MULTI – ENGINE Using Tecnam P2006T

LESSON 1: MULTI
CONVERSION SYSTEMS
 •Fuel system •Pitot static system
OBJECTIVE
•Electrical system •Heating & ventilation
: •Lighting system •Engines & propellers
•Flap system •Trim system
Become familiar
with P2006T aircraft •Landing gear system •Autopilot
systems, including: •Brakes •Performance
 AIRCRAFT OVERVIEW

•Max. take off weight:1230kg

•Basic empty weight: 819kg _
•Useful load: = 411kg
•Max. baggage weight: 80kg
•Seating capacity: 4
•Fuel capacity: 200ltrs total
194.4ltrs usable
LIMITATIONS

Maximum operating altitude is 14000 ft

Acrobatic manoeuvres, including spins and turns with angle

Limit Loads Factor +3,8 -1,78 G of bank of more than 60°, are not approved. In addition, stall
with one engine inoperative is forbidden.
Ultimate Loads Factors +5,7 - 2,67 G

Flight in expected and/or known icing conditions is

forbidden
 AIRSPEED INDICATOR SPEEDS
171
Yellow VNE
band
138
93 VNO
VFE
(full) Green 122 (not displayed)
band

84
VYSE
White
band
66
VS1
62
54 VMC
VSO
Single engine training
FUEL SYSTEM OVERVIEW
2 compact wing tanks located just outside each
engine.
200ltrs total, 194.4ltrs usable
Fuel selectors: Mains – Off - Cross feed
4 fuel drains

Mechanical (main) and Electric (backup) fuel pumps

Approved fuel: Petrol ‘95 and AVGAS 100 LL

CAUTION
Prolonged use of Aviation Fuel Avgas 100LL results in greater wear of
valve seats and greater combustion deposits inside cylinders due to
higher lead content. It is therefore suggested to avoid using this type of
fuel unless strictly necessary.
FUEL
SYSTEM

4 drains
4 pumps
 • Each fuel tank is equipped with a sump drain valve
FUEL DRAINS • A fuel gascolator is located beneath the engine
nacelle, at the lowest point in the fuel system.

gascolator
FUEL FEED

In normal
conditions, to
supply fuel to
engines, each
engine pump sucks
fuel from the related
tank.
FUEL CROSSFEED
Crossfeed is allowed
by fuel valves
located on the front
spar and controlled
by Bowden cables
from the fuel
selectors (‘feeding
selectors”) on the
overhead panel.

The crossfeed system provides a redundancy should fuel supply from one tank not be available. This system should not be
used during normal operations.
 ELECTRICAL SYSTEM
Two 40-amp Generators
One generator is sufficient
One 12-volt Battery

Left zero Ammeter – 14-volt system

5 different busses
1. Battery Bus
2. Left hand Generator bus
3. Right hand Generator bus
4. Left hand Avionics bus
5. Right hand Avionics bus
BATTERY
Emergency power reserve in case of
both generators failing.
Supplies the energy for starting engines.

Directly connected to the battery are

the following emergency devices
• Back up attitude indicator (turn off!)
• Emergency Light
• Chronometer
BATTERY BUS
Supplies the most important loads, it is
energized from three sources;
The battery and both generators.

This allows the bus to remain active in

case of 2 independent faults in the supply
paths.
BUS SYSTEM
Left Generator bus Right Generator bus
• Pitot heat • Nav Light
• Landing Light • Rudder Trim
• Taxi Light • Stall warning

Left Avionics bus Right Avionics bus

• DME • GDU MFD
• Transponder Cross bus = • ADF
isolate one
• A/P side or the
• AHRS
• A/P Pitch trim other • GIA
• ADC
Lighting system Cabin lights

Internal
• Cabin light, for crew and passenger
compartment
• Instruments lights (dimmable)
- Switches built-in lights
- Avionics lights
- Cockpit lights
Cockpit lights

• Emergency light – directly from battery

Emergency light
 Lighting system
External

NAV Lights:
aircraft flightdirection identification.
Strobe Lights:
aircraft identification to prevent
collision.
Taxi Light
Landing Light
 FLAP SYSTEM

• Both flaps use single electric actuator

and switch.
• Continuous mode.

• Aural warning: Flaps lowered to the

FULL and the landing gear is not down-
locked.
LANDING GEAR

The main landing gear is of

trailing link type, and it directly
attached to the fuselage main
frames.
 Landing gear operation

Hydraulic accumulator
• The system operates in two modes:
Normal and Emergency.
• Normal operation provides gear extension and
retraction by means of hydraulic jacks.
Extension is assisted by gravity.
• Emergency operation only provides landing gear
extension by means of a hydraulic accumulator
which discharges pressurized oil in the above-
mentioned jacks.
Rotate RH then the LH control
lever 90 degrees counter clockwise
 Landing gear – limits and indications

VLO 93 VLE 93
Hydraulic accum. 20 PSI
Extension time = 26 sec
Emergency = 20 sec Charge
accumulator
Landing gear –
micro switches
UP/DN limit micro-switches
(6 couples, 2 for each leg)

Gear down & locked?

Green light
No red or amber
No pump sound
No Aural warning:
Flaps Full or any Throttle Idle
 Brakes
Independent hydraulically
actuated brake system for
each main wheel

Parking brake valve,

intercepts the hydraulic lines,
once the system is
pressurized, to hold the brake
linings tightened around the
main wheels brake discs.
On the ground, when a pedal is pushed to steer the airplane, do not operate the opposite toe brake until the pedals are
back aligned again. This prevents pedals mechanism from being damaged.
Pitot static TWO PITOT TUBES – HEATED

system TWO STATIC PORTS

ALTERNATE STATIC PORT

Pitot static system
TWO PITOT TUBES - HEATED

Anytime the amber PITOT HEAT caution light is ON at the

same time the green PITOT HEAT light is ON, then the
Pitot Heating system is not functioning properly.

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

is forbidden.
Heating & ventilation

Heat: Hot air coming from

engines heats cold ram-air in heat
exchangers.

Ventilation: Ram-air entering the

cabin via the two outlet ports.
 Engines
Manufacturer Bombardier-Rotax GmbH
Model 912 S3
Horsepower 98.5 hp @ 5800 RPM
Max power 92.5hp @ 5500 rpm
continuous
Engine features • 4 cylinders horizontally opposed
• 1352 c.c. of overall displacement
• liquid-cooled cylinder heads
• ram-air cooled cylinders
• two carburetors
• integrated reduction gear box with torsional
shock absorber and overload clutch
Propeller & Governor
Manufacturer MT Propeller

Prop Model
Blades/hub
MTV-21-A-C-F/CF178-05
2 wood/composite blades, aluminium hub
Diameter 1780 mm (no reduction allowed)
Type Variable pitch hydraulically controlled

Both rotating clockwise

Manufacture MT Propeller
r
Model P-875-12 Governo
r
Type Hydraulic
 Engines - Cooling

Expansion Pressure
Pressure cap
cap
Cooling system is designed for Expansion tank
tank

liquid cooling of the cylinders

heads and ram-air cooling of the
Overflow
Overflow bottle
bottle
cylinders. Radiator
Radiator
The liquid system is a closed circuit with
an overflow bottle and an expansion tank.
The coolant flow is forced by a water
pump, driven from the camshaft, from
the radiator to the cylinder heads.

Engines - Lubrication
The engine is provided with a dry sump forced lubrication system with
an oil pump with integrated pressure regulator. A thermostatic valve
regulates the oil flow to the heat exchanger (oil radiator) on the basis of
oil temperature: this allows the engine starting in cold conditions.
The oil tank is installed behind the firewall protected from heat sources.

One of the great advantages of having a dry oil sump

system is the ability to remotely locate the oil tank
 6
5 9 10
7 8
Engines - control
•1 and 2 Choke control
•3 Choke friction knob
4
12 •4 Upper levers friction knob
•5-6 LH and RH Carburetor Heating lever
3 When the knobs are fully pulled backwards, carburettors receive maximum
2 hot air. During normal operations, the knobs are fully forward set
1 (carburettors heating set to OFF).
•7-8 LH and RH Throttle lever
•9-10 LH and RH Propeller Pitch Control lever
•11 Parking brake
•12 Windshield defrost control knob

11
 Engine – ignition and If ignition switches are turned ON, a propeller
movement can cause the engine starting with
starting consequent hazard for people nearby.

The ignition switches are independent from the airplane electrical system (generation and distribution); they only control and open the engine
electrical circuit
Engines -
Instrumentation
LH and RH:

RPM Indicator
Manifold Pressure Indicator
Oil Pressure Indicator
Oil Temperature Indicator
Cylinder Head Temperature Indicator
 Engines - mb
C l i
Operation
On the ground the pitch is set to full fine,
RPM’s are controlled with the power levers.
Once airborne, the engine power or manifold
pressure is controlled with the throttle, and the De sc e
RPM is controlled with the pitch levers. nd
Throttles MAP decrease should be made
before propeller speed reduction below
Power increase = FIRST Prop THEN Map
2200 RPM, as, contrariwise, Propeller Power reduction = FIRST Map THEN Prop
Lever increase RPM should be set before
engine Throttle Levers are advanced.
 Engines –
Power Settings

• CLIMB 25” 2200RPM??

• CRUISE 24” 1900RPM ??
• DESCENT 20” 2300RPM?

Max take off power must be limited to 5 min. Reduce Throttles MAP power before retracting Propeller to 2200 RPM or below.
Engines –
Instrument
Markings
 5
Trim system 4

Longitudinal trim is performed by a small tab positioned on

the stabilator and manually operated via a control wheel
positioned between the two crew seats(1) .
An electrically operated longitudinal trim with switches on
the control column(2), is also controlled by the autopilot
system. 3
Trim position is monitored by an indicator on the instrument
panel (3). 3 1
A trim disconnect toggle switch is provided (4). (??) 2

A rudder trim tab allows aircraft directional trimming,

especially in case of OEI operation: it is electrically operated
via a switch located on the central console placed between
crew seats (5). 7
Its position is monitored by an indicator on the instrument
panel (6). 6
A trim disconnect toggle switch is provided (7).
 In event of autopilot malfunction, or when the
Autopilot system is not performing as expected or
commanded, take immediately the aircraft control
Still have to use rudder! disconnecting the autopilot which must be set
inoperative until the failure has been identified and
corrected.
Autopilot
NAV, tap once “VOR/LOC”
– tap twice “GPS”
Set up radials, or other things
on PFD  Go to HDG first.

THIS IS WHAT THE AUTOPILOT/FLIGHT DIRECTOR IS DOING/AIMING FOR.

Green = active mode, White = armed mode.

Watch it and announce it at all times.

Performance – Overview
Max operating altitude 14000
ft/m in
ft
b 1 036
f c li m
Rate o
50 feet

Range 669 NM
Take off run 301 M

Take off distance 394 M

50 feet

Landing run 231 M

Landing distance 349 M

distance 349 M
Performance – Take-off

At 1080 KG At 930 KG
215 146
281 190
Lower aircraft weight has a
large positive impact on take-off
performance -50%

Higher elevation/lower QNH

has significant negative impact
on take-off performance +33%
 Performance – Climb at VY

ENROUTE RATE OF CLIMB AT V

ONE-ENGINE RATE OF CLIMB AT V SE
Y
Y

Huge loss in performance on One engine SE ‘service

ceiling’

At VX the ROC is 982 and 174 respectively.

 Performance – En-route
CRUISE PERFORMANCES

Around 18 lt/hr
for each engine.
36 lt/hr TOTAL
Performance – Landing

At 1080 KG At 930 KG
203 175
306 264
Lower aircraft weight has a positive
impact on landing performance -30%

Higher elevation/lower QNH has

relatively small negative impact on
landing performance +10%