Tecnam P2010 Technical specifications

AFMS N°D01 FOR GARMIN GFC700 AUTOPILOT INSTALLATION AND
RNAV/RNP NAVIGATION ELIGIBILITY
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Section 1 –General
AUTOPILOT DESCRIPTION
Ed. 1, Rev. 0
Autopilot control panel
The GDU1044 includes a set of additional softkeys dedicated to the control of
Autopilot system.
The following dedicated AFCS keys are located on the bezel of the MFD (refer
picture below):
1) AP Key: Engages/ disengages the autopilot
2) FD Key: Activates/deactivates the flight director only
3) NAV Key: Selects/deselects Navigation Mode
4) ALT Key: Selects/deselects Altitude Hold Mode
5) VS Key: Selects/deselects Vertical Speed Mode
6) FLC Key: Selects/deselects Flight Level Change Mode
7) HDG Key: Selects/deselects Heading Select Mode
8) APR Key: Selects/deselects Approach Mode
9) VNV Key: Selects/deselects Vertical Path Tracking Mode for Vertical
Navigation flight control
10) NOSE UP/ NOSE DN Keys: Control the mode reference in Pitch Hold,
Vertical Speed and Flight Level Change modes
Autopilot control panel

AFMS N°D01 FOR GARMIN GFC700 AUTOPILOT INSTALLATION AND
RNAV/RNP NAVIGATION ELIGIBILITY
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Section 1 –General
AUTOPILOT DESCRIPTION
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12.2 PILOT CONTROL WHEEL AND THROTTLE BUTTONS
On the left side of pilot‘s and copilot‘s control wheels there are two PTT switches
(the one on pilot control wheel is shown below as (1)) that, when pushed, allow
radio transmission. These switches are momentaneous ones thus acting in such a
way that when they are released the active COM device returns to the non-
transmitting state. These switches are already installed in the basic aircraft which
is not equipped with the autopilot.
The following additional dedicated AFCS controls are located on the pilot control
wheel, separately from the MFD, and on the throttle handle:
AP DISC Switch:
Disengages the autopilot and interrupts pitch trim operation
This switch may be used to mute the aural autopilot disconnect
alert.
AP Trim Switch:
Used to command manual electric trim. This composite switch
is split into left and right sides. The left switch is the ARM
contact and the right switch controls the DN (forward) and UP
(rearward) contacts. The AP TRIM ARM switch can be used to
disengage the autopilot and to acknowledge an autopilot dis-
connect alert and mute the associated aural tone. Manual trim
commands are generated only when both sides of the switch
are operated simultaneously. If either side of the switch is ac-
tive separately for more than three seconds, MET function is
disabled and ‗PTRM‘ is displayed as the AFCS Status Annun-
ciation on the PFD. The function remains disabled until both
sides of the switch are inactivated.
CWS Button:
While pressed, the Control Wheel Steering allows manual con-
trol of the aircraft while the autopilot is engaged and synchro-
nizes the flight director‘s Command Bars with the current air-
craft pitch (if not in Glideslope Mode) and roll (if in Roll Hold
Mode). Upon release of the CWS Button, the flight director
may establish new reference points, depending on the current
pitch and roll modes. CWS operation details are discussed in
the flight director modes section.
TO/GA Switch:
The GA Switch is located on the throttle handle.
Go Around and Takeoff modes are coupled pitch and roll
modes and are annunciated as both the vertical and lateral
modes when active. In these modes, the flight director
commands a constant set pitch attitude and keeps the
wings level. The GA Switch is used to select both modes.
The mode entered by the flight director depends on wheth-
er the aircraft is on the ground.

AFMS N°D01 FOR GARMIN GFC700 AUTOPILOT INSTALLATION AND
RNAV/RNP NAVIGATION ELIGIBILITY
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Section 1 –General
AUTOPILOT DESCRIPTION
Ed. 1, Rev. 0
The above mentioned AFCS controls are depicted in the below figures.
where:
1) PTT switch
2) AP DISC Switch
3) AP Trim Switch
4) CWS Button

AFMS N°D01 FOR GARMIN GFC700 AUTOPILOT INSTALLATION AND
RNAV/RNP NAVIGATION ELIGIBILITY
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Section 1 –General
AUTOPILOT DESCRIPTION
Ed. 1, Rev. 0

AFMS N°D01 FOR GARMIN GFC700 AUTOPILOT INSTALLATION AND
RNAV/RNP NAVIGATION ELIGIBILITY
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Section 1 –General
AUTOPILOT FUNCTIONS
Ed. 1, Rev.0
AUTOPILOT FUNCTIONS AND FEATURES13
GFC 700 autopilot suite is deeply integrated with Garmin G1000 avionics suite
which integrates both the a/p controls and the sensors providing the required data
to the servos.
The GFC 700 AFCS is equipped with the following main operating functions:
Flight Director (FD) — Flight director commands are displayed on the PFD. The
flight director provides:
Command Bars showing pitch/roll guidance
Pitch/roll mode selection and processing
Autopilot communication
Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch
trim servo and provides servo monitoring and automatic flight control in response
to flight director steering commands, AHRS attitude and rate information, and air-
speed.
Manual Electric Trim (MET) — The pitch trim servo provides manual electric
trim capability when the autopilot is not engaged.
ESP (Electronic Stability & Protection) keeps the aircraft within well defined op-
erational limits thus preventing the pilot to operate the aircraft outside a specific
envelope when it is being hand flown. This feature only operates when autopilot
is not engaged and its operation is mutually exclusive with autopilot operation.
USP (Underspeed Protection) is a flight director function that reacts to under-
speed conditions in a way that allows the autopilot to remain engaged but prevents
the airplane from stalling.

AFMS N°D01 FOR GARMIN GFC700 AUTOPILOT INSTALLATION AND
RNAV/RNP NAVIGATION ELIGIBILITY
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Section 1 –General
AUTOPILOT FUNCTIONS
Ed. 1, Rev.0
13.1 ESP
Garmin GFC 700 is equipped with an envelope protection feature referred as ESP
(Electronic Stability & Protection). Electronic Stability and Protection continu-
ously monitors the aircraft. The system works by applying a correcting force to
the controls in order to nudge pilot to avoid extreme attitudes that may bring the
aircraft, if not corrected, to exceed normal flying envelope.
This software feature aims to provide protection against aircraft operation outside
a desired flight envelope. ESP will maintain the desired operating envelope, de-
fined at autopilot development time, by automatically engaging one or more ser-
vos when the aircraft is near the operating limit and nudging pilot to come back to
nominal operating envelope. While ESP utilizes the same sensors, processors, and
actuators as the GFC 700 autopilot, it is basically a separate function. ESP can be
overpowered by the pilot and can be temporarily disabled using the AP disconnect
or CWS switches. It functions independently of the aircraft‘s autopilot system
(although it uses the same control servos), so it basically operates ―in back-
ground‖ whenever the pilot is hand-flying the airplane.
The ESP feature will only function with GPS available, A/P MASTER
SWITCH ON (but autopilot not engaged) and aircraft above 200ft AGL.
ESP enabling:
As a standard, ESP will automatically set to enable at power-up.
The system is configured in order to allow the pilot to disable ESP (or re-enable it
if previously disabled after power up) via the AUX – SYSTEM SETTINGS page
on MFD.
If ESP has been disabled via MFD, it will automatically be set to ON upon any
battery/power reset.
ESP function uses the same servos that provide autopilot functionality while auto-
pilot is not engaged, as such, if power is cut from these servos both autopilot and
ESP functions will be unavailable.
Based on the above if ―AUTOPILOT MASTER‖ is set to OFF, power to servos is
cut irrespectively of their mode of operation (autopilot or ESP).
The pilot can interrupt ESP by pressing and holding either the Control Wheel
Steering (CWS) or Autopilot Disconnect (AP DISC TRIM INTRPT) switch. Up-
on releasing the CWS or AP DISC TRIM INTRPT switch, ESP force will again
be applied, provided aircraft attitude and/or airspeed are within their respective
engagement limits.
ESP can be enabled or disabled on the AUX-SYSTEM SETUP 2 Page on the
MFD.

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To enable or disable ESP:
1) Turn the large FMS Knob to select the AUX Page Group.
2) Turn the small FMS Knob to select the System Setup Page.
3) If necessary, select the SETUP 2 Softkey to display the AUX-SYSTEM
SETUP 2 Page.If the AUX-SYSTEM SETUP 2 is already displayed, pro-
ceed to step 4.
4) Press the FMS Knob to activate the cursor.
5) Turn the large FMS Knob to place cursor in the STABILITY & PRO-
TECTION field.
6) Turn the small FMS Knob to select ‗ENABLE‘ or ‗DISABLE‘.
7) Press the FMS Knob to remove the cursor.
ESP engagement and operation:
ESP is automatically enabled on system power up.
ESP unavailability and/or failure is indicated to the pilot on PFD by
the advisory “ESP not available” on alert window.
ESP will turn OFF upon loss of both GPS. The ADVSY “ESP OFF”
will appear on the alert window in case of loss of both GPS.
13.1.1 PITCH MODE
Pitch attitude boundaries are set based on P2010 aircraft performances. Since
pitch ESP augments the natural aircraft longitudinal stability, no special simbolo-
gy is required.
Value that have been set-up for the P2010 are as follows:
Nose above the horizon:
Engagement low threshold: + 15°
Engagement upper threshold: + 18°
Lower disengage threshold: + 12°
Nose below the horizon:
Engagement low threshold: -15°
Engagement upper threshold: -20°
Lower disengage threshold: -13°
ESP utilizes electronic torque and speed commands to augment the aircraft‘s sta-
bility: it uses an Electronic Torque Limit (ETL) and an Electronic Speed Limit
(ESL) to limit the maximum authority of the ESP function. ESP is inactive when
the pitch attitude is within the positive and negative engagement limits defined in
the certification gain file.
NOTE
NOTE

AFMS N°D01 FOR GARMIN GFC700 AUTOPILOT INSTALLATION AND
RNAV/RNP NAVIGATION ELIGIBILITY
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Section 1 –General
AUTOPILOT FUNCTIONS
Ed. 1, Rev.0
When the aircraft reaches the engagement limit, ESP ramps up the servo torque
command to adjust the aircraft back toward zero pitch attitude. ESP uses a rate
command to drive the attitude back to the nominal range and does not try to con-
trol to a specific attitude. As the pitch attitude returns to the nominal range, the
torque and pitch rate are reduced until the aircraft reaches the disengagement limit
at which time ESP turns off. The disengagement threshold is sized so that the
transition from ESP being active to being inactive is transparent to the pilot (no
transient when ESP turns off).
If, when ESP engages, the aircraft continues to pitch away from the nominal atti-
tude range the torque command will increase with increasing pitch deviation.
Above the upper disengagement limit specified in the certification gain file ESP
will be disabled.
13.1.2 ROLL MODE
Roll mode is similar to pitch mode and also utilizes configurable gain file parame-
ters to define engagement and disengagement limits as well as the speed and
torque curves.
The engagement and disengagement attitude limits are displayed with double hash
marks on the roll indicator when ESP is available and /or active. The lack of dou-
ble hash marks above 200 ft AGL (when autopilot is not connected) is a clear in-
dication that ESP is not available.
Values for the symmetric roll attitude limits are as follows:
Engagement low threshold: +/- 45°
Engagement upper threshold: +/- 75°
Lower disengage threshold: +/- 30°
Electronic stability and protection action starts at the predetermined bank angle.
Since crossing this bank angle results in a change in aircraft stability (and there-
fore handling characteristics) indications of this boundary are provided to the pi-
lot.
When ESP is inactive (roll attitude within nominal limits) only the engagement
limits are displayed in order to reduce clutter on the roll indicator. As the bank

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AUTOPILOT FUNCTIONS
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angle is increased, a region of an increasing force as a function of bank angle is
entered. The envelope protection system adds bank stability in this region. As the
bank angle is increased further, a constant force is applied to right the airplane.
See the below figure for an example of the ESP engagement limits.
VMO
Exceeding VMO will result in ESP applying force to raise the nose; when the high
speed condition is remedied, ESP force is no longer applied.
Engage Limit: 165 KIAS
Upper Limit: 168 KIAS
Lower disengage Limit: 160 KIAS
13.2 USP
Underspeed Protection (USP) is a flight director function that reacts to underspeed
conditions, designed to discourage aircraft operation below minimum established
airspeeds.
Pilot will be warned of impending low speed conditions, and if no action will be
taken FD will directly react in a way that allows the A/P to remain engaged but
prevents the airplane from stalling.
WARNING
USP function has been developed in order to warn pilot of impending
low speed conditions, and if no action will be taken FD will directly
react in a way that allows the Autopilot to remain engaged but pre-
vents the airplane from stalling.
Pilot action is still expected at first warning of low airspeed conditions
in order to prevent a low speed conditions, so to maintain normal
flight.
CAUTION
When autopilot is engaged USP will provide the pilot with au-
ral/visual cues to make him aware of an impending stall and will
drive the servos in order to prevent stall.
When autopilot is not engaged and only Flight director is active, USP
will provide the pilot with aural/visual cues to make him aware of an
impending stall but servos will not be driven.

AFMS N°D01 FOR GARMIN GFC700 AUTOPILOT INSTALLATION AND
RNAV/RNP NAVIGATION ELIGIBILITY
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Section 1 –General
AUTOPILOT FUNCTIONS
Ed. 1, Rev.0
How Underspeed Protection functions depends on which vertical flight director
mode is selected.
For the purpose of this discussion, the vertical flight director modes can be divid-
ed into two categories:
-It is important to maintain altitude for as long as possible (altitude-
critical modes).
-Maintaining altitude is less crucial (non-altitude critical modes).
CAUTION
If USP engages while Autopilot is in PIT or VS mode, and power is ab-
ruptly set to full throttle, pilot may expect a slight nose up tendency that
will be quickly counteracted by autopilot. This is a normal behaviour, the
slight nose up tendency in this case will be due to abrupt power advance,
but will be immediately damped by Autopilot (with PIT or VS turning
green on the annunciation panel).
CAUTION
USP engagement is a consequence of autopilot failing to properly moni-
toring A/P and aircraft behaviour. This is mainly caused by a pilot re-
quest that cannot be fulfilled due to lack of power coupled with unattain-
able pitch input.
Pilot need to continuously monitor autopilot performance, while checking
that mode selections are compatible with aircraft performance.
CAUTION
If Autopilot is engaged in FLC mode, FLC mode will downgrade to PIT mode
when in USP for more than 10 seconds.
CAUTION
If USP engages while in ALT mode, upon USP disengagement FD will com-
mand bars to regain pre-selected altitude (altitude selected before USP en-
gagement). Pilot must monitor A/P to check if previous pre-selected altitude is
still attainable with energy available. It is recommended in this case to pre-
select a new altitude in order to speed-up energy management and recover
from slow speed conditions.
When USP becomes active, expect a small FD adjustment due to reaction to
very low speed condition.
NOTE