246 206 49.3 316 242 202 45.2 303 237 198
15000 5 42 52.1 296 255 198 48.3 285 251 194 44.5 274 246 190
20000 -5 24 50.1 266 265 189 46.6 256 260 186 43.1 246 255 182
23000 -11 13 50.0 253 272 184 45.3 240 266 181 42.0 230 261 177
25000 -15 6 50.0 245 276 181 45.5 232 271 177 41.2 220 265 173
27000 -18 -1 49.6 238 281 178 45.4 226 275 174 41.0 213 269 170
28000 -20 -5 49.3 234 283 176 45.2 222 277 172 41.0 210 271 168
29000 -22 -8 49.1 231 285 174 45.1 219 279 171 40.9 207 273 167
31000 -26 -16 49.7 227 290 171 44.5 212 284 167 40.6 200 278 163
33000 -30 -23 50.3 224 295 168 45.0 208 289 164 40.0 193 282 160
35000 -34 -30 50.8 222 300 165 45.5 205 294 161 40.4 190 287 157
37000 -36 -33 48.3 211 293 154 46.1 204 300 157 41.0 188 293 153
39000 -36 -33 – – – – – – – – 41.1 185 297 149
41000 – – – – – – – – – – – – – –

original setting.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-69 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA +30°C
0 45 113 53.9 406 232 222 49.2 389 228 218 44.6 371 223 214
5000 35 95 53.7 368 239 213 49.2 352 235 209 44.8 337 230 205
10000 25 77 53.0 333 247 204 48.7 319 243 200 44.4 305 238 196
15000 15 60 51.3 299 256 195 47.4 287 251 191 43.5 275 245 187
20000 5 42 49.1 268 265 186 45.5 257 259 182 41.9 246 254 177
23000 -1 31 49.0 255 271 180 44.0 241 265 176 40.6 231 259 172
25000 -5 24 49.0 247 275 176 44.3 233 268 172 39.7 220 262 168
27000 -8 17 48.7 240 279 173 44.3 227 272 169 39.6 213 266 165
28000 -10 13 48.4 236 281 171 44.1 223 274 167 39.6 210 268 163
29000 -12 10 48.2 232 283 169 43.9 220 276 165 39.6 207 270 161
31000 -16 2 48.5 227 287 166 43.4 212 280 162 39.3 200 273 158
33000 -20 -5 48.8 223 291 162 43.7 208 284 158 38.7 193 277 154
35000 -24 -12 45.2 207 276 148 43.9 204 288 154 38.9 188 281 150
37000 -26 -15 – – – – – – – – 39.3 185 286 147
39000 – – – – – – – – – – – – – –
41000 – – – – – – – – – – – – – –

original setting.

Page 5-70 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-62. Speed vs. Altitude

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-71 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-63. Holding Time

Page 5-72 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-64. Time. Fuel, Distance to descend - 3000 FPM Rate of Descent

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-73 .A
PERFORMANCE
PERFORMANCE GRAPHS

Page 5-74 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-66. Best Glide Distance

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-75 .A
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-67. Balked Landing Climb Torque - Flaps DOWN

Page 5-76 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-68. Balked Landing Climb - Flaps DOWN

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-77 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-69. Landing Distance over 50 feet w/o Propeller Reversing - Flaps DOWN

Page 5-78 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-70. Landing Distance over 50 feet with Propeller Reversing - Flaps DOWN

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-79 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-71. Balked Landing Climb Torque - Flaps MID

Page 5-80 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-72. Balked Landing Climb - Flaps MID

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-81 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-73. Landing Distance over 50 feet w/o Propeller Reversing - Flaps MID

Page 5-82 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-74. Landing Distance over 50 feet with Propeller Reversing - Flaps MID

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-83 .A
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS

Page 5-84 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
TAKEOFF AND LANDING DISTANCE ON CONTAMINATED RUNWAYS
5.4 TAKEOFF AND LANDING DISTANCE ON CONTAMINATED RUNWAYS

The effects of precipitation on takeoff and landing performance vary with its
density and thickness on the runway; density of precipitation characterizes the
various types of contamination:
Dry snow Recent snow fall; crystallization is evident. The characteristics

of such snow have not varied. It has not been exposed to
temperature exceeding 0°C and therefore has not melted.
(Density from 0.2 to 0.35).
Wet snow This snow has fallen at a temperature very lightly above 0°C.
The crystal pattern is partly destroyed and snow has begun to
melt under the effect of ambient temperature.
Slush Water content in this snow is high, however the whole layer is
stabilized by its lighter elements. Its surface has a dirty white
coloration.
Standing water Snow which has reached a melting point where it looks like
water rather than snow.
(Density from 0.8 to 1).
or
Rain which is falling so abundantly that it cannot be absorbed or
evacuated by the ground.
(Density = 1).
Operation on icy runways are not recommended due to the significant increase in
the stopping distance.
The performance information assumes any standing water, slush or snow to be
of uniform depth and density.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-85 .A
PERFORMANCE
The maximum precipitation depth, for which performance calculation has been
performed, is given by the following table:
CONDITION MAXIMUM DEPTH

Dry snow 20mm
Wet snow 15mm
Slush 12mm
Standing water 12mm

Page 5-86 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
5.4.1 TAKEOFF DISTANCE ON CONTAMINATED RUNWAYS

NOTE
The distance corrections are based on calculation and are
advisory in nature.
CONDITIONS:
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID
Runway: . . . . Paved and covered with precipitation to known mean depth
Apply the following factors to the takeoff distance on paved, dry runway (Figure
5-16 on page 5-25.A) to find the corresponding takeoff distance on contaminated
runway:
CORRECTION FACTORS
Precipitation Depth Dry Snow Wet Snow Slush/

mm Standing Water
up to 3 1.04 1.06 1.08
5 1.07 1.10 1.15
10 1.17 1.28 1.44
12 1.23 1.40 1.66
15 1.35 1.72 –
20 1.75 – –
EXAMPLE:
Precipitation depth: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10mm
Precipitation involved: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet Snow
Takeoff distance on paved, dry runway:. . . . . . . . . . . . . . 2850 ft (869 m)
Correction factor: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.28

Takeoff distance on contaminated runway: . . . . . . 2850 x 1.28 = 3648 ft (1112 m)

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-87 .A
PT6A-66 eng.
PERFORMANCE
5.4.2 LANDING DISTANCE ON CONTAMINATED RUNWAYS

NOTE
advisory in nature.
Landing performance are obtained using the procedure outlined
in Paragraph 4.3.31 at Section 4 of this Manual.
CONDITIONS:
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID or DN
Runway: . . . Paved and covered with precipitation to known mean depth
The landing distance on paved, dry runway (Figure 5-69 on page 5-78.A or
Figure 5-73 on page 5-82.A if landing procedure is performed with flaps DN or
flaps MID respectively) must be extended by the following correction factors if
reverse thrust is not applied:
CORRECTION FACTORS (BRAKES ONLY)

mm Standing Water
up to 3 2.00 1.93 1.87
5 1.93 1.83 1.75
10 1.79 1.64 1.53
12 1.74 1.57 1.46
15 1.67 1.49 –
20 1.57 – –

Page 5-88 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
or by the following correction factors if reverse thrust is applied:
CORRECTION FACTORS (WITH REVERSE THRUST)

mm Standing Water
up to 3 1.73 1.68 1.65
5 1.68 1.61 1.55
10 1.58 1.46 1.38
12 1.54 1.41 1.33
15 1.49 1.35 –
20 1.41 – –
EXAMPLE:
Precipitation involved: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet Snow
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID
Landing distance on paved, dry runway: . . . . . . . . . . . . . 3471 ft (1058 m)
(Figure 5-73 on page 5-82.A)
If landing procedure will be performed without using reverse thrust:

Correction factor: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.64
Landing distance on contaminated runway: . . . . . 3471 x 1.64 = 5692 ft (1735 m)
If landing procedure will be performed using reverse thrust:


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-89 .A
PT6A-66 eng.
PERFORMANCE
5.4.3 LANDING DISTANCE ON ICY RUNWAYS

NOTE
advisory in nature. Landing performance are obtained using the
procedure outlined in Paragraph 4.3.31 at Section 4 of this
Manual.
CONDITIONS:
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID or DN
Runway: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Icy runway
The landing distance on paved, dry runway (Figure 5-69 on page 5-78.A or
Figure 5-73 on page 5-82.A if landing procedure is performed with flaps DN or
flaps MID respectively) must be extended by a factor of 2.7 if reverse thrust is not
applied, or by a factor of 2.2 if reverse thrust is applied.
EXAMPLE:
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MID
(Figure 5-73 on page 5-82.A)

Correction factor: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7
Landing distance on icy runway: . . . . . . . . 3471 x 2.7 = 9372 ft (2856 m)


Page 5-90 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
ADDITIONAL PERFORMANCE FOR CATEGORY II OPERATIONS
5.5 ADDITIONAL PERFORMANCE FOR CATEGORY II OPERATIONS

Performance data provided in this section of the Airplane Flight Manual are to be
corrected as follows when CAT II approaches are conducted:
a. For Landing Weight in Single Engine Go Around refer to Figure 5-75 on page
5-92.A;
b. Landing Distance with Flap Down and without Propeller Reversing, as per
Figure 5-69 on page 5-78.A, must be increased by approximately 7.2%;
c. Landing Distance with Flap Down and with Propeller Reversing, as per Figure
5-70 on page 5-79.A, must be increased by approximately 8.5%.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-91 .A
PT6A-66 eng.
PERFORMANCE
Figure 5-75. Landing Weight - Single Engine Go Around

Page 5-92 .A 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66 eng.
PERFORMANCE
PERFORMANCE GRAPHS
NOTE
Figure 5-14. Takeoff Power Torque

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-23 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-15. Takeoff Weight - Flaps MID

Page 5-24 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-15/1. Takeoff Weight - Flaps MID (Gear UP)

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-25 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

Page 5-26 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-16. (& 5-17) Takeoff Ground Run and Distance over 50 feet

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-27 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

1 2 2 2

Page 5-28 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-18. Accelerate and Go Distance over 50 feet

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-29 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-19. Accelerate and Stop Distance without Reverse

Page 5-30 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-20. Accelerate and Stop Distance with Reverse

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-31 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-21. Twin Engine Climb Torque - Flaps MID

Page 5-32 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-22. Twin Engine Climb Fuel Flow - Flaps MID

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-33 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-23. Twin Engine Gradient of Climb - Flaps MID

Page 5-34 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
1 23/2 24
NOTE
This graph is also applicable for CAT II - One Engine
Inoperative Go-Around, flown at 120 KIAS, for any weight from
9500 lbs (4309 kg) to 10945 lbs (4965 kg).
Figure 5-23/1. One Engine Inoperative Takeoff Climb Torque

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-35 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-23/2. One Engine Inoperative Takeoff Climb

Page 5-36 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
2 2 /1 2 8 9 0
Figure 5-24. Twin Engine en-route Climb Torque - Flaps Retracted

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-37 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-25. Twin Engine Climb Fuel Flow - Flaps Retracted

Page 5-38 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-26. Twin Engine en-route Rate of Climb/Descent - Flaps Retracted

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-39 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-26/1. Twin Engine En-route Gradient of Climb/Descent

Page 5-40 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-27. Time to Climb

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-41 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-28. Fuel to Climb

Page 5-42 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-29. Distance to Climb

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-43 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-30. One Engine Inoperative en-route Climb/Descent Torque

Page 5-44 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-31. One Engine Inoperative Climb Fuel Flow - Flaps Retracted

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-45 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-32. One Engine Inoperative en-route Rate of Climb/Descent

Page 5-46 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-32/1. One Engine Inoperative en-route Gradient of Climb/Descent

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-47 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-33. One Engine Inoperative Service Ceiling - Flaps Retracted

Page 5-48 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
SECTION 5 - PERFORMANCE PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA -30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -15 5 65.1 497 994 244 260 244 260 244 260
5000 -25 -13 69.9 459 918 262 260 262 260 262 260
10000 -35 -31 74.4 426 852 281 260 281 260 281 260
15000 -45 -48 78.9 406 812 302 260 302 260 302 260
20000 -55 -66 82.9 384 768 325 260 325 260 325 260
23000 -61 -77 86.0 377 754 340 260 340 260 340 260
25000 -65 -84 88.5 375 750 350 260 350 260 350 260
27000 -68 -91 91.5 379 758 361 260 361 260 361 260
29000 -72 -98 95.0 387 774 372 260 372 260 372 260
31000 -76 -106 96.5 391 782 380 257 380 257 380 257
33000 -80 -113 89.5 368 736 376 245 376 245 376 245
35000 -84 -120 83.1 346 692 372 234 372 234 372 234
37000 -87 -124 77.6 326 652 370 224 370 224 370 224
39000 -87 -124 73.0 310 620 370 213 370 213 370 213
41000 -87 -124 68.1 291 582 369 203 370 203 370 203
Note 1: Natural Laminar Flow Degradation effect is a speed reduction of 5%,


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-49.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA -20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -5 23 66.3 506 1012 249 260 249 260 249 260
5000 -15 5 71.3 468 936 267 260 267 260 267 260
10000 -25 -13 76.0 434 868 286 260 286 260 286 260
15000 -35 -30 80.6 415 830 308 260 308 260 308 260
20000 -45 -48 84.8 393 786 332 260 332 260 332 260
23000 -51 -59 88.0 387 774 348 260 348 260 348 260
25000 -55 -66 90.6 385 770 358 260 358 260 358 260
27000 -58 -73 93.7 390 780 370 260 370 260 370 260
29000 -62 -80 97.3 399 798 381 260 381 260 381 260
31000 -66 -88 98.9 403 806 389 257 389 257 389 257
33000 -70 -95 91.8 379 758 386 245 386 245 386 245
35000 -74 -102 85.2 355 710 382 234 382 234 382 234
37000 -77 -106 79.6 334 668 380 224 380 224 380 224
39000 -77 -106 72.3 307 614 374 210 380 213 380 213
41000 -77 -106 62.2 269 538 361 192 367 196 373 200


Page 5-50 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA -10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 5 41 67.5 514 1028 253 260 253 260 253 260
5000 -5 23 72.6 477 954 272 260 272 260 272 260
10000 -15 5 77.5 443 886 292 260 292 260 292 260
15000 -25 -12 82.3 424 848 315 260 315 260 315 260
20000 -35 -30 86.6 402 804 339 260 339 260 339 260
23000 -41 -41 89.9 396 792 355 260 355 260 355 260
25000 -45 -48 92.7 395 790 366 260 366 260 366 260
27000 -48 -55 95.8 400 800 378 260 378 260 378 260
29000 -52 -62 99.6 410 820 390 260 390 260 390 260
31000 -56 -70 99.8 410 820 397 256 399 257 399 257
33000 -60 -77 93.6 387 774 394 245 395 245 395 245
35000 -64 -84 85.5 357 714 389 232 391 234 391 234
37000 -67 -88 75.9 321 642 378 216 383 220 389 223
39000 -67 -88 64.1 278 556 363 198 369 201 375 205
41000 -67 -88 53.5 239 478 345 178 352 182 359 186


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-51.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 15 59 68.7 522 1044 258 260 258 260 258 260
5000 5 41 74.0 485 970 277 260 277 260 277 260
10000 -5 23 79.0 452 904 298 260 298 260 298 260
15000 -15 6 83.9 433 866 321 260 321 260 321 260
20000 -25 -12 88.4 412 824 346 260 346 260 346 260
23000 -31 -23 91.8 406 812 363 260 363 260 363 260
25000 -35 -30 94.7 405 810 374 260 374 260 374 260
27000 -38 -37 97.9 411 822 386 260 386 260 386 260
29000 -42 -44 99.8 415 830 396 258 399 260 399 260
31000 -46 -52 95.4 397 794 395 248 400 251 404 254
33000 -50 -59 87.3 366 732 389 236 394 239 399 242
35000 -54 -66 79.5 337 674 383 223 388 226 393 230
37000 -57 -70 69.2 299 598 371 207 377 210 382 214
39000 -57 -70 58.1 259 518 354 187 361 191 368 195
41000 -57 -70 47.5 220 440 329 166 339 171 348 175

Figure 5-37. Maximum Cruise Power - 2000 RPM - ISA

Page 5-52 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA +10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 25 77 69.9 531 1062 262 260 262 260 262 260
5000 15 59 75.3 494 988 282 260 282 260 282 260
10000 5 41 80.4 462 924 303 260 303 260 303 260
15000 -5 24 85.5 442 884 327 260 327 260 327 260
20000 -15 6 90.2 421 842 353 260 353 260 353 260
23000 -21 -5 93.7 416 832 370 260 370 260 370 260
25000 -25 -12 96.6 415 830 382 260 382 260 382 260
27000 -28 -19 99.6 420 840 394 259 395 260 395 260
29000 -32 -26 92.7 393 786 391 248 394 251 397 253
31000 -36 -34 84.6 361 722 385 235 389 238 393 241
33000 -40 -41 77.0 332 664 378 223 383 226 388 229
35000 -44 -48 69.6 303 606 370 210 376 213 381 217
37000 -47 -52 60.3 269 538 356 193 363 197 369 201
39000 -47 -52 49.6 231 462 332 171 342 176 350 181
41000 -47 -52 38.5 192 384 – – – – 317 155


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-53.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA +20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 35 95 71.1 540 1080 267 260 267 260 267 260
5000 25 77 76.6 503 1006 287 260 287 260 287 260
10000 15 59 81.9 470 940 309 260 309 260 309 260
15000 5 42 87.1 451 902 333 260 333 260 333 260
20000 -5 24 91.9 430 860 360 260 360 260 360 260
23000 -11 13 95.6 425 850 377 260 377 260 377 260
25000 -15 6 96.8 419 838 387 258 390 260 390 260
27000 -18 -1 88.7 386 772 382 246 385 248 388 250
29000 -22 -8 80.9 355 710 377 234 381 236 384 238
31000 -26 -16 73.4 326 652 370 221 375 224 379 226
33000 -30 -23 66.2 298 596 361 208 367 211 373 214
35000 -34 -30 59.3 271 542 351 194 358 198 364 202
37000 -37 -34 50.5 239 478 331 175 341 180 349 185
39000 -37 -34 39.9 201 402 – – 296 148 319 160
41000 – – – – – – – – – – –


Page 5-54 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

2000 RPM
ISA +30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 45 113 72.2 549 1098 271 260 271 260 271 260
5000 35 95 77.8 513 1026 291 260 291 260 291 260
10000 25 77 83.3 479 958 314 260 314 260 314 260
15000 15 60 88.7 460 920 339 260 339 260 339 260
20000 5 42 93.6 438 876 367 260 367 260 367 260
23000 -1 31 88.1 404 808 370 249 373 251 374 252
25000 -5 24 82.0 373 746 368 239 371 241 373 243
27000 -8 17 74.5 343 686 362 227 366 229 369 232
29000 -12 10 67.3 314 628 356 215 360 217 363 220
31000 -16 2 60.4 286 572 345 201 352 205 356 208
33000 -20 -5 53.7 259 518 331 185 340 191 348 195
35000 -24 -12 47.2 233 466 310 166 325 175 335 181
37000 -27 -16 38.5 202 404 – – – – 307 158
39000 – – – – – – – – – – –
41000 – – – – – – – – – – –


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-55.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA -30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -15 5 72.7 483 966 244 260 244 260 244 260
5000 -25 -13 78.6 451 902 262 260 262 260 262 260
10000 -35 -31 83.3 418 836 281 260 281 260 281 260
15000 -45 -48 87.6 398 796 302 260 302 260 302 260
20000 -55 -66 91.8 377 754 325 260 325 260 325 260
23000 -61 -77 95.4 373 746 340 260 340 260 340 260
25000 -65 -84 98.6 372 744 350 260 350 260 350 260
27000 -68 -91 100.0 372 744 358 257 361 260 361 260
29000 -72 -98 100.0 369 738 364 253 367 256 371 259
31000 -76 -106 100.0 369 738 370 249 373 252 377 254
33000 -80 -113 100.0 369 738 376 245 376 245 376 245
35000 -84 -120 92.6 347 694 372 234 372 234 372 234
37000 -87 -124 86.1 327 654 370 224 370 224 370 224
39000 -87 -124 80.6 309 618 370 213 370 213 370 213
41000 -87 -124 73.1 283 566 365 200 370 203 370 203


Page 5-56 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA -20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -5 23 74.1 492 984 249 260 249 260 249 260
5000 -15 5 80.1 460 920 267 260 267 260 267 260
10000 -25 -13 85.1 427 854 286 260 286 260 286 260
15000 -35 -30 89.5 407 814 308 260 308 260 308 260
20000 -45 -48 93.9 387 774 332 260 332 260 332 260
23000 -51 -59 97.7 383 766 348 260 348 260 348 260
25000 -55 -66 100.0 380 760 357 259 358 260 358 260
27000 -58 -73 100.0 376 752 363 255 367 258 370 260
29000 -62 -80 100.0 374 748 370 251 373 254 377 256
31000 -66 -88 100.0 372 744 376 247 379 249 383 252
33000 -70 -95 100.0 373 746 382 243 385 245 386 245
35000 -74 -102 95.0 357 714 382 234 382 234 382 234
37000 -77 -106 86.8 329 658 377 222 380 224 380 224
39000 -77 -106 76.0 293 586 367 205 372 208 377 211
41000 -77 -106 65.1 257 514 354 188 360 192 366 195


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-57.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA -10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 5 41 75.5 502 1004 253 260 253 260 253 260
5000 -5 23 81.7 468 936 272 260 272 260 272 260
10000 -15 5 86.8 435 870 292 260 292 260 292 260
15000 -25 -12 91.3 416 832 315 260 315 260 315 260
20000 -35 -30 96.0 396 792 339 260 339 260 339 260
23000 -41 -41 99.8 393 786 355 260 355 260 355 260
25000 -45 -48 100.0 384 768 362 257 365 259 366 260
27000 -48 -55 100.0 380 760 369 253 372 255 375 258
29000 -52 -62 100.0 377 754 375 249 379 251 382 254
31000 -56 -70 99.9 375 750 382 245 385 247 389 250
33000 -60 -77 96.1 362 724 382 236 386 239 390 242
35000 -64 -84 87.2 332 664 375 224 380 227 384 230
37000 -67 -88 77.2 299 598 367 209 371 212 376 215
39000 -67 -88 65.9 261 522 353 192 359 195 364 198
41000 -67 -88 55.7 228 456 336 173 343 178 350 181


Page 5-58 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 15 59 76.8 511 1022 258 260 258 260 258 260
5000 5 41 83.2 477 954 277 260 277 260 277 260
10000 -5 23 88.4 444 888 298 260 298 260 298 260
15000 -15 6 93.2 425 850 321 260 321 260 321 260
20000 -25 -12 97.9 406 812 346 260 346 260 346 260
23000 -31 -23 100.0 398 796 360 258 363 260 363 260
25000 -35 -30 100.0 388 776 367 254 370 257 373 259
27000 -38 -37 100.0 385 770 374 251 377 253 381 256
29000 -42 -44 100.0 382 764 381 247 384 249 388 252
31000 -46 -52 96.6 368 736 382 239 385 241 390 245
33000 -50 -59 87.6 337 674 375 226 379 229 384 232
35000 -54 -66 79.1 308 616 368 213 372 216 377 219
37000 -57 -70 69.5 276 552 357 198 363 202 368 205
39000 -57 -70 58.4 240 480 340 179 347 183 354 187
41000 -57 -70 48.2 206 412 309 155 324 163 334 168

Figure 5-44. Recommended Cruise Power - 1800 RPM - ISA

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-59.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA +10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 25 77 78.1 520 1040 262 260 262 260 262 260
5000 15 59 84.7 485 970 282 260 282 260 282 260
10000 5 41 90.0 453 906 303 260 303 260 303 260
15000 -5 24 95.0 434 868 327 260 327 260 327 260
20000 -15 6 99.9 415 830 353 260 353 260 353 260
23000 -21 -5 100.0 402 804 365 256 367 258 369 259
25000 -25 -12 100.0 393 786 372 252 375 255 378 257
27000 -28 -19 100.0 389 778 379 249 382 251 386 254
29000 -32 -26 96.0 372 744 379 240 383 243 388 246
31000 -36 -34 87.0 341 682 373 227 377 230 381 233
33000 -40 -41 78.5 311 622 365 215 370 218 375 221
35000 -44 -48 70.5 283 566 356 201 362 205 367 208
37000 -47 -52 61.4 253 506 343 185 350 190 356 193
39000 -47 -52 49.9 215 430 312 160 325 167 335 173
41000 -47 -52 38.3 179 358 – – – – 291 142


Page 5-60 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA +20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 35 95 79.4 529 1058 267 260 267 260 267 260
5000 25 77 86.1 494 988 287 260 287 260 287 260
10000 15 59 91.7 462 924 309 260 309 260 309 260
15000 5 42 96.7 443 886 333 260 333 260 333 260
20000 -5 24 100.0 420 840 357 258 359 259 360 260
23000 -11 13 99.1 404 808 368 253 371 255 372 256
25000 -15 6 98.9 394 788 375 249 378 251 381 254
27000 -18 -1 91.8 367 734 371 238 375 241 379 243
29000 -22 -8 83.5 337 674 365 226 369 228 373 231
31000 -26 -16 75.3 308 616 357 213 363 216 367 219
33000 -30 -23 67.8 281 562 348 199 354 203 360 207
35000 -34 -30 60.4 255 510 337 185 344 190 351 194
37000 -37 -34 51.5 225 450 311 164 325 171 335 177
39000 -37 -34 39.6 187 374 – – – – 294 147
41000 – – – – – – – – – – –


Rev. B0: Mar. 04, 2019 1105-2999 Page 5-61.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

1800 RPM
ISA +30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 45 113 80.7 538 1076 271 260 271 260 271 260
5000 35 95 87.6 503 1006 291 260 291 260 291 260
10000 25 77 93.2 470 940 314 260 314 260 314 260
15000 15 60 98.4 452 904 339 260 339 260 339 260
20000 5 42 99.1 422 844 360 255 362 256 363 257
23000 -1 31 90.1 381 762 359 241 362 243 363 245
25000 -5 24 84.1 353 706 356 231 360 234 363 236
27000 -8 17 76.2 324 648 349 219 354 221 358 224
29000 -12 10 68.7 296 592 342 206 347 209 351 212
31000 -16 2 61.4 269 538 330 192 338 197 343 200
33000 -20 -5 54.4 244 488 312 174 325 181 334 187
35000 -24 -12 47.4 218 436 – – 303 163 319 171
37000 -27 -16 – – – – – – – – –
39000 – – – – – – – – – – –
41000 – – – – – – – – – – –


Page 5-62 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA -30°C
0 -15 5 52.2 457 225 239 49.7 448 223 237 47.2 439 221 235
5000 -25 -13 51.4 404 233 230 48.7 395 230 228 46.1 386 228 225
10000 -35 -31 50.3 357 241 222 47.3 347 237 219 44.6 338 234 216
15000 -45 -48 49.1 322 249 213 46.0 312 245 210 42.9 302 241 206
20000 -55 -66 47.2 283 258 204 44.1 274 253 201 41.1 265 249 197
23000 -61 -77 46.5 264 264 199 42.7 253 259 195 39.7 244 253 191
25000 -65 -84 46.1 252 268 196 42.3 241 262 192 38.7 230 256 187
27000 -68 -91 45.4 243 272 192 41.8 233 266 188 38.1 222 260 183
29000 -72 -98 44.8 235 276 189 41.1 224 269 184 37.5 213 263 180
31000 -76 -106 44.9 229 280 185 40.4 216 273 181 36.8 205 266 176
33000 -80 -113 44.8 223 284 182 40.4 210 277 177 35.9 196 269 172
35000 -84 -120 43.7 214 286 177 39.9 202 280 173 36.0 190 274 169
37000 -87 -124 42.8 207 289 171 39.4 197 284 168 36.0 186 279 165
39000 -87 -124 42.0 202 293 166 39.1 192 290 164 36.1 183 286 162
41000 -87 -124 41.2 197 297 161 38.7 188 295 160 36.1 180 294 159

Note 2: During operation with Anti Icing Systems on, torque may decrease 20%.
In order to maintain maximum range configuration reset power to
original setting.
Fuel flow will increase 3% approximately and speed remains
unchanged.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-63.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA -20°C
0 -5 23 53.0 465 229 239 50.2 454 227 236 47.3 444 224 234
5000 -15 5 52.2 412 237 230 49.3 402 234 227 46.4 391 231 224
10000 -25 -13 51.3 365 245 221 48.0 354 242 218 45.1 344 238 215
15000 -35 -30 50.0 329 254 213 46.8 319 250 209 43.5 308 246 206
20000 -45 -48 48.2 289 264 204 45.0 280 259 200 41.8 270 254 196
23000 -51 -59 47.5 270 270 199 43.7 259 264 195 40.5 250 259 191
25000 -55 -66 47.1 258 274 196 43.3 247 268 191 39.6 236 262 187
27000 -58 -73 46.5 249 278 192 42.8 238 272 188 39.0 227 266 183
29000 -62 -80 45.9 241 283 189 42.2 230 276 184 38.5 219 270 180
31000 -66 -88 46.0 235 287 185 41.4 221 280 181 37.8 210 273 176
33000 -70 -95 45.9 229 292 182 41.4 215 284 177 37.0 202 277 172
35000 -74 -102 44.9 220 293 177 40.9 208 287 173 37.0 196 281 169
37000 -77 -106 43.9 213 296 171 40.5 202 292 168 37.0 191 287 165
39000 -77 -106 43.1 207 301 166 40.1 197 297 164 37.1 187 294 162
41000 -77 -106 42.3 201 305 161 39.7 193 303 160 37.1 184 301 159

original setting.
unchanged.

Page 5-64 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA -10°C
0 5 41 53.9 472 233 238 50.6 460 230 235 47.4 449 227 232
5000 -5 23 53.1 419 241 230 49.9 408 238 227 46.7 396 234 223
10000 -15 5 52.2 372 250 221 48.7 360 246 218 45.5 349 242 214
15000 -25 -12 51.0 336 259 213 47.6 325 255 209 44.1 314 250 205
20000 -35 -30 49.1 295 269 204 45.9 286 264 200 42.6 276 259 196
23000 -41 -41 48.6 277 276 199 44.6 265 270 195 41.4 255 265 191
25000 -45 -48 48.2 264 280 196 44.2 252 274 191 40.4 241 268 187
27000 -48 -55 47.5 255 285 192 43.8 244 278 188 40.0 233 272 184
29000 -52 -62 46.9 246 289 189 43.1 235 283 184 39.5 224 276 180
31000 -56 -70 47.1 240 294 185 42.5 226 287 181 38.8 215 280 176
33000 -60 -77 47.0 234 299 182 42.5 220 291 177 38.0 207 284 173
35000 -64 -84 46.0 225 301 177 42.0 213 295 173 38.0 201 288 169
37000 -67 -88 45.0 218 304 171 41.5 207 299 168 38.0 196 294 166
39000 -67 -88 44.2 212 308 166 41.2 202 305 164 38.0 192 301 162
41000 -67 -88 43.4 207 313 161 40.7 197 311 160 37.9 188 308 158

original setting.
unchanged.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-65.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA
0 15 59 54.6 479 237 238 51.0 466 233 235 47.5 453 230 231
5000 5 41 53.9 426 245 230 50.4 414 241 226 47.0 402 238 222
10000 -5 23 53.0 379 254 221 49.3 366 250 217 46.0 355 246 213
15000 -15 6 51.9 342 264 213 48.3 331 259 209 44.7 319 255 205
20000 -25 -12 50.1 302 275 204 46.7 291 269 200 43.3 281 264 196
23000 -31 -23 49.6 283 281 199 45.4 270 276 195 42.2 260 270 191
25000 -35 -30 49.1 270 286 196 45.2 258 280 191 41.3 247 274 187
27000 -38 -37 48.6 261 291 192 44.8 249 284 188 40.9 237 278 184
29000 -42 -44 47.9 252 296 189 44.1 240 289 184 40.4 229 282 180
31000 -46 -52 48.2 245 301 185 43.5 231 294 181 39.8 220 287 177
33000 -50 -59 48.1 239 306 182 43.6 225 299 178 39.1 212 291 173
35000 -54 -66 47.1 231 308 177 43.0 218 302 173 39.0 205 296 169
37000 -57 -70 46.1 223 311 171 42.6 212 306 169 39.0 201 301 166
39000 -57 -70 45.3 218 316 166 42.2 207 312 164 39.0 197 308 162
41000 -57 -70 44.4 211 320 161 41.6 202 318 160 38.8 193 316 158

original setting.
Fuel flow will increase 3% approximately and speed remains unchanged
and speed remains unchanged.

Page 5-66 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA +10°C
0 25 77 54.6 484 239 236 51.2 471 236 233 47.8 458 233 230
5000 15 59 54.0 432 248 228 50.7 419 245 225 47.4 407 241 221
10000 5 41 53.3 384 258 220 49.7 371 254 216 46.4 360 250 213
15000 -5 24 52.4 348 268 212 48.8 336 264 208 45.2 324 259 204
20000 -15 6 50.8 307 279 203 47.4 297 274 199 43.9 286 269 195
23000 -21 -5 50.3 288 286 198 46.2 276 281 194 42.9 265 275 190
25000 -25 -12 50.0 275 291 195 45.9 263 285 191 42.1 251 279 187
27000 -28 -19 49.4 266 296 192 45.6 254 290 188 41.6 242 284 183
29000 -32 -26 48.9 257 302 189 45.0 245 295 184 41.2 233 288 180
31000 -36 -34 49.1 251 307 185 44.4 236 300 181 40.6 225 293 176
33000 -40 -41 49.2 245 313 182 44.6 230 305 177 39.9 216 298 173
35000 -44 -48 48.3 236 315 177 44.1 223 309 173 39.9 210 302 169
37000 -47 -52 47.4 229 319 172 43.7 217 314 169 39.9 205 309 166
39000 -47 -52 46.6 222 324 167 43.3 212 320 165 40.0 201 316 162
41000 -47 -52 – – – – – – – – 38.5 192 317 155

original setting.
unchanged.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-67 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA +20°C
0 35 95 54.5 488 241 235 51.2 476 239 232 48.0 464 236 229
5000 25 77 54.2 437 251 227 50.9 425 248 224 47.7 413 244 221
10000 15 59 53.6 389 261 219 50.1 377 257 215 46.9 366 253 212
15000 5 42 52.9 354 272 211 49.4 342 267 207 45.8 330 263 204
20000 -5 24 51.4 313 284 203 48.0 302 279 199 44.6 291 273 195
23000 -11 13 51.0 293 291 198 46.9 280 286 194 43.6 270 280 190
25000 -15 6 50.8 280 297 195 46.7 268 291 191 42.8 255 284 187
27000 -18 -1 50.3 270 302 192 46.4 259 296 187 42.4 246 289 183
29000 -22 -8 49.8 261 308 188 45.9 250 301 184 42.0 238 294 180
31000 -26 -16 50.1 255 313 185 45.3 241 306 181 41.4 229 299 176
33000 -30 -23 50.2 249 319 182 45.5 235 312 178 40.8 220 304 173
35000 -34 -30 49.4 241 322 177 45.1 228 316 173 40.8 214 309 170
37000 -37 -34 48.6 233 327 172 44.8 221 321 169 40.9 209 316 166
39000 -37 -34 – – – – 38.9 199 296 148 39.9 201 319 160
41000 – – – – – – – – – – – – – –

original setting.
unchanged.

Page 5-68 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

2000 RPM
ISA +30°C
0 45 113 54.3 492 244 233 51.3 481 241 231 48.2 469 238 228
5000 35 95 54.2 441 253 225 51.1 430 250 222 48.0 418 247 220
10000 25 77 53.9 394 264 218 50.4 382 260 214 47.3 371 257 211
15000 15 60 53.3 360 276 210 49.9 348 271 206 46.3 336 267 203
20000 5 42 52.0 319 288 202 48.6 308 283 198 45.2 297 278 195
23000 -1 31 51.7 298 296 197 47.5 286 290 194 44.3 276 285 190
25000 -5 24 51.5 285 302 194 47.4 273 296 190 43.5 261 290 186
27000 -8 17 51.1 275 307 191 47.2 263 301 187 43.1 251 295 183
29000 -12 10 50.7 265 313 188 46.7 253 306 184 42.8 242 300 180
31000 -16 2 51.1 259 319 185 46.1 244 312 181 42.2 233 305 176
33000 -20 -5 51.3 253 326 182 46.4 238 318 178 41.6 224 310 173
35000 -24 -12 46.0 231 310 166 46.1 231 323 174 41.7 217 316 170
37000 -27 -16 – – – – – – – – 38.5 202 307 158
39000 – – – – – – – – – – – – – –
41000 – – – – – – – – – – – – – –

original setting.
unchanged.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-69.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA -30°C
0 -15 5 55.4 436 220 234 51.6 423 218 231 47.8 411 215 228
5000 -25 -13 55.0 389 227 225 51.3 377 224 222 47.6 365 221 219
10000 -35 -31 53.9 345 234 216 50.4 334 231 213 46.7 323 227 209
15000 -45 -48 51.9 309 242 207 48.6 299 238 204 45.2 289 234 200
20000 -55 -66 51.8 276 256 203 47.8 266 250 198 43.9 255 243 193
23000 -61 -77 52.5 262 265 200 47.2 248 257 194 42.9 236 249 188
25000 -65 -84 52.9 252 272 199 47.4 238 262 192 42.2 224 253 185
27000 -68 -91 53.1 246 278 197 47.4 231 268 190 41.8 217 258 182
29000 -72 -98 51.5 236 280 192 46.4 223 271 185 41.4 210 261 179
31000 -76 -106 50.7 229 282 187 45.3 214 274 181 40.9 202 265 175
33000 -80 -113 49.7 221 284 182 44.9 208 277 177 40.2 195 269 172
35000 -84 -120 48.5 212 285 176 44.3 201 279 173 40.2 189 274 169
37000 -87 -124 47.4 205 288 171 43.9 195 284 168 40.2 185 279 165
39000 -87 -124 46.5 200 293 166 43.4 190 290 164 40.2 182 286 162
41000 -87 -124 45.6 195 297 161 42.9 187 295 160 40.2 179 294 159

original setting.
unchanged.

Page 5-70 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA -20°C
0 -5 23 55.1 440 222 232 51.1 426 219 229 47.2 413 216 225
5000 -15 5 54.9 394 230 223 51.1 381 226 220 47.3 368 223 216
10000 -25 -13 54.0 350 238 214 50.4 338 234 211 46.7 327 230 208
15000 -35 -30 52.3 314 246 206 48.9 304 242 202 45.5 294 238 199
20000 -45 -48 52.2 281 260 201 48.3 270 254 196 44.4 259 248 191
23000 -51 -59 52.9 266 269 199 47.7 252 262 193 43.5 241 254 187
25000 -55 -66 53.3 257 276 197 47.9 242 267 191 42.8 229 258 184
27000 -58 -73 53.5 250 282 195 48.0 236 273 188 42.6 221 263 181
29000 -62 -80 52.1 241 285 190 47.0 227 276 184 42.2 215 267 178
31000 -66 -88 51.4 234 287 186 46.1 219 279 180 41.7 207 271 175
33000 -70 -95 50.5 226 290 181 45.8 213 283 176 41.1 200 276 172
35000 -74 -102 49.5 217 292 176 45.3 206 286 172 41.1 194 280 168
37000 -77 -106 48.6 211 296 171 44.9 200 291 168 41.2 190 286 165
39000 -77 -106 47.8 206 301 166 44.6 196 297 164 41.3 186 294 162
41000 -77 -106 46.9 201 306 161 44.1 192 304 160 41.3 184 302 159

original setting.
unchanged.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-71.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA -10°C
0 5 41 54.7 443 224 229 50.6 429 221 226 46.5 416 218 223
5000 -5 23 54.8 398 232 221 50.9 384 229 218 46.9 371 225 214
10000 -15 5 54.2 354 240 213 50.5 342 237 209 46.7 330 233 206
15000 -25 -12 52.6 319 249 204 49.2 309 245 201 45.8 298 241 197
20000 -35 -30 52.6 285 264 200 48.7 274 258 195 44.8 264 252 190
23000 -41 -41 53.2 271 273 197 48.1 257 266 192 44.0 245 258 186
25000 -45 -48 53.6 261 280 195 48.4 247 271 189 43.4 233 263 183
27000 -48 -55 53.8 255 287 194 48.5 241 277 187 43.2 226 268 181
29000 -52 -62 52.6 245 290 189 47.7 232 281 183 43.0 219 273 178
31000 -56 -70 52.1 238 292 184 46.8 223 285 179 42.5 212 277 174
33000 -60 -77 51.4 230 295 180 46.7 217 289 176 41.9 204 282 171
35000 -64 -84 50.5 222 298 175 46.3 210 293 172 42.0 198 287 168
37000 -67 -88 49.7 216 303 171 46.0 205 298 168 42.2 194 293 165
39000 -67 -88 49.0 211 308 166 45.7 201 305 164 42.3 191 301 162
41000 -67 -88 48.2 206 314 161 45.3 197 312 160 42.4 188 309 159

original setting.
unchanged.

Page 5-72 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA
0 15 59 54.3 446 226 227 50.0 432 222 224 45.9 418 219 220
5000 5 41 54.7 402 234 219 50.6 388 231 216 46.5 374 227 212
10000 -5 23 54.3 359 243 211 50.5 347 239 208 46.6 334 235 204
15000 -15 6 53.0 324 253 203 49.5 313 248 200 46.0 303 244 196
20000 -25 -12 52.8 290 267 198 49.0 279 261 194 45.2 268 255 189
23000 -31 -23 53.5 275 277 196 48.5 261 270 190 44.5 250 263 185
25000 -35 -30 53.9 265 284 194 48.8 251 276 188 43.9 238 268 183
27000 -38 -37 54.1 259 290 192 49.0 245 282 186 43.8 231 273 180
29000 -42 -44 53.0 249 294 188 48.3 236 286 182 43.6 223 278 177
31000 -46 -52 52.7 241 297 183 47.5 227 290 179 43.3 215 283 174
33000 -50 -59 52.2 234 301 179 47.5 221 294 175 42.7 208 288 171
35000 -54 -66 51.4 227 304 175 47.2 215 299 171 42.9 202 293 168
37000 -57 -70 50.8 221 309 170 47.0 210 305 168 43.1 199 300 165
39000 -57 -70 50.2 216 316 166 46.8 206 312 164 43.4 196 308 162
41000 -57 -70 46.6 202 309 155 46.5 201 319 160 43.4 193 317 159

original setting.
unchanged.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-73.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA +10°C
0 25 77 57.0 460 233 230 52.4 445 229 226 47.8 429 225 222
5000 15 59 56.7 413 240 221 52.2 397 236 217 47.8 382 232 213
10000 5 41 55.6 367 248 212 51.4 354 244 208 47.2 340 239 204
15000 -5 24 53.6 330 257 202 49.8 318 252 198 46.0 306 247 194
20000 -15 6 53.7 296 272 198 49.7 285 266 193 45.7 273 259 189
23000 -21 -5 54.6 282 283 196 49.4 267 275 190 45.2 255 268 185
25000 -25 -12 55.2 272 290 194 49.9 257 281 188 44.8 243 273 183
27000 -28 -19 55.5 265 297 192 50.2 251 288 186 44.9 236 279 180
29000 -32 -26 54.4 255 301 188 49.5 242 293 183 44.8 228 284 177
31000 -36 -34 54.2 248 305 184 48.7 233 297 179 44.3 221 290 174
33000 -40 -41 53.7 241 309 180 48.8 227 302 176 43.8 213 295 171
35000 -44 -48 53.0 233 313 175 48.6 220 307 172 44.0 208 301 168
37000 -47 -52 52.3 227 318 171 48.3 215 313 168 44.3 204 308 165
39000 -47 -52 48.9 213 312 160 48.2 211 320 165 44.5 200 316 162
41000 -47 -52 – – – – – – – – 38.3 179 291 142

original setting.
unchanged.

Page 5-74 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA +20°C
0 35 95 59.9 474 240 233 54.8 457 235 229 49.8 440 231 224
5000 25 77 58.8 424 246 223 53.9 407 241 218 49.1 391 237 214
10000 15 59 56.9 376 253 212 52.4 361 248 208 47.8 346 243 203
15000 5 42 54.3 336 261 202 50.1 323 255 197 46.0 310 249 193
20000 -5 24 54.6 303 277 198 50.4 290 270 193 46.1 278 263 188
23000 -11 13 55.7 288 288 196 50.2 272 280 190 45.9 260 272 185
25000 -15 6 56.4 278 296 194 50.9 262 287 188 45.7 248 279 183
27000 -18 -1 56.8 271 304 193 51.4 256 294 187 46.0 241 285 181
29000 -22 -8 55.7 261 308 189 50.7 247 299 183 45.8 234 291 178
31000 -26 -16 55.6 253 312 184 50.0 238 304 180 45.4 226 296 175
33000 -30 -23 55.2 246 316 180 50.0 232 309 176 44.9 218 302 172
35000 -34 -30 54.5 239 321 176 49.9 225 314 172 45.2 212 308 169
37000 -37 -34 50.1 222 311 164 49.7 220 321 169 45.4 208 315 166
39000 -37 -34 – – – – – – – – 39.6 187 294 147
41000 – – – – – – – – – – – – – –

original setting.
unchanged.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-75.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
MAXIMUM RANGE POWER

1800 RPM
ISA +30°C
0 45 113 62.9 488 247 236 57.3 470 242 231 51.8 452 236 226
5000 35 95 60.9 435 252 224 55.6 417 247 219 50.4 399 241 214
10000 25 77 58.3 385 258 213 53.3 368 252 208 48.4 352 246 203
15000 15 60 54.8 342 264 201 50.4 328 258 196 45.9 313 251 191
20000 5 42 55.5 310 282 198 51.0 296 274 192 46.5 282 267 187
23000 -1 31 56.7 294 294 196 51.1 279 285 190 46.6 265 277 184
25000 -5 24 57.5 283 302 194 51.9 268 293 189 46.6 254 284 183
27000 -8 17 58.0 276 310 193 52.6 261 301 187 47.0 247 291 181
29000 -12 10 57.1 265 315 189 51.9 251 306 184 46.9 238 297 178
31000 -16 2 57.0 258 319 185 51.2 242 311 180 46.5 230 303 175
33000 -20 -5 53.3 241 312 174 51.3 236 316 177 46.0 221 309 172
35000 -24 -12 – – – – 46.6 217 303 163 46.3 215 315 169
37000 -27 -16 – – – – – – – – – – – –
39000 – – – – – – – – – – – – – –
41000 – – – – – – – – – – – – – –

original setting.
unchanged.

Page 5-76 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-62. Speed vs. Altitude (for PT6A-66 engines only)

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-77.B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
ASSOCIATED CONDITIONS: EXAMPLE:

GEAR AND FLAP RETRACTED - 1800 RPM PRESSURE ALTITUDE 5000 FT
ICE PROTECTION OFF - BLEED AIR NORMAL AIRPLANE WEIGHT 9500 LBS
STANDARD DAY HOLDING TIME 30 MIN
HOLDING FUEL 293 LBS (133 KG)
NOTE:
WHEN OPERATING IN ICING CONDITIONS, HOLDING SPEED MUST BE INCREASED BY 6 KTS.
DURING OPERATION WITH ANTI-ICE SYSTEM ON, HEAVY ICE ACCRETION ON UNPROTECTED AREAS AND POWER
TO MAINTAIN THE HOLDING SPEED REQUIRED IN ICING CONDITIONS, HOLDING TIME MAY DECREASE 30%
APPROXIMATELY.
PRESS. HOLDING FUEL

WEIGHT
SPEED
ALT.
FEET LBS KG LBS KG LBS KG LBS KG LBS KG
HOLDING TIME 5 MIN. 10 MIN. 30 MIN. 45 MIN. 60 MIN.
0 56 25 112 51 335 152 502 228 669 304
11000 LBS (4990 KG) 10500 LBS (4763 KG) 10000 LBS (4536 KG) 9500 LBS (4309 KG)
5000 49 22 98 44 293 133 440 199 586 266

10000 44 20 87 39 261 118 392 178 522 237
135 KIAS
15000 40 18 81 37 243 110 364 165 485 220

20000 37 17 73 33 220 100 331 150 441 200
25000 33 15 66 30 199 90 298 135 397 180
30000 32 15 65 29 194 88 291 132 388 176
0 57 26 113 51 339 154 509 231 678 308
5000 50 23 99 45 298 135 447 203 596 270
10000 44 20 89 40 266 121 399 181 532 241
138 KIAS
15000 41 19 83 38 249 113 373 169 497 226

20000 38 17 75 34 225 102 338 153 450 204
25000 35 16 69 31 208 94 312 141 416 188
30000 33 15 67 30 200 91 301 136 401 182
0 57 26 115 52 344 156 516 234 688 312
5000 51 23 101 46 303 137 455 206 606 275
10000 45 21 91 41 272 123 408 185 544 247
140 KIAS
15000 42 19 85 38 254 115 382 173 509 231

20000 38 17 77 35 230 104 345 156 460 209
25000 36 16 72 33 216 98 324 147 433 196
30000 34 16 69 31 206 93 309 140 412 187
0 58 26 116 53 349 158 523 237 697 316
5000 51 23 103 47 308 140 462 210 616 280
10000 46 21 93 42 279 126 418 190 557 253
142 KIAS
15000 43 20 87 39 260 118 390 177 520 236

20000 39 18 78 35 235 106 352 160 469 213
25000 37 17 75 34 224 102 336 153 448 203
30000 36 16 72 32 215 97 322 146 430 195
Figure 5-63. Holding Time

Page 5-78 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-79 .B
PERFORMANCE
PERFORMANCE GRAPHS

Page 5-80 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-66. Best Glide Distance

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-81 .B
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-67. Balked Landing Climb Torque - Flaps DOWN

Page 5-82 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
8 69 70 71 72 73 74
Figure 5-68. Balked Landing Rate of Climb - Flaps DOWN

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-83 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-69. Landing Distance over 50 feet w/o Propeller Reversing - Flaps DN

Page 5-84 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-70. Landing Distance over 50 feet with Propeller Reversing - Flaps DN

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-85 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-71. Balked Landing Climb Torque - Flaps MID

Page 5-86 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-72. Balked Landing Rate of Climb - Flaps MID

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-87 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-73. Landing Distance over 50 feet w/o Propeller Reversing - Flaps MID

Page 5-88 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS
Figure 5-74. Landing Distance over 50 feet with Propeller Reversing - Flaps MID

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-89 .B
PT6A-66B eng.
PERFORMANCE
PERFORMANCE GRAPHS

Page 5-90 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
5.4 TAKEOFF AND LANDING DISTANCE ON CONTAMINATED RUNWAYS

The effects of precipitation on takeoff and landing performance vary with its
density and thickness on the runway; density of precipitation characterizes the
various types of contamination:
Dry snow Recent snow fall; crystallization is evident. The characteristics

of such snow have not varied. It has not been exposed to
temperature exceeding 0°C and therefore has not melted.
Wet snow This snow has fallen at a temperature very lightly above 0°C.
The crystal pattern is partly destroyed and snow has begun to
melt under the effect of ambient temperature.
Slush Water content in this snow is high, however the whole layer is
stabilized by its lighter elements. Its surface has a dirty white
coloration.
Standing water Snow which has reached a melting point where it looks like
water rather than snow.
(Density from 0.8 to 1).
or
Rain which is falling so abundantly that it cannot be absorbed or
evacuated by the ground.
(Density = 1).
Operation on icy runways are not recommended due to the significant increase in
the stopping distance.
The performance information assumes any standing water, slush or snow to be
of uniform depth and density.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-91 .B
PERFORMANCE
The maximum precipitation depth, for which performance calculation has been
performed, is given by the following table:
CONDITION MAXIMUM DEPTH

Dry snow 20mm
Wet snow 15mm
Slush 12mm
Standing water 12mm

Page 5-92.B 1105-2999 Rev. B0 : Mar. 04, 2019
PERFORMANCE
TAKEOFF DISTANCE ON CONTAMINATED RUNWAYS
5.4.1 TAKEOFF DISTANCE ON CONTAMINATED RUNWAYS

NOTE
advisory in nature.
CONDITIONS:
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID
Runway: . . . . Paved and covered with precipitation to known mean depth
Apply the following factors to the takeoff distance on paved, dry runway (Figure
5-16 on page 5-27.B) to find the corresponding takeoff distance on contaminated
runway:
CORRECTION FACTORS

mm Standing Water
up to 3 1.04 1.06 1.08
5 1.07 1.10 1.15
10 1.17 1.28 1.44
12 1.23 1.40 1.66
15 1.35 1.72 –
20 1.75 – –
EXAMPLE:
Precipitation involved: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet Snow
Takeoff distance on paved, dry runway:. . . . . . . . . . . . . . 2850 ft (869 m)
Correction factor: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.28

Takeoff distance on contaminated runway: . . . . . . 2850 x 1.28 = 3648 ft (1112 m)

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-93 .B
PT6A-66B eng.
PERFORMANCE
5.4.2 LANDING DISTANCE ON CONTAMINATED RUNWAYS

NOTE
advisory in nature.
Landing performance are obtained using the procedure outlined
in Paragraph 4.3.31 at Section 4 of this Manual.
CONDITIONS:
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID or DN
Runway: . . . Paved and covered with precipitation to known mean depth
The landing distance on paved, dry runway (Figure 5-69 on page 5-84.B or
Figure 5-73 on page 5-88.B if landing procedure is performed with flaps DN or
flaps MID respectively) must be extended by the following correction factors if
reverse thrust is not applied:
CORRECTION FACTORS (BRAKES ONLY)

mm Standing Water
up to 3 2.00 1.93 1.87
5 1.93 1.83 1.75
10 1.79 1.64 1.53
12 1.74 1.57 1.46
15 1.67 1.49 –
20 1.57 – –

Page 5-94 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE
or by the following correction factors if reverse thrust is applied:
CORRECTION FACTORS (WITH REVERSE THRUST)

mm Standing Water
up to 3 1.73 1.68 1.65
5 1.68 1.61 1.55
10 1.58 1.46 1.38
12 1.54 1.41 1.33
15 1.49 1.35 –
20 1.41 – –
EXAMPLE:
Precipitation depth: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 mm
Precipitation involved: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet Snow
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID
(Figure 5-73 on page 5-88.B)



Rev. B0: Mar. 04, 2019 1105-2999 Page 5-95 .B
PT6A-66B eng.
PERFORMANCE
5.4.3 LANDING DISTANCE ON ICY RUNWAYS

NOTE
advisory in nature. Landing performance are obtained using the
procedure outlined in Paragraph 4.3.31 at Section 4 of this
Manual.
CONDITIONS:
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MID or DN
Runway: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Icy runway
The landing distance on paved, dry runway (Figure 5-69 on page 5-84.B or
Figure 5-73 on page 5-88.B if landing procedure is performed with flaps DN or
flaps MID respectively) must be extended by a factor of 2.7 if reverse thrust is not
applied, or by a factor of 2.2 if reverse thrust is applied.
EXAMPLE:
Flaps: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MID
(Figure 5-73 on page 5-88.B)



Page 5-96 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
PERFORMANCE

Performance data provided in this section of the Airplane Flight Manual are to be
corrected as follows when CAT II approaches are conducted:
a. For Landing Weight in Single Engine Go Around refer to Figure 5-75 on page
5-98.B;
b. Landing Distance with Flap Down and without Propeller Reversing, as per
Figure 5-69 on page 5-84.B, must be increased by approximately 7.2%;
c. Landing Distance with Flap Down and with Propeller Reversing, as per Figure
5-70 on page 5-85.B, must be increased by approximately 8.5%.

Rev. B0: Mar. 04, 2019 1105-2999 Page 5-97 .B
PT6A-66B eng.
PERFORMANCE
Figure 5-75. Landing Weight - Single Engine Go Around

Page 5-98 .B 1105-2999 Rev. B0 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II / EVO

Rep. 180-MAN-0010-01100
SUPPLEMENTS
LIST OF SUPPLEMENTS
No. Title Rev. Date Mark if
installed
1 Portable Supplementary Oxygen (8 Pages) Rev. 4: Mar. 04, 2019
2 Cargo and Combi Configurations (24 Pages) Rev. 4: Mar. 04, 2019
3 Protective Breathing Equipment (8 Pages) Rev. 4: Mar. 04, 2019
4 First Aid Oxygen Equipment (10 Pages) Rev. 4: Mar. 04, 2019
5 Ballast Kit for Airplane Balancing (10 Pages) Rev. 4: Mar. 04, 2019
6 Air Ambulance Configuration (22 Pages) Rev. 5: Mar. 04, 2019
7 SeaFLIR II System (22 Pages) Rev. 6: Mar. 04, 2019
8 KHF990 HF Communication System (8 Pages) Rev. 5: Mar. 04, 2019
9 FA2100 Cockpit Voice Recorder (8 Pages) Rev. 4: Mar. 04, 2019
10 TCAS I (10 Pages) Rev. 5: Mar. 04, 2019
11 TAWS (10 Pages) Rev. 6: Mar. 04, 2019
12 Unpaved Runways Operations (12 Pages) Rev. 7: Mar. 04, 2019
13 Turbulence Weather Radar (8 Pages) Rev. 6: Mar. 04, 2019
14 Sec. Diversity Mode-S Transponder (8 Pages) Rev. 5: Mar. 04, 2019
15 Increased MTOW - 12100 lbs (112 Pages) Rev. 10:Mar. 04, 2019
16 Integrated Flight Information System (8 Pages) Rev. 5: Mar. 04, 2019
17 V/UHF Wulfsberg Comm. System (4 Pages) Rev. 3: Mar. 04, 2019
18 Stretcher Kit on Interiors Corp.1,2, 3 (40/44 Pg.) Rev. 5: Mar. 04, 2019
19 IFF Transponder System Installation (4 Pages) Rev. 3: Mar. 04, 2019
20 Reserved Rev. 0: Reserved
Issued: October 21, 2005 SUPPLEMENTS

Rev. B0: Mar. 04, 2019 All Page i

Rep. 180-MAN-0010-01100
21 Operation in CIS (46 Pages) Rev. 2: Mar. 04, 2019
22 KTR 909B UHF-AM Comm. System (6 Pages) Rev. 3: Mar. 04, 2019
23 ACAS II (14 Pages) Rev. 7: Mar. 04, 2019
24 EGPWS (16 Pages) Rev. 6: Mar. 04, 2019
25 FA2100 CVDR (8 Pages) Rev. 5: Mar. 04, 2019
26 HF-9000 Comm. System (8 Pages) Rev. 5: Mar. 04, 2019
27 Concorde Battery RG-380E/40L (8 Pages) Rev. 4: Mar. 04, 2019
28 LPV, APV-BARO temp. compensation (8 Pages) Rev. 5: Mar. 04, 2019
29 LPV, APV-BARO for FIS equipped a/c (10 Pages) Rev. 4: Mar. 04, 2019
30 CPDLC System (8 Pages) Rev. 3: Mar. 04, 2019
31 MTOW 11550 lbs for Avanti EVO (42 Pages) Rev. 1: Mar. 04, 2019
32 New A/C config. MSN 3005 (22 Pages) Rev. 2: Mar. 04, 2019
33 Flight Inspection Syst. provision (10 Pages) Rev. 1: Mar. 04, 2019
34 ADS-B OUT Transponders (8 Pages) Rev. 2: Mar. 04, 2019
35 Emerg. Exit Proc. for Uganda reg. A/C (4 Pages) Rev. 0: Jan 14, 2019
SUPPLEMENTS Issued: October 21, 2005

Page ii All Rev. B0 : Mar. 04, 2019
EASA APPROVED AIRPLANE FLIGHT MANUAL

Supplement 1 Portable Supplementary Oxygen (8 Pages)
SUPPLEMENT NO. 1
FOR
PORTABLE SUPPLEMENTARY OXYGEN CYLINDER
SCOTT AVIATION PRODUCTS
EXECUTIVE MARK I
Rev. 4: Mar. 04, 2019
LOG OF REVISIONS
Rev. Revised Pages Description of Revision Approval Date

No.
0 -- First Issue October 21, 2005
1 ALL Editorial changes April 10, 2006
2 1, Revision issued for P.180 Avanti “EVO” Rev. 2 is approved

All pages with MSN 3001 and up, introducing a under the authority of
suffix “.C” complete AFM applicable to MSN 3001 + DOA No.
airplanes. EASA.21J.220
Date: Dec. 12, 2014
3 ALL Revision issued for re-arrange material Rev. 3 is approved

due to applicability MSN 1105-2999 and under the authority of
3001+ DOA No.
EASA.21J.220
Date: March 09, 2015
4 ALL Revision issued for page Logo updating Rev. 4 is approved

(Piaggio Aviation, DOA No. under the authority of
EASA.21J.685) and due to basic AFM DOA No.
complete re-issuing (Rev. B0) EASA.21J.685
Date: Mar. 04, 2019
List of Effective Pages:

Page 1 2 3 4 5 6 7 8
Rev. 4 4 4 4 4 4 4 4 ->
Issued: October 21, 2005 SUPPLEMENT 1

Rev. 4: Mar. 04, 2019 All Page 1 of 8
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 4 4 4 4 4 4
SUPPLEMENT 1 Issued: October 21, 2005

Page 2 of 8 All Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
This supplement contains the information that must be attached to the Approved
Airplane Flight Manual (rep. 180-MAN-0010-01100) and Weight and Balance
Manual (rep. 180-MAN-0020-01101) when the Scott Aviation Executive MARK I
portable supplementary oxygen cylinder is installed. The information contained
herein supplements or supersedes the basic Approved Airplane Flight Manual
and Weight and Balance Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the Approved Airplane Flight Manual.
The portable oxygen cylinder provides a supplementary oxygen source for crew
and passengers use, if requested, during flights at each cabin altitude when the
cabin pressurization control system is operative or below 16500 feet cabin
altitude in the event the cabin pressurization control system is inoperative.
Issued: October 21, 2005 Appr. DOA EASA.21J.685 SUPPLEMENT 1

Rev. 4: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
a. Use of supplementary oxygen is allowed only when the cabin is pressurized
or the cabin altitude is below 16500 feet.
b. Oxygen bottle must be stowed during takeoff and landing.
c. No smoking allowed while oxygen is being used by anyone in the airplane.
PLACARDS
On the inner side of the cabinet door:
PORTABLE OXYGEN BOTTLE

USE ONLY WHEN CABIN IS PRESSURIZED
OR CABIN ALT. BELOW 16500 FT
OXYGEN BOTTLE MUST BE STOWED
DURING TAKE-OFF AND LANDING

No changes to the emergency procedures provided by the Section 3 of the
Approved Airplane Flight Manual are necessary for this supplement.

WARNING
Use only when cabin is pressurized or cabin altitude below
16500 feet.
Do not smoke in cabin when oxygen is in use.
Keep combustible oils, greases, dusts, lint, metal chips, or other
contaminants away from oxygen equipment, because they may
become the initial cause of spontaneous fire or explosion.
Oxygen bottle must be stowed during takeoff and landing.
PREFLIGHT
Check the pressure gauge on the cylinder for oxygen amount indication.
NOTE
Full cylinder registers 1800 psig. on pressure gauge.
SUPPLEMENT 1 Appr. DOA EASA.21J.685 Issued: October 21, 2005

Page 4 of 8 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
IN-FLIGHT
a. Attach masks tube over outlet fittings of the cylinder.
CAUTION
When using only one mask, disconnect the plug-in fitting from
the outlet not in use, to be sure oxygen does not flow from that
outlet.
b. Open cylinder valve approximately 1/2 turn counterclockwise
NOTE
When cylinder valve is open, oxygen is constantly flowing into
masks and will continue to flow until valve is closed or cylinder
is empty.
c. Check the flow indicator in the mask line for oxygen flow.
When the red indicator is visible, oxygen is not available at the mask.
d. Don the mask and breathe normally.
e. To conserve the oxygen when not in use, turn off the oxygen supply by
turning the cylinder valve clockwise until finger tight.
NOTE
When not in use the cylinder must be installed on its support
brackets located inside the closet compartment, attached to the
forward partition.
No changes to the basic performance provided by the Section 5 of the Approved
Airplane Flight Manual are necessary for this supplement.

Rev. 4: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 8 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II
WEIGHT & BALANCE MANUAL

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
Weight and balance data included in the basic Weight and Balance Manual must
be completed with the following data when the Portable Supplementary Oxygen
Cylinder is installed.
ATA ITEM WEIGHT ARM MOMENT Q.TY MARK IF

No. DESCRIPTION AND PART NUMBER LBS IN LBS*IN/100 INSTL.
35 OXYGEN
35-30 PORTABLE OXYGEN
PORTABLE SUPPLEMENTARY
CYLINDER SCOTT AVIATION
EXECUTIVE MARK I
– Oxygen Unit 9.00 210.00 18.90 1
Scott Aviation Products 900019-01

Rev. 4: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 4 : Mar. 04, 2019

Supplement 2 Cargo and Combi Configurations (24 Pages)
SUPPLEMENT NO. 2
FOR
CARGO (OPTION #13) AND COMBI (OPTION #14)
CONFIGURATIONS
[Mod. 80-0140]
Rev. 4: Mar. 04, 2019
LOG OF REVISIONS
Rev.
Revised Pages Description of Revision Approval Date
No.
1 1 to 2, 13 to 22 Editorial changes April 10, 2006
2 1, Revision issued for P.180 Avanti Rev. 2 is approved

All pages with “EVO” MSN 3001 and up, under the authority of
introducing a complete AFM DOA No.
suffix “.C” EASA.21J.220
applicable to MSN 3001 + airplanes.
Date: Dec. 12, 2014
3 ALL Revision issued for re-arrange Rev. 3 is approved

material due to applicability MSN under the authority of
1105-2999 and 3001+ DOA No.
EASA.21J.220
4 ALL Revision issued for page Logo Rev. 4 is approved

updating (Piaggio Aviation, DOA No. under the authority of
Date: Mar. 04, 2019


Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Rev. 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4
Page 24
Rev. 4
Page 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C 11.C 12.C 13.C 14.C 15.C 16.C 17.C 18.C 19.C 20.C 21.C 22.C 23.C
Rev. 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4
Page 24.C
Rev. 4

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the airplane is equipped for cargo
operations. The information contained herein supplements or supersedes the
basic Approved Airplane Flight Manual and Weight and Balance Manual only in
those areas listed herein. For limitations, procedures and performance
information not contained in this supplement consult the Approved Airplane Flight
Manual.
A CARGO Kit and a COMBI Kit are available for installation in the cabin
compartment, after removal of passenger accomodations. Full cargo or
combined cargo/passenger operations are possible when respectively the
CARGO or the COMBI Kit is installed.

Rev. 4: Mar. 04, 2019 1105-2999 Page 3 of 24
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SEATING LIMITS
CARGO CONFIGURATION
The maximum permissible number of seats, including flight crew is 2.
COMBI CONFIGURATION
The maximum permissible number of seats, including flight crew is 4.
FLIGHT CREW LIMITS

Minimum Crew: 1 pilot and 1 operator (or copilot).
NOTE
The operator (or copilot) should be familiarized with load
restrain system and cargo related tasks: i.e. cargo security,
cargo fire inspection and fire fighting procedures.
LOADING LIMITATIONS
MAXIMUM LOADS
a. Maximum Load for each net is 800 LBS. (363 Kg.).
b. Maximum Load for each set of four straps is 800 LBS. (363 Kg.).
c. Structural load must not exceed 800 LBS. (363 Kg.) for each Cargo Section.
– Cargo Sections A, B and C for CARGO Configuration (ref. to page 16).
– Cargo Sections A and B for COMBI Configuration (ref. to page 18).
d. Maximum Specific Load on each Cargo Section must not exceed 153 LBS/
SQ.FT. (747 Kg./sq.m.)

Page 4 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
LOAD MAXIMUM SIZES

Due to the entry door dimensions and in order to ensure the accessibility, the
following load sizes must be considered:
a. Maximum Height 37.40 in. (950 mm)
b. Maximum Width 31.50 in. (800 mm)
c. Maximum Length for each Cargo Section:
– CARGO Configuration Refer to Figure 2 on page 7.
– COMBI Configuration Refer to Figure 6 on page 11.
d. The Maximum Forward Limit for load edge in the COMBI Configuration is at
F.S. 136.6 in. (3469 mm) (Figure 6 on page 11).
The Maximum Forward Limit for load edge in the CARGO Configuration is at
F.S. 95.6 in. (2428 mm).
e. Maximum Height of each bin or container is a function of its overall weight
and must be limited in accordance with the following diagram (Figure 1) in
order to avoid overload on the attachment structure
Figure 1. Container Height vs. Weight

Rev. 4: Mar. 04, 2019 1105-2999 Page 5 of 24
P.180 AVANTI II

Rep. 180-MAN-0010-01100
LOAD RESTRAINT
WARNING
All loads must be stowed into approved bins or containers.
Loosened parcels restrained with nets are not allowed.
Do not superimpose bins or containers.
a. Each approved close bin or container will be restrained with a set of 4 straps
(Figure 2 on page 7).
b. Each approved top-open bin or container will be restrained with a net and a
set of 4 straps (Figure 5 on page 10). In this event, for a safe tie-down, the
minimum size of each contained parcel will be not less than 10x10x10 in.
CAUTION
When the airplane is configured in either CARGO or COMBI
configuration the floor loading panels not utilized for cargo must
be arranged in a stack and positively secured to the floor rails
with a set of 4 straps.
PLACARDS
On the right aft partition:
MAXIMUM STRUCTURAL LOAD

FOR EACH CARGO SECTION
800 LBS (363 KG)
----------
MAXIMUM CONCENTRATED CARGO
LOAD 153 LBS/SQ.FT. (747 KG/M2)
----------
MAX CARGO HEIGHT: 37.4 IN (950 MM)
MAX CARGO WIDTH: 31.5 IN (800 MM)

Page 6 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 2. Load restraint - Maximum lenght and width

Rev. 4: Mar. 04, 2019 1105-2999 Page 7 of 24
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 3. Load restraint - Fittings and retaining angle

Page 8 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 4. Load restraint - Maximum height

Rev. 4: Mar. 04, 2019 1105-2999 Page 9 of 24
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 5. Load restraint - Nets and straps

Page 10 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 6. Load restraint - Combi load arrangement

Rev. 4: Mar. 04, 2019 1105-2999 Page 11 of 24
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SMOKE OR FIRE IN CARGO COMPARTMENT

1. Pilot - DON MASK AND GOGGLES
2. Copilot/Operator - DON Protective Breathing Equipment
NOTE
Refer to the "Protective Breathing Equipment" Supplement for
the use and limitations of the Emergency Escape Hood EROS
P/N 15-40F.
3. Passenger oxygen (COMBI Configuration) - MANUAL MASK RELEASE

4. Pilot oxygen mask microphone - MASK
7. EMERGENCY DESCENT Procedure - PERFORME
After Portable Breathing Equipment donning and during the emergency descent
the copilot or operator must perform the following:
8. Flashlight (at night) - LOCATE/USE
9. Portable fire extinguisher - LOCATE/USE
After fire extinguished and smoke evacuation:

10. Bleed air switches - L & R
11. Passengers oxygen (COMBI Configuration) - NORMAL (if cabin altitude
below 13000 ft)
12. Land as soon as pratical

Page 12 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PREFLIGHT CHECK
CABIN
A load check has to be performed to ensure that:
– all tie-down fittings are inserted and secured in the seat rails
– all hooks, at the end of all straps, are safely engaged in the tie-down fittings
rings
– all strap-buckles are tight.
– all floor loading panels not utilized for loads are arranged in a stack and safely
secured to the floor rails with a set of 4 straps.
A check has to be performed to ensure that the bins or the containers in each
cargo section, are located against the retaining angle, previously installed in
forward position of each cargo section (see detail A of Figure 3 on page 8).
Figure 3 on page 8 shows a typical arrangement of two cargo sections loading for
the CARGO configuration.
Figure 2 on page 7 shows a typical arrangement, location, maximum dimension
and restraining of the maximum cargo weight (800 lbs) on each cargo section.
Figure 4 on page 9 shows a typical arrangement, location and restraining of
maximum cargo volume on each cargo section.
Figure 6 on page 11 shows a typical arrangement of the two cargo section
loading for the COMBI configuration, with the longitudinal limitations of the
forward cargo section.
No changes to the basic performances provided by Section 5 of the Approved

Rev. 4: Mar. 04, 2019 1105-2999 Page 13 of 24
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 14 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
2. LOADING INSTRUCTIONS
Weight and balance data included in the Weight and Balance Manual must be
completed with the following data when the airplane is arranged in either the
CARGO or COMBI Configuration.
CARGO AND COMBI LOADING

The method of loading cargo, its placement in the airplane and the method of
restraint should each be determined before starting the actual loading.
For loads that are evenly distributed in a given section, the CARGO/COMBI
Loading Charts for the maximum forward loading location are supplied. For any
other useful load rearward location it will be necessary to determine its own C.G.
and its location in the airplane. Determine the C.G. arm (Fuselage Station) by
measuring in inches, from a known location in the cabin to the C.G. of the load.
Determine the "moment" for the load by multiplying the weight by the C.G. arm
(Fuselage Station). This resultant should be divided by 100 to be compatible with
other loading data.
Weight and C.G. position must be controlled during cargo operation to avoid
exceeding the weight and C.G. limits.
Baggage compartment can be loaded, if required, to maintain the airplane C.G.
within limits.

Rev. 4: Mar. 04, 2019 1105-2999 Page 15 of 24
P.180 AVANTI II

Rep. 180-MAN-0020-01101
CARGO CABIN CONFIGURATION (OPTION #13 )
NOTE
The assumed centroid, for each cargo section, is defined by the
maximum cargo load length (see Figure 2 on page 7) assuming
that the bins or containers are located against the retaining
angle installed in forward position of each cargo section.
OCCUPANTS AND CARGO LOADING CHARTS
CREW SECTION SECTION SECTION

SEATS A B C
WEIGHT ARM WEIGHT CENTROID CENTROID CENTROID
LBS 49.20 IN LBS 177.70 IN 142.70 IN 107.70 IN
MOMENT
MOMENT (LBS*IN/100)
(LBS*IN/100)
100 49.20 20 35.54 28.54 21.54
110 54.12 40 71.08 57.08 43.08
120 59.04 60 106.62 85.62 64.62
130 63.96 80 142.16 114.16 86.16
140 68.88 100 177.70 142.70 107.70
150 73.80 200 355.40 285.40 215.40
160 78.72 300 533.10 428.10 323.10
170 83.64 400 710.80 570.80 430.80
180 88.56 500 888.50 713.50 538.50
190 93.48 600 1066.20 856.20 646.20
200 98.40 700 1243.90 998.90 753.90
210 103.32 800 1421.60 1141.60 861.60
220 108.24

Page 16 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
BAGGAGE LOADING CHARTS
REAR BAGGAGE FORWARD

COMPARTMENT CABINET
WEIGHT FS 275 TO 320 WEIGHT FS 55 TO 70
LBS ARM 298 IN LBS ARM 62.5 IN
MOMENT (LBS*IN/100) MOMENT (LBS*IN/100)
10 29.80 5 3.13
20 59.60 10 6.25
30 89.40 15 9.38
40 119.20 20 12.50
50 149.00 25 15.63
60 178.80 30 18.75
70 208.60 34 21.25
80 238.40
90 268.20
100 298.00 CABIN BAGGAGE
110 327.80 COMPARTMENT
120 357.60 WEIGHT FS 208 TO 232
130 387.40 LBS ARM 220 IN
140 417.20
MOMENT (LBS*IN/100)
150 447.00
160 476.80 10 22.00
170 506.60 20 44.00
180 536.40 30 66.00
190 568.20 40 80.00
200 596.00 50 110.00
210 625.80 60 132.00
220 655.60 70 154.00
230 685.40 80 176.00
240 715.20 90 198.00
250 745.00
260 774.80
270 804.60
280 834.40
290 864.20
300 894.00
310 923.80
320 953.60
330 983.40
340 1013.20
350 1043.00

Rev. 4: Mar. 04, 2019 1105-2999 Page 17 of 24
P.180 AVANTI II

Rep. 180-MAN-0020-01101
COMBI CABIN CONFIGURATION (OPTION # 14)
NOTE
The assumed centroid, for each cargo section, is defined by the
maximum cargo load lenght (Figure 6 on page 11) assuming
that the bins or containers are located against the retaining
angle installed in forward position of each cargo section.
OCCUPANTS AND CARGO LOADING CHARTS

CREW SEATS (*) SEATS (**) SECTION SECTION
SEATS 1&2 1&2 A B
WEIGHT ARM ARM ARM WEIGHT CENTROID CENTROID
LBS 49.20 IN 107.70 IN 107.84 IN LBS 177.70 IN 142.70 IN
100 49.20 107.70 107.84 20 35.54 29.54
110 54.12 118.47 118.62 40 71.08 59.08
120 59.04 129.24 129.41 60 106.62 88.62
130 63.96 140.01 140.19 80 142.16 118.16
140 68.88 150.78 150.98 100 177.70 147.70
150 73.80 161.55 161.76 200 355.40 295.40
160 78.72 172.32 172.54 300 533.10 443.10
170 83.64 183.09 183.33 400 710.80 590.80
180 88.56 193.86 194.11 500 888.50 738.50
190 93.48 204.63 204.90 600 1066.20 886.20
200 98.40 215.40 215.68 700 1243.90 1033.90
210 103.32 226.17 226.46 800 1421.60 1181.60
220 108.24 236 94 237.25
(*) Use these data for C.G. calculation with ERDA high comfort seats installed as per
Equipment List.
(**) Use these data for C.G. calculation with ERDA or GEVEN light seats installed as per
Equipment List.

Page 18 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

COMPARTMENT CABINET
10 29.80 5 3.13
20 59.60 10 6.25
30 89.40 15 9.38
40 119.20 20 12.50
50 149.00 25 15.63
60 178.80 30 18.75
70 208.60 34 21.25
80 238.40
90 268.20
120 357.60 WEIGHT FS 208 TO 232
130 387.40 LBS ARM 220 IN
140 417.20
MOMENT (LBS*IN/100)
150 447.00
160 476.80 10 22.00
170 506.60 20 44.00
180 536.40 30 66.00
190 566.20 40 80.00
200 596.00 50 110.00
210 625.80 60 132.00
220 655.60 70 154.00
230 685.40 80 176.00
240 715.20 90 198.00
250 745.00
260 774.80
270 804.60
280 834.40
290 864.20
300 894.00
310 923.80
320 953.60
330 983.40
340 1013.20
350 1043.00

Rev. 4: Mar. 04, 2019 1105-2999 Page 19 of 24
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
The following items, not included in the Weight and Balance Manual must be
considered integral part of the Equipment List when the airplane is arranged in
either the CARGO or COMBI Configuration.

25 EQUIPMENT/FURNISHINGS
25-20 PASSENGER COMPARTMENT
CARGO CONFIGURATION
OPTION #13
– Loading Panel with 8.30 99.42 8.25 1
Retaining Angle
Piaggio 80K191241-405
– Loading Panel 7.00 117.06 8.19 1
Piaggio 80K191241-401
Retaining Angle
Piaggio 80K191241-405
– Loading Panel 7.00 152.06 10.64 1
Piaggio 80K191241-401
Retaining Angle
Piaggio 80K191241-405
– Loading Panel 7.00 187.06 13.09 1
Piaggio 80K191241-401
– Fully Equipped Strap 7.90 107.70 8.51 4
Piaggio S3S15BV125HRS
– Strap Fitting 0.88 107.70 0.95 8
Piaggio 40340-14

Page 20 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

CARGO CONFIGURATION
OPTION #13 (cont.)
– Strap Fitting 0.88 142.70 1.26 8
Piaggio 40340-14
– Strap Fitting 0.88 177.70 1.56 8
Piaggio 40340-14
– Armrest Protection, Left 1.23 145.00 1.78 1
Piaggio 80M09TEMATARM
– Armrest Protection, Right 1.45 135.00 1.96 1
– Emergency Escape Hood 2.80 61.02 1.71 1
Eros 15-40F
– Goggles 0.22 52.76 0.12 1
Eros MXP210-00
TOTAL CARGO Configuration (*) 77.94 139.28 108.55
(*) Nets and items below are

not included in the TOTAL:
– Net 11.68 a.r. a.r. a.r.
Piaggio SK1375-B
– Door Inflatable Seal 0.93 a.r. a.r. 1
Protection
Piaggio 80-909781-001
– Portable Cabin Fire Extinguisher 4.80 58.60 2.81 1
Amerex Corporation Model 352

Rev. 4: Mar. 04, 2019 1105-2999 Page 21 of 24
P.180 AVANTI II

Rep. 180-MAN-0020-01101

25-20 PASSENGER COMPARTMENT (cont.)

COMBI CONFIGURATION
OPTION # 14
– Fwd facing seat (RH) 1
including belts:
ERDA 303267-16 (1) 43.00 107.70 46.31
ERDA 303558-12 (2) 29.00 107.84 31.27
GEVEN AV03-2102-01 (3) 29.80 107.84 32.14
– Fwd facing seat (LH) 1
including belts:
ERDA 303267-15 (1) 43.00 107.70 46.31
ERDA 303558-11 (2) 29.00 107.84 31.27
GEVEN AV03-1102-01 (3) 29.80 107.84 32.14
Retaining Angle
Piaggio 80K191241-405
– Loading Panel 7.00 152.06 10.64 1
Piaggio 80K191241-401
Retaining Angle
Piaggio 80K191241-405
– Loading Panel 7.00 187.06 13.09 1
Piaggio 80K191241-401
– Strap Fitting 0.88 147.70 1.30 8
Piaggio 40340-14
– Armrest Protection, Left 1.23 145.00 1.78 1
– Armrest Protection, Right 1.45 135.00 1.96 1
Eros 15-40F
(1) Arrangement with high comfort seats.

(2) Arrangement with ERDA light seats.
(3) Arrangement with GEVEN light seats.

Page 22 of 24 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

COMBI CONFIGURATION (cont.)

OPTION # 14
– Goggles 0.22 52.76 0.12 1
Eros MXP210-00
TOTAL COMBI Configuration (*)
(1) 139.86 125.73 75.85
(2) 111.86 130.32 145.77
(3) 113.46 130.00 147.50
(*) Nets and items below are

not included in the TOTAL:
– Net 11.68 a.r. a.r. a.r.

Piaggio SK1375-B
– Door Inflatable Seal 0.93 a.r. a.r. 1
Protection
Piaggio 80-909781-001
– Portable Cabin Fire Extinguisher 4.80 58.60 2.81 1
Amerex Corporation Model 352
(1) Arrangement with high comfort seats.

(2) Arrangement with ERDA light seats.
(3) Arrangement with GEVEN light seats.

Rev. 4: Mar. 04, 2019 1105-2999 Page 23 of 24
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 24 of 24 1105-2999 Rev. 4 : Mar. 04, 2019

Supplement 3 Protective Breathing Equipment (8 Pages)
SUPPLEMENT NO. 3
FOR
PROTECTIVE BREATHING EQUIPMENT
EMERGENCY ESCAPE HOOD
EROS P/N 15-40F
[Mod. 80-0150]
Rev. 4: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220

Date: Mar. 04, 2019


Page 1 2 3 4 5 6 7 8
Rev. 4 4 4 4 4 4 4 4
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 4 4 4 4 4 4

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the EROS P/N 15-40F Emergency
Escape Hood is installed.
The information contained herein supplements or supersedes the basic
Approved Airplane Flight Manual and Weight and Balance Manual only in those
areas listed herein.
For limitations, procedures and performance information not contained in this
supplement consult the Approved Airplane Flight Manual.
The emergency escape hood provides automatic oxygen flow and smoke
protection to crew members in case of smoke detection and fire extinguishing in
the cabin, if requested. The hood may be used during flight at each cabin altitude
when the cabin pressurization control system is operative or up to 25000 feet
cabin altitude in the event the cabin pressure control system is inoperative.

Rev. 4: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Use of emergency escape hood is allowed only when the cabin is pressurized or
the cabin altitude is below 25000 feet.
PLACARDS
On the outside of cabinet where the hood is stowed:
PROTECTIVE BREATHING EQUIPMENT INSIDE
On the inside of cabinet where the hood is stowed:
USE ONLY WHEN CABIN IS PRESSURIZED

OR CABIN ALTITUDE BELOW 25000 FT (RAI APPROVED)
SMOKE OR FIRE IN CABIN

If smoke or fire is located in the cabin compartment:
1. Locate the source of smoke or fire.
2. Don the emergency escape hood following the operating instruction
pictograms located on the hood box.
a. Oxygen is automatically supplied after donning. Oxygen flow noise
inside the hood must be heard.
b. Autonomy depends on work load, but it shall be not less than 15 min-
utes.
WARNING
Use Emergency Escape Hood only when cabin is pressurized
or cabin altitude below 25000 feet.

Page 4 of 8 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

WARNING
Use Emergency Escape Hood only when cabin is pressurized
or cabin altitude below 25000 feet.
PREFLIGHT CHECK
1. "Good Condition" indicator on upper side of cover - CHECK GREEN

Rev. 4: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 8 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the Protective Breathing Equipment is
installed.

35 OXYGEN
35-30 PORTABLE OXYGEN
PROTECTIVE BREATHING
EQUIPMENT
EROS 15-40F

Rev. 4: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 4 : Mar. 04, 2019

Supplement 4 First Aid Oxygen Equipment (10 Pages)
SUPPLEMENT NO. 4
FOR
FIRST AID OXYGEN EQUIPMENT
[Mod. 80-0150]
Rev. 4: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8 9 10
Rev. 4 4 4 4 4 4 4 4 4 4
Page 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C

Rev. 4 4 4 4 4 4 4 4


P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the first aid medical oxygen mask
(EROS P/N MW37-33) and the additional outlet valve (EROS P/N DPB181-01)
are installed.
supplement consult the the Approved Airplane Flight Manual.
The First Aid Oxygen system consists in an additional outlet valve connected to
the pilot’s main oxygen line and located in a convenient position in the airplane
cabin depending on the type of airplane interior configuration. A medical oxygen
mask with a metered two flow selector provides oxygen flow at 2 lpm NTPD or at
4 lpm NTPD.

Rev. 4: Mar. 04, 2019 1105-2999 Page 3 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
1. Do not use the first aid oxygen equipment when the cabin altitude exceeds
31000 feet.
2. When in use, the metering selector of the first aid oxygen mask must be set
to 4 in the event of cabin decompression and when the cabin altitude is
above 17000 feet.
PLACARDS
On the outside of cabinet where the mask is stowed:
FIRST AID MEDICAL OXYGEN MASK INSIDE
On the oxygen outlet valve cover:
OXYGEN
Close to the oxygen outlet valve:
DO NOT SMOKE WHILE OXYGEN IS IN USE

Page 4 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Change the corresponding Approved Airplane Flight Manual procedures as
follows:
RAPID OR EXPLOSIVE DECOMPRESSION (CAB PRESS LIGHT ON)

1. Crew and passenger oxygen - MANUAL MASK RELEASE/DON MASKS
4. EMERGENCY DESCENT Procedure - PERFORM down to 12000 ft.
If first aid oxygen is needed:

6. EMERGENCY DESCENT Procedure - PERFORM down to 8000 ft if
possible
7. Crew and passengers oxygen - PILOT ONLY
8. First aid oxygen mask - DON
CABIN ALTITUDE ABOVE 9,500 FETT (CAB PRESS LIGHT ON)

3. Bleed air switches - VERIFY L and R position
4. Cab sel/Auto sched switch - MAN
5. Manual controller switch - DN
6. Rate control knob - AS DESIRED
If cabin altitude continues to increase:

8. EMERGENCY DESCENT Procedure - PERFORM IF REQUIRED down to
12000 ft.

Rev. 4: Mar. 04, 2019 1105-2999 Page 5 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
If first aid oxygen is needed:

10. EMERGENCY DESCENT Procedure - PERFORM down to 8000 ft if
possible
11. Crew and passengers oxygen - PILOT ONLY
12. First aid oxygen mask - DON
NOTE
During Emergency Descent to 8000 ft the oxygen flow supplied
by the normal passengers’ oxygen masks is higher than the
oxygen flow supplied by the first aid mask.
To guarantee adequate first aid oxygen duration, following an
Emergency Descent, switch to PILOT ONLY as soon as 8000 ft
flight altitude are reached.

The first aid oxygen is available at any time, during flight, connecting the
appropriate oxygen mask (P/N MW37-33) to the outlet valve. The oxygen flow
can be set to 2 lpm or 4 lpm.
In case of use of the first aid oxygen for all the flight duration with cabin
pressurization operative, in order to maintain the main oxygen system
compliance with FAR 91, set the metering selector to 2 lpm.
CAUTION
Do not use First Aid Oxygen Equipment when cabin altitude
exceeds 31000 feet.
Set flow selector to 4 lpm when cabin altitude is above 17000
feet.
Do not smoke while oxygen is in use.

Page 6 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Rev. 4: Mar. 04, 2019 1105-2999 Page 7 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 8 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the First Aid Oxygen Equipment is
installed.

35 OXYGEN
35-20 PASSENGER
FIRST AID OXYGEN EQUIPMENT
– Oxygen Mask, First Aid Medical 1.00 61.02 0.61 1
EROS MW37-33

Rev. 4: Mar. 04, 2019 1105-2999 Page 9 of 10
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 10 of 10 1105-2999 Rev. 4 : Mar. 04, 2019

Supplement 5 Ballast Kit for Airplane Balancing (10 Pages)
SUPPLEMENT NO. 5
FOR
BALLAST KIT FOR AIRPLANE BALANCING
Rev. 4: Mar. 04, 2019
LOG OF REVISIONS

No.

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8 9 10
Rev. 4 4 4 4 4 4 4 4 4 4 ->
Page 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C

Rev. 4 4 4 4 4 4 4 4


P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when Ballast as per S.B. 80-0058 is
installed.
In order to make easier the airplane balancing for particular cabin arrangements
and load configurations the use of removable ballast may be required.
A Ballast Kit is available for installation at the tailcone: a number of Weight/Arm/
Moment combinations can be obtained through a set of weights to be arranged,
in a variety of amount and positions, on a suitable mounting plate.
Refer to S.B. 80-0058 for ballast mounting plate installation.

Rev. 4: Mar. 04, 2019 1105-2999 Page 3 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
AUTHORIZED BALLAST
CAUTION
Only the ballast units and related configurations listed at
Section 6 of this Supplement are authorized when the suitable
mounting plate is installed in the airplane tail cone as per
Service Bulletin 80-0058.
CAUTION
When tail ballast is installed as per this Supplement, flight with
no or low cabin loads (i.e. ferry fligths) may result critical for
C.G. position.
In such condition the pilot should carefully evaluate the needing
of removable ballast to be suitably arranged in the cabin.
PLACARDS
In the ballast compartment, stating the maximum allowable ballast weight:
MAX. BALLAST WEIGHT IS 66 LBS (30 KG)
(REFER TO AFM SUPPLEMENT NO. 5 OR TO
S.B. NO. 80-0058 FOR BALLAST LOADING)
BALLAST MUST BE POSITIVELY FASTENED
The following placard must be screwed on left side of the pilot instrument panel
only when ballast is installed as per this Supplement (remove the placard when
ballast is removed):
BALLAST
IN THE
TAIL

Page 4 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

No changes to the basic information provided by Section 3 of the Approved

No changes to the basic information provided by Section 4 of the Approved
No changes to the basic performance provided by the Section 5 of the Approved

Rev. 4: Mar. 04, 2019 1105-2999 Page 5 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
be completed with the following data when ballast is installed as per this
Supplement.
NOTE
The ballast management may vary depending on airworthiness
regulations of the Country where the airplane is operated.
WEIGHT AND BALANCE RECORD

The allowable ballast configurations are listed in the Ballast Configurations Table
that follows.
For each numbered configuration the ballast units and associated positions are
given (refer to sketches in the table).
Each configuration weight, arm and moment includes the ballast only whitout the
mounting plate and related hardware to be separately recorded in the "Weight
and Balance Record" form.
1. After installing the ballast mounting plate enter the related weight, arm and
moment (see the following "Equipment List") in the Weight and Balance
Record form at page 5 of the Weight and Balance Manual.
Calculate the new airplane basic weight, arm and moment.
2. Determine the required ballast.
3. From the "Ballast Configurations Table" find the appropriate ballast
configuration.
4. Install the ballast units then enter the corresponding ballast configuration
weight, arm and moment in the Weight and Balance Record form at page 5
of the Weight and Balance Manual.
Calculate the new airplane basic weight and moment.

Rev. 4: Mar. 04, 2019 1105-2999 Page 7 of 10
P.180 AVANTI II

Rep. 180-MAN-0020-01101
BALLAST CONFIGURATIONS TABLE

Page 8 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
The following items must be considered integral part of the Equipment List as per
the ballast configuration installed.

53 FUSELAGE
53-80 TAIL CONE
BALLAST KIT
– Ballast Mounting Plate 1.05 406.41 4.27 1
(complete with hardware)
Piaggio 80K561100-401
– Ballast Unit 17.35 411.65 71.42 1
Piaggio 80K561100-403
– Ballast Unit 12.53 (*) 1
Piaggio 80K561100-005
Piaggio 80K561100-005
Piaggio 80K561100-005
Piaggio 80K561100-007
Piaggio 80K561100-007
Piaggio 80K561100-007
Piaggio 80K561100-011
Piaggio 80K561100-011
Piaggio 80K561100-011
(*) Refer to the "Ballast Configurations Table"

Rev. 4: Mar. 04, 2019 1105-2999 Page 9 of 10
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 10 of 10 1105-2999 Rev. 4 : Mar. 04, 2019

Supplement 6 Air Ambulance Configuration (22 Pages)
SUPPLEMENT NO. 6
FOR
AIR AMBULANCE CONFIGURATION
(OPTIONS #20 AND #21)
[Mod. 80-0584 / 80-0615]

Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.
2 1 Updated LOR and LOEP March 12, 2012

18, 19 Equipment List updated for
alternative stretchers p/n Piaggio
80-929041-801, installed with
Mod. 80-1002 or S.B. 80-0316

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220

Date: Mar. 04, 2019

List of Effective Pages::

Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Rev. 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
Rev. 4 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the airplane is equipped for Air
Ambulance operations (Option #20 or #21 cabin configuration).
areas listed herein. For limitations, procedures and performance information not
contained in this supplement consult the Approved Airplane Flight Manual.
ABBREVIATIONS
BLS Basic Life Support
PLUS Patient Loading and Utility System

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
CAUTION
Use of any equipment connected to the BLS must be approved
by the National Aviation Authority. Compliance with FAA AC
135-15 is considered acceptable.
WEIGHT LIMITS
1. The following weight limitations apply to the Opt. #20 and #21 Cabinets and
Cabin Baggage Compartment:
a. Maximum weight in Cabin Baggage Compartment 110 lbs (49,8 kg)
b. Maximum weight in Right Side Rear Cabinet 22 lbs (10,0 kg)
c. Maximum weight in Left Side Rear Cabinet 61,6 lbs (28,0 kg)
2. Electromedical equipment can be installed on each TS Side Arch (P/N 100-

4279-CF2-002) and TS Arch (P/N 100-4123-02-CF2-002) with the following
weight limitations:
a. Maximum load on TS Side Arch 25 lbs (11,3 kg)
b. Maximum load on TS Side Arch (Taxi,Takeoff and Landing) 15 lbs (6,8 kg)
c. Maximum load on TS Arch 50 lbs (22,7 kg)
3. A maximum of two 10 lt. oxygen bottles can be installed inside each 6’

PLUS and one on the oxygen vessel rack near the LH rear cabinet with the
following weight limitation:
a. Oxygen bottle (completely filled) maximum weight 44 lbs (20 kg)
SEATING/LITTER LIMITS
CAUTION
Patients and stretchers shall be installed so that the patient’s
head is in forward position.
The stretcher backrest must be in the fully lowered position
during taxi, take-off and landing.

Page 4 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
CREW LIMITS
In addition to the normal flight crew limits, a minimum of one attendant for each
stretcher occupant who is incapable of independently exiting the airplane.
NOTE
The attendant/medical personnel should be familiarized with the
use of the medical equipment installed.
PLACARDS
1. On the Cabin Baggage Compartment:
In the upper bay:
13.6 kg
WEIGHT CAPACITY ———— MAX
30 Lbs
In the middle bay:
20.4 kg
45 Lbs
In the lower bay:
15.8 kg
35 Lbs
2. On the Left Side Rear Cabinet:

Above the drawers:
ALL DRAWERS MUST BE CLOSED WHEN NOT IN USE
On the first upper drawer:

2 kg
4.4 Lbs
On the second drawer:
3 kg
6.6 Lbs

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
On each of the two lower drawers:

0.5 kg
1.1 Lbs
In the lower bay:
20 kg
44 Lbs
Inside each bay of the lateral compartment:
0.5 kg
1.1 Lbs
On the Oxygen vessel rack:

20 kg
44 Lbs
3. On the Right Side Rear Cabinet:

On the upper drawer:
6 kg
13.2 Lbs
On the lower drawer:
4 kg
8.8 Lbs
4. On top of the small foldable table (when closed):

PUSH TO OPEN
5. On the 2’ PLUS Unit:

40 LBS (18 KG) MAX
DOOR MUST BE LATCHED DURING TAXI, TAKEOFF AND LANDING
DO NOT USE AS A SEAT DURING TAXI, TAKE-OFF OR LANDING

Page 6 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
6. Near the 2’ PLUS Unit:

THIS SEAT MUST NOT BE OCCUPIED
DURING TAKE OFF AND LANDING
7. On each 6’ PLUS Unit:

On the upper area:
EMERGENCY SLED RELEASE
PUSH IN, TILT SLED OUT
PUSH
On the system control panel:
AIR
SUCTION
PNL LTS
230 VAC
CONV
12 VDC
OXYGEN
AIR
SUCTION
230 VAC
1,4 AMPS TOTAL
On both lateral sides:
REMOVE HANDLES BEFORE FLIGHT
On the load bay door panels:
OXYGEN SHUTOFF INBOARD & OUTBOARD
CLOCK-WISE OFF
HIGH PRESSURE OXYGEN
FILL 200 BAR MAX
CAUTION USE NO OIL
NO SMOKING
BACKREST IN LOWEST POSITION FOR TAXI, TAKE-OFF AND LANDING
ENSURE LIFELOCKS ARE FULLY ENGAGED BEFORE FLIGHT
NO STORAGE ALLOWED WITH OXYGEN BOTTLE INSTALLED
Inside the load bay on the oxygen shutoff panel:
INBOARD
OFF
OUTBOARD
OXYGEN

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
On the rear side:

OXYGEN
AIR
SUCTION
LOW PSI OXYGEN
CLOSE VALVE BEFORE DISCONNECTING
HIGH PSI OXYGEN
INV REMOTE
LIGHTS 28 VDC
8. On each Side Arch:

On the leg:
TOTAL LOAD OF 25 LBS MAXIMUM INSTALLED ON THE ARCH

HEAD EXTRUSION. 15 LBS FOR TAXI, TAKEOFF AND LANDING.
THE CENTER OF GRAVITY MUST NOT BE
MORE THAN 4" INBOARD AND ABOVE THE UPPER SURFACE.
On the box:
12 VDC
230 VAC
AIR
OXYGEN
9. On the TS arch:
50 LBS MAXIMUM.
THE CENTER OF GRAVITY MUST NOT BE MORE THAN 2" ABOVE THE
UPPER SURFACE.
CAUTION: IT IS THE RESPONSIBILITY OF THE OPERATOR TO ENSURE
THE AIRWORTHINESS OF ANY LOAD OR EQUIPMENT MOUNTED ON THIS
ARCH INCLUDING EMI, RMI, FLAMMABILITY EMERGENCY EGRESS,
STRUCTURAL INTEGRITY OR ANY OTHER POTENTIAL HAZARD.

Page 8 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
EVACUATION OF NON-AMBULATORY PATIENTS

In the event of an emergency evacuation, the attendant/medical personnel
required at Section 2 "Limitations" of this Supplement is responsible for
evacuating the non-ambulatory stretcher occupants.
EVACUATION VIA CABIN DOOR

1. Open cabin door.
2. Prepare each patient for evacuation.
3. Remove each patient from the stretcher.
4. Drag each patient by lifting under both arms and backing through the door.
EVACUATION VIA EMERGENCY EXIT DOOR

1. Open emergency exit door.
3. Allow pilot exit first.
5. Drag each patient by lifting under both arms and backing towards the
emergency exit.
6. Put the patient leg through the emergency exit.
7. Lift the patient and allow sliding through the emergency exit.
8. The pilot lowers the patient to the ground.

Rev. 5: Mar. 04, 2019 1105-2999 Page 9 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
IN THE EVENT OF EXCESSIVE ELECTRICAL LOAD

1. Pilot informs attendant/medical personnel and request for a BLS electrical
load reduction.
2. Reduce electrical load.
3. Monitor electrical load.
If excessive electrical load continues:
4. Pilot informs attendant/medical personnel and request to switch off all
electrical loads.
IN THE EVENT OF DUAL GENERATOR FAILURE

1. Pilot informs attendant/medical personnel of a zero electrical power
situation and request to switch off all electrical loads.
IN THE EVENT OF LITTER BREAKER TRIPPED

1. Push to reset the circuit breaker.
2. If the circuit breaker trips again do not reset until the cause of the circuit
malfunction is determined and corrected.

Page 10 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PREFLIGHT CHECK
Referring to the Air Ambulance interior configuration approved by the National
Aviation Authority, the operator must verify the correct location of the interior
components. Slide Aerosled on the BLS base until fastening pins engage the
latches. Check the correct engagement of all the four pins: trying to rock the
stretcher from each end is an acceptable checking method. Stretchers occupants
must be head forward oriented in the airplane.
Each stretcher occupant shall be secured by means of the restraint harness
during taxi, takeoff and landing operations.Each restraint harness is installed as
required to fit each individual occupant. The shoulder straps are passed over the
occupant shoulders and fastened through the buckle of the torso belt. The thigh
belt is secured over the lover limbs of the occupant.
Check the electromedical equipment are positively secured and related
supporting frame properly fastened. Check the electrical cables for correct
connection to the BLS power sockets and to the electromedical equipment rack
sockets.
CAUTION
The installed medical equipment, as approved by the National
Aviation Authority, should be checked operative as per the
proper applicable operator’s manuals.
NOTE
Primary airplane electrical loads shall take precedence on
medical system loads when an electrical load shedding is
required.

Rev. 5: Mar. 04, 2019 1105-2999 Page 11 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 12 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
completed with the following data when the airplane is arranged in the Air
Ambulance Configuration.
The operator must ensure the airplane is loaded within the Weight, Moment and
Center of Gravity limits envelope at Section 2 of the Approved Airplane Flight
Manual.

Rev. 5: Mar. 04, 2019 1105-2999 Page 13 of 22
P.180 AVANTI II

Rep. 180-MAN-0020-01101
OPTION # 20 CABIN CONFIGURATION
NOTE
Seat 6 can be occupied during takeoff or landing only if the
optional belted lavatory seat is installed
OCCUPANTS LOADING CHART
CREW SEAT LITTER SEAT SEAT SEAT SEAT

WEIGHT SEATS 1 2 3 4 5 6
LBS ARM ARM ARM ARM ARM ARM ARM
49.20 IN 96.25 IN 133.44 IN 129.36 IN 187.95 IN 165.36 IN 218.18 IN
MOMENT (LBS*IN/100)
100 49.20 96.25 133.44 129.36 187.95 165.36 218.18
110 54.12 105.88 146.78 142.30 206.75 181.90 240.00
120 59.04 115.50 160.13 155.23 225.54 198.43 261.82
130 63.96 125.13 173.47 168.17 244.34 214.97 283.63
140 68.88 134.75 186.82 181.10 263.13 231.50 305.45
150 73.80 144.38 200.16 194.04 281.93 248.04 327.27
160 78.72 154.00 213.50 206.98 300.72 264.58 349.09
170 83.64 163.63 226.85 219.91 319.52 281.11 370.91
180 88.56 173.25 240.19 232.85 338.31 297.65 392.72
190 93.48 182.88 253.54 245.78 357.11 314.18 414.54
200 98.40 192.50 266.88 258.72 375.90 330.72 436.36
210 103.32 202.13 280.22 271.66 394.70 347.26 458.18
220 108.24 211.75 293.57 284.59 413.49 363.79 480.00

Page 14 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

COMPARTMENT CABINET
10 29.80 5 3.13
20 59.60 10 6.25
30 89.40 15 9.38
40 119.20 20 12.50
50 149.00 25 15.63
60 178.80 30 18.75
70 208.60 34 21.25
80 238.40
90 268.20
120 357.60 WEIGHT FS 208 TO 232
130 387.40 LBS ARM 220 IN
140 417.20
MOMENT (LBS*IN/100)
150 447.00
160 476.80 10 22.00
170 506.60 20 44.00
180 536.40 30 66.00
190 566.20 40 80.00
200 596.00 50 110.00
210 625.80 60 132.00
220 655.60 70 154.00
230 685.40 80 176.00
240 715.20 90 198.00
250 745.00 100 220.00
260 774.80 110 242.00
270 804.60
280 834.40
290 864.20 2’ PLUS CABINET
300 894.00 FS 71 TO 95
310 923.80 WEIGHT
LBS ARM 83.2 IN
320 953.60
330 983.40 MOMENT (LBS*IN/100)
340 1013.20 5 4.16
350 1043.00 10 8.32
15 12.48
20 16.64
6’ PLUS 25 20.80
WEIGHT (*) STOWAGE COMPT. 30 24.96
LBS ARM 131.2 IN. 35 29.12
MOMENT (LBS*IN/100) 40 33.28
5 6.56
10 13.12 (*) Payload when no oxygen bottle is installed
15 19.68 inside the stowage compartment.
20 26.24

Rev. 5: Mar. 04, 2019 1105-2999 Page 15 of 22
P.180 AVANTI II

Rep. 180-MAN-0020-01101
BAGGAGE LOADING CHARTS (Cont.)
LEFT SIDE REAR CABINET RIGHT SIDE REAR CABINET

LBS ARM 197 IN. LBS ARM 200 IN.
5 9.85 5 10.00
10 19.70 10 20.00
15 29.55 15 30.00
20 39.40 20 40.00
25 49.25 22 44.00
30 59.10
35 68.95
40 78.80
45 88.65
50 98.50
55 108.35
60 118.20

Page 16 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
OPTION # 21 CABIN CONFIGURATION
NOTE
optional belted lavatory seat is installed.
CREW SEAT LITTER LITTER SEAT SEAT

SEATS 1 2 3 4 5
WEIGHT ARM ARM ARM ARM ARM ARM
LBS 49.20 IN 96.25 IN 133.44 IN 150.00 IN 187.95 IN 218.18 IN
MOMENT (LBS*IN/100)
100 49.20 96.25 133.44 150.00 187.95 218.18
110 54.12 105.88 146.78 165.00 206.75 240.00
120 59.04 115.50 160.13 180.00 225.54 261.82
130 63.96 125.13 173.47 195.00 244.34 283.63
140 68.88 134.75 186.82 210.00 263.13 305.45
150 73.80 144.38 200.16 225.00 281.93 327.27
160 78.72 154.00 213.50 240.00 300.72 349.09
170 83.64 163.63 226.85 255.00 319.52 370.91
180 88.56 173.25 240.19 270.00 338.31 392.72
190 93.48 182.88 253.54 285.00 357.11 414.54
200 98.40 192.50 266.88 300.00 375.90 436.36
210 103.32 202.13 280.22 315.00 394.70 458.18
220 108.24 211.75 293.57 330.00 413.49 480.00

Rev. 5: Mar. 04, 2019 1105-2999 Page 17 of 22
P.180 AVANTI II

Rep. 180-MAN-0020-01101

COMPARTMENT CABINET
10 29.80 5 3.13
20 59.60 10 6.25
30 89.40 15 9.38
40 119.20 20 12.50
50 149.00 25 15.63
60 178.80 30 18.75
70 208.60 34 21.25
80 238.40
90 268.20
120 357.60 WEIGHT FS 208 TO 232
130 387.40 LBS ARM 220 IN
140 417.20
MOMENT (LBS*IN/100)
150 447.00
160 476.80 10 22.00
170 506.60 20 44.00
180 536.40 30 66.00
190 566.20 40 80.00
200 596.00 50 110.00
210 625.80 60 132.00
220 655.60 70 154.00
230 685.40 80 176.00
240 715.20 90 198.00
250 745.00 100 220.00
260 774.80 110 242.00
270 804.60
280 834.40
290 864.20 2’ PLUS CABINET
300 894.00 FS 71 TO 95
310 923.80 WEIGHT
LBS ARM 83.2 IN
320 953.60
330 983.40 MOMENT (LBS*IN/100)
340 1013.20 5 4.16
350 1043.00 10 8.32
15 12.48
20 16.64
25 20.80
30 24.96
35 29.12
40 33.28

Page 18 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
BAGGAGE LOADING CHARTS (Cont.)
6’ PLUS LEFT SIDE REAR CABINET

WEIGHT (*) STOWAGE COMPT. (RH) WEIGHT FS 192 TO 206
LBS ARM 131.2 IN. LBS ARM 197 IN.
5 6.56 5 9.85
10 13.12 10 19.70
15 19.68 15 29.55
20 26.24 20 39.40
25 49.25
30 59.10
6’ PLUS 35 68.95
STOWAGE COMPT. (LH) 40 78.80
WEIGHT (*)
LBS ARM 144.8 IN. 45 88.65
50 98.50
MOMENT (LBS*IN/100) 55 108.35
5 7.24 60 118.20
10 14.48
15 21.72
20 28.96 RIGHT SIDE REAR CABINET
WEIGHT FS 198 TO 206
LBS ARM 200 IN.
(*) Payload when no oxygen bottle is installed MOMENT (LBS*IN/100)
inside the stowage compartment.
5 10.00
10 20.00
15 30.00
20 40.00
22 44.00

Rev. 5: Mar. 04, 2019 1105-2999 Page 19 of 22
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
the AIR AMBULANCE Configuration (Options # 20 or # 21).

OPTION #20
CABIN CONFIGURATION
– 2’ PLUS Unit (1) 28.52 83.20 23.73 1
LifePort Inc. 100-4568-CF2-002
– Side facing seat 28.70 96.25 27.62 1
GEVEN AV11-3521-00
– 6’ PLUS Unit (1) 125.30 129.20 161.89 1
or (if Mod. 80-1002 or S.B. 80-0316
installed)Piaggio 80-929041-801
– Aerosled TS Side Arch 25.00 151.00 37.75 1
– Aerosled TS Stretcher 36.60 133.44 48.84 1
with
– Aerosled TS Arch 4.85 139.00 6.74 1
or
– Aerosled TD Strecher 35.00 133.44 46.70 1
LifePort Inc. 100-4123-02-CF2-002
– FWD Facing Seat (LH) 47.80 129.36 61.83 1
ERDA 303453-4
– FWD Facing Seat (LH) 47.80 165.36 79.04 1
ERDA 303453-4
– FWD Facing Seat (RH) 30.10 187.95 56.57 1
GEVEN AV03-2113-02
– Rear Cabinet, LH side (2) 41.88 197.00 82.50 1
Piaggio 80-909820-803
– Cabin Baggage Compartment (3) 50.70 220.00 111.54 1
Piaggio 80-909942-801
(1) Mounting plates weight included.
(2) Includes Rear Cabinet assy P/N 80-909818-
803 and Rear Cabinet support assy P/N 80-
909946-801.
(3) Includes Cabinet assy P/N 80-909943-801.

Page 20 of 22 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101


OPTION #20
CABIN CONFIGURATION (cont.)
– Rear Cabinet, RH side 20.80 200.00 41.60 1
– Oxygen Vessel Rack 5.40 187.47 10.12 1
Piaggio 80-909947-801
– Loading Ramp 33.00 298.00 98.34 1
LifePort Inc. 100-4472
or LR2-077-53-270-390
–
OPTION # 21 CABIN
CONFIGURATION
– 2’ PLUS Unit (1) 28.52 83.20 23.73 1
– Side facing seat 28.70 96.25 27.62 1
GEVEN AV11-3521-00
– 6’ PLUS Unit (RH) (1) 125.30 129.20 161.89 1
or (if Mod. 80-1002 or S.B. 80-0316
installed) Piaggio 80-929041-801
– Aerosled TS Side Arch (RH) 25.00 151.00 37.75 1
– Aerosled TS Stretcher (RH) 36.60 133.44 48.84 1
with
– Aerosled TS Arch 4.85 139.00 6.74 1
or
– Aerosled TD Strecher (RH) 35.00 133.44 46.70 1
LifePort Inc. 100-4123-02-CF2-002
– 6’ PLUS Unit (LH) (1) 125.30 152.76 191.41 1
or (if Mod. 80-1002 or S.B. 80-0316
installed) Piaggio 80-929041-801
– Aerosled TS Stretcher (LH) 36.60 150.00 54.90 1
or
– Aerosled TD Strecher (LH) 35.00 150.00 52.50 1
LifePort Inc. 100-4123-02-CF2-002

Rev. 5: Mar. 04, 2019 1105-2999 Page 21 of 22
P.180 AVANTI II

Rep. 180-MAN-0020-01101


OPTION #21
CABIN CONFIGURATION (cont.)
– FWD Facing Seat 30.10 187.95 56.57 1
GEVEN AV03-2113-02
– Rear Cabinet, LH side (2) 41.88 197 82.50 1
Piaggio 80-909820-803
– Cabin Baggage Compartment (3) 50.70 220.00 111.54 1
Piaggio 80-909942-801
– Rear Cabinet, RH side 20.80 200.00 41.60 1
– Oxygen Vessel Rack 5.40 187.47 10.12 1
Piaggio 80-909947-801
– Loading Ramp 33.00 298.00 98.34 1
or LR2-077-53-270-390
(2) Includes Rear Cabinet assy P/N 80-909818-

803 and Rear Cabinet support assy P/N 80-
909946-801.
(3) Includes Cabinet assy P/N 80-909943-801.

Page 22 of 22 1105-2999 Rev. 5 : Mar. 04, 2019

Supplement 7 SeaFLIR II System (22 Pages)
SUPPLEMENT NO. 7
FOR
SEAFLIR II SYSTEM
[Mod. 80-0490, 80-0560, 80-0704, 80-0705, 80-1010]

Rev. 6: Mar. 04, 2019
Supplement 7 IS NOT applicable to MSN 3001 +

(EVO) airplanes
LOG OF REVISIONS

No.
2 1 Update LOR and LOEP June 28, 2006

19 Add alternate P/N
20 Rearrange material
3 1,2 Design Changes reference updated; Mar. 12, 2012

LOR and LOEP updated
3 Limitations Section updated
19,20 Eq. List updated
4 1 Revision issued for P.180 Avanti “EVO” Rev. 4 is only issued

MSN 3001 and up, introducing a for documental
complete AFM applicable to MSN 3001 traceability.
+ airplanes. Supplement 7 at Rev.
4 IS NOT applicable to
EVO airplanes

material under the authority of
DOA No.
EASA.21J.220

Rev.

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Rev. 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the SeaFLIR II Imaging System is
installed on the airplane as per Mod. 80-0490, 80-0560, 80-0704, 80-0705,
80-1010 or as per relevant Service Bulletins..
contained in this supplement, consult the basic Airplane Flight Manual.
The SeaFLIR II Imaging System is certified for installation with the Option #10
Cabin Configuration.

Rev. 6: Mar. 04, 2019 1105-2999 Page 3 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SeaFLIR II Imaging System performance and functionalities have not been
demonstrated as part of the civil certification process.
SEAFLIR II SYSTEM LIMITATIONS

During Take-off and Landing the SeaFLIR II Cockpit Display must be positioned
close to the cockpit right sidewall and properly secured with the related locking
strip.
During operation of the SeaFLIR II Cockpit Display:
– the display, in operating position, must be properly secured with the locking
strip in order not to interfere with the copilot flight controls and not to disturb
pilot visibility of the right side instruments;
– the operator sitting in front of the display, on the right side of the flight
compartment, is not allowed to perform copilot operations;
– dual pilot certified operations are not allowed.
PLACARDS
1. On the right side of the cabin flight compartment, close to the SeaFLIR II
Display:
STOW AND SECURE DURING
TAKE OFF AND LANDING
SECURE DURING OPERATION
2. In the cabin passenger compartment, on the FLIR/TV Monitor Console leaf:

LEAF MUST BE STOWED
FOR TAKE OFF AND LANDING

No changes to the emergency procedures provided by Section 3 of the Approved
Airplane Flight Manual are necessary for this Supplement.

Page 4 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
OPERATIONS WITH SEAFLIR II SYSTEM INSTALLED

For the correct FLIR/TV Camera operation and to assure the Stabilized Gimbal
Assembly service and operational life, it is recommended not to exceed the
following Airspeed, Altitude and Air Temperature values:
1. Maximum speed 218 KCAS 219 KIAS
2. Maximum Altitude
a. FLIR non-operating 25,000 FT
b. FLIR operating 15,000 FT
3. Minimum Static Air Temperature

a. FLIR non-operating -46°C (-51°F)
b. FLIR operating -20°C (-4°F)
4. Maximum Static Air Temperature

a. FLIR non operating +71°C (+160°F)
b. FLIR operating +55°C (+131°F)
PREFLIGHT CHECK - REAR FUSELAGE (LEFT SIDE)

During the preflight walk-around check the conditions of the Stabilized Gimbal
Assembly (SGA) and related Installation Assembly on the Rear Fuselage (Left
Side).

Rev. 6: Mar. 04, 2019 1105-2999 Page 5 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Performance data provided by Section 5 of the basic Airplane Flight Manual are
to be corrected as follows when the SeaFlir II system is installed on the airplane:
– Take-off Weight (Flaps MID) - ref. to Figure 1 of this Supplement;
– Twin Engine Climb (Flaps MID) - ref. to Figure 2 of this Supplement;
– Twin Engine Climb (Flaps Retracted) - ref. to Figure 3 of this Supplement;
– One Engine Inoperative Climb (Flaps Retracted) - ref. to Figure 4 of this
Supplement;
– Maximum Cruise Power - 2000 RPM (ISA -30° ÷ ISA +30°) - ref. to Figures
from 5 to 11 of this Supplement;
– Maximum Range Power - 2000 RPM (ISA -30° ÷ ISA +30°) - ref. to Figures
from 12 to 18 of this Supplement;
– Balked Landing Climb Torque (Flaps Down) - ref. to Figure 19 of this
Supplement;
– For Single Engine Go Around Landing Weight, during CAT II approaches,
performance data reported in Figure 5-75 of Section 5 of the Airplane Flight
Manual are to be corrected with those reported in Figure 20 of this
Supplement.

Page 6 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SEAFLIR II SYSTEM INSTALLED
Figure 1. Takeoff Weight - Flaps MID

Rev. 6: Mar. 04, 2019 1105-2999 Page 7 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 2. Twin Engine Climb - Flaps MID

Page 8 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 3. Twin Engine Climb - Flaps Retracted

Rev. 6: Mar. 04, 2019 1105-2999 Page 9 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 4. One Engine Inoperative Climb - Flaps Retracted

Page 10 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

MAXIMUM CRUISE POWER - 2000 RPM
ISA -30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -15 5 46.3 397 794 206 219 206 219 206 219
5000 -25 -13 50.0 364 728 221 219 221 219 221 219
10000 -35 -31 53.7 337 674 238 219 238 219 238 219
15000 -45 -48 57.4 315 630 256 219 256 219 256 219
21000 -57 -70 60.9 295 590 280 219 280 219 280 219
23000 -61 -77 62.6 292 584 289 219 289 219 289 219
25000 -65 -84 64.1 288 576 298 219 298 219 298 219
Figure 5. Maximum Cruise Power - 2000 RPM - ISA -30°C

ISA -20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 -5 23 47.2 400 800 210 219 210 219 210 219
5000 -15 5 51.0 368 736 226 219 226 219 226 219
10000 -25 -13 54.8 342 684 243 219 243 219 243 219
15000 -35 -30 58.6 321 642 261 219 261 219 261 219
21000 -47 -52 62.3 302 604 287 219 287 219 287 219
23000 -51 -59 64.0 299 598 296 219 296 219 296 219
25000 -55 -66 65.6 296 592 305 219 305 219 305 219

Rev. 6: Mar. 04, 2019 1105-2999 Page 11 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100

ISA -10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 5 41 48.1 400 800 214 219 214 219 214 219
5000 -5 23 52.0 373 746 230 219 230 219 230 219
10000 -15 5 55.9 348 696 247 219 247 219 247 219
15000 -25 -12 59.8 327 654 267 219 267 219 267 219
21000 -37 -34 63.6 309 618 293 219 293 219 293 219
23000 -41 -41 65.4 307 614 302 219 302 219 302 219
25000 -45 -48 67.1 304 608 312 219 312 219 312 219

ISA

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 15 59 48.9 403 806 218 219 218 219 218 219
5000 5 41 53.0 377 754 234 219 234 219 234 219
10000 -5 23 57.0 354 708 252 219 252 219 252 219
15000 -15 6 61.0 335 670 272 219 272 219 272 219
21000 -27 -16 65.0 317 634 299 219 299 219 299 219
23000 -31 -23 66.8 315 630 309 219 309 219 309 219
25000 -35 -30 68.5 312 624 319 219 319 219 319 219
Figure 8. Maximum Cruise Power - 2000 RPM - ISA

Page 12 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

ISA +10°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 25 77 49.8 408 816 222 219 222 219 222 219
5000 15 59 53.9 384 768 238 219 238 219 238 219
10000 5 41 58.1 361 722 257 219 257 219 257 219
15000 -5 24 62.2 342 684 277 219 277 219 277 219
21000 -17 2 66.3 325 650 305 219 305 219 305 219
23000 -21 -5 68.2 323 646 315 219 315 219 315 219
25000 -25 -12 70.0 320 640 325 219 325 219 325 219
Figure 9. Maximum Cruise Power - 2000 RPM - ISA +10°C

ISA +20°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 35 95 50.6 416 832 225 219 225 219 225 219
5000 25 77 54.8 391 782 243 219 243 219 243 219
10000 15 59 59.1 370 740 261 219 261 219 261 219
15000 5 42 63.3 351 702 282 219 282 219 282 219
21000 -7 20 67.5 334 668 311 219 311 219 311 219
23000 -11 13 69.5 332 664 321 219 321 219 321 219
25000 -15 6 71.3 329 658 332 219 332 219 332 219

Rev. 6: Mar. 04, 2019 1105-2999 Page 13 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100

ISA +30°C

ENG.
(4990 KG) (4536 KG) (4082 KG)
0 45 113 51.4 425 850 229 219 229 219 229 219
5000 35 95 55.7 401 802 247 219 247 219 247 219
10000 25 77 60.1 379 758 266 219 266 219 266 219
15000 15 60 64.4 361 722 287 219 287 219 287 219
21000 3 38 68.8 342 684 317 219 317 219 317 219
23000 -1 31 70.8 3 38 327 219 327 219 327 219
25000 -5 24 72.7 334 668 338 219 338 219 338 219
MAXIMUM RANGE POWER - 2000 RPM

ISA -30°C
0 -15 5 46.3 397 206 219 44.8 392 206 219 43.2 388 206 219
5000 -25 -13 50.0 364 221 219 48.7 361 221 219 47.3 357 221 219
10000 -35 -31 53.7 337 238 219 51.0 330 236 217 48.3 322 233 214
15000 -45 -48 51.2 298 244 208 48.2 290 240 206 44.5 280 236 201
21000 -57 -70 46.7 256 249 194 43.9 248 245 191 41.3 241 242 188
23000 -61 -77 47.3 249 255 192 42.4 235 247 186 40.0 228 244 184
25000 -65 -84 47.4 240 260 190 43.2 228 254 185 38.4 215 245 179
Figure 12. Maximum Range Power - 2000 RPM - ISA -30°C

Page 14 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

ISA -20°C
0 -5 23 47.2 400 210 219 45.6 395 210 219 44.0 390 210 219
5000 -15 5 51.0 368 226 219 49.6 364 226 219 48.2 360 226 219
10000 -25 -13 53.7 339 241 217 50.0 329 237 214 47.8 323 235 212
15000 -35 -30 51.1 300 246 206 47.9 291 243 203 44.8 283 239 200
21000 -47 -52 47.4 260 254 193 44.3 251 249 190 41.6 244 246 187
23000 -51 -59 48.3 254 260 192 42.9 239 251 185 40.3 231 248 183
25000 -55 -66 47.9 245 264 189 43.7 232 258 184 38.9 219 250 178

ISA -10°C
0 5 41 48.1 400 214 219 46.5 395 214 219 44.8 390 214 219
5000 -5 23 52.0 373 230 219 50.5 368 230 219 49.1 364 230 219
10000 -15 5 52.2 337 240 213 49.0 328 237 210 46.2 320 234 207
15000 -25 -12 50.4 301 248 203 47.1 291 244 200 43.9 282 240 197
21000 -37 -34 47.3 262 256 191 44.6 254 253 189 41.9 246 250 186
23000 -41 -41 48.3 256 263 190 43.3 242 255 184 40.6 234 252 181
25000 -45 -48 48.5 248 269 188 43.6 234 260 182 39.2 221 253 177

Rev. 6: Mar. 04, 2019 1105-2999 Page 15 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100

ISA
0 15 59 48.9 403 218 219 47.3 398 218 219 45.6 392 218 219
5000 5 41 51.9 374 232 217 49.0 365 230 215 46.0 355 227 212
10000 -5 23 51.9 339 242 210 48.1 328 238 207 45.7 320 236 205
15000 -15 6 50.8 305 251 202 46.8 293 246 197 43.5 283 242 194
21000 -27 -16 47.7 266 260 190 44.4 256 255 186 41.7 248 252 184
23000 -31 -23 48.8 261 267 189 43.6 246 259 183 40.3 236 253 179
25000 -35 -30 49.1 253 273 187 43.9 238 264 180 39.5 225 257 175
Figure 15. Maximum Range Power - 2000 RPM - ISA

ISA +10°C
0 25 77 48.9 405 220 218 45.8 394 218 215 42.6 383 215 212
5000 15 59 49.7 370 231 212 46.1 358 227 208 43.0 347 223 205
10000 5 41 49.9 336 241 205 46.0 323 236 201 42.7 313 232 198
15000 -5 24 50.0 306 252 198 46.6 295 248 195 43.0 284 244 192
21000 -17 2 48.0 270 264 189 44.8 260 259 185 41.3 250 254 181
23000 -21 -5 49.2 265 271 188 43.4 248 261 181 40.6 239 257 178
25000 -25 -12 49.6 258 277 185 44.4 242 269 180 39.2 226 259 173
Figure 16. Maximum Range Power - 2000 RPM - ISA +10°C

Page 16 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

ISA +20°C
0 35 95 46.7 401 218 212 43.1 387 214 208 39.8 374 211 205
5000 25 77 47.7 367 229 206 44.0 353 224 203 40.7 341 221 199
10000 15 59 48.5 336 240 201 43.9 320 234 196 40.6 309 230 192
15000 5 42 49.3 308 253 195 45.2 295 247 191 41.4 283 242 187
21000 -7 20 47.4 272 265 186 44.5 263 261 183 41.1 252 256 179
23000 -11 13 49.7 271 275 187 43.3 251 263 178 40.3 241 259 175
25000 -15 6 50.5 265 283 185 44.8 247 272 178 39.5 231 263 172

ISA +30°C
0 45 113 45.9 404 218 209 42.0 388 214 205 38.2 372 210 201
5000 35 95 46.3 367 228 202 42.6 352 223 198 38.6 337 218 194
10000 25 77 47.2 336 239 197 42.5 319 233 191 39.1 307 228 188
15000 15 60 49.6 313 256 194 44.8 298 248 189 40.0 282 241 183
21000 3 38 47.8 278 268 185 44.3 267 263 181 40.2 254 255 175
23000 -1 31 50.7 278 280 187 43.5 256 266 177 40.1 245 261 173
25000 -5 24 51.5 272 288 185 45.6 254 277 178 39.2 234 264 170

Rev. 6: Mar. 04, 2019 1105-2999 Page 17 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 19. Balked Landing Climb - Flaps Down

Page 18 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 20. Landing Weight - Single Engine Go Around

Rev. 6: Mar. 04, 2019 1105-2999 Page 19 of 22
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 20 of 22 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the SeaFLIR II System Imaging
System in installed.
The SeaFLIR II System is certified for installation with the Option #10 Cabin
Configuration.

93 SURVEILLANCE
SEAFLIR II IMAGING SYSTEM
– Stabilized Gimbal Assembly (SGA) 28.70 298.00 85.53 1
FLIR Systems Inc. 18531-201
– FLIR/TV Camera Install. Assembly 7.90 310.70 24.55 1
Piaggio 80K341324-801
– 5.6 in. Display 2.20 8.00 0.62 1
Rosen 5601-064
or 7 in. Display
Rosen 7002-062
– Display Base Receptacle 0.32 8.00 0.02 1
Rosen 0100-002
–
or
– FLIR/TV Display Console Install. 61.70 90.20 55.65 1
Piaggio 80-909894-803
(Mod. 80-0705/Mod. 80-1010)
which includes:
– Control Electronics Unit (CEU)
– Hand Control Unit (HCU)
– Signal Data Converter
Shadin Company 933609
or (if Mod. 80-1010 installed)
Shadin Avionics 933612-02
– 15 in. Display
Barco K9343012
– Hatch (FLIR/TV Camera not 0.50 298.00 1.50 1
installed)
Piaggio 80K341331-001

Rev. 6: Mar. 04, 2019 1105-2999 Page 21 of 22
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 22 of 22 1105-2999 Rev. 6 : Mar. 04, 2019

Supplement 8 KHF990 HF Communication System (8 Pages)
SUPPLEMENT NO. 8
FOR
BENDIX/KING KHF990
HF COMMUNICATION SYSTEM
[Mod. 80-0261, 80-0597]

Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.
2 3 Normal Procedures - clarification note March 12, 2012

suffix “.C” complete AFM applicable to MSN 3001 DOA No.
+ airplanes. EASA.21J.220
Date: Dec. 12, 2014

due to applicability MSN 1105-2999 under the authority of
and 3001+ DOA No.
EASA.21J.220

Date: Mar. 04, 2019

List of Effective Pages: :

Page 1 2 3 4 5 6 7 8
Rev. 5 5 5 5 5 5 5 5
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 5 5 5 5 5 5

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the Bendix/King KHF990 HF Radio
Communication System is installed.
supplement consult the basic Airplane Flight Manual
High Frequency radio communications allow reliable long range transmission
and reception over distances of thousands of miles. This makes HF radio
particularly useful when flying over vast water surfaces or desert land areas
where VHF communications, limited to line of sight transmission, are out of
reach.

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
No changes to the limitations provided by Section 2 of the Approved Airplane
Flight Manual are necessary for this supplement.


WARNING
When performing a HF radio check on the ground, make certain
that all personnel are clear of the HF probe antenna before
transmitting. Serious HF burns can result from direct contact
with the antenna when the system is transmitting.
NOTE
ADF and Torque indications may be affected during HF COM
transmission.
NOTE
When the airplane is flown in “single pilot” configuration, the
pilot can achieve HF control panel if pilot Autopilot is engaged.
PREFLIGHT CHECK
REAR FUSELAGE
HF probe antenna - CHECK FOR INSTALLATION AND CONDITION
BEFORE ENGINE STARTING

HF communication system -CHECK OFF
BEFORE ENGINE SHUTDOWN


Page 4 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
No changes to the performance data provided by Section 5 of the Approved

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the Bendix/King KHF990 HF

23 COMMUNICATIONS
23-10 SPEECH COMMUNICATIONS
HF COMM SYSTEM
– Transceiver KTR993 13.01 335.94 43.70 1
Bendix/King 063-01007-0000
– Mounting Kit 1.01 335.94 3.61 1
Bendix/King 050-02121-0001
– Control Panel KFS594 0.80 51.40 0.41 1
Bendix/King 071-01274-0002
– Antenna Coupler KAC992 7.90 411.61 32.11 1
Bendix/King 064-01029-0000
– Antenna KAC992 1.00 464.00 4.64 1
Bendix/King 071-01272-0001

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 5 : Mar. 04, 2019

Supplement 9 FA2100 Cockpit Voice Recorder (8 Pages)
SUPPLEMENT NO. 9
FOR
L-3 COMMUNICATIONS FA2100
COCKPIT VOICE RECORDER
[Mod. 80-0267, 80-0599]

Rev. 4: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220

Date: Mar. 04, 2019

Rev. 4: Mar. 04. 2019 All Page 1 of 8

Page 1 2 3 4 5 6 7 8
Rev. 4 4 4 4 4 4 4 4
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 4 4 4 4 4 4

Page 2 of 8 All Rev. 4 : Mar. 04. 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the L-3 Communications FA2100
Cockpit Voice Recorder is installed.
supplement consult the basic Approved Airplane Flight Manual.
The FA2100 Cockpit Voice Recorder allows storing up to one hundred and
twenty (120) minutes of cockpit audio and is provided with an Underwater
Locator Beacon (ULB).

Rev. 4: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

PREFLIGHT CHECK
Conduct Preflight Self Test as follows:
1. Press and hold the CVR control unit TEST button firmly for at least five
seconds and then release. This initiates the CVR Self Test.
2. Self test is passed if the CVR control unit green TEST lamp stays ON as
long as the TEST button is pressed.
NOTE
The recording will resume if the shutdown signal goes inactive
or upon activation of the "Push-to-test" function. If the recording
is resumed due to execution of the "Push-to-test", the recording
will again cease within 10 minutes if the shutdown signal is still
active.
3. Should self test fail and it is desired to perform another self test, repeat the
procedure.
IMPACT SWITCH CHECK

After either a flight in turbulent air or a hard landing the impact switch warning
light should be checked: the unit resetting is required if the warning light is
illuminated.

Page 4 of 8 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
No changes to the performance data provided by Section 5 of the Airplane Flight
Manual are necessary for this supplement.

Rev. 4: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 8 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the FA2100 Cockpit Voice Recorder is
installed.

23 COMMUNICATIONS
23-70 AUDIO MONITORING
COCKPIT VOICE RECORDER
– FA2100 Recorder w/ ULB 10.50 328.50 34.50 1
L-3 Communications 2100-1020-00
– Cockpit Area Microphone S056 0.20 16.70 0.03 1
L-3 Communications S056-0048-00
– Control Unit S261 0.50 48.50 0.24 1
– Impact Switch 1.00 212.00 2.12 1
Aerodyne Control Corp.
6895-S-4-X-3-3

Rev. 4: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 4 : Mar. 04, 2019

Supplement 10 TCAS I (10 Pages)
SUPPLEMENT NO. 10
FOR
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
(TCAS I)
[Mod. 80-0440, 80-0594, 80-0922]

[80-1355 for MSN 3001+]
Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
4 Cover page Revision issued to add Design Rev. 4 is approved

Change number following Design under the authority of
Change number re-identification DOA No.
campaign (for MSN 3001+ airpl.) EASA.21J.685
Date: Nov. 08, 2018

Date: Mar. 04, 2019


Page 1 2 3 4 5 6 7 8 9 10
Rev. 5 5 5 5 5 5 5 5 5 5
Page 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C

Rev. 5 5 5 5 5 5 5 5

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) to perform TCAS I operations when the
Traffic Alert and Collision Avoidance System (TCAS I) Optional System is
installed (with Mod. N. 80-0440 and 80-0594) on the airplane.
contained in this supplement, consult the basic Approved Airplane Flight Manual.
The SKY899 (TCAS I) is an on-board traffic situation system which monitors the
surrounding airspace, by interrogating any intruding aircraft transponder. The
traffic information, which include relative range, altitude, bearing and closure rate
of other transponder-equipped aircrafts, are then computed to predict collision
threats.
The SKY899 displays traffic information on the cockpit displays (PFDs and MFD)
and generates aural warning through the Cockpit Audio System. TCAS I
functions control is performed through the “TCAS” section on the Miscellaneous/
Reversionary Panel, the DCP “Range” knob and the cockpit displays softkeys.
ABBREVIATIONS
OPR Operating Mode
OT Other Traffic
TA Traffic Advisory
TCAS Traffic Alert and Collision Avoidance System
TFC TCAS Traffic Display Mode
TRC Transmitter Receiver Computer
TEST Test Mode
WOW Weight On Wheel
DEFINITIONS
TRAFFIC ADVISORY Threat information given to the pilot pertaining to the
position of intruding aircraft in the immediate vicinity.
PROXIMATE TRAFFIC Any traffic not generating a TA but which is within 4 nmi
range and within ± 1200 feet vertically.
OTHER TRAFFIC Any traffic within approximately 35 nmi range and within
± 9900 feet vertically (max. range), that is not proximate
traffic or traffic generating a TA.

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The following limitations apply to the P.180 airplane when conducting TCAS I
operations:
a. The Pilot should not manoeuvre the aircraft based solely on the traffic
displayed by TCAS I.
Information shown on the display is provided to the Pilot as an aid to visually
acquiring traffic. Manoeuvring the aircraft should be based only on ATC
guidance or positive visual acquisition of the conflicting traffic.
b. TCAS I system provides no indication of aircrafts without operative
transponders.
c. Besides the TCAS I components, all the IFR required instruments must be
installed and operating to operate TCAS I system.

If a TCAS computer failure occurs, the yellow "TCAS-FAIL" flag appears on the
PFDs and the MFD.
If "TCAS-FAIL" is annunciated on the PFDs and the MFD or the "Traffic Advisory
System Test Failed" aural annunciation occurs, turn the TCAS I System OFF
through the dedicated CB.

Page 4 of 10 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
INITIALIZATION (SELF-TEST)
1. After Engine starting verify that the TCAS I Circuit Breaker is engaged and
set the Avionics Switch to ON.
2. The TCAS system automatically cycles through a power-on SELF-TEST.
3. The Traffic screen appears and the following annunciations are displayed,
provided that the TCAS display mode is selected through the cockpit
displays soft-keys:
– Yellow “TRAFFIC” annunciation
– OT, PT and TA traffic symbols
4. After the completion of the test the “Traffic Advisory System Test Passed”
aural message is broadcast.
5. If the system passes the test:
On ground:
– The system goes automatically in Stand-by (STBY) mode.
– To switch to Operating mode, depress the OPR/STBY pushbutton on the
Miscellaneous/Reversionary Panel.
In flight:
– The system goes automatically in Operating (OPR) mode.
6. The TCAS power-on self-test result is not significant before the avionics
initialization is completed, including, for instance, valid altitude data.
SYSTEM SELF-TEST
1. Prior to initiate the TCAS self-test, ensure that all avionics are turned ON
and operational.
2. With the TCAS in standby mode and TFC selected on PFDs/MFD perform
the TCAS I self-test pushing the “ALT/TEST” pushbutton on the
Miscellaneous/ Reversionary Panel:
– Yellow "TRAFFIC" annunciation is displayed
– OT, PT and TA traffic symbols are displayed
3. After the completion of the test the aural "Traffic Advisory System Test
Passed " is broadcast.

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
TRAFFIC ADVISORY ANNUNCIATION

A TA is annunciated by an aural "TRAFFIC TRAFFIC" message on the Cockpit
Audio System and a yellow filled circle shown on the TCAS display.
A TA is generated when the following conditions occur:
a. Cruise (altitude above 2000 feet AGL):
– the intruder is within a 0,2 nmi horizontal radius and a ± 600 feet relative
altitude range, or
– the intruder is approximately within 15 -20 seconds from CPA.
b. Takeoff and Landing (altitude below 2000 feet AGL):

– the intruder is within a 0,55 nmi horizontal radius and a ± 800 feet relative
altitude range, or
– the intruder is approximately within 20 -30 seconds from CPA.
Below 400 feet AGL the aural "TRAFFIC TRAFFIC" message is inhibited.
When the own aircraft altitude is below 1700 feet AGL, ground intruders (below
380 feet AGL) are filtered out.
A TA symbol remains on the screen for at least 8 seconds even if the intruder
aircraft no longer meets the TA criteria.
RECOMMENDED FLIGHT CREW PROCEDURES

When a TCAS I Traffic Advisory (TA) is issued:
a. The flightcrew should attempt to visually acquire the intruder aircraft and to
attain/ maintain safe separation in accordance with regulatory requirements
and good operating practices.
b. When the flightcrew cannot visually acquire the intruder aircraft but perceives
the intruder as a threat, the crew may contact ATC to obtain information that
might help in locating the intruder aircraft.
c. TCAS I TA display information is inadequate for collision avoidance
manoeuvres. Pilots should not manoeuvre based solely on TA information. A
Pilot manoeuvre based only on this information might result in a loss of
separation with the intruder (e.g., a turn toward the intruder). Pilots should
manoeuvre only on receiving guidance from ATC or on acquiring visual
contact with the intruder.

Page 6 of 10 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
GENERAL RECOMMENDATIONS
a. Pilots will operate TCAS at all times when airborne, in all meteorological
conditions.
b. TCAS does not diminish or otherwise alter the pilot's authority or
responsibility to ensure safe separation. The pilot should maintain frequent
outside visual scan and "see and avoid" vigilance.
c. TCAS should not be activated until cleared for takeoff. TCAS should be
deactivated after clearing an active runway following a landing (select the
STBY mode). TCAS is not designed to assist in taxiing across active runways
or at any other time for ground operations.
d. To enhance situational awareness during flight, the TCAS display should be
used in a range setting appropriate to the phase of flight.
e. TCAS I can only detect aircrafts which are transponder equipped.
COMBINED TCAS I & TAWS OPERATIONS

When both TAWS and TCAS I Systems are installed on the airplane, if a TAWS
alert or altitude callout condition and a Traffic Advisory condition exist at the
same time, the Traffic Advisory aural message is delayed with respect to the
TAWS alert or callout aural annunciation.

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 8 of 10 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the TCAS I optional system is
installed:

34 NAVIGATION
34-40 INDEPENDENT POSITION
DETERMINING
TCAS I SYSTEM
– Transceiver/Computer Unit TRC899 9.88 -17.90 -1.77 1
with:
– System Configuration Module 1
– Directional Antenna NY156 2.29 117.00 2.68 1

Rev. 5: Mar. 04, 2019 1105-2999 Page 9 of 10
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 10 of 10 1105-2999 Rev. 5 : Mar. 04, 2019

Supplement 11 TAWS (10 Pages)
SUPPLEMENT NO. 11
FOR
TERRAIN AWARENESS AND WARNING SYSTEM
(TAWS)
[Mod. 80-0459, 80-0595, 80-1364 for MSN 3001+]

Rev. 6: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220

Date: May 29, 2018
5 Cover page, Revision issued to add Design Rev. 5 is approved

9, 9.C Change number following Design under the authority of
campaign (for MSN 3001+ airpl.). EASA.21J.685
Furthermore Equipment List is Date: Nov. 08, 2018
updated to remove OCM Module p/n

Rev.

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8 9 10
Rev. 6 6 6 6 6 6 6 6 6 6
Page 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C

Rev. 6 6 6 6 6 6 6 6

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the Terrain Awareness and Warning
System (TAWS) Class B Optional System is installed (with Mod. No. 80-0459 and
80-0595) on the airplane.
contained in this supplement consult the basic Approved Airplane Flight Manual.
The BF Goodrich TAWS8000 is a Class B Terrain Awareness and Warning

System (TAWS) designed to provide terrain situational awareness relative to
current and predicted aircraft position compared with terrain information stored
into a Database integrated with the system.
Based upon information from FMS, Air Data Computer, landing gear position and
Heading source, the TAWS is able to determine the airplane state and intent and
to provide warnings and alerts in advance of potential hazards. The system
provides the following functions: Reduced Required Terrain Clearance (RTC),
Imminent Terrain Impact (ITI), Premature descent, Excessive descent rate,
Negative Climb Rate or Altitude Loss After Takeoff and Altitude of 500 ft. The
alert information is provided to the flight crew both visually and aurally.
TAWS functions control is performed through the “TAWS” section on the
Miscellaneous/Reversionary Panel, the DCP “Range” knob and the cockpit
displays (PFDs and MFD).
ABBREVIATIONS
GND Ground
ITI Imminent Terrain Impact
PROX Proximity
RTC Reduced Required Terrain Clearance
TAWS Terrain Awareness and Warning System
TERR Terrain

Rev. 6: Mar. 04, 2019 1105-2999 Page 3 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
a. Navigation must not be predicated upon the use of the Terrain Awareness
Display. The Terrain Awareness Display is intended to serve as a situational
awareness tool only, and may not provide the accuracy and/or fidelity on
which to solely base terrain or obstacle avoidance maneuvering decisions.
b. The Goodrich Avionics Systems, Inc. LANDMARK™ TAWS8000 Terrain
Awareness and Warning System Pilot's Guide, part number 009-18000-001,
latest revision, must be immediately available to the pilot when operating the
aircraft with the LANDMARK™ TAWS8000 system. The software status
stated in the Pilot's Guide should match that displayed on the equipment ID
tag.
c. The use of the terrain awareness warning and terrain display functions is
prohibited during QFE (atmospheric pressure at airport elevation) operations.
d. The area of intended operation is identified by the proper Terrain Database
P/N recorded in the Equipment List of this Supplement.
e. During operations at certain locations, where it is known that caution/warning
thresholds may be exceeded due to specific terrain or operating procedures,
the TAWS system must be manually inhibited.
NOTE
To avoid giving unwanted alerts the TAWS system must be
inhibited, through the INHIB pushbutton, when performing
Steep Approaches.
f. Besides the TAWS components, all the IFR required instrumentation must be
installed and operating to operate the TAWS system.

If a TWAS computer failure occurs, the yellow "TERRAIN FAIL" flag appears on
the PFDs and MFD.
If "TERRAIN FAIL" is annunciated on the displays or if "TAWS System Test

Failed" aural annunciation occurs, turn the TAWS system OFF through the
dedicated circuit breaker.

Page 4 of 10 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SYSTEM INITIALIZATION
1. After Engine starting set the Avionics Switch to ON.
2. Verify the TAWS Circuit Breaker is engaged and the terrain display enabled.
3. The TAWS System begins its power-up Self-Test. The TAWS Control Panel
switches and indicator lights should light up and then extinguish after a few
seconds. If the system passes the test and all the lights are off the TAWS is
operational.
4. Result of TAWS initial built-in-test is not significant before avionics
initialization is completed, including valid GPS signal receiver.
SYSTEM SELF-TEST
1. Prior to initiate the TAWS Self-Test, ensure that all avionics are turned ON
and operational.
a. Set altitude to an indicative value of 100-200 feet.
b. Ensure GPS data are available.
c. Monitor PFDs/MFD annunciations during test.
2. On the Reversionary Panel push the TAWS "Test" pushbutton .
a. Yellow "TERR", yellow "GND PROX" and red "PULL-UP" are sequen-
tially displayed on PFDs.
b. Graphical Terrain test pattern is displayed on PFDs/MFD.
c. Software version (e.g. “LANDMARK software version 1.10"), terrain
database (e.g. "LANDMARK Database: World. Effective date: March 22,
2004”) and altitude (e.g. "MSL 150") are announced
d. After completion of the test "LANDMARK System Test Passed" is
announced
NOTE
Perform the system self-test before the first flight of the day and
whenever the system shows a failure condition. The system
self-test function is available only when the aircraft is on the
ground.

Rev. 6: Mar. 04, 2019 1105-2999 Page 5 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
ADVISORY CALLOUTS
The following advisory callout is provided:
– "FIVE HUNDRED" occurs at 500 feet AGL
CAUTION AND WARNING ALERTS

According to the different Alert Conditions, the TAWS system generates the
following Caution and Warning Alerts:
Caution Alert Warning Alert

Alert Condition
(Aural) (Visual) (Aural) (Visual)
Reduced Required "Caution, terrain; "TERR” "Terrain, terrain; "PULL UP”

Terrain Clearance caution, terrain” (Amber) pull up, pull up” (Red)
(RTC)
Imminent Terrain "Caution, terrain; "TERR” "Terrain, terrain; "PULL UP”

Impact (ITI) caution, terrain” (Amber) pull up, pull up” (Red)
Premature Descent "Too low, terrain” "TERR” [None] [None]

(Amber)
Excessive Descent "Sink Rate” "TERR” "Pull up” "PULL UP”

Rate (Amber) (Red)
Negative Climb "Don't Sink” "TERR” [None] [None]

Rate or Altitude (Amber)
Loss after Tafeoff

Page 6 of 10 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
RESPONSE TO A TAWS CAUTION

When a Terrain Awareness Caution occurs take positive action until the alert
ceases.
Stop descending or initiate either a climb or a turn, or both, as necessary, based
on analysis of all available instruments and information.
RESPONSE TO A TAWS WARNING

If a terrain awareness Warning occurs, immediately initiate and continue a climb
that will provide maximum terrain clearance, or any similar approved vertical
terrain escape manoeuver, until all alerts cease.
Only vertical manoeuvers are recommended, unless either operating in visual
meteorological conditions (VMC), or the pilot determines, based on all available
information, that turning in addition to the vertical escape manoeuver is the safest
course of action, or both.
COMBINED TCAS I & TAWS OPERATIONS

When both TAWS and TCAS I Systems are installed on the airplane, if a TAWS
alert or altitude callout condition and a Traffic Advisory condition exist at the
same time, the Traffic Advisory aural message is delayed with respect to the
TAWS alert or callout aural annunciation.

Rev. 6: Mar. 04, 2019 1105-2999 Page 7 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 8 of 10 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II
WEIGHT AND BALANCE MANUAL

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the TAWS Optional System is
installed:

34 NAVIGATION
DETERMINING
TERRAIN AWARENESS AND
AVOIDANCE SYSTEM (TAWS)
– TAWS8000 Remote Computer 4.10 -17.90 -0.73 1
with:
– System Configuration Module 1
and
– 67DC Terrain Database Cartridge 1
L-3 Communications
805-18200-( ) (1)
– OCM-3100 Option Control Module negl. -- -- 1
(1) The suffix ( ) is related to the world

regional coverage (e.g. -001 for North
America, -002 for worldwide coverage).

Rev. 6: Mar. 04, 2019 1105-2999 Page 9 of 10
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 10 of 10 1105-2999 Rev. 6 : Mar. 04, 2019

Supplement 12 Unpaved Runways Operations (12 Pages)
SUPPLEMENT NO. 12
FOR
UNPAVED RUNWAYS OPERATIONS
[Mod. 80-0358, 80-0609]

Rev. 7: Mar. 04, 2019

(EVO) airplanes and airplane equipped with
S.B.80-0454 or 80-0425
LOG OF REVISIONS

No.
2 1 Updated LOR and LOEP March 12, 2012

6,7 Landing procedure updated

Date: Dec. 12, 2014
4 1 to 10 and Revision issued for re-arrange Rev. 4 is approved

3.Cto 10.C material due to applicability MSN under the authority of
1105-2999 and 3001+ DOA No.
EASA.21J.220
5 1 to 2 and Revision issued to update Rev. 5 is approved

3.C to 10.C applicability to MSN 1105-2999 only. within approval of
TC54:
REMOVED pages 3.C to 12.C
EASA n. 10054744
Date: Sept. 14, 2015

Rev.
6 1, 2 and 8 Revision issued to update supp. Rev. 6 is approved

applicability and landing procedure under the authority of
due to new steering. DOA No.
S.B. 80-0454 or 80-0425 EASA.21J.220

Date: Mar. 04, 2019
LIST OF EFFECTIVE PAGES:

Page 1 2 3 4 5 6 7 8 9 10 11 12
Rev. 7 7 7 7 7 7 7 7 7 7 7 7

Page 2 of 12 All Rev. 7: Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) for conducting Operations on Unpaved
Runways when the required equipment is installed on the airplane.
Operations on Unpaved Runways are limited to the airfield surfaces defined in

Section 2 of this supplement, the information herein contained does not
constitute operational approval.
Further limitations could be defined by the Airfield Operators in terms of
maximum allowable aircraft weight and maximum allowable tire pressure.
The following tire pressure must be used for comparison to the airfield limitation:
Main landing gear wheel: 119 psi (8.4 Kg/cm2)
The Airfield Operator should provide adequate information of the airfield surface
characteristics. For aircraft safe operation, these should be equivalent to a firm
soil, or grass surface on firm soil with maximum grass length of 5 cm (2 inches).
The soil is considered firm when there are wheel impressions but no rutting.
Maximum wheel impression measured during flight test to demonstrate
performance of Section 5 of this supplement, was about 1.5 cm (0.5 inches).
The method used to measure the surface strength expressed as a California
Bearing Ratio (CBR), or other accepted runway strength measurement systems,
can be used to evaluate the airplane wheel impression depth as a function of the
tire pressure.
It must be reminded that surface bearing strength can vary from part to part of an
airfield and as a consequence of the environmental conditions.

Rev. 7: Mar. 04, 2019 1105-2999 Page 3 of 12
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Operations on Unpaved Runways are limited to the following equivalent airfield
surfaces:
– firm bare soil;
– grass on firm soil up to 5 cm (2 inches) long.
NOTE
The soil is firm when there are wheel impressions but no rutting.
With reference to landing gear operating life limit, each operating cycle (a takeoff
and landing) on an unpaved runway is to be taken in account as four operating
cycles on a paved runway.

Approved Airplane Flight Manual are necessary for this supplement.

Page 4 of 12 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

CAUTION
The level of safety may be decreased when operating on
unpaved runways and therefore proper efforts should be made
to ensure adequacy of the runway surface for operational use.
Pay particular attention that the runway surface should be even
i.e. free of ruts, troughs or holes, stones and large vegetation
tufts that may decrease performances or damage external
equipment and main aerodynamic surfaces.
Wet unpaved runways may be slippery; in such case landing
ground run and engine-out stop distance may increase
significantly over those indicated in Section 5 of this
supplement.
NOTE
When operating on unpaved surfaces dust particles could be
suspended in the air, especially with windy weather or following
other airplanes operations. In such conditions it could be
advisable to deploy anti-ice vanes in order to prevent any
engine FOD. In this case performance changes due to ice-
vanes deployment, outlined in Section 5 of this AFM, are to be
added to the performance changes due to the unpaved surface,
outlined in Section 5 of this Supplement.
PREFLIGHT CHECK
NOSE SECTION
The gravel protection on the nose gear is to be checked for proper installation
and absence of damages.

Rev. 7: Mar. 04, 2019 1105-2999 Page 5 of 12
P.180 AVANTI II

Rep. 180-MAN-0010-01100
TAXIING
NOTE
During taxi the required power setting may result in a propeller
RPM increase into yellow range (1300 to 1600 RPM).
Prolonged NP RPM operations in this range should be avoided
with a proper use of engine power levers.
Keep the flaps retracted when taxiing to avoid throwing dirtiness (stones, grass,
heavy dust or others) in the flap mechanisms and to minimize damages to the
flap surfaces, until line-up for takeoff.
Taxi speed should be kept as slow as possible to assure propellers integrity if
sand or gravel is present on the airfield surface.
Follow normal procedures for engines run up and checks before takeoff.
TAKEOFF
NOTE
Under particularly slippery conditions the normal procedure for
engine ground check may be difficult to be performed.
Operating from an unpaved runway may result in a wheels slipping while holding
brakes as per a normal takeoff procedure.
In order to avoid slipping, it is recommended to advance the power levers
smoothly while holding brakes up to the maximum power without slipping.
After brake release, advance power levers to the maximum takeoff power as per
Figure 5-14 at Section 5 of the Approved Airplane Flight Manual.
A moderate nose up elevator during takeoff ground run, decreases the load on
nose wheels improving the takeoff performance.
If flight condition permits, leave the landing gear extended (without braking the
wheels) for a short time after takeoff to remove most of dirtiness (stones, grass,
heavy dust or others).
Have a brief operational check of the radio/navigation equipment with the
antennas located on the belly of the airplane.

Page 6 of 12 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
LANDING
NOTE
When operating on unpaved runways the landing procedure
must be performed with FLAPS DN.

1. Landing Gear - CHECK DN (3 green lights)
2. Flaps - CHECK DN
CAUTION
3. Approach speed - REFER to Figure 5-69 at Section 5 of the AFM

5. Condition Levers - CHECK MAX RPM
NOTE
After touch down a moderate nose up elevator must be applied
until 60 to 70 KIAS speed has been reached in order to avoid
damages to external surfaces and equipment.
CAUTION
Braking is less effective on unpaved runways.
7. Reverse - Below 1900 NP, or 5% drop from the set value, slowly retard
power levers approximately 3/4 from idle detent into the beta range
CAUTION
Asymmetrical reverse thrust may be difficult to control on a
slippery runway.
It is recommended to avoid full reverse on landing and to limit
beta range or min. reverse only.
reverse power.

Rev. 7: Mar. 04, 2019 1105-2999 Page 7 of 12
P.180 AVANTI II

Rep. 180-MAN-0010-01100
9. Condition Levers - GROUND IDLE
10. Steering - ENGAGE TAKE OFF (if necessary).
NOTE
During taxi the required power setting may result in a propeller
RPM increase into yellow range (1300 to 1600 RPM).
Prolonged NP RPM operations in this range should be avoided
with a proper use of engine power levers.
AFTER SHUTDOWN
Check landing gear, gravel protection kit, wheels, fuselage and wing lower
surfaces, fuselage belly antennas and lights, flaps lower surfaces and propellers
blades for absence of damages.
After flight if a prolonged stay is foreseen or in case of windy conditions full
covers on all engines, statics and pitot should be applied in order to prevent
FOD.
Performance data provided by Section 5 of the Airplane Flight Manual are to be
corrected as follows when operating on unpaved runways:
TAKEOFF AND LANDING DISTANCE ON UNPAVED RUNWAYS

NOTE
All performance data are based on runways as specified in
Section 2 of this Supplement. Distance correction factors are
based on experimental data of representative surfaces and are
for guidance only. Specific runway conditions may result in
improved or degraded performance.
The information herein contained does not constitute an
operational approval.

Page 8 of 12 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
TAKEOFF DISTANCE ON UNPAVED RUNWAYS

The Takeoff Ground Run Distance, as per Figure 5-17 on page 5-25 of the AFM,
must be increased by 25% (correction factor = 1.25) for takeoff on unpaved
runway.
EXAMPLE:
– Takeoff Ground Run on dry paved runway 2050 ft (625 m)
– Takeoff Ground Run on unpaved runway 2050x1.25 = 2563 ft (781 m)
The Takeoff Total Distance, as per Figure 5-16 on page 5-25 of the AFM, must be
increased by 15% (correction factor = 1.15) for takeoff on unpaved runway.
EXAMPLE:
– Takeoff Distance on dry paved runway 2850 ft (850 m)
– Takeoff Distance on unpaved runway 2850x1.15 = 3278 ft (999 m)
ACCELERATE AND STOP DISTANCES ON UNPAVED RUNWAYS

The Accelerate and Stop Distance, as per Figure 5-19 on page 5-28 of the AFM
must be increased by 40% (correction factor = 1.40) when operating on unpaved
runway.
EXAMPLE:
– Accelerate and Stop Distance on dry paved runway 4360 ft (1329 m)
– Accelerate and Stop Distance on unpaved runway 4360x1.40 = 6104 ft (1861 m)

Rev. 7: Mar. 04, 2019 1105-2999 Page 9 of 12
P.180 AVANTI II

Rep. 180-MAN-0010-01100
LANDING DISTANCE ON UNPAVED RUNWAYS

CAUTION
When operating on unpaved runways the Landing procedure is
to be performed only with FLAPS DN.
The Landing Ground Run Distance, as per Figure 5-69 on page 5-78 of the AFM,
must be increased as follows when landing on unpaved runway:
– at idle power setting by 60% (correction factor = 1.60)
– at beta range power setting by 20% (correction factor = 1.20)
EXAMPLE:
Landing Ground Run on dry paved runway 1870 ft (570 m)
Landing Ground Run on unpaved runway:
– at idle power setting 1870x1.60 = 2992 ft (912 m)
– at beta range power setting 1870x1.20 = 2244 ft (684 m)
The Total Landing Distance, as per Figure 5-69 on page 5-78 of the AFM, must
be increased as follows when landing on unpaved runway:
– at idle power setting by 40% (correction factor = 1.40)
– at beta range power setting by 12% (correction factor = 1.12)
EXAMPLE:
Total Landing Distance on dry paved runway 2860 ft (872 m)
Total Landing Distance on unpaved runway:
– at idle power setting 2860x1.40 = 4004 ft (1220 m)
– at beta range power setting 2860x1.12 = 3203 ft (976 m)

Page 10 of 12 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
The following items, not included in the weight and balance information
presented in the Weight and Balance Manual, must be considered integral part of
the Equipment List when the airplane is equipped with the gravel protection for
unpaved runways operations.

32 LANDING GEAR
32-20 NOSE GEAR AND DOORS
GRAVEL PROTECTION KIT
– Gravel Protection 1.64 -17.80 -0.29 1
Piaggio 80K174108-801

Rev. 7: Mar. 04, 2019 1105-2999 Page 11 of 12
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 12 of 12 1105-2999 Rev. 7 : Mar. 04, 2019

Supplement 13 Turbulence Weather Radar (8 Pages)
SUPPLEMENT NO. 13
FOR
TURBULENCE WEATHER RADAR
[Mod. 80-0664 or 80-1359 for MSN 3001+]

Rev. 6: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
4 1, Cover page updated Rev. 4 is approved

7 and 7.C Update Eq. List under the authority of
DOA No.
EASA.21J.220
Date: Jan. 09, 2017

Date: May 29, 2018

Rev.

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8
Rev. 6 6 6 6 6 6 6 6
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 6 6 6 6 6 6

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the TWR-852 Turbulence Weather
Radar Optional System is installed (with Mod. N. 80-0664) on the airplane.

Rev. 6: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100


The TWR-852 Turbulence Weather Radar is equivalent to the basic WXR-800
Weather Radar except for the following additional operating modes:
a. Weather plus Turbulence (WX+T) and Turbulence only (TURB) modes which
can be selected through the radar menu shown on the cockpit displays
(PFDs/MFD);
b. AUTOTILT function selectable through the dedicated additional pushbutton
on the Display Control Panel.

Page 4 of 8 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Rev. 6: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 8 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the TWR-852 Turbulence Weather
Radar Optional System is installed:

34 NAVIGATION
DETERMINING
TURBULENCE WEATHER RADAR
COLLINS TWR-852
– Receiver Transmitter Antenna RTA-852 19.80 -42.30 -8.38 1
Collins 622-8439-004 (1)
– Display Control Panel DCP-3030 1.50 20.16 0.30 2
Collins 822-1828-062 (2)
(1) Replaces the basic RTA-800, P/N 822-

1050-004.
(2) Replaces the basic DCP P/N 822-1828-
162.

Rev. 6: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 6 : Mar. 04, 2019

Supplement 14 Sec. Diversity Mode-S Transponder (8 Pages)
SUPPLEMENT NO. 14
FOR
SECONDARY DIVERSITY MODE-S TRANSPONDER
[Mod. 80-0598, 80-0905]

Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
4 1, Cover page updated Rev. 4 is approved

7, 7.C Update Eq. List under the authority of
DOA No.
EASA.21J.220
Date: Jan. 09, 2017

Date: Mar. 04, 2019


Page 1 2 3 4 5 6 7 8
Rev. 5 5 5 5 5 5 5 5
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 5 5 5 5 5 5

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101 when the second TDR-94D Transponder is
installed (with Mod. N. 80-0598) on the airplane.

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

If a TRANSPONDER failure occurs, the yellow "XPDR FAIL" flag appears on the
RTU and CDU. In this case select the other available Transponder.
NOTE
The same mode A and Flight ID codes previously active on the
failed unit must be maintained on the active transponder.

The secondary TDR-94D Transponder is equivalent to the primary (basic)
Transponder including the Enhanced Surveillance capability.
To use the secondary Transponder instead of the primary, select ATC2 on the
RTU or CDU Radio control units.
NOTE
When the secondary transponder is activated, the same mode
A and Flight ID codes previously active on the primary unit must
be maintained on the active transponder.

Page 4 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the Optional secondary TDR-94D
Transponder is installed:

34 NAVIGATION
34-50 DEPENDENT POSITION
DETERMINING
SECONDARY DIVERSITY
MODE-S TRANSPONDER
– Secondary Transponder TDR-94D 8.50 -18.60 -1.58 1
Collins 622-9210-008
or 622-9210-309
– Transponder Mount MMT-150 0.90 -18.60 -0.17 1
Collins 622-9672-003

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 5 : Mar. 04, 2019

Rep. 180-MAN-0010-01100

Supplement 15 Increased MTOW - 12100 lbs (112 Pages)
SUPPLEMENT NO. 15
FOR
INCREASED MAXIMUM TAKEOFF WEIGHT
- MTOW 12100 LBS
[Mod. 80-0642]
Rev. 10: Mar. 04, 2019

(EVO) airplanes
LOG OF REVISIONS
Rev.
0 -- First Issue January 10, 2006
1 1, 14 Editorial change March 20, 2008
2 1 LOR and LOEP updated
34, 41 Procedure on use of reverse thrust
updated depending on installation of
Mod. 80-0932/SB 80-0286
64, 65, 66 Time to Climb, Fuel to Climb and March 12, 2012
Distance to Climb graphics updated
71 thru 100 Performance tables divided in .A and .B
blocks, respectively applicable to
airplanes installing PT6A-66 and PT6A-
66B engines
112 Equipment list updated (new MLG shock
absorber p/n added)
3 1 Revision issued for P.180 Avanti “EVO” Rev. 3 is only issued for
MSN 3001 and up, introducing a documental traceability.
complete AFM applicable to MSN 3001 + Supplement 15
airplanes. IS NOT applicable to
EVO airplanes
4 1 to 4, 47.A to Revision issued for re-arrange material Rev. 4 is approved
71.A, 100.A to and for changes of limitations and under the authority of
110.A and 47.B to performance applicable to airplanes DOA No. EASA.21J.220
110.B(except page installing engine model PT6A-66B Date: March 09, 2015
48 and 49)
5 1,2 and 9 Typing errors correction Rev. 5 is approved
under the authority of
DOA No. EASA.21J.220
Date: Jan. 05, 2016
Issued: January 10, 2006 SUPPLEMENT 15


Rep. 180-MAN-0010-01100

No.
6 1,2 update cover and LOR Rev. 6 is approved
69.A, 70.A, 71.A update “Associated Conditions” on OEI under the authority of
diagrams DOA No. EASA.21J.220
71.B update “Associated Conditions” on OEI Date: Jan. 09, 2017
diagram
continued
7 1,2,8,12,13,from Update page due to new steering Rev. 7 is approved
15 to 20, from 24 to S.B. 80-0454 or 80-0425 under the authority of
27,29, from 32 to DOA No. EASA.21J.220
34, 40,41 Date: Mar. 03, 2017
8 1,2,112 Equipment List pages modified due to: Rev. 8 is approved by
-update LG Manufacturer brand name EASA n. 10065141
from “Dowty Rotol ltd.” to “SAFRAN LS” Date: Apr. 05, 2018
-additional “SAFRAN LS” MLG p/n
installing new Lever Hinge Fitting (Mod.
80-1195),
-add reference to basic WBM for
“Magnaghi” LG system p/n’s
9 1,2, 34 and 41 Update page due to design change “TAT Rev. 9 is approved
heater inhibition on-ground” : under the authority of
- Mod. 80-1283 or SB 80-0430 when DOA No. EASA.21J.685
Magnaghi Landing Gear is installed, Date: Sept. 25, 2018
- Mod. 80-1312 or SB SB 80-0457 when
Dowty Landing Gear is installed
Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Rev. 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
Page 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46
Rev. 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
Page 47A 48 49 50A 51A 52A 53A 54A 55A 56A 57A 58A 59A 60A 61A 62A 63A 64A 65A 66A 67A 68A 69A
Rev. 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
Page 70A 71A 72A 73A 74A 75A 76A 77A 78A 79A 80A 81A 82A 83A 84A 85A 86A 87A 88A 89A 90A 91A 92A
Rev. 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
Page 93A 94A 95A 96A 97A 98A 99A 100A 101A 102A 103A 104A 105A 106A 107A 108A 109A 110A 47B 48 49 50B
Rev. 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
Page 51B 52B 53B 54B 55B 56B 57B 58B 59B 60B 61B 62B 63B 64B 65B 66B 67B 68B 69B 70B 71B 72B 73B
Rev. 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
Page 74B 75B 76B 77B 78B 79B 80B 81B 82B 83B 84B 85B 86B 87B 88B 89B 90B 91B 92B 93B 94B 95B 96B
Rev. 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
Page 97B 98B 99B 100B 101B 102B 103B 104B 105B 106B 107B 108B 109B 110B 111 112
Rev. 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
SUPPLEMENT 15 Issued: January 10, 2006

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) to perform Increased Maximum Takeoff
Weight (to 12100 lbs) operations when the Mod. No. 80-0642 has been
embodied on the airplane.
Approved Airplane Flight Manual and Weight and Balance Manual, and the
Supplement No. 12 “Unpaved Runways Operations”, only in those items listed
herein. For limitations, procedures and performance information not contained in
this supplement, consult the basic Approved Airplane Flight Manual.
ABBREVIATIONS
MLW Maximum Landing Weight
MTOW Maximum Takeoff Weight
The following limitations apply to the P.180 airplane when performing increased
MTOW, to 12100 lbs, operations.
2.1 AIRSPEED LIMITATIONS
SPEED KCAS KIAS
DESIGN MANEUVERING SPEED - VA

Do not make full or abrupt control movements above this speed
12,100 lb. (5,489 kg) 201 202
11,550 lb. (5,239 kg) 198 199
7,700 lb. (3,493 kg) 176 177
NOTE
Linear interpolation may be used for intermediate gross weights.
MAXIMUM FLAP EXTENDED SPEED - VFE

Do not exceed this speed at the given flap setting
Flap MID 182 183
Flap DN 176 177
MAXIMUM LANDING GEAR OPERATING SPEED - VLO

Do not extend or retract landing gear above this speed 180 181
Issued: January 10, 2006 Appr. DOA EASA.21J.685 SUPPLEMENT 15

Rev. 10: Mar. 04, 2019 1105-2999 Page 3 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
2.7 WEIGHT LIMITS

or as limited by “Maximum Takeoff Weight
to achieve Takeoff Climb Requirements” graph
(ref. to Figure 5)
2.8 CENTER OF GRAVITY LIMITS
Weight Forward Limit Rearward Limit

Pounds Kilograms Inches Aft of Datum Inches Aft of Datum
12,150 5,511 210.25 214.00

8,745 3,967 195.22 214.00
8,500 3,856 194.00 213.00
7,700 3,493 194.00 209.80
6,000 2,722 194.00 209.80
NOTE
Straight line variation between points indicated.
The Datum Line is located 236.22 inches (6,000 millimeters)
forward of the rear pressure bulkhead centerline (at the
intersection between the forward pressure bulkhead and
cockpit floor centerlines).
SUPPLEMENT 15 Appr. DOA EASA.21J.685 Issued: January 10, 2006

Page 4 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 1. Airplane Weight vs. Center of Gravity

Rev. 10: Mar. 04, 2019 1105-2999 Page 5 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2.19 UNPAVED RUNWAYS OPERATIONS

NOTE
Unpaved runways operations are prohibited.

windshields, powerplant installation and pitot/static ports, or with frost, snow or
ice adhering to the wings, vertical and horizontal stabilizer or control surfaces.
Flight in meteorological conditions described as freezing rain or freezing drizzle

is prohibited.
Although not directly experienced on P.180, some of the following visual cues, in
order to early detect any possibility of encountering severe icing condition, may
be used (all or at least one of them):
1. Unusually extensive ice accreted on the airframe in areas not normally
observed to collect ice.
2. Accumulation of ice on surface of wings.
3. Visible rain at temperatures below +5°C outside air temperature (OAT).
4. Droplets that splash or splatter on impact at temperatures below +5°C
OAT.
NOTE
The prohibition on flight in freezing rain or freezing drizzle is not
intended to prohibit purely inadvertent encounters with the
specified meteorological conditions; however, pilots should
make all reasonable efforts to avoid such encounters and must
immediately exit the conditions if they are encountered.

Page 6 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Use of the autopilot is prohibited when any unusual ice (e.g. unusual runback ice)
is observed forming aft of the protected surfaces of the wing, or when unusual
lateral trim requirements or autopilot trim warnings are encountered.
NOTE
The autopilot may mask tactile cues that indicate adverse
changes in handling characteristics; therefore, the pilot should
consider not using the autopilot when any ice is visible on the
airplane.
Wing ice inspection light must be operable prior to flight into known or forecast
icing at night.
NOTE
This supersedes any relief provided by the Master Minimum
Equipment List (MMEL), whenever applicable.

NOTE
Steep Approach Operations are prohibited for Maximum
Landing Weight (MLW) greater than 10945 lbs (4965 kg).
2.25 NOISE LEVEL

The corrected noise level according to EASA-CS36, based on ICAO Annex 16,
vol. I, Ed. 1993, Amdt. 7, Chapter 10, and according to FAR 36, Appendix G,
Amdt 36-24 for the Piaggio P.180 aircraft at the Max Certificated T.O. weight of
12100 lbs, is 87. 37 dB(A).
The allowed noise level according to both the mentioned regulations is 88. 00
dB(A).
No determination has been made by the Federal Aviation Administration that the
noise level of the airplane is or should be acceptable or unacceptable for
operation at, into or out of, any airport.

Rev. 10: Mar. 04, 2019 1105-2999 Page 7 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
2.27 PLACARDS
3. Close to both PFDs (Pilot’s and Copilot’s side):
If Mod. SB 80-0454 or 80-0425 (new If Mod. SB 80-0454 or 80-0425 (new

NWSS) are NOT installed NWSS) are installed
MAXIMUM SPEED – KIAS MAXIMUM SPEED – KIAS
DESIGN MANEUVERING DESIGN MANEUVERING

VA = 202 AT 12100 LBS VA = 202 AT 12100 LBS
VA = 177 AT 7700 LBS VA = 177 AT 7700 LBS
FLAP OPERATING FLAP OPERATING
VFO = 170 UP/MID/UP VFO = 170 UP/MID/UP
VFO = 150 MID/DN/MID VFO = 150 MID/DN/MID
FLAP EXTENDED DN VFE = 177 FLAP EXTENDED DN VFE = 177
LDG GEAR OPERAT VLO= 181 LDG GEAR OPERAT VLO= 181
STEERING V = 60
MINIMUM CONTROL VMC= 100 MINIMUM CONTROL VMC= 100

(ONE ENGINE INOPERATIVE) (ONE ENGINE INOPERATIVE)
3a. On the instrument panel, if the Gravel Protection Kit P/N 80K174108-801 is
installed:
OPERATION ON UNPAVED RUNWAYS IS PROHIBITED
FOR WEIGHTS GREATER THAN:
MTOW= 11550 LBS / 5239 KG
MLW= 10945 LBS / 4965 KG
3b. On the left side of the glareshield:

STEEP APPROACH OPERATIONS ARE PROHIBITED FOR MAXIMUM
LANDING WEIGHT (MLW) GREATER THAN 10945 LBS (4965 KG)

Page 8 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
3.1 AIRSPEEDS FOR EMERGENCY OPERATIONS
SPEED KIAS
One Engine Recommended Climb Speed (Flaps UP, L/G UP) 140
3.2 EMERGENCY PROCEDURES CHECKLIST

If sufficient runway remains for a safe stop:
3. Land straight ahead
If insufficient runway remains or if the decision is made to continue the takeoff:

6. Directional control - MAINTAIN (Bank 5° max. towards operative engine
when airborne)
(Figure 7)
10. Procedure Airspeed - INCREASE TO 130 KIAS MINIMUM
11. Flaps - UP (One engine inoperative recommended climb speed 140 KIAS)

Rev. 10: Mar. 04, 2019 1105-2999 Page 9 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

NOTE

WARNING
requirements and determine that adequate single engine climb
conditions, and pilot proficiency, to safely complete the takeoff

Page 10 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
3.2.5 MAXIMUM GLIDE

1. Airspeed - per Maximum Glide Speed Chart (see below)
2. Gear - UP
3. Flaps - UP
WEIGHT SPEED
(LBS) (KIAS)
12100 158
11550 155
11000 151
10000 144
9000 137
8000 129

Section 5 ("Performance") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 NM/1000 ft
NOTE
When operating in sustained icing condition, the Glide Ratio
may be reduced up to 50% approximately.

Rev. 10: Mar. 04, 2019 1105-2999 Page 11 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

CAUTION
Unit.
1. Airplane configured - Per MAXIMUM GLIDE Procedure (if altitude permits)
When landing site assured:
2. Approach Speed - INCREASE the flaps DN approach speed (Figure 56) by
20 KIAS
5. Fuel pumps switches - OFF
If gear is to be extended:
NOTE
For particular terrain conditions it may be required to land with
gear up.
6. Gear - DN (PER EMERGENCY GEAR EXTENSION Procedure)
NOTE
NOTE
When S.B. 80-0454 or 80-0425 (new NWSS) are installed, after
remains OFF.
9. Landing distance - INCREASE the flaps DN landing distance (Figure 56) by
approximately 125%
NOTE
flaps MID approach speed (Figure 60), must be increased by 20
KIAS.
distance (Figure 60), must be increased approximately by 90%.

Page 12 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

WARNING
3. Flaps - MID
NOTE
CAUTION
7. Flaps - DN
8. Approach speed - AS PER Figure 56
After touchdown:
11. Landing distance - INCREASE the flaps DN landing distance (Figure 56)
approximately:
NOTE
60), must be increased by 6 KIAS.
The flaps MID landing distance (Figure 60) must be increased
approximately by 30% if reverse thrust is not applied and by

Rev. 10: Mar. 04, 2019 1105-2999 Page 13 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2. Power - TAKE OFF
3. Airspeed - Minimum 125 KIAS
4. Flaps - MID
5. Landing gear - UP
7. Flaps - UP
NOTE
WARNING
go-around.

Page 14 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

5. Flaps - MID
9. Flaps - DN
NOTE
reduce power:

Rev. 10: Mar. 04, 2019 1105-2999 Page 15 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Stabilizer jammed in nose down trim position:

5. Flaps - MID
15 KIAS
approximately 50%
Stabilizer jammed in nose up trim position:

9. Flaps - DN
10. Approach speed - AS PER Figure 56
NOTE
procedure except: flap position must be MID, whatever is the
stabilizer position, and the approach speed, as compared with
the flaps MID approach speed (Figure 60), must be increased
by 10 KIAS.

Page 16 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

5. Flap - MID
15 KIAS
approximately 50% if the reverse thrust is not applied
NOTE
KIAS.

Rev. 10: Mar. 04, 2019 1105-2999 Page 17 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

(AMBER AUTOFEATHER LIGHT ON)
1. Condition lever - MAX RPM
5. Flap - MID
15 KIAS
approximately:
NOTE
KIAS.
approximately by 10% if reverse thrust is not applied or by 5% if

Page 18 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
ASYMMETRIC FLAP LANDING (FLAP SYNC LIGHT ON)

1. FLAP SYSTEM MALFUNCTION Procedure - COMPLETE
6. Approach speed - INCREASE the flaps DN approach speed (Figure 56) as
indicated in the table below
8. Landing distance - if the reverse thrust is not applied INCREASE the flaps
DN landing distance (Figure 56) approximately as indicated in the table
below:

DN 5 KIAS 10%
MID 15 KIAS 50%
UP 20 KIAS 65%
NOTE
flaps MID approach speed (Figure 60), must be increased as
indicated in the table below:

(Figure 60)
MID 10 KIAS 20%
UP 20 KIAS 40%

Rev. 10: Mar. 04, 2019 1105-2999 Page 19 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

20 KIAS
After touchdown:
approximately:
NOTE
KIAS.
distance (Figure 60), must be increased approximately by 40%
if reverse thrust is not applied or by 30% if reverse thrust is
applied.

Page 20 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

If sufficient runway remains for a safe stop or the decision is made to abort the
takeoff, maintain directional control. Pull the power lever of the engines to IDLE
and land straight ahead.
After touch down use brakes and reverse as required, engaging reverse below
1900 Prop RPM or 5% drop from the set value.
Should a suitable landing area exist, and the decision is made to land the
airplane following an engine failure at, or after rotation initiation, the pilot should
be aware that performance charts are not presented in this manual for this
condition and that the total distance required to stop will exceed the published
Accelerate/Stop performance shown in Section 5 of this Supplement.
If insufficient runway remains or if the decision is made to continue the takeoff,
maintain directional control (banking the plane 5° max toward the operative
engine when airborne) and maintain the maximum takeoff power while
Figure 8 (Accelerate/Go Distance Over 50 Feet Obstacle graph) at Section 5 of
this Supplement.
landing lights (if applicable) to achieve the one engine inoperative recommended
climb speed of 140 KIAS.
airport.
procedure.
NOTE
required.
ENGINE SECURING Procedure on the inoperative engine).

Rev. 10: Mar. 04, 2019 1105-2999 Page 21 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

the nearest suitable airport performing the SINGLE ENGINE APPROACH AND
LANDING Procedure.
WARNING
requirements and determine that adequate single climb
conditions and pilot proficiency, to safely complete the takeoff
3.3.5 MAXIMUM GLIDE

With the flaps and the landing gear UP, the propellers feathered (condition lever
in CUT OFF position) the chart below shows the airspeed to be used to attain the
least loss in altitude.
Consult the BEST GLIDING DISTANCE diagram on Section 5 "Performance" of
the basic AFM to know the horizontal distance covered.
WEIGHT SPEED
(LBS) (KIAS)
12100 158
11550 155
11000 151
10000 144
9000 137
8000 129

Section 5 ("Performance") . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 NM/1000 ft
When operating in sustained icing conditions, the ice build-up on the unprotected
parts and the runback ice on the forward and main wings will cause a strong drag
increment. In these conditions (ice accretion of approximately 3 inches on the
main wing tips) the Glide Ratio may decrease up to 50%.

Page 22 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

CAUTION
Unit.
If an emergency indicates the need to make an approach and landing without the
use of engine power, the airplane should first be configured per the MAXIMUM
GLIDE Procedure if sufficient altitude permits.
When both engines have failed, hydraulic and flap systems are not operative in
flight since their circuits are not fed by the battery.
In this condition landing gear has to be lowered as per EMERGENCY GEAR
EXTENSION Procedure and flaps will be in UP position.
NOTE
NOTE
For particular terrain conditions it may be required to land with gear
up.
When the landing gear extension has been completed and only if the gear is
confirmed to be down and locked, push in the emergency gear selector and
switch to HYD position the hydraulic pump.
Once it is assured that the selected landing site will be reached, assume an
approach speed increased by 20 KIAS as compared with the flaps DN approach
speed (Figure 56).
Place the condition levers in CUT OFF, CLOSE the firewall shut-off valves,
switch OFF the fuel pumps and the synchrophaser system.
After touchdown a particular attention has to be paid since brake operation will
become harder and landing distances will increase approximately by 125% as
compared with the flaps DN landing distance (Figure 56).
flaps MID approach speed (Figure 60), must be increased by 20 KIAS.
The landing distance, as compared with the flaps MID landing distance (Figure
60), must be increased approximately by 90%.

Rev. 10: Mar. 04, 2019 1105-2999 Page 23 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

WARNING
NOTE
When landing site is assured lower the landing gear. Only if S.B. 80-0454 or 80-
0425 (new NWSS) are installed, check that steering system is automatically
armed (STEER T-O message on PFD).
NOTE
When it is certain there is no possibility of go-around, extend the flaps to DN and
assume approach speed as per Figure 56.
CAUTION
The landing distance, as compared with the flaps DN landing distance (Figure
thrust is applied.
approach speed, as compared with the flaps MID approach speed (Figure 60),
The flaps MID landing distance (Figure 60) must be increased by 30% if reverse
thrust is not applied or by 25% if reverse thrust is applied.

Page 24 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

To execute a single engine go-around, apply takeoff power to the operating
engine. Attain a minimum speed of 125 KIAS and retract flaps to MID position, if
they are fully down.
Retract landing gear and increase airspeed to 130 KIAS minimum, then retract
the flaps and the taxi/landing lights (if applicable). Increase the airspeed as
required.
NOTE
WARNING
go-around.

for a low angle approach.
Extend landing gear and, if S.B. 80-0454 or 80-0425 (new NWSS) are installed,
check that it is automatically armed (STEER T-O message on PFD).
NOTE
Set flaps to MID position, maintain 135 KIAS and adjust power for a low angle
approach, lower the flaps to DN and trim the plane to 125 KIAS. When positioned
over the landing runway, flare the airplane using the reduction of power and the
longitudinal trim.
After landing and when the nose gear is on the runway, apply reverse as
approach speed, as compared with the flaps MID approach speed (Figure 60),

Rev. 10: Mar. 04, 2019 1105-2999 Page 25 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

If elevator pull force is encountered, the stabilizer is jammed in a nose down trim
position.
Move, if possible, the center of gravity aft and land as soon as practical to
minimize the forward C.G. movement due to fuel-burned.
Extend landing gear, if S.B. 80-0454 or 80-0425 (new NWSS) are installed,
check that it is automatically armed (STEER T-O message on PFD) and set flaps
to MID.
NOTE
DN approach speed (Figure 56). The flaps DN landing distance (Figure 56) shall
be increased by approximately 50% if reverse is not applied.
If elevator push force is encountered, the stabilizer is jammed in nose up trim
position.
Move center of gravity forward if possible.
Extend landing gear and set flaps to DN. Assume the approach speed as per
Figure 56.
conditions with the exception that the flap position must be MID, whatever is the
stabilizer position, and the approach speed, as compared with the flaps MID
approach speed (Figure 60), must be increased by 10 KIAS.
The flaps MID landing distance (Figure 60) must be increased by 25% if reverse

Having assumed the up-down spring failure (refer to LONGITUDINAL CONTROL
SPRING FAILURE Procedure), land with flaps in MID position.
DN approach speed (Figure 56).
After touchdown, engage reverse as required.
The landing distance, as compared with the flaps DN landing distance Figure 56),
must be increased by 50% if the reverse thrust is not applied.
The flaps MID landing distance (Figure 60) must be increased approximately by
20%.

Page 26 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

The amber AUTOFEATHER light on the annunciator panel is normally illuminated
when the system is not armed and the landing gear is down.
If S.B. 80-0454 or 80-0425 (new NWSS) are installed, check that it is
automatically armed (STEER T-O message on PFD) and set flaps to MID.
NOTE
If, after having armed the system, the light remains illuminated, the autofeather
system has to be assumed inoperative and the landing will be performed with
flaps in MID position.
After touchdown, engage brakes and reverse.
56), will increase approximately by 50% if reverse thrust is not applied and by
The flaps MID landing distance (Figure 60) must be increased approximately by
10% if reverse thrust is not applied or by 5% if reverse thrust is applied.

Rev. 10: Mar. 04, 2019 1105-2999 Page 27 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
ASYMMETRIC FLAP CONDITION LANDING

In case of a flap system failure complete the FLAP SYSTEM MALFUNCTIONS
Procedure.
Prior to reaching an altitude of 50 ft. above runway, assure that the landing gear
is extended and adjust power as required.
The flaps DN approach speeds and landing distances (Figure 56) shall be
increased, depending on the position of outboard wing flaps, as indicated in the
following table:

(if reverse thrust is not applied)
DN 5 KIAS 10%
MID 15 KIAS 50%
UP 20 KIAS 65%
conditions with the exception that the flaps MID approach speeds and landing
distances (Figure 60), must be increased as indicated in the table below:

(Figure 60)
MID 10 KIAS 20%
UP 20 KIAS 40%

Page 28 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

In case of an electrical failure in the feeding circuit of the flap systems or a failure
in the outboard wing flap system, a landing with no flaps has to be considered.
Set the condition levers to MAX RPM and use power levers as required.
Lower the landing gear. Only if S.B. 80-0454 or 80-0425 (new NWSS) are
installed, check that steering system is automatically armed (STEER T-O
message on PFD)
NOTE
After touchdown, engage reverse when the propeller speed has dropped to 1900
RPM.
56), will increase approximately by 65% if the reverse thrust is not applied or by
The landing distance, as compared with the flaps MID landing distance (Figure
60), must be increased approximately by 40% if reverse thrust is not applied or
by 30% if reverse thrust is applied.

Rev. 10: Mar. 04, 2019 1105-2999 Page 29 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 30 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.1 AIRSPEEDS FOR NORMAL OPERATIONS
SPEED KIAS
b. Two engines Best Angle of Climb Speed 135
c. Two engines Best Rate of Climb Speed 157
d. Two engines Approach Speed at Maximum Landing Weight

Flap MID 132
Flap DN 125
e. Balked Landing Climb Speed at Maximum Landing Weight

Flap MID 132
Flap DN 125
i. Design Maneuvering Speed

At 12100 lb 202
At 7700 lb 177
k. Maximum Flap Extended Speed

Flap MID 183
Flap DN 177
l. Maximum Landing Gear Operating Speed 181
p. Rough Air Penetration Speed at or below 25000 ft.

Reduce speed 5 KIAS for each 5000 ft above 25000 ft. 200
q. Minimum Speed for Intentional One Engine Inoperative 140

Rev. 10: Mar. 04, 2019 1105-2999 Page 31 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.2.4 BEFORE TAXI

No changes except for the following:
WARNING
ports, or with frost, snow or ice adhering to the wings, vertical
and horizontal stabilizer or control surfaces.
4.2.8 TAKEOFF
WARNING
assured.
WARNING
armed.
5. Rotation - REFER to Section 5 of this Supplement, Figure 6
PFD)

Page 32 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

CAUTION
condition.
seconds.
4.2.14 LANDING
3. Flaps - CHECK DN
CAUTION
compared with the flaps MID approach speed (Figure 60), must
be increased by 6 KIAS.
NOTE
The landing distance with flaps MID (Figure 60) must be
increased approximately by 10% if reverse thrust is not applied
or by 5% if reverse thrust is applied.
4. Approach speed - REFER to Section 5 of this Supplement Figure 56.
After touchdown:

Rev. 10: Mar. 04, 2019 1105-2999 Page 33 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100

NOTE
reverse power.
NOTE
4.2.15 GO AROUND
1. GA button - PUSH. If autopilot engaged GA will be coupled
2. Power Levers - Apply balked landing climb torque as per Figure 54 (Flaps
DOWN) and Figure 58 (Flaps MID) at Section 5 of this Supplement

1. Power levers - Apply balked landing climb torque as per Figure 54 (Flaps
DOWN) and Figure 58 (Flaps MID) at Section 5 of this Supplement
CAUTION
When operating in icing conditions, the balked landing
procedure must be performed with flaps MID and the airspeed
must be 138 KIAS.
5. Gear (after climb established) - UP
6. Landing Lights (below 160 KIAS) - OFF

Page 34 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.2.20 CAT II OPERATIONS
AIRSPEEDS FOR CATEGORY II OPERATIONS

Two engines Approach Speed for CAT II operations (VREF):
SPEED KIAS
a. FLAP MID
At 11500 lbs (5216 kg) weight 132
At 10945 lbs (4965 kg) weight 129
b. FLAP DN
At 11500 lbs (5216 kg) weight 130
At 10945 lbs (4965 kg) weight 125
AT DH (DECISION HEIGHT CERTIFIED FOR CAT II):

Decision - LAND or GO AROUND
b. If Go Around is decided (execute GO AROUND procedure below):

1. GA Push Button - DEPRESS
2. Power setting - FULL POWER
3. Autopilot - VERIFY GA green indications ON
4. Aircraft - MONITOR ATTITUDE AND BANK
5. Two-engines go around speed - MAINTAIN (125 KIAS minimum)
CAUTION
speed is 138 KIAS.
6. Airplane Configuration - AS REQUIRED

Rev. 10: Mar. 04, 2019 1105-2999 Page 35 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
WEATHER CONDITIONS THAT MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING

WARNING
If unusual ice (e.g. unusual runback ice) is observed forming aft
of the protected surfaces of the wing or if unusual lateral trim
requirements or autopilot trim warnings are encountered,
accomplish the following:
– If the flaps are extended, do not retract them until the airframe
is clear of ice.
– The flight crew should reduce the angle-of-attack by
increasing speed as much as the airplane configuration and
weather allow, without exceeding design maneuvering speed.
– If the autopilot is engaged, hold the control wheel firmly and
disengage the autopilot. Do not re-engage the autopilot until
the airframe is clear of ice.
– Exit the icing area immediately by changing altitude or
course; and
– Report these weather conditions to air traffic control.
CAUTION
Flight in freezing rain, freezing drizzle, or mixed icing conditions
(supercooled liquid water and ice crystals) may result in
hazardous ice build-up on protected surfaces exceeding the
capability of the ice protection system, and it may seriously
degrade the performance and controllability of the airplane.
The following shall be used to identify freezing rain/freezing drizzle icing

conditions:
a. Unusually extensive ice accreted on the airframe in areas not normally
b. Unusual accumulation of ice on the surfaces of the wings aft of the protected
area.
The following may be used to identify possible freezing rain/freezing drizzle

conditions:
a. Visible rain at temperatures below +5°C static air temperature (SAT).
b. Droplets that splash or splatter on impact at temperatures below +5°C SAT.
c. Performance losses larger than normally encountered in icing conditions. It is
possible to experience severe ice accretions not visible to the flight crew,
such as wing ice accretion on the non visible wing surface.

Page 36 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PROCEDURES FOR EXITING THE FREEZING RAIN/FREEZING DRIZZLE

ENVIRONMENT
These procedures are applicable to all flight phases from takeoff to landing.
Monitor the outside air temperature. While ice may form in freezing drizzle or
freezing rain at temperatures as cold as –18°C, increased vigilance is warranted
at temperatures around freezing with visible moisture present.
If the visual cues specified in this Supplement for identifying possible freezing
rain or freezing drizzle conditions are observed, accomplish the following:
a. Exit the freezing rain or freezing drizzle icing conditions immediately to avoid
extended exposure to flight conditions outside of those for which the airplane
has been certificated for operation. Asking for priority to leave the area is fully
justified under these conditions.
b. Avoid abrupt and excessive maneuvering that may exacerbate control
difficulties.
c. Do not engage the autopilot. The autopilot may mask unusual control system
forces.
d. If the autopilot is engaged, hold the control wheel firmly and disengage the
autopilot.
e. If an unusual roll response or uncommanded control movement is observed,
reduce the angle-of-attack by increasing airspeed or rolling wings level (if in a
turn), and apply additional power, if needed.
f. Avoid extending flaps during extended operation in icing conditions.
Operation with flaps extended can result in a reduced wing angle-of-attack,
with unusual ice forming on the upper surface further aft on the wing than
normal.
g. If the flaps are extended, do not retract them until the airframe is clear of ice.
h. Report these weather conditions to ATC.

Rev. 10: Mar. 04, 2019 1105-2999 Page 37 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
CLIMB PERFORMANCE
NOTE
If the power cannot be reset and if the ice accretion on the
unprotected parts corresponds to one inch approximately on the
main wing tips, the following may result:
a. the normal two engines rate/gradient of climb (Figure 16 and
Figure 17) will be reduced by 800 ft/min. at sea level and
1800 ft/min. at 20000 feet and the ceiling will be
b. the normal one engine inoperative rate/gradient of climb
(Figure 23 and Figure 24) will be reduced by 500 ft/min. at
sea level and 700 ft/min. at 10000 feet and the ceiling will be
LANDING PERFORMANCE
WARNING
aft or forward.
landing rate of climb with flaps in MID position (Figure 59) will be reduced by
The approach speed, as compared with the flaps MID approach speed (Figure

Page 38 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.3.4 BEFORE TAXI

No changes except for the following:
WARNING
ports, or with frost, snow or ice adhering to the wings, vertical
and horizontal stabilizer or control surfaces.
4.3.8 TAKEOFF
WARNING
instruments.
NOTE
WARNING
armed.

COOL INTK switches.

Rev. 10: Mar. 04, 2019 1105-2999 Page 39 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Before rotation attain a minimum airspeed as per Figure 6.
PFD).
CAUTION
condition.
seconds.

Page 40 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.3.14 LANDING
down.
Assume an approach speed as per Figure 56 at Section 5 of this Supplement.
CAUTION
compared with the flaps MID approach speed (Figure 60), must
be increased by 6 KIAS.
Only if S.B. 80-0454 or 80-0425 (new NWSS) are NOT
installed, steering engagement during landing is prohibited.
The landing distance with flaps MID (Figure 60) must be increased approximately
by 10% if reverse thrust is not applied or by 5% if reverse thrust is applied.
Paragraph 4.2.21 of the AFM and of this Supplement.
MAX RPM.
disengage when the speed has decreased to 40 KIAS, in order to avoid damages
to the propellers and, particularly if S.B. 80-0286 or Mod. 80-0932 is NOT
installed, in order to avoid transmission of rudder induced oscillations to the
pedals.
NOTE
reverse power.
effectiveness.
NOTE

Rev. 10: Mar. 04, 2019 1105-2999 Page 41 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.3.15 GO AROUND
Execute a Go-Around by the following procedure:
1. Press the GA button on the left power lever while increasing power to the
balked landing climb torque as per Figure 54 (Flaps DOWN) and Figure 58
(Flaps MID) at Section 5 of this Supplement.
The GA mode can be selected only from the APPR mode; if the autopilot is
engaged, the GA mode will maneuver the aircraft to an approximately 8°
nose up pitch attitude.
The APPR Mode is canceled, GA green indications will come ON and
steering commands are provided for a wings level, fixed 8° pitch-up.
Selecting a lateral or vertical mode cancels the Go-Around mode. The pitch
attitude will remain at that used for Go-Around until changed with the
selection of a vertical mode.
2. After airplane cleanup, Go-Around power settings and airspeed are

established, select the HDG or NAV mode on the Flight Guidance Panel to
fly the missed approach procedure.

In a balked landing situation, apply Balked Landing climb torque as per Figure 54
(Flaps DOWN) and Figure 58 (Flaps MID), maintain torque and engine
temperature within allowable limits.
Maintain an airspeed of 125 KIAS.
CAUTION
be performed with flaps MID.
The balked landing speed, in icing conditions, with flaps MID is 138 KIAS.
Paragraph 4.2.21 of the AFM and of this Supplement.
After climb is established, accelerate the airplane then retract the flaps to MID
(below 150 KIAS), retract the landing gear, switch off the landing lights (below
160 KIAS) then retract flap to UP position (below 170 KIAS).
Accelerate to and maintain a speed of 160 KIAS.

Page 42 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
IF GO AROUND IS DECIDED
In go around situation, press the GA button on the left power lever while
increasing power to the bulked landing climb power setting (refer to Section 5 of
this Supplement for power setting and to Paragraph 4.3.15 of the AFM for further
information on autopilot go around). Maintain torque and engine temperature
within allowable limits.
Maintain an airspeed of 125 KIAS (minimum).
CAUTION
speed is 138 KIAS.
For more information about airplane operation in icing conditions refer to

Paragraph 4.2.21 of the basic AFM and of this Supplement.
After climb is established, accelerate the airplane than retract the flap to MID
(below 150 KIAS), retract the landing gear, then retract the flap to UP (below 170
KIAS). Accelerate to and maintain a speed of 160 KIAS.

Rev. 10: Mar. 04, 2019 1105-2999 Page 43 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
WEATHER CONDITIONS THAT MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING

WARNING
If unusual ice (e.g. unusual runback ice) is observed forming aft
of the protected surfaces of the wing or if unusual lateral trim
requirements or autopilot trim warnings are encountered,
accomplish the following:
– If the flaps are extended, do not retract them until the airframe
is clear of ice.
– The flight crew should reduce the angle-of-attack by
increasing speed as much as the airplane configuration and
weather allow, without exceeding design maneuvering speed.
– If the autopilot is engaged, hold the control wheel firmly and
disengage the autopilot. Do not re-engage the autopilot until
the airframe is clear of ice.
– Exit the icing area immediately by changing altitude or
course; and
– Report these weather conditions to air traffic control.
CAUTION
Flight in freezing rain, freezing drizzle, or mixed icing conditions
(supercooled liquid water and ice crystals) may result in
hazardous ice build-up on protected surfaces exceeding the
capability of the ice protection system, and it may seriously
degrade the performance and controllability of the airplane.
The following shall be used to identify freezing rain/freezing drizzle icing

conditions:
a. Unusually extensive ice accreted on the airframe in areas not normally
b. Unusual accumulation of ice on the surfaces of the wings aft of the protected
area.
The following may be used to identify possible freezing rain/freezing drizzle

conditions:
a. Visible rain at temperatures below +5°C static air temperature (SAT).
b. Droplets that splash or splatter on impact at temperatures below +5°C SAT.
c. Performance losses larger than normally encountered in icing conditions. It is
possible to experience severe ice accretions not visible to the flight crew,
such as wing ice accretion on the non visible wing surface.

Page 44 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PROCEDURES FOR EXITING THE FREEZING RAIN/FREEZING DRIZZLE

ENVIRONMENT
These procedures are applicable to all flight phases from takeoff to landing.
Monitor the outside air temperature. While ice may form in freezing drizzle or
freezing rain at temperatures as cold as –18°C, increased vigilance is warranted
at temperatures around freezing with visible moisture present.
If the visual cues specified in this Supplement for identifying possible freezing
rain or freezing drizzle conditions are observed, accomplish the following:
a. Exit the freezing rain or freezing drizzle icing conditions immediately to avoid
extended exposure to flight conditions outside of those for which the airplane
has been certificated for operation. Asking for priority to leave the area is fully
justified under these conditions.
b. Avoid abrupt and excessive maneuvering that may exacerbate control
difficulties.
c. Do not engage the autopilot. The autopilot may mask unusual control system
forces.
d. If the autopilot is engaged, hold the control wheel firmly and disengage the
autopilot.
e. If an unusual roll response or uncommanded control movement is observed,
reduce the angle-of-attack by increasing airspeed or rolling wings level (if in a
turn), and apply additional power, if needed.
f. Avoid extending flaps during extended operation in icing conditions.
Operation with flaps extended can result in a reduced wing angle-of-attack,
with unusual ice forming on the upper surface further aft on the wing than
normal.
g. If the flaps are extended, do not retract them until the airframe is clear of ice.
h. Report these weather conditions to ATC.
CLIMB PERFORMANCE
If the power cannot be reset and if the ice accretion on the unprotected parts
corresponds to one inch approximately on the main wing tips, the following may result:
a. the normal two engines rate/gradient of climb (Figure 16 and Figure 17) will
be reduced by 800 ft/min. at sea level and 1800 ft/min. at 20000 feet and the
ceiling will be approximately 24000 feet.
b. the normal one engine inoperative rate/gradient of climb (Figure 23 and
Figure 24) will be reduced by 500 ft/min. at sea level and 700 ft/min. at 10000
feet and the ceiling will be approximately 5000 feet.

Rev. 10: Mar. 04, 2019 1105-2999 Page 45 of 112
P.180 AVANTI II

Rep. 180-MAN-0010-01100
LANDING PERFORMANCE
WARNING
aft or forward.
landing rate of climb with flaps in MID position (Figure 59) will be reduced by
The approach speed, as compared with the flaps MID approach speed (Figure
4.3.24 VMCA - AIR MINIMUM CONTROL SPEED
VMCA is the minimum flight speed at which a twin-engine airplane is directionally

controllable as determined in accordance with the EASA CS 23 Certification
Regulations. Airplane certification conditions include one engine inoperative and
propeller windmilling; not more than a 5° bank toward the operative engine; flaps
takeoff with landing gear up and flaps landing with landing gear down and most
rearward center of gravity.
VMCA has been determined to be 100 KIAS with the propeller feathered, for both
takeoff and landing configurations, and 128 KIAS with propeller windmilling.
4.3.26 ROUGH AIR OPERATION

In condition of extreme turbulence, slow the airplane to Rough Air Penetration
Speed of 200 KIAS at or below 25000 ft.
4.3.30 STEEP APPROACH OPERATIONS

NOTE
Steep Approach Operations are prohibited for Maximum
Landing Weight (MLW) greater than 10945 lbs (4965 kg).

Page 46 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
5.0 GENERAL
List of EASA approved figures:
2, 3, 4, 5, 6, 10, 12, 13, 14, 16, 17, 21, 23, 24, 54, 56, 58, 60, 62.
NOTE
EASA approved figures 4, 10, 14, 21, 54 and 58 are equivalent
to the corresponding figures in the basic Airplane Flight Manual
and are not affected by weight; these figures are included in this
supplement for pilot’s convenience and in order to maintain the
operative sequence.
EASA approved figure 5-12 of the basic Airplane Flight Manual
is no more applicable.
EASA not approved figures are 7, 8, 9, 11, 15, 18, 19, 20, 22,
25, from 26 to 53, 55, 57, 59 and 61, and are included in this
Supplement for pilot’s convenience and arranged in a
reasonable operative sequence.

Rev. 10: Mar. 04, 2019 1105-2999 Page 47 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
WEIGHT
12,100 LBS (5490 KGS)
BANK FLAPS UP FLAPS MID FLAPS DN
ANGLE
DEG KIAS KCAS KIAS KCAS KIAS KCAS
0 114 113 106 104 99 98
ASSOCIATED CONDITIONS:
10 115 114 106 105 99 99
IDLE POWER - FORWARD C.G.
20 118 116 109 108 102 101 GEAR POSITION HAS NO EFFECT
ON STALLING SPEEDS.
30 123 121 113 112 106 105
MAXIMUM ALTITUDE LOSS
40 130 129 120 119 113 112 DURING STALL IS 1,000 FT.
50 142 141 131 130 123 122

60 161 160 149 147 139 139
WEIGHT
11,551 LBS (5240 KGS)
ANGLE
0 112 110 104 102 98 96
10 113 111 105 103 99 97
20 115 114 107 105 101 100
30 120 119 111 109 105 104
40 128 126 118 116 112 110
50 139 138 129 127 122 120
60 158 156 146 144 138 136
Figure 2. Stall Speed

(For lower weights refer to Fig. 5-11 of the basic AFM)
12 14 15 16 18 19 19b 21 23 21b 23b 24 25 26 26b 27 28 29 30 31 32 32b33 C

Page 48 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 3. Buffet Onset Limits

(This figure supersedes Fig. 5-12 of the basic AFM)

Rev. 10: Mar. 04, 2019 1105-2999 Page 49 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
Figure 4. Takeoff Power Torque

(Equivalent to Fig. 5-14 of the basic AFM)

Page 50 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
When operating in icing conditions add 22°C to the SAT before
entering this graph.
Figure 5. Maximum Takeoff Weight to achieve One Engine Inoperative -

Takeoff Climb Requirements - Flaps MID, Landing Gear Retracted

Rev. 10: Mar. 04, 2019 1105-2999 Page 51 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 6. Takeoff Ground Run and Takeoff Distance over 50 feet

(For lower weights refer to Fig. 5-16 and 5-17 of the basic AFM)

Page 52 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 7. Accelerate and Go Distance over 50 feet


Rev. 10: Mar. 04, 2019 1105-2999 Page 53 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 8. Accelerate and Stop Distance


Page 54 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 9. Brake Energy and Associated Weights for Rejected Takeoff

Rev. 10: Mar. 04, 2019 1105-2999 Page 55 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 10. Twin Engine Climb Torque - Flaps MID


Page 56 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 11. Twin Engine Gradient of Climb - Flaps MID

Rev. 10: Mar. 04, 2019 1105-2999 Page 57 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
This graph is also applicable for CAT II - One Engine Inoperative
Go-Around, flown at 125 KIAS, for any weight from 10945 lbs
(4965 kg) to 11500 lbs (5216 kg).
Figure 12. One Engine Inoperative Takeoff Climb Torque

Page 58 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 13. One Engine Inoperative Takeoff Climb

Rev. 10: Mar. 04, 2019 1105-2999 Page 59 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 14. Twin Engine En-Route Climb Torque


Page 60 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 15. Twin Engine Climb Fuel Flow - Flaps Retracted


Rev. 10: Mar. 04, 2019 1105-2999 Page 61 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 16. Twin Engine En-Route Rate of Climb/Descent


Page 62 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 17. Twin Engine En-Route Gradient of Climb/Descent

Rev. 10: Mar. 04, 2019 1105-2999 Page 63 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 18. Time to Climb

(This graph supersedes Fig. 5-27 of the basic AFM)

Page 64 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 19. Fuel to Climb


Rev. 10: Mar. 04, 2019 1105-2999 Page 65 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 20. Distance to Climb

(This graph supesedes Fig. 5-29 of the basic AFM)

Page 66 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 21. One Engine Inoperative En-Route Climb/Descent Torque


Rev. 10: Mar. 04, 2019 1105-2999 Page 67 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 22. One Engine Inoperative En-Route Climb Fuel Flow


Page 68 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 23. One Engine Inoperative En-Route Rate of Climb/Descent


Rev. 10: Mar. 04, 2019 1105-2999 Page 69 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 24. One Engine Inoperative En-Route Gradient of Climb/Descent
SUPPLEMENT 15 EASA Approved Issued: January 10, 2006

Page 70 of 112 .A 1105-2999 Rev. 6 : Jan. 09, 2017
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 25. One Engine Inoperative Service Ceiling - Flaps Retracted


Rev. 10: Mar. 04, 2019 1105-2999 Page 71 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA -30°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 -15 5 65.7 450 900 244 260 244 260 244 260
5000 -25 -13 70.4 419 838 262 260 262 260 262 260
10000 -35 -31 75.0 394 788 281 260 281 260 281 260
15000 -45 -48 79.3 375 750 302 260 302 260 302 260
20000 -55 -66 83.2 363 726 325 260 325 260 325 260
23000 -61 -77 86.6 363 726 340 260 340 260 340 260
25000 -65 -84 89.2 364 728 350 260 350 260 350 260
27000 -68 -91 92.2 371 742 361 260 361 260 361 260
28000 -70 -95 94.0 376 752 366 260 366 260 366 260
29000 -72 -98 96.1 383 766 372 260 372 260 372 260
31000 -76 -106 97.3 387 774 379 256 379 256 379 256
33000 -80 -113 90.4 363 726 375 245 375 245 375 245
35000 -84 -120 83.9 341 682 372 234 372 234 372 234
37000 -87 -124 78.4 322 644 369 223 369 223 369 223
39000 -87 -124 73.7 307 614 369 213 369 213 369 213
41000 -87 -124 63.7 271 542 358 196 364 200 369 203

Figure 26. Maximum Cruise Power - 2000 RPM - ISA -30°C (ref. Fig. 5-34)

Page 72 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA -20°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 -5 23 66.9 456 912 249 260 249 260 249 260
5000 -15 5 71.8 426 852 267 260 267 260 267 260
10000 -25 -13 76.5 402 804 286 260 286 260 286 260
15000 -35 -30 81.0 384 768 308 260 308 260 308 260
20000 -45 -48 85.1 371 742 332 260 332 260 332 260
23000 -51 -59 88.7 373 746 348 260 348 260 348 260
25000 -55 -66 91.3 375 750 358 260 358 260 358 260
27000 -58 -73 94.5 382 764 370 260 370 260 370 260
28000 -60 -77 96.3 388 776 375 260 375 260 375 260
29000 -62 -80 98.5 395 790 381 260 381 260 381 260
31000 -66 -88 99.7 399 798 389 256 389 256 389 256
33000 -70 -95 92.6 374 748 385 245 385 245 385 245
35000 -74 -102 86.1 352 704 381 234 381 234 381 234
37000 -77 -106 76.7 318 636 373 219 378 222 379 223
39000 -77 -106 66.0 280 560 361 202 367 205 372 209
41000 -77 -106 56.6 246 492 348 185 354 189 360 192


Rev. 10: Mar. 04, 2019 1105-2999 Page 73 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA -10°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 5 41 68.2 462 924 253 260 253 260 253 260
5000 -5 23 73.1 434 868 272 260 272 260 272 260
10000 -15 5 78.1 411 822 292 260 292 260 292 260
15000 -25 -12 82.7 393 786 315 260 315 260 315 260
20000 -35 -30 86.9 382 764 339 260 339 260 339 260
23000 -41 -41 90.6 383 766 355 260 355 260 355 260
25000 -45 -48 93.4 386 772 366 260 366 260 366 260
27000 -48 -55 96.7 394 788 378 260 378 260 378 260
28000 -50 -59 98.6 400 800 384 260 384 260 384 260
29000 -52 -62 99.6 403 806 389 258 390 260 390 260
31000 -56 -70 91.1 372 744 383 246 387 249 391 251
33000 -60 -77 83.2 344 688 377 233 382 236 386 239
35000 -64 -84 75.7 316 632 370 221 375 224 380 227
37000 -67 -88 66.9 285 570 361 206 366 209 371 212
39000 -67 -88 56.8 249 498 346 188 352 191 358 195
41000 -67 -88 48.4 218 436 - - 337 174 345 178


Page 74 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 15 59 69.4 470 940 258 260 258 260 258 260
5000 5 41 74.5 444 888 277 260 277 260 277 260
10000 -5 23 79.6 421 842 298 260 298 260 298 260
15000 -15 6 84.3 403 806 321 260 321 260 321 260
20000 -25 -12 88.7 392 784 346 260 346 260 346 260
23000 -31 -23 92.6 394 788 363 260 363 260 363 260
25000 -35 -30 95.4 396 792 374 260 374 260 374 260
27000 -38 -37 98.8 404 808 386 260 386 260 386 260
28000 -40 -41 94.5 389 778 384 254 387 256 390 258
29000 -42 -44 90.3 374 748 381 247 385 250 388 252
31000 -46 -52 82.4 345 690 375 235 380 238 384 240
33000 -50 -59 74.7 317 634 368 222 373 225 378 228
35000 -54 -66 67.4 291 582 360 209 366 212 371 216
37000 -57 -70 59.0 260 520 348 193 354 197 360 200
39000 -57 -70 50.3 228 456 331 175 339 179 347 184
41000 -57 -70 42.1 198 396 - - - - 330 166

Figure 29. Maximum Cruise Power - 2000 RPM - ISA (ref. Fig. 5-37)

Rev. 10: Mar. 04, 2019 1105-2999 Page 75 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA +10°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 25 77 70.5 480 960 262 260 262 260 262 260
5000 15 59 75.8 454 908 282 260 282 260 282 260
10000 5 41 81.0 432 864 303 260 303 260 303 260
15000 -5 24 86.0 414 828 327 260 327 260 327 260
20000 -15 6 90.5 402 804 353 260 353 260 353 260
23000 -21 -5 94.4 403 806 370 260 370 260 370 260
25000 -25 -12 97.4 406 812 382 260 382 260 382 260
27000 -28 -19 90.3 379 758 379 249 382 251 385 253
28000 -30 -23 86.3 364 728 377 243 380 245 383 247
29000 -32 -26 82.3 349 698 374 237 378 239 381 241
31000 -36 -34 74.7 321 642 367 224 372 227 376 230
33000 -40 -41 67.3 294 588 358 210 364 214 369 217
35000 -44 -48 60.0 267 534 348 196 354 200 361 204
37000 -47 -52 52.6 239 478 334 180 342 185 350 189
39000 -47 -52 44.5 209 418 - - 323 166 334 172
41000 - - - - - - - - - - -

Figure 30. Maximum Cruise Power - 2000 RPM - ISA +10°C (ref. Fig. 5-38)

Page 76 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA +20°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 35 95 71.7 492 984 267 260 267 260 267 260
5000 25 77 77.1 465 930 287 260 287 260 287 260
10000 15 59 82.5 443 886 309 260 309 260 309 260
15000 5 42 87.5 425 850 333 260 333 260 333 260
20000 -5 24 92.2 412 824 360 260 360 260 360 260
23000 -11 13 94.8 407 814 375 258 377 260 377 260
25000 -15 6 87.8 378 756 373 248 375 249 378 251
27000 -18 -1 80.4 350 700 368 236 371 238 374 240
28000 -20 -5 76.8 336 672 366 230 369 232 372 234
29000 -22 -8 73.1 322 644 362 224 366 227 370 229
31000 -26 -16 66.1 296 592 354 211 360 214 364 217
33000 -30 -23 59.1 270 540 343 196 350 201 357 205
35000 -34 -30 53.0 246 492 331 182 340 187 347 192
37000 -37 -34 46.5 221 442 311 164 325 171 335 177
39000 -37 -34 39.2 193 386 - - - - 308 155
41000 - - - - - - - - - - -


Rev. 10: Mar. 04, 2019 1105-2999 Page 77 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA +30°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 45 113 72.9 503 1006 271 260 271 260 271 260
5000 35 95 78.4 477 954 291 260 291 260 291 260
10000 25 77 83.9 454 908 314 260 314 260 314 260
15000 15 60 89.1 433 866 339 260 339 260 339 260
20000 5 42 88.4 402 804 358 253 360 254 361 255
23000 -1 31 79.8 363 726 356 239 359 241 361 243
25000 -5 24 73.8 337 674 352 229 356 231 359 233
27000 -8 17 67.1 310 620 347 217 350 220 354 222
28000 -10 13 63.8 298 596 343 211 347 214 351 216
29000 -12 10 60.4 284 568 337 204 344 208 348 210
31000 -16 2 53.7 259 518 323 188 333 194 340 198
33000 -20 -5 48.1 236 472 307 171 321 180 332 186
35000 -24 -12 43.7 217 434 - - 305 164 320 172
37000 -27 -16 38.0 194 388 - - - - 294 151
39000 - - - - - - - - - - -
41000 - - - - - - - - - - -


Page 78 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA -30°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 -15 5 73.6 446 892 244 260 244 260 244 260
5000 -25 -13 79.3 417 834 262 260 262 260 262 260
10000 -35 -31 83.9 391 782 281 260 281 260 281 260
15000 -45 -48 88.1 372 744 302 260 302 260 302 260
20000 -55 -66 92.3 360 720 325 260 325 260 325 260
23000 -61 -77 96.4 362 724 340 260 340 260 340 260
25000 -65 -84 99.6 366 732 350 260 350 260 350 260
27000 -68 -91 100.0 364 728 356 256 360 259 361 260
28000 -70 -95 100.0 364 728 359 254 362 257 366 259
29000 -72 -98 100.0 363 726 363 253 365 255 369 257
31000 -76 -106 100.0 363 726 370 250 372 251 375 253
33000 -80 -113 97.0 354 708 375 245 375 245 375 245
35000 -84 -120 88.3 326 652 372 234 372 234 372 234
37000 -87 -124 80.7 301 602 369 223 369 223 369 223
39000 -87 -124 74.2 281 562 369 213 369 213 369 213
41000 -87 -124 67.5 260 520 367 202 369 203 369 203

Figure 33. Recommended Cruise Power - 1800 RPM - ISA -30°C (ref. Fig. 5-41)

Rev. 10: Mar. 04, 2019 1105-2999 Page 79 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA -20°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 -5 23 75.0 451 902 249 260 249 260 249 260
5000 -15 5 80.9 424 848 267 260 267 260 267 260
10000 -25 -13 85.7 400 800 286 260 286 260 286 260
15000 -35 -30 90.0 380 760 308 260 308 260 308 260
20000 -45 -48 94.4 369 738 332 260 332 260 332 260
23000 -51 -59 98.6 372 744 348 260 348 260 348 260
25000 -55 -66 100.0 371 742 356 258 358 260 358 260
27000 -58 -73 100.0 368 736 362 254 365 256 368 259
28000 -60 -77 100.0 368 736 365 252 368 254 372 257
29000 -62 -80 100.0 367 734 368 250 371 252 375 255
31000 -66 -88 100.0 367 734 376 247 378 249 381 251
33000 -70 -95 98.6 363 726 384 244 385 245 385 245
35000 -74 -102 90.1 335 670 380 233 381 234 381 234
37000 -77 -106 80.4 303 606 374 220 377 222 379 223
39000 -77 -106 68.9 266 532 358 200 364 204 369 207
41000 -77 -106 58.7 233 466 336 178 347 185 355 189


Page 80 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA -10°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 5 41 76.4 456 912 253 260 253 260 253 260
5000 -5 23 82.4 432 864 272 260 272 260 272 260
10000 -15 5 87.4 409 818 292 260 292 260 292 260
15000 -25 -12 91.9 390 780 315 260 315 260 315 260
20000 -35 -30 96.4 380 760 339 260 339 260 339 260
23000 -41 -41 100.0 381 762 354 259 355 260 355 260
25000 -45 -48 100.0 375 750 361 255 364 258 366 260
27000 -48 -55 100.0 373 746 367 252 371 254 374 256
28000 -50 -59 100.0 372 744 371 250 374 252 377 255
29000 -52 -62 100.0 371 742 374 248 377 250 381 253
31000 -56 -70 94.7 354 708 374 240 377 242 381 244
33000 -60 -77 86.5 327 654 369 228 373 231 376 233
35000 -64 -84 78.7 301 602 363 216 368 219 372 221
37000 -67 -88 69.3 270 540 351 200 358 204 363 207
39000 -67 -88 58.8 236 472 328 177 340 184 349 189
41000 -67 -88 49.8 206 412 - - 316 163 331 171


Rev. 10: Mar. 04, 2019 1105-2999 Page 81 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 15 59 77.8 465 930 258 260 258 260 258 260
5000 5 41 83.9 442 884 277 260 277 260 277 260
10000 -5 23 89.1 418 836 298 260 298 260 298 260
15000 -15 6 93.7 400 800 321 260 321 260 321 260
20000 -25 -12 98.4 391 782 346 260 346 260 346 260
23000 -31 -23 100.0 386 772 359 257 362 259 363 260
25000 -35 -30 100.0 380 760 366 253 369 255 372 258
27000 -38 -37 100.0 377 754 373 250 376 252 379 254
28000 -40 -41 98.3 371 742 374 246 377 249 381 252
29000 -42 -44 94.0 356 712 371 240 375 243 379 246
31000 -46 -52 85.7 329 658 365 228 369 231 374 234
33000 -50 -59 77.6 302 604 357 215 363 218 368 221
35000 -54 -66 69.9 276 552 347 201 355 205 361 209
37000 -57 -70 61.1 247 494 330 183 341 189 350 194
39000 -57 -70 51.9 216 432 303 159 319 168 332 175
41000 -57 -70 43.1 187 374 - - - - 307 154

Figure 36. Recommended Cruise Power - 1800 RPM - ISA (ref. Fig. 5-44)

Page 82 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA +10°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 25 77 79.1 475 950 262 260 262 260 262 260
5000 15 59 85.5 453 906 282 260 282 260 282 260
10000 5 41 90.7 430 860 303 260 303 260 303 260
15000 -5 24 95.5 412 824 327 260 327 260 327 260
20000 -15 6 100.0 400 800 353 259 353 260 353 260
23000 -21 -5 100.0 390 780 364 255 366 257 368 258
25000 -25 -12 100.0 384 768 371 251 374 253 377 256
27000 -28 -19 94.0 362 724 369 242 373 244 377 247
28000 -30 -23 89.8 348 696 366 236 370 238 374 241
29000 -32 -26 85.6 334 668 363 229 368 232 372 235
31000 -36 -34 77.5 307 614 354 216 361 220 366 223
33000 -40 -41 69.6 280 560 343 201 352 206 359 211
35000 -44 -48 61.9 254 508 329 185 340 192 349 197
37000 -47 -52 54.2 228 456 309 166 324 175 336 182
39000 -47 -52 45.4 198 396 - - 296 151 314 161
41000 - - - - - - - - - - -

Figure 37. Recommended Cruise Power - 1800 RPM - ISA +10°C (ref. Fig. 5-45)

Rev. 10: Mar. 04, 2019 1105-2999 Page 83 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA +20°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 35 95 80.4 488 976 267 260 267 260 267 260
5000 25 77 86.9 465 930 287 260 287 260 287 260
10000 15 59 92.3 442 884 309 260 309 260 309 260
15000 5 42 97.3 423 846 333 260 333 260 333 260
20000 -5 24 100.0 405 810 357 257 358 258 360 259
23000 -11 13 99.5 392 784 367 252 370 254 373 256
25000 -15 6 92.0 364 728 364 241 367 244 371 246
27000 -18 -1 84.2 337 674 359 230 363 232 366 235
28000 -20 -5 80.4 323 646 356 224 360 226 364 229
29000 -22 -8 76.6 310 620 351 217 357 221 361 223
31000 -26 -16 69.0 284 568 341 202 349 208 355 211
33000 -30 -23 61.4 258 516 326 186 337 193 346 198
35000 -34 -30 55.3 236 472 311 170 324 178 336 185
37000 -37 -34 48.3 211 422 285 149 305 160 320 169
39000 - - - - - - - - - - -
41000 - - - - - - - - - - -


Page 84 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA +30°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 45 113 81.7 500 1000 271 260 271 260 271 260
5000 35 95 88.4 477 954 291 260 291 260 291 260
10000 25 77 93.9 453 906 314 260 314 260 314 260
15000 15 60 99.0 432 864 339 260 339 260 339 260
20000 5 42 93.5 390 780 352 248 353 250 355 251
23000 -1 31 84.3 352 704 348 234 352 236 354 238
25000 -5 24 77.8 326 652 344 223 348 226 352 228
27000 -8 17 70.7 301 602 338 211 342 214 347 217
28000 -10 13 67.1 288 576 334 205 339 208 343 211
29000 -12 10 63.5 275 550 327 197 335 202 340 205
31000 -16 2 56.5 250 500 310 179 323 187 332 193
33000 -20 -5 50.7 229 458 291 162 309 172 322 180
35000 -24 -12 45.0 207 414 - - 289 155 308 165
37000 - - - - - - - - - - -
39000 - - - - - - - - - - -
41000 - - - - - - - - - - -


Rev. 10: Mar. 04, 2019 1105-2999 Page 85 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA -30°C
0 -15 5 61.9 440 239 254 59.3 433 237 252 56.7 425 235 250
5000 -25 -13 57.9 385 243 241 56.4 381 242 240 53.7 374 240 238
10000 -35 -31 55.0 340 248 229 51.3 330 244 225 48.7 323 241 223
15000 -45 -48 52.1 300 254 218 49.3 293 251 215 45.5 282 246 210
20000 -55 -66 47.7 262 258 204 44.9 255 254 201 42.3 248 251 198
23000 -61 -77 48.3 251 266 201 44.0 239 260 196 41.0 231 255 193
25000 -65 -84 47.7 241 270 198 43.6 229 263 193 39.6 218 257 188
27000 -68 -91 46.4 230 272 193 43.2 221 268 189 39.2 210 260 184
28000 -70 -95 46.1 226 274 191 42.9 217 269 188 39.6 208 264 184
29000 -72 -98 46.2 224 276 189 42.5 213 271 186 38.8 202 264 181
31000 -76 -106 46.2 218 280 186 41.7 205 273 181 38.1 194 268 177
33000 -80 -113 45.1 211 281 180 41.4 199 276 177 37.7 188 271 173
35000 -84 -120 44.5 205 285 176 41.0 194 280 173 37.5 182 275 170
37000 -87 -124 43.5 199 287 170 40.6 189 284 169 37.1 178 279 165
39000 -87 -124 42.7 194 291 165 39.9 184 288 163 36.5 173 283 160
41000 -87 -124 42.1 190 296 160 39.0 179 292 158 36.0 169 287 155

original setting.
Figure 40. Maximum Range Power - 2000 RPM - ISA -30°C (ref. Fig. 5-48)

Page 86 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA -20°C
0 -5 23 59.8 436 239 249 57.2 428 237 247 54.4 420 235 245
5000 -15 5 57.0 385 244 237 54.6 378 242 235 51.8 370 240 233
10000 -25 -13 54.5 341 250 226 51.4 332 247 223 48.7 325 244 221
15000 -35 -30 52.3 303 258 216 49.4 295 254 213 46.4 287 251 210
20000 -45 -48 48.7 267 264 204 46.1 260 260 202 43.3 252 256 198
23000 -51 -59 49.4 257 272 201 44.3 242 263 194 41.3 234 259 191
25000 -55 -66 48.8 247 276 198 44.8 235 270 193 39.8 221 261 186
27000 -58 -73 47.5 236 279 193 44.2 227 274 189 40.1 215 266 184
28000 -60 -77 47.2 233 281 191 43.1 221 273 186 40.0 211 269 183
29000 -62 -80 47.3 230 283 189 42.8 216 275 184 39.7 207 271 181
31000 -66 -88 46.6 223 285 184 42.7 211 280 181 38.4 198 272 176
33000 -70 -95 46.2 217 289 180 42.4 205 283 177 38.0 191 276 172
35000 -74 -102 45.7 212 292 176 42.0 200 287 173 38.4 188 282 170
37000 -77 -106 44.8 206 295 171 41.5 195 291 168 38.1 183 286 165
39000 -77 -106 44.0 201 300 165 41.0 190 296 163 37.6 179 291 160
41000 -77 -106 43.0 196 303 160 40.0 185 300 158 37.0 175 296 155

original setting.

Rev. 10: Mar. 04, 2019 1105-2999 Page 87 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA -10°C
0 5 41 56.1 424 235 241 53.2 416 233 239 50.4 407 231 236
5000 -5 23 55.3 382 244 233 53.5 377 243 232 50.8 368 241 229
10000 -15 5 53.7 341 251 223 49.6 329 246 218 46.9 322 244 216
15000 -25 -12 51.6 304 259 213 47.9 293 254 208 44.8 285 250 205
20000 -35 -30 48.3 269 266 201 45.4 261 261 198 43.3 254 259 196
23000 -41 -41 49.6 260 276 199 44.4 245 267 193 41.4 236 263 190
25000 -45 -48 49.1 250 280 196 45.1 238 274 191 39.9 223 264 184
27000 -48 -55 47.8 240 283 191 44.5 230 278 188 40.3 217 270 182
28000 -50 -59 47.5 236 285 189 44.1 226 280 186 40.2 214 272 181
29000 -52 -62 48.1 235 289 189 43.7 221 282 184 40.6 212 277 181
31000 -56 -70 48.2 230 293 185 43.5 215 286 180 39.7 204 280 177
33000 -60 -77 47.7 224 297 181 43.5 211 290 177 39.0 197 283 172
35000 -64 -84 47.0 218 300 176 43.0 205 294 172 39.0 193 287 169
37000 -67 -88 45.9 212 303 171 42.5 200 298 168 38.9 188 293 165
39000 -67 -88 45.1 207 307 165 41.9 196 303 163 38.4 184 297 160
41000 -67 -88 - - - - 40.9 190 306 157 37.8 179 302 155

original setting.

Page 88 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA
0 15 59 52.4 414 232 233 49.5 405 229 230 46.5 394 227 228
5000 5 41 52.7 376 242 226 49.9 367 239 224 47.0 358 236 221
10000 -5 23 52.8 341 252 219 49.8 332 250 217 46.8 323 246 214
15000 -15 6 51.1 305 261 210 48.0 296 257 207 44.8 287 253 203
20000 -25 -12 48.5 272 269 200 45.6 264 265 196 42.5 255 260 193
23000 -31 -23 49.9 264 279 198 44.8 249 271 191 40.7 237 264 186
25000 -35 -30 49.4 254 284 194 45.2 241 277 189 40.7 228 270 184
27000 -38 -37 48.8 246 289 191 44.7 233 281 186 40.6 221 274 181
28000 -40 -41 48.7 243 291 189 44.3 229 283 184 40.8 218 277 180
29000 -42 -44 48.6 240 293 187 44.1 226 286 182 40.7 215 280 179
31000 -46 -52 49.0 236 299 184 44.0 220 290 179 40.2 208 285 176
33000 -50 -59 48.6 230 303 180 44.1 216 296 176 39.9 202 290 172
35000 -54 -66 47.4 222 304 175 43.9 210 300 172 39.6 196 292 168
37000 -57 -70 46.8 217 309 170 43.0 204 303 167 39.7 193 299 164
39000 -57 -70 46.0 212 313 165 42.7 201 309 162 39.1 188 304 159
41000 -57 -70 - - - - - - - - 38.6 185 309 155

original setting.
Figure 43. Maximum Range Power - 2000 RPM - ISA (ref. Fig. 5-51)

Rev. 10: Mar. 04, 2019 1105-2999 Page 89 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA +10°C
0 25 77 49.9 408 229 227 46.9 397 227 224 42.9 383 222 220
5000 15 59 50.0 370 239 220 47.3 361 236 217 44.3 351 233 214
10000 5 41 51.3 340 252 215 47.3 327 247 210 43.3 315 241 206
15000 -5 24 51.2 309 264 208 48.0 299 260 205 43.9 287 254 200
20000 -15 6 48.6 276 272 198 45.6 267 267 195 42.5 257 263 191
23000 -21 -5 50.1 268 283 196 44.9 252 274 190 40.7 239 266 184
25000 -25 -12 50.6 261 290 194 45.4 245 280 188 40.2 229 271 181
27000 -28 -19 49.3 251 293 190 45.9 240 288 186 41.4 226 279 181
28000 -30 -23 49.0 247 295 188 45.7 236 290 185 41.3 223 282 179
29000 -32 -26 49.6 246 299 187 45.1 232 292 183 41.2 220 285 178
31000 -36 -34 50.0 242 305 184 45.2 227 298 180 40.6 212 290 174
33000 -40 -41 49.6 236 309 180 45.0 221 302 175 40.5 207 295 171
35000 -44 -48 48.7 230 312 175 44.8 216 307 172 40.6 202 300 168
37000 -47 -52 47.8 223 316 170 44.0 210 310 167 40.2 197 304 163
39000 -47 -52 - - - - 43.8 207 317 163 40.1 194 311 160
41000 - - - - - - - - - - - - - -

original setting.
Figure 44. Maximum Range Power - 2000 RPM - ISA +10°C (ref. Fig. 5-52)

Page 90 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA +20°C
0 35 95 47.2 403 226 220 44.3 391 224 218 40.4 376 219 213
5000 25 77 47.6 366 236 213 44.6 355 233 210 41.7 345 230 208
10000 15 59 49.8 339 251 210 45.5 325 245 205 41.5 311 239 200
15000 5 42 50.4 311 264 205 46.5 298 258 200 42.3 285 252 195
20000 -5 24 48.7 280 275 196 45.1 268 268 192 41.9 259 264 188
23000 -11 13 50.7 273 287 195 45.0 256 277 188 40.7 242 269 183
25000 -15 6 50.5 264 293 192 46.0 250 285 187 40.6 233 275 180
27000 -18 -1 50.1 257 298 189 46.2 245 292 185 41.4 230 282 179
28000 -20 -5 50.3 254 302 188 45.9 240 294 183 41.8 227 286 178
29000 -22 -8 50.4 251 304 187 45.8 237 297 182 41.5 223 289 177
31000 -26 -16 50.6 247 310 183 46.0 232 304 179 41.1 216 294 173
33000 -30 -23 50.5 242 315 180 45.8 226 308 175 41.1 211 300 171
35000 -34 -30 49.6 235 318 175 45.8 222 313 172 41.5 208 306 168
37000 -37 -34 46.5 221 311 164 45.1 216 317 167 41.3 203 311 164
39000 -37 -34 - - - - - - - - 39.2 193 308 155
41000 - - - - - - - - - - - - - -

original setting.

Rev. 10: Mar. 04, 2019 1105-2999 Page 91 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA +30°C
0 45 113 46.5 405 227 217 42.5 389 222 212 38.7 374 218 208
5000 35 95 47.0 369 237 210 43.0 354 232 206 39.1 339 226 201
10000 25 77 48.9 342 251 207 43.9 324 244 201 39.9 310 238 196
15000 15 60 49.8 314 265 202 45.7 300 259 197 41.6 287 253 192
20000 5 42 48.7 285 277 194 45.3 274 272 190 41.7 262 265 186
23000 -1 31 52.0 282 294 196 45.5 262 281 187 40.6 246 271 181
25000 -5 24 52.3 275 301 194 46.6 257 289 186 40.4 237 277 178
27000 -8 17 52.2 267 308 192 47.2 252 298 185 41.8 235 286 178
28000 -10 13 52.0 263 311 190 47.5 249 302 185 42.5 234 292 178
29000 -12 10 52.2 261 313 188 46.9 244 304 182 42.8 231 296 178
31000 -16 2 52.7 256 320 186 47.1 239 310 180 42.2 223 301 174
33000 -20 -5 48.1 236 307 171 47.5 234 317 177 42.4 218 308 172
35000 -24 -12 - - - - 43.7 217 305 164 42.8 214 315 169
37000 -27 -16 - - - - - - - - 38.0 194 294 151
39000 - - - - - - - - - - - - - -
41000 - - - - - - - - - - - - - -

original setting.

Page 92 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA -30°C
0 -15 5 69.4 435 239 254 66.1 427 237 252 62.8 419 235 250
5000 -25 -13 66.8 386 244 242 63.5 378 242 240 60.2 370 240 238
10000 -35 -31 62.2 338 248 229 59.1 331 246 227 56.1 323 243 224
15000 -45 -48 57.5 295 252 216 55.4 290 251 215 52.3 283 248 212
20000 -55 -66 53.2 260 258 204 50.4 253 255 202 47.5 245 251 198
23000 -61 -77 53.0 247 264 200 48.3 235 258 194 45.2 227 254 191
25000 -65 -84 52.4 237 268 196 48.1 226 262 191 43.4 214 255 186
27000 -68 -91 51.0 226 270 191 48.0 219 267 189 43.8 208 260 184
28000 -70 -95 50.3 222 270 188 47.2 213 267 186 43.5 204 262 182
29000 -72 -98 50.2 219 271 186 46.3 208 268 183 42.8 199 263 180
31000 -76 -106 49.0 210 270 178 45.8 201 270 179 41.9 191 266 176
33000 -80 -113 48.6 205 271 173 44.4 193 268 171 41.0 183 267 170
35000 -84 -120 47.7 199 270 167 43.6 187 267 165 40.1 176 266 164
37000 -87 -124 48.0 197 276 163 43.5 183 270 160 39.5 171 267 158
39000 -87 -124 48.5 197 282 160 43.8 182 276 156 39.3 168 270 152
41000 -87 -124 50.5 203 298 161 44.5 183 284 153 39.9 168 277 149

original setting.

Rev. 10: Mar. 04, 2019 1105-2999 Page 93 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA -20°C
0 -5 23 67.1 431 239 249 63.7 422 237 247 60.3 413 235 245
5000 -15 5 64.7 383 244 237 60.4 372 240 234 57.0 363 238 231
10000 -25 -13 61.7 339 250 226 58.5 331 247 223 55.1 323 244 221
15000 -35 -30 57.8 298 256 214 55.6 293 254 213 52.4 285 251 210
20000 -45 -48 52.8 261 260 201 50.7 256 258 200 47.6 248 254 197
23000 -51 -59 54.2 252 270 199 48.5 238 261 193 45.3 229 257 190
25000 -55 -66 53.1 241 273 195 49.2 231 268 191 43.6 217 258 184
27000 -58 -73 52.4 233 277 191 48.6 223 271 188 43.8 210 263 182
28000 -60 -77 51.7 228 278 189 47.8 218 272 185 44.1 208 267 181
29000 -62 -80 50.9 224 276 185 47.7 215 275 184 43.3 203 267 178
31000 -66 -88 50.4 217 277 179 46.4 206 275 177 42.5 195 271 175
33000 -70 -95 49.6 211 277 173 45.6 199 274 171 41.3 187 271 169
35000 -74 -102 48.8 205 277 166 44.7 193 274 164 41.1 182 273 164
37000 -77 -106 49.2 204 282 163 44.4 189 276 159 40.7 178 274 158
39000 -77 -106 50.2 205 292 161 45.0 189 283 156 40.6 175 278 153
41000 -77 -106 51.8 210 306 161 45.9 190 293 154 40.7 173 283 148

original setting.

Page 94 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA -10°C
0 5 41 61.8 416 234 239 58.3 406 231 237 53.8 393 228 233
5000 -5 23 62.9 380 244 233 59.4 371 241 230 55.8 361 239 228
10000 -15 5 60.8 340 251 223 57.5 331 248 220 53.2 320 244 216
15000 -25 -12 57.0 299 257 211 54.0 291 254 208 50.8 283 250 205
20000 -35 -30 53.0 264 263 200 50.8 258 261 198 47.7 250 257 195
23000 -41 -41 54.3 255 273 197 49.0 241 265 191 45.4 232 260 188
25000 -45 -48 53.7 245 277 194 49.8 235 272 190 44.5 221 264 184
27000 -48 -55 52.8 237 281 190 49.1 227 276 186 44.3 214 268 181
28000 -50 -59 52.3 233 282 187 49.1 224 279 185 44.4 211 271 180
29000 -52 -62 52.2 230 283 185 48.3 219 280 183 44.6 209 275 179
31000 -56 -70 51.0 222 282 178 47.2 211 281 177 43.6 201 278 175
33000 -60 -77 50.4 216 283 172 46.7 205 281 171 42.3 192 278 169
35000 -64 -84 50.2 212 285 167 46.1 200 282 165 41.5 186 277 162
37000 -67 -88 50.2 209 289 162 45.4 194 283 159 41.5 182 280 158
39000 -67 -88 51.2 211 298 160 45.9 194 289 155 41.3 179 284 152
41000 -67 -88 - - - - 46.6 195 298 153 41.4 178 289 148

original setting.

Rev. 10: Mar. 04, 2019 1105-2999 Page 95 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA
0 15 59 56.9 403 228 230 53.1 391 226 227 49.7 381 224 225
5000 5 41 59.0 371 240 225 55.3 361 237 222 51.6 350 234 219
10000 -5 23 59.1 338 251 218 55.7 328 248 215 52.2 319 244 212
15000 -15 6 57.4 303 261 210 54.1 295 257 207 50.8 286 253 203
20000 -25 -12 53.2 267 267 198 50.0 259 262 195 47.7 253 260 193
23000 -31 -23 54.8 260 277 196 48.9 244 268 189 44.6 232 261 184
25000 -35 -30 54.3 250 281 192 49.5 237 274 187 44.4 223 266 182
27000 -38 -37 53.4 242 285 189 49.7 231 280 185 44.8 218 272 180
28000 -40 -41 53.3 239 288 187 49.4 228 283 184 44.7 215 275 178
29000 -42 -44 52.8 235 288 184 49.0 224 285 182 44.6 211 277 177
31000 -46 -52 51.7 227 287 177 47.7 215 285 175 44.0 204 282 174
33000 -50 -59 51.1 221 287 171 47.4 210 286 170 43.3 198 284 169
35000 -54 -66 51.0 217 290 166 46.6 203 286 164 42.4 191 283 162
37000 -57 -70 50.6 213 292 161 46.2 199 288 158 41.8 185 284 156
39000 -57 -70 51.7 215 302 158 46.6 199 294 154 41.8 183 288 151
41000 -57 -70 - - - - - - - - 42.2 183 294 147

original setting.
Figure 50. Maximum Range Power - 1800 RPM - ISA (ref. Fig. 5-58)

Page 96 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA +10°C
0 25 77 54.1 396 226 223 50.3 384 223 221 45.8 369 219 217
5000 15 59 55.3 364 236 217 51.5 352 233 214 47.7 340 230 211
10000 5 41 57.3 336 250 213 53.0 324 245 209 48.3 310 239 204
15000 -5 24 56.5 304 261 206 53.2 295 258 203 49.1 284 252 199
20000 -15 6 53.3 271 269 196 50.1 262 265 193 47.0 254 261 190
23000 -21 -5 55.3 264 281 195 49.3 248 272 188 45.1 236 265 184
25000 -25 -12 55.6 257 288 193 50.0 241 278 186 44.0 225 268 179
27000 -28 -19 54.6 248 292 189 50.1 236 285 184 45.6 223 277 179
28000 -30 -23 54.2 245 293 187 49.8 232 287 182 45.5 220 280 178
29000 -32 -26 53.5 240 293 183 49.3 228 289 180 45.2 216 282 176
31000 -36 -34 53.0 234 293 177 48.9 221 292 176 44.9 210 288 173
33000 -40 -41 52.0 227 293 170 47.8 214 290 169 43.7 202 288 167
35000 -44 -48 51.6 222 294 165 47.6 209 292 164 43.2 196 289 162
37000 -47 -52 51.9 220 300 161 47.3 205 295 158 42.7 191 290 156
39000 -47 -52 - - - - 46.5 201 296 151 43.0 189 296 151
41000 - - - - - - - - - - - - - -

original setting.

Rev. 10: Mar. 04, 2019 1105-2999 Page 97 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA +20°C
0 35 95 50.5 388 222 215 46.7 375 219 213 43.0 361 216 210
5000 25 77 52.7 359 233 210 48.8 347 230 207 44.9 334 226 204
10000 15 59 54.7 333 247 207 50.1 319 241 202 45.7 305 236 197
15000 5 42 55.0 304 260 202 51.6 294 256 198 48.0 284 252 195
20000 -5 24 52.2 272 269 192 49.2 263 265 189 46.1 254 261 186
23000 -11 13 55.7 269 285 193 48.9 250 273 185 44.9 239 267 181
25000 -15 6 56.1 262 292 192 50.6 247 283 185 44.1 228 271 177
27000 -18 -1 55.4 254 297 188 50.7 241 289 183 45.6 226 280 177
28000 -20 -5 54.8 250 298 186 50.7 238 292 182 45.9 224 284 177
29000 -22 -8 54.3 246 297 182 50.1 233 294 180 46.2 222 288 176
31000 -26 -16 54.1 240 299 177 49.5 226 296 175 45.5 214 292 173
33000 -30 -23 53.2 233 299 170 49.0 220 297 169 44.7 207 295 168
35000 -34 -30 53.0 229 302 165 48.2 214 297 163 44.0 201 295 161
37000 -37 -34 48.3 211 285 149 48.5 211 302 159 43.7 196 297 156
39000 - - - - - - - - - - - - - -
41000 - - - - - - - - - - - - - -

original setting.

Page 98 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA +30°C
0 45 113 49.8 391 222 212 45.0 374 217 208 41.1 358 214 205
5000 35 95 50.9 358 231 205 46.3 342 226 201 42.3 328 223 198
10000 25 77 53.8 335 247 203 48.5 318 240 197 43.7 303 234 192
15000 15 60 55.1 310 263 200 50.7 296 256 195 45.5 281 248 189
20000 5 42 52.9 279 273 192 49.5 269 268 188 45.7 258 262 184
23000 -1 31 57.0 278 291 194 49.4 256 277 184 44.2 241 268 178
25000 -5 24 57.1 270 297 191 51.1 253 287 185 43.9 232 273 175
27000 -8 17 57.3 264 305 190 52.2 249 296 184 45.9 231 284 176
28000 -10 13 56.3 258 305 187 52.2 246 299 183 46.4 230 288 176
29000 -12 10 56.2 255 306 184 51.5 241 301 181 46.7 228 292 175
31000 -16 2 55.7 248 307 178 50.8 234 303 175 46.4 221 298 173
33000 -20 -5 50.7 229 291 162 50.5 227 305 170 45.9 214 302 168
31000 -24 -12 - - - - 46.0 210 289 155 45.5 208 303 163
37000 - - - - - - - - - - - - - -
39000 - - - - - - - - - - - - - -
41000 - - - - - - - - - - - - - -

original setting.

Rev. 10: Mar. 04, 2019 1105-2999 Page 99 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 54. Balked Landing Climb Torque - Flaps DOWN, Landing Gear Extended

Page 100 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 55. Balked Landing Rate of Climb - Flaps DOWN, Landing Gear Extended

Rev. 10: Mar. 04, 2019 1105-2999 Page 101 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 56. Landing Distance over 50 feet without Propeller Reversing - Flaps DN

Page 102 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 57. Landing Distance over 50 feet with Propeller Reversing - Flaps DN
(For lower weights refer to Fig. 5-70 of the basic )

Rev. 10: Mar. 04, 2019 1105-2999 Page 103 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 58. Balked Landing Climb Torque - Flaps MID, Landing Gear Extended

Page 104 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 59. Balked Landing Rate of Climb - Flaps MID

(For lower limits refer to Fig. 7-72 of the basic AFM)

Rev. 10: Mar. 04, 2019 1105-2999 Page 105 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 60. Landing Distance over 50 feet without Propeller Reversing - Flaps MID

Page 106 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 61. Landing Distance over 50 feet with Propeller Reversing - Flaps MID

Rev. 10: Mar. 04, 2019 1105-2999 Page 107 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Category II Operations Performance data provided by Section 5 of the basic
Airplane Flight Manual are integrated, for Maximum Landing Weight higher than
10945 lbs (4965 kg), by the following additional corrections that have to be
considered when CAT II approaches are conducted:
a. "Landing Weight in Single Engine Go Around" data, as per Figure 5-75, are
integrated by Figure 62;
b. "Landing Distance over 50 feet without Propeller Reversing (Flaps Down)"
data, as per Figure 56 of this Supplement, must be increased by
approximately 8%;
c. Landing Distance in icing conditions, with Flap MID and without Propeller
Reversing, as per Figure 60 of this Supplement, must be increased
approximately 10%.
NOTE
The EASA not approved Figure 57 of this Supplement provides
the "Landing Distance over 50 feet with Propeller Reversing
(Flaps Down)" which has to be increased by approximately 9%.

Page 108 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100


Rev. 10: Mar. 04, 2019 1105-2999 Page 109 of 112 .A
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 110 of 112 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66 eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
5.0 GENERAL
List of EASA approved figures:
2, 3, 4, 5, 6, 10, 12, 13, 14, 16, 17, 21, 23, 24, 54, 56, 58, 60, 62.
NOTE
EASA approved figures 4, 10, 12, 14, 21, 54 and 58 are
equivalent to the corresponding figures in the basic Airplane
Flight Manual and are not affected by weight; these figures are
included in this supplement for pilot’s convenience and in order
to maintain the operative sequence.
EASA approved figure 5-12 of the basic Airplane Flight Manual
is no more applicable.
EASA not approved figures are 5/1, 7, 8, 9, 11, 15, 18, 19, 20,
22, 25, from 26 to 53, 55, 57, 59 and 61 are included in this
Supplement for pilot’s convenience and arranged in a
reasonable operative sequence.

Rev. 10: Mar. 04, 2019 1105-2999 Page 47 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
WEIGHT
12,100 LBS (5490 KGS)
ANGLE
0 114 113 106 104 99 98
ASSOCIATED CONDITIONS:
10 115 114 106 105 99 99
IDLE POWER - FORWARD C.G.
20 118 116 109 108 102 101 GEAR POSITION HAS NO EFFECT
ON STALLING SPEEDS.
30 123 121 113 112 106 105
MAXIMUM ALTITUDE LOSS
40 130 129 120 119 113 112 DURING STALL IS 1,000 FT.
50 142 141 131 130 123 122

60 161 160 149 147 139 139
WEIGHT
11,551 LBS (5240 KGS)
ANGLE
0 112 110 104 102 98 96
10 113 111 105 103 99 97
20 115 114 107 105 101 100
30 120 119 111 109 105 104
40 128 126 118 116 112 110
50 139 138 129 127 122 120
60 158 156 146 144 138 136
Figure 2. Stall Speed


Page 48 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 3. Buffet Onset Limits

(This figure supersedes Fig. 5-12 of the basic AFM)

Rev. 10: Mar. 04, 2019 1105-2999 Page 49 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
Figure 4. Takeoff Power Torque


Page 50 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 5. Maximum Takeoff Weight to achieve One Engine Inoperative -

Takeoff Climb Requirements - Flaps MID, Landing Gear Retracted

Rev. 10: Mar. 04, 2019 1105-2999 Page 51 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 5/1. Maximum Takeoff Weight - Flaps MID (Landing Gear DOWN)

Page 52 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 6. Takeoff Ground Run and Takeoff Distance over 50 feet


Rev. 10: Mar. 04, 2019 1105-2999 Page 53 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 7. Accelerate and Go Distance over 50 feet


Page 54 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 8. Accelerate and Stop Distance


Rev. 10: Mar. 04, 2019 1105-2999 Page 55 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 9. Brake Energy and Associated Weights for Rejected Takeoff

Page 56 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 10. Twin Engine Climb Torque - Flaps MID


Rev. 10: Mar. 04, 2019 1105-2999 Page 57 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 11. Twin Engine Gradient of Climb - Flaps MID


Page 58 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
This graph is also applicable for CAT II - One Engine Inoperative
Go-Around, flown at 125 KIAS, for any weight from 10945 lbs
(4965 kg) to 11500 lbs (5216 kg).
Figure 12. One Engine Inoperative Takeoff Climb Torque

(Equivalent to Fig. 5-23/1 of the basic AFM)

Rev. 10: Mar. 04, 2019 1105-2999 Page 59 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 13. One Engine Inoperative Takeoff Climb

(For lower weights refer to Fig. 5-23/2 of the basic AFM)

Page 60 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 14. Twin Engine En-Route Climb Torque


Rev. 10: Mar. 04, 2019 1105-2999 Page 61 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 15. Twin Engine Climb Fuel Flow - Flaps Retracted


Page 62 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 16. Twin Engine En-Route Rate of Climb/Descent


Rev. 10: Mar. 04, 2019 1105-2999 Page 63 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 17. Twin Engine En-Route Gradient of Climb/Descent


Page 64 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 18. Time to Climb


Rev. 10: Mar. 04, 2019 1105-2999 Page 65 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 19. Fuel to Climb


Page 66 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 20. Distance to Climb

(This graph supesedes Fig. 5-29 of the basic AFM)

Rev. 10: Mar. 04, 2019 1105-2999 Page 67 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 21. One Engine Inoperative En-Route Climb/Descent Torque


Page 68 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 22. One Engine Inoperative En-Route Climb Fuel Flow


Rev. 10: Mar. 04, 2019 1105-2999 Page 69 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 23. One Engine Inoperative En-Route Rate of Climb/Descent


Page 70 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 24. One Engine Inoperative En-Route Gradient of Climb/Descent


Rev. 10: Mar. 04, 2019 1105-2999 Page 71 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 25. One Engine Inoperative Service Ceiling - Flaps Retracted


Page 72 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA -30°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 -15 5 65.7 499 998 244 260 244 260 244 260
5000 -25 -13 70.4 460 920 262 260 262 260 262 260
10000 -35 -31 75.0 427 854 281 260 281 260 281 260
15000 -45 -48 79.3 407 814 302 260 302 260 302 260
20000 -55 -66 83.2 385 770 325 260 325 260 325 260
23000 -61 -77 86.7 379 758 340 260 340 260 340 260
25000 -65 -84 89.3 377 754 350 260 350 260 350 260
27000 -68 -91 92.3 382 764 361 260 361 260 361 260
29000 -72 -98 96.2 391 782 372 260 372 260 372 260
31000 -76 -106 97.7 395 790 380 257 380 257 380 257
33000 -80 -113 90.8 373 746 376 245 376 245 376 245
35000 -84 -120 84.3 351 702 372 234 372 234 372 234
37000 -87 -124 78.8 331 662 370 224 370 224 370 224
39000 -87 -124 74.2 315 630 370 213 370 213 370 213
41000 -87 -124 67.8 290 580 366 201 370 203 370 203


Rev. 10: Mar. 04, 2019 1105-2999 Page 73 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA -20°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 -5 23 67.0 508 1016 249 260 249 260 249 260
5000 -15 5 71.8 469 938 267 260 267 260 267 260
10000 -25 -13 76.5 436 872 286 260 286 260 286 260
15000 -35 -30 81.0 416 832 308 260 308 260 308 260
20000 -45 -48 85.1 394 788 332 260 332 260 332 260
23000 -51 -59 88.7 389 778 348 260 348 260 348 260
25000 -55 -66 91.4 387 774 358 260 358 260 358 260
27000 -58 -73 94.5 393 786 370 260 370 260 370 260
29000 -62 -80 98.6 403 806 381 260 381 260 381 260
31000 -66 -88 100.0 407 814 389 257 389 257 389 257
33000 -70 -95 93.1 384 768 386 245 386 245 386 245
35000 -74 -102 86.5 360 720 382 234 382 234 382 234
37000 -77 -106 80.9 339 678 380 224 380 224 380 224
39000 -77 -106 72.1 306 612 372 208 377 212 380 213
41000 -77 -106 61.9 268 536 358 191 364 194 370 198


Page 74 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA -10°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 5 41 68.2 516 1032 253 260 253 260 253 260
5000 -5 23 73.2 478 956 272 260 272 260 272 260
10000 -15 5 78.1 445 890 292 260 292 260 292 260
15000 -25 -12 82.7 425 850 315 260 315 260 315 260
20000 -35 -30 87.0 403 806 339 260 339 260 339 260
23000 -41 -41 90.7 399 798 355 260 355 260 355 260
25000 -45 -48 93.5 397 794 366 260 366 260 366 260
27000 -48 -55 96.7 403 806 378 260 378 260 378 260
29000 -52 -62 100.0 411 822 389 259 390 260 390 260
31000 -56 -70 99.9 410 820 395 254 399 257 399 257
33000 -60 -77 93.3 386 772 392 243 395 245 395 245
35000 -64 -84 85.8 357 714 386 231 391 234 391 234
37000 -67 -88 75.6 320 640 375 215 381 218 386 221
39000 -67 -88 63.8 277 554 360 196 366 199 372 203
41000 -67 -88 53.2 238 476 341 176 348 180 356 184


Rev. 10: Mar. 04, 2019 1105-2999 Page 75 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 15 59 69.4 524 1048 258 260 258 260 258 260
5000 5 41 74.5 487 974 277 260 277 260 277 260
10000 -5 23 79.6 454 908 298 260 298 260 298 260
15000 -15 6 84.3 434 868 321 260 321 260 321 260
20000 -25 -12 88.7 413 826 346 260 346 260 346 260
23000 -31 -23 92.6 409 818 363 260 363 260 363 260
25000 -35 -30 95.5 408 816 374 260 374 260 374 260
27000 -38 -37 98.8 414 828 386 260 386 260 386 260
29000 -42 -44 99.9 415 830 394 257 398 259 399 260
31000 -46 -52 95.2 396 792 393 247 398 250 402 253
33000 -50 -59 87.0 365 730 387 234 392 237 397 240
35000 -54 -66 79.2 336 672 381 221 386 225 391 228
37000 -57 -70 69.0 298 596 368 205 374 208 380 212
39000 -57 -70 57.8 258 516 350 185 357 189 364 193
41000 -57 -70 47.3 220 440 323 162 334 168 344 173

Figure 29. Maximum Cruise Power - 2000 RPM - ISA

Page 76 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA +10°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 25 77 70.6 533 1066 262 260 262 260 262 260
5000 15 59 75.9 496 992 282 260 282 260 282 260
10000 5 41 81.1 463 926 303 260 303 260 303 260
15000 -5 24 86.0 443 886 327 260 327 260 327 260
20000 -15 6 90.5 422 844 353 260 353 260 353 260
23000 -21 -5 94.5 419 838 370 260 370 260 370 260
25000 -25 -12 97.4 418 836 382 260 382 260 382 260
27000 -28 -19 99.4 420 840 393 258 395 260 395 260
29000 -32 -26 92.6 392 784 389 247 393 249 396 252
31000 -36 -34 84.4 361 722 382 234 387 237 391 240
33000 -40 -41 76.8 331 662 375 221 380 224 385 227
35000 -44 -48 69.4 303 606 367 208 373 211 378 215
37000 -47 -52 60.0 269 538 352 191 359 195 366 199
39000 -47 -52 49.4 230 460 326 167 337 174 346 179
41000 -47 -52 38.2 191 382 – – – – 308 151


Rev. 10: Mar. 04, 2019 1105-2999 Page 77 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA +20°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 35 95 71.7 542 1084 267 260 267 260 267 260
5000 25 77 77.2 505 1010 287 260 287 260 287 260
10000 15 59 82.5 472 944 309 260 309 260 309 260
15000 5 42 87.6 452 904 333 260 333 260 333 260
20000 -5 24 92.2 432 864 360 260 360 260 360 260
23000 -11 13 96.3 427 854 377 260 377 260 377 260
25000 -15 6 96.6 418 836 385 257 388 259 390 260
27000 -18 -1 88.6 386 772 381 245 384 247 387 249
29000 -22 -8 80.8 355 710 375 232 379 235 382 237
31000 -26 -16 73.3 326 652 367 219 373 222 377 225
33000 -30 -23 66.1 297 594 358 206 364 209 370 213
35000 -34 -30 59.1 270 540 347 192 355 196 361 200
37000 -37 -34 50.3 238 476 325 171 336 177 345 182
39000 -37 -34 39.5 200 400 – – – – 310 155
41000 – – – – – – – – – – –


Page 78 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

2000 RPM
ISA +30°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 45 113 72.9 551 1102 271 260 271 260 271 260
5000 35 95 78.4 514 1028 291 260 291 260 291 260
10000 25 77 83.9 480 960 314 260 314 260 314 260
15000 15 60 89.1 461 922 339 260 339 260 339 260
20000 5 42 93.9 439 878 367 260 367 260 367 260
23000 -1 31 88.1 403 806 369 248 372 250 373 252
25000 -5 24 81.9 373 746 366 238 369 240 372 242
27000 -8 17 74.4 343 686 361 226 364 228 367 231
29000 -12 10 67.2 314 628 352 213 358 216 361 219
31000 -16 2 60.2 286 572 341 198 349 203 354 206
33000 -20 -5 53.5 259 518 326 182 336 188 345 193
35000 -24 -12 47.0 233 466 296 159 318 171 330 178
37000 -27 -16 38.0 201 402 – – – – 294 151
39000 – – – – – – – – – – –
41000 – – – – – – – – – – –


Rev. 10: Mar. 04, 2019 1105-2999 Page 79 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA -30°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 -15 5 73.6 486 972 244 260 244 260 244 260
5000 -25 -13 79.3 453 906 262 260 262 260 262 260
10000 -35 -31 83.9 419 838 281 260 281 260 281 260
15000 -45 -48 88.1 399 798 302 260 302 260 302 260
20000 -55 -66 92.3 379 758 325 260 325 260 325 260
23000 -61 -77 96.4 375 750 340 260 340 260 340 260
25000 -65 -84 99.7 375 750 350 260 350 260 350 260
27000 -68 -91 100.0 372 744 356 256 359 259 361 260
29000 -72 -98 100.0 370 740 362 252 365 255 369 257
31000 -76 -106 100.0 369 738 368 248 371 250 375 253
33000 -80 -113 100.0 369 738 374 244 376 245 376 245
35000 -84 -120 93.8 351 702 372 234 372 234 372 234
37000 -87 -124 87.3 331 662 370 224 370 224 370 224
39000 -87 -124 81.8 313 626 370 213 370 213 370 213
41000 -87 -124 72.8 283 566 362 199 367 202 370 203

Figure 33. Recommended Cruise Power - 1800 RPM - ISA -30°C

Page 80 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA -20°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 -5 23 75.0 495 990 249 260 249 260 249 260
5000 -15 5 80.9 461 922 267 260 267 260 267 260
10000 -25 -13 85.7 428 856 286 260 286 260 286 260
15000 -35 -30 90.0 408 816 308 260 308 260 308 260
20000 -45 -48 94.4 388 776 332 260 332 260 332 260
23000 -51 -59 98.7 385 770 348 260 348 260 348 260
25000 -55 -66 99.9 380 760 356 258 358 260 358 260
27000 -58 -73 100.0 376 752 362 254 365 256 368 259
29000 -62 -80 100.0 374 748 368 250 371 252 375 255
31000 -66 -88 100.0 372 744 374 246 377 248 381 251
33000 -70 -95 100.0 373 746 381 242 384 244 386 245
35000 -74 -102 96.3 361 722 382 234 382 234 382 234
37000 -77 -106 87.1 330 660 375 221 380 224 380 224
39000 -77 -106 75.8 293 586 364 204 369 207 374 210
41000 -77 -106 64.8 256 512 351 187 357 190 363 193


Rev. 10: Mar. 04, 2019 1105-2999 Page 81 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA -10°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 5 41 76.4 504 1008 253 260 253 260 253 260
5000 -5 23 82.5 470 940 272 260 272 260 272 260
10000 -15 5 87.4 437 874 292 260 292 260 292 260
15000 -25 -12 91.9 418 836 315 260 315 260 315 260
20000 -35 -30 96.5 398 796 339 260 339 260 339 260
23000 -41 -41 100.0 393 786 354 259 355 260 355 260
25000 -45 -48 100.0 384 768 361 256 364 258 366 260
27000 -48 -55 100.0 380 760 367 252 370 254 374 257
29000 -52 -62 100.0 378 756 374 248 377 250 380 253
31000 -56 -70 99.9 376 752 380 244 383 246 387 248
33000 -60 -77 95.8 361 722 380 235 384 238 388 240
35000 -64 -84 87.0 331 662 373 222 378 225 382 228
37000 -67 -88 77.0 298 596 364 208 369 211 374 214
39000 -67 -88 65.7 261 522 350 190 356 193 362 197
41000 -67 -88 55.4 227 454 332 171 340 176 347 179


Page 82 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 15 59 77.8 513 1026 258 260 258 260 258 260
5000 5 41 84.0 478 956 277 260 277 260 277 260
10000 -5 23 89.1 446 892 298 260 298 260 298 260
15000 -15 6 93.7 427 854 321 260 321 260 321 260
20000 -25 -12 98.5 407 814 346 260 346 260 346 260
23000 -31 -23 100.0 398 796 359 257 362 259 363 260
25000 -35 -30 100.0 389 778 366 253 369 256 372 258
27000 -38 -37 100.0 385 770 372 250 376 252 379 254
29000 -42 -44 100.0 382 764 379 246 382 248 386 251
31000 -46 -52 96.4 368 736 380 237 383 240 388 243
33000 -50 -59 87.3 337 674 373 225 377 228 381 230
35000 -54 -66 78.7 307 614 365 212 370 215 375 218
37000 -57 -70 69.3 275 550 354 197 360 200 366 203
39000 -57 -70 58.2 239 478 336 177 343 181 350 185
41000 -57 -70 47.9 205 410 – – 317 159 329 166

Figure 36. Recommended Cruise Power - 1800 RPM - ISA

Rev. 10: Mar. 04, 2019 1105-2999 Page 83 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA +10°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 25 77 79.1 523 1046 262 260 262 260 262 260
5000 15 59 85.5 487 974 282 260 282 260 282 260
10000 5 41 90.7 454 908 303 260 303 260 303 260
15000 -5 24 95.5 436 872 327 260 327 260 327 260
20000 -15 6 100.0 416 832 353 259 353 260 353 260
23000 -21 -5 100.0 402 804 363 255 366 257 368 258
25000 -25 -12 100.0 393 786 371 251 374 254 377 256
27000 -28 -19 100.0 389 778 378 248 381 250 384 252
29000 -32 -26 95.7 372 744 377 239 381 242 385 244
31000 -36 -34 86.8 340 680 370 226 375 229 379 232
33000 -40 -41 78.3 311 622 362 213 367 216 372 219
35000 -44 -48 70.3 282 564 353 200 359 203 365 207
37000 -47 -52 61.2 252 504 339 183 347 188 353 191
39000 -47 -52 49.7 215 430 – – 320 164 331 170
41000 -47 -52 – – – – – – – – –

Figure 37. Recommended Cruise Power - 1800 RPM - ISA +10°C

Page 84 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA +20°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 35 95 80.4 532 1064 267 260 267 260 267 260
5000 25 77 87.0 496 992 287 260 287 260 287 260
10000 15 59 92.3 463 926 309 260 309 260 309 260
15000 5 42 97.3 445 890 333 260 333 260 333 260
20000 -5 24 100.0 420 840 357 257 358 258 360 259
23000 -11 13 99.1 404 808 366 252 369 254 371 255
25000 -15 6 98.9 394 788 373 248 376 250 380 253
27000 -18 -1 91.6 367 734 369 237 373 239 377 242
29000 -22 -8 83.2 337 674 363 224 367 227 371 230
31000 -26 -16 75.2 308 616 354 211 360 214 365 217
33000 -30 -23 67.5 281 562 345 197 351 201 357 205
35000 -34 -30 60.2 254 508 332 183 341 188 348 192
37000 -37 -34 51.2 224 448 299 157 319 168 331 174
39000 -37 -34 – – – – – – – – –
41000 – – – – – – – – – – –


Rev. 10: Mar. 04, 2019 1105-2999 Page 85 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

1800 RPM
ISA +30°C

ENG.
(5216 KG) (4763 KG) (4309 KG)
0 45 113 81.7 540 1080 271 260 271 260 271 260
5000 35 95 88.4 505 1010 291 260 291 260 291 260
10000 25 77 93.9 472 944 314 260 314 260 314 260
15000 15 60 99.0 454 908 339 260 339 260 339 260
20000 5 42 99.1 422 844 360 254 361 256 363 257
23000 -1 31 90.1 381 762 357 240 360 242 363 244
25000 -5 24 83.9 353 706 354 230 358 232 361 235
27000 -8 17 76.1 323 646 347 217 351 220 356 223
29000 -12 10 68.5 296 592 338 204 344 208 349 211
31000 -16 2 61.3 269 538 325 189 334 194 341 198
33000 -20 -5 54.2 243 486 303 169 319 178 330 184
35000 -24 -12 47.1 218 436 – – 290 156 312 168
37000 -27 -16 – – – – – – – – –
39000 – – – – – – – – – – –
41000 – – – – – – – – – – –


Page 86 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA -30°C
0 -15 5 53.5 461 226 240 51.0 452 224 238 48.4 443 222 236
5000 -25 -13 52.7 409 234 232 50.1 399 231 229 47.4 390 229 227
10000 -35 -31 51.9 363 242 223 48.7 352 239 220 46.0 343 236 217
15000 -45 -48 50.6 327 251 215 47.5 317 247 211 44.4 307 243 208
20000 -55 -66 48.7 287 260 206 45.7 278 256 203 42.6 269 251 199
23000 -61 -77 48.4 270 266 201 44.6 259 261 197 41.2 249 256 193
25000 -65 -84 47.9 257 271 198 44.2 246 265 194 40.4 235 259 189
27000 -68 -91 47.2 249 275 195 43.6 238 269 190 40.0 227 263 186
29000 -72 -98 47.1 242 279 191 42.9 229 273 187 39.3 219 266 182
31000 -76 -106 47.1 236 284 188 42.6 222 277 183 38.5 210 270 178
33000 -80 -113 47.0 230 288 185 42.6 216 281 180 38.1 203 273 175
35000 -84 -120 45.7 220 289 179 41.8 208 283 175 37.9 196 277 171
37000 -87 -124 44.5 212 291 173 41.1 202 286 170 37.7 191 282 167
39000 -87 -124 43.5 207 295 167 40.6 197 291 165 37.6 187 288 163
41000 -87 -124 42.5 201 298 161 40.0 192 296 160 37.4 184 294 159

original setting.
unchanged.

Rev. 10: Mar. 04, 2019 1105-2999 Page 87 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA -20°C
0 -5 23 54.5 470 230 240 51.6 460 228 237 48.7 449 225 235
5000 -15 5 53.7 417 238 232 50.8 407 235 229 47.9 396 233 226
10000 -25 -13 52.9 370 247 223 49.6 359 244 220 46.5 349 240 217
15000 -35 -30 51.7 334 256 215 48.4 324 252 211 45.2 313 248 208
20000 -45 -48 49.7 294 266 206 46.6 284 261 202 43.4 275 256 198
23000 -51 -59 49.5 276 273 201 45.6 265 267 197 42.1 254 262 193
25000 -55 -66 49.0 264 277 198 45.2 252 271 194 41.3 241 265 189
27000 -58 -73 48.3 255 281 195 44.7 244 275 190 40.9 233 269 186
29000 -62 -80 48.2 248 286 191 43.9 235 279 187 40.3 225 273 182
31000 -66 -88 48.3 242 291 188 43.7 228 284 183 39.6 216 277 178
33000 -70 -95 48.2 235 295 184 43.7 222 288 180 39.2 208 281 175
35000 -74 -102 46.8 226 297 179 42.9 214 290 175 39.0 202 284 171
37000 -77 -106 45.7 218 299 173 42.2 207 294 170 38.7 197 289 167
39000 -77 -106 44.7 212 303 167 41.7 202 299 165 38.6 192 296 163
41000 -77 -106 43.6 206 306 161 41.0 197 304 160 38.4 189 302 159

original setting.
unchanged.

Page 88 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA -10°C
0 5 41 55.5 478 234 240 52.2 466 231 237 49.0 454 229 234
5000 -5 23 54.7 425 243 231 51.5 413 239 228 48.3 402 236 225
10000 -15 5 53.9 378 252 223 50.4 366 248 220 47.1 355 244 216
15000 -25 -12 52.7 341 262 215 49.3 330 257 211 45.8 319 253 207
20000 -35 -30 50.8 300 272 206 47.5 291 267 202 44.2 281 262 198
23000 -41 -41 50.5 283 278 201 46.5 271 273 197 43.0 260 267 193
25000 -45 -48 50.0 270 283 198 46.2 258 277 194 42.2 247 271 189
27000 -48 -55 49.4 261 288 194 45.7 250 281 190 41.9 238 275 186
29000 -52 -62 49.3 254 292 191 45.0 241 286 187 41.3 230 279 182
31000 -56 -70 49.4 247 297 188 44.8 233 290 183 40.6 221 284 179
33000 -60 -77 49.3 241 302 184 44.8 227 295 180 40.3 213 288 175
35000 -64 -84 48.0 232 304 179 44.0 219 298 175 40.0 207 291 171
37000 -67 -88 46.8 224 306 173 43.3 213 301 170 39.8 201 297 167
39000 -67 -88 45.8 217 310 167 42.7 207 307 165 39.6 197 303 163
41000 -67 -88 44.7 211 314 161 42.0 202 312 160 39.3 193 310 159

original setting.
unchanged.

Rev. 10: Mar. 04, 2019 1105-2999 Page 89 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA
0 15 59 56.4 486 238 240 52.8 473 235 236 49.3 460 232 233
5000 5 41 55.7 433 247 231 52.2 420 243 228 48.7 408 240 224
10000 -5 23 54.9 385 257 223 51.1 372 252 219 47.6 360 248 215
15000 -15 6 53.7 348 267 215 50.1 337 262 211 46.5 325 257 207
20000 -25 -12 51.8 307 277 206 48.4 297 272 202 45.0 286 267 198
23000 -31 -23 51.6 289 284 201 47.4 276 279 197 43.8 265 273 193
25000 -35 -30 51.1 276 289 198 47.2 264 283 193 43.1 252 277 189
27000 -38 -37 50.4 266 294 194 46.6 255 288 190 42.8 243 281 186
29000 -42 -44 50.4 259 299 191 46.0 246 292 187 42.3 235 286 182
31000 -46 -52 50.5 253 304 188 45.8 238 297 183 41.6 226 290 179
33000 -50 -59 50.4 246 309 184 45.9 232 302 180 41.3 218 295 175
35000 -54 -66 49.1 237 311 179 45.1 224 305 175 41.0 212 299 171
37000 -57 -70 47.9 229 314 173 44.3 217 309 170 40.8 206 304 167
39000 -57 -70 46.9 223 318 167 43.7 212 314 165 40.5 202 310 163
41000 -57 -70 45.8 215 321 161 43.0 206 319 160 40.2 197 317 159

original setting.
unchanged.

Page 90 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA +10°C
0 25 77 56.3 490 241 238 52.9 477 238 235 49.5 465 234 232
5000 15 59 55.7 438 250 230 52.4 425 246 226 49.0 413 243 223
10000 5 41 55.2 390 260 222 51.4 377 256 218 48.1 366 252 215
15000 -5 24 54.2 354 271 214 50.6 342 266 210 47.0 330 261 206
20000 -15 6 52.5 313 282 205 49.1 302 277 201 45.7 292 271 197
23000 -21 -5 52.4 295 289 201 48.2 282 284 196 44.5 270 278 192
25000 -25 -12 52.0 281 294 197 48.0 269 288 193 43.9 257 282 189
27000 -28 -19 51.3 272 300 194 47.5 260 293 190 43.6 248 287 185
29000 -32 -26 51.3 264 305 191 46.9 251 298 186 43.1 239 292 182
31000 -36 -34 51.5 258 310 188 46.8 243 303 183 42.5 230 296 179
33000 -40 -41 51.5 252 316 184 46.9 237 309 180 42.2 223 301 175
35000 -44 -48 50.3 242 318 179 46.2 229 312 175 42.0 217 306 171
37000 -47 -52 49.2 235 322 173 45.5 223 316 170 41.8 211 311 167
39000 -47 -52 48.1 227 326 167 45.0 217 322 166 41.7 207 318 163
41000 -47 -52 – – – – – – – – 38.2 191 308 151

original setting.
unchanged.

Rev. 10: Mar. 04, 2019 1105-2999 Page 91 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA +20°C
0 35 95 56.1 494 243 236 52.9 482 240 233 49.6 470 237 230
5000 25 77 55.8 443 253 228 52.6 431 249 225 49.3 419 246 222
10000 15 59 55.4 396 263 220 51.8 383 259 217 48.5 371 255 214
15000 5 42 54.6 360 274 213 51.1 348 270 209 47.6 336 265 205
20000 -5 24 53.0 318 286 205 49.7 307 281 201 46.3 297 276 197
23000 -11 13 53.1 300 294 200 48.9 287 289 196 45.2 275 283 192
25000 -15 6 52.8 286 300 197 48.7 274 294 193 44.6 261 288 189
27000 -18 -1 52.2 276 305 194 48.3 265 299 189 44.4 253 292 185
29000 -22 -8 52.3 269 311 191 47.8 255 304 186 43.9 244 297 182
31000 -26 -16 52.6 263 317 187 47.7 248 310 183 43.3 235 303 179
33000 -30 -23 52.6 257 323 184 47.9 242 315 180 43.1 227 308 175
35000 -34 -30 51.5 247 326 179 47.3 234 319 175 43.0 221 312 171
37000 -37 -34 49.4 236 325 171 46.7 227 324 171 42.8 215 318 168
39000 -37 -34 – – – – – – – – 39.5 200 310 155
41000 – – – – – – – – – – – – – –

original setting.
unchanged.

Page 92 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

2000 RPM
ISA +30°C
0 45 113 55.9 498 245 234 52.8 487 242 232 49.7 475 240 229
5000 35 95 55.8 447 255 227 52.7 436 252 224 49.6 424 249 221
10000 25 77 55.7 401 266 219 52.1 388 262 216 48.8 376 259 213
15000 15 60 55.1 366 278 212 51.6 354 274 208 48.1 342 269 205
20000 5 42 53.7 324 291 204 50.3 314 286 200 46.9 303 280 197
23000 -1 31 53.8 304 299 199 49.6 292 293 196 45.9 281 288 192
25000 -5 24 53.5 291 305 196 49.5 279 299 192 45.3 266 293 188
27000 -8 17 53.1 280 311 193 49.1 269 304 189 45.2 257 298 185
29000 -12 10 53.2 273 317 190 48.6 259 310 186 44.8 248 303 182
31000 -16 2 53.5 266 323 187 48.6 252 316 183 44.2 238 308 179
33000 -20 -5 52.6 257 326 182 48.8 245 322 180 44.0 231 314 175
35000 -24 -12 45.4 229 296 159 46.4 231 318 171 43.9 224 319 172
37000 -27 -16 – – – – – – – – 38.0 201 294 151
39000 – – – – – – – – – – – – – –
41000 – – – – – – – – – – – – – –

original setting.
unchanged.

Rev. 10: Mar. 04, 2019 1105-2999 Page 93 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA -30°C
0 -15 5 57.3 442 222 236 53.5 430 219 233 49.7 417 216 230
5000 -25 -13 56.9 396 229 227 53.1 383 226 223 49.4 371 223 220
10000 -35 -31 55.6 350 236 218 52.1 340 233 214 48.5 328 229 211
15000 -45 -48 53.5 314 244 209 50.2 304 240 205 46.9 294 236 202
20000 -55 -66 53.9 282 259 205 49.8 271 253 200 45.9 260 247 195
23000 -61 -77 55.1 269 269 203 49.8 255 261 197 45.0 242 253 191
25000 -65 -84 55.6 260 276 202 50.1 245 267 195 44.6 231 258 188
27000 -68 -91 56.0 254 283 201 50.2 239 273 193 44.6 224 263 186
29000 -72 -98 54.6 244 285 195 48.8 229 275 189 43.9 216 266 182
31000 -76 -106 53.4 236 286 190 48.0 222 278 184 43.0 208 270 178
33000 -80 -113 52.0 228 287 184 47.3 215 280 179 42.6 201 273 174
35000 -84 -120 50.6 218 288 178 46.5 207 282 174 42.3 195 277 171
37000 -87 -124 49.2 210 291 173 45.7 200 286 170 42.0 190 281 167
39000 -87 -124 48.1 205 295 167 45.0 195 291 165 41.8 186 288 163
41000 -87 -124 46.9 200 298 161 44.3 191 296 160 41.5 183 295 159

original setting.
unchanged.

Page 94 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA -20°C
0 -5 23 57.0 446 224 233 53.1 433 221 230 49.1 420 218 227
5000 -15 5 56.9 400 231 225 53.0 387 228 221 49.2 375 225 218
10000 -25 -13 55.8 355 239 216 52.2 344 236 213 48.6 332 232 209
15000 -35 -30 53.9 319 248 207 50.6 309 244 204 47.2 299 240 200
20000 -45 -48 54.2 286 263 204 50.2 275 257 199 46.3 265 251 194
23000 -51 -59 55.5 274 273 202 50.2 259 266 196 45.6 247 258 190
25000 -55 -66 56.0 264 280 200 50.6 249 271 194 45.2 235 263 187
27000 -58 -73 56.3 258 287 199 50.7 243 278 192 45.3 229 268 185
29000 -62 -80 55.1 249 289 194 49.5 234 280 187 44.6 221 272 181
31000 -66 -88 54.1 241 291 188 48.7 226 283 183 43.9 213 275 178
33000 -70 -95 52.9 232 293 183 48.2 219 286 178 43.4 206 279 174
35000 -74 -102 51.6 223 295 178 47.4 212 289 174 43.2 200 283 170
37000 -77 -106 50.4 217 298 172 46.8 205 293 169 43.0 195 289 167
39000 -77 -106 49.4 211 303 167 46.2 201 299 165 43.0 191 296 163
41000 -77 -106 48.3 205 307 162 45.5 196 305 161 42.7 188 303 159

original setting.
unchanged.

Rev. 10: Mar. 04, 2019 1105-2999 Page 95 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA -10°C
0 5 41 56.7 450 226 231 52.6 436 223 228 48.6 422 219 224
5000 -5 23 56.8 404 234 223 52.8 391 230 219 48.9 378 227 216
10000 -15 5 56.0 360 242 214 52.4 348 239 211 48.6 336 235 208
15000 -25 -12 54.3 324 251 206 50.9 314 247 203 47.5 303 243 199
20000 -35 -30 54.5 291 267 202 50.6 280 261 198 46.7 269 255 193
23000 -41 -41 55.8 278 277 200 50.6 264 270 194 46.0 251 262 189
25000 -45 -48 56.2 268 284 198 51.0 254 276 192 45.7 240 267 186
27000 -48 -55 56.5 262 291 197 51.2 248 282 190 45.9 233 273 184
29000 -52 -62 55.5 253 294 192 50.0 238 285 186 45.3 226 277 180
31000 -56 -70 54.7 245 296 187 49.5 230 289 182 44.6 217 281 177
33000 -60 -77 53.7 237 299 182 49.1 223 292 178 44.3 210 285 173
35000 -64 -84 52.6 228 301 177 48.4 216 296 173 44.2 204 290 170
37000 -67 -88 51.5 221 305 172 47.8 211 300 169 44.1 200 296 166
39000 -67 -88 50.6 216 310 167 47.4 206 307 165 44.0 196 303 163
41000 -67 -88 49.6 211 315 162 46.8 202 313 161 43.8 193 310 160

original setting.
unchanged.

Page 96 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA
0 15 59 56.4 453 228 229 52.2 439 224 225 48.0 425 221 222
5000 5 41 56.7 408 236 221 52.6 395 232 217 48.6 381 229 214
10000 -5 23 56.2 365 245 213 52.4 353 241 209 48.5 340 237 206
15000 -15 6 54.7 330 255 205 51.3 319 251 201 47.8 308 246 198
20000 -25 -12 54.8 296 270 201 50.9 284 264 196 47.1 274 258 192
23000 -31 -23 56.1 282 280 198 50.9 268 273 193 46.5 256 266 188
25000 -35 -30 56.5 272 288 197 51.4 258 280 191 46.2 244 272 185
27000 -38 -37 56.7 266 295 195 51.6 252 286 189 46.4 238 277 183
29000 -42 -44 55.9 257 298 190 50.6 242 290 185 46.0 230 282 180
31000 -46 -52 55.3 249 301 186 50.1 234 294 181 45.3 221 286 176
33000 -50 -59 54.5 241 304 181 49.9 228 298 177 45.1 214 291 173
35000 -54 -66 53.5 233 307 176 49.3 221 302 173 45.1 209 296 170
37000 -57 -70 52.6 226 312 172 48.9 215 307 169 45.1 204 302 166
39000 -57 -70 51.8 221 318 167 48.5 211 314 165 45.1 201 310 163
41000 -57 -70 – – – – 47.1 204 317 159 44.9 197 318 160

original setting.
unchanged.

Rev. 10: Mar. 04, 2019 1105-2999 Page 97 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA +10°C
0 25 77 59.4 468 235 232 54.7 452 231 228 50.1 437 227 224
5000 15 59 58.9 420 242 223 54.5 405 238 219 50.0 390 234 215
10000 5 41 57.7 374 251 214 53.5 361 246 210 49.3 347 241 206
15000 -5 24 55.6 336 259 204 51.7 324 254 200 47.9 312 249 196
20000 -15 6 55.8 302 276 201 51.7 290 269 196 47.7 279 263 191
23000 -21 -5 57.3 289 286 198 51.9 274 279 193 47.3 261 271 188
25000 -25 -12 57.8 279 294 197 52.5 264 286 191 47.2 250 277 186
27000 -28 -19 58.1 272 302 195 52.8 258 293 189 47.6 243 284 183
29000 -32 -26 57.4 263 305 191 51.9 248 297 185 47.1 235 288 180
31000 -36 -34 56.9 256 309 186 51.5 240 301 182 46.5 227 293 177
33000 -40 -41 56.1 247 312 182 51.3 234 305 178 46.3 220 298 173
35000 -44 -48 55.2 239 316 177 50.8 227 310 174 46.3 214 304 170
37000 -47 -52 54.3 233 321 173 50.3 221 315 170 46.3 209 310 167
39000 -47 -52 – – – – 49.2 214 320 164 46.3 205 318 163
41000 -47 -52 – – – – – – – – – – – –

original setting.
unchanged.

Page 98 of 112 .B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA +20°C
0 35 95 62.5 482 242 235 57.4 466 237 231 52.3 449 233 226
5000 25 77 61.2 432 249 225 56.3 416 244 220 51.5 399 239 216
10000 15 59 59.2 383 256 214 54.7 369 251 210 50.1 353 245 205
15000 5 42 56.3 343 263 204 52.2 330 258 199 48.0 316 252 195
20000 -5 24 56.8 309 281 200 52.5 296 274 195 48.3 284 267 190
23000 -11 13 58.4 296 292 198 52.9 280 284 193 48.1 266 276 187
25000 -15 6 59.1 285 300 197 53.6 270 291 191 48.2 255 283 186
27000 -18 -1 59.5 278 308 196 54.1 264 299 190 48.7 249 290 184
29000 -22 -8 58.8 269 312 191 53.1 254 304 186 48.3 240 295 180
31000 -26 -16 58.3 261 316 187 52.8 246 308 182 47.7 232 300 177
33000 -30 -23 57.7 253 320 183 52.6 239 313 178 47.5 225 305 174
35000 -34 -30 56.8 245 324 178 52.2 232 318 174 47.5 219 311 171
37000 -37 -34 49.5 220 299 157 50.6 223 319 168 47.5 214 318 167
39000 -37 -34 – – – – – – – – – – – –
41000 – – – – – – –. – – – – – – –

original setting.
unchanged.

Rev. 10: Mar. 04, 2019 1105-2999 Page 99 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAXIMUM RANGE POWER

1800 RPM
ISA +30°C
0 45 113 65.7 496 249 239 60.0 480 244 234 54.5 461 239 229
5000 35 95 63.5 442 255 227 58.2 427 250 222 53.0 408 244 217
10000 25 77 60.7 393 261 215 55.8 377 255 210 50.9 360 249 205
15000 15 60 57.1 349 268 204 52.6 335 261 198 48.1 321 255 194
20000 5 42 57.8 316 286 200 53.2 303 278 195 48.7 289 271 190
23000 -1 31 59.6 301 298 199 53.9 286 289 193 48.8 272 281 187
25000 -5 24 60.3 290 306 197 54.8 275 297 191 49.1 261 288 186
27000 -8 17 60.8 283 315 196 55.3 268 305 190 49.8 254 296 184
29000 -12 10 60.2 274 319 192 54.4 258 310 186 49.4 245 301 181
31000 -16 2 59.9 266 323 187 54.1 250 315 183 48.8 236 307 178
33000 -20 -5 52.8 240 303 169 53.6 242 319 178 48.7 228 312 174
35000 -24 -12 – – – – 46.1 216 290 156 47.1 218 312 168
37000 -27 -16 – – – – – – – – – – – –
39000 – – – – – – – – – – – – – –
41000 – – – – – – – – – – – – – –

original setting.
unchanged.

Page 100 of 112.B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 54. Balked Landing Climb Torque - Flaps DOWN, Landing Gear Extended

Rev. 10: Mar. 04, 2019 1105-2999 Page 101 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 55. Balked Landing Rate of Climb - Flaps DOWN, Landing Gear Extended

Page 102 of 112.B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 56. Landing Distance over 50 feet without Propeller Reversing - Flaps DN

Rev. 10: Mar. 04, 2019 1105-2999 Page 103 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 57. Landing Distance over 50 feet with Propeller Reversing - Flaps DN
(For lower weights refer to Fig. 5-70 of the basic )

Page 104 of 112.B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 58. Balked Landing Climb Torque - Flaps MID, Landing Gear Extended
(Equivalent to Fig. 5-71of the basic AFM)

Rev. 10: Mar. 04, 2019 1105-2999 Page 105 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 59. Balked Landing Rate of Climb - Flaps MID


Page 106 of 112.B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 60. Landing Distance over 50 feet without Propeller Reversing - Flaps MID

Rev. 10: Mar. 04, 2019 1105-2999 Page 107 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 61. Landing Distance over 50 feet with Propeller Reversing - Flaps MID

Page 108 of 112.B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Category II Operations Performance data provided by Section 5 of the basic
Airplane Flight Manual are integrated, for Maximum Landing Weight higher than
10945 lbs (4965 kg), by the following additional corrections that have to be
considered when CAT II approaches are conducted:
a. "Landing Weight in Single Engine Go Around" data, as per Figure 5-75, are
integrated by Figure 62;
b. "Landing Distance over 50 feet without Propeller Reversing (Flaps Down)"
data, as per Figure 56 of this Supplement, must be increased by
approximately 8%;
c. Landing Distance in icing conditions, with Flap MID and without Propeller
Reversing, as per Figure 60 of this Supplement, must be increased
approximately 10%.
NOTE
The EASA not approved Figure 57 of this Supplement provides
the "Landing Distance over 50 feet with Propeller Reversing
(Flaps Down)" which has to be increased by approximately 9%.

Rev. 10: Mar. 04, 2019 1105-2999 Page 109 of 112 .B
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0010-01100


Page 110 of 112.B 1105-2999 Rev. 10 : Mar. 04, 2019
PT6A-66B eng.
P.180 AVANTI II

Rep. 180-MAN-0020-01101
The applicable minimum and maximum approved moments are shown in the
following “Weight, Moment and Center of Gravity Limits” graph.
Figure 63. Weight, Moment and Center of Gravity Limits

Rev. 10: Mar. 04, 2019 1105-2999 Page 111 of 112
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the Mod. N. 80-0642 has been
embodied on the airplane.

32 LANDING GEAR SAFRAN LANDING

SYSTEM (formerly Dowty Rotol Ltd.)
32-10 MAIN LANDING GEAR
– Main Gear Unit, LH
Dowty Rotol Ltd. 201416005 (1) 68.00 250.00 170.00 1
or SAFRAN LS 201416009 (1) 68.80 250.00 172.00 1
and
– Main Gear Unit, RH
Dowty Rotol Ltd. 201416006 (2) 68.00 250.00 170.00 1
or SAFRAN LS 201416010 (2) 68.80 250.00 172.00 1
that include:
– MLG Shock Absorber
Dowty Rotol Ltd. 201417003 (3) 2
or Dowty Rotol Ltd. 201417004 (3) 2
(1) Replaces the basic LH MLG unit
P/N 201416003
(2) Replaces the basic RH MLG unit
P/N 201416004
(3) Replaces the basic MLG Shock
Absorber P/N 201417002

32 LANDING GEAR (MAGNAGHI)
REFER TO BASIC WEIGHT AND
BALANCE MANUAL

Page 112 of 112 1105-2999 Rev. 10 : Mar. 04, 2019

Supplement 16 Integrated Flight Information System (8 Pages)
SUPPLEMENT NO. 16
FOR
INTEGRATED FLIGHT INFORMATION SYSTEM (IFIS)
[Mod. 80-0596 or Mod. 80-0919 or 80-1368 for MSN 3001+]

Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.
0 -- First Issue June 13, 2006
1 1, 2 Update LOR and LOEP March 12, 2012

Update Design Changes reference

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220

Date: May 29, 2018

Date: Mar. 04, 2019
Issued: June 13, 2006 SUPPLEMENT 16


Page 1 2 3 4 5 6 7 8
Rev. 5 5 5 5 5 5 5 5
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 5 5 5 5 5 5
SUPPLEMENT 16 Issued: June 13, 2006

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Airplane Flight Manual (rep. 180-MAN-0010-01100) when the Collins Integrated
Flight Information System IFIS-5000 is installed (with Mod. N. 80-0596 or 80-
0919) on the airplane.
Approved Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this supplement,
consult the basic Approved Airplane Flight Manual.
Issued: June 13, 2006 Appr. DOA EASA.21J.685 SUPPLEMENT 16

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The following limitations apply when the Collins IFIS-5000 is installed and
operative.
GENERAL
a. The Collins IFIS-5000 Integrated Flight Information System Operator's Guide,
document number 523-0806347, dated 7 June 2005, or later revision must be
immediately available to the flight crew during operations. When using such
document the IFIS version to consider is the 4.X. In addition, the system
installed allows the depiction of the aircraft symbol in any Electronic Chart
which is World Geodetic System 1984 (WGS84) compliant.
NOTE
The Collins Operator’s Guide is published by Collins and has
not been approved by ENAC or FAA; it has been written
b. IFIS provides supplemental aircraft situational awareness information. It is

not intended as a means for navigation.
WARNING
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 colors shown on MFD display. Some
elements on the display can be completely invisible while
wearing these types of sunglasses. Also, the color of some
elements may be changed. For example, some blue light
filtering lenses can change magenta to red. For a radar target
this represents a reduction in the level of intensity of the target.
NOTE
The IFIS features are not available when the MFD is reverted to
a Primary Flight Display (PFD). All IFIS functions are lost when
the MFD is in its reversion format.
SUPPLEMENT 16 Appr. DOA EASA.21J.685 Issued: June 13, 2006

Page 4 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
ELECTRONIC CHARTS
a. The Electronic Charts database utilized must incorporate the current update
cycle.
b. The operational availability of Electronic Charts functionality does not exempt
the Pilot to carry on board paper charts, to have them available any time of
the flight and to collect, before and during the flight, all necessary data
including NOTAMS.
c. The Electronic Charts have similar validity and update requirements as their
paper equivalent. This installation does not replace or assert Electronic
Charts primacy over paper charts.
d. The Electronic NOTAMS provided by the IFIS system, highlight only changes
to the Jeppesen/Collins charts and do not comprehend or substitute all
NOTAMS issued by the pertinent NAA (National Aviation Authority).
e. The use of aircraft symbol on the Electronic Charts for navigation is prohibited
in flight and ground operations.
f. It is possible that erroneous indications could occur without a fault indication.
It is the responsibility of the pilot to detect such an occurrence by crosschecks
with redundant or correlated information in the cockpit.
ENHANCED MAP OVERLAYS

a. The Enhanced Maps database (for airspace and airways) utilized must
incorporate the current update cycle.
NOTE
Time to display (or change) a PPOS or PLAN display with E-map
airways presentation, may take few seconds (about 15 20 sec.),
depending on scale and clutter.

– If a FSU failure occurs, the "FSU FAIL" annunciation appears on the MFD.
– If " FSU FAIL" is annunciated on the MFD revert to No IFIS operation.

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
GENERAL
In case of electrical power loss, "FSU INOP" annunciation appears on MFD.
Then refer to the paper copy of the charts.
The last chart/map displayed before "FSU INOP" annunciation is visible and
remains in view till a new request for a new chart/map is activated. If the aircraft
symbol was depicted onto the Electronic Chart, it continues to be displayed,
moving in accordance to aircraft position, till a new chart is required.
NOTE
In the E-charts the nose of the aircraft symbol represents the
position of the aircraft.
BEFORE TAXI
1. E-chart and E-map DATABASE EFFECTIVITY - VERIFY CURRENT
ELECTRONIC CHARTS
Electronic charts, displayed on MFD, include Instrument/Visual Approach charts,
Terminal Area/Departure charts, Airfield Layout charts, and related chart
NOTAMS.
An aircraft symbol representing the own aircraft position is displayed as an
overlay on geo-referenced charts.
Electronic Charts are selected automatically by the FMS when a flight plan is
entered if the airport (Origin/Destination) is supported by the chart list function.
The auto loaded charts will be displayed in magenta on the CHART MAIN INDEX
Menu page. The electronic charts for airports that are not in the chart list
database but are in the Electronic charts database must be manually selected.
Manually selected charts will be displayed in cyan on the CHART MAIN INDEX
Menu page.

Page 6 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
a. Due to naming conventions with the various databases, a
FMS approach procedure name may match the name of
several procedures in the Electronic Charts database i.e.
ILS, ILS CAT II. In a case where the FSU finds two charts
that match the name of FMS procedure, it will display
"SELECT CHART" on the CHART MAIN INDEX Menu page.
The pilot needs to select the proper procedure.
b. When the origin, destination, or alternate airports are not
covered by the regions contained within the current chart
subscription, the message NO CHART COVERAGE
AVAILABLE shows on the CHART MAIN INDEX to the right
of the associated airport header (e.g., origin, destination,
alternate, or other airport).
c. The electronic charts database may not contain all published
charts.
ENHANCED MAP OVERLAYS

Enhanced Maps overlays depict onto FMS PPOS and Plan maps geo-political
boundaries (i.e. state and national boundaries, coast lines, rivers and lakes),
restricted airspace, controlled airspace, and high and low level airways.
NOTE
a. GEO-POL symbology is automatically removed when a
range above 300 NM is selected.
b. Airspace and Airways symbology are automatically removed
when a range above 100 NM is selected.

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 8 of 8 1105-2999 Rev. 5 : Mar. 04, 2019

Supplement 17 V/UHF Wulfsberg Comm. System (4 Pages)
SUPPLEMENT NO. 17
FOR
WULFSBERG FLEXCOMM II
V/UHF COMMUNICATION SYSTEM
[Mod. 80-0804]
Rev. 3: Mar. 04, 2019
LOG OF REVISIONS

No.
0 -- First Issue EASA Approval: No.

A.A.01657-
Dec. 10, 2007
(issued Dec. 3, 2007)

Date: Dec. 12, 2014

and 3001+ DOA No.
Desciption and Operational contest EASA.21J.220
moved in Secion General of AFM Date: March 09, 2015

Date: Mar. 04, 2019
Issued: Dec. 3, 2007 SUPPLEMENT 17


Page 1 2 3 4
Rev. 3 3 3 3
Page 3.C 4.C

Rev. 3 3
SUPPLEMENT 17 Issued: Dec. 3, 2007

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Airplane Flight Manual (rep. 180-MAN-0010-01100) and Pilot’s Operating
Handbook (rep. 180-MAN-0030-01102) when the Wulfsberg FLEXCOMM II
V/UHF Radio Communication System is installed.
Approved Airplane Flight Manual and Pilot’s Operating Handbook only in those
supplement consult the basic Airplane Flight Manual
The Wulfsberg V/UHF FLEXCOMM II Communication System is composed by a

Transceiver, a Control Unit, an Antenna Tuner and an Antenna.
The Transceiver with its Rack Assy is installed inside the Cabinet Vanity Closet in
the Passenger Cabin, while the Control Unit is installed in the Cockpit Radio
Pedestal.
The wide band Active Antenna is installed in the central section of the bottom
fuselage and it is electrically tuned through the Antenna Tuner.
The Antenna Tuner is installed near to the Transceiver.
The system operates in the frequency bands from 29.7 MHz to 960 MHz with
different Modulation (AM/FM) and Channel Spacing (12.5 kHz, 20 kHz, 25 kHz,
30 kHz, and 50 kHz) depending on the selected operating band.
The following frequency bands are available:
29.700 to 88.000 MHz Transmit and Receive
Exception: 75.0 MHz Receive Only
88.001 to 117.999 MHz Receive Only
118.000 to 174.000 MHz Transmit and Receive
174.001 to 219.999 MHz Receive Only
220.000 to 400 MHz Transmit and Receive
Exception: 329.000 to 335.000 Receive Only
400.001 to 960 MHz Transmit and Receive (FM Only)
The V/UHF is selectable as communication system by means of the COM3
microphone and audio controls in the Audio Panels.
The system is powered through the Right Avionics Single Feed Bus.
The Transceiver is fed through the “V/UHF XVCR” CB and the Control Panel is
fed through the “V/UHF CTRL” CB; both Circuit Breakers are located in the
Copilot CB Panel
Issued: Dec. 3, 2007 Appr. DOA EASA.21J.685 SUPPLEMENT 17

Rev. 3: Mar. 04, 2019 1105-2999 Page 3 of 4
P.180 AVANTI II

Rep. 180-MAN-0010-01100
V/UHF Wulfsberg is not certified for ATC pilot voice communication since
performance and reliabilty have not been demonstrated. The flight cannot be
scheduled upon the availability of this equipment.
The certification of installation of V/UHF Wulfsberg communication system does
not constitute an operational approval to operate such system.


NOTE
Due to possible interference phenomena the V/UHF tuning and transmission in
the same or adjacent (± 100 kHz ) frequency used on COM2 should be avoided.
It has been demonstrated that, within the certified flight envelope, Wulfsberg
V/UHF System has no other effects on aircraft systems and equipment
SUPPLEMENT 17 Appr. DOA EASA.21J.685 Issued: Dec. 3, 2007

Page 4 of 4 1105-2999 Rev. 3 : Mar. 04, 2019

Supplement 18 Stretcher Kit on Interiors Corp.1,2, 3 (40/44 Pg.)
SUPPLEMENT NO. 18
FOR
STRETCHER KIT INSTALLATION ON INTERIORS
CORPORATE #01 OR #02 OR #03 OR #04
OR OPTION #19
[Mod. 80-0942/80-943/80-0944 or related S.B]
[Mod. 80-1334 or related S.B]
[Mod. 80-1132 or related S.B.]
[Mod. 81-0037 (for MSN 3001+ only)]
Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.
0 -- First Issue EASA Approval No.

10029142, 10029143,
10029144,
March 09, 2010
(issued Mar. 02, 2010)
1 1, 2, 8, 9, 22, 24, 25, Supplement updated to extend applicability Approved under authority
27 and from 31 to 37 to a/c equipped with Option #19 interiors of DOA N.
configuration with stretcher kit installed. EASA.21.J.220
Pages 31 to 34 and 36 revised only to July 25, 2013
correct approval logo on the footnote (issued July 11, 2013)
(missing in Rev.0)
2 1, Revision issued for P.180 Avanti “EVO” MSN Rev. 2 is approved

All pages with suffix 3001 and up, introducing a complete AFM under the authority of
“.C” applicable to MSN 3001 + airplanes. DOA No.
EASA.21J.220
Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
Issued: Mar. 02, 2010 SUPPLEMENT 18

Rev. 5: Mar. 04, 2019 All Page 1 of 40/44.C
Rev.
4 1,2 Supplement updated to extend applicability Rev. 4 is approved

to a/c equipped with Interiors Corporate #04 under the authority of
All pages “x.C” configuration with stretcher kit installed. DOA No.
Pages 9.C, 11.C, 24.C, 26.C, 27.C, 29.C
updated for applicability to a/c equipped with EASA.21J.220
Option #19 interiors configuration with Date: Oct. 03, 2017
stretcher kit installed due to missed material
during Supplement updating to Rev. 3.
NOTE: from this revision, Supplement pages
for MSN 1105-2999 and MSN 3001+
airplanes are different in number (40 and 44)
5 ALL Revision issued for: Rev. 5 is approved

- page Logo updating (Piaggio under the authority of
Aviation, DOA No. EASA.21J.685) and DOA No.
due to basic AFM complete re-issuing EASA.21J.685
(Rev. B0) Date: Mar. 04, 2019
- For MSN 1105-2999 only: pages
revised in order to correct clerical
errors due to a missed updating during
passage to Supplement 18 in Rev. 3.
Corresponding pages for MSN 3001+
have been already corrected.
- For MSN 3001+ only: pages revised
to introduce Mod. 81-0037, related to
Corporate #03 interiors configuration
updated with new ECS system and
installing one stretcher Kit.

Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Rev. 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
Page 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
Rev. 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
Rev. 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
Rev. 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
SUPPLEMENT 18 Issued: Mar. 02, 2010

Page 2 of 40/44.C All Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
This supplement contains the information that must be attached to the Approved Airplane
Flight Manual (rep. 180-MAN-0010-01100) and Weight and Balance Manual (rep. 180-
MAN-0020-01101) when one of the interiors configuration C01-A1, C01-A2, C02-A1, C02-
A2, C03-A1, C03-A2 is installed as per relevant Mod. 80-0942, 80-0943, 80-0944 or related
S.B. .
This supplement is furthermore applicable to airplanes installing Option #19 Interiors
Configuration modified with stretcher kit (OPT19-A1 or OPT19-A2 configuration) installed
as per Mod. 80-1132 or relevant S.B.
Refer to “Loading Instruction” paragraph for configuration description and to the Equipment
List section for equipment parts list.
The information contained herein supplements or supersedes the basic Approved Airplane
Flight Manual and Weight and Balance Manual only in those areas listed herein. For
limitations, procedures and performance information not contained in this supplement
consult the Approved Airplane Flight Manual.
The Stretcher Kit may be installed on right side of the cabin or on both right and left sides. It
is mainly formed by a 6-ft Unit Assembly with an upper stretcher. On the right side a 2-ft
Cabinet Assembly is installed too.
Each 6-ft Unit Assembly includes:
- the provision for the installation of an optional oxygen system (this system includes two
customer supplied oxygen bottles, high pressure regulator, distribution manifold, fill port
and outlets), a pressure gauge, a pressure regulator and an outlet port;
- a vacuum pump with outlet port;
- a compressed air system with a pump, a pressure regulator, a 26 cu.in. accumulator, an
air/water separator, a 5 micron filter and an outlet port;
- a 28VDC-230VAC/50 Hz, 330 VA inverter with three output connectors;
- a 28VDC/12VDC 210 Watt converter with two output connectors;
- a control panel lighting system;
- control switches and circuit breakers for each electrical system.
The 2-ft Unit Assembly is installed just in front of the cabin door and it is provided with a
medical equipment storage compartment and with a seat cushion and a backrest for the
accommodation of one attendant during flight.
The load ramp can be attached to suitable connections provided on the 2-ft Unit Assembly
cabinet making easier patient loading/unloading and, when not in use, can be folded and
stowed in the baggage compartment.The Stretcher Kit contains equipment that is
electrically powered through the optional cabin auxiliary power sockets located on the cabin
floor. Such auxiliary power sockets are connected to the feeding bus through adequate
(depending on the equipment loads) remotely controlled circuit breakers installed in the
main junction box. The related control circuit breakers, located on the copilot circuit breaker
panel, are placarded AUX# (i.e.: AUX1 or AUX2) in numerical sequence.
ABBREVIATIONS
PLUS Patient Loading and Utility System
Issued: Mar. 02, 2010 Appr. DOA EASA.21J.685 SUPPLEMENT 18

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 40
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The airworthiness approval does not cover performance and reliability aspects of
the equipment installed.
CAUTION
Use of any equipment connected to the Stretcher Kit must be
approved by the National Aviation Authority. Compliance with
FAA AC 135-15 is normally considered acceptable.
NOTE
Operating limitations and users information related to the 6-ft
Unit Assembly and to the stretcher are available in the latest
revision of the following documents:
- “Lifeport, Inc. - Product Guide for Aerosled - Patient Loading
Utility System”, and
- “Patient Loading and Utility System (PLUS) for Air Ambulance
operations” - “Instructions for Continued Airworthiness” (doc.
No. EGR 513-12) and “Maintenance Recommendations” (doc.
No. EGR 109).
WEIGHT LIMITS
A maximum of two 10 lt. oxygen bottles can be installed inside each 6-ft PLUS
with the following weight limitation:
- Oxygen bottle (completely filled) maximum weight 44 lbs (20 kg)
SEATING/STRETCHER LIMITS
CAUTION
Patients and stretchers shall be installed so that the patient’s
head is in forward position.
The stretcher backrest must be in the fully lowered position
during taxi, take-off and landing.
CREW LIMITS
In addition to the normal flight crew limits, the minimum number of attendants
able to evacuate each stretcher occupant incapable of independently exiting the
airplane shall be defined as per the applicable Operating Regulation.
ELECTRICAL LIMITS
Power supply to the 6-ft PLUS is available if:
- on ground, the battery switch is ON, or
- at least one Generator is operating.
CAUTION
Adequate electrical supply to the 6-ft PLUS is not granted
during any engine start phase.
SUPPLEMENT 18 Appr. DOA EASA.21J.685 Issued: Mar. 02, 2010

Page 4 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PLACARDS
1. On the Cabinet Assembly (2-ft Storage):
40 LBS (18 KG) MAX
DOOR MUST BE LATCHED DURING TAXI, TAKEOFF AND LANDING
DO NOT USE AS A SEAT DURING TAXI, TAKE-OFF OR LANDING
2. Near the Cabinet Assembly (2-ft Storage):

WHEN THE STRETCHER KIT IS INSTALLED,
THIS SEAT MUST NOT BE OCCUPIED
DURING TAKE OFF AND LANDING
3. On each 6-ft PLUS Unit Assembly:

On the upper area:
EMERGENCY SLED RELEASE
PUSH IN, TILT SLED OUT
PUSH
On the system control panel:
AIR
SUCTION
PNL LTS
230 VAC
CONV
12 VDC
OXYGEN
AIR
SUCTION
230 VAC
1,4 AMPS TOTAL

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 40
P.180 AVANTI II

Rep. 180-MAN-0010-01100
On both lateral sides:

REMOVE HANDLES BEFORE FLIGHT
On the load bay door panels:

OXYGEN SHUTOFF INBOARD & OUTBOARD
CLOCK-WISE OFF
HIGH PRESSURE OXYGEN
FILL 200 BAR MAX
CAUTION USE NO OIL
NO SMOKING
BACKREST IN LOWEST POSITION FOR TAXI, TAKE-OFF AND LANDING
ENSURE LIFELOCKS ARE FULLY ENGAGED BEFORE FLIGHT
NO STORAGE ALLOWED WITH OXYGEN BOTTLE INSTALLED
Inside the load bay on the oxygen shutoff panel:

INBOARD
OFF
OUTBOARD
OXYGEN
On the rear side:

OXYGEN
AIR
SUCTION
LOW PSI OXYGEN
HIGH PSI OXYGEN
INV REMOTE
LIGHTS 28 VDC

Page 6 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
EVACUATION OF NON-AMBULATORY PATIENTS

In the event of an emergency evacuation, the attendant(s) required at Section 2
"Limitations" of this Supplement is/are responsible for evacuating the non-
ambulatory stretcher occupants.
EVACUATION VIA CABIN DOOR

1. Open cabin door.
4. Drag each patient by lifting under both arms and backing through the door.
EVACUATION VIA EMERGENCY EXIT DOOR

1. Open emergency exit door.
3. Allow pilot exit first.
5. Drag each patient by lifting under both arms and backing towards the
emergency exit.
6. Put the patient leg through the emergency exit.
7. Lift the patient and allow sliding through the emergency exit.
8. The pilot lowers the patient to the ground.

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 40
P.180 AVANTI II

Rep. 180-MAN-0010-01100
IN THE EVENT OF EXCESSIVE ELECTRICAL LOAD

1. Pilot informs attendant(s) and requests for an equipment electrical load
reduction.
2. Reduce electrical load.
3. Monitor electrical load.
If excessive electrical load continues:
4. Pilot informs attendant(s) and requests to switch off all electrical loads.
IN THE EVENT OF DUAL GENERATOR FAILURE

1. Pilot informs attendant(s) of a zero electrical power situation.
IN THE EVENT OF AUX1 OR AUX2 BREAKER TRIPPED

1. Push to reset the circuit breaker.
2. If the circuit breaker trips again do not reset until the cause of the circuit
malfunction is determined and corrected.

Page 8 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PREFLIGHT CHECK
Referring to the approved “Interiors Corporate #01 or #02 or #03 with Stretcher
Kit“ configuration, or Option #19 with Stretcher Kit configuration, the operator
must verify the correct location of the interior components. Slide the stretcher on
the 6-ft PLUS base until fastening pins engage the latches. Check the correct
engagement of all the four pins: trying to rock the stretcher from each end is an
acceptable checking method. Stretchers occupants must be head forward
oriented in the airplane.
Each stretcher occupant shall be secured by means of the restraint harness
during taxi, takeoff and landing operations. Each restraint harness is installed as
required to fit each individual occupant. The shoulder straps are passed over the
occupant shoulders and fastened through the buckle of the torso belt. The thigh
belt is secured over the lower limbs of the occupant.
Check the electromedical equipment (if installed) are positively secured and
related supporting frame properly fastened. Check the electrical cables for
correct connection to the 6-ft PLUS power sockets and to the electromedical
equipment rack sockets.
CAUTION
The 6-ft PLUS Unit Assembly and the installed medical
equipment should be checked operative as per the proper
applicable operator’s manuals.
NOTE
Primary airplane electrical loads shall take precedence on
medical system loads when an electrical load shedding is
required.
Further information on pre-flight check are available in the latest revision of the
document: “Lifeport Inc. Patient Loading and Utility System - for Air Ambulance
operations - Maintenance Recommendations”, doc. No. EGR 109.

Rev. 5: Mar. 04, 2019 1105-2999 Page 9 of 40
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 10 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
completed with the following data when the airplane is configured with Interiors
Corporate #01 or #02 or #03 with Stretcher Kit or with Option #19 Interiors
Configuration with Stretcher Kit.
The operator must ensure the airplane is loaded within the Weight, Moment and
Center of Gravity limits envelope at Section 2 of the Approved Airplane Flight
Manual.
In the following, the interiors configuration derived from Corporate #01 or #02 or
#03 or Option #19 with one or two stretcher kits are detailed and the related
nomenclature is below reported:
Corporate #01 with one stretcher: C01-A1 Cabin Configuration
Corporate #01 with two stretchers: C01-A2 Cabin Configuration
Corporate #02 with one stretcher: C02-A1 Cabin Configuration
Corporate #02 with two stretchers: C02-A2 Cabin Configuration
Corporate #03 or Option #19 with one stretcher
C03-A1 or OPT19-A1 Cabin Configuration
Corporate #03 or Option #19 with two stretchers:
C03-A2 or OPT19-A2 Cabin Configuration

Rev. 5: Mar. 04, 2019 1105-2999 Page 11 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101
2.1-1 C01-A1 CABIN CONFIGURATION
NOTE
NOTE
When all seats and stretcher are occupied, in order to have
maximum loadable fuel, ballast/baggage in baggage
compartment should be necessary.
CREW SEAT STRETCH. SEAT SEAT SEAT

WEIGHT SEATS 1 2 3 4&5 6
LBS ARM ARM ARM ARM ARM ARM
49.20 IN 96.25 IN 133.44 IN 136.80 IN 189.20 IN 218.18 IN
MOMENT (LBS*IN/100)
100 49.20 96.25 133.44 136.80 189.20 218.18
110 54.12 105.88 146.78 150.48 208.12 240.00
120 59.04 115.50 160.13 164.16 227.04 261.82
130 63.96 125.13 173.47 177.84 245.96 283.63
140 68.88 134.75 186.82 191.52 264.88 305.45
150 73.80 144.38 200.16 205.20 283.80 327.27
160 78.72 154.00 213.50 218.88 302.72 349.09
170 83.64 163.63 226.85 232.56 321.64 370.91
180 88.56 173.25 240.19 246.24 340.56 392.72
190 93.48 182.88 253.54 259.92 359.48 414.54
200 98.40 192.50 266.88 273.60 378.40 436.36
210 103.32 202.13 280.22 287.28 397.32 458.18
220 108.24 211.75 293.57 300.96 416.24 480.00

Page 12 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
BAGGAGE LOADING CHARTS FORWARD

CABINET
WEIGHT FS 55 TO 70
REAR BAGGAGE LBS ARM 62.5 IN
COMPARTMENT
WEIGHT FS 275 TO 320 MOMENT (LBS*IN/100)
LBS ARM 298 IN 5 3.13
MOMENT (LBS*IN/100) 10 6.25
15 9.38
10 29.80
20 12.50
20 59.60
30 89.40 25 15.63
40 119.20 30 18.75
50 149.00 34 21.25
60 178.80
70 208.60
80 238.40 2-ft STORAGE CAB. ASS.
90 268.20 WEIGHT FS 71 TO 95
100 298.00 LBS ARM 83.2 IN
110 327.80
MOMENT (LBS*IN/100)
120 357.60
130 387.40 5 4.16
140 417.20 10 8.32
150 447.00 15 12.48
160 476.80 20 16.64
170 506.60 25 20.80
180 536.40
190 566.20 30 24.96
200 596.00 35 29.12
210 625.80 40 33.28
220 655.60
230 685.40
240 715.20 6-ft PLUS
250 745.00 WEIGHT (*) STOWAGE COMPT.
260 774.80 LBS ARM 131.2 IN.
270 804.60 MOMENT (LBS*IN/100)
280 834.40
290 864.20 5 6.56
300 894.00 10 13.12
310 923.80 15 19.68
320 953.60 20 26.24
330 983.40
340 1013.20
350 1043.00 6-ft PLUS
OXYGEN BOTTLE(S)
WEIGHT (IF INSTALLED)
LBS ARM 131.2 IN.
EVAPORATOR
COVER BOX MOMENT (LBS*IN/100)
LBS ARM 204 IN 44 57.73
MOMENT (LBS*IN/100) 88 115.46
5 10.20

Rev. 5: Mar. 04, 2019 1105-2999 Page 13 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101
BAGGAGE LOADING CHARTS (cont.) RH AFT 1 DRAWER

CABINET (OPT.)
LBS ARM 201.9 IN
FLOOR DRAWER MOMENT (LBS*IN/100)
LH SINGLE
WEIGHT DIVAN (OPT.) 5 10.09
LBS FS 88 TO 102 10 20.19
ARM 92.2 IN 15 30.28
MOMENT (LBS*IN/100) 20 40.38
22 44.42
5 4.61
10 9.22
CABIN BAGGAGE
COMPARTMENT
LH REFRESHMENT WEIGHT FS 208 TO 232
CABINET LBS ARM 220 IN
LBS ARM 116 IN MOMENT (LBS*IN/100)
MOMENT (LBS*IN/100) 10 22.00
5 5.80 20 44.00
10 11.60 30 66.00
15 17.40 40 80.00
20 23.20 50 110.00
25 29.00 60 132.00
30 34.80 70 154.00
80 176.00
90 198.00
RH AFT 2 DRAWERS
CABINET (OPT.)
LBS ARM 201.8 IN
MOMENT (LBS*IN/100)
5 10.09
10 20.18
15 30.27
20 40.36
25 50.45
30 60.54
35 70.63
37 74.66

Page 14 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
NOTE
CREW SEAT STRETCH. STRETCH. SEAT SEAT

WEIGHT SEATS 1 2 3 4 5
49.20 IN 96.25 IN 133.44 IN 150.00 IN 189.20 IN 218.18 IN
MOMENT (LBS*IN/100)
100 49.20 96.25 133.44 150.00 189.20 218.18
110 54.12 105.88 146.78 165.00 208.12 240.00
120 59.04 115.50 160.13 180.00 227.04 261.82
130 63.96 125.13 173.47 195.00 245.96 283.63
140 68.88 134.75 186.82 210.00 264.88 305.45
150 73.80 144.38 200.16 225.00 283.80 327.27
160 78.72 154.00 213.50 240.00 302.72 349.09
170 83.64 163.63 226.85 255.00 321.64 370.91
180 88.56 173.25 240.19 270.00 340.56 392.72
190 93.48 182.88 253.54 285.00 359.48 414.54
200 98.40 192.50 266.88 300.00 378.40 436.36
210 103.32 202.13 280.22 315.00 397.32 458.18
220 108.24 211.75 293.57 330.00 416.24 480.00

Rev. 5: Mar. 04, 2019 1105-2999 Page 15 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101

COMPARTMENT CABINET
LBS LBS ARM 62.5 IN
ARM 298 IN
5 3.13
10 29.80
10 6.25
20 59.60
30 89.40 15 9.38
40 119.20 20 12.50
50 149.00 25 15.63
60 178.80 30 18.75
70 208.60 34 21.25
80 238.40
90 268.20
110 327.80 WEIGHT FS 71 TO 95
120 357.60 LBS ARM 83.2 IN
130 387.40 MOMENT (LBS*IN/100)
140 417.20
150 447.00 5 4.16
160 476.80 10 8.32
170 506.60 15 12.48
180 536.40 20 16.64
190 566.20 25 20.80
200 596.00 30 24.96
210 625.80 35 29.12
220 655.60 40 33.28
230 685.40
240 715.20
250 745.00 6-ft PLUS
260 774.80 WEIGHT (*) STOWAGE COMPT. (RH)
270 804.60 LBS ARM 131.2 IN.
280 834.40 MOMENT (LBS*IN/100)
290 864.20
300 894.00 5 6.56
310 923.80 10 13.12
320 953.60 15 19.68
330 983.40 20 26.24
340 1013.20
350 1043.00
6-ft PLUS
WEIGHT (*) STOWAGE COMPT. (LH)
LBS ARM 144.8 IN.
EVAPORATOR
COVER BOX MOMENT (LBS*IN/100)
LBS ARM 204 IN 5 7.24
10 14.48
MOMENT (LBS*IN/100) 15 21.72
5 10.20 20 28.96
10 20.40
(*)Payload when no oxygen bottle is installed
inside the stowage compartment

Page 16 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

CABINET (OPT.)
LBS ARM 201.9 IN
6-ft PLUS (RH) MOMENT (LBS*IN/100)
OXYGEN BOTTLE(S) 5 10.09
LBS ARM 131.2 IN. 10 20.19
15 30.28
MOMENT (LBS*IN/100) 20 40.38
44 57.73 22 44.42
88 115.46
CABIN BAGGAGE
COMPARTMENT
6-ft PLUS (LH) WEIGHT FS 208 TO 232
OXYGEN BOTTLE(S) LBS ARM 220 IN
LBS ARM 144.8 IN. MOMENT (LBS*IN/100)
MOMENT (LBS*IN/100) 10 22.00
20 44.00
44 63.71
30 66.00
88 127.42
40 80.00
50 110.00
60 132.00
FLOOR DRAWER 70 154.00
LH SINGLE 80 176.00
WEIGHT DIVAN (OPT.)
FS 88 TO 102 90 198.00
LBS
ARM 92.2 IN
MOMENT (LBS*IN/100)
5 4.61
10 9.22
RH AFT 2 DRAWERS
CABINET (OPT.)
LBS ARM 201.8 IN
MOMENT (LBS*IN/100)
5 10.09
10 20.18
15 30.27
20 40.36
25 50.45
30 60.54
35 70.63
37 74.66

Rev. 5: Mar. 04, 2019 1105-2999 Page 17 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101
NOTE
NOTE

49.20 IN 107.13 IN 133.44 IN 137.35 IN 189.13 IN 218.18 IN
MOMENT (LBS*IN/100)
100 49.20 107.13 133.44 137.35 189.13 218.18
110 54.12 117.84 146.78 151.09 208.04 240.00
120 59.04 128.56 160.13 164.82 226.96 261.82
130 63.96 139.27 173.47 178.56 245.87 283.63
140 68.88 149.98 186.82 192.29 264.78 305.45
150 73.80 160.70 200.16 206.03 283.70 327.27
160 78.72 171.41 213.50 219.76 302.61 349.09
170 83.64 182.12 226.85 233.50 321.52 370.91
180 88.56 192.83 240.19 247.23 340.43 392.72
190 93.48 203.55 253.54 260.97 359.35 414.54
200 98.40 214.26 266.88 274.70 378.26 436.36
210 103.32 224.97 280.22 288.44 397.17 458.18
220 108.24 235.69 293.57 302.17 416.09 480.00

Page 18 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

CABINET
WEIGHT FS 55 TO 70
LBS ARM 62.5 IN
MOMENT (LBS*IN/100)
REAR BAGGAGE
COMPARTMENT 5 3.13
WEIGHT FS 275 TO 320 10 6.25
LBS ARM 298 IN 15 9.38
MOMENT (LBS*IN/100) 20 12.50
25 15.63
10 29.80 30 18.75
20 59.60
34 21.25
30 89.40
40 119.20
50 149.00
70 208.60 WEIGHT FS 71 TO 95
ARM 83.2 IN
80 238.40 LBS
90 268.20 MOMENT (LBS*IN/100)
100 298.00
110 327.80 5 4.16
120 357.60 10 8.32
130 387.40 15 12.48
140 417.20 20 16.64
150 447.00 25 20.80
160 476.80 30 24.96
170 506.60 35 29.12
180 536.40 40 33.28
190 566.20
200 596.00
210 625.80
220 655.60 6-ft PLUS
STOWAGE COMPT.
230 685.40 WEIGHT (*)
ARM 131.2 IN.
240 715.20 LBS
250 745.00 MOMENT (LBS*IN/100)
260 774.80 5 6.56
270 804.60 10 13.12
280 834.40
290 864.20 15 19.68
300 894.00 20 26.24
310 923.80
320 953.60
330 983.40 6-ft PLUS
340 1013.20 OXYGEN BOTTLE(S)
350 1043.00 WEIGHT (IF INSTALLED)
LBS ARM 131.2 IN.
MOMENT (LBS*IN/100)
EVAPORATOR
COVER BOX 44 57.73
WEIGHT FS 196 TO 206 88 115.46
LBS ARM 204 IN
MOMENT (LBS*IN/100) (*)Payload when no oxygen bottle is installed
10 20.40

Rev. 5: Mar. 04, 2019 1105-2999 Page 19 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101

CABINET (OPT.)
LBS ARM 201.9 IN
MOMENT (LBS*IN/100)
PYRAMID 2 DRAWERS, LH (OPT.) 5 10.09
FS 114 TO 131 10 20.19
WEIGHT ARM 122.2 IN 15 30.28
LBS
MOMENT (LBS*IN/100) 20 40.38
22 44.42
5 6.11
10 12.22
25 30.55 WEIGHT FS 208 TO 232
LBS ARM 220 IN
30 36.66
33 40.32 MOMENT (LBS*IN/100)
10 22.00
20 44.00
FS 114 TO 131 40 80.00
WEIGHT ARM 122.2 IN 50 110.00
LBS
MOMENT (LBS*IN/100) 60 132.00
70 154.00
5 6.11 80 176.00
10 12.22 90 198.00
15 18.34
20 24.45
25 30.55
30 36.66
33 40.32
RH AFT 2 DRAWERS
CABINET (OPT.)
LBS ARM 201.8 IN
MOMENT (LBS*IN/100)
5 10.09
10 20.18
15 30.27
20 40.36
25 50.45
30 60.54
35 70.63
37 74.66

Page 20 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
NOTE
CREW STRETCH. STRETCH. SEAT SEAT

WEIGHT SEATS 1 2 3 &4 5
LBS ARM ARM ARM ARM ARM
49.20 IN 125.00 IN 133.44 IN 189.13 IN 218.18 IN
MOMENT (LBS*IN/100)
100 49.20 125.00 133.44 189.13 218.18
110 54.12 137.50 146.78 208.04 240.00
120 59.04 150.00 160.13 226.96 261.82
130 63.96 162.50 173.47 245.87 283.63
140 68.88 175.00 186.82 264.78 305.45
150 73.80 187.50 200.16 283.70 327.27
160 78.72 200.00 213.50 302.61 349.09
170 83.64 212.50 226.85 321.52 370.91
180 88.56 225.00 240.19 340.43 392.72
190 93.48 237.50 253.54 359.35 414.54
200 98.40 250.00 266.88 378.26 436.36
210 103.32 262.50 280.22 397.17 458.18
220 108.24 275.00 293.57 416.09 480.00

Rev. 5: Mar. 04, 2019 1105-2999 Page 21 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101

COMPARTMENT CABINET
LBS LBS ARM 62.5 IN
ARM 298 IN
10 29.80 5 3.13
20 59.60 10 6.25
30 89.40 15 9.38
40 119.20 20 12.50
50 149.00 25 15.63
60 178.80 30 18.75
70 208.60 34 21.25
80 238.40
90 268.20
2-ft STORAGE CAB. ASS.
100 298.00 FS 71 TO 95
110 327.80 WEIGHT
LBS ARM 83.2 IN
120 357.60
130 387.40 MOMENT (LBS*IN/100)
140 417.20 5 4.16
150 447.00
160 476.80 10 8.32
15 12.48
170 506.60 20 16.64
180 536.40
190 566.20 25 20.80
30 24.96
200 596.00 35 29.12
210 625.80
220 655.60 40 33.28
230 685.40
240 715.20 6-ft PLUS
250 745.00 STOWAGE COMPT. (RH)
260 774.80 WEIGHT (*)
LBS ARM 131.2 IN.
270 804.60
280 834.40 MOMENT (LBS*IN/100)
290 864.20 5 6.56
300 894.00 10 13.12
310 923.80 15 19.68
320 953.60 20 26.24
330 983.40
340 1013.20
350 1043.00 6-ft PLUS
LBS ARM 122.70 IN.
EVAPORATOR MOMENT (LBS*IN/100)
COVER BOX
WEIGHT FS 196 TO 206 5 6.13
LBS ARM 204 IN 10 12.27
MOMENT (LBS*IN/100) 15 18.40
20 24.54
5 10.20
10 20.40

Page 22 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
BAGGAGE LOADING CHARTS CABIN BAGGAGE

(cont.) COMPARTMENT
LBS ARM 220 IN
6-ft PLUS (RH)
OXYGEN BOTTLE(S) MOMENT (LBS*IN/100)
WEIGHT (IF INSTALLED) 10 22.00
LBS ARM 131.2 IN.
20 44.00
MOMENT (LBS*IN/100) 30 66.00
44 57.73 40 80.00
50 110.00
88 115.46
60 132.00
70 154.00
80 176.00
6-ft PLUS (LH) 90 198.00
OXYGEN BOTTLE(S)
LBS ARM 122.7 IN.
MOMENT (LBS*IN/100)
44 53.99
88 107.98
RH AFT 2 DRAWERS
CABINET (OPT.)
LBS ARM 201.8 IN
MOMENT (LBS*IN/100)
5 10.09
10 20.18
15 30.27
20 40.36
25 50.45
30 60.54
35 70.63
37 74.66
RH AFT 1 DRAWER
CABINET (OPT.)
LBS ARM 201.9 IN
MOMENT (LBS*IN/100)
5 10.09
10 20.19
15 30.28
20 40.38
22 44.42

Rev. 5: Mar. 04, 2019 1105-2999 Page 23 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101
2.3-1 C03-A1 OR OPT19-A1 CABIN CONFIGURATION
NOTE
NOTE

49.20 IN 107.13 IN 133.44 IN 136.80 IN 189.20 IN 218.18 IN
MOMENT (LBS*IN/100)
100 49.20 107.13 133.44 136.80 189.20 218.18
110 54.12 117.84 146.78 150.48 208.12 240.00
120 59.04 128.56 160.13 164.16 227.04 261.82
130 63.96 139.27 173.47 177.84 245.96 283.63
140 68.88 149.98 186.82 191.52 264.88 305.45
150 73.80 160.70 200.16 205.20 283.80 327.27
160 78.72 171.41 213.50 218.88 302.72 349.09
170 83.64 182.12 226.85 232.56 321.64 370.91
180 88.56 192.83 240.19 246.24 340.56 392.72
190 93.48 203.55 253.54 259.92 359.48 414.54
200 98.40 214.26 266.88 273.60 378.40 436.36
210 103.32 224.97 280.22 287.28 397.32 458.18
220 108.24 235.69 293.57 300.96 416.24 480.00

Page 24 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

CABINET
WEIGHT FS 55 TO 70
LBS ARM 62.5 IN
REAR BAGGAGE MOMENT (LBS*IN/100)

COMPARTMENT 5 3.13
WEIGHT FS 275 TO 320 10 6.25
LBS ARM 298 IN
15 9.38
MOMENT (LBS*IN/100) 20 12.50
10 29.80 25 15.63
20 59.60 30 18.75
30 89.40 34 21.25
40 119.20
50 149.00
70 208.60 WEIGHT FS 71 TO 95
80 238.40 LBS ARM 83.2 IN
90 268.20
MOMENT (LBS*IN/100)
100 298.00
110 327.80 5 4.16
120 357.60 10 8.32
130 387.40 15 12.48
140 417.20 20 16.64
150 447.00 25 20.80
160 476.80
170 506.60 30 24.96
180 536.40 35 29.12
190 566.20 40 33.28
200 596.00
210 625.80
220 655.60 6-ft PLUS
230 685.40 WEIGHT (*) STOWAGE COMPT.
240 715.20 LBS ARM 131.2 IN.
250 745.00 MOMENT (LBS*IN/100)
260 774.80
270 804.60 5 6.56
280 834.40 10 13.12
290 864.20 15 19.68
300 894.00 20 26.24
310 923.80
320 953.60
330 983.40 6-ft PLUS
340 1013.20 OXYGEN BOTTLE(S)
350 1043.00 WEIGHT (IF INSTALLED)
LBS ARM 131.2 IN.
MOMENT (LBS*IN/100)
EVAPORATOR
COVER BOX 44 57.73
LBS ARM 204 IN 88 115.46
MOMENT (LBS*IN/100)


Rev. 5: Mar. 04, 2019 1105-2999 Page 25 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101

CABINET (OPT.)
WEIGHT (for C03-A1 only)
LBS FS 196 TO 206
ARM 201.9 IN
MOMENT (LBS*IN/100)
PYRAMID 2 DRAWERS, LH (OPT.)
(for C03-A1 only) 5 10.09
WEIGHT FS 114 TO 131 10 20.19
LBS ARM 122.2 IN 15 30.28
MOMENT (LBS*IN/100) 20 40.38
22 44.42
5 6.11
10 12.22
25 30.55 WEIGHT FS 208 TO 232
LBS ARM 220 IN
30 36.66
33 40.32 MOMENT (LBS*IN/100)
10 22.00
20 44.00
(for C03-A1 only) 40 80.00
WEIGHT FS 114 TO 131 50 110.00
LBS ARM 122.2 IN
60 132.00
MOMENT (LBS*IN/100) 70 154.00
80 176.00
5 6.11 90 198.00
10 12.22
15 18.34
20 24.45
25 30.55 REFRESHMENT
CABINET, MIDSHIP
30 36.66 (for OPT19-A1 only)
33 40.32 WEIGHT FS 114 TO 131
LBS ARM 122.2 IN
MOMENT (LBS*IN/100)
RH AFT 2 DRAWERS
CABINET (OPT.) 5 6.11
WEIGHT (for C03-A1 only) 10 12.22
LBS FS 196 TO 206 15 18.34
ARM 201.8 IN
20 24.45
MOMENT (LBS*IN/100) 25 30.55
5 10.09
10 20.18
15 30.27
20 40.36
25 50.45
30 60.54
35 70.63
37 74.66

Page 26 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
2.3-2 C03-A2 OR OPT19-A2 CABIN CONFIGURATION
NOTE
CREW STRETCH. STRETCH. SEAT SEAT

WEIGHT SEATS 1 2 3 &4 5
LBS ARM ARM ARM ARM ARM
49.20 IN 125.00 IN 133.44 IN 189.20 IN 218.18 IN
MOMENT (LBS*IN/100)
100 49.20 125.00 133.44 189.20 218.18
110 54.12 137.50 146.78 208.12 240.00
120 59.04 150.00 160.13 227.04 261.82
130 63.96 162.50 173.47 245.96 283.63
140 68.88 175.00 186.82 264.88 305.45
150 73.80 187.50 200.16 283.80 327.27
160 78.72 200.00 213.50 302.72 349.09
170 83.64 212.50 226.85 321.64 370.91
180 88.56 225.00 240.19 340.56 392.72
190 93.48 237.50 253.54 359.48 414.54
200 98.40 250.00 266.88 378.40 436.36
210 103.32 262.50 280.22 397.32 458.18
220 108.24 275.00 293.57 416.24 480.00

Rev. 5: Mar. 04, 2019 1105-2999 Page 27 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101

COMPARTMENT CABINET
LBS LBS ARM 62.5 IN
ARM 298 IN
10 29.80 5 3.13
20 59.60 10 6.25
30 89.40 15 9.38
40 119.20 20 12.50
50 149.00 25 15.63
60 178.80 30 18.75
70 208.60 34 21.25
80 238.40
90 268.20
2-ft STORAGE CAB. ASS.
100 298.00 FS 71 TO 95
110 327.80 WEIGHT
LBS ARM 83.2 IN
120 357.60
130 387.40 MOMENT (LBS*IN/100)
140 417.20 5 4.16
150 447.00
160 476.80 10 8.32
15 12.48
170 506.60 20 16.64
180 536.40
190 566.20 25 20.80
30 24.96
200 596.00 35 29.12
210 625.80
220 655.60 40 33.28
230 685.40
240 715.20 6-ft PLUS
250 745.00 STOWAGE COMPT. (RH)
260 774.80 WEIGHT (*)
LBS ARM 131.2 IN.
270 804.60
280 834.40 MOMENT (LBS*IN/100)
290 864.20 5 6.56
300 894.00 10 13.12
310 923.80 15 19.68
320 953.60 20 26.24
330 983.40
340 1013.20
350 1043.00 6-ft PLUS
LBS ARM 122.70 IN.
EVAPORATOR MOMENT (LBS*IN/100)
COVER BOX
WEIGHT FS 196 TO 206 5 6.13
LBS ARM 204 IN 10 12.27
MOMENT (LBS*IN/100) 15 18.40
20 24.54
5 10.20
10 20.40

Page 28 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
BAGGAGE LOADING CHARTS CABIN BAGGAGE

(cont.) COMPARTMENT
LBS ARM 220 IN
6-ft PLUS (RH)
OXYGEN BOTTLE(S) MOMENT (LBS*IN/100)
WEIGHT (IF INSTALLED) 10 22.00
LBS ARM 131.2 IN.
20 44.00
MOMENT (LBS*IN/100) 30 66.00
44 57.73 40 80.00
50 110.00
88 115.46
60 132.00
70 154.00
80 176.00
6-ft PLUS (LH) 90 198.00
OXYGEN BOTTLE(S)
LBS ARM 122.7 IN.
MOMENT (LBS*IN/100)
44 53.99
88 107.98
RH AFT 2 DRAWERS
CABINET (OPT.)
WEIGHT (for C03-A2only)
LBS FS 196 TO 206
ARM 201.8 IN
MOMENT (LBS*IN/100)
5 10.09
10 20.18
15 30.27
20 40.36
25 50.45
30 60.54
35 70.63
37 74.66
RH AFT 1 DRAWER
CABINET (OPT.)
WEIGHT (for C03-A2only)
LBS FS 196 TO 206
ARM 201.9 IN
MOMENT (LBS*IN/100)
5 10.09
10 20.19
15 30.28
20 40.38
22 44.42

Rev. 5: Mar. 04, 2019 1105-2999 Page 29 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
the interiors Corporate #01 or #02 or #03 with Stretcher Kit installed.

C01-A1 CABIN
CONFIGURATION
– Cabinet Assembly (2-ft storage) (3) 28.52 83.20 23.73 1
– One place divan (1) 24.00 96.25 23.10 1
ERDA/DeCrane 160046-1
or
– One place divan (high back)
ERDA/DeCrane 160046-3 (1) 25.00 96.25 24.06 1
GEVEN AV11-3521-00 (1) 21.83 96.25 21.01 1
– 6-ft PLUS Unit Assembly (RH) (3) 125.30 129.20 161.89 1
– Aft facing seat (LH)
ERDA/DeCrane 303267-1 (1) 42.00 136.80 57.46 1
GEVEN AV09-1114-00 (2) 61.73 136.80 84.45 1
– FWD facing seat (LH)
ERDA/DeCrane 303267-3 (1) 42.00 189.20 79.46 1
GEVEN AV08-1101-00 (2) 58.42 189.20 110.53 1
– FWD facing seat (RH)
ERDA/DeCrane 303267-4 (1) 42.00 189.20 79.46 1
GEVEN AV08-2101-00 (2) 58.42 189.20 110.53 1
GEVEN AV03-2113-01 (4) 29.80 189.20 56.38 1
– LH Refreshment Cabinet 50.00 119.00 59.50 1
80-G03C01-801
– Loading Ramp 33.00 298.00 98.34 1
or LR2-077-53-270-390
(1) AIRCRAFT BELTS Inc. Shoulder Harness Model
53 or FN-ACE-1 “Lap Belt, single shoulder
harness” installed as separate P/N.
(2) Seat Belts weight included.
(4) Arrangement as per Piaggio drawing 80-
909731-851 (belt weight included).

Page 30 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

C01-A1 CABIN
CONFIGURATION OPTIONAL
EQUIPMENT
– Floor Drawer LH Single Divan 4.10 92.25 3.78 1

80-M01C01-801
– RH Aft. 2 Drawers Cabinet 13.12 201.84 26.48 1
80-H08OPT-801
or
– RH Aft. 1 Drawer Cabinet 9.75 201.92 19.68 1
80-H8AOPT-801

Rev. 5: Mar. 04, 2019 1105-2999 Page 31 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101


C01-A2 CABIN
CONFIGURATION
– One place divan (1) 24.00 96.25 23.10 1
ERDA/DeCrane 160046-1
or
– One place divan (high back)
ERDA/DeCrane 160046-3 (1) 25.00 96.25 24.06 1
GEVEN AV11-3521-00 (1) 21.83 96.25 21.01 1
– 6-ft PLUS Unit Assembly (LH) (3) 125.30 152.76 191.41 1
– FWD facing seat (RH)
ERDA/DeCrane 303267-4 (1) 42.00 189.20 79.46 1
GEVEN AV08-2101-00 (2) 58.42 189.20 110.53 1
GEVEN AV03-2113-01 (4) 29.80 189.20 56.38 1
– Loading Ramp 33.00 298.00 98.34 1
or LR2-077-53-270-390


Page 32 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

C01-A2 CABIN
EQUIPMENT
– Floor Drawer LH Single Divan 4.10 92.25 3.78 1

80-M01C01-801
80-H08OPT-801
or
80-H8AOPT-801

Rev. 5: Mar. 04, 2019 1105-2999 Page 33 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101


C02-A1 CABIN
CONFIGURATION
– Fwd facing seat (LH)
ERDA/DeCrane 303267-43 (1) 42.00 107.13 44.99 1
GEVEN AV08-1101-00 (2) 58.42 107.13 62.58 1
ERDA/DeCrane 303267-1 (1) 42.00 137.35 57.68 1
GEVEN AV09-1114-00 (2) 61.73 137.35 84.79 1
ERDA/DeCrane 303267-3 (1) 42.00 189.13 79.43 1
GEVEN AV08-1101-00 (2) 58.42 189.13 99.14 1
– Fwd facing seat (RH)
ERDA/DeCrane 303267-4 (1) 42.00 189.13 79.43 1
GEVEN AV08-2101-00 (2) 58.42 189.13 99.14 1
GEVEN AV03-2113-01 (4) 29.80 189.13 56.36 1
– Loading Ramp 33.00 298.00 98.34 1
or LR2-077-53-270-390

FM installed as separate P/N.

Page 34 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101

C02-A1 CABIN
EQUIPMENT
– Pyramid 2 Drawers Cabinet LH 13.98 122.16 17.07 1

80-H05C02-801
or 80-H5AC02-801
or
80-H5BC02-801
80-H08OPT-801
or
80-H8AOPT-801

Rev. 5: Mar. 04, 2019 1105-2999 Page 35 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101


C02-A2 CABIN
CONFIGURATION
ERDA/DeCrane 303267-3 (1) 42.00 189.13 79.43 1
GEVEN AV08-1101-00 (2) 58.42 189.13 99.14 1
GEVEN AV03-1113-01 (4) 29.80 189.13 56.36 1
ERDA/DeCrane 303267-4 (1) 42.00 189.13 79.43 1
GEVEN AV08-2101-00 (2) 58.42 189.13 99.14 1
GEVEN AV03-2113-01 (4) 29.80 189.13 56.36 1
– Loading Ramp 33.00 298.00 98.34 1
or LR2-077-53-270-390
C02-A2 CABIN
EQUIPMENT

80-H08OPT-801
or
80-H8AOPT-801

FM installed as separate P/N.

Page 36 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101


C03-A1 OR OPT19-A1 CABIN
CONFIGURATION
ERDA/DeCrane 303267-43 (1) 42.00 107.13 44.99 1
GEVEN AV08-1101-00 (2) 58.42 107.13 62.58 1
ERDA/DeCrane 303267-1 (1) 42.00 136.80 57.46 1
GEVEN AV09-1114-00 (4) 61.73 136.80 84.45 1
ERDA/DeCrane 303267-3 (1) 42.00 189.20 79.46 1
GEVEN AV08-1101-00 (4) 58.42 189.20 110.53 1
ERDA/DeCrane 303267-4 (1) 42.00 189.20 79.46 1
GEVEN AV08-2101-00 (4) 58.42 189.20 110.53 1
GEVEN AV03-2113-02 (5) 29.80 189.20 56.38 1
(for C03-A1 only)
80-H05C02-801
or 80-H5AC02-801
or 18.35 122.16 22.41 1
– Pyramid 3 Drawers Cabinet LH
(for C03-A1 only)
80-H5BC02-801
– Refreshment Cabinet (Midship)
(for OPT19-A1 only)
Piaggio 80-909771-807
or 80-909772-811
– Loading Ramp 33.00 298.00 98.34 1
or LR2-077-53-270-390
harness” installed on both the seats as separate
P/N.
909731-851 (belt weight included)

Rev. 5: Mar. 04, 2019 1105-2999 Page 37 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101


C03-A1 CABIN
EQUIPMENT
80-H08OPT-801
or
80-H8AOPT-801

Page 38 of 40 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101


C03-A2 OR OPT19-A2 CABIN
CONFIGURATION
ERDA/DeCrane 303267-3 (1) 42.00 189.20 79.46 1
GEVEN AV08-1101-00 (4) 58.42 189.20 110.53 1
GEVEN AV03-1113-01 (5) 29.80 189.20 56.38 1
ERDA/DeCrane 303267-4 (1) 42.00 189.20 79.46 1
GEVEN AV08-2101-00 (4) 58.42 189.20 110.53 1
GEVEN AV03-2113-02 (5) 29.80 189.20 56.38 1
– Loading Ramp 33.00 298.00 98.34 1
or LR2-077-53-270-390
C03-A2 CABIN
EQUIPMENT
80-H08OPT-801
or
80-H8AOPT-801

harness” installed on both the seats as separate
P/N.

Rev. 5: Mar. 04, 2019 1105-2999 Page 39 of 40
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 40 of 40 1105-2999 Rev. 5 : Mar. 04, 2019

Supplement 19 IFF Transponder System Installation (4 Pages)
SUPPLEMENT NO. 19
FOR
IFF TRANSPONDER SYSTEM INSTALLATION
[S.B. 80-0314 or Mod. 80-0959]

Rev. 3: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

10030425
June 15, 2010
(issued May, 25, 2010)

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
Date:March 09, 2015

Date: Mar. 04, 2019

Page 1 2 3 4
Rev. 3 3 3 3
Page 3.C 4.C

Rev. 3 3
Issued: May 25, 2010 SUPPLEMENT 19

SUPPLEMENT 19 Issued: May 25, 2010

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
This Supplement must be attached to the P.180 Avanti II Airplane Flight Manual
when the SELEX M425 A3 IFF is installed as per S.B. 80-0314 (Mod. 80-0959).
IFF Transponder is an optional equipment installed as additional Transponder in
respect of the basic airplane configuration.The information contained herein
supplements or supersedes the P.180 Avanti II Airplane Flight Manual only in
those areas listed herein. For limitations, procedures and performance
information not contained in this Supplement, consult the basic Airplane Flight
Manual.
Issued: May 25, 2010 Appr. DOA EASA.21J.685 SUPPLEMENT 19

Rev. 3: Mar. 04, 2019 1105-2999 Page 3 of 4
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The compliance of IFF Transponder with civil airworthiness requirements related
to performance and functionalities has not been demonstrated.
Activation and use of IFF Transponder in civil operations is prohibited.
IFF Transponder activation causes the loss of civil ATC Mode S Transponder and
the associated functions/operations.
NOTE
Activation of IFF Transponder is displayed to the pilot by means
of:
- dedicated “IFF” white section of “IFF/CAUTION” indicator on
cockpit instrument panel, and
- “ATC2 EXTERNAL CONTROL” message on the relevant soft
page of Radio Tuning Unit (RTU) or FMS Control Display Unit
(CDU)
Flight cannot be scheduled upon the availability of IFF Transponder.
The certification of installation of IFF Transponder does not constitute an
operational approval for such system.


No changes to the normal procedures provided by the Section 4 of the Airplane
Flight Manual are necessary for this Supplement.
No changes to the basic performance provided by the Section 5 of the Airplane
SUPPLEMENT 19 Appr. DOA EASA.21J.685 Issued: May 25, 2010

Page 4 of 4 1105-2999 Rev. 3 : Mar. 04, 2019

Supplement 20 Reserved
SUPPLEMENT NO. 20
(RESERVED)
Rev. 0: Reserved
LOG OF REVISIONS
Rev.
0 -- First Issue
Issued: SUPPLEMENT 20
Rev. 0 Page 1 of 2
GENERAL
This Supplement is reserved.
SUPPLEMENT 20 Issued:
Page 2 of 2 Rev. 0

Supplement 21 Operation in CIS (46 Pages)
SUPPLEMENT NO. 21
FOR
OPERATION IN CIS
(COMMONWEALTH OF INDEPENDENT STATES)
Rev. 2: Mar. 04, 2019
THIS SUPPLEMENT IS APPROVED BY EASA ON BEHALF OF IAC AR
EASA Approval No.: 10035658 Date: July 7, 2011
THIS AIRPLANE MUST BE OPERATED IN COMPLIANCE

WITH THE INFORMATION AND LIMITATIONS CONTAINED
HEREIN.
PRIOR TO OPERATION THE PILOT MUST TAKE NOTICE OF
ALL INFORMATION CONTAINED IN THIS SUPPLEMENT TO
THE AIRPLANE FLIGHT MANUAL.

(EVO) airplanes

CIS A/C

Rep. 180-MAN-0010-01100
LOG OF REVISIONS
Rev. Revised
No. Pages Description of Revision Date
0 -- First Issue May 31, 2011

(EASA approval: 10035658
date: July 7, 2011)
1 1 Revision issued for P.180 Avanti “EVO” Rev. 1 is only issued for
MSN 3001 and up, introducing a documentary traceability.
complete AFM applicable to MSN 3001 Supplement 21 IS NOT
+ airplanes. applicable to EVO airplanes
2 1,2 Revision issued for page Logo Rev. 2 is only issued for
updating (Piaggio Aviation, DOA No. documentary traceability.
EASA.21J.685) and due to basic AFM No modifications have been
complete re-issuing (Rev. B0) introduced to the technical
content of this Supplement.
Supplement 21 IS NOT
applicable to EVO airplanes

Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Rev. 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Page 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46
Rev. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2 of 46 All Rev. 2 : Mar. 04, 2019
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
TABLE OF CONTENTS
SECTION 1 - GENERAL ......................................................................................4

SECTION 2 - LIMITATIONS .................................................................................4
SECTION 3 - EMERGENCY PROCEDURES.................................................... 11
CHANGES APPLICABLE TO SUPPLEMENT NO. 15

SECTION 3 - EMERGENCIES PROCEDURES ................................................23
* * *
SECTION 4 - NORMAL PROCEDURES............................................................29

SECTION 4 - NORMAL PROCEDURES............................................................35
* * *
SECTION 5 - PERFORMANCE .........................................................................39
SUPPLEMENTS ..........................................................................45

Rev. 0 1105-2999 Page 3 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
This supplement must be attached to the EASA Approved Airplane Flight Manual
when the airplane is registered in the CIS (Commonwealth of Independent
States).
The information contained herein supplements or supersedes the basic EASA
Approved Airplane Flight Manual, and the Supplement No. 15 to the AFM, only
as set forth within this document. For limitations, procedures and performance
information not contained in this supplement, consult the basic Airplane Flight
Manual and the applicable Supplement.
2.3 POWERPLANT LIMITATIONS

JP-4, JP-8, Jet A, A-1, Jet B, RP-3 (as per GB6537), RT and TS-1 (as per GOST
10227) fuels conforming to the latest revision of P&WC Service Bulletin No.
14004. It is not necessary to purge the unused fuel from the system when
switching fuel types.
CAUTION
MB, MIL-I-27686D and MIL-I-27686E), except for JP-4 and P-8.
instruction.

Unchanged except for the following:
NOTE
Avoid sustained negative load factor. Engine may require
appropriate maintenance action (as per Engine Maintenance
Manual).
SUPPLEMENT 21 EASA Approved Issued: May 31, 2011

Page 4 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

NOTE
The right seat must not be occupied by a passenger.
2.15 OUTSIDE AIR TEMPERATURE LIMITS

a. Minimum (Sea Level) -40°C (-40°F)
b. Minimum Temperature for Engine Starting:
1. Engine Oil -40°C (-40°F)
2. JP4, JET B Fuel -54°C (-65°F)
3. JP8, JET A, JET A1 Fuel -34°C (-29°F)
4. RT, TS-1 Fuel -34°C (-29°F)
c. Minimum Temperature for Takeoff -30°C (-22°F)
d. Maximum Temperature for Takeoff ISA +35°C
2.16 OPERATIONS ON UNPAVED RUNWAYS

NOTE
Operations on unpaved runways are prohibited.
2.26 KINDS OF OPERATIONS

Add the following:
Extended over-water flights are allowed within the limitations prescribed
by CIS operation regulations.
The aircraft may be operated in CIS airspace on routes covered by ATC
ground facilities using RBS mode and VHF fields.
HF radio must be installed if aircraft is operated in areas where the cmmu-
nication through VHF radio station is not available for than 5 minutes but
less than one hour.
Issued: May 31, 2011 EASA Approved SUPPLEMENT 21

Rev. 0 1105-2999 Page 5 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
2.27 PLACARDS
Close to the standard (English language) passengers-addressed placards listed
below, the following translations have to be installed.
PLACARD TRANSLATION
FLIGHT COMPARTMENT:
1 Near each oxygen panel or plug:

WARNING: DO NOT SMOKE WHILE ВНИМАНИЕ: НЕ КУРИТЬ ВО
OXYGEN IS IN USE ВРЕМЯ ИСПОЛЬЗОВАНИЯ
КИСЛОРОДНОГО
ОБОРУДОВАНИЯ
PASSENGER COMPARTMENT:
1 Near the emergency exit:

EXIT ВЫХОД
2 On the red emergency door handle:

EXIT ВЫХОД
PULL AND TURN LEFT ПОТЯНУТЬ И ПОВЕРНУТЬ ВЛЕВО
3 Near the passenger door:

EXIT ВЫХОД
4 Close to the passenger upper door

handle:
LOCK STOW OPEN ЗАПЕРТО УБРАНО ОТКРЫТО
LIFT TO RELEASE ПОДНЯТЬ СКОБУ – ОСВОБОДИТЬ
РУЧКУ
5 Close to the passenger bottom door
handle (each side of the handle):
OPEN CLOSED ОТКРЫТО ЗАКРЫТО
6 Near each swivel forward facing seat:

SEAT MUST BE OUTBOARD WITH ПЕРЕД ВЗЛЕТОМ И ПОСАДКОЙ
SEATBACK IN UPRIGHT POSITION СИДЕНЬЕ СДВИНУТЬ К БОРТУ И
FOR TAKE-OFF AND LANDING ПРИВЕСТИ СПИНКУ В
ВЕРТИКАЛЬНОЕ ПОЛОЖЕНИЕ

Page 6 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PLACARD TRANSLATION
7 Near each swivel aft facing seat:
SEAT MUST BE OUTBOARD WITH ПЕРЕД ВЗЛЕТОМ И ПОСАДКОЙ
SEATBACK IN UPRIGHT POSITION СИДЕНЬЕ СДВИНУТЬ К БОРТУ,
AND HEADREST UP ПРИВЕСТИ СПИНКУ В
FOR TAKE-OFF AND LANDING ВЕРТИКАЛЬНОЕ ПОЛОЖЕНИЕ И
ПОДНЯТЬ ПОДГОЛОВНИК
8 On the rearward place of the 2-place
sidefacing divan, when the P/N
160057-6 divan (low back) is installed:
THIS SEAT MUST NOT ВО ВРЕМЯ ВЗЛЕТА И ПОСАДКИ
BE OCCUPIED DURING СИДЕТЬ НА КРЕСЛЕ
TAKE-OFF AND LANDING ЗАПРЕЩАЕТСЯ
9 On each folding work table:

LEAF MUST BE STOWED ПЕРЕД ВЗЛЕТОМ И ПОСАДКОЙ
FOR TAKE-OFF AND LANDING УБРАТЬ СТОЛ
10 Near each cabinet:

CABINET MUST BE CLOSED FOR ВО ВРЕМЯ ВЗЛЕТА И ПОСАДКИ
TAKE-OFF AND LANDING ШКАФ ДОЛЖЕН БЫТЬ ЗАКРЫТ
11 On the sliding door:

DOOR MUST BE OPEN ПЕРЕД ВЗЛЕТОМ И ПОСАДКОЙ
AND LATCHED FOR ДВЕРЬ ДОЛЖНА БЫТЬ ОТКРЫТА
TAKE-OFF AND LANDING И ЗАФИКСИРОВАНА
12 Close to each privacy curtain when

installed:
CURTAIN MUST BE OPEN AND ПЕРЕД ВЗЛЕТОМ И ПОСАДКОЙ
LATCHED FOR TAKE-OFF AND ШТОРКА ДОЛЖНА БЫТЬ
LANDING ОТКРЫТА И ЗАФИКСИРОВАНА
13 In the lavatory:
NO SMOKING WHEN НЕ КУРИТЬ ВО ВРЕМЯ
LAVATORY IN USE ИСПОЛЬЗОВАНИЯ ТУАЛЕТА

Rev. 0 1105-2999 Page 7 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PLACARD TRANSLATION
14 In the coat closet of the cabin baggage
compartment:
CLOSET CAPACITY 90 LBS (40.8 KG) ВМЕСТИМОСТЬ ШКАФА 90 LBS. (40,8) КГ)
COAT ROD 40 LBS (18.1 KG) ВЕШАЛКА 40 LBS. (18,1 КГ)
FLOOR 50 LBS (22.7 KG) ПОЛ 50 LBS. (22,7 КГ)
15 On the forward cabinet drawers (if

installed):
MAX. WT. CAPACITY МАКС. ВМЕСТИМОСТЬ
THIS AREA 24 LBS (10.9 KG) 24 LBS. (10,9 КГ)
16 On each drawer of the refreshment

cabinets as applicable:
MAX. WT. CAPACITY МАКС. ВМЕСТИМОСТ
THIS AREA XX LBS (YY KG) XX LBS. (YY КГ)
17 On both rear pyramidal cabinets (if

installed):
18 Inside the toilet compartment close to

the trash holder:
TRASH МУСОР
NO CIGARETTE DISPOSAL СИГАРЕТЫ НЕ БРОСАТЬ
19 On the right FWD partition, when the

Opt.#1/Corp.#1 or Opt.#19/Corp.#3
two place side facing divan is installed
on the FWD right side of the cabin:
THIS SEAT BELT MUST BE WORN ON ДАННЫМ РЕМНЁМ ПРИСТЁГИВАТЬСЯ
THE RIGHT SHOULDER AS SHOWN ЧЕРЕЗ ПРАВОЕ ПЛЕЧО СОГЛАСНО
СХЕМЕ

Page 8 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
PLACARD TRANSLATION
EXTERNAL PLACARDS:
1 On the top right side of the fuselage,

respectively over and below the
refueling cap:
КЕРОСИН
FUEL ТС-1, РТ
JET A, JET A1, JET B PER ASTM D1655 (This marking should be placed above
RP-3 PER GB6537 the original one)
MUST BE BLENDED
2 Above the emergency door handle

(right side of fuselage):
OPEN ОТКРЫТО
3 On the emergency door handle (right

side of fuselage):
PUSH НАЖАТЬ
4 Close to the passenger door handle

(left side of fuselage):
OPEN ОТКРЫТО
CLOSE ЗАКРЫТО

Rev. 0 1105-2999 Page 9 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 10 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

NOTE
After an emergency landing remove the portable ELT from
pocket and operate it as prescibed by the equipment
instructions.
3.2 EMERGENCY PROCEDURES CHECKLIST

Unchanged except for the following:

After becoming airborne:
(Figure 2 of this Supplement)
6. Flaps - UP (Speed per max. ramp 132 KIAS or max. rate of climb 140 KIAS
as appropriate)
NOTE


Rev. 0 1105-2999 Page 11 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

WARNING
3. Flaps - MID
NOTE
CAUTION
After touchdown:
9. Landing distance - INCREASE the flaps MID landing distance (Figure 5-73)
approximately:
NOTE
procedure except: approach speed, as compared with the flaps
MID approach speed (Figure 5-73), must be increased by 6
KIAS.

Page 12 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

3. Crosswind - 10 KTS (max.)
5. Flaps - MID
NOTE
KIAS.
reduce power:
LANDING WITH PRIMARY LATERAL CONTROL FAILED

1. Use rudder and eventually lateral trim (if available) for lateral control
2. Keep bank angle within 15°
3. Select Flap MID
4. VREF as for normal landing in Flap MID configuration
5. Max allowed cross wind 10 kts

Rev. 0 1105-2999 Page 13 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
LANDING WITH PRIMARY DIRECTIONAL CONTROL FAILED

1. Use lateral control for heading correction
2. Keep bank angle within 15°
3. Select Flap MID
4. VREF as for normal landing (Flap MID)
5. Cross wind shall not exceed 10 Kts
GEAR UP LANDING
1. Select a suitable landing area
2. Ground personnel - INFORM
3. Passengers - BRIEF on use of emergency exit; CHECK properly fastened
with seat belts
4. Fuel - BURN OFF EXCESS, if condition permits
5. AURAL WARN circuit breaker - PULL
8. Gear selector - UP
9. Flaps - MID
10. Make a normal approach (Flap MID).
When landing is assured:

12. Generators - OFF
14. Fuel pumps - OFF
17. EPU switch - OFF

Page 14 of 46 1105-2999 Rev. 0
:
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
18. Evacuate as per AIRPLANE EVACUATION Procedure when the airplane

comes to a stop.
NOTE
KIAS.
NOSE GEAR UP OR UNLOCKED LANDING

1. Final approach according with normal procedure (Flap MID)
3. Mantain nose up to the lowest practicable speed
4. After the nose touch down use maximum brake and reverse
comes to a stop.
NOTE
procedure except: the approach speed, as compared with the
6 KIAS.
MAIN GEAR UNLOCKED LANDING

If both main landing gear legs are extended:

3. Final approach according with normal procedure (Flap MID)
5. After touch down apply reverse and brakes cautiously
comes to a stop.

Rev. 0 1105-2999 Page 15 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
If one main landing gear leg remains retracted:

7. Perform GEAR UP LANDING Procedure
NOTE
6 KIAS.
LATERAL CONTROL SYSTEM MALFUNCTION
AILERON TRIM FAILURE

1. Keep firmly the control wheel
2. Reduce speed
3. The force will not exceed the 10 Kg in the whole envelope
DIRECTIONAL CONTROL SYSTEM MALFUNCTION
RUDDER TRIM FAILURE

2. Reduce speed to 160 KCAS
3. Allow sideslip development as far the bank to keep the heading is less than
5°.
4. Use power asymmetry to relieve pedal force

Page 16 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

When airborne maintain directional control (banking the plane 5° max toward the
operative engine) and maintain the maximum takeoff power while maintaining
torque and ITT within limits.
Figure 2 (Accelerate/Go Distance Over 50 Feet Obstacle graph) at page 41 of
this Supplement.
landing lights (if applicable) to achieve the max. ramp speed of 132 KIAS or the
max. rate of climb speed of 140 KIAS, as appropriate.
airport.
procedure.
NOTE
required.
LANDING Procedure.

Rev. 0 1105-2999 Page 17 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

WARNING
NOTE

When landing site is assured lower the landing gear.
Assume approach speed as per Figure 5-73.
CAUTION
thrust is applied.

Page 18 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

for a low angle approach. Maximum crosswind should be less than 10 kts.
Extend landing gear, set flaps to MID position, maintain 130 KIAS and adjust
power for a low angle approach. On glide slope power change should be reduced
to the minimum.
When positioned over the landing runway, flare the airplane using the reduction
of power and the longitudinal trim.
Just before touch down set power to FLIGHT IDLE
After landing and when the nose gear is on the runwary, apply reverse as
LANDING WITH PRIMARY LATERAL CONTROL FAILED

Lateral control shall be assured by rudder. If the lateral trim is available it could
be used as well.
Lateral bank will be kept within 15°.
Set flap in MID configuration, maintain this configuration until landing is
completed.
Perform landing as described in normal procedure (MID flap configuration).
LANDING WITH PRIMARY DIRECTIONAL CONTROL FAILED

Heading control shall be assured by the use of aileron. Bank angle shall be
limited to 15°. Allowed cross wind 10 Kts.
Set Flap to MID and keep this configuration until the landing maneuver is
completed.
Perform landing as for normal procedure (flap MID)

Rev. 0 1105-2999 Page 19 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
LANDING WITH GEAR UP OR UNLOCKED

The event of one or more red UNSAFE lights staying illuminated after a normal
landing gear extraction may be originated by a failure of the switch controlling the
gear position light: if the hydraulic pressure reading is about 3000 psi a possible
jamming has occured: applying positive load factors or sideslipping the airplane may
help to solve the problem.
If the hydraulic pressure reading is stabilized around 1000 psi, the gear can be
assumed down and locked.
However, if the green light does not illuminate (red UNSAFE still lit), it is
necessary to lower the gear as per the EMERGENCY GEAR EXTENSION
Procedure.
Should this procedure be unsuccessful too, a tower fly-by probably will allow to
know the status of the landing gear legs.
If it has been assumed that the nose gear is up or unlocked, land following the
normal procedure with Flap MID configuration, maintaining a nose up attitude to
the lowest practical speed.
After the nose touches the ground apply maximum brake and reverse.
If a main gear leg is assumed to be extended, but probably unlocked, perform a
landing with normal procedure and Flap MID configuration, touching down on the
locked gear, in a nose up attitude.
After touch down sustain the unlocked gear wing, apply reverse cautiously and,
when the speed has considerably decreased, apply brakes.
If one or both main gear legs remain retracted, it is recommended to PUSH the
emergency gear selector, to switch ON the hydraulic pump and to perform a
GEAR UP LANDING Procedure.
Select a suitable landing area, inform ground personnel, brief passengers on use
of emergency exit and be sure that all occupants have seat belts and shoulder
harnesses secured properly.
If condition permits burn off excess fuel and when ready to land, complete the
landing check list as for a normal landing, except that the gear selector lever
should be in UP position.
In order to silence the gear warning horn, pull the AURAL WARN circuit breaker
prior to extending the flaps.
NOTE
In this case no AURAL STALL WARNING signal is provided.

Page 20 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Make a normal approach with Flap MID configuration and, when landing is
assured, depressurize the airplane, switch off both generators, place the
condition lever to CUT OFF, select fuel pumps OFF and fuel firewall shut off
valves CLOSED.
Switch off the battery and the EPU.
Land smoothly, touching down in a level attitude.
All occupants should evacuate as soon as the airplane has stopped.
LATERAL CONTROL SYSTEM MALFUNCTION
AILERON TRIM FAILURE

A non commanded aileron trim motion is easily recognized by the aircraft
tendency to roll.
The aircraft is controllable by the use of primary lateral control. The pilot force will
not exceed 10Kg in the whole flight envelope. Speed reduction shall relieve pilot
force.
DIRECTIONAL CONTROL SYSTEM MALFUNCTION
RUDDER TRIM FAILURE

A non commanded rudder trim motion is easily recognized by sideslip
development (slip indicator going off centre), which causes a heading and bank
change.
Immediately press the control wheel Master Switch (red button) located on the
outboard horn of each control wheel: this action disconnect the electrical power
and the movement will stop.
Reduce speed to 160 KCAS.
In order to relieve pedal force, further technique could be used.
Asymmetric power (if practical).
Allow a sideslip development, which shall not cause a bank angle higher than 5°
in order to keep the heading.

Rev. 0 1105-2999 Page 21 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 22 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

“Maximum Takeoff Weight Increase - MTOW 12100 lbs”
SECTION 3 - EMERGENCIES PROCEDURES

After becoming airborne:
(Suppl. 15: Figure 8)
5. Procedure Airspeed - INCREASE TO 130 KIAS MINIMUM
6. Flaps - UP (One engine inoperative recommended climb speed 140 KIAS)
NOTE


Rev. 0 1105-2999 Page 23 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

WARNING
3. Flaps - MID
NOTE
CAUTION
6. Approach speed - AS PER Figure 60 (of Supplement 15)
After touchdown:
9. Landing distance - INCREASE the flaps MID landing distance (Suppl. 15:
Figure 60) approximately:
NOTE
flaps MID approach speed (Suppl. 15: Figure 60), must be
increased by 6 KIAS.

Page 24 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

3. Crosswind - 10 KTS (max. value)
5. Flaps - MID
NOTE
flaps MID approach speed (Suppl. 15: Figure 60), must be
increased by 6 KIAS.
reduce power:
9. Throttle (just before touchdown) - IDLE

Rev. 0 1105-2999 Page 25 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

When airborne maintain directional control (banking the plane 5° max toward the
operative engine when airborne) and maintain the maximum takeoff power while
Figure 8 (Accelerate/Go Distance Over 50 Feet Obstacle graph) at Section 5 of
Supplement No. 15.
landing lights (if applicable) to achieve the one engine inoperative recommended
climb speed of 140 KIAS.
airport.
procedure.
NOTE
required.
LANDING Procedure.

Page 26 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

WARNING
NOTE

When landing site is assured lower the landing gear.
Assume approach speed as per Figure 60 (of Supplement 15).
CAUTION
The landing distance, as compared with the flaps MID landing distance (Suppl.
15: Figure 60) will increase by 30% if reverse thrust is not applied and by 25% if
flaps MID approach speed (Suppl. 15: Figure 60), must be increased by 6 KIAS.

Rev. 0 1105-2999 Page 27 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

for a low angle approach. Maximum crosswind should be less than 10 kts.
Extend landing gear, set flaps to MID position, maintain 135 KIAS and adjust
power for a low angle approach. On glide slope power change should be reduced
to the minimum.
When positioned over the landing runway, flare the airplane using the reduction
of power and the longitudinal trim.
Just before touch down det power to FLIGHT IDLE
After landing and when the nose gear is on the runwary, apply reverse as
flaps MID approach speed (Suppl. 15: Figure 60), must be increased by 6 KIAS.
* * *

Page 28 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.2.8 TAKEOFF
WARNING
assured.

WARNING
armed.

4. Steering (not over 60 KIAS) - OFF
5. Rotation - REFER to Section 5 of this Supplement (Figure 1)

Rev. 0 1105-2999 Page 29 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
CAUTION
condition.
seconds.
4.2.14 LANDING
2. Flaps - CHECK DN
CAUTION
For landing with gusty crosswind of more than 5 meters per sec.
(10 knots) landing procedure must be performed with flaps MID.
CAUTION
3. Approach speed - REFER to Section 5 of this Manual Figure 5-69.
After touchdown:

Page 30 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
reverse power.
8. Reverse - AVOID USE below 40 KIAS, approximately.
NOTE
A total air temperature increase may be detected until the TAT
heater is turned off.
4.3.8 TAKEOFF
WARNING
to MAX RPM. Disattending this procedure, a remarkable
instruments.
NOTE
WARNING
armed.

Rev. 0 1105-2999 Page 31 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

COOL INTK switches.
as per Figure 1 of this Supplement.
CAUTION
condition.
seconds.

Page 32 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.3.14 LANDING
CAUTION
down.
Assume an approach speed as per Figure 5-69 at Section 5.
CAUTION
The landing distance with flaps MID (Figure 5-73) must be increased
applied.

MAX RPM.
disengage when the speed has decreased to about 40 KIAS, in order to avoid
damages to the propellers.
NOTEy
reverse power.
effectiveness.

Rev. 0 1105-2999 Page 33 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.3.31 OPERATION ON CONTAMINATED RUNWAYS

Add the following:
NOTE
The maximum allowable crosswind value for Takeoff and
Landing on contaminated runways is of 10 knots.

Page 34 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

“Maximum Takeoff Weight Increase - MTOW 12100 lbs”
4.2.14 LANDING
2. Flaps - CHECK DN
CAUTION
CAUTION
compared with the flaps MID approach speed (Suppl. 15: Figure
NOTE
The landing distance with flaps MID (Suppl. 15: Figure 60) must
be increased approximately by 10% if reverse thrust is not
applied or by 5% if reverse thrust is applied.
3. Approach speed - REFER to Section 5 of Supplement 15 (Figure 56).
After touchdown:

Rev. 0 1105-2999 Page 35 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
reverse power.
8. Reverse - AVOID USE below 40 KIAS, approximately.
NOTE
A total air temperature increase may be detected until the TAT
heater is turned off.
4.3.14 LANDING
CAUTION
(10 knots) landing procedure must be performend with flaps
MID.
down.
Assume an approach speed as per Figure 56 at Section 5 of Supplement 15.
CAUTION
compared with the flaps MID approach speed (Suppl. 15: Figure
The landing distance with flaps MID (Suppl. 15: Figure 60) must be increased
applied.

Paragraph 4.2.21 of the AFM and of Supplement No. 15.

Page 36 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
MAX RPM.
disengage when the speed has decreased to about 40 KIAS, in order to avoid
damages to the propellers.
NOTE
reverse power.
effectiveness.
* * *

Rev. 0 1105-2999 Page 37 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 38 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Performance data provided by Section 5 of the basic AFM have to be corrected
as follows:
EASA approved data:
– "Takeoff distance over 50 feet" (Fig. 5-16) and "Takeoff Ground Run" (Fig.
5-17) are replaced by Figure 1 of this Supplement;
Additional performance information:
– "Accelerate and go distance over 50 feet" (Fig. 5-18) is replaced by Figure
2 of this Supplement;
– "Accelerate and stop distance without reverse" (Fig. 5-19) is replaced by
Figure 3 of this Supplement;
– "Accelerate and stop distance with reverse" (Fig. 5-20) is replaced by
Figure 4 of this Supplement.
For the determination of the takeoff distance on contaminted runway, apply the
correction factors, reported at page 5-86 of the basic AFM, to the takeoff distance
on paved, dry runway data of Figure 1 of this Supplement.

Rev. 0 1105-2999 Page 39 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 1. TAKEOFF GROUND RUN AND T.O. DISTANCE OVER 50 FEET

Page 40 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 2. ACCELERATE AND GO DISTANCE OVER 50 FEET

Rev. 0 1105-2999 Page 41 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 3. ACCELERATE AND STOP DISTANCE WITHOUT REVERSE

Page 42 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Figure 4. ACCELERATE AND STOP DISTANCE WITH REVERSE

Rev. 0 1105-2999 Page 43 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 44 of 46 1105-2999 Rev. 0
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SUPPLEMENTS
LIST OF IAC AR ACCEPTED SUPPLEMENTS
No. Title
1 Portable Supplementary Oxygen
2 Cargo and Combi Configurations
3 Protective Breathing Equipment
4 First Aid Oxygen Equipment
5 Ballast Kit for Airplane Balancing
6 (Reserved)
7 SeaFLIR II System
8 KHF990 HF Communication System
9 FA2100 Cockpit Voice Recorder
10 TCAS I
11 TAWS
12 (Reserved)
13 Turbulence Weather Radar
14 Sec. Diversity Mode-S Transponder
15 Increased MTOW - 12100 lbs
16 Integrated Flight Information System
17 (Reserved)
18 (Reserved)
19 (Reserved)
20 (Reserved)
21 Operation in CIS

Rev. 0 1105-2999 Page 45 of 46
CIS A/C
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 46 of 46 1105-2999 Rev. 0
CIS A/C

Supplement 22 KTR 909B UHF-AM Comm. System (6 Pages)
SUPPLEMENT NO. 22
FOR
HONEYWELL KTR 909B
UHF-AM COMMUNICATIONS SYSTEM
[Mod. 80-0945 (or relevant S.B.)]

Rev. 3: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

10038263
Feb. 01 2012
(issued July 18, 2011)

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
Date:March 09, 2015

Date: Mar. 04, 2019
Issued: July 18, 2011 SUPPLEMENT 22


Page 1 2 3 4 5 6
Rev. 3 3 3 3 3 3
Page 3.C 4.C 5.C 6.C

Rev. 3 3 3 3
SUPPLEMENT 22 Issued: July 18, 2011

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
when the UHF-AM Communications System Honeywell KTR 909B is installed
with Mod. N. 80-0945 or relevant Service Bulletin.
The information contained herein supplements or supersedes the P.180 Avanti II
Airplane Flight Manual only in those areas listed herein. For limitations,
procedures and performance information not contained in this Supplement,
consult the basic Airplane Flight Manual.
Issued: July 18, 2011 Appr. DOA EASA.21J.685 SUPPLEMENT 22

Rev. 3: Mar. 04, 2019 1105-2999 Page 3 of 6
P.180 AVANTI II

Rep. 180-MAN-0010-01100
UHF-AM Comm is not certified for ATC pilot voice communication since
performance and reliabilty have not been demonstrated.
The flight cannot be scheduled upon the availability of this equipment.
The certification of installation of Honeywell UHF-AM communication system
does not constitute an operational approval to operate such system.

Transmissions in UHF 329-335 Mhz band during ILS approaches are prohibited
PLACARDS - FLIGHT COMPARTMENT PLACARDS

Above the UHF-AM Control Unit located at right side of the I.S.I.:
TX IN UHF 329-335 MHZ
IS PROHIBITED DURING
ILS APPROACHES


NOTE
Due to possible interference phenomena, transmitting and
tuning of the UHF-AM system in the frequency range from
328.6 to 335.4 Mhz are prohibited during G/S receiver
operation. In the event of such interference phenomena the GS
warning FLAG appears on the navigation instruments
a. Operation
1. UHF Control Panel - Set to ON
2. Select the required Operating Frequency or Frequency Channel
3. Push down the COM3 Mic and Audio pushbutton on the Audio Control
Panels
4. Communicate as required on the selected frequency
b. System Annunciation
None
SUPPLEMENT 22 Appr. DOA EASA.21J.685 Issued: July 18, 2011

Page 4 of 6 1105-2999 Rev. 3 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Issued: July 18, 2011 Appr. DOA EASA.21J.685 SUPPLEMENT 22

Rev. 3: Mar. 04, 2019 1105-2999 Page 5 of 6
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SUPPLEMENT 22 Appr. DOA EASA.21J.685 Issued: July 18, 2011

Page 6 of 6 1105-2999 Rev. 3 : Mar. 04, 2019

Supplement 23 ACAS II (14 Pages)
SUPPLEMENT NO. 23
FOR
ROCKWELL COLLINS
AIRBORNE COLLISION AVOIDANCE SYSTEM
ACAS II

[Mod. 80-1365 for MSN 3001+]
Rev. 7: Mar. 04, 2019
LOG OF REVISIONS

No.
0 -- First Issue December 22, 2011

(issued Dec. 12, 2011)
1 1 thru 4, 7, 11 Reference to Mod. 80-1072 relating to May 07, 2012

ACAS II s/w release 7.1 added and (issued Mar. 30, 2012)
consequent updating of paragraphs
General and Normal Procedures.
Updating of Weight and Balance for
new ACAS II Transducer p/n
Updating of paragraphs Equipment,
Definitions and Limitations for clerical
errors

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
continued
Issued: Dec. 12, 2011 SUPPLEMENT 23

Rev.
4 1 Update cover Rev. 4 is approved

8,13 Typing errors correction under the authority of
8.C, 13.C DOA No.
EASA.21J.220
Date: Oct. 22, 2015
5 1, Update cover Rev. 5 is approved

9, 13 Add clarification on System Self-Test under the authority of
Update Eq. List DOA No.
9.C, 13.C EASA.21J.220
Date: Jan. 09, 2017

Date: May 29, 2018

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Rev. 7 7 7 7 7 7 7 7 7 7 7 7 7 7
Page 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C 11.C 12.C 13.C 14.C
Rev. 7 7 7 7 7 7 7 7 7 7 7 7
SUPPLEMENT 23 Issued: Dec. 12, 2011

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
when the Rockwell Collins Airborne Collision Avoidance System (ACAS II) is
installed with Mod. N. 80-0927 (ACAS II s/w release 7.0) or Mod. N. 80-1072
(ACAS II s/w release 7.1) or installed with relevant Service Bulletin.
These systems are referred to as TCAS II (Traffic Alert and Collision Avoidance
System) with Change 7.0 and 7.1 in the United States and ACAS II (Airborne
Collision Avoidance System) internationally. The terminology is used
interchangeably and for the purpose of this supplement, ACAS II will be the
standard terminology.
The ACAS II computer installed is provided with a FAA TSO-C119b Authorization
Letter for ACAS II s/w release 7.0 and with a FAA TSO-C119c plus ETSO C119c
Authorization Letter for ACAS II s/w release 7.1.
ACAS II is an airborne traffic alert and collision avoidance advisory system that
operates without support from ATC ground stations. The system detects the
presence of nearby intruder aircraft equipped with transponders that reply to
ATCRBS Mode C or Mode S interrogations. ACAS II tracks and continuously
evaluates the potential threats of these aircraft to own aircraft, displays the
nearby transponder-equipped aircraft on a traffic advisory display, and during
threat situations, provides traffic advisory alerts and vertical maneuvering
resolution advisories (RA) to assist the pilot in avoiding mid-air collisions.
ATCRBS equipped aircraft that only reply with Mode A information will not
provide altitude information; therefore, ACAS II will not issue resolution
advisories for these aircraft but can issue traffic advisories. The ACAS II will not
detect aircraft that are not equipped with transponders.
The Pro Line 21 Navigation Display is used to display the relative position of
nearby aircraft that are, or could become, collision threats. This improves the
ability of the flight crew to visually acquire intruder aircraft prior to responding to a
resolution advisory. Resolution advisories are provided as part of the vertical
speed display, integral to the Primary Flight Display (PFD).

Rev. 7: Mar. 04, 2019 1105-2999 Page 3 of 14
P.180 AVANTI II

Rep. 180-MAN-0010-01100
EQUIPMENT
The Collins TCAS-4000 ACAS-II system consists of the following:
– TTR-4000 TCAS Processor
– Dual TRE-920 Directional Antenna
This equipment is integrated to the following existing aircraft equipment:
– Single TDR-94D Mode-S Diversity Transponder with second unit as optional.
– Pro Line 21 Integrated Display System (IDS) for traffic display and advisories
– Collins RTU-4220 Radio Tuning Unit for tuning and operation
– Collins CDU-3000 Control Display Unit for tuning and operation
ACRONYMS
ACAS Airborne Collision Avoidance System
CPA Closest Point of Approach
IMC Instrument Meteorological Conditions
RA Resolution Advisory
TA Traffic Advisory
TCAS Traffic Alert Collision Avoidance System
VMC Visual Meteorological Condition
DEFINITIONS
Other Traffic (OT) Other traffic are intruder aircraft within the selected traffic
display range and altitude mode that have a CPA that is
not determined, by the computer, to be a threat.
TA is shown as open cyan diamond
Proximate Traffic (PT) Proximate traffic are intruder aircraft within ±1200 feet
relative altitude and within 6 nmi of your own aircraft.
These aircraft also have a CPA determined by the
computer not to be a threat. This type of intruding traffic
always shows on the traffic display when TA and RA
traffic are present to aid the pilots in visually acquiring
the traffic.
TA is shown as filled cyan diamond

Page 4 of 14 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
DEFINITIONS
Traffic Advisory (TA) Traffic advisory traffic are intruder aircraft with a CPA
within the time in seconds at your own aircraft’s altitude
as listed in the table below. This type of intruder is
determined by the computer not to be a threat and no
maneuvers are commanded. TA traffic shows on the
traffic displays to aid the pilots in visually acquiring the
traffic. This type of traffic may be upgraded to RA traffic
depending on the continued flight path of the aircraft.
TA is shown as solid yellow circles
ALTITUDE SECONDS TO CPA

Up to 1000 20
1000-2350 25
2350-5000 30
5000-10000 40
10000-20000 45
20000-42000 48
42000 and above 48
DEFINITIONS
Resolution Advisory Resolution advisory traffic are traffic determined by the
(RA) computer to be a threat. The flight path of this type of
intruder brings the CPA within time in seconds at the
specified altitudes listed in the following table.
The computer issues aural and visual resolution advisory
commands to resolve the threat situation of RA traffic.
There are two types of RAs, preventive and corrective.
RA is shown as solid red squares
ALTITUDE SECONDS TO CPA

1000-2350 15
2350-5000 20
5000-10000 25
10000-20000 30
20000-42000 35
42000 and above 35

Rev. 7: Mar. 04, 2019 1105-2999 Page 5 of 14
P.180 AVANTI II

Rep. 180-MAN-0010-01100
a. Collins TCAS-4000 Traffic Alert and Collision Avoidance System Pilots Guide,
p/n 523-0780407-001117, dated 09-15-1999, or later approved revision, must
be available to the flight crew when operating the ACAS II system.
b. ACAS II is approved for use in both VMC and IMC.
c. Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with an ACAS II resolution advisory (RA). Following a
ACAS II “CLEAR OF CONFLICT” advisory, the pilot must promptly return to
the applicable ATC clearance, unless otherwise directed by ATC.
d. If transponder altitude reporting is disabled (e.g. following ATC instructions),
ACAS II enters "TA Only" mode automatically.
If no ATC Transponder is functioning the ACAS II enters in TCAS OFF mode.
e. RAs are predicated on two-engine operation. RA climb performance cannot
be guaranteed during single engine operation.
f. Maneuvers based solely on a traffic advisory (TA) or on information displayed
on the traffic display are not authorized.
g. Evasive maneuvering must be made with the autopilot disengaged, and
limited to the minimum required to comply with the RA. However, while
climbing or descending, modest changes in vertical speed based on traffic
display information are not considered evasive maneuvering.
h. Traffic displays and advisories are intended only for assistance in visually
locating the traffic and lack the resolution necessary for use in evasive
maneuvering.
i. A self-test must be performed before each takeoff.

Page 6 of 14 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
ENGINE FAILURES
If an engine failure occurs, the TCAS-4000 System should be placed in the “TA
ONLY” mode when time permits.
AVIONICS SYSTEM EMERGENCIES

“ACAS II FAIL” Annunciation
Should an amber “ACAS” appear on the Pro Line 21 displays, the TCAS-4000
System should be placed in the “OFF” mode until the fault is cleared.

Rev. 7: Mar. 04, 2019 1105-2999 Page 7 of 14
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Refer to the Collins TCAS-4000 Traffic Alert and Collision Avoidance System
Pilots Guide, part number 523-0780407-001117, dated 09-15-1999, or later
approved revision, for a detailed description of the ACAS II system.
4.1 ACAS II OPERATING CHARACTERISTICS

– The ACAS II is wired to display all traffic full time.
– The ACAS II display range is pilot selectable.
– The ACAS II is set to display a maximum of 30 targets.
– Weight-on-wheels places the ACAS II into TA Only mode.
– Pilot selectable self-test is not inhibited in flight.
– ACAS Test Pattern is displayed during the pilot initiated self-test.
– During STALL or GPWS/TAWS warnings, ACAS II switches automatically
into a “TA Only” mode with aural annunciation inhibited. In this mode, RAs
are not issued and current RAs become TAs. The ACAS II remains in TA
Only mode for few seconds after GPWS/TAWS warning is removed. ACAS
II aural annunciations are enabled immediately following the removal of the
GPWS/TAWS warning aural annunciation. As long the Stall Warning Alert is
active, the ACAS II is switched to TA only mode (no RAs are issued).
Stall warning alert is active until relevant triggering conditions are valid.
The TA / RA parameters listed in the following table are automatically inhibited if
the described conditions occur:
SYSTEM INHIBITS
INHIBIT PARAMETERS
Increased Descent RA Inhibited below 1650 ft AGL while climbing and inhibited
below 1450 ft AGL while descending
Descend RA Inhibited below 1200 ft AGL while climbing and inhibited
below 1000 ft AGL while descending
TA Voice Messages Inhibited below 400 ft AGL while descending and
inhibited below 600 ft AGL while climbing
RAs Inhibited below 1100 ft AGL while climbing, and
inhibited below 900 ft AGL while descending. (ACAS
automatically reverts to TA only)
Advisory Priority Automatically reverts to TA ONLY when higher priority
advisories (such as Stall, GPWS/TAWS and
Windshear) occur
Climb RA Inhibited when above 36000ft
Increase Climb RA Inhibited when above 36000ft

Page 8 of 14 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.2 ACAS II CONTROL – RTU-4220 RADIO TUNING UNIT AND CDU-3000

CONTROL DISPLAY UNIT
All the ACAS II controls are available by means of RTU / CDU except the display
range selection.
ACAS II range selection must be accomplished using the Pro Line 21 Display
Control Panel (DCP) adjacent to each PFD.
4.3 ACAS II OPERATING PROCEDURES

a. Compliance with ACAS II Resolution Advisories is required unless the pilot
considers it unsafe to do so, or if the pilot has better information about the
cause of the resolution advisory and can maintain safe separation. However,
maneuvers, which are in the opposite direction of the Resolution Advisory
(RA), are extremely hazardous, especially RAs involving altitude crossing
and are not approved unless it is visually determined to be the only means to
assure safe separation.
b. The ACAS II should remain in “STANDBY” until just prior to takeoff.
c. The ACAS II should be turned to “STANDBY” immediately after clearing the
runway following landing.
d. The pilot must not initiate evasive maneuvers using information from the
traffic display only or on a Traffic Advisory (TA) only, without visually sighting
the traffic.
4.4 GROUND OPERATIONS

System Self Test
a. The ACAS II should be tested using the pilot-initiated self-test feature during
cockpit preparation. Successful test is indicated by “TCAS System Test OK”
b. Use of the self-test function in flight will inhibit ACAS II operation for
approximately 15 seconds.
c. The ACAS self-test result is not significant before the avionics initialization is
completed, including, for instance, valid altitude data.
d. When the ATC system is set to TEST mode automatically also the ACAS II
system is set to TEST mode and vice versa.

Rev. 7: Mar. 04, 2019 1105-2999 Page 9 of 14
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.5 FLIGHT PROCEDURES

WARNING
Non-compliance with a crossing RA by one airplane may result
in reduced vertical separation; therefore, safe horizontal
separation must also be assured by visual means.
CAUTION
Once a non-crossing RA has been issued, safe operation could
be compromised if current vertical speed is changed, except as
necessary to comply with the RA. This is because ACAS II to
ACAS II coordination may be in progress with the intruder
airplane, and any change in vertical speed that does not comply
with the RA may negate the effectiveness of the other airplane’s
compliance with its RA.
a. The ACAS II RA algorithms are based on the pilot initiating the initial
maneuver within approximately 5 seconds, and within approximately 2½
seconds if an additional corrective RA (e.g., increase or reverse) is issued.
b. Exaggerated responses to ACAS II Resolution Advisories are not desirable or
appropriate because of other potential traffic and ATC consequences. From
level flight, proper response to a ACAS II RA typically results in an overall
altitude deviation of 300 to 500 feet in order to successfully resolve a traffic
conflict.
c. If a stall warning occurs during an RA maneuver, immediately abandon the
RA and execute the stall recovery procedure. (ACAS II will switch to TA
ONLY mode by itself).
d. If a climb RA is issued with the aircraft in the landing configuration, a normal
GO AROUND (GA) procedure should be initiated while complying with the
ACAS II RA. Initiating the GO AROUND procedure for a CLIMB RA does not
mandate a missed approach, but rather is intended to assure the airplane is
properly configured for the expected maneuver.
e. Flight Director pitch commands may be followed only if they result in a vertical
speed, which satisfies the RA command.
f. All resolution advisories are inhibited when “TA ONLY” mode is selected on
the Radio Tuning Unit or on the Control Display Unit.
g. Because ACAS II can only accept a limited number of inputs related to
airplane performance, it’s not possible to automatically inhibit RAs indicating
a climb action in all cases where it may be appropriate to inhibit such RAs. In
these cases, ACAS II may command maneuvers that may significantly
reduce stall margins or result in stall warnings. Conditions where this may
occur include

Page 10 of 14 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
– bank angles greater than 15 degrees

– one engine inoperative
– operation at airports outside of 0 to 5,300 feet MSL or temperatures
outside of ISA ±50°F (27.8 °C)
– speeds below normal operating speeds
– leaving the aircraft configuration fixed for climb RAs on landing transition
to go-around
– abnormal configurations such as landing gear not retracted
– buffet margin less than 0.3g

Rev. 7: Mar. 04, 2019 1105-2999 Page 11 of 14
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 12 of 14 1105-2999 Rev. 7 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when Rockwell Collins Airborne Collision
Avoidance System (ACAS II) is installed:

34 NAVIGATION
DETERMINING
ACAS II SYSTEM
– TTR-4000 Transceiver 16.9 -31.5 -532.4 1
822-1294-002 (s/w rel. 7.0
822-1294-032 (s/w rel. 7.1)
with
TTR-4000 Mount
MT6-4306-110
– TRE-920 Antenna (Top) 2.0 106.4 212.8 1
622-8973-001
– TRE-920 Antenna (Bottom) 2.0 130.7 261.4 1
622-8973-001
– RTU-4220 Radio Tuning Unit 2.6 20.2 0.5 1
822-0730-466

Rev. 7: Mar. 04, 2019 1105-2999 Page 13 of 14
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 14 of 14 1105-2999 Rev. 7 : Mar. 04, 2019

Supplement 24 EGPWS (16 Pages)
SUPPLEMENT NO. 24
FOR
HONEYWELL MK VIII
ENHANCED GROUND PROXIMITY WARNING SYSTEM
EGPWS
[Mod. 80-0928, 80-1074 (or relevant S.B.)]

Rev. 6: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.
0 -- First Issue January 04, 2012

(issued Nov. 28, 2011)
1 1 Log of revisions updated Dicember 02, 2013

9 Level 1 System Self Test updated (issued Nov. 28, 2013)

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
Date:March 09, 2015
4 9 and 9.C Typing errors correction Rev. 4 is approved

DOA No.
EASA.21J.220
Date:January 05, 2016
Issued: Nov. 28, 2011 SUPPLEMENT 24


Rep. 180-MAN-0010-01100
Rev.
5 1,2 Update Mod. reference and LOR Rev. 5 is approved

DOA No.
EASA.21J.220
Date: Jan. 09, 2017

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Rev. 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6
Page 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C 11.C 12.C 13.C 14.C 15.C 16.C
Rev. 6 6 6 6 6 6 6 6 6 6 6 6 6 6
SUPPLEMENT 24 Issued: Nov. 28, 2011

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
ACRONYMS
A/C Aircraft
AGL Above Ground Level
DCP Display Control Panel
DH Decision Height
EGPWS(C) Enhanced Ground Proximity Warning System (Computer)
GPWS Ground Proximity Warning System
GS Glideslope
LRU Line Replaceable Unit
MDA Minimum Descent Altitude
MFD Multi Function Display
MSL Mean Sea Level
TAD Terrain Awareness and Display
TCF Terrain Clearance Floor
TAWS Terrain Awareness and Warning System
EGPWS SYSTEM OVERVIEW

The Honeywell MK VIII Enhanced Ground Proximity Warning System (EGPWS)
is a Class A Terrain Awareness and Warning System (TAWS).
The EGPWS integrates three alerting functional areas into a single Line
Replaceable Unit (LRU), the Enhanced Ground Proximity Warning Computer
(EGPWC).
These functional areas are:
1. Ground Proximity Warning (including altitude awareness callouts and
bank angle alerting)
2. Terrain (and Obstacle) Awareness and Display (TAD)
3. Terrain Clearance Floor (TCF)
The system operates by accepting a variety of aircraft parameters as inputs and
applying alerting algorithms. In the event that the boundaries of any alerting
envelope are exceeded, the EGPWS provides the flight crew with aural and
visual alerts.
Issued: Nov. 28, 2011 Appr. DOA EASA.21J.685 SUPPLEMENT 24

Rev. 6: Mar. 04, 2019 1105-2999 Page 3 of 16
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The EGPWS comprises the following groups of components:

1. Aircraft sensors: GPS, Air Data System, Attitude and Heading Reference
System, Radio Altimeter, Radio Navigation System, Autopilot, Flaps and
Landing Gear
2. The EGPWC
3. Cockpit Audio Systems (Speakers and Headphones)
4. Alert Annunciations, Mode and Selector Switches and Terrain Displays
The EGPWS is designed to be fully compatible with normal aircraft operations.
Unwanted alerts will be very rare if the pilot maintains situational awareness with
respect to the terrain. The only required pilot input is to initiate a preflight self-
test.
EGPWS control is performed through the "TAWS" section on the Miscellaneous/
Reversionary Panel, the DCP "Range" knob and the cockpit displays (PFDs and
MFD).
This AFM Supplement is applicable to EGPWS software version as reported in
the Equipment list of this Supplement.
GROUND PROXIMITY AURAL WARNING

Mode Function Caution Warning
Mode 1 Excessive Descent Rate SINKRATE... SINKRATE PULL UP
Mode 2 Excessive Closure to Terrain TERRAIN... TERRAIN PULL UP
Mode 3 Altitude Loss after Take Off DON’T SINK -
TOO LOW GEAR -
Mode 4 Unsafe Terrain Clearance TOO LOW FLAPS -
TOO LOW TERRAIN -
Mode 5 Excessive Glideslope Deviation GLIDESLOPE -
MINIMUMS MINIMUMS -
FIVE HUNDRED -
ONE HUNDRED -
FIFTY -
Mode 6 Advisory Callouts FORTY -
THIRTY -
TWENTY -
TEN -
Bank Angle Callout BANK ANGLE -
SUPPLEMENT 24 Appr. DOA EASA.21J.685 Issued: Nov. 28, 2011

Page 4 of 16 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
TERRAIN (OR OBSTACLE) AWARENESS DISPLAY AND TERRAIN

CLEARANCE FLOOR
The "enhanced" functions of the EGPWS are the Terrain (or Obstacles)
Awareness and Display (TAD) and the Terrain Clearance Floor (TCF). The
installed Terrain Database has a worldwide coverage. Obstacles of 100 feet or
more have been included from a database that covers the United States, Europe,
parts of Canada and the Caribbean. These functions use geographic aircraft
position, aircraft altitude and a terrain database to predict potential conflicts
between the aircraft flight path and the terrain or cataloged human made
obstacles. Additionally, it provides graphic displays of the conflicting terrain or
obstacle.
TERRAIN/OBSTACLE AWARENESS DISPLAY AND TERRAIN CLEARANCE FLOOR
Mode Function Caution Warning

Terrain Awareness CAUTION TERRAIN, TERRAIN, TERRAIN, PULL UP
TAD CAUTION TERRAIN
Obstacle Awareness CAUTION OBSTACLE, OBSTACLE, OBSTACLE,
PULL UP
CAUTION OBSTACLE
TCF Terrain Clearance Floor TOO LOW TERRAIN -
TERRAIN (OR OBSTACLE) AWARENESS AND DISPLAY (TAD)

The Terrain (or Obstacle) Awareness and Display (TAD) algorithms continuously
compute terrain clearance envelopes ahead of the aircraft. If the boundaries of
these envelopes conflict with terrain elevation data in the terrain database, alerts
are issued. Two envelopes are computed: one corresponding to a Terrain
Caution Alert level and the other to a Terrain Warning Alert level.
The Caution and Warning envelopes use the Terrain Clearance Floor as a
baseline, and "look ahead" of the aircraft in a volume determined as a function of
ground speed, flight path angle and track.
If the aircraft penetrates the Caution envelope boundary, the aural message
"Caution Terrain, Caution Terrain" or "Caution Obstacle, Caution Obstacle"
is generated, and alert discretes are provided for activation of a visual yellow
GND PROX annunciator on both PFDs. Simultaneously, terrain areas or
obstacles that conflict with the caution criteria are shown in solid yellow color on
the display.
If the aircraft penetrates the Warning envelope boundary, the aural message
"Terrain, Terrain, Pull Up!" or "Obstacle, Obstacle, Pull Up!" is generated, and

Rev. 6: Mar. 04, 2019 1105-2999 Page 5 of 16
P.180 AVANTI II

Rep. 180-MAN-0010-01100
alert signals are provided for activation of the visual red PULL UP annunciator on
both PFDs. Simultaneously, terrain areas that conflict with the warning criteria
are shown in solid red color on the display.
Terrain picture can be manually selected in place of the weather radar display at
any time on both PFD’s and MFD. On the MFD only, when the conditions for
either a Terrain Caution or a Terrain Warning are dictated, the system
automatically changes the Multi Function Display from the weather radar picture
to the terrain picture on the 10 NM range.
Terrain that is sufficiently close to the aircraft, but does not satisfy the Caution or
Warning criteria, is shown in colored dot patterns of red, yellow or green (two
density levels for the last two colors) with a black background. The density of the
dot pattern is coarsely varied to depict terrain altitude with respect to the aircraft.
All displayed terrain areas or obstacles are shown as rectilinear shapes which
are designed to be easily distinguishable from the display of weather radar
images. Low density magenta (purple) dot patterns are used to indicate areas
where terrain information is unavailable.
"Peaks" display mode provides additional terrain display features for enhanced
situational awareness, independent of the aircraft's altitude. This function is
evidenced by the presence of three-digit elevation numbers indicating the highest
and lowest terrain/obstacle elevation within the selected map range. These
elevations are expressed in hundreds of feet above sea level (e.g., 125 is 12,500
feet MSL). In the event that there is no appreciable difference between the
highest and lowest terrain/obstacle elevations (flat terrain), only the highest value
is displayed. The colors of the elevation numbers match the color of the terrain
that is represented. When well above terrain, the EGPWS displays additional
green terrain contours. Shore lines and sea level water (0 feet MSL) are
displayed.
TERRAIN CLEARANCE FLOOR (TCF)

The Terrain Clearance Floor (TCF) alert adds an additional element of protection
to the standard Ground Proximity Warning modes. It creates an increasing terrain
clearance envelope around the nearest airport runway. TCF alerts are based on
current aircraft location, nearest runway center point position and radio altitude.
TCF protection is active regardless of aircraft flight configuration.
RESTRICTED AREAS OF OPERATION

In cases of changes in the area intended to be flown that have not been noted
into the installed database (earthquake, volcanoes, new constructions) the
potentially adverse effects on the navigation performance should be identified.

Page 6 of 16 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
1. The EGPWS Pilot's Guide, 060-4314-0000, dated May 2004, or later, must
be immediately available to the flight crew when operating the Enhanced
Ground Proximity Warning System. For application software version of the
installed equipment, refer to Equipment List of this Supplement.
2. Pilots are authorized to deviate from their current air traffic control (ATC)
clearance to the extent necessary to comply with an EGPWS warning.
3. Navigation must not be predicated upon the use of the Terrain (or Obstacle)
Awareness Display. The Terrain (or Obstacle) Awareness Display is
intended to serve as a situational awareness tool only, and may not provide
the accuracy and/or fidelity on which to solely base terrain avoidance
maneuvering.
4. In order to avoid giving unwanted alerts, the Terrain Awareness and Display
(TAD) must be inhibited by selecting the INHIBIT switch on the
Miscellaneous/Reversionary Panel when within 15 NM of takeoff, approach,
or landing at an airport not contained in the EGPWS Airport Database.
LANDING EMERGENCIES
Add the following emergency procedures to basic Airplane Flight Manual - Sect.
3.2.6 (Landing Emergencies):
– For ditching, or other off-airport landings, the TAD and TCF functions
should be inhibited by selecting the INHIBIT switch.
– The TAWS circuit breaker may be used to deactivate the EGPWS when
an emergency procedure in the basic Airplane Flight Manual specifies
landing with the gear up.
ABNORMAL LANDING PROCEDURES (MODE-4)

Should a procedure in the basic Airplane Flight Manual specifies landing with flap
settings not normally used for landing, the FLAP OVR switch can be used to
override flaps position. This will prevent a "Too Low Flaps" alert.

Rev. 6: Mar. 04, 2019 1105-2999 Page 7 of 16
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SYSTEM ACTIVATION
The EGPWS is active if the GPWS (FAIL) and TERRAIN (FAIL) are switched off,
electrical power is on, and the following systems are operational:
a. Enhanced Ground Proximity Warning Computer (EGPWC)
b. Global Positioning System
c. Radio Altimeter
d. Air Data Computer
e. Attitude and Heading Reference System
f. VHF NAV Receiver
g. Gear and Flaps monitoring systems
h. Electronic Flight Instrument System
The yellow GPWS annunciation on pilot and copilot PFDs signifies a failure of the
basic GPWS (Modes 1-6).
The yellow TERR annunciation on pilot and copilot PFDs signifies TAD & TCF
are not available.
In the event the Radio Altimeter is not functioning, the basic GPWS modes and
TCF will not be available. However, TAD will be available.
If the EGPWS TAD or TCF features become inoperative because of a system
fault or inaccurate position information, the basic GPWS functions Modes 1-6 will
still be available.
Proper operation of the EGPWS can be verified on ground prior to every
flight performing Level 1 System Self Test.
LEVEL 1 SYSTEM SELF TEST

Ensure that the INHIBIT switch on the Miscellaneous/Reversionary Panel is NOT
ENGAGED, and momentarily push the TEST/GS switch on the Miscellaneous/
Reversionary Panel.
a. Yellow GPWS and TERRAIN annunciators turn ON
b. (GPWS Flap) OVR lamp momentarily turns ON
c. Amber GND PROX annunciator turns ON
d. "GLIDESLOPE" message is announced
e. GND PROX annunciator turns OFF
f. GS lamp momentarily turns ON

Page 8 of 16 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
g. STP lamp momentarily turns ON

h. Red PULL UP annunciator turns ON
i. "PULL UP" aural message is announced
j. "TERRAIN, TERRAIN, PULL UP" aural message is announced
k. The Terrain Awareness Display test pattern is displayed for 12 seconds
l. PULL UP annunciation turns OFF
m. Yellow GPWS and TERRAIN annunciations turn OFF
SOFTWARE AND TERRAIN DATABASE RELEASES CHECK

To verify the software and terrain database releases perform the following
actions:
a. Momentarily push the TEST/GS switch on the Miscellaneous/Reversionary
Panel
b. Level 1 Self Test starts
c. Push again TEST/GS switch
d. Self Test Level 2 "Current Faults" starts
e. Push again TEST/GS switch
f. Self Test Level 3 "System Configuration" starts
f1. "Part Number xxxx" is announced
f2. "Mod Status xxxx" is announced
f3. "Serial Number xxxx" is announced
f4. "Application Software Version xxx" is announced
f5. "Terrain database Version XXX" is announced
g. Push again TEST/GS switch and hold for more than 2 seconds to exit the Self
Test sequence
ENHANCED GROUND PROXIMITY WARNINGS/CAUTIONS

a. EGPWS WARNING: Any of the following conditions are regarded as an
EGPWS warning:
1. Activation of the voice warning: "PULL UP", "TERRAIN, TERRAIN, PULL
UP" or "OBSTACLE, OBSTACLE, PULL UP"
2. Activation of the red PULL UP annunciator

Rev. 6: Mar. 04, 2019 1105-2999 Page 9 of 16
P.180 AVANTI II

Rep. 180-MAN-0010-01100
b. EGPWS CAUTION. Any of the following conditions is regarded as an

EGPWS cautionary alert:
1. Activation of the EGPWS "CAUTION TERRAIN", "CAUTION OBSTA-
CLE", "TOO LOW TERRAIN", "SINKRATE", "DON'T SINK", "GLIDE-
SLOPE", "TOO LOW FLAPS" or "TOO LOW GEAR" voice alert.
2. Activation of the yellow GND PROX annunciator
RESPONSE TO EGPWS WARNINGS/CAUTIONS

a. When an aural "TERRAIN, TERRAIN, PULL UP" or "OBSTACLE,
OBSTACLE, PULL UP" or "PULL UP" warning occurs, apply maximum rated
thrust and smoothly but aggressively increase pitch to obtain maximum climb
performance until the warning ceases.
b. When an aural alert "CAUTION TERRAIN", "CAUTION OBSTACLE", "TOO
LOW TERRAIN", "SINKRATE", "DON'T SINK", "TOO LOW FLAPS" or "TOO
LOW GEAR" occurs, initiate corrective action to remove the cause of the
warning.
RESPONSE TO GLIDESLOPE DEVIATION ALERTS (MODE-5)

a. When an aural "GLIDESLOPE" alert occurs, initiate corrective action to fly the
airplane back to the glideslope centerline.
b. To inhibit nuisance messages (e.g., on backcourse approaches), the GS
switch on the Miscellaneous/Reversionary Panel can be pressed when the
aircraft is below 2000 feet AGL.
NOTE
The GLIDESLOPE aural alert in case of deviation between 1.2
and 2 dots will be clearly understandable only through the
headset.

Page 10 of 16 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
ADVISORY ALTITUDE CALLOUTS (MODE-6)

The following advisory callouts are provided in this installation:
– MINIMUMS MINIMUMS Occurs when the a/c is at DH or at MDA
height
– BANK ANGLE BANK ANGLE Occurs when roll attitude is excessive
– FIVE HUNDRED Occurs at 500 feet AGL
– TWO HUNDRED Occurs at 200 feet AGL
– ONE HUNDRED Occurs at 100 feet AGL
– FIFTY Occurs at 50 feet AGL
– FORTY Occurs at 40 feet AGL
– THIRTY Occurs at 30 feet AGL
– TWENTY Occurs at 20 feet AGL
– TEN Occurs at 10 feet AGL
“MINIMUMS-MINIMUMS” CALLOUT
This callout is available for DH or MDA settings between 1000 feet AGL and 10
feet AGL. This callout will override an altitude callout set for the same height
AGL.
NOTE
"MINIMUMS MINIMUMS" callout is available only for Precision
Approaches.
FIVE HUNDRED FEET CALLOUT

Provides a "FIVE HUNDRED" feet callout during non-precision approaches.

Rev. 6: Mar. 04, 2019 1105-2999 Page 11 of 16
P.180 AVANTI II

Rep. 180-MAN-0010-01100
EGPWS ANNUNCIATORS AND CONTROLS

The following annunciators and controls are associated with the EGPWS:
Annunciator/ Color Location Function

Control
PULL UP Red Both PFDs PULL UP alerts
GND PROX Yellow Both PFDs GPWS alerts
GPWS Yellow Both PFDs GPWS fail
TERRAIN Yellow Both PFDs TAD and TCF are
inoperative
TEST N/A GS OFF/TEST switch on the EGPWS press to self-
Reversionary/Miscellaneous Panel test
GS Cancel N/A GS OFF/TEST switch on the Press to cancel GS
Reversionary/Miscellaneous Panel function (below 2000 ft)
GS Amber GS lamp on the Reversionary/ On when GS alerts are
Miscellaneous Panel manually canceled
FLAP OVR N/A FLAP OV switch on the Inhibits GPWS Mode
Reversionary/Miscellaneous Panel 4B “Too Low Flaps”
alert (pilot manually
reset)
OVR Amber OVR lamp on the Reversionary/ On when flap override
Miscellaneous Panel function is selected
INHIBIT N/A INHIBIT switch on the Reversionary/ Manual inhibiting of
Miscellaneous Panel TAD and TCF features
INHB Amber INHB lamp on the Reversionary/ On when the TAD and
Miscellaneous Panel TCF features are
inhibited
STEEP APR N/A STEEP APR switch not operative No function available
STP Amber STP lamp on the Reversionary/ On when the steep
Miscellaneous Panel approaches are
enabled
WX Radar Range RANGE selector on DCP-3001
NOTE - Steep Approach function switch is NOT operative
CAUTION
When the airplane is approaching an airport not contained in
EGPWS Database and a Steep Approach maneuver is
performed, spurious Mode 1 Alert (Pull UP) may occur.

Page 12 of 16 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
DISPLAY "POP-UP" AND AUTO-RANGING

Two additional features are provided for the EGPWS terrain display: the display
"pop-up" feature and the display auto-ranging feature. This features are available
on MFD only.
a. Pop-Up: In the event of a terrain alert, the display will automatically switch to
display terrain. The display may be manually selected to display weather
radar if desired, when the terrain alert has ceased.
b. Auto-Ranging: In the event of a terrain alert, when the display automatically
switches to display terrain the display range automatically switches to a
default (10 NM) range to provide the highest resolution image of the terrain. A
magenta range ring or range indication will display if the selected range on
the display does not match the Pop-Up range.
USE OF THE TERRAIN (OR OBSTACLE) AWARENESS DISPLAY

The Terrain (or Obstacle) alerting is shown on both PFDs. A scanning blue
marker may appear on the display and an area wide terrain picture will be seen.
CAUTION
The display is not intended for navigation purposes.
The Terrain (or Obstacle) Awareness Display is intended to
serve as a situational awareness tool only, and may not provide
the accuracy and/or fidelity on which to solely base terrain
avoidance maneuvering.
Weather radar and terrain information cannot be displayed simultaneously on a
single display being mutually exclusive. For operation near convective activity,
pilots may select weather display on one display, and terrain on the other. If only
one display is operational, the crew should use the weather radar display as
usual.
ALERT PRIORITIES
When any of the EGPWS alert lamps are illuminated, the TCAS is placed in TA
ONLY mode inhibiting all TCAS aural messages.
The following table lists the priority of the warning and cautions:

Rev. 6: Mar. 04, 2019 1105-2999 Page 13 of 16
P.180 AVANTI II

Rep. 180-MAN-0010-01100
EGPWC Alert
(Rank)
1 Mode 1 Pull Up
2 Mode 2 Pull Up
3 Terrain Awareness Warning
4 Obstacle Awareness Warning
5 Mode 2 Terrain
6 Mode 6 Minimums
7 Terrain Awareness Caution
8 Obstacle Awareness Caution
9 Mode 4 Too Low Terrain
10 TCF Too Low Terrain
11 Mode 6 Altitude Callouts
12 Mode 4 Too Low Gear
13 Mode 4 Too Low Flaps
14 Mode 1 Sinkrate
15 Mode 3 Don’t Sink
16 Mode 5 Glideslope
17 Mode 6 Bank Angle
SYSTEM CONSTRAINTS
The terrain database, displays and alerting algorithms currently account for
limited cataloged human-made obstructions within the United States, Europe,
parts of Canada and the Caribbean. If obstacle data is not in the database for a
particular obstacle, Obstacle Awareness alerting is not available for that obstacle.
If the TAD and TCF features of the EGPWS have been inhibited, the EGPWS will
revert to basic GPWS protection (Mode 1-6). In this standard GPWS condition,
the system may give no advance warning time for flight into precipitous terrain
where there are few or no preceding obstructions. If the aircraft is flown toward
obstructing terrain, the GPWS will give no warnings if all the following conditions
apply:
– The aircraft is in landing configuration
– The aircraft is in a stabilized descent at a normal approach descent rate
– There is no ILS Glideslope signal being received by the EGPWS System
Terrain clearances or descent rates during radar vectoring that are not
compatible with those required by the minimum regulatory standards for Ground
Proximity Warning equipment may cause unwanted warnings or alerts.

Page 14 of 16 1105-2999 Rev. 6 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3 - EQUIPMENT LIST
be completed with the following data when Honeywell MK III Enhanced Ground
Proximity Warning System (EGPWS) is installed:

34 NAVIGATION
DETERMINING
EGPWS SYSTEM
– EGPWS Computer 3.20 -9.25 -0.29 1
965-1210-026 s/w rel. 026
– Mounting Tray 0.55 -9.25 -0.05 1
405-0383-001
– Miscellaneous/Reversionary Panel 1.76 15.78 0.27 1
80-00786-003

Rev. 6: Mar. 04, 2019 1105-2999 Page 15 of 16
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 16 of 16 1105-2999 Rev. 6 : Mar. 04, 2019

Supplement 25 FA2100 CVDR (8 Pages)
SUPPLEMENT NO. 25
FOR
L-3 COMMUNICATIONS FA2100CVDR
COCKPIT VOICE AND FLIGHT DATA RECORDER
[Mod. 80-0929, 80-1148, 80-1160, 80-1069 or relevant S.B.]

[Mod. 80-1361 for MSN 3001+]
Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.
0 -- First Issue June 15, 2012
1 1 Cover, LOR and LOEP updated for June 27, 2012

reference to Mod. 80-1069 (issued June 26, 2012)

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
Date:March 09, 2015

campaign (for MSN 3001+ airpl.). EASA.21J.685

Date: Mar. 04, 2019

List of Effective Pages

Page 1 2 3 4 5 6 7 8
Rev. 5 5 5 5 5 5 5 5
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 5 5 5 5 5 5

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the L-3 Communications
FA2100CVDR Cockpit Voice and Flight Data Recorder is installed.
The FA2100CVDR Cockpit Voice and Flight Data Recorder allows storing up to
one hundred and twenty (120) minutes of cockpit audio and at least twenty-five
(25) hours of flight data. The equipment is provided with an Underwater Locator
Beacon (ULB).

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The FA2100CVDR Cockpit Voice and Flight Data Recorder system has been
demonstrated to be compliant with CS23 applicable Airworthiness Requirements.
No assessment about compliance with Operational Requirements is provided.

PREFLIGHT CHECK
Conduct Preflight Self Test as follows:
1. Press CVDR TEST button on CVDR Test Panel.
2. All the CVR/FDR/FDAU lamps are lit if the system is operating properly.
3. Press CVDR TEST button again to turn off the CVR/FDR/FDAU lamps.
If the test above reported has not been successfully completed, the CVR section
of the system can be tested separately:
4. Press and hold the CVR control unit TEST button firmly for at least five
seconds and then release. This initiates the CVR Self Test.
5. Self test is passed if the CVR control unit green TEST lamp stays ON as
long as the TEST button is pressed.
NOTE
The recording will resume if the shutdown signal goes inactive
or upon activation of the "Push-to-test" function. If the recording
is resumed due to execution of the "Push-to-test", the recording
will again cease within 10 minutes if the shutdown signal is still
active.

Page 4 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
IMPACT SWITCH CHECK

After either a flight in turbulent air or a hard landing the impact switch warning
light should be checked: the unit resetting is required if the warning light is
illuminated.

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II
Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the FA2100CVDR Cockpit Voice and
Flight Data Recorder is installed.

31 INDICATING & RECORDING SYST.

31-30 RECORDERS
COCKPIT VOICE AND FLIGHT DATA
RECORDER
– FA2100 Recorder w/ ULB 10.50 328.50 34.50 1
– Cockpit Area Microphone S056 0.20 16.70 0.03 1
– S 750 Mini FDAU 5.50 227.00 12.48 1
– Three Axis Accelerometer 0.80 200.50 1.60 1
L-3 Communications 17A717-03-00
– CVDR Test Panel 0.085 49.00 0.04 1
Piaggio Aero Ind. 80K119081-401
– Control Unit S261 0.50 50.10 0.25 1
– Impact Switch 1.00 212.00 2.12 1
Aerodyne Control Corp.
6895-S-4-X-3-3

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 5 : Mar. 04, 2019

Supplement 26 HF-9000 Comm. System (8 Pages)
SUPPLEMENT NO. 26
FOR
ROCKWELL COLLINS HF-9000
COMMUNICATION SYSTEM
[Mod. 80-1041, 80-1162 or relevant S.B.]

[Mod. 80-1363 for MSN 3001+]
Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.
0 -- First Issue Oct. 24, 2012

(issued Oct. 02, 2012)

Date: Dec. 12, 2014

and 3001+ DOA No.
EASA.21J.220
Date:March 09, 2015
3 Shifted: Rev.2 has been issued

erroneously with pages marked by
Rev.3.
4 Cover page Revision issued to add Design Change Rev. 4 is approved

number following Design Change under the authority of
number re-identification campaign (for DOA No.
MSN 3001+ airpl.). EASA.21J.685

Date: Mar. 04, 2019
Issued: Oct. 02, 2012 SUPPLEMENT 26


Page 1 2 3 4 5 6 7 8
Rev. 5 5 5 5 5 5 5 5
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 5 5 5 5 5 5
SUPPLEMENT 26 Issued: Oct. 02, 2012

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
Manual (rep. 180-MAN-0020-01101) when the Rockwell Collins HF-9000
Communications System is installed.
High Frequency radio communications allow reliable long range transmission
and reception over distances of thousands of miles. This makes HF radio
particularly useful when flying over vast water surfaces or desert land areas
where VHF communications, limited to line of sight transmission, are out of
reach.
Issued: Oct. 02, 2012 Appr. DOA EASA.21J.685 SUPPLEMENT 26

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100


WARNING
When performing a HF radio check on the ground, make certain
that all personnel are clear of the HF probe antenna before
transmitting. Serious HF burns can result from direct contact
with the antenna when the system is transmitting.
NOTE
ADF system is inhibited during HF COM transmission
PREFLIGHT CHECK
REAR FUSELAGE
HF probe antenna - CHECK FOR INSTALLATION AND CONDITION
BEFORE ENGINE STARTING

BEFORE ENGINE SHUTDOWN

SUPPLEMENT 26 EASA Approved Issued: Oct. 02, 2012

Page 4 of 8 1105-2999 Rev. 3 : March 09, 2015
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SUPPLEMENT 26 Appr. DOA EASA.21J.685 Issued: Oct. 02, 2012

Page 6 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the Rockwell Collins HF-9000 HF

23 COMMUNICATIONS
23-10 SPEECH COMMUNICATIONS
HF-9000 COMM SYSTEM
– Transceiver HF-9031A 19.00 333.70 63.42 1
Rockwell Collins 822-0101-002
– HF Transceiver Mount MT-9030A 2.38 333.70 7.95 1
– Antenna Coupler HF-9042 12.00 386.73 46.38 1
– HF External Element EX-9043A 5.95 400.35 23.83 1
– HF Antenna KAC992 1.00 464.00 4.64 1
Bendix King 071-01272-0001

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 5 : Mar. 04, 2019

Supplement 27 Concorde Battery RG-380E/40L (8 Pages)
SUPPLEMENT NO. 27
FOR
CONCORDE RG-380E/40L
LEAD ACID BATTERY
[Mod. 80-1060 or relevant S.B. or 80-1389 for MSN 3001+]

Rev. 4: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.
0 -- First Issue Dec. 17, 2012


Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
Date:March 09, 2015

Date: May 29, 2018

Date: Mar. 04, 2019


Page 1 2 3 4 5 6 7 8
Rev. 4 4 4 4 4 4 4 4
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 4 4 4 4 4 4

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
This Supplement must be attached to the Approved Airplane Flight Manual (rep.
180-MAN-0010-01100) when the CONCORDE Battery RG-380E/40L model is
installed (with Mod. N. 80-1060 or relevant Service Bulletin) on the airplane.
The Concorde Battery P/N RG380E/40L is a valve regulated lead-acid type,

equipped with a temperature sensor.
It consists of twelve 2 volt cells connected in series with a nominal capacity of
38Ah.
The cells are enclosed by an outer fire resistant housing that incorporates the
battery hold down.

Rev. 4: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Limitations of § 2.18.1 "Nickel-Cadmium Battery Limitation" of the basic AFM is
applicable without modifications also for Concorde Lead Acid Battery:
2.18.1 LEAD ACID BATTERY LIMITATION

No battery engine starting must be attempted if the bus voltage is lower than 23.0
VDC or battery temperature is over 120°F (BAT TEMP caution light ON).
No takeoffs authorized with temperature indication over 150°F (BAT OVHT
warning light ON).


Paragraph 4.3.3 of the basic AFM is updated only for the squared NOTE in the
following:
NORMAL START
WARNING
power unit (GPU).

Page 4 of 8 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
When the Concorde lead acid battery is installed in the airplane,
it is recommended to perform first engine start using battery
power without the support of a GPU if the ambient temperature
is below 0°C (32°F). This procedure warms the battery and
improves its charge acceptance. Failure to use the battery for
engine starting in cold temperatures may result in an
uncharged battery and insufficient emergency power.
GPU start is made with the battery switch set to BAT. When the GPU is
CAUTION
Set the anticollision light to GND.

Power lever should be set to IDLE and condition lever to CUT OFF.
The fuel firewall shutoff valves should be OPEN.
Fuel pumps should be checked for proper operation. Set left pump switch to
STBY position: amber L FUEL PRESS light should be off and amber L FUEL
PUMP light should be on: set the switch to MAIN position, both lights should be
off.
Repeat the same procedure for the right pump.
Turn the fuel pump switch to MAIN and check off the fuel pressure amber light.
Bleed air switches should be OFF. Ignition switch should be in NORM position.
Verify if the propeller is clear and set the engine start switch to START.
When engine speed reaches 13% NG advance the condition lever to GROUND
IDLE. Engine temperature ITT must not exceed a maximum of 1000°C for more
than 5 seconds. Observe NG and oil pressure rise; at about 40% NG, the engine
start switch will automatically disengage.

Rev. 4: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE
disengage. Retard the condition lever to GROUND IDLE.
With the engine at ground idle setting, the following indications should be read on
the MFD (engine indication section):
a. engine temperature (ITT) 750°C maximum,
b. oil pressure minimum 60 psi,
c. oil temperature 110°C maximum,
d. engine speed 54% NG minimum,
e. propeller speed 900 RPM minimum.
Advance the condition lever to FLIGHT IDLE.

Disconnect the GPU unless needed for second engine start.
If GPU has not been used or is disconnected turn ON the generator: the
corresponding amber light on the annunciator panel will extinguish.
Check for a positive generator load reading (L/R GEN AMPS) and a voltage level
reading (BUS VOLTS) of 27.5 to 28 volts: these checks are accomplished
selecting the System Page on the Multifunction Display (MFD).
Turn the hydraulic pump switch to HYD and observe a reading of about 1000
PSI; check off the amber HYD PRESS light on the annunciator panel.
4.3.22 COLD WEATHER OPERATION

During cold weather operations, when Concorde lead acid battery is installed,
make sure that battery temperature is above 0°C.

Page 6 of 8 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Rev. 4: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 8 of 8 1105-2999 Rev. 4 : Mar. 04, 2019

Supplement 28 LPV, APV-BARO temp. compensation (8 Pages)
SUPPLEMENT NO. 28
FOR
LPV, APV-BARO TEMP COMPENSATION (MOD. 80-1066) OR
LPV, APV-BARO TEMP COMP. AND VIDEO INPUT (MOD. 80-1067)
[Mod. 80-1066 / 80-1067 or related S.B. n. 80-0401 / 80-0397]

[Mod. 80-1370 for MSN 3001+]
Rev. 5: Mar. 04, 2019
LOG OF REVISIONS
Rev.

(issued May 16, 2013)

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
Date:March 09, 2015
3 1, 3 to 8 Text updating according to EASA EASA Approval:

3.C to 8.C AMC 20-27 and according to EASA N. 10055238
SIB 2014-14 (Removal of limitation Oct. 26, 2015
at point “f.” of paragraph “VNAV”) (issued Apr.13, 2015)

Date: May 29, 2018

Date: Mar. 04, 2019


Page 1 2 3 4 5 6 7 8
Rev. 5 5 5 5 5 5 5 5
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 5 5 5 5 5 5

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
180-MAN-0010-01100) when the “LPV, APV-Baro temp compensation” (Mod. N.
80-1066) or “ LPV, APV-Baro temp compensation and video input” (Mod. 80-
1067) is installed (or respective relevant S.B.80-0401 / 80-0397 is installed) on
the airplane.
The primary objective of DMT 80-1066 (SB 80-0401) is to activate the following
functionalities of the existing A/C Flight Management System:
– "SBAS LPV (Localizer Performance with Vertical Guidance)
Approach capability”
– "“RNP Approaches with Barometric Temperature
Compensation”
In addition to the above mentioned functionalities, DMT 80-1067 (SB 80-0397)
enables the following capability of the MFD display:
– "Video Input for the Multi Function Display (MFD).
LPV (Localizer Performance with Vertical guidance) procedures are a type of

precision approach procedures where the autopilot computes both the horizontal
and vertical guidance based on the SBAS augmented GPS position.
LPV procedures enables automatic descent down to 200 ft over the runway
altitude, in a way similar to the ILS (Instrumental Landing System) Cat-I
procedures.
This technology enables full IFR precision approaches capabilities even on small
airports, not equipped with expensive ground infrastructure.
The Temperature Compensation enhances the performances of APV-Baro
(Approach Procedure with Barometric Vertical guidance) approach procedures.
RNP Approaches are procedures where the horizontal guidance is based on
GPS, while the vertical guidance is based on the Barometric Altimeter.
Barometric Altimeters are susceptible to atmospheric-related error, and when the
temperature is colder than standard ISA (International Standard Atmosphere),
this error can become significant, producing a computed altitude greater than the
real aircraft altitude.

Rev. 5: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
Because of the above mentioned behavior, usually the Barometric Approach

procedures do specify a minimum temperature for which the procedure can be
flown. In this way the maximum Barometric Altimeter error related to the cold
temperature is taken into account in order to guarantee that the aircraft will never
go below the Obstacle Clearance Altitude (OCA) in an uncontrolled way.
With the Temperature Compensation enabled on the FMS the pilot can specify
the current ground temperature. The system will use that information to correct
the Barometric Altimeter readings in order to nullify the errors related to the cold
temperature.
In such a way APV-Baro approach procedures can be safely flown even below
the prescribed cold temperature limit.
The Video Capability enables the baseline MFD to display video images in the
same area normally used for the electronic charts.
This could be used to display images from an Enhanced Vision System (EVS)
external camera, from a Mission or Flight Inspection System (MMS or FIS) or
from a Forward-Looking Infrared turret (FLIR).

Page 4 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Paragraph “g.” of basic AFM is added by the following point 7 .
specifications of:

airspace.
6. Operation in U.S. Terminal and En Route Area Navigation (RNAV1) air-
space in accordance with FAA AC No. 90-100A.
This does not constitute an operational approval to operate in such air-
space.
7. LNAV Operation in RNP 1 airspace in accordance with FAA AC No.
20-138C and EASA AMC 20-27. This does not constitute an opera-
tional approval to operate in such airspace.

Rev. 5: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
VNAV
The paragraph VNAV of the basic AFM is updated with the following text in bold
characters:
CAUTION
specifications of VNAV operation in accordance with FAA AC 20-129, FAA
AC 20-138C and EASA AMC 20-27. Such VNAV approaches must be flown
utilizing either the flight director or autopilot. This does not constitute an
f. [Removed]
g. VNAV approach guidance to a DA where the reported surface
specified on the applicable RNAV approach procedure chart is
authorized provided the temperature compensation function is
correctly enabled, activated and proper data are loaded.
h. For Baro-VNAV operation, LH and RH displayed altitudes must be
cross-checked during the approach, particularly when determining the
DA.
i. Use of temperature compensation outside the Final Approach Segment
requires authorization from relevant NAA.
j. Baro-VNAV approaches are not authorized at airports with remote
altimeter settings.

Page 6 of 8 1105-2999 Rev. 5 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The paragraphs RNP Approaches and LPV Approaches are to be added to the
basic AFM, after VNAV paragraph:
RNP APPROACHES
Provided the FMS is receiving adequate usable sensor inputs, it has been
specifications required for conduction of RNP approaches in accordance with
FAA AC20-138C and EASA AMC 20-27 down to LNAV/VNAV minima.
This does not constitute an operational approval.
LPV APPROACHES
The paragraph LPV approaches is to be added to the basic AFM, after VNAV
paragraph:
specifications required for conduction of LPV approaches in accordance with
FAA AC20-138C and EASA AMC 20-28.
a. During LPV APPR Operations:
– Flight director and/or autopilot must be used, the active flight director mode
must be “VGP” or “VPATH”,
– Present position (PPOS) map must be selected such that lateral path
deviations are evident, recommended to be an outer range of 25 NM or less,
and
– Missed approach must be executed and LPV vertical deviation must not be
used if:
– Lateral deviation is at or beyond full scale deflection, or
– The flight director mode is not VGP or VPATH.
b. The FMS must not be operated to a GLS or LP minimum.
NOTE
Selection of the GLS or LP approach from the FMS navigation
database is not possible.
c. When operating in IMC conditions it is forbidden to flight plan an alternate
airport based on an RNAV (GPS) LP/LPV or LNAV/VNAV approach.
The alternate airport must be flight planned using an LNAV approach or
available ground-based approach aid. However, once at the alternate airport,
the pilot may perform an RNAV(GPS) LP/LPV or LNAV/VNAV approach if the
equipment indicates integrity is available to support the approach.

Rev. 5: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Should any of the following indications be observed on the PFD during the
execution of an LPV approach and the procedure DH/DA minima has not been
already reached, perform a go around/missed approach procedure:
1. "VGP" or "VPATH" Green Flag NOT in view

2. "NO APPR" Amber flag in view
3. "APPR NOT AVAILABLE" Amber Flag in view
and in case of (not directly associated to LPV capabilities):
Should the following indications be observed on the PFD during the execution of
an LPV approach and the procedure minima has not been already reached, the
Pilot may continue the approach using LNAV/VNAV DH/DA minima:
1. USE LNAV MINIMUM" Amber Flag in view
Refer to “FMS-3000 v4.1 Flight Management System for the Piaggio P-180
Operator's Guide” doc. N. 523-0818105 at the latest revision.


Page 8 of 8 1105-2999 Rev. 5 : Mar. 04, 2019

Supplement 29 LPV, APV-BARO for FIS equipped a/c (10 Pages)
SUPPLEMENT NO. 29
FOR
LPV, APV-BARO TEMP COMP. AND VIDEO INPUT (MOD. 80-1067)
FOR FLIGHT INSPECTION SYSTEM EQUIPPED AIRPLANES
[S.B. n. 80-0398 based on Mod. 80-1067]

Rev. 4: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

(issued May 16, 2013)

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
3 1, 3, 5 to 9 Text updating according to EASA EASA Approval:

5.C to 9.C AMC 20-27 and according to EASA N. 10055238
SIB 2014-14 (Removal of limitation Oct. 26, 2015
at point “f.” of paragraph “VNAV”) (issued Apr.13, 2015)

Date: Mar. 04, 2019


Page 1 2 3 4 5 6 7 8 9 10
Rev. 4 4 4 4 4 4 4 4 4 4
Page 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C

Rev. 4 4 4 4 4 4 4 4

P.180 AVANTI II
Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
180-MAN-0010-01100) when the “ LPV, APV-Baro temp compensation and video
input” (Mod. 80-1067 or SB 80-0398) is installed on the airplane also equipped
with Flight Inspection System.
DMT 80-1067 (or SB 80-0398) enables the following functionalities of the
existing A/C Flight Management System:
– "SBAS LPV (Localizer Performance with Vertical Guidance)
Approach capability
– "“RNP Approaches with Barometric Temperature
Compensation
– "Video Input for the Multi Function Display (MFD).
LPV (Localizer Performance with Vertical guidance) procedures are a type of

precision approach procedures where the autopilot computes both the horizontal
and vertical guidance based on the SBAS augmented GPS position.
LPV procedures enables automatic descent down to 200 ft over the runway
altitude, in a way similar to the ILS (Instrumental Landing System) Cat-I
procedures.
This technology enables full IFR precision approaches capabilities even on small
airports, not equipped with expensive ground infrastructure.
The Temperature Compensation enhances the performances of APV-Baro
(Approach Procedure with Barometric Vertical guidance) approach procedures.
RNP Approaches are procedures where the horizontal guidance is based on
GPS, while the vertical guidance is based on the Barometric Altimeter.
Barometric Altimeters are susceptible to atmospheric-related error, and when the
temperature is colder than standard ISA (International Standard Atmosphere),
this error can become significant, producing a computed altitude greater than the
real aircraft altitude.
Because of the above mentioned behavior, usually the Barometric Approach
procedures do specify a minimum temperature for which the procedure can be
flown. In this way the maximum Barometric Altimeter error related to the cold

Rev. 4: Mar. 04, 2019 1105-2999 Page 3 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
temperature is taken into account in order to guarantee that the aircraft will never
go below the Obstacle Clearance Altitude (OCA) in an uncontrolled way.
With the Temperature Compensation enabled on the FMS the pilot can specify
the current ground temperature. The system will use that information to correct
the Barometric Altimeter readings in order to nullify the errors related to the cold
temperature.
In such a way APV-Baro approach procedures can be safely flown even below
the prescribed cold temperature limit.
The Video Capability enables the baseline MFD to display video images in the
same area normally used for the electronic charts. This could be used to display
images from an Enhanced Vision System (EVS) external camera, from a Mission
or Flight Inspection System (MMS or FIS) or from a Forward-Looking Infrared
turret (FLIR).

Page 4 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II
Rep. 180-MAN-0010-01100

Paragraph “g.” of basic AFM is added by the following point 7 .
specifications of:

airspace.
6. Operation in U.S. Terminal and En Route Area Navigation (RNAV1) air-
space in accordance with FAA AC No. 90-100A.
This does not constitute an operational approval to operate in such air-
space.
7. LNAV Operation in RNP 1 airspace in accordance with FAA AC No.
20-138C and EASA AMC 20-27. This does not constitute an opera-
tional approval to operate in such airspace.

Rev. 4: Mar. 04, 2019 1105-2999 Page 5 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
VNAV
The paragraph VNAV of the basic AFM is updated with the following text in bold
characters:
CAUTION
specifications of VNAV operation in accordance with FAA AC 20-129, FAA
AC 20-138C and EASA AMC 20-27. Such VNAV approaches must be flown
utilizing either the flight director or autopilot. This does not constitute an
f. [Removed]
g. VNAV approach guidance to a DA where the reported surface
specified on the applicable RNAV approach procedure chart is
authorized provided the temperature compensation function is
correctly enabled, activated and proper data are loaded.
h. For Baro-VNAV operation, LH and RH displayed altitudes must be
cross-checked during the approach, particularly when determining the
DA.
i. Use of temperature compensation outside the Final Approach Segment
requires authorization from relevant NAA.
j. Baro-VNAV approaches are not authorized at airports with remote
altimeter settings.

Page 6 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II
Rep. 180-MAN-0010-01100
The paragraphs RNP Approaches and LPV Approaches are to be added to the
basic AFM, after VNAV paragraph:
RNP APPROACHES
specifications required for conduction of RNP approaches in accordance with
FAA AC20-138C and EASA AMC 20-27 down to LNAV/VNAV minima.
LPV APPROACHES
The paragraph LPV Approaches is to be added to the basic AFM, after VNAV
paragraph:
CAUTION
While conducting LPV approaches no alerts for excessive
downward deviation from the glide path are provided
specifications required for conduction of LPV approaches in accordance with
FAA AC20-138C and EASA AMC 20-28.
a. During LPV APPR Operations:
– Flight director and/or autopilot must be used, the active flight director mode
must be “VGP” or “VPATH”,
– Present position (PPOS) map must be selected such that lateral path
deviations are evident, recommended to be an outer range of 25 NM or less,
and
– Missed approach must be executed and LPV vertical deviation must not be
used if:
– Lateral deviation is at or beyond full scale deflection, or
– The flight director mode is not VGP or VPATH.
b. The FMS must not be operated to a GLS or LP minimum.
NOTE
Selection of the GLS or LP approach from the FMS navigation
database is not possible.
c. When operating in IMC conditions it is forbidden to flight plan an alternate
airport based on an RNAV (GPS) LP/LPV or LNAV/VNAV approach.
The alternate airport must be flight planned using an LNAV approach or
available ground-based approach aid. However, once at the alternate airport,
the pilot may perform an RNAV(GPS) LP/LPV or LNAV/VNAV approach if the
equipment indicates integrity is available to support the approach.

Rev. 4: Mar. 04, 2019 1105-2999 Page 7 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
2.27 PLACARDS
FLIGHT COMPARTMENT PLACARDS
Paragraph 2.27 of basic AFM is added by the following point 14.
14. Above pilot and copilot PFD outboard of Master Warning/Caution
Annunciator Panel
NO EXCESSIVE DOWNWARD
DEVIATION ALERTS
DURING LPV APPROACHES

Should any of the following indications be observed on the PFD during the
execution of an LPV approach and the procedure DH/DA minima has not been
already reached, perform a go around/missed approach procedure:
1. "VGP" or "VPATH" Green Flag NOT in view
2. "NO APPR" Amber flag in view
3. "APPR NOT AVAILABLE" Amber Flag in view
and in case of (not directly associated to LPV capabilities):
Should the following indications be observed on the PFD during the execution of
an LPV approach and the procedure minima has not been already reached, the
Pilot may continue the approach using LNAV/VNAV DH/DA minima:
1. USE LNAV MINIMUM" Amber Flag in view

Page 8 of 10 1105-2999 Rev. 4 : Mar. 04, 2019
P.180 AVANTI II
Rep. 180-MAN-0010-01100


Rev. 4: Mar. 04, 2019 1105-2999 Page 9 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 10 of 10 1105-2999 Rev. 4 : Mar. 04, 2019

Supplement 30 CPDLC System (8 Pages)
SUPPLEMENT NO. 30
FOR
CPDLC - CONTROLLER PILOT DATA LINK
COMMUNICATION SYSTEM
(MOD. 80-1005 or related S.B.)

Rev. 3: Mar. 04, 2019
LOG OF REVISIONS

No.
0 -- First Issue February 04, 2014

(issued Oct. 09, 2013)

Date: Dec. 12, 2014

1105-2999 and 3001+ DOA No.
EASA.21J.220
Date:March 09, 2015
3 All Revision issued for page Logo Rev. 3 is approved

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8
Rev. 3 3 3 3 3 3 3 3
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 3 3 3 3 3 3
Issued: Oct. 09, 2013 SUPPLEMENT 30

SUPPLEMENT 30 Issued: Oct. 09, 2013

Page 2 of 8 Rev. 3 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
180-MAN-0010-01100) and Weight and Balance Manual (rep. 180-MAN-0020-
01101) when the “Controller Pilot Data Link Communication System” (Mod. N.
80-1005 or related S.B.) is installed on the airplane.
Airplane Flight Manual and Weight and Balance Manual only in those areas listed
herein.
Supplement, consult the basic Airplane Flight Manual.
CPDLC - Pilot's Guide doc. n. 523-0790130-003117 "CMU-900, CMU-4000, RIU-
40X0 Controller/Pilot Data Link Communication (CPDLC) Application -
Operator's Guide" has to be carried on board when CPDLC system is installed
and operative.
ACRONYMS
ATN Aeronautical Telecommunication Network
ATS Air Traffic Service
CDU Control and Display Unit
CMU Communication Management Unit
CPDLC Controller/Pilot Data Link Communication
MSG Message
The CPDLC system supplements routine ATC instructions and requests normally
given by voice communications. The system interfaces the crew by means of an
Annunciator on the pilot's instrument panel, by the CDU and by an aural tone
device dedicated to this system.
The CPDLC System has been demonstrated to comply with the applicable
safety, performance and interoperability requirements of EUROCAE ED-120
(incl. change 1 and 2) and ED-110B.
ANNUNCIATORS
The CPDLC System Annunciator is installed on the Pilot's Instrument Panel, on
the left-upper side of the PFD.
Visual and aural annunciations are provided to inform the crew about a new ATS
message alert.

Rev. 3: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The Visual Annunciator is divided horizontally into two sections:
The ATC MSG Annunciator - WHITE on black background - incandescent light

installed on the Instrument Panel is controlled by the CMU and is lighted in the
same time the corresponding audible tone is heard. It indicates that the system
has received a New, Open or Standby uplink message (see CPDLC - Pilot's
Guide in ANNEX F for more details - doc. n. 523-0790130-003117 CMU-900,
CMU-4000, RIU-40X0 Controller/Pilot Data Link Communication (CPDLC)
Application - Operator's Guide).
The LINK FAIL Annunciator - YELLOW on black background - light installed on
the Instrument Panel is also controlled by the CMU. It indicates an unexpected
disconnect occurred after a successful ATC connection. The message is
disabled by selecting the STATUS page (see CPDLC - Pilot's Guide in ANNEX F
for more details).
Aural Annunciator:
ATC Message Tone - the aural tone triggered by the ATS message is 700 Hz
lasting 2 seconds with 1 second pause between.
Both ATC MSG Annunciator and Tone are switched off when the pilot responds
to the message.
COMMUNICATION MANAGEMENT UNIT (CMU)
The CMU is used to manage various data communications between the aircraft
and the ground. It acts as an interface between the datalink radios and the rest of
the aircraft by performing the functions of a router for various communications.
CMU I/O Interfaces:
– Configuration of the specific aircraft set of interfaces verification;
– Presence of input busses verification;
– Activity of input discrete verification;
– Testing of ATC alert;
– Connection status of VHF COMM #3 verification;
– Status of VHF COMM#3 verification.

Page 4 of 8 1105-2999 Rev. 3 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
CPDLC INHIBITION
The CPDLC System installation is only intended to be used in cruise flight phase
and for non-critical messaging. For this reason it is inhibited during takeoff and
landing. The main logic conditions for CPDLC inhibition are:
During takeoff:
1. Airspeed above 80 knots
2. Flap in mid position
3. Radio altitude below 400 feet
4. On ground or in air
During landing:
1. Radio altitude below 400 feet and descending;
2. Flap in down or mid position
3. In air
4. Airspeed above 40 knots
Furthermore, the CPDLC System is automatically logged off from the ATN
network 10 minutes after both WOW discrete signal and Cabin Door Open
discrete signal are set.
CPDLC COMMUNICATION PROTOCOLS
Operating the CPDLC system, the following specific protocols are available:
1. At any time, for a given aircraft - ATC pair, only one dialogue of a given type
will be open;
2. Each downlink message is uniquely identified for a given aircraft - ATC pair;
3. Each message is time stamped - it indicates the time that the message is
released by the initiator for onward transmission;
4. An indication is provided to the responder and to the initiator when a message
is rejected by the local system because the response is not received within the
required response time. The aircraft system is capable of indicating to the ATC
when a required response is not received within the required time;
5. The aircraft system detects the elapsed time since the message is received by
the system but not responded by the flight crew/controller. Upon expiration time
the aircraft system sends a response message to the ground system (notifying of
the time expiration) ;
6. The aircraft system prevents release of a response without flight crew action
with exception of time limitations for some of these messages which cause the
message to be discarded without pilot action. (e.g. timeouts) ;
7. The aircraft system is capable of detecting a corrupted message and it
prohibits operational processing of detected corrupted messages;
8. The aircraft system is able to determine the message initiator and whenever
an operational message is discarded an indication will be provided to the ground
system;

Rev. 3: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
1. The aircraft data link system has been demonstrated to comply with the
applicable safety, performance and interoperability requirements for
continental ATN B1 Data Link using VDL Mode-2, in accordance with
Commission Regulation (EC) No 29/2009.
2. The aircraft CPDLC System does support multi-frequency operation as
defined in ARINC Spec. 631-5.
3. The approval of installation of CPDLC system does not constitute an
operational approval for such system.
4. The CPDLC System installation is only intended to be used in cruise flight
phase and for non-critical messaging.

When Yellow Link Fail Annunciator becomes ON, the pilot has to switch to voice
communication with the ATC.

No changes to the normal procedures provided by Section 4 of the Approved

Page 6 of 8 1105-2999 Rev. 3 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3 - EQUIPMENT LIST
be completed with the following data when CPDLC - Controller Pilot Data Link
Communication System is installed:

23 COMMUNICATION
23-20 DATA TRANSMISSION
CPDLC SYSTEM
– Communication Management Unit 4.0 -15.11 -0.60 1
CMU 4000
822-1739-703
– Mount for CMU - MMT 130 0.49 -14.84 -0.07 1
622-9671-001
– External Compensation Unit 0.17 -7.00 -0.01 1
ECU 3000
822-1200-999
– VHF Communication - VHF 4000 3.50 -15.67 -0.54 1
822-1468-310
– Mount for VHF4000 - MMT 125 0.49 -14.72 -0.07 1
622-9670-002
– Antenna VHF COMM 1.43 -184.84 -2.64 1
VF10-347
– ATC Annunciator 0.04 -19.48 neglig. 1
631421-043

Rev. 3: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 3 : Mar. 04, 2019

Supplement 31 MTOW 11550 lbs for Avanti EVO (42 Pages)
SUPPLEMENT NO. 31
FOR
MTOW 11550 LBS OPTION FOR P.180 EVO AIRPLANES
(Mod. 80-1248)
Rev. 1: Mar. 04, 2019
LOG OF REVISIONS

No.


Date: Mar. 04, 2019

Page 1 2 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C 11.C 12.C 13.C 14.C 15.C 16.C 17.C 18.C 19.C 20.C 21.C 22.C 23.C
Rev. 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Page 24.C 25.C 26.C 27.C 28.C 29.C 30.C 31.C 32.C 33.C 34.C 35.C 36.C 37.C 38.C 39.C 40.C 41.C 42.C
Rev. 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Supplement no. 31 IS NOT applicable to

MSN 1105-2999 airplanes


Page 2 of 42 Rev. 1 : Mar. 04, 2019

Supplement 32 New A/C config. MSN 3005 (22 Pages)
SUPPLEMENT NO. 32
FOR
NEW AIRCRAFT CONFIGURATION FOR MSN 3005
[Mod. 80-1273 and 80-1305 and 80-1246 or 80-1266]

Rev. 2: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.
0 -- First Issue Rev.0 is approved

DOA No.
EASA.21J.220
Date: May 10, 2017
(issued: May 04, 2017)
1 Clarification added on Section 1 Rev.1 is approved

(General) under the authority of
DOA No.
EASA.21J.220
Date: July 31, 2017
(issued: July 19, 2017)

Date: Mar. 04, 2019

Page 1 2 3.C 4.C 5.C 6.C 7.C 8.C 9.C 10.C 11.C 12.C 13.C 14.C 15.C 16.C 17.C
Rev. 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
18.C 19.C 20.C 21.C 22.C

2 2 2 2 2

Rev. 2: Mar. 04, 2019 Page 1 of 22

Page 2 of 22 Rev. 2: Mar. 04, 2019
P.180 AVANTI II/EVO

Supplement 33 Flight Inspection Syst. provision (10 Pages)
SUPPLEMENT NO. 33
FOR
FLIGHT INSPECTION SYSTEM PROVISION
[Mod. 80-1290 and 80-1293 or related S.B.]

Rev. 1: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.
0 -- First Issue July 06, 2017

(issued June 14, 2017)

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8 9 10
Rev. 1 1 1 1 1 1 1 1 1 1
Page
Rev.
Supplement 33 is NOT applicable to MSN 3001+

(EVO) airplanes

P.180 AVANTI II/EVO

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
The Flight Inspection System (FIS) provision provides structural, electrical and
electro-avionics installations designed to allow the installation of a FIS System.
The Flight Inspection System and its provision are non-essential equipment.
Although the FIS provision provides some signals from the airplane’s certified
systems as inputs, the FIS system cannot be influence the certified avionics
systems.
Any failures of the FIS provision system are of negligible effect on the airplane.
Unserviceable or damaged components may be removed with negligible effect
on safety of flight operations in every condition.
From a Pilot/Copilot point of view, the following installation on the cockpit are
available:
– Two EHSI displays
– Power supply and audio management pushbuttons
– FIS Event pushbuttons
1.1 FIS PROVISION COCKPIT INTERFACES
FIS Provision Cockpit interfaces

Rev. 1: Mar. 04, 2019 1105-2999 Page 3 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
1.2 COCKPIT FIS PROVISION EHSI

For pilots guidance during flight inspection missions a dedicated FIS EHSI is
located on both sides of the instrument panel. It is inoperative and will be
controlled from the FIS System.
FIS PROVISION EHSI
1.3 FIS PROVISION POWER SWITCH/ANNUNCIATOR

Electrical power to the FIS system is controlled by an FIS PWR switch/
annunciator, located on the top of the RH instrument panel. This annunciator is
blank when the switch is selected off. When the switch is pressed to enable
power, the word FIS PWR in (green) is displayed. When the power is available,
the word ON (green) appears and the word FIS PWR remains illuminated.
NOTE: The audio for the FIS intercom is powered separately from the FIS
system and is not controlled by the FIS POWER switch.

Page 4 of 10 1105-2999 Rev. 1 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
1.4 FIS PROVISION INTERCOM SWITCH/ANNUNCIATORS

The FIS Intercom allows the flight and cabin crew to control the amount of talk on
the intercom by temporarily limiting the reception of intercom voice reception.
The switch positions for this function and the results of these positions are shown
in the table below; arrangement of the cockpit switch/annunciators is also shown.
NOTE - The operation could be different depending on FIS system functioning
(when installed)
Cockpit Switch Cockpit Hears Cabin Hears
AUDIO LCL COCKPIT NONE
AUDIO FIS ALL ALL
1.5 FIS PROVISION INTERCOM LOCAL SWITCH/ANNUNCIATOR

The cockpit intercom AUDIO LOCAL/ AUDIO FIS switch located on the RH
instrument panel allows the cockpit to isolate the FIS operator's Intercom. Select
LOCAL to isolate the cockpit intercom from the FIS operator.

Rev. 1: Mar. 04, 2019 1105-2999 Page 5 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
1.6 FIS PROVISION CALL ANNUNCIATOR

An illuminated Intercom CALL annunciator is located on the center instrument
panel to the right of the FIS Intercom switch/annunciator. It could be connected to
a call switch at the FIS Operator's station.
1.7 ELECTRIC POWER DISTRIBUTION

The cockpit FIS PWR switch makes available the 28 VDC electrical power from
the LH generator bus.The cockpit FIS PWR power switch also makes available a
115 VAC 400 Hz through the FIS inverter, powered at 28 VDC from the RH
generator bus.
An auto load-shedding feature is provided in the event of loss of a generator.
The FIS PWR switch/annunciator is located on the cockpit instrument panel.
Power for FIS audio and FIS Switches annunciator has a separate protection.

Page 6 of 10 1105-2999 Rev. 1 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
1.8 ANTENNAS
In the following picture, the location of the antennas provided by the FIS
provision installation are showed.

Rev. 1: Mar. 04, 2019 1105-2999 Page 7 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100
The following limitations are applicable to the installation of the FIS (Flight
Inspection System) provision:
2.1 FIS SYSTEM POWER

The Cockpit FIS PWR switch/annunciator must remain OFF (blank) unless there
is a FIS system installed and a FIS operator seated in the cabin.
Power may be supplied to FIS equipment at all normal phases of flight.
CAUTION
FIS provision can provide up to 100 A@28VDC and
2A@115VAC 400Hz
During ground operations, FIS provision may supply power via ground power
socket.
2.2 FIS EHSI

Two FIS EHSI’s are located in the cockpit instrument panel for Pilot and Copilot
each. When the FIS provision is installed and no FIS System is embodied, the
two FIS EHSI are inoperative.
3.1 LOSS OF AIRPLANE POWER

Failure of a generator or switching an operable generator OFF will automatically
turn off FIS provision power.
4.1 FIS POWER PROVISIONS USE

If FIS system is installed, power up the airplane according to Sect. 4 (Normal
Procedures) of the basic AFM.
1. Confirm System Operator seated at console and ready for power.
2. Select the cockpit FIS PWR switch on.
Verify that the green FIS PWR and ON captions on the switch illuminates.

Page 8 of 10 1105-2999 Rev. 1 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
4.2 BEFORE LANDING

1. Cockpit crew: CHECK the FIS PWR switch to OFF
4.3 COCKPIT-TO-FIS INTERCOM

If FIS system is installed:
1. For communications with FIS Operator:
• Select AUDIO FIS on the AUDIO LOCAL/AUDIO FIS switch annunciator.
2. To isolate cockpit from FIS cabin crew:
• Select AUDIO LOCAL
4.4 FIS EHSI

FIS EHSI are inoperative. If FIS system is installed, EHSI could be use only for
Flight Inspection Mission.
4.5 FIS ANNUNCIATORS AND LIGHTING

The day/night dimming of all FIS annunciators is performed with aircraft DIM/
BRIGHT switch, on the dimmer control panel.
The EHSI lighting will be automatically controlled by unit.
4.6 FIS ANNUNCIATOR TEST

The test of all FIS annunciator is performed with System Test selector set to
LAMP position.
4.7 FIS EVENT MARKER SWITCHES

Two FIS Event Marker switches are installed on the cockpit instrument panel.
One on the Pilot side and one on the Co-pilot side.
The Event Marker switches could be used to mark specific events for the Flight
Inspection System recorded data.

Rev. 1: Mar. 04, 2019 1105-2999 Page 9 of 10
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 10 of 10 1105-2999 Rev. 1 : Mar. 04, 2019
P.180 AVANTI II/EVO

Supplement 34 ADS-B OUT Transponders (8 Pages)
SUPPLEMENT NO. 34
FOR
ADS-B OUT TRANSPONDERS
[Mod. 80-1270 or related S.B. and 80-1280 or related S.B.]

Rev. 2: Mar. 04, 2019
LOG OF REVISIONS
Rev.
No.

(issued Sept. 26, 2017)
1 1,2, ADS-B OUT fail light new position Rev. 1 is approved

4.C and 5.C; added (for airplanes MSN 3001+) under the authority of
Added pages DOA No.
Supplement applicability extended to EASA.21J.220
from 3 to 8 airplanes MSN 1105-2999
Date: May 21, 2018

Date: Mar. 04, 2019

Page 1 2 3 4 5 6 7 8
Rev. 2 2 2 2 2 2 2 2
Page 3.C 4.C 5.C 6.C 7.C 8.C

Rev. 2 2 2 2 2 2
Issued: Sept. 26, 2017 SUPPLEMENT 34

P.180 AVANTI II/EVO
SUPPLEMENT 34 Issued: Sept. 26, 2017

P.180 AVANTI II

Rep. 180-MAN-0010-01100
SECTION 1 - GENERAL
This Supplement contains the information that must be attached to the Approved
Manual (rep. 180-MAN-0020-01101 when the Automatic Dependent Surveillance
Broadcast (ADS-B) Out system Transponder is installed on the airplane.
This Supplement is applicable when the ADS-B Out transponder is installed as a
single unit (Mod. 80-1270 or related S.B.) or when dual ADS-B Out unit is also
installed (Mod. 80-1280 or related S.B.) as secondary Transponder
In addition to the standard Modes (A, C, S EHS), the ADS-B Out capable
Transponder provides supplementary data regarding the actual position and
trend of the aircraft using dedicated squitters.
The following information are sent by the transponder:
a. Airborne Position (Position, Altitude, Type Code, Surveillance Status);
b. Surface Position (Position, Ground Speed, Heading or Track Angle; Type
Code);
c. Squitter Status;
d. Aircraft Identification and Category (Flight ID);
e. Airborne Velocity (Velocity over Ground - Velocity, Vertical Altitude Rate,
Altitude Difference - GNSS vs. Baro),
f. Airborne Velocity (Airspeed - Heading, Airspeed, Velocity/Altitude Rate);
g. Event Driven Information;
h. Aircraft Status (Priority/Emergency - Priority/Emergency Status and Mode A
Code);
i. Aircraft Status TCAS/ACAS RA Broadcast;
j. Aircraft Operational Status Airborne (NACp, NACv, VFOM);
k. Aircraft Operational Status Surface (NACp, NACv).
The installed ADS-B OUT system has been shown to meet the equipment
requirements of 14 CFR 91.227.

Issued: April 24, 2018 Appr. DOA EASA.21J.685 SUPPLEMENT 34

Rev. 2: Mar. 04, 2019 1105-2999 Page 3 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100
In general, the same Limitations provided by Section 2 of the Approved Airplane
Flight Manual are applicable for this Supplement, added by the recommendation
that it is not possible to turn off the transmission of ADS-B squitters without
turning off the transponder.
Provided the ADS-B Out capable Transponder unit is receiving adequate usable
sensor inputs, it has been demonstrated capable of, and has been shown to
meet the requirements of CS ACNS “Certification Specifications and Acceptable
Means of Compliance For Airborne Communications, Navigation and
Surveillance”, Book 1, Subpart D, Section 4 "1090 MHz Extended Squitter ADS-
B”.
The installation has been evaluated compliant to the applicable intended function
rule (i.e. § 23.1301) verifying, by means of AC 20-165B Means of Compliance,
that the intended function meets the requirements of Title 14 of the Code of
Federal Regulations 14 CFR 91.225 and § 91.227.
The above statements do not constitute an operational approval.

ADS-B OUT FAIL
When “ADS-B OUT FAIL” amber annunciator light appears, depending on the
configuration installation:
- on the Warning and Caution Annunciator Panel, or
- on the dedicated annunciator light close to the Master Warning Annunciator
Panel,
transmission of ADS-B Out data has failed.
The Transponder is anyway operating in other mode.
Try recovering of ADS-B Out capability, by selecting the other available
Transponder (if installed)
NOTE
NOTE
ADS-B OUT FAIL appears also when GPS sensor is inactive or
in acquisition.
XPDR FAIL flag
If a TRANSPONDER failure occurs, the amber "XPDR FAIL" flag appears on the
RTU and CDU. In this case select the other available Transponder (if installed)
to recover both Transponder and ADS-B Out capabilities.
SUPPLEMENT 34 Appr. DOA EASA.21J.685 Issued: April 24, 2018

Page 4 of 8 1105-2999 Rev. 2 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0010-01100
NOTE

The ADS-B Out operates as the Avionics is powered and a Transponder is
selected as active.
When dual ADS-B Out Transponder system is installed, the secondary (optional)
Transponder is equivalent to the primary (basic) Transponder.
To use the secondary Transponder instead of the primary, select ATC2 on the
RTU or CDU Radio control units.
NOTE
When the secondary transponder is activated, the same mode
A and Flight ID codes previously active on the primary unit must
be maintained on the active transponder.

Rev. 2: Mar. 04, 2019 1105-2999 Page 5 of 8
P.180 AVANTI II

Rep. 180-MAN-0010-01100

Page 6 of 8 1105-2999 Rev. 2 : Mar. 04, 2019
P.180 AVANTI II

Rep. 180-MAN-0020-01101
3. EQUIPMENT LIST
be completed with the following data when the ADS-B Out Transponder and, if
applicable, the optional secondary ADS-B Out Transponder are installed.
NOTE: the following items are reported for user’s convenience: they maintain the
same arm and weight of the corresponding items installed in the basic
configuration.

34 NAVIGATION
34-50 DEPENDENT POSITION
DETERMINING
ADS- B OUT
TRANSPONDER
– Transponder TDR-94D 8.50 -18.60 -1.58 1
Collins 622-9210-501
Collins 622-9672-003
– Secondary Transponder TDR-94D 8.50 -18.60 -1.58 1
(if installed)
Collins 622-9210-501
(if installed)
Collins 622-9672-003

Rev. 2: Mar. 04, 2019 1105-2999 Page 7 of 8
P.180 AVANTI II

Rep. 180-MAN-0020-01101

Page 8 of 8 1105-2999 Rev. 2 : Mar. 04, 2019
P.180 AVANTI II/EVO

Supplement 35 Emerg. Exit Proc. for Uganda reg. A/C (4 Pages)
SUPPLEMENT NO. 35
FOR
EMERGENCY EXIT ADDITIONAL PLACARD AND
UPDATED EMERGENCY PROCEDURE (UGANDA)
[Mod. 81-0036 or related S.B.]

Rev. 0: Jan 14, 2019
LOG OF REVISIONS
Rev.
No.
0 -- First Issue Feb. 28, 2019

(issued Jan. 14, 2019)

Page 1 2
Rev. 0 0
Page 1 2 3.C 4.C

Rev. 0 0 0 0
Supplement 35 is NOT applicable to

MSN 1105 - 2999 airplanes
Issued: Jan. 14, 2019 SUPPLEMENT 35

Rev. 0 Page 1 of 4
P.180 AVANTI II/EVO
SUPPLEMENT 35 Issued: Jan. 14, 2019

Page 2 of 4 Rev. 0

P.180 AVANTI II - AFM - B0

Uploaded by

Copyright:

Available Formats

P.180 AVANTI II - AFM - B0

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

P.180 AVANTI II - AFM - B0

Uploaded by

Copyright:

Available Formats

P.

180 AVANTI EVO - MSN 3001+

Report No. 180-MAN-0010-01100 Serial No. ________________________

Issue Date: October 21, 2005 Registration No. __________________

THIS AIRPLANE FLIGHT MANUAL IS APPROVED BY THE EUROPEAN AVIATION

EASA Approval Date: October 21, 2005

THIS MANUAL CONSTITUTES THE EASA APPROVED

Rev. B0: Mar. 04, 2019 All Cover 1

INTENTIONALLY LEFT BLANK

Rep. 180-MAN-0010-01100 Issued: October 21, 2005

Report No. 180-MAN-0010-01100 Serial No. ________________________

Issue Date: October 21, 2005 Registration No. __________________

THIS AIRPLANE FLIGHT MANUAL IS APPROVED BY THE EUROPEAN AVIATION

EASA Approval Date: October 21, 2005

THIS MANUAL CONSTITUTES THE EASA APPROVED

INTENTIONALLY LEFT BLANK

Rep. 180-MAN-0010-01100 1105-2999 Issued: October 21, 2005

Report No. 180-MAN-0010-01100 Serial No. ________________________

Issue Date: October 21, 2005 Registration No. __________________

THIS AIRPLANE FLIGHT MANUAL IS APPROVED BY THE EUROPEAN AVIATION

THIS AIRCRAFT SHALL BE OPERATED IN ACCORDANCE WITH

INTENTIONALLY LEFT BLANK

Rep. 180-MAN-0010-01100 1105-2999 Issued: October 21, 2005

LIST OF EFFECTIVE PAGES

Page Rev. Appl.(MSN) Page Rev. Appl.(MSN) Page Rev. Appl.(MSN)

Issued: October 21, 2005 Rep. 180-MAN-0010-01100

Page Rev. Appl.(MSN) Page Rev. Appl.(MSN) Page Rev. Appl.(MSN)

Rep. 180-MAN-0010-01100 Issued: October 21, 2005

Page Rev. Appl.(MSN) Page Rev. Appl.(MSN) Page Rev. Appl.(MSN)

Issued: October 21, 2005 Rep. 180-MAN-0010-01100

Page Rev. Appl.(MSN) Page Rev. Appl.(MSN) Page Rev. Appl.(MSN)

Rep. 180-MAN-0010-01100 Issued: October 21, 2005

Page Rev. Appl.(MSN) Page Rev. Appl.(MSN) Page Rev. Appl.(MSN)

Issued: October 21, 2005 Rep. 180-MAN-0010-01100

Page Rev. Appl.(MSN) Page Rev. Appl.(MSN) Page Rev. Appl.(MSN)

Rep. 180-MAN-0010-01100 Issued: October 21, 2005

Page Rev. Appl.(MSN)

Supplements i-B0 All

Issued: October 21, 2005 Rep. 180-MAN-0010-01100

INTENTIONALLY LEFT BLANK

Rep. 180-MAN-0010-01100 Issued: October 21, 2005

B0 -- First Re-Issue Approved under the

Issued: October 21, 2005 Rep. 180-MAN-0010-01100

INTENTIONALLY LEFT BLANK

Rep. 180-MAN-0010-01100 Issued: October 21, 2005

Mod. No. S.B. No. Description Note

80-0743 80-0226 Integrated Stand-by Instrument upgrade

80-0932 80-0286 Avanti II Steering System Electrical

80-0953 80-0317 Introduction of RP-3 fuel (“Jet 3 fuel”) in

80-0983 - Installation of safety belt provided with

80-0947 80-0339 FMS upgrade to 4.0 status & GPS for

80-1038 80-0376 Introduction of fuels as per GOST 10-

80-1091 80-0424 P.180 Extended Range - Additional (1)

80-1123 - Installation of new Nose Wheel Steering

80-1283 80-0430 TAT heater inhibition on-ground when

80-1295 - New 50 cu.ft. oxygen bottle

(1) 81-0014 applicable to MSN 3001+ only

Issued: October 21, 2005 Rep. 180-MAN-0010-01100

INTENTIONALLY LEFT BLANK

Rep. 180-MAN-0010-01100 Issued: October 21, 2005