Tecnam
P2008 JC
Tecnam P2008 JC is a single-engine
two-seat aircraft with a strut braced
high wing and fixed landing gear.
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AFM SECTIONS LIST
General Section 1
Limitations Section 2
Emergency Procedures Section 3
Normal Procedures Section 4
Performance Section 5
Weight and balance Section 6
Airframe and Systems description Section 7
Ground Handling and Service Section 8
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AFM Supplements list Section 9
WARNING
means that the non-observation of the corresponding
procedure leads to an immediate or important
degradation of the flight safety.
Warning-
Caution- CAUTION
means that the non-observation of the corresponding
Notes procedure leads to a minor or to a more or less long
term degradation of the flight safety.
NOTES
05 draws the attention to any special item not directly
related to safety but which is important or unusual.
DIMENSIONS
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Power Plant
Manufacturer - Bombardier-Rotax GmbH
Model - 912 S2
Engine type -4 cylinders horizontally opposed with 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.
Maximum power (at declared rpm) -
73.5 kW (98.6hp) @ 5800 rpm –5 minutes maximum.
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69.0 kW (92.5hp) @ 5500 rpm (continuous)
Propeller
Manufacturer - Hoffman Propeller
Model - HO17GHM A 174 177C
Blades- 2 blades of Laminated hard wood.
Composite structure, epoxy fibre glass cover
Diameter - 1740 mm
Type – Fixed pitch
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Limitations
Section 2 includes operating limitations, instrument
markings, and basic placards necessary for safe
operation of the aeroplane, its engine, standard
systems and standard equipment.
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Airspeed Limitations
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Airspeed Markings
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Power Plant limitations
Maximum power (at declared rpm) - Engine starting: allowable
73.5 kW (98.6hp) @ 5800 rpm –5 minutes maximum. temperature range
69.0 kW (92.5hp) @ 5500 rpm (continuous) OAT Min -25° C
OAT Max +50° C
Temperatures:
Max CHT- 135° C Fuel pressure:
Max CT - 120°C Minimum 2.2 psi
Min/Max Oil - 50° C / 130° C Maximum 7.26 psi
Oil Pressure:
Minimum - 12psi (below 1440 propeller rpm)
Maximum - 102 psi (above 1440 propeller rpm) 12
PowerPlant Instrument Markings
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FUEL
2 TANKS: 62 litres each one (16.38 US gallons)
MAXIMUM CAPACITY: 124 litres (32.76 US gallons)
MAXIMUM USABLE FUEL: 120 litres (32 US gallons)
APPROVED FUEL:
• MOGAS ASTM D4814
• MOGAS EN 228 Super/Super plus
• AVGAS 100 LL
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LUBRICANT
MAXIMUM OPERATING ALTITUDE
Maximum operating altitude is 13000ft
(3962 m) MSL.
AMBIENT TEMPERATURE
15 Ambient temperature: from -25°C to
+50°C
Weights
Centre of Gravity Range
Datum - Vertical plane
tangent to the propeller
flange (the aircraft must be
levelled in the longitudinal
plane)
Forward limit- 1.841 m
(20% MAC) aft of datum
for all weights
Aft limit - 1.978 m (30%
16 MAC) aft of datum for all
weights
MANOEUVRE LOAD FACTOR
POSITIVE : +3.8 g NEGATIVE : -1.9 g
Manoeuvre load factors limits with flaps extended :
POSITIVE : +1.9 g NEGATIVE : 0g
MAXIMUM DEMONSTRATED CROSS WIND OPERATIONS
The aircraft controllability, during take-offs and landings,
has been demonstrated with a cross wind components of
15kts.
FLIGHT CREW
Minimum crew: 1 pilot
Maximum number of occupants: 2 people
(including the pilot) 17
Emergencies
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AIRPLANE ALERTS
The alert lights, located on the instrument panel can have the
following colours:
GREEN to indicate that pertinent device is turned ON
AMBER to indicate no-hazard situations that have to be
considered and which require a proper crew action
RED to indicate emergency conditions
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ELECTRIC POWER SYSTEM MALFUNCTION
1.
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2.
2.2.
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7.5. ELECTRICAL SMOKE/FIRE IN CABIN ON THE GROUND
1. Generator switch: OFF
2. Throttle Lever: IDLE
3. Ignition key: ALL OFF
4. Fuel Selector Valve: OFF
5. Master Switch: OFF
6. Aircraft Evacuation : carry out immediately
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Landing Emergencies
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7.5 STATIC PORTS FAILURE
In case of static ports failure, the alternate static port in the cabin (identified
by the placard below) must be activated
In this case apply following procedure:
1. Cabin heat OFF
2. ALTERNATE STATIC PORT VALVE OPEN
3. Continue the sortie 36
FLAPS 650 Kg
AIRSPEEDS FOR Rotation Speed (VR) T/O 50
NORMAL OPERATIONS Flap Retraction Speed (VOBS) T/O 61
Best Angle-of-Climb Speed (VX) 0 63
Best Rate-of-Climb speed (VY) 0 67
Approach speed T/O 61
Final Approach Speed FULL 55
Optimal Touch Down Speed FULL 55
Balked Landing Speed FULL 61
Manoeuvering speed (VA) 0 98
37 Never Exceed Speed (VNE) 0 143
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Aircraft must be operated in
accordance with the limits
concerning the maximum takeoff
weight and CG excursion as
reported in Flight Manual Section
Weight and
Balance Pilot is responsible for checking
the weight and CG excursion are
compliant with the related limits.
CG excursion and weight limits are
reported in Section 2 – Limitations
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P2008 JC’s airframe can be divided in
the following main groups:
Airframe and 1) Wings
System 2) Fuselage
3) Empennage
4) Landing gear
description
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Each wing is connected to the fuselage by means of two
bolt attachments and a single strut brace per side.
The wings are made up of a central light alloy torsion
box; a light alloy leading edge is attached to the front spar
whereas the flap (slotted) and the aileron (“frise”) are
attached to a rear spar through two hinges each.
Wing The torsion box consists of a front and rear spar that
represent its front and rear vertical walls; a series of ribs
and wrap-around panels complete the structure. Front
and rear spars are integrated with wing-fuselage
attachment fittings.
The ailerons and flaps are made by an aluminium spar
attached to a formed sheet metal leading edge and metal
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ribs; an aluminium skin surrounds the aileron structure
The P2008 JC fuselage is mainly made
by carbon fibres composite materials.
The fuselage is made by two main
shells that are later assembled bonding
Fuselage the two main bodies and the floor
(composite) and adding aluminium
stiffeners that allow the connection of
the main landing gear, seats, wing and
instrument panel.
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The horizontal tail is an all-moving type;
the stabilizer and elevator form a single
uniform plane called stabilator that rotates
to the desired pitch setting.
The stabilator structure is made-up by an
Empennage aluminium spar and ribs. Aluminium skin
panels are riveted to the above elements.
A trim tab provides stick force adjustment
and longitudinal compensation.
The rudder structure is made-up by a
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single aluminium spar and ribs. Aluminium
skin panels are riveted to the above
elements.
The main landing gear consists of two
special steel leaf-springs positioned
crossways to the fuselage.
Wheels are cantilevered on gear struts
Landing and feature hydraulically actuated disc
brakes controlled by toe.
Gear A Pivoting nose gear is attached to the
firewall reinforcement plate.
The Hydraulic shock absorber is fitted on
the upper machined component and
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directly on the nose landing gear structure.
Aircraft flight controls are operated
through conventional stick and rudder
pedals.
Longitudinal control acts through a
Flight system of push-rods and is equipped with a
Controls trim tab
Flaps are extended via an electric servo
actuator controlled by a switch on the
instrument panel. the indicator displays
three markings related to 0°, takeoff (T/O)
and landing (FULL) positions.
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Longitudinal trim is performed by the trim
tab located on the stabilator through an
electric actuator controlled by the pilot or
co-pilot by a switch located on the control
stick, another switch on the instrument
Flight panel, gives full authority to pilot or co-
Controls pilot control switch.
An analogue trim indicator provides
information about the surface position. In
case of a trim control runaway a trim
disconnect switch is available on the
instrument panel.
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Instrument Panel
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Each fuel tank is integrated within the
wing ribs box. The capacity of each tank is
62 liters for a total of 124 liters.
The fuel tank filler cap is located on the
top of the wing .
Fuel
At the lowest point of the tank it is
System positioned a drain sump.
The engine is equipped with an engine
gear pump, mechanical (primary). An
additional auxiliary electrical fuel pump is
provided (auxiliary). The fuel selector is
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operated by a fuel selector control knob
located in the cabin on the central panel.
Primary DC power is provided by an external
alternator with a 14 VDC output, rated to 40 Amps
@ 5800 rpm. During normal operations, it
recharges the batteries.
Secondary DC power is provided by a main battery
Electrical which provides the energy necessary for feeding
the essential electrical loads in the event of an
System alternator failure.
In order to avoid the shut-down of G3X Touch
during engine start-up, which is the most
demanding phase in terms of current absorption, a
2 Ah valve regulated leadacid buffer battery is
installed.
This secondary battery can also provide additional
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electrical power in the event of an alternator failure
or a total loss of electrical system.
The aircraft is equipped with a stall warning
system consisting of a sensor located on the
right wing leading edge connected to a
warning horn located near the instrument
Stall - panel.
Warning
System
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End
