EA 400 - Extra Aircraft

INFORMATION MANUAL 

EXTRA 400 

Manufacturer: 

EXTRA Flugzeugproduktions- und Vertriebs- GmbH 

Schwarze Heide 21 

46569 Hünxe, Germany 

WARNING 

This is an Information Manual and may be used for general purposes only. 

This Information Manual is not kept current. 

It must not be used as a substitute for the official FAA Approved Pilot’s Operating 

Handbook required for operation of the airplane.

Pilot’s Operating Handbook 

EA 400 

Coverage 

The Pilot’s Operating Handbook in the airplane at the time of delivery 

from EXTRA Flugzeugproduktions- und Vertriebs-GmbH 

contains information applicable to the EA 400 airplane designated 

by the serial number and registration number shown on the 

title page of this handbook. This information is based on data 

available at the time of publication. 

Revisions 

Changes and/or additions to this handbook will be covered by revisions 

published by EXTRA Flugzeugproduktions- und 

Vertriebs-GmbH. These revisions are distributed to EA 400 aircraft 

owners registered by EXTRA Flugzeugproduktions- und 

Vertriebs-GmbH at the time of revision issuance. 

Note 

It is the responsibility of the owner to maintain this handbook 

in a current status when it is being used for operational purposes. 

This handbook is valid only in a current status. 

Owners should contact their EXTRA dealer when ever the revision 

status of their handbook is in question, for example in case of 

the owner has changed. 

A revision bar will extend the full length of new or revised text 

and/or illustrations added on new or presently existing pages. 

This bar will be located adjacent to the applicable revised area on 

the inner margin of the page. All revised pages will carry the revision 

date. 

The following log of effective pages provides the dates of issue 

for original and revised pages and a listing of all pages in the 

handbook. 

Issued: 15. 11. October May 2005 1999 

i



Notes 

Notes and safety notes in this handbook are marked by a boxed 

textmarker in the margin column and are written in semi-bold 

characters. 

Note 

Represents a remarkable hint. 

Important 

Represents an important hint. 

Caution 

Warning 

Represents a danger to equipment. The non-observation of this 

safety note will result in destruction of equipment. This safety 

note does not exclude a possible danger for persons. 

Represents a dangerous situation. The non-observation of this 

safety note may result in death or injuries. 

ii 

Issued: 15. October 1999



Log of Revisions 

Dates of issue for original and revised pages are: 

Original . . . . . . . . . . . . . . . . . . . . . 1. April 1997 

Revision No. 1 . . . . . . . . . . . . . . 1. August 1997 

Revision No. 2 . . . . . . . . . . . . . . . 1. March 1998 

Edition No 2 . . . . . . . . . . . . . . 15. October 1999 

Revision No. 1, 2. Edition . . . 5. November 1999 

Revision No. 2, 2. Edition . . . . 28. January 2000 

Revision No. 3, 2. Edition. . . . . . . . 3. May 2000 

Revision No. 4, 2. Edition. . . . . 11. August 2000 

Revision No. 5, 2. Edition . . . 8. December 2000 

Revision No. 6, 2. Edition . . . 28. February 2001 

Revision No. 7, 2. Edition . . . . . . 26. April 2001 

Revision No. 8, 2. Edition . . . . . . . 13. July 2001 

Revision No. 9, 2. Edition . . 13. September 2001 

Revision No. 10, 2. Edition . . . 11. January 2002 

Revision No. 11, 2. Edition . . . . . . 15. July 2002 

Revision No. 12, 2. Edition. . . . . . 11. May 2005 

Date and sign of approval: 

LBA approved. . . . . . . . . . . . . . . 17. April 1997 

LBA approved . . . . . . . . . . . 5. November 1997 

LBA approved . . . . . . . . . . . . . . 11. March 1998 

LBA approved . . . . . . . . . . . . 1. December 1999 

LBA approved . . . . . . . . . . . 21. December 1999 

LBA approved . . . . . . . . . . . . . 4. February 2000 

LBA approved. . . . . . . . . . . . . . . . 12. May 2000 

LBA approved . . . . . . . . . . . 22. September 2000 

LBA approved . . . . . . . . . . . . . 2. February 2001 

LBA approved . . . . . . . . . . . . . . 12. March 2001 

LBA approved. . . . . . . . . . . . . . . . 28. June 2001 

LBA approved . . . . . . . . . . . . . . 1. October 2001 

LBA approved . . . . . . . . . . . . . . 1. October 2001 

LBA approved . . . . . . . . . . . . 13. February 2002 

LBA approved . . . . . . . . . . . 27. September 2002 

LBA accepted: . . . . . . . . . . . . . . . . 22. July 2005 

Approval N° EASA.A.A.01005 


iii



Page Date Page Date 

Title . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 

i . . . . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 

ii. . . . . . . . . . . . . . . . . . . . . . . . 15. October 1999 

iii thru iv . . . . . . . . . . . . . . . . . . . . 11. May 2005 

v thru vi . . . . . . . . . . . . . . . . . . 11. January 2002 

1-1 thru 1-2 . . . . . . . . . . . . . . . 15. October 1999 

1-3 . . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 

1-4 thru 1-12 . . . . . . . . . . . . . . 15. October 1999 

2-1 . . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 

2-2 . . . . . . . . . . . . . . . . . . . . . 5. November 1999 

2-3 thru 2-4 . . . . . . . . . . . . . . 28. February 2001 

2-5 thru 2-6 . . . . . . . . . . . . . . . 15. October 1999 

2-7 thru 2-8 . . . . . . . . . . . . . . 8. December 2000 

2-9 thru 2-12 . . . . . . . . . . . . . . . . . 15. July 2002 

2-13 . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 

2-14 thru 2-24 . . . . . . . . . . . . . . . . 15. July 2002 

3-1 thru 3-2 . . . . . . . . . . . . . . 8. December 2000 

3-3 thru 3-4 . . . . . . . . . . . . . . . . . . . 3. May 2000 

3-5 thru 3-20 . . . . . . . . . . . . . 5. November 1999 

3-21 thru 3-24 . . . . . . . . . . . . 28. February 2001 

3-25 thru 3-50 . . . . . . . . . . . . 8. December 2000 

3-51 thru 3-52 . . . . . . . . . . . . 28. February 2001 

3-53 thru 3-56 . . . . . . . . . . . . 8. December 2000 

4-1 thru 4-2 . . . . . . . . . . . . . . . . . . . 3. May 2000 

4-3 thru 4-6 . . . . . . . . . . . . . . . 15. October 1999 

4-7 thru 4-11 . . . . . . . . . . . . . 5. November 1999 

4-12 thru 4-13 . . . . . . . . . . . . . . . . 15. July 2002 

4-14 . . . . . . . . . . . . . . . . . . . . 28. February 2001 

4-15 thru 4-18 . . . . . . . . . . . . 5. November 1999 

4-19 thru 4-26 . . . . . . . . . . . . . . . . 15. July 2002 

5-1 thru 5-6 . . . . . . . . . . . . . . . . . . . 3. May 2000 

5-7 thru 5-12 . . . . . . . . . . . . . . 15. October 1999 

5-13 thru 5-34 . . . . . . . . . . . . . . . . . 3. May 2000 

6-1 thru 6-4 . . . . . . . . . . . . . . . . . . . 3. May 2000 

6-5 thru 6-8 . . . . . . . . . . . . . . 8. December 2000 

6-9 thru 6-10 . . . . . . . . . . . . . . . . . . 3. May 2000 

6-11 thru 6-16 . . . . . . . . . . . . 8. December 2000 

6-17 thru 6-20 . . . . . . . . . . . . . . . . . 3. May 2000 

6-21 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 

6-22 thru 6-23 . . . . . . . . . . . 13. September 2001 

6-24 . . . . . . . . . . . . . . . . . . . . . 11. January 2002 

6-25 . . . . . . . . . . . . . . . . . . . 13. September 2001 

6-26 thru 6-27 . . . . . . . . . . . . . . . . 15. July 2002 

6-28 . . . . . . . . . . . . . . . . . . . 13. September 2001 

6-29 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 

6-30 . . . . . . . . . . . . . . . . . . . . . 11. January 2002 

6-31thru 6-32. . . . . . . . . . . . . . . . . 11. May 2005 

7-1 thru 7-2 . . . . . . . . . . . . . . . . . . 15. July 2002 

7-3 thru 7-4 . . . . . . . . . . . . . . 5. November 1999 

Log of Effective Pages 

7-5 . . . . . . . . . . . . . . . . . . . . . . . 11. August 2000 

7-6 . . . . . . . . . . . . . . . . . . . . . . 11. January 2002 

7-7 thru 7-8 . . . . . . . . . . . . . . . . . . 13. July 2001 

7-9 . . . . . . . . . . . . . . . . . . . . . 5. November 1999 

7-10 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 

7-11 thru 7-12 . . . . . . . . . . . . 28. February 2001 

7-13 thru 7-14 . . . . . . . . . . . . . . . . . 3. May 2000 

7-15 thru 7-16 . . . . . . . . . . . . 5. November 1999 

7-17 thru 7-18 . . . . . . . . . . . . 28. February 2001 

7-19 thru 7-35 . . . . . . . . . . . . 8. December 2000 

7-36 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 

7-37 . . . . . . . . . . . . . . . . . . . . 8. December 2000 

7-38 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 

7-39 thru 7-49 . . . . . . . . . . . . . . . . 13. July 2001 

7-50 thru 7-52 . . . . . . . . . . . . . . . . 15. July 2002 

7-53 thru 7-54 . . . . . . . . . . . . . . . . 11. May 2005 

7-55 thru 7-56 . . . . . . . . . . . . . . . . 15. July 2002 

8-1 thru 8-3 . . . . . . . . . . . . . . . 15. October 1999 

8-4 . . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 

8-5 thru 8-10 . . . . . . . . . . . . . . 15. October 1999 

9-1 . . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 

9-2 . . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 

9-3 thru 9-4 . . . . . . . . . . . . . . 5. November 1999 

901-1 thru 901-9 . . . . . . . . . . 5. November 1999 

901-10 . . . . . . . . . . . . . . . . . . . 11. January 2002 

901-11 thru 903-6 . . . . . . . . . 5. November 1999 

904-1 thru 904-2 . . . . . . . . . . . . 11. August 2000 

904-3 . . . . . . . . . . . . . . . . . . . . 11. January 2002 

904-4 thru 904-6 . . . . . . . . . . . . 11. August 2000 

904-7 . . . . . . . . . . . . . . . . . . . 8. December 2000 

904-8 . . . . . . . . . . . . . . . . . . . . 11. January 2002 

904-9 thru 904-16 . . . . . . . . . . . 11. August 2000 

905-1 thru 905-6 . . . . . . . . . . 5. November 1999 

906-1 . . . . . . . . . . . . . . . . . . . . 11. January 2002 

906-2 thru 906-4 . . . . . . . . . . 5. November 1999 

907-1 thru 907-4 . . . . . . . . . . 8. December 2000 

908-1 thru 914-4 . . . . . . . . . . 5. November 1999 

915-1 thru 919-2 . . . . . . . . . . . 28. January 2000 

919-3 . . . . . . . . . . . . . . . . . . . . 11. January 2002 

919-4 . . . . . . . . . . . . . . . . . . . . 28. January 2000 

920-1 . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 

920-2 thru 920-3 . . . . . . . . . . . . . . 13. July 2001 

920-4 thru 920-7 . . . . . . . . . . . . . . 11. May 2005 

920-8 . . . . . . . . . . . . . . . . . . . . . . . 13. July 2001 

921-1 thru 921-8 . . . . . . . . . 13. September 2001 

922-1 thru 922-8 . . . . . . . . . . . 11. January 2002 

923-1 thru 923-14 . . . . . . . . . . . . . 15. July 2002 

924-1 thru 924-10 . . . . . . . . . . . . . 11. May 2005 

925-1 thru 925-10 . . . . . . . . . . . . . 11. May 2005 

iv 

Issued: Issued: 15. 11. October May 2005 1999



TABLE OF CONTENTS 

Section 1 

Section 2 

Section 3 

Section 4 

Section 5 

Section 6 

Section 7 

Section 8 

Section 9 

General 

Limitations 

Emergency Procedures 

Normal Procedures 

Performance 

Weight and Balance and Equipment List 

Description of the Airplane and its Systems 

Handling, Servicing and Maintenance 

Supplements 

Issued: 15. 11. October January 2002 

1999 

v



Intentionally left blank 

vi 

Issued: 15. 11. October January 2002 1999



Section 1 

General 

Table of Contents 

Paragraph 

Page 

1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3 

1.2 Three-View Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5 

1.3 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5 

1.4 Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5 

1.5 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5 

1.6 Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5 

1.7 Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-6 

1.8 Maximum Certificated Weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-6 

1.9 Typical Airplane Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-6 

1.10 Cabin and Entry Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-6 

1.11 Specific Loadings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-6 

1.12 Symbols, Abbreviations and Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-7 

1.12a General Airspeed Terminology and Symbols. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-7 

1.12b Meteorological Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-8 

1.12c Power Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-9 

1.12d Engine Controls and Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-9 

1.12e Airplane Performance and Flight Planning Terminology. . . . . .1-10 

1.12f Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-10 

1.13 Conversion to U.S. Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-11 

Issued: 15. October 1999 

1-1

Section 1 




1-2 




Section 1 

General 

1 General 

1.1 Introduction 

This handbook includes the material required to be furnished 

to the pilot by the Federal Aviation Regulations and additional 

information provided by the EXTRA 

Flugzeugproduktions- und Vertriebs-GmbH and constitutes 

the LBA accepted and EASA Approved Airplane Flight 

Manual. 

This manual also constitutes the FAA Approved Airplane 

Flight Manual for US operations. 

The material spreads over 9 sections. Specific information can be 

rapidly found by referring to the contents page for the appropriate 

section, then referring to the table of contents on the first page of 

the respective section. 

1 Noise Level 

The noise level with standard tail pipe has been established in accordance 

a with FAR 36 Appendix G, as 79.0 dB(A), 

b with ICAO Annex 16, as 82.6 dB(A). 

No determination has been made by the LBA or the FAA that the 

noise levels of this airplane are or should be acceptable or unacceptable 

for operation at, into, or out of, any airport. 

Issued: 15. Issued: October 11. 1999 May 2005 

1-3

Section 1 

General 



1.2 Three-View Drawing 

3.09 m 

(10.14 ft) 

2.595 m (8.51 ft) 

9.57 m (31.4 ft) 

11.50 m (37.73 ft) 

2.20 m (7.22 ft) 

Maximum Propeller Diameter: 

1.95 m (76.77 in.) 

Propeller Ground Clearance: 

260 mm (10.24 in.) 

1.46 m 

(4.79 ft) 

3.80 m 

(12.47 ft) 

Figure 1-1 

1-4 




Section 1 

General 

1.3 Engine 

1 Number of Engines: 1 

2 Engine Manufacturer: Teledyne Continental Motors 

3 Engine Model Number: TSIOL-550-C 

4 Engine Type: 

Six-cylinder, horizontally opposed, liquid cooled, turbocharged, 

intercooled, fuel-injected, direct drive engine, 9014 ccm (550 cubic 

inch) displacement. 

a Takeoff Power 261 KW (350 BHP) at 2,600 RPM* 

b 

Maximum Continuous Power: 

242 KW (325 BHP) at 2,500 RPM** 

*) and 39.5 inches Hg. manifold pressure 

**) and 37.5 inches Hg. manifold pressure 

1.4 Propeller 

1 Number of Propellers: 1 

2 Propeller Manufacturer: MT-Propeller 

3 Propeller Model Number: MTV-14-D/195-30a 

4 Number of Blades: 4 

5 Propeller Diameter: 1.95 m (76.77 in.) 

6 Propeller Type: 

constant speed, hydraulic actuated, pitch range: 26° 

1.5 Fuel 

1 Fuel Grade: 

100 or 100LL (Minimum Grade Aviation Gasoline conforming 

to ASTM D910-76 & MIL-G-5572, latest revision) 

1 Total Capacity: 468 l (124 U.S. Gallons) 

2 Total Usable Fuel: 404 l (107 U.S. Gallons) 

3 Unusable Fuel: 64 l (17 U.S. Gallons) 

1.6 Oil 

1 Oil Grade (SAE): 

a All temperatures: SAE 20W-50 

b above 4°C (40°F) ambient air (S.L.): SAE 50 


1-5

Section 1 

General 



c below 4°C (40°F) ambient air (S.L.): SAE 30 

2 Total Oil Capacity: 12.3 l (13 Quarts) 

3 Drain and Refill Quantity: 11.4 l (12 Quarts) 

4 Oil Quantity Operating Range 7.6 to 11.4 l (8 to 12 Quarts) 

1.7 Coolant 

The fluid used for cooling the engine is to be a 60/40 mixture of 

coolant/water. Coolant (ethylene glycol) approved for use is: 

Texaco ETX 6024 TCM P/N 653125 

1.8 Maximum Certificated Weights 

1 Maximum Ramp Weight: 1999 kg (4407 lbs.) 

2 Maximum Takeoff Weight: 1999 kg (4407 lbs.) 

3 Maximum Landing Weight: 1999 kg (4407 lbs.) 

1.9 Typical Airplane Weights 

1 Standard Empty Weight: 1430 kg (3153 lbs.) 

1.10 Cabin and Entry Dimensions 

1 Cabin Width (Maximum): 1.39 m (4.56 ft.) 

2 Cabin Length (Front to rear bulkhead): 4.13 m (13.55 ft.) 

3 Cabin Height (Maximum) 1.24 m (4.07 ft.) 

4 Entry Door Width: 0.68 m (2.23 ft.) 

5 Entry Door Height: 1.15 m (3.77 ft.) 

6 Emergency Exit Window Width: 0.68 m (2.23 ft.) 

7 Emergency Exit Window Height: 0.50 m (1.64 ft.) 

1.11 Specific Loadings 

1 Wing Loading: 140.1 kg/m 2 (28.7 lbs/sq.ft.) 

2 Power Loading: 5.7 kg/BHP (12.6 lbs/BHP) 

1-6 




Section 1 

General 

1.12 Symbols, Abbreviations and Terminology 

1.12a General Airspeed Terminology and Symbols 

CAS 

KCAS 

GS 

IAS 

KIAS 

TAS 

V O 

V FE 

V LE 

V LO 

V NE 

V NO 

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. 

Calibrated Airspeed expressed in “knots”. 

Ground Speed is the speed of an airplane relative to the ground. 

Indicated Airspeed is the speed of an aircraft as shown in the airspeed 

indicator when corrected for instrument error. IAS values 

published in this handbook assume zero instrument error. 

Indicated Airspeed expressed in “knots”. 

True Airspeed is the airspeed of an airplane relative to undisturbed 

air which is the CAS corrected for altitude, temperature and 

compressibility. 

Operating maneuvering Speed is the maximum speed at which 

application of full available aerodynamic control will not overstress 

the airplane. 

Maximum Flap extended speed is the highest speed permissible 

with wing flaps in a prescribed extended position. 

Maximum Landing Gear Extended Speed is the maximum speed 

at which an aircraft can be safely flown with the landing gear extended. 

Maximum Landing Gear Operating Speed is the maximum speed 

at which the landing gear can be safely extended or retracted. 

Never Exceed Speed is the speed limit that may not be exceeded 

at any time. 

Maximum Structural Cruising Speed is the speed that should not 

be exceeded except in smooth air and then only with caution. 


1-7

Section 1 

General 

V S 

V SO 

V X 

V Y 



Stalling Speed or the minimum steady flight speed at which the 

airplane is controllable. 

Stalling Speed or the minimum steady flight speed at which the 

airplane is controllable in the landing configuration. 

Best Angle-of-Climb Speed is the airspeed which delivers the 

greatest gain of altitude in the shortest possible horizontal distance. 

Best Rate-of-Climb Speed is the airspeed which delivers the 

greatest gain in altitude in the shortest possible time. 

1.12b Meteorological Terminology 

ISA 

OAT 

Indicated 

Pressure 

Altitude 

Pressure 

Altitude 

Station 

Pressure 

International Standard Atmosphere in which 

a The air is a dry perfect gas; 

b The temperature at sea level is 15° Celsius (59° 

Fahrenheit); 

c The pressure at sea level is 1013.2 mb (29.92 inches hg.); 

d The temperature gradient from sea level to the altitude at 

which the temperature is —56.5°C (—69.7°F) is —1.98°C 

(—3.564°F) per 1,000 foot and zero above that altitude. 

Outside 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. 

The number actually read from an altimeter when the barometric 

subscale has been set to 1013.2 mb (29.92 in. hg. ). 

Altitude measured from standard sea level pressure (1013.2 mb/ 

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. 

Actual atmospheric pressure at field elevation. 

1-8 




Section 1 

General 

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. 

1.12c Power Terminology 

Takeoff Power 

Maximum 

Continuous 

Power (MCP) 

Idle Power 

The maximum power permissible for takeoff (may be time limited). 

The maximum power for unrestricted periods of use. 

The power required to run an engine at the lowest speed that will 

ensure satisfactory engine operation. 

1.12d Engine Controls and Instruments 

Throttle or 

Power Control 

Lever 

Propeller 

Control 

Mixture 

Control 

EGT Gauge 

TIT Gauge 

Tachometer 

The lever used to control engine power, from the lowest through 

the highest power, by controlling the air and the fuel flow. The extreme 

lever positions are called OPEN (forward position) and 

CLOSE (aft position). 

The lever used to select the propeller blade angle of attack. It provides 

a mechanical linkage to the propeller governor. In the 

FULL AFT position of the lever the angle of attack is high, in the 

FULL FORWARD position it is low. 

The mixture control provides a mechanical linkage with the mixture 

control valve of the fuel control unit, to adjust the air/fuel 

mixture. It is also a primary means to shut down the engine. The 

most forward position of the mixture control lever is called 

RICH, the aft position is called IDLE/CUT-OFF. 

The exhaust gas temperature indicator is the instrument used to 

identify the lean fuel flow mixtures for various power settings. 

A temperature measuring system that senses exhaust gas temperature 

at the turbine inlet. 

An instrument that indicates rotational speed. The speed is shown 

as propeller revolutions per minute (RPM). 


1-9

Section 1 

General 

Propeller 

Governor 



The device that regulates the rpm of the engine/propeller by increasing 

or decreasing the propeller pitch, through a pitch change 

mechanism in the propeller hub. 

1.12e Airplane Performance and Flight Planning Terminology 

Climb 

Gradient 

Demonstrated 

Crosswind 

Velocity 

The demonstrated ratio of the change in height during a portion of 

a climb, to the horizontal distance traversed in the same time interval. 

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. 

1.12f Weight and Balance 

Reference 

Datum 

Station 

Arm 

Moment 

Center of 

Gravity (C.G.) 

C.G. Arm 

C.G. Limits 

Usable Fuel 

An imaginary vertical plane from which all horizontal distances 

are measured for balance purposes. 

A location along the airplane fuselage usually given in terms of 

distance from the reference datum. 

The horizontal distance from the reference datum to the center of 

gravity (C.G.) of an item. 

The product of the weight of an item multiplied by its arm. 

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. 

The arm obtained by adding the airplane’s individual moments 

and dividing the sum by the total weight. 

The extreme center of gravity locations within which the airplane 

must be operated at a given weight. 

Fuel available for flight planning. 

1-10 




Section 1 

General 

Unusable Fuel 

Standard 

Empty Weight 

Basic Empty 

Weight 

Payload 

Useful Load 

Zero Fuel 

Weight 

Maximum 

Ramp Weight 

Maximum 

Takeoff 

Weight 

Maximum 

Landing 

Weight 

Minimum 

Weight 

Maximum 

Empty Weight 

Fuel remaining after a runout test has been completed in accordance 

with certification basis. 

Weight of a standard airplane including unusable fuel, full operating 

fluids and full oil. 

Standard empty weight plus optional equipment. 

Weight of occupants, cargo and baggage. 

Difference between takeoff weight, or ramp weight if applicable, 

and basic empty weight. 

Basic empty weight plus payload but no usable fuel. 

Maximum weight approved for ground maneuver. (It includes 

weight of start, taxi and run up fuel.) 

Maximum weight approved for the start of the takeoff run. 

Maximum weight approved for the landing touchdown. 

Standard empty weight plus minimum crew (1 pilot) and fuel for 

half an hour operating the airplane at maximum continuos power. 

Maximum approved empty weight of airplane including unusable 

fuel, full operating fluids and full oil. 

1.13 Conversion to U.S. Units 

Multiply kg by 2.2 to obtain lbs. 

Multiply m by 39.37 to obtain in. 

Multiply kgm by 0.866 to obtain in.lbs./100 


1-11

Section 1 

General 




1-12 




Section 2 

Limitations 


Paragraph 

Page 

2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-3 

2.2 Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-4 

2.3 Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5 

2.4 Leaning Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5 

2.5 Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-5 

2.6 Powerplant Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-7 

2.7 Miscellaneous Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-8 

2.8 Weight Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-8 

2.9 Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-8 

2.10 Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-8 

2.11 Flight Load Factor Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9 

2.12 Flight Crew Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9 

2.13 Kinds of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9 

2.14 Kinds of Operation Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-10 

2.15 Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-16 

2.16 Maximum Operating Altitude Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-16 

2.17 Cabin Pressurization Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-16 

2.18 Maximum Passenger Seating Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-16 

2.19 Limitations for Electrothermal Anti-ice Devices . . . . . . . . . . . . . . . .2-16 

2.20 Structural Temperature/Color Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-17 

2.21 Flap Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-17 

2.22 Crosswind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-17 

2.23 Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-17 

Issued: 15. October July 20021999 

2-1

Section 2 




2-2 

Issued: 5. 15. November October 1999



Section 2 

Limitations 

2 Limitations 


This section presents the various operating limitations, instrument 

markings, color coding and basic placards necessary for the 

safe operation of the EA 400, its power plant, systems and standard 

equipment. 

Note 

In case an aircraft is equipped with specific options, the necessary 

additional information for safe operation like limitations, 

procedures, performance data, and other is shown in 

section 9. 

The limitations included in this section and in section 9 are approved 

by the Luftfahrt Bundesamt (LBA). Observance of these operating 

limitations is required by national aviation regulations. 

Issued: 15. 28. October February1999 

2001 

2-3

Section 2 

Limitations 



2.2 Airspeed Limitations 

Speed KCAS KIAS Remarks 

Maneuvering Speed V O 

1450 kg (3197 lbs.) 

1999 kg (4407 lbs.) 

Maximum Flap Extended 

Speed V FE 15° 

30° 

134 

158 

120 

111 

133 

156 

120 

109 

Maximum Landing Gear 

Operation SpeedV LO 142 140 

Maximum Landing Gear 

Extended Speed V LE 142 140 

Never Exceed Speed V NE 221 219 

Maximum Structural 

Cruising Speed V NO 190 188 

Do not make full or abrupt 

control movements above this 

speed. For weights between the 

given ones the values are 

assumed to be linear. 

Do not exceed this speed with the 

given flap setting. 

Do not operate landing gear 

above this speed. 

Do not exceed this speed with 

landing gear extended. 

Do not exceed this speed in any 

operation. 

Do not exceed this speed except 

in smooth air and then only with 

caution. 

2-4 Issued: 28. 15. February October 2001 1999



Section 2 

Limitations 

2.3 Airspeed Indicator Markings 

Marking 

KIAS Value or 

Range 

Significance 

White Arc 58 thru 109 

Full Flap Operating Range. Lower limit is 

maximum weight stalling speed in landing 

configuration. Upper limit is maximum 

speed permissible with flaps (30°) extended 

Green Arc 76 thru 188 

Normal Operating Range. Lower limit is 

maximum weight stalling speed with flaps 

and landing gear retracted. Upper limit is 

maximum structural cruising speed. 

Yellow Arc 188 thru 219 

Operations must be conducted with caution 

and only in smooth air. 

Red Line 219 Maximum speed for all operations. 

2.4 Leaning Limitations 

Mixture full RICH at all engine powers above 75% cruise power 

2.5 Power Plant Limitations 

1 Number of Engines: 1 

2 Engine Manufacturer: Teledyne Continental Motors 

3 Engine Model Number: TSIOL-550-C 

4 Engine Operating Limits: 

a Takeoff Power (Max., limited to 5min):261 KW (350 BHP) 

b Maximum Continuous Power: 242 KW (325 BHP) 

5 Manifold Pressure (Max. Takeoff Power): 39.5 in.Hg. (1.34 bar) 

6 Manifold Pressure (MCP): 37.5 in.Hg. (1.27 bar) up to 20,000 ft 

reduce 1.1 in.Hg. per 1000 ft to 32 in.Hg. (1.08 bar) at 25,000 ft 

7 Exhaust Gas Temperature (Maximum) 954 °C (1750 °F) 

8 Cylinder Head Temperature (Maximum) 191°C (375°F) 

9 Oil Temperature: 

a Minimum takeoff: 38°C (100°F) 

b Maximum: 110°C (230°F) 

10 Oil Pressure: 

a Minimum, Idle: 0.7 bar (10 PSI) 

b Maximum Allowable (cold oil): 7 bar (100 PSI) 


2-5

Section 2 

Limitations 



11 Coolant Temperature 

a Minimum takeoff: 66°C (150°F) 

b Maximum: 110°C (230°F) 

12 Fuel Pressure 

a Minimum: -0.14 bar (-2 PSI) 

b Maximum: 1.14 bar (16.5 PSI) 

13 Turbine Inlet Temperature (Maximum): 954°C (1750°F) 

14 Fuel Grade: 

100 or 100LL (Minimum Grade Aviation Gasoline conforming 

to ASTM D910-76 & MIL-G-5572, latest revision) 

15 Oil Grade (SAE): 

a All temperatures: SAE 20W-50 

b Above 4°C (40°F) ambient air (S.L.): SAE 50 

c Below 4°C (40°F) ambient air (S.L.): SAE 30 

16 Coolant Grade: 

Coolant used in the engine is to be a 60/40 mixture of ethylene 

glycol/destilled water. Coolant approved for use is: 

Texaco ETX 6024, TCM P/N: 653125 

17 Number of Propellers: 1 

18 Propeller Manufacturer: MT-Propeller 

19 Propeller Hub Number: MTV-14-D 

20 Number of Blades: 4 

21 Blade Model Numbers: 195-30a 

22 Propeller Diameter: 1.95 m (76.77 in.) 

23 Propeller Blade Angle at radius 680 mm (26.77 in): 

12° ±0.2° thru 38° ±1° 

24 Rotational Speed Restrictions: 

a Maximum Takeoff Speed 2,600 RPM 

b Maximum Continuous Speed 2,500 RPM 

2-6 




Section 2 

Limitations 

2.6 Powerplant Instrument Markings 

Instrument 

Red 

Line 

Min. 

Limit 

Yellow Arc Green Arc Yellow Arc 

Caution 

Range 

Normal 

Operating 

Caution or 

Takeoff 

Red 

Line 

Max. 

Limit 

Tachometer, RPM 600-2,500 2,500-2,600 2,600 

Manifold Pressure 

in. Hg. 

bar 

Exhaust Gas Temp. 

°C 

°F 

Cylinder Head Temp. 

°C 

°F 

Oil Temperature 

°C 

°F 

Oil Pressure 

bar 

PSI 

Coolant Temperature 

°C 

°F 

Fuel Pressure 

bar 

PSI 

Turbine Inlet Temp. 

°C 

°F 

38 

100 

0.7 

10 

66 

150 

0.7-2.1 

10-30 

0-0.21 

0-3 

0-37.5 

0-1.27 

650-954 

1200-1750 

93-191 

200-375 

77-93 

170-200 

2.1-4.1 

30-60 

82-93 

180-200 

0.21-0.41 

3-6 

37.5-39.5 

1.27-1.34 

93-110 

200-230 

4.1-7 

60-100 

93-110 

200-230 

>0.41 

>6 

39.5 

1.34 

954 

1750 

191 

375 

110 

230 

7 

100 

110 

230 

954 

1750 

Vacuum Diff. Press. 

in. Hg 4.5 4.5-5.2 5.2 

Issued: 15. 8. December October 1999 2000 

2-7

Section 2 

Limitations 



2.7 Miscellaneous Instrument Markings 

Instrument 

Red 

Line 

Min. 

Limit 

Yellow Arc Green Arc Yellow Arc 

Caution 

Range 

Normal 

Operating 

Caution or 

Takeoff 

Red 

Line 

Max. 

Limit 

Voltmeter, V 23 23-26 26-29 29-32 32 

Cabin Altitude, ft 10,000 

Cabin Differential 

Pressure, PSI 

5.5 

Fuel Quantity 

“0" -indication at 32 l (8.5 U.S. Gallons) unusable fuel 

each tank, 

red arc from 7 l (1.85 U.S. Gallons) to 

32 l (8.5 U.S. Gallons) unusable 

2.8 Weight Limits 

1 Maximum Ramp Weight: 1999 kg (4407 lbs.) 

2 Maximum Takeoff Weight: 1999 kg (4407 lbs.) 

3 Maximum Landing Weight: 1999 kg (4407 lbs.) 

4 Maximum Zero Fuel Weight: 1959 kg (4319 lbs.) 

5 Maximum Empty Weight: 1555 kg (3428 lbs.) 

6 Maximum Weight in Baggage Compartment: 90 kg (198 lbs.) 

2.9 Center of Gravity Limits 

Values are given for landing gear extended configuration. 

1 Aft Limit is defined at: 38 % of MAC 

2 Forward Limit is defined by the following values: 

a 21 % of MAC at 1999 kg (4407 lbs.) (MTOW) 

b 12 % of MAC at 1600 kg (3527 lbs.) and below. 

C.G. range varies lineary between weight limits. 

MAC is 1322 mm (52.05 in.). 0% MAC is at 3200 mm. 

2-8 Issued: 8. 15. December October 2000 1999



Section 2 

Limitations 

2.10 Maneuver Limits 

The EA 400 is a normal category airplane. The normal category is 

applicable to aircraft intended for non-aerobatic operations. These 

include any maneuvers incidental to normal flying, stalls (except 

whip stalls), lazy eights, chandelles, and turns in which the 

angle of bank is not more than 60°. 

Aerobatic maneuvers, including spins, are prohibited. 

2.11 Flight Load Factor Limits 

1 Wing flaps 0°: +4 G to -1.6 G 

2 Wing flaps 15° and 30°: +2 G to 0 G 

2.12 Flight Crew Limits 

Minimum certificated flight crew is one (1) or refer to the regulations 

of the national authority. 

2.13 Kinds of Operation 

This airplane is approved for day and night VFR and IFR operations, 

and flight into icing conditions, when appropriate equipment 

is installed and operates correctly. 

No NDB-approaches possible. IFR-equipment does not include 

an ADF. 


2-9

Section 2 

Limitations 



2.14 Kinds of Operation Equipment List 

System and/or Equipment 

VFR- 

Day 

VFR- 

Night 

IFR- 

Day 

IFR- 

Night 

ICE 

Electrical Power 

Battery 1 1 1 1 1 

Alternators 2 2 2 2 2 

Alternators INOP Warning Light 2 2 2 2 2 

Voltmeter 1 1 1 1 1 

Ammeter 1 1 1 1 1 

External Power Operating Indication Light 1 1 1 1 1 

Safety equipment 

Flashlight 1 1 1 

NAV/COM, handheld 1 1 1 1 

Fire Extinguisher 1 1 1 1 1 

Safety Belt and Shoulder Harness * * * * * 

*) one for each seat occupied 

Flight Controls 

Flap System 1 1 1 1 1 

Flap Position Indic. (1x amber, 2x green) 1 1 1 1 1 

Horizontal Stabilizer Trim System 1 1 1 1 1 

Horizontal Stabilizer Trim Position Indicator 1 1 1 1 1 

1) not required for U.S. registered aircraft 

2-10 

Issued: Issued: 15. October 15. July 2002 1999



Section 2 

Limitations 


VFR- 

Day 

VFR- 

Night 

IFR- 

Day 

IFR- 

Night 

ICE 

Fuel System 

Boost Pump 1 1 1 1 1 

Fuel Flow Indicator 1 1 1 1 1 

Fuel Pressure Indicator 1 1 1 1 1 

Fuel Quantity Indicator 2 2 2 2 2 

Low Fuel Annunciation Light 1 1 1 1 1 

Landing Gear 

Landing Gear Position Indication (3x green) 1 1 1 1 1 

Landing Gear Warning Horn 1 1 1 1 1 

Landing Gear Warning Light 1 1 1 1 1 

Landing Gear Hydraulic Pump 1 1 1 1 1 

Hydraulic Pump Operating Annunciation 

Light 

1 1 1 1 1 

Lights 

Anti-Collision Light System 1 1 1 1 1 

Landing Light 1 1 1 

Landing Light Operation Indication Light 1 1 1 

Navigation Light System 1 1 1 1 1 

Instrument Lights 1 1 1 

Ice Inspection Light 1 

Ice Insp. Light Operation Indication Light 1 


2-11

Section 2 

Limitations 




VFR- 

Day 

VFR- 

Night 

IFR- 

Day 

IFR- 

Night 

ICE 

Switch Lights (luminous foils) 1 1 1 

Map Light 1 1 1 

Dome Light 2x 1 1 1 

Light Test Button 1 1 1 

Flight Instruments 

Airspeed Indicator 1 1 1 1 1 

OAT Indicator 1 1 1 

Pitot Tube 1 1 

Pitot Tube, heated 2 2 2 

Pitot Heat Caution Light 2 2 2 

Altimeter 1 1 2 2 2 

Dual Static Source 2 2 

Dual Static Source, heated 2 2 2 

Static Heat Caution Light 2 2 2 

Magnetic Compass 1 1 1 1 1 

Vertical Speed Indicator 1 1 1 

Directional Gyro (pneumatic) 1 1 1 

Horizon Gyro (pneumatic) 1 1 1 

Turn & Bank Indicator (electric) 1 1 1 

Directional Gyro (electric) 1 1 1 

Horizon Gyro (pneumatic) 2 1 2 1 2 

Horizon Gyro (electric) 1 1 1 

2) may substitute one EADI with one Horizon Gyro (electric) 

2-12 




Section 2 

Limitations 


VFR- 

Day 

VFR- 

Night 

IFR- 

Day 

IFR- 

Night 

ICE 

EADI 1 3 1 3 1 

EHSI 1 1 1 

DOWN/CMPST DISP Switch/Light 4 1 1 1 

Symbol Generator 1 1 1 

Engine Instruments 

RPM Indicator 1 1 1 1 1 

Manifold Pressure Indicator 1 1 1 1 1 

CHT Indicator 1 1 1 1 1 

EGT Indicator 1 1 1 1 1 

TIT Indicator 1 1 1 1 1 

Coolant Temperature Indicator 1 1 1 1 1 

Oil Pressure Indicator 1 1 1 1 1 

Oil Temperature Indicator 1 1 1 1 1 

Navigation / Communication 

COM 1 1 2 2 2 

NAV 1 1 1 1 

GPS or second NAV 1 1 1 

GPS APR & GPS CRS Switch/Light 5 1 1 1 

DME 1 1 1 

Transponder 6 1 1 1 1 1 

3) May be substituted by a pneumatic horizon gyro 

4) If EADI and EHSI installed 5) If BENDIX/KING avionic installed 

6) In some airspaces Mode S Elementary Surveillance functionality is required 


2-13

Section 2 

Limitations 




VFR- 

Day 

VFR- 

Night 

IFR- 

Day 

IFR- 

Night 

ICE 

Pressure Cabin (above FL120) 

Cabin Pressure Controller 1 1 1 1 1 

Cabin Pressure Warning Light 1 1 1 1 1 

Outflow Control Valve 1 1 1 1 1 

Outflow Safety Valve 1 1 1 1 1 

Cabin Altitude Indicator 1 1 1 1 1 

Cabin Diff. Press. Indicator 1 1 1 1 1 

De-Ice System 

Boot Evacuation System 1 1 1 1 1 

Boot Ev. System Operation Indication Light 1 

Propeller Heat System 1 

Propeller De-ice Amp Meter 1 

Windshield Heat 1 

Windshield Heat Operation Indication Light 1 

Windshield Heat Warning Light 1 

Miscellaneous 

Stall Warning Lift Detector 1 1 

Stall Warning Lift Detector (heated) 1 1 1 

Stall Heat Warning Light 1 1 1 1 1 

Stall Warning Horn 1 1 1 1 1 

Stall Warning Light 1 1 1 1 1 

2-14 Issued: Issued: 15. October 15. July 2002 1999



Section 2 

Limitations 


VFR- 

Day 

VFR- 

Night 

IFR- 

Day 

IFR- 

Night 

ICE 

Door Warning Light 1 1 1 1 1 

Clock 1 1 1 

Vacuum Pumps 1 1 2 2 2 

Vacuum Indicatior 1 1 1 1 1 


2-15

Section 2 

Limitations 



2.15 Fuel Limitations 

1 Total Capacity: 468 l (124 U.S. Gallons) 

2 Unusable Fuel: 64 l (17 U.S. Gallons) 

Except in normal cruise in all other flight conditions the fuel selector 

valve has to be in BOTH-position. 

Maximum fuel contents difference between left and right fuel 

tank is 80 l (21 U.S. Gallons). 

2.16 Maximum Operating Altitude Limit 

Maximum operating altitude limit is : 25,000 ft 

2.17 Cabin Pressurization Limits 

Maximum Cabin Operating Differential Pressure: 5.5 PSI 

Takeoff and landing with cabin pressurized prohibited. 

2.18 Maximum Passenger Seating Limits 

Refer to the regulations of the national authority. 

2.19 Limitations for Electrothermal Anti-ice Devices 

1 Propeller Heat: 

1 Maximum operating time without engine running: 10 sec. 

2 Pitot, Static, Stall Heat: 

1 Maximum operating time (test) on ground: 10 sec. 

2 Maximum outside air temperature for operation inflight: 20°C 





Section 3 



Paragraph 

Page 

3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3 

3.2 Airspeeds for Emergency Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3 

3.3 Emergency Procedures Check List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-4 

3.3a Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-4 

3.3b Air Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-6 

3.3c Smoke and Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-7 

3.3d Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-9 

3.3e Glide (engine out and secured) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-10 

3.3f Landing Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-10 

3.3g Engine Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-16 

3.3h Fuel System Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-18 

3.3i Propeller Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-19 

3.3j Electrical System Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-19 

3.3k Flight Control Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21 

3.3l Wing Flaps Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21 

3.3m Landing Gear Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-22 

3.3n Pressurization System Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-24 

3.3o Ice Protection Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25 

3.3p Windshield Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-25 

3.3q Lightning Strike Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-26 

3.3r Emergency Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-26 

3.3s Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-27 

3.4 Amplified Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-29 

3.4a Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-29 

3.4b Air Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-31 

3.4c Smoke and Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-32 

3.4d Emergency Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-34 

3.4e Glide (engine out and secured) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-34 

3.4f Landing Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-36 

3.4g Engine Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-43 

3.4h Fuel System Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-46 

3.4i Propeller Overspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-47 

3.4j Electrical System Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-48 

3.4k Flight Control Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-50 

3.4l Wing Flaps Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-50 

3-1

Section 3 



3.4m Landing Gear Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-51 

3.4n Pressurization System Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-53 

3.4o Ice Protection Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-54 

3.4p Windshield Emergencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-54 

3.4q Lightning Strike Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-54 

3.4r Emergency Exit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-54 

3.4s Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-55 




Section 3 


3 Emergency Procedures 


Section 3 of this Handbook describes the recommended procedures 

for emergency situations. Paragraph of this section provides 

emergency procedural action required in an abbreviated checklist 

form. Amplification of the abbreviated checklist is presented in 

paragraph of this section. 

Each subparagraph of paragraph corresponds to the subparagraph 

with the same numbering letter of paragraph . For example: 

subparagraph c corresponds to subparagraph c. 

Note 

Refer to section 9 of this handbook for amended operating limitations, 

operating procedures, performance data and other 

necessary information for airplanes equipped with 

specific options. 

3.2 Airspeeds for Emergency Operations 

Conditions: Takeoff Weight 1999 kg (4407 lbs.) 

Speed 

KIAS 

Maneuvering Speed 156 

Stall Speed Flaps Up 76 

Stall Speed in Landing Configuration 58 

Speed for Maximum Gliding Distance 105 

Emergency Descent (V NO ) 188 

Approach Speed for Precautionary 

Landing with Power (Landing Config.) 

80 

Approach Speed without Power 

Wing Flaps UP 

Wing Flaps DOWN 30° 

100 

89 

Issued: 15. 3. May October 20001999 

3-3

Section 3 




3.3 Emergency Procedures Check List 

3.3a Engine Failure 

1 Engine Securing Procedure 

Item 

Throttle 

GEAR WARN MUTE Switch 

Mixture 

Fuel Selector 

Fuel Pump 

EMER. FUEL P. Switch 

Magnetos 

Condition 

CLOSE 

PRESS 

IDLE CUT-OFF 

OFF 

OFF 

(CHECK if) NORMAL 

OFF 

2 Engine Failure During Takeoff 

If runway is long enough 

Item 

Condition 

Landing Gear 

(KEEP) DOWN 


Land immediately 

3-4 Issued: Issued: 15. October 3. May 2000 1999



Section 3 


If runway is not long enough and landing on rough or soft area is 

necessary: 

Warning 

Do not attempt to fly a procedure turn at an altitude below1000 

ft. 

Item 

Condition 

Passengers 

cause to CUSHION FACES 

Landing Gear 

UP 


Throttle 

IDLE 

Mixture 

IDLE CUT-OFF 

Fuel Pump 

OFF 

Fuel Selector 

OFF 

Magnetos 

OFF 

Battery and Alternators, when 

landing gear is completely 

retracted and wing flaps are 

OFF 

down 

Warning 

Stall warning will not be available with electrical system 

turned off. 

3 Engine Failure in Flight 

Item 

Trim Aircraft For 

Mixture 

Fuel Pump 

Fuel Selector 

Alternate Air 

Magnetos 


Instruments 

Condition 

105 KIAS 

ADJUST 

CHECK if LOW 

BOTH 

OPEN 

CHECK 

HIGH 

if zero fuel flow indiction 

and fuel pressure indication is 

inside green arc 

CHECK for indication of reason 

for failure. 

Issued: 15. November October 1999 

3-5

Section 3 




3.3b Air Start 

If power could be regained: 

Item 

Condition 

Throttle 

NORMAL 

Alternate Air 

NORMAL except in case of 

suspicion of air inlet icing 

Fuel Pump 

AS REQUIRED 

Mixture 

AS REQUIRED 

Land as soon as possible to examine reason for failure 

If power could not be regained follow the Engine Securing Procedure 

and the procedure of Landing Without Power. 

Item 

Airspeed 

Alternate Air 

Fuel Selector 

Throttle 

Mixture 

Propeller 

Magnetos 

Fuel Pump 

Mixture 

Mixture 

Mixture 

Condition 

105 KIAS 

OPEN 

BOTH 

FULL OPEN 

IDLE CUT-OFF 

FULL FORWARD 

BOTH 

LOW 

OPEN SLOWLY TO RICH 

OPEN SLOWER 

if engine begins to fire 

ADJUST 

if engine runs smoothly 

If restarting procedure fails follow the Engine Securing Procedure 


3-6 Issued: 5. 15. November October 1999



3.3c Smoke and Fire 

Item 

Engine Cowling Joints 

Cabin Air 

Instrument panels 

Dispencers and Vents 

Cabine Pressure 

Cabin Air 

DUMP Switch 

Emergency Descent 

Emergency Exit Window 

Section 3 


Condition 

CHECK for smoke 

SMELL 



CHECK 

CHANGE SOURCE 

if smoke escapes from the 

dispencers and vents 

ON 

PERFORM to a safe altitude 

consistent with terrain 

OPEN 

if smoke is out of control 

1 Engine Fire During Engine Start on the Ground 

Item 

Starter (rotate engine) 

Mixture 

Throttle 

Fuel Selector 

Fuel Pump 

If fire continues evacuate the airplane. 

Condition 

ON 

IDLE CUT-OFF 

OPEN 

OFF 

OFF 


3-7

Section 3 




2 Engine Fire During Takeoff 

Item 

Condition 

Engine 

KEEP RUNNING as long as 

necessary for searching appropriate 

landing area 

Attitude 

CHANGE if necessary for 

keeping sight. 

For example sideslipping. 

(KEEP) DOWN 

Landing Gear 

depending on surface 



Fuel Pump 

OFF as soon as engine power 

is no more necessary 

Fuel Selector 

OFF 

Mixture 

IDLE CUT-OFF 

Throttle 

CLOSE 

Magnetos 

OFF 

Alternators and Battery 

OFF 

Warning 


turned off. 

Evacuate airplane as soon as possible 




Section 3 


3 Inflight Engine Fire 

Item 

Condition 

Engine 

KEEP RUNNING as long as 

necessary for flying over obstructions 

Fuel Pump 

OFF as soon as engine power 

is no more necessary 

Fuel Selector 

OFF 

Throttle 

CLOSE 

when engine has stopped 

Mixture 

IDLE CUT-OFF 

Magnetos 

OFF 

Alternators 

OFF 

Note 

If the battery is in an impeccable condition, it will supply 

the aircraft with power for half an hour under VFR conditions. 

Land and evacuate airplane as soon as practical 

4 Inflight Cabin Electrical Fire or Smoke 

Item 

Condition 

Alternators and Battery 

OFF 

Warning 


turned off. 

All Circuit Breakers 

PULL 

Alternator I 

ON 

Circuit Breakers of Main 

ON 

Components 

Attempt to isolate source of smoke 


3.3d Emergency Descent 

Item 

Throttle 

Propeller 

Airspeed 

Condition 

IDLE 

FULL FORWARD 

188 KIAS 


3-9

Section 3 




3.3e Glide (engine out and secured) 

Item 

Landing Gear 

Wing Flaps 

Propeller 

Airspeed (Best Glide Speed) 

Glide Ratio 

3.3f Landing Emergencies 

Condition 

UP 

UP 

FULL AFT 

105 KIAS (MTOW) 

2.5 n. m. per 1,000 ft 

1 Precautionary Landing 

Check landing site while overflying at 81 KIAS with 30° wing 

flaps. 

If surface is smooth and hard: 

Item 

Normal Landing 

Nose Wheel 

If surface is rough or soft: 

Item 

Landing Gear 

DUMP Switch 

Heavy Objects In Cabin 

Seat, Seat Belts, Shoulder 

Harnesses 

Approach 

Condition 

INITIATE 

KEEP OFF GROUND as 

long as practical 

Condition 

UP 

ON 

SECURE if passenger is available 

to assist. 

SECURE 

80 KIAS and 30° Wing Flaps 


Passengers 

Just before touchdown 

Mixture 

IDLE CUT-OFF 

Throttle 

IDLE 

Magnetos 

OFF 

Fuel Selector 

OFF 

Battery and Alternators 

OFF 

Warning 


turned off. 

Landing Attitude 

NOSE HIGH 




Section 3 


2 With a Flat Main Gear Tire 

Item 

Condition 

Landing Gear 

Leave DOWN 

Fuel Selector 

SELECT tank on the same 

side as defective tire 

Fuel Selector 

BOTH before landing 

Wind 

HEADWIND or crosswind 

opposite the defective tire 


Approach 

ALIGN AIRCRAFT 

with edge of runway opposite 

the defective tire, allowing 

room for a mild turn in the 

landing roll 

Land slightly wing low on the side of the inflated tire and 

lower the nose wheel to the ground immediately for positive 

steering. 

Use full aileron in landing roll to lighten the load on the 

defective tire. 

Apply brakes only on the inflated tire to minimize landing 

roll and maintain directional control. 

Stop airplane to avoid further damage unless active runway 

must be cleared for other traffic. 

3 With a Flat Nose Gear Tire 

Item 

Landing Gear 


Nose 

Brakes 

Control Wheel 

Condition 

Leave DOWN 

NOSE HIGH 

HOLD OFF 

during landing roll 

MINIMUM in landing roll 

FULL AFT 

until airplane stops 


3-11

Section 3 




4 With a Defective Main Gear 

Item 

Condition 

Fuel Selector 

SELECT tank on the same 

side as defective gear 

Fuel Selector 

BOTH before landing 

Wind 

HEADWIND or crosswind 

opposite the defective gear 

Landing Gear 

DOWN 


Approach 

ALIGN AIRCRAFT 

with edge of runway opposite 

the defective main gear side, 

allowing room for a mild turn 

in the landing roll 


OFF 

Warning 


turned off. 

Land wing low toward the operative landing gear. Lower 

nosewheel immediately for positive steering. 

Ground Loop 

INITIATE into defective landing 

gear 

Mixture 

IDLE CUT-OFF 

Use full aileron in landing roll to lighten the load on the 

defective gear 

Apply brakes only on the operative landing gear to minimize 

rate of turn and shorten landing roll. 

Fuel Selector 

OFF 




Section 3 


5 With Power, Landing Gear Retracted 

Item 

Circuit Breaker Gear Warning 

DUMP Switch 


Condition 

PULL 

ON 


to assist. 


Harnesses 

SECURE 

Approach 

80 KIAS and 30° Wing Flaps. 

Passengers 


Just before touchdown 

Throttle 

IDLE 

Mixture 

IDLE CUT-OFF 

Magnetos 

OFF 

Fuel Selector 

OFF 


OFF 

Warning 


turned off. 


6 Without Power 

Approach 

Landing Gear 

Item 


Harnesses 

Passengers 

If surface is rough: 


NOSE HIGH 

Condition 

89 KIAS with 30° Wing 

Flaps 

DOWN 

depending on surface 

SECURE 


OFF 

Warning 


turned off. 


3-13

Section 3 




7 Without Power, Landing Gear Retracted 

Item 

Condition 



to assist. 


Harnesses 

SECURE 

Approach 

89 KIAS and 30° Wing Flaps. 

Passengers 



OFF 

Warning 


turned off. 


NOSE HIGH 

8 With Flaps Retracted 

Item 

Fuel Selector 

Minimum Approach Speed 

Landing Gear 

Stall Speed Flaps In 

Condition 

BOTH 

90 KIAS 

DOWN 

76 KIAS 




Section 3 


9 Ditching 

Item 

Condition 

Radio 

TRANSMIT MAYDAY to 

ATC or on 121.5 MHz 

Transponder CODE 7700 

DUMP Switch 

Heavy objects in cabin 

ON 


to assist 


SECURE 

Harnesses 

Landing Gear 

CHECK if UP 

Passengers 


Approach 

HEADWIND 

if high winds 

PARALLEL to SWELLS 

if light winds and heavy 

swells 

Wing Flaps DOWN 30° (15°/0°) 

Airspeed 

70 (77/91) KIAS 

Power (if available) AS REQUIRED for 300 ft per 

minute descent 

Attitude 

DESCENT ATTITUDE 

through touchdown 


OFF 

Warning 


turned off. 

Touchdown 

Controls 

Battery 

Wing Flaps 

Battery 

Airplane 

Life Vests and Raft 

Main Door or 


NO FLARE maintain descent 

attitude 

KEEP AIRCRAFT LEVEL 

after touchdown 

ON 

UP 

OFF 

EVACUATE through the 

main door or the 

emergency exit window 

INFLATE when outside cabin 

CLOSE 

if possible 


3-15

Section 3 




3.3g Engine Emergencies 

1 Sudden Engine Roughness 

Item 

Condition 

Mixture 

ADJUST for smoothest engine 

run 

Fuel Pump 

CHECK if LOW 

Fuel Selector 

BOTH 

Alternate Air 

OPEN 

HIGH 


if zero fuel flow indication 

and fuel pressure indication is 

inside green arc 

Problem 

ANALYZE 

If roughness cannot be cleared, land as soon as practical. 

2 Partial Loss of Engine Power 

Item 

Alternate Air 

Power 

Propeller 

Mixture 

Problem 

Descent 

Land as soon as possible. 

Condition 

OPEN 

AS REQUIRED 

AS REQUIRED 

AS REQUIRED 

ANALYZE 

TO LOWER ALTITUDE 


if applicable 

3 Loss of Oil Pressure 

Item 

Condition 


CHECK if constant 

If temperature is rising, expect engine failure. Land as soon as 

practical; be prepared to follow the procedure of Landing 

Without Power. 




Section 3 


4 Too High Cylinder Head or Oil Temperature 

Item 

Condition 


CHECK 

Power 

REDUCE 

Mixture 

RICH 

Airspeed 

INCREASE if possible 

If trouble could not be eliminated, land as soon as practical; be 

prepared to follow the procedure of Landing Without Power. 

5 Too High Coolant Temperature 

Item 

Condition 


CHECK 

Cylinder Head Temperature 

CHECK 

Power 

REDUCE 

Mixture 

RICH 

Airspeed 




6 Too High Exhaust Gas or Turbine Inlet Temperature 

Item 

Condition 


CHECK 

Mixture 

RICH 

Power 

REDUCE 

Airspeed 




7 Too High Manifold Pressure (Engine Power Overboost) 

Item 

Power 

Propeller 

Mixture 


Condition 

REDUCE as necessary 

to keep manifold pressure 

within limits 

AS REQUIRED 

AS REQUIRED 


3-17

Section 3 




8 Engine Instrument failure 

Item 

Indication Needle 

Equivalent Data 

Land as soon as practical. 

Condition 

CHECK 

if in extreme position 

RECEIVE 

from other instruments 

3.3h Fuel System Emergencies 

1 Decrease of Fuel Flow 

Item 

Fuel Quantity 

Fuel Pump 

Fuel Selector 

Mixture 

Fuel Pressure 


Mixture 

Condition 

CHECK 

CHECK if LOW 

BOTH 

CHECK 

CHECK 

HIGH 

if fuel pressure indication is 

inside green arc. 

ADJUST 

if fuel flow recovers 

If measures fail: 


NORMAL 

Altitude 

DECREASE 

If fuel flow could not be regained, land as soon as possible and be 


2 Decrease of Fuel Pressure (below 3 PSI) 

Item 

Condition 

Fuel Quantity 

CHECK 

Fuel Selector 

BOTH 

Fuel Pump 

CHECK if LOW 


Altitude 

DECREASE 

If fuel pressure could not be regained, land as soon as possible 

and be prepared to follow the procedure of Landing Without 

Power. 




Section 3 


3 Too High Fuel Pressure (above 6 PSI) 

Item 


3.3i Propeller Overspeed 

Item 

Throttle 

GEAR WARN MUTE Switch 

Propeller 

Airspeed 

Throttle 

Land as soon as practical 

Condition 

CHECK if NORMAL 

Condition 

IDLE 

PRESS 

FULL AFT then ADJUST if 

possible 

REDUCE 

ADJUST 

for RPM below 2,500 

3.3j Electrical System Emergencies 

1 Alternator Failure 

(alternator warning light ON) 

Item 

Defective Alternator 

Condition 

OFF 


3-19

Section 3 




If second alternator light ON: 

Item 

Defective Alternator 

Electrical Load 

Condition 

OFF 

REDUCE 

to minimum required 

Note 

If the battery is in an impeccable condition, it will supply 

the aircraft with power for half an hour under the following 

conditions. 

SHUT OFF the following switcheson the left side panel: 

Switch Section 

Switch 

AVIONIC MASTER EFIS 

LIGHTS 

STROBE 

RECO 

CABIN 

VENT 

PITOT L 

DEICE 

PROP 

WINDSH 

BOOTS 

SHUT OFF the following systems using the unit switches: 

Unit Location 

Unit 

Avionic Panel COM/NAV 1 

PULL the following circuit breakers: 

Circuit Breaker Location 

Left Side Panel 

CONV 1 

CONV 2 

DME 

Land as soon as possible 

If electrical power is no more available: 

Handheld COM/NAV 

Cabin Air 

Unit 

USE 

RAM 

prior to approach 

Landing Gear Emergency 

PERFORM 

Extending 

Follow the procedure of landing with Wing Flaps Retracted 




Section 3 


3.3k Flight Control Emergencies 

1 Failure Elevator Control 

Item 

Trim 

Landing Area 

Approach 

Landing Gear 

Wing Flaps 

Trim 

Power 

Propeller 

~ 20 feet above runway level: 

Power 

Condition 

USE for pitch control 

CHECK for long runway with 

low crosswind component 

MAKE LONG APPROACH 

to stabilize 

DOWN 

early enough to stabilize the 

approach 

DOWN 30° 

early enough to stabilize the 

approach 

FULL AFT 

~ 17 in.Hg. 

FORWARD 

SET SLOWLY to 27 in.Hg. 

to lift nose until touch down 

3.3l Wing Flaps Emergencies 

1 Wing Flaps Unbalanced 

Item 

Rudder and/or Aileron 


Wing Flap Position 

Approach Speed 

Wing Flaps 30° 

Wing Flaps UP 

Condition 

APPLY slightly 

to balance airplane 

ESTIMATE 

depending on estimated 

wing flap position between: 

80 KIAS 

90 KIAS 


2001 

3-21

Section 3 




3.3m Landing Gear Emergencies 

1 Landing Gear Trouble When Retracting 

Item 

Condition 

Landing Gear 

DOWN* 


*If landing gear cannot be extended, follow the procedures given 

under Landing Gear Trouble When Extending. 

2 Landing Gear Trouble in Flight 

(Gear unsafe warning light illuminates) 

Item 

Condition 

Airspeed 

REDUCE to Maximum 

140 KIAS immediately 

GEAR CTRL Circuit Breaker CHECK if tripped 

HYDR Circuit Breaker 

CHECK if tripped 

Circuit Breakers 

RESET if possible 

If action fails, extend landing gear and land as soon as practical. 

3 Landing Gear Trouble When Extending 

(no three green lights, while landing gear switch is in 

“DOWN”-position.) 

Item 

Condition 

KEEP safe altitude and airspeed 

Airplane 

(Maximum 140 KIAS) 

Lamp Test Button 

PRESS 


CHECK if tripped 

Circuit Breaker 

RESET if possible 

If action fails, follow the procedure given under Emergency Extension. 




Section 3 


4 Emergency Extension 

Item 

Condition 

Airspeed 

110 KIAS 

Landing Gear 

DOWN 

GEAR CTRL Circuit Breaker 

PULL 

Three Green Lights 

CHECK* 


*) If there is any doubt about the condition of landing gear, perform 

a tower fly by and follow the Reactivating of Hydraulic System 

procedure. 

5 Reactivating of Hydraulic System 

Item 

Condition 


RESET 

Land following one of the Landing Emergencies procedures. 

6 Hydraulic Pump Failure 

Amber HYDR PUMP light illuminates longer than 1 minute permanently 

or periods of rest last only several seconds. 

Item 


Airspeed 

Condition 

PULL 

REDUCE to Maximum 

140 KIAS 

Land as soon as practical. Follow Emergency Extension 

procedure if necessary. 


2001 

3-23

Section 3 




3.3n Pressurization System Emergencies 

1 Impending Skin Panel or Window Failure 

Item 

DUMP Switch 


Condition 

ON 



2 CABIN PRESS. Warning Light Illuminates 

Item 

Condition 

Cabin Altitude 

CHECK 

Cabin Differential Pressure 

CHECK 

If cabin overpressure has been determined: 

Item 

Condition 

Cabin Air 

RAM 




If cabin altitude above 10,000 ft has been determined: 

Item 

Cabin Air 

Cabin Pressurization 

Cabin Pressurization 

Controller 

DUMP Switch 

Rate Control Knob 



Condition 

CHECK if PRESS. 

CHECK if ON 

CHECK 

CHECK if OFF 

TURN full clockwise 






Section 3 


3.3o Ice Protection Emergencies 

1 Unintentionally Flying Into An Icing Zone 

Item 

Alternate Air 

Altitude and/or Heading 

Condition 

OPEN 

CHANGE IMMEDIATELY 

to leave icing zone 

3.3p Windshield Emergencies 

1 Windshield Icing 

Item 

Windshield Heater 

Windshield 

Condition 

ON 

DEFROST 

2 Windshield Fogging 

Windshield 

Item 

Condition 

DEFROST 

3 Windshield Warning Light Illuminates 

Item 

Windshield Heater 

Windshield 

Condition 

OFF 

DEFROST 


3-25

Section 3 




3.3q Lightning Strike Emergencies 

1 After Lightning Strike 

Item 

Condition 

Light Test Buttons 

PRESS 

Navigation System 

CHECK 

for proper indications 

Handheld COM/NAV 

USE 

if panel mounted units fail 

If severe engine vibration is experienced due to propeller 

damage: 

RPM 

REDUCE 

as far as practical 

Continue flight or land dependent on condition of aircraft. 

3.3r Emergency Exit 

1 Emergency Exit Window Removal 

Item 

DUMP Switch 


Handle 


Condition 

ON 

CHECK ZERO 

TURN 

COUNTERCLOCKWISE 

PULL IN and DOWN 




3.3s Spins 

Rudder 

Item 

Control Wheel 

Ailerons 

Throttle 

Wing Flaps 

When rotation has stopped: 

Rudder 

Control Wheel 

Section 3 


Condition 

APPLY and HOLD 

FULL RUDDER opposite 

the direction of rotation. 

FULL FORWARD 

NEUTRAL 

CLOSE 

UP (if applicable) 

NEUTRAL 

PULL to recover from resultant 

dive. Apply smooth steady 

control pressure. 


3-27

Section 3 





3-28 

Issued: 8. 15. December October 2000 1999



Section 3 


3.4 Amplified Emergency Procedures 

3.4a Engine Failure 

1 Engine Securing Procedure 

This procedure describes the measures to be taken, if the engine 

has to be shut down (e.g. in case of loss of oil pressure). 

The measures in detail: 

Throttle, CLOSE 

GEAR WARN MUTE Switch, PRESS 

Mixture, IDLE CUT-OFF 

Fuel Selector, OFF 

Fuel Pump, OFF 

EMER. FUEL P. Switch, (CHECK if) NORMAL 

Magnetos, OFF 

2 Engine Failure During Takeoff 

The measures to be taken in case of engine failure during takeoff 

depend on the respective situation. 

If the runway length is sufficient for a normal landing: 

Landing Gear, (KEEP) DOWN 

Wing Flaps, DOWN 30° 


If runway is not long enough and landing on rough or soft area is 

necessary: 

Warning 

Do not attempt to fly a procedure turn at an altitude below 

1000 ft. 

1000 ft are the minimum altitude the EA 400 needs for flying a 

procedure turn (configuration: without power, landing gear extended, 

wing flaps 15° then set to 30°for landing, 89 knots, 45-50° 

bank). 

If landing on rough or soft field is necessary, a wheels-up landing 

will be the best solution. The extended landing gear could result 

in a nose over. 

Passengers, cause to CUSHION FACES e.g. with folded coat. 

Landing Gear, UP 


Throttle, IDLE 




3-29

Section 3 





Magnetos, OFF 

Battery and Alternators (When landing gear is completely retracted 

and wing flaps are down), OFF. Measure shall reduce fire hazard. 

Warning 

Note 

Stall warning will not be available with electrical system turned 

off. 

Raise wing flaps once airplane is on ground if there is not a 

danger of fire (Battery, ON; Wing Flaps, UP; Battery, OFF). 

3 Engine Failure in Flight 

Usually an engine failure or decrease of power in flight is the result 

of insufficient fuel supply (e.g. if the mixture is too lean, if 

fuel pressure is decreased because of flight altitude, if the chosen 

fuel tank is empty or if the engine driven or the auxiliary fuel 

pump fails), of insufficient air supply (e.g. in case of air inlet icing), 

or of a turbocharger or turbocharger control system failure. 

The following measures cover the first two causes described above. 

If a turbocharger or turbocharger control system failure is suspected, 

follow the Air Start procedure. 

Trim Aircraft For, 105 KIAS, the best glide speed, to avoid unnecessary 

loss of altitude during the following steps. 

Mixture, ADJUST 

Fuel Pump, CHECK if LOW 

Fuel Selector, BOTH 

Alternate Air, OPEN 

Magnetos, CHECK 

EMER. FUEL P. Switch, HIGH if zero fuel flow indiction 

and fuel pressure indication is inside green arc.Also refer to Fuel 

System Emergencies: Decrease of Fuel Flow. 

Instruments, CHECK for indication of reason for failure. 

If full power could be regained: 

Throttle, NORMAL 

Alternate Air, NORMAL except in case of suspicion of air inlet 

icing 

Fuel Pump, AS REQUIRED, normally: LOW, if engine driven 

fuel pump fails: EMER: FUEL P. Switch, HIGH 

Mixture, AS REQUIRED 

Land as soon as possible to examine reason for failure, except it 

can be made sure, that the engine failure has been a result of a 




Section 3 


wrong Fuel Pump switch position, of an empty fuel tank or of an 

inadequate mixture setting. 

If full power could not be regained the engine has to be put out of 

operation as described in the Engine Securing Procedure. For landing 

the measures are valid that are described under Landing Without 

Power. 

3.4b Air Start 

The following measures shall make sure that the engine will be 

supplied by sufficient fuel and air: 

Airspeed, 105 KIAS, to save time and altitude 

Alternate Air, OPEN, air inlet icing could have been the reason 

for engine failure. 


Throttle, FULL OPEN 


Propeller,FULL FORWARD 

Magnetos, BOTH 

Fuel Pump, LOW 

Mixture, OPEN SLOWLY TO RICH 

Mixture, OPEN SLOWER, if engine begins to fire to give the turbocharger 

time to run up. 

Note 

In this phase, which can take more than 30 sec. in high altitude, 

severe engine roughness and misfires are normal and procedure 

shall not be stopped. 

Mixture, ADJUST, if engine runs smoothly. 

If restarting procedure fails follow the Engine Securing Procedure 



3-31

Section 3 




3.4c Smoke and Fire 

In case of fire it is important to determine the source of fire and to 

get fresh air into the cabin: 

Engine Cowling Joints, CHECK for smoke, in case of engine fire 

smoke will escape here. 

Cabin Air, SMELL, to identify fire causes. 

Instrument Panels, CHECK for smoke. 

Air Dispencers and Vents, CHECK for smoke. The pressurization 

and ventilation systems use air which is routed through hoses in 

the engine department. Normally those systems are not affected 

by an engine fire. If however one of these systems leaks, smoke 

from the engine department could get into the cabin. This can be 

made out by observing the air dispencers and eyeball vents. 

Cabin Pressure, CHECK. If the airplane is operated in pressurized 

mode, a pressure drop indicates a leak in the pressurization 

system. 

Cabin Air, CHANGE SOURCE, if smoke escapes from dispencers 

and vents. To get fresh air from the alternative system. 

DUMP Switch, ON 

Emergency Descent, PERFORM to a safe altitude consistent with 

terrain 

Emergency Exit Window, OPEN, if smoke is out of control. By a 

passenger if available. 

As soon as the source of fire could be determined follow the measures 

below the respective headlines. 

1 Engine Fire During Engine Start on the Ground 

An engine fire during engine start is usually result of excessive 

priming. In such a case it shall be attempted to suck back the flames 

into the engine by engaging the starter. 


Starter (rotate engine), ON 


Throttle, OPEN, Hold brakes. 



If fire occurs when engine has already started, keep on running 

the engine a few seconds. Also in this case the flames could be sucked 

back into the engine. 

If these measures fail, evacuate airplane and extinguish fire by the 

best external means. 




Section 3 


2 Engine Fire During Takeoff 

If fire is recognized during takeoff, land as soon as possible. However, 

if takeoff is advanced too far for immediate landing, it can 

be necessary to use remaining engine power to search an appropriate 

landing area. 


Engine, KEEP RUNNING as long as necessary for searching appropriate 

landing area. 

Attitude, CHANGE if necessary for keeping sight. For example 

sideslipping. 

Landing Gear, (KEEP) DOWN depending on surface 



Fuel Pump, OFF, as soon as engine power is no more necessary. 




Magnetos, OFF 

Alternators and Battery, OFF 

Warning 


off. 

Evacuate airplane as soon as possible. 

3 Inflight Engine Fire 

If engine power is still available: 

Engine, KEEP RUNNING as long as necessary for flying over 

obstructions. 

Withdraw as early as possible the fuel from the engine: 

Fuel Pump, OFF as soon as engine power is no more necessary. 

Fuel Selector, OFF, let the engine run out to use up the residual 

fuel inside the fuel lines. 

Throttle, CLOSE when engine has stopped. 


Magnetos, OFF 

Alternators, OFF 

Note 

If the battery is in an impeccable condition, it will supply the 

aircraft with power for half an hour under VFR conditions. 



3-33

Section 3 




4 Inflight Cabin Electrical Fire or Smoke 

Such a fire or smoke may be result of overheated cables in consequence 

of overload or of defective components: 

Alternators and Battery, OFF 

Warning 


off. 

All Circuit Breakers, PULL 

Alternator I, ON 

Circuit Breakers of Main Components, ON, one after the other. 

Attempt to isolate source of smoke. 

Land and evacuate airplane as soon as practical. 

3.4d Emergency Descent 

The largest rate of descent will be obtained with wing flaps in and 

landing gear retracted. 

The measures: 


Propeller, FULL FORWARD 

Airspeed, 188 KIAS (Maximum Structural Cruising Speed). 

When ending the emergency descent below 15,000 ft, engine will 

pick up power immediately by simply opening the throttle. When 

ending above 15,000 ft, follow the procedure given in the Air 

Start paragraph of this section. 

3.4e Glide (engine out and secured) 

In case the engine has stopped the best glide ratio will be obtained 

at an airspeed of 105 KIAS (MTOW). The favourable airspeed 

depends on the airplane weight as shown on figure 3-1: 

The required configuration to obtain maximum glide: 


Wing Flaps, UP 

Propeller, FULL AFT 

Airspeed (Best Glide Speed), 105 KIAS (MTOW) (also refer to Figure 

3-1) 

Glide Ratio, 2.5 n. m. per 1,000 feet. 




Section 3 


Associated conditions: Gear up, wing flaps 0°, 

propeller windmilling 

Example: 

Airplane Weight: 1800 kg (3968 lbs) 

Best Glide Speed: 100 KIAS 

2000 

4409 

Airplane Weight (kg) 

1800 

1600 

1400 

88 91 94 97 100 103 106 

Best Glide Speed (KIAS) 

Figure 3-1 

Best Glide Speed 

3968 

3527 

3086 

Airplane Weight (lbs) 

Associated Conditions: 

Example: 

Gear up, wing flaps 0°, no wind, 

propeller windmilling 

Height Above Terrain 11,200 ft 

Ground Distance 28 n.m. / 51.9 km 

Height Above Terrain x 1,000 ft 

Ground Distance - Kilometers 

0 9.3 18.5 27.8 37 46.3 55.6 64.8 74 83.3 92.6 102 1 11 120.4 

26 

24 

22 

20 

18 

16 

14 

12 

10 

8 

6 

4 

2 

0 

0 5 10 15 20 25 30 35 40 45 50 55 60 65 

Ground Distance - Nautical Miles 

Figure 3-2 

Glide Ratio 


3-35

Section 3 




3.4f Landing Emergencies 

Note 

If an emergency landing is necessary the transponder shall be set 

to 7700 and, if there is time, the actual position shall be transmitted 

to ATC or on 121.5 MHz. 

1 Precautionary Landings 

Check landing site while overflying at 81 KIAS with 30° wing 

flaps. Note type of terrain and obstructions. 

If surface is smooth and hard: 

Normal Landing, INITIATE, apply brakes only if reasonable. 

Nose Wheel, KEEP OFF GROUND as long as practical, to avoid 

nose over caused by roughness which could not be noted before. 

If surface is rough or soft, it is safer to land with landing gear retracted 

avoiding nose over. 

It is advisable to land on grass if possible. 




Heavy Objects In Cabin, SECURE if passenger is available to assist. 

Seat, Seat Belts, Shoulder Harnesses, SECURE 

Approach, 80 KIAS and 30° wing flaps 


Just before touchdown: 



Magnetos, OFF 


Battery and Alternators, OFF 

Warning 


off. 

Landing Attitude, NOSE HIGH, with lowest possible airspeed. 

Note 






Section 3 


2 With a Flat Main Gear Tire 

Important 

Do not attempt to retract the landing gear if a main gear tire 

blowout occurs. The main gear tire may be distorted enough 

to bind the main gear strut within the wheel well and prevent 

later extension. 

The necessary measures aim at most possible relief of defective 

tire. 

Landing Gear, Leave DOWN 

Fuel Selector, SELECT tank on the same side as defective tire, if 

time remains in flight. 

Fuel Selector, BOTH before landing, to ensure fuel supply in any 

case. 

Wind, HEADWIND or crosswind opposite the defective tire, to 

make possible the later lowering the wing on the side of the inflated 

tire. 


Approach, ALIGN AIRCRAFT with edge of runway opposite the 

defective tire, allowing room for a mild turn in the landing roll 

Land slightly wing low on the side of the inflated tire and lower 

the nosewheel to the ground immediately for positive steering. 

Use full aileron in landing roll to lighten the load on the defective 

tire. 

Apply brakes only on the inflated tire to minimize landing roll and 

maintain directional control. 

Stop airplane to avoid further damage unless active runway must 

be cleared for other traffic. 

3 With a Flat Nose Gear Tire 

Warning 

Do not attempt to retract the landing gear if a nose gear tire 

blowout occurs. The nose gear tire may be distorted enough 

to bind the nose gear strut within the wheel well and prevent 

later extension. 

The necessary measures aim at most possible relief of defective 

tire. 

Landing Gear, Leave DOWN 

Landing Attitude, NOSE HIGH 

Nose, HOLD OFF during landing roll. 

Brakes, MINIMUM in landing roll 


3-37

Section 3 




Control Wheel, FULL AFT, until airplane stops 

4 With a Defective Main Gear 

Here the same procedure as described under Landing With a Flat 

Main Gear Tire is required with the difference, that the centrifugal 

force in a ground loop shall relieve the inner, defective main 

gear in addition. 

Fuel Selector, SELECT tank on the same side as defective gear, if 

time remains in flight. 

Fuel Selector, BOTH before landing, to ensure fuel supply in any 

case. 

Wind HEADWIND or crosswind opposite the defective gear, to 

make possible the later lowering the wing on the side of the defective 

gear. 

Landing Gear, DOWN 


Approach, ALIGN AIRCRAFT with edge of runway opposite the 

defective main gear side, allowing room for a mild turn in the landing 

roll 


Warning 


off. 

Land wing low towards the operative landing gear. Lower nosewheel 

immediately for positive steering. 

Ground Loop, INITIATE into defective landing gear. 


Use full aileron in landing roll to lighten the load on the defective 

gear 

Apply brakes only on the operative landing gear to minimize rate 

of turn and shorten landing roll. 


Note 



5 With Power, Landing Gear Retracted 


If there is time the fuel tanks should be flown empty as far as possible 

to reduce aircraft weight and stall speed. 





Section 3 


DUMP switch, ON 



Approach, 80 KIAS and 30° wing flaps. 

Electrical load, REDUCE to minimum required, to minimize the 

fire hazard. 


Just before touchdown: 



Magnetos, OFF 



Warning 


off. 


Note 



6 Without Power 

Landings without power differ from normal landing in a higher 

approach speed and descent ratio. 


Approach, 89 KIAS with 30° wing flaps 




fire hazard. 


If surface is rough: 


Warning 

Note 


off. 




3-39

Section 3 




7 Without Power, Landing gear Retracted 





Approach, 89 KIAS and 30° wing flaps. 


fire hazard. 



Warning 


off. 


Note 



8 With Flaps Retracted 

Landings with wing flaps up differ from normal landing in approach 

speed, stall speed and required landing distance. 


Minimum Approach Speed, 90 KIAS 


Stall Speed Flaps In, 76 KIAS 

9 Ditching 

Note 

The airplane has not been flight tested in actual ditchings, 

thus the below recommended procedure is based entirely on 

the best judgement available in aviation. 

If ditching is necessary the main point to be considered is to 

touchdown in a certain flight attitude or - which is the same - with 

a certain flight speed. This flight speed shall be the stall speed of 

the respective flap position (if possible the flaps shall be set to 

30°) multiplied times 1.2. At such a flight speed the fuselage will 

contact water with the area located about 1 m (3 ft) aft of CG (area 

of door). Following the calculations and considerations beeing 

made concerning ditching with respect to the vaulted underside 




Section 3 


of the fuselage this will asure a moderate touchdown behaviour of 

the aircraft. 

The measures in detail. 

Radio, TRANSMIT MAYDAY to ATC or on 121.5 MHz 

Transponder, CODE 7700 


Heavy objects in cabin, SECURE if passenger is available to assist 


Landing Gear, CHECK if UP, to avoid nose over. 


Approach, HEADWIND if high winds, PARALLEL to SWELLS if 

light winds and heavy swells 

Wing Flaps, DOWN 30° (15°/0°). Values in brackets are given for 

the case that wing flaps cannot be set to 30° and refer to the given 

airspeed values. 

Airspeed, 70 (77/91) KIAS. 

Power (if available), AS REQUIRED for 300 ft per minute descent. 

This sinking ratio can be held quite comfortable by the pilot 

and does not overstress passengers and pilot nor the airplane in 

touchdown. However the sinking rate at given airspeed is acceptable 

even if power is no more available. 

Attitude, DESCENT ATTITUDE through touchdown 

Battery and Alternators, OFF. Measure shall reduce fire hazard 

and to save power. 

Warning 


off. 

Touchdown, NO FLARE maintain descent attitude. The aircraft 

shall touch down with the specified flight attitude. 

Controls, KEEP AIRCRAFT LEVEL after touchdown. 

Battery, ON 

Wing Flaps, UP, to make exit easier. 

Battery, OFF 

Airplane, EVACUATE through the main door or the emergency 

exit window. 

If wing flaps are down, push upper door strongly against extended 

wing flaps. Flap edge is deformable. In case that you have to 

evacuate through the lower part of the main door it may be necessary 

to counteract the outside water pressure. 

Life Vests and Raft, INFLATE when outside cabin 


3-41

Section 3 




Main Door or Emergency Exit Window, CLOSE if possible, to 

keep the airplane afloat as long as possible. 




Section 3 


3.4g Engine Emergencies 

1 Sudden Engine Roughness 

Among other things possible causes for engine roughness can be 

insufficient fuel, oil resp. air supply (e.g. because of icing) or 

ignition system trouble. 

Two of those causes are covered by the following measures: 

Mixture, ADJUST for smoothest engine run 




EMER. FUEL P. Switch, HIGH if zero fuel flow indication and 

fuel pressure indication is inside green arc.also refer to Fuel System 

Emergencies: Decrease of Fuel Flow. 

Problem, ANALYZE perhaps the engine instruments indicate the 

reason for engine roughness. 

If roughness cannot be cleared, land as soon as practical. 

2 Partial Loss of Engine Power 

A partial loss of engine power may result, if air inlet icing has occured, 

if the turbocharger wastegate fails in the OPEN position or 

if damage to induction system resulting in leakage. In the latter 

cases engine has power comparable to a normal suction engine. 


The following measures are recommended if a suspected turbocharger 

or turbocharger wastegate control failure results in a 

partial loss of engine power: 

Throttle, AS REQUIRED 

Propeller, AS REQUIRED 


Problem, ANALYSE 

Descent, TO LOWER ALTITUDE consistent with terrain if applicable, 

to get more power in case of turbocharger failure. 


3 Loss of Oil Pressure 

In case of loss of oil pressure engine failure has to be expected. 

However if oil temperature remains constant, an instrument failure 

can be assumed. 

Oil Temperature, CHECK if constant. 


3-43

Section 3 




If temperature is rising, expect engine failure. Land as soon as 

practical; be prepared to follow the procedure of Landing Without 

Power. 

4 Too High Cylinder Head or Oil Temperature 

A too high oil temperatur can be result of insufficient engine cooling, 

of too lean mixture setting or oil loss among other reasons. 

The respective measures: 

Coolant Temperature, CHECK. If coolant temperature remains 

constant an instrument failure can be assumed. 

Power, REDUCE 

Mixture, RICH 

Airspeed, INCREASE if possible 



5 Too High Coolant Temperature 

A too high coolant temperatur can be result of insufficient engine 

cooling due to coolant loss or coolant pump failure, or of too lean 

mixture setting among other reasons. 


Oil Temperature, CHECK. 

Cylinder Head Temperature, CHECK If temperatures remain 

constant an instrument failure can be assumed. 

Power, REDUCE 

Mixture, RICH 

Airspeed, INCREASE if possible 



6 Too High Exhaust Gas or Turbine Inlet Temperature 

Possible causes and measures as described under Too High Cylinder 

Head or Oil Temperature. However the order of measures 

is changed because a too lean mixture setting is the most probable 

reason in this case. 

7 Too High Manifold Pressure (Engine Power Overboost) 

An engine overboost condition may occur, if the turbocharger 

wastegate control fails in the CLOSED position. The following 

procedure is recommended for an overboost condition: 




Section 3 


Power, REDUCE as necessary to keep manifold pressure within 

limits. 

Note 

Expect manifold pressure response to throttle movements to 

be sensitive. 

Propeller, AS REQUIRED 



8 Engine Instrument Failure 

If an instrument fails the indication needle generally will rest in 

the extreme upper or extreme lower position. In this case the information 

needed must be received from an other source (see other 

measures presented under Engine Emergencies and following 

table). 

Defective Instrument 


Oil Pressure 


Cylinder Head Temperature 

Turbine Inlet Temperature 

Exhaust Gas Temperature 

CHECK 





Exhaust Gas Temperature 

Turbine Inlet Temperature 

The measures: 

Indication Needle, CHECK if in extreme position 

Equivalent Data, RECEIVE from other instruments 



3-45

Section 3 




3.4h Fuel System Emergencies 

1 Decrease of Fuel Flow 

Usually the decrease of fuel flow is result of five possible causes: 

Firstly the chosen fuel tank is empty. 

Secondly in great altitude it has been failed to set the Fuel Pump in 

LOW-position to compensate the lower air pressure. In this case 

fuel pressure indication will be below 3 PSI. See also the procedure 

of Decrease of Fuel Pressure (below 3 PSI). 

Thirdly the auxiliary fuel pump fails (fuel pressure indication below 

3 PSI). 

Fourthly the mixture setting is inadequate. 

Fifthly the engine driven fuel pump fails. This can be made out by 

checking fuel pressure indication. If it is inside green arc the auxiliary 

fuel pump works correctly in LOW-mode. So a decrease of 

fuel flow will be caused by the failing engine driven fuel pump. 


Fuel Quantity, CHECK 



Mixture, CHECK 

Fuel Pressure, CHECK 

EMER. FUEL P. Switch, HIGH if fuel pressure indication inside 

green arc. 

Mixture, ADJUST if fuel flow recovers. 


EMER. FUEL P. Switch, NORMAL, to prevent engine flooding. 

Altitude, DECREASE. In case of auxiliary fuel pump failure the 

decrease of fuel flow could be a result of vapour developement 

which will be less probable in low altitudes. 

If fuel flow could not be regained, land as soon as possible and be 


2 Decrease of Fuel Pressure (below 3 PSI) 

The decrease of fuel pressure is result of three possible causes: 

Firstly the chosen fuel tank is empty. Secondly it has been failed 

to set the Fuel Pump in LOW-position. Thirdly the auxiliary fuel 

pump failes. 

Note 

Engine will stop at fuel pressure below -2 PSI 





Section 3 






Altitude, DECREASE 

If fuel pressure could not be regained, land as soon as possible 

and be prepared to follow the procedure of Landing Without Power. 

3 Too High Fuel Pressure (above 6 PSI) 

This case can only occur if EMER. FUEL P. Switch has been set 

to the HIGH position. 

The measure: 

EMER. FUEL P. Switch, CHECK if NORMAL 

Note 

If the auxiliary fuel pump has to be driven in HIGH mode due 

to the failure of engine driven fuel pump, fuel pressure indication 

in the upper yellow arc is normal. 

3.4i Propeller Overspeed 

Propeller overspeed is result of a propeller governor failure or of a 

decrease of oil pressure which brings the propeller blades in a position 

of lowest angle of attack. 



GEAR WARN MUTE Switch, PRESS 

Propeller, FULL AFT then ADJUST if possible 

Airspeed, REDUCE 

Throttle, ADJUST for RPM below 2,500 

Land as soon as practical. Possibly the propeller and / or the governor 

are damaged. 


3-47

Section 3 




3.4j Electrical System Emergencies 

1 Alternator Failure 

An alternator failure will be indicated by the respective alternator 

warning light. 

The measure: 

Defective Alternator, OFF, Consider that switching off one alternator 

would disconnect the load bus (air condition and heat system) 

from the electrical system. 

If second alternator warning light ON: 

Alternator, OFF 

Electrical Load, REDUCE to minimum required 

Note 

If the battery is in an impeccable condition, it will supply the 

aircraft with power for half an hour under the following 

conditions. 




Section 3 


The following table lists the systems which have to be deactivated 

in case of double alternator failure: 

SHUT OFF the following switcheson the left side panel: 


Switch 

AVIONIC MASTER EFIS 

LIGHTS 

STROBE 

RECO 

CABIN 

VENT 

PITOT L 

DEICE 

PROP 

WINDSH 

BOOTS 

SHUT OFF the following systems using the unit switches: 

Unit Location 

Unit 

Avionic Panel COM/NAV 1 

PULL the following circuit breakers: 

Circuit Breaker Location 


CONV 1 

CONV 2 

DME 

Unit 


Normally there will be sufficient time to search an appropriate 

aerodrome and to perform a normal landing. 

If electrical power is no more available 

Handheld COM/NAV, USE. 

Cabin Air, RAM prior to approach. This allows cabin to depressurize 

by normal leakage loss, because dump switch is not in 

function. 

Landing Gear Emergency Extending, PERFORM 

Follow the procedure of landing with Wing Flaps Retracted. 


3-49

Section 3 




3.4k Flight Control Emergencies 

1 Failure of Elevator Control 

In case the elevator control fails, generally the speed shall be controled 

by elevator trim while the approach angle is controlled by 

the power setting. For CG forward of 21% MAC the procedure as 

described below is recommended. For CG of 21% MAC and behind, 

there is sufficient trim authority to achieve zero sinking rate 

by trimming further aft. 

Trim, USE for pitch control 

Landing Area, CHECK for long runway with low crosswind component 

Approach, MAKE LONG APPROACH to stabilize 

Landing Gear, DOWN early enough to stabilize the approach 

Wing Flaps, DOWN 30° early enough to stabilize the approach 

Trim, FULL AFT 

Power, ~ 17 in.Hg. 

Propeller, FORWARD 

~ 20 feet above runway level: 

Power, SET SLOWLY to 27 in.Hg. to lift nose until touch down 

Reduce power not before main gear has touched the ground. 

3.4l Wing Flaps Emergencies 

1 Wing Flaps Unbalanced 

Rudder and/or Aileron, APPLY slightly 

to balance airplane 


Wing Flap Position, ESTIMATE 

Approach Speed, depending on estimated wing flap position between: 

Wing Flaps 30°: 80 KIAS 

Wing Flaps UP: 90 KIAS 




Section 3 


3.4m Landing Gear Emergencies 

1 Landing Gear Trouble When Retracting 

Important 

Do not attempt to retract landing gear further if trouble 

occurs in this action because this could prevent later extension. 

Landing Gear, DOWN* 


*If landing gear cannot be extended, follow the procedures given 

under Landing Gear Trouble When Extending 

2 Landing Gear Trouble in Flight 

(Gear unsafe warning light illuminates) 

Airspeed, REDUCE to Maximum 140 KIAS immediately, to prevent 

damage of landing gear and doors. 

GEAR CTRL Circuit Breaker, CHECK if tripped, the electrical 

power of the hydraulic valves would be cut-off which automatically 

switch into extension position. 

HYDR Circuit Breaker, CHECK if tripped, so the pump wouldn’t 

supply pressure for keeping the landing gear retracted. 

Circuit Breakers, RESET if possible 

If action fails, the landing gear control and/or the hydraulic system 

is defective, so extend landing gear and land as soon as practical, 

be prepared to follow the Emergency Extending procedure. 

3 Landing Gear Trouble When Extending 

If landing gear extension device does not respond as usual to the 

switch setting DOWN (green lights do not illuminate) there will 

be four possible causes: 

Firstly the hydraulic system is defective, secondly one or more of 

the green lamps are defective, thirdly the landing gear struts are 

defective, fourthly the limit switches are defective. 

In case of hydraulic system failure the Emergency Extending 

shall give the desired result and has to be attempted first. In the other 

cases it will be necessary to reactivate the hydraulic system 

and to decide if landing is advisable with landing gear extended or 

retracted. 

Airplane, KEEP safe altitude and airspeed (Maximum 

140 KIAS) 

Lamp Test Button, PRESS. 


2001 

3-51

Section 3 




HYDR Circuit Breaker, CHECK if tripped 

Circuit Breaker, RESET if possible 

If action fails, follow the procedure given under Emergency Extending. 

4 Emergency Extension 

Airspeed, 110 KIAS, aerodynamic forces are helpfull to extend 

the gear. 


GEAR CTRL Circuit Breaker, PULL, this opens all valves which 

are required for landing gear extension. 

Three Green Lights, CHECK* 


*) If there is any doubt about the condition of landing gear, perform 

a tower fly by and follow the Reactivating of Hydraulic System 

procedure. 

5 Reactivating of Hydraulic System 

If Emergency Extension fails (no three green lights) reactivating 

of the hydraulic system is advisable because hydraulic pressure 

will stabilize the landing gear e.g. in case of locking mechanism 

failure. 

GEAR CTRL Circuit Breaker, RESET 

Land following one of the Landing Emergencies procedures. 

Caution 

When having landed without three green lights, lock the hydraulic 

actuator with locking device by hand before switching 

off the battery switch and thus deactivating the hydraulic system. 

6 Hydraulic Pump Failure 

Amber HYDR PUMP light illuminates longer than 1 minute permanently 

or periods of rest last only several seconds. 

HYDR Circuit Breaker, PULL, to prevent an overheat condition 

of the pump motor. 

Airspeed, REDUCE to Maximum 140 KIAS , to prevent damage 

of landing gear and doors. Landing gear will slowly extend which 

is indicated by the GEAR warning light. 

Land as soon as practical. Follow Emergency Extension procedure 

if necessary. Consider significant increase of fuel consumption 

due to landing gear drag and reduced cruise speed. 




Section 3 


3.4n Pressurization System Emergencies 

1 Impending Skin Panel or Window Failure 

DUMP Switch, ON, to reduce the stress on the structure. 


terrain 

2 CABIN PRESS. Warning Light Illuminates 

The CABIN PRESS. warning light indicates either a cabin overpressure 

(above 5.65 PSI) or a cabin altitude above 10,000 ft. 

Checking the cabin altitude and differential pressure indicator 

will show the reason. 

Cabin overpressure as well as a cabin altitude above 10,000 ft can 

occur as a result of a pressurization system failure. The latter may 

also be a result of unintentionally changed switch or control position. 

The measures: 

Cabin Altitude, CHECK 

Cabin Differential Pressure, CHECK 

If cabin overpressure has been determined: 

Cabin Air, RAM, which allows stopping pressurization without 

sudden loss of pressure 


terrain 

If cabin altitude above 10,000 ft has been determined: 

Cabin Air, CHECK if PRESS. 

Cabin Pressurization, CHECK if ON 

Cabin Pressurization Controller, CHECK 

DUMP Switch, CHECK if OFF 

Rate Control Knob, TURN full clockwise, to regain pressurization 

as fast as possible. Knob may be adjusted later. 



terrain 


3-53

Section 3 




3.4o Ice Protection Emergencies 

1 Unintentionally Flying Into An Icing Zone 

The measures are self-explanatory: 


Altitude and/or Heading, CHANGE IMMEDIATELY to leave 

icing zone 

3.4p Windshield Emergencies 

1 Windshield Icing 

Windshield Heater, ON 

Windshield, Defrost 

2 Windshield Fogging 


3 Windshield Warning Light Illuminates 

Windshield Heater, OFF 


3.4q Lightning Strike Emergencies 

1 After Lightning Strike 

Light Test Buttons (annunciator and warning panel), PRESS, to 

get a surview over the condition of the electrical system. 

Navigation System, CHECK for proper indication 

Handheld COM/NAV, USE if panel mounted units fail 

If severe engine vibration is experienced due to propeller damage 

RPM, REDUCE as far as practical 

Continue flight or land dependent on condition of aircraft. 

3.4r Emergency Exit 

1 Emergency Exit Window Removal 


Cabin Differential Pressure, CHECK ZERO 

Handle, TURN COUNTERCLOCKWISE 

Emergency Exit Window, PULL IN and DOWN 




Section 3 


3.4s Spins 

Intentional spins are not permitted in this airplane. Should a spin 

occur, however, the following recovery procedures should be 

employed: 

Rudder, APPLY and HOLD FULL RUDDER opposite the direction 

of rotation. 

Control Wheel, FULL FORWARD 

Ailerons, NEUTRAL 


Wing Flaps, UP (if applicable) 

When rotation has stopped: 

Rudder, NEUTRAL 

Control Wheel, PULL to recover from resultant dive. Apply 

smooth steady control pressure. 


3-55

Section 3 





3-56 




Section 4 



Paragraph 

Page 

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-3 

4.2 Airspeeds for Normal Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-3 

4.3 Normal Procedures Check List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-4 

4.3a Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-4 

4.3b Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-9 

4.3c Use of External Power (if necessary) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-10 

4.3d Starting Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-11 

4.3e Engine Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-11 

4.3f Before Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-12 

4.3g Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-12 

4.3h Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-12 

4.3i Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13 

4.3j Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13 

4.3k Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-13 

4.3l Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14 

4.3m Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14 

4.3n Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15 

4.3o After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15 

4.3p Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-15 

4.4 Amplified Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-16 

4.4a Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-16 

4.4b Before Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-19 

4.4c Use of External Power (if necessary) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-19 

4.4d Engine Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-20 

4.4e Engine Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-21 

4.4f Before Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-21 

4.4g Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-21 

4.4h Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-21 

4.4i Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-22 

4.4j Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-22 

4.4k Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-23 

4.4l Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-23 

4.4m Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-24 

4.4n Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-24 


4-1

Section 4 



4.4o After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-25 

4.4p Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-25 

4.4q Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-25 

4-2 

Issued: Issued: 15. October 3. May 2000 1999



Section 4 


4 Normal Procedures 

4.1 General 

Section 4 of this handbook describes the recommended procedures 

for the conduct of normal operations. Paragraph of this section 

provides normal procedural action required in an abbreviated 

checklist form. Amplification of the abbreviated checklist is presented 

in Paragraph of this section. There the items are repeated 

and information is added where necessary. Each subparagraph of 

paragraph corresponds to the subparagraph with the same numbering 

letter of paragraph . For example: Subparagraph c corresponds 

to subparagraph c. 

4.2 Airspeeds for Normal Operations 

Speed 

KIAS 

Recommended Climb Speed 120 

Best Rate of Climb Speed 100 

Best Angle of Climb Speed 90 

Approach Speed Landing Configuration 80 

Approach Speed Wing Flaps UP 90 

Speed for Transition to Balked Landing 80 

Maximum Demonstrated Crosswind Velocity 20 

Recommended Turbulent Air Penetration Speed 156 


4-3

Section 4 




4.3 Normal Procedures Check List 

4.3a Preflight Inspection 

6 

7 

1 

5 

2 

4 

3 

4-4 




Section 4 


1 Cabin 

Item 

Condition 

Airplane Flight Manual and 

Documents 

CHECK for availability and 

current status 

Airplane Weight and Balance CHECKED 

Control Lock Device 

REMOVE 

Parking Brake 

SET 

Magnetos 

OFF 

Landing Gear 

DOWN 

Wing Flaps 

UP 

All Circuit Breakers 

CHECK IN 

All Switches 

OFF 

Warning 

When turning on the master switch, using an external power 

source, or turning the propeller by hand, treat the 

propeller as if the magneto switches were on. Do not 

stand, nor allow anyone else to stand, within the arc of the 

propeller, since a loose or broken wire, or a component 

malfunction, could cause the engine to fire. 

Battery 

ON 

Landing Gear Position 

Indicator Lights 

CHECK three green lights 

Light Test Button Switches 

PRESS 

Fuel Quantity 

CHECK 

Fuel Selector 

BOTH 

Elevator Trim 

SET T/O 

Battery 

OFF 


4-5

Section 4 




2 Left Side of the Fuselage 

Item 

Door 

Airplane 

Left Main Landing Gear, 

Hydraulic Lines, Doors, 

Brake, Wheel and Tire 

Windows 

Fuselage Side Wall 

Antennas 

Static Port 

Access Panels 

Condition 

CHECK condition 

CHECK if level 


CHECK for cracks and contamination 



CLEAR 

CHECK closed and secure 

3 Empennage 

Item 

Horizontal Stabilizer and 

Elevator 

Elevator Trim Tabs 

Vertical Tail and Rudder 

Strobe Light 

Antennas 

Condition 


CHECK condition and neutral 

position 

CHECK condition and 

free play 



4 Right Side of the Fuselage 

Item 

Fuselage Side Wall 

Static Port 

Windows / Emergency Exit 

Right Main Landing Gear, 

Hydraulic Lines, Doors, 

Brake, Wheel and Tire 

Landing Gear Hydraulic Fluid 

Level 

Condition 


CLEAR 

CHECK for cracks and contamination, 

release handle stored 


CHECK 

if fluid is visible 

in the inspection glass 

4-6 




Section 4 


5 Right Wing 

Item 

Wing Tie Down 

Fuel Quantity 

Fuel Filler Cap 

Wing Flap 

Aileron 

Navigation, Strobe and 

Recognition Lights 

Wing Leading Edge 

Pitot Tube 

Fuel Tank Sump and Outer 

Fuel Tank Drain 

Vent Line Drain 

(Serial Numbers 3 - 5 only) 

Drain Valves 

Fuel Tank Vent 

Condition 

RELEASE and REMOVE 

eye bolt 

CHECK 

CHECK for tight fit 

CHECK 

CHECK for safe connection 

and free movement 

CHECK 


Remove pitot cover and 

CHECK for clogging 

DRAIN fuel samples with 

cup and check for water and 

contamination 

(refer to section ) 


special tool and check for water 

and contamination 

CHECK if locked 



4-7

Section 4 




6 Power Plant 

Item 

Gascolator 

Drain Valve 

Towing Bar 

Nose Landing Gear, Door, 

Wheel and Tire 

Antennas 

Engine Cowlings 

Landing Light 

Engine Air Inlets 

Propeller and Spinner 

Propeller De-ice Pads 

Exhaust Pipe 

Oil Level 

Coolant Level 

Access Panels 

Front Window 

Condition 

DRAIN fuel sample with cup 

and check for water and contamination 


REMOVE 



CHECK condition and safe 

attachment 


CHECK if clear 

CHECK for oil leaks, nicks 

and blade play 


CHECK secure 

CHECK 

if between 8 and 12 quarts 

CHECK 

if fluid is visible 

CHECK closed and secured 

CHECK for cracks and contamination 




Section 4 


7 Left Wing 

Item 

Fuel Tank Sump and Outer 

Wing Tank Drain 

Vent Line Drain 

(Serial Numbers 3 - 5 only) 

Drain Valves 

Fuel Tank Vent 

Wing Tie Down 

Fuel Quantity 

Fuel Filler Cap 

Wing Leading Edge 

Stall Warning Sensor 

Pitot Tube 

Navigation, Strobe and 

Recognition Lights 

Aileron 

Wing Flap 

Condition 

DRAIN fuel sample with cup 

and check for water and contamination 

(refer to section ) 


special tool and check for water 

and contamination 



RELEASE and REMOVE 

eye bolt 

CHECK 

CHECK for tight fit 


CHECK for free movement 

Remove pitot cover and 


CHECK 

CHECK for safe connection 

and free movement 

CHECK 

8 Cabin 

Item 

Battery 

Stall Warning System 

PITOT L, PITOT R Switches 

Battery 

4.3b Before Starting Engine 

Item 

Door 

Seat, Seat Belt and Shoulder 

Harness 

Condition 

ON 

CHECK 

TEST max. 10 sec. 

CHECK function 

OFF 

Condition 

LOCKED 

ADJUST and LOCK 


4-9

Section 4 




4.3c Use of External Power (if necessary) 

Item 

Magnetos 

Battery, External Power, 

Radio Bus 1 + 2 

Condition 

CHECK if OFF 

CHECK if OFF 

Warning 

Treat the airplane as if the master switch is in 

ON-position when external power supply is connected. 

The external power feeds directly the main battery bus. 

External Power Device 

(24 V DC) 

External Power 

Voltmeter 

CONNECT 

ON 

CHECK 




Section 4 


4.3d Starting Engine 

Item 

Condition 

Fuel Selector 

BOTH 

Propeller 

FULL FORWARD 

Mixture 

FULL RICH 

Battery 

ON 

Strobe Lights 

ON 

Throttle 

FULL OPEN 

Primer 

ACTIVATE for 2-5 sec 

Mixture 

IDLE CUT OFF 

Throttle 

OPEN about 1 cm 

Parking Brake 

CHECK if SET 

Magnetos 

ON 

Propeller 

CHECK if FREE 

Starter 

AKTIVATE 

Mixture 

RICH if engine fires 

Fuel Pump 

LOW 

CHECK, 

Oil Pressure 

must have oil pressure indication 

within 30 seconds 

Alternator 1 

ON and CHECK 

Alternator 2 

ON and CHECK 

RPM 900 - 1100 

Avionic Master Switches 

ON 

Engine and Electric 

Instruments 

CHECK 

4.3e Engine Check 

Item 

Condition 


CHECK min. 38°C (100°F) 

Coolant Temperature CHECK min. 66°C (150°F) 

RPM 1700 

Magneto 1 

OFF/ON, CHECK RPM drop 

Magneto 2 

OFF/ON, CHECK RPM drop 

Propeller 

COARSE PITCH, 

CHECK RPM drop 

Propeller 

FULL FORWARD 

Suction 

CHECK 

RPM 

IDLE 


4-11

Section 4 




4.3f Before Taxiing 

Item 

Navigation Instruments 

Intercom 

Radios 

4.3g Taxiing 

Item 

Parking Brake 

Brakes 

Nose Wheel Steering 

Gyros, Instruments 

Condition 

CHECK 

CHECK if MUTE 

CHECK ON 

Condition 

RELEASE 

CHECK 

CHECK 

CHECK correct operation 

4.3h Before Takeoff 

Item 

Condition 

Cabin Air 

PRESSURIZED 

DUMP Switch 

CHECK if OFF 

Pressurization 

ON 

Pressurization Controller SET Airport Altitude 

Cabin Rate of Climb 

SET to 12 o’clock position 

Air Condition 

OFF 

Altimeter 

SET 


ON 

below 20°C (68°F) 

Fuel Selector 

BOTH 

Fuel Level 

CHECK 

Fuel Pump 

CHECK if LOW 

Oil Temperatur 


Coolant Temperatur 


Mixture 

FULL RICH 

Propeller 

FULL FORWARD 

Trim 

SET for Takeoff 

Wing Flaps TAKEOFF 15° 

Controls 

CHECK if free and correct 

Runway, Heading, Wind 

CHECK 




Section 4 


4.3i Takeoff 

4.3j Climb 

Item 

Condition 

Throttle 

SET SLOWLY FULL OPEN 


max. 39.5 in Hg 

RPM 2,600 

Airplane 

ROTATE at 73 KIAS 

Item 

Condition 

Landing Gear 

UP below 140 KIAS 

Wing Flaps 

UP below 120 KIAS 


32.5/37.5 in.Hg. 

RPM 2500 

Mixture 

RICH 

Climbspeed 

120/100 KIAS 

Fuel Pump 

CHECK if LOW 


CHECK 

Pressurization Controller 

SET 

Cruise Level 


ADJUST 

Cabin Pressurization System 

CHECK 

Air Condition 

AS REQUIRED 

4.3k Cruise 

Item 

Mixture 

Fuel Tank 

Cabin Pressurization System 


Condition 

AS REQUIRED 

CHANGE before 45 min. 

(Max. fuel unbalance 80 l 

(21 U.S. Gallons)), 

if not BOTH 

CHECK 

flight level setting 

ON 

below 20°C (68°F) 


4-13

Section 4 


4.3l Descent 

Item 




Fuel Selector 

Throttle 

RPM 

Mixture 

Landing Gear 

Wing Flaps 


4.3m Before Landing 

Item 

Seat, Seat Belt and Shoulder 

Harness 

Fuel Selector 

Fuel Pump 

Landing Gear 

Wing Flaps 


Trim 

Approach Speed 

Final Approach: 

Mixture 

Propeller 



Condition 

ABOVE 20 in.Hg 

SET Airport Altitude 

ADJUST 

BOTH 

REDUCE 

2500 or below 

ADJUST 

AS REQUIRED 

below 140 KIAS 

AS REQUIRED 

below 120 KIAS (15°) 

or 109 KIAS (30°) 

CHECK 

Condition 

ADJUST and LOCK 

CHECK if BOTH 

CHECK if LOW 

DOWN below 140 KIAS, 

CHECK three green lights 

DOWN 30° below 109 KIAS 

CHECK ZERO 

SET 

80 KIAS 

FULL RICH 

FULL FORWARD 




4.3n Balked Landing 

Mixture 

Propeller 

Throttle 

Aircraft 

Landing Gear 

Wing Flaps 

Item 

4.3o After Landing 

4.3p Shutdown 

Item 

Brakes 

Wing Flaps 


Landing Light 

Fuel Pump 

Item 

RPM 

Fuel Pump 

Parking Brake 

Throttle 

Avionic Master Switches 

Mixture 

Magnetos 

Alternators 

Battery 

Condition 

CHECK FULL RICH 

CHECK FULL FORWARD 

FULL OPEN 

max. 39.5 in.Hg. 

CHECK for positive climb 

UP 

RETRACT to 15° above 

74 KIAS 

Condition 

AS REQUIRED 

UP 

OFF 

OFF 

OFF 

Section 4 


Condition 

IDLE 5 min. incl. taxiing 

CHECK if OFF 

SET as required 

CLOSE 

OFF 

IDLE CUT-OFF 

OFF 

OFF 

OFF 


4-15

Section 4 




4.4 Amplified Normal Procedures 

4.4a Preflight Inspection 

1 Cabin 

Airplane Flight Manual and Documents, CHECK for availability 

and current status 

Airplane Weight and Balance, CHECKED 

Control Lock Device, REMOVE 

Parking Brake, SET 

Magnetos, OFF 



All Circuit Breakers, CHECK IN 

All Switches, OFF 

Warning 

When turning on the master switch, using an external power 

source, or turning the propeller by hand, treat the propeller 

as if the magneto switches were on. Do not stand, nor allow 

anyone else to stand, within the arc of the propeller, since a 

loose or broken wire, or a component malfunction, could cause 

the engine to fire. 

Battery, ON. Upper landing gear doors will close with noise. 

Doors open slowly when hydraulic system is deactivated. 

Landing Gear Position Indicator Lights, CHECK three green 

lights 

Light Test Button Switches, PRESS. Refer to Figure 7-2. 



Elevator Trim, SET T/O 

Battery, OFF 

2 Left Side of the Fuselage 

Door, CHECK condition. 

Airplane, CHECK if level. When standing on even floor this 

check will give an information about the condition of the landing 

gear shock absorbers tire pressure and /or fuel asymmetry. Consider 

that the airplane must be lateral level to ensure possible water 

and/or sediment is in fuel tank sumps when taking fuel samples 

from the wing tank drains. 




Section 4 


Left Main Landing Gear, Hydraulic Lines, Doors, Brake, Wheel 

and Tire, CHECK condition. 

Windows, CHECK for cracks and contamination 

Fuselage Side Wall, CHECK condition 

Antennas, CHECK condition 

Static Port, CLEAR 

Access Panels, CHECK closed and secure 

3 Empennage 

Horizontal Stabilizer and Elevator, CHECK condition 

Elevator Trim Tabs, CHECK condition and neutral position 

Vertical Tail and Rudder, CHECK condition and free play Consider 

spring forces of rudder centering, coupling with nose wheel 

steering, and control interconnection with ailerons. 

Strobe Light, CHECK condition 


4 Right Side of the Fuselage 

Fuselage Side Wall, CHECK condition 

Static Port, CLEAR 

Windows / Emergency Exit, CHECK for cracks and contamination, 

release handle stored 

Right Main Landing Gear, Hydraulic Lines, Doors, Brake, Wheel 

and Tire, CHECK condition. 

Landing Gear Hydraulic Fluid Level, CHECK if fluid is visible in 

the inspection glass (also refer to section 8). 

5 Right Wing 

Wing Tie Down, RELEASE and REMOVE eye bolt 


Fuel Filler Cap, CHECK for tight fit 

Wing Flap, CHECK 

Aileron, CHECK for safe connection and free movement. Consider 

spring forces of control interconnection with rudder. 

Navigation, Strobe and Recognition Lights, CHECK 

Wing Leading Edge, CHECK condition 

Pitot Tube, Remove pitot cover and CHECK for clogging 

Fuel Tank Sump and Outer Wing Tank Drain, DRAIN fuel samples 

with cup and check for water and contamination, avoid fuselage 

contacting fuel. Refer to section 8.5a for detailed 

information. 


4-17

Section 4 




Vent Line Drain (Serial Numbers 3 - 5 only), DRAIN fuel samples 

with specil tool and check for water and contamination 

Drain Valves, CHECK if locked. 

Fuel Tank Vent, CHECK for clogging 

6 Power Plant 

Gascolator, DRAIN fuel sample with cup and check for water and 

contamination. Refer to section 8.5a for detailed information. 

Drain Valve, CHECK if locked. 

Towing Bar, REMOVE 

Nose Landing Gear, Door, Wheel and Tire, CHECK condition 


Engine Cowlings, CHECK condition and safe attachment 

Landing Light, CHECK condition 

Engine Air Inlets, CHECK if clear 

Propeller and Spinner, CHECK for oil leaks and blade play. Blade 

shake is allowed up to 3mm (1/8 in.) and a blade angle play of 

2° is acceptable. No critical cracks in the blades. Metal erosion 

sheet may not be loose. PU-strip proper and existing. If not, replace 

within the next 10 hours after last inspection. No oil leaks. 

Propeller De-ice Pads, CHECK condition 

Exhaust Pipe, CHECK secure 

Oil Level, CHECK if between 8 and 12 quarts. Refer to section 8 

for further information. 

Coolant Level, CHECK if fluid is visible. Refer to section 8 for 

further information. 

Access Panels, CHECK closed and secured 

Front Window, CHECK for cracks and contamination 

7 Left Wing 

Fuel Tank Sump, DRAIN fuel sample with cup and check for water 

and contamination, avoid fuselage contacting fuel. Refer to 

section 8.5a for detailed information. 

Vent Line Drain (Serial Numbers 3 - 5 only), DRAIN fuel samples 

with specil tool and check for water and contamination 

Drain Valves, CHECK if locked 

Fuel Tank Vent, CHECK for clogging 

Wing Tie Down, RELEASE and REMOVE eye bolt 


Fuel Filler Cap, CHECK for tight fit 

Wing Leading Edge, CHECK condition 

Stall Warning Sensor, CHECK for free movement 




Section 4 


Pitot Tube, Remove pitot cover and CHECK for clogging 

Navigation, Strobe and Recognition Lights, CHECK 

Aileron, CHECK for safe connection and free movement Consider 

spring forces of control interconnection with rudder. 

Wing Flap, CHECK 

8 Cabin 

Battery, ON 

To avoid leaving the airplane with the master switch in 

ON-position, the following items should be worked out with a 

helping person. Otherwise exit the aircraft. 

Stall Warning System, CHECK. The helping person shall actuate 

the stall warning (lift detector) switch carefully by hand to check 

the function of the system and the warning horn. The warning 

horn is also used for landing gear-UP warning in flight. 

PITOT L, PITOT R Switch, TEST max. 10 sec. CHECK function. 

The helping person shall carefully touch the left wing pitot head, 

left wing lift detector, and right wing pitot head. These units 

should be warm to touch. Warning and annunciator lights shall 

not illuminate when system switches are in TEST position. 

Battery, OFF 

4.4b Before Engine Starting 

Door, LOCKED 

Seat, Seat Belt and Shoulder Harness, ADJUST and LOCK 

4.4c Use of External Power (if necessary) 

The most important point, when using an external power supply 

is the warning hint presented below. So it will be advisable to 

check the position of the magneto switches for security reason 

and the position of the radio switches. The dependence of external 

power and master switch position is explained in section 7-7. 

Magnetos, CHECK if OFF 

Battery, External Power, Radio Bus 1 + 2, CHECK if OFF 

Warning 

Treat the airplane as if the master switch is in ON-position 

when external power supply is connected. The external power 

feeds directly the main battery bus. 

External Power Device(24 V DC), CONNECT. This should be 

done by a second person to avoid leaving the cockpit. For connecting 

the external power supply open the access panel at the left un- 


4-19

Section 4 




derside of the rear fuselage. When the external power plug is 

connected to the receptacle the green external power light burns 

on the annunciator panel. 

External Power, ON 

Voltmeter, CHECK 

Then follow the normal Engine Starting Procedure omitting 

step 1 (keep battery switch in OFF-position). Disconnect plug 

from the receptacle and close and secure the access panel after 

use. Turn the battery switch to the ON-position if alternators 

work for recharging the battery. 

4.4d Engine Starting 



Mixture, FULL RICH 

Battery, ON, except if external power is used. 

Strobe Lights, ON 

Throttle, FULL OPEN 

Primer, ACTIVATE for2-5 sec. If engine is cold 4-5 sec. priming 

is recommended. Priming with warm engine should be limited to 

2 sec. 

Propeller, CHECK FULL FORWARD 

Mixture, IDLE CUT OFF 

Throttle, OPEN about 1 cm 

Parking Brakes, CHECK if SET 

Magnetos, ON 

Propeller, CHECK if FREE 

Caution 

If the starter switch has been engaged for 30 seconds and the 

engine has not started, release the starter switch and allow the 

starter motor to cool for three to five minutes before attempting 

another start. 

Starter, AKTIVATE 

Mixture, RICH if engine fires 

Fuel Pump, LOW 

Oil Pressure, CHECK, must have oil pressure indication within 

30 seconds. If not, stop engine and determine problem. 

Alternator 1, ON and CHECK 

Alternator 2, ON and CHECK 

RPM, 900 - 1100 until oil temperature is 24°C (75°F). 

Avionic Master Switches, ON 




Section 4 


Engine and Electric Instruments, CHECK 

4.4e Engine Check 

Oil Temperature, CHECK min. 38°C (100°F) 

Coolant Temperature, CHECK min. 66°C (150°F) 

RPM, 1700 

Magneto 1, OFF/ON CHECK RPM drop, when switching of a 

magneto RPM-drop should be about 150 

Magneto 2, OFF/ON CHECK RPM drop. Drops of left and right 

magneto should not differ more than 50 RPM. 

Propeller, COARSE PITCH, CHECK RPM drop. Slowly move 

propeller lever through the whole range. Drops should be about 

300 RPM. 


Suction, CHECK 

RPM, IDLE 

4.4f Before Taxiing 

Navigation Instruments, CHECK 

Intercom, CHECK if MUTE (refer to intercom supplement) 

Radios, CHECK ON 

4.4g Taxiing 

Parking Brake, RELEASE 

Brakes, CHECK 

Nose Wheel Steering, CHECK 

Gyros, Instruments, CHECK correct operation 

4.4h Before Takeoff 

Cabin Air, PRESSURIZED, For detailed description of pressurization 

procedures refer to section . 

DUMP Switch, CHECK if OFF 

Pressurization, ON 

Pressurization Controller, SET Airport Altitude 

Cabin Rate of Climb, SET to 12 o’clock position 

Air Condition, OFF 

Altimeter, SET 

PITOT L, PITOT R Switches, ON below 20°C (68°F). Warning 

and annunciator lights illuminate until systems are automatically 

activated when airborne. 


Fuel Level, CHECK 


4-21

Section 4 





Oil Temperatur, CHECK min. 38°C (100°F) 

Coolant Temperatur, CHECK min. 66°C (150°F) 



Trim, SET for Takeoff 


Controls, CHECK if free and correct. Consider spring forces of 

control interconnection 

Runway, Heading, Wind, CHECK 

4.4i Takeoff 

Throttle, SET SLOWLY FULL OPEN 

Manifold Pressure, max. 39.5 in Hg 

RPM, 2,600 

Airplane, ROTATE at 73 KIAS. Value is valid for MTOW. Reduce 

linearly to 70 KIAS at 1800 kg (3968 lbs.) and 66 KIAS at 

1600 kg (3527 lbs.). 

1 Cross Wind Operation 

Even in gusty wind conditions, the airplane is easy to handle. 

Asymmetric fuel of 80 l (21 U.S. Gallons) has no adverse effect to 

aircraft handling during takeoff in crosswind conditions. 

The following procedure for crosswind takeoff is recommended: 

Throttle, SET SLOWLY FULL OPEN 

Manifold Pressure, max. 39.5 in Hg 

RPM, 2,600 

Wing Flaps, 15° (takeoff) 

During acceleration on the ground: 

Elevator, NEUTRAL (load on nose wheel) 

Aileron, SLIGHTLY INTO THE WIND 

Airplane, ROTATE at 73 KIAS 

Airplane, YAW INTO THE WIND when definitely airborne 

4.4j Climb 

Landing Gear, UP below 140 KIAS 

Wing Flaps, UP below 120 KIAS 

Manifold Pressure, 32.5/37.5 inHg, cruise climb/max. climb 

RPM, 2500 

Mixture, RICH Consider max. TIT for MCP is 954°C (1750°F) 

Climbspeed, 120/100 KIAS , cruise climb/max. climb, observe 

engine temperatures. 




Section 4 


Note 

A climbspeed of 110 KIAS asures sufficient cooling of the engine 

up to 25,000 ft and ISA + 23°C. 


Engine Instruments, CHECK 

Pressurization Controller, SET Cruise Level 

Cabin Rate of Climb, ADJUST 

Cabin Pressurization System, CHECK. Cabin rate of climb indication. 

Air Condition, AS REQUIRED 

4.4k Cruise 

Mixture, AS REQUIRED (leaning procedure is shown below) 

Fuel Tank, CHANGE before 45 min. (Max. fuel unbalance 80 l 

(21 U.S. Gallons)), if not BOTH. 

Cabin Pressurization System, CHECK flight level setting 

PITOT L, PITOT R Switches, ON below 20°C (68°F). 

1 Leaning procedure for the Continental TSIOL-550-C engine 

1 After level off in cruise altitude, set RPM and manifold pressure 

according the cruise performance table shown in section 5. 

2 Lean mixture to the cruise fuel flow in the table. 

3 Reset manifold pressure to correct value. 

Caution 

In no case the TIT limit of 954°C (1750°F) is allowed to exceed 

during the leaning procedure. 

4.4l Descent 

Manifold Pressure, above 20 in.Hg., to ensure maximum cabin 

differential pressure 

Pressurization Controller, SET Airport Altitude 

Cabin Rate of Climb, ADJUST 


Throttle, REDUCE 

RPM, 2500 or below 

Mixture, ADJUST 

Landing Gear, AS REQUIRED below 140 KIAS 

Wing Flaps, AS REQUIRED below 120 KIAS (15°) or 109 KIAS 

(30°) 


4-23

Section 4 




Engine Instruments, CHECK 

4.4m Before Landing 

Seat, Seat Belt and Shoulder Harness, ADJUST and LOCK 

Fuel Selector, CHECK if BOTH 


Landing Gear, DOWN below 140 KIAS, CHECK three green 

lights 

Wing Flaps, DOWN 30° below 109 KIAS 

Cabin Differential Pressure, CHECK ZERO, if differential pressure 

remains, set dump switch to the DUMP-position. 

Trim, SET 

Approach, 80 KIAS 

Final Approach: 


Propeller, FULL FORWARD. To avoid unnecessary noise this 

should be done as late as described here. 

1 Cross Wind Operation 

Even in gusty wind conditions, the airplane is easy to handle. 

Asymmetric fuel of 80 l (21 U.S. Gallons) has no adverse effect to 

aircraft handling during takeoff in crosswind conditions. 

The following procedure is recommended for crosswind landing: 

Configuration as described above. 

Approach Speed, 80 KIAS 

Crosswind Component, COMPENSATE by a combination of 

heading the nose into the wind and banking the airplane slightly 

into the wind. 

Prior to touch down, ADJUST aircraft to the center line while a 

small bank angle may still be maintained. 

Nose Wheel, LOWER immediately after touch down, control 

straight path with rudder and keep aileron deflection into the 

wind. 

Wing Flaps, UP as soon as possible 

4.4n Balked Landing 

When a balked landing is necessary in the first moment it will be 

sufficient to set full power, because the EA 400 will climb also in 

landing configuration and pitch is only slidly affected by changes 

of power setting. After having set the wing flaps to 15° position, 

the normal Climb Procedure can be followed. 

Mixture, CHECK FULL RICH 




Section 4 


Propeller, CHECK FULL FORWARD 

Throttle, FULL OPEN max. 39.5 in.Hg. 

Aircraft, CHECK for positive climb 


Wing Flaps, RETRACT to 15° above 74 KIAS. 

4.4o After Landing 

Brakes, AS REQUIRED 


PITOT L; PITOT R Switches, OFF 

Landing Light, OFF 


4.4p Shutdown 

RPM, IDLE 5 min. Incl. Taxiing 

Fuel Pump, CHECK if OFF 

Parking Brake, SET as required 


Avionic Master Switches, OFF 


Magnetos, OFF 

Alternators, OFF 

Battery, OFF 

4.4q Rain 

Flight characteristiques do not change when flying in rain. However 

the stall speeds will be 3 - 5 knots above the given ones. 


4-25

Section 4 




Left blanc intentionally 

4-26 




Section 5 

Performance 


Paragraph 

Page 

5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-3 

5.2 Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-3 

5.3 Stall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-3 

5.4 Sample Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-3 

5.4a Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4 

5.4b Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-4 

5.4c Fuel Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-5 

5.4d Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-6 

5.5 Charts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7 

5.5a Cruise Performance Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-7 


5-1

Section 5 




5-2 




Section 5 

Performance 

5 Performance 


The performance data charts presented on the following pages 

give information of what can be expected from the airplane under 

various conditions, and also for accurately planning the flight. 

The data in the charts have been computed from actual flight tests 

with the airplane and engine in good condition and using average 

piloting techniques. 

5.2 Rain 

Flight tests have shown, that the loss of performance when flying 

in rain is not above the normal. 

5.3 Stall 

Altitude loss during a stall is 150 ft. 

5.4 Sample Problem 

The following sample flight problem utilizes information from 

the various charts to determine the predicted performance data 

for a typical flight. The sample bases on the method to fill the fuel 

tank up to the MTOW level after having determined the weight 

and moment of the occupants (refer to section 6). 

The following data are assumed in this sample: 

1 Airplane configuration: 

Ramp weight: 

Usable fuel: 

Takeoff weight: 

1999 kg 

(4407 lbs.) 

270 kg = 375 l 

(595 lbs.) 

1995 kg 

(4398 lbs.) 


5-3

Section 5 

Performance 



2 Takeoff conditions: 

Temperature: 

Field pressure altitude: 

Wind component along runway: 

Field length: 

19°C(8° above std) 

2000 Feet 

10 Knots Headwind 

1000 m 

(3281 ft) 

3 Climb conditions: 

Climb speed: 120 KIAS 

4 Cruise conditions: 

Total distance: 

Pressure altitude: 

Temperature at cruising level: 

Expected headwind component 

Power setting: 

920 NM 

20,000 Feet 

-27°C (2° below std) 

10 Knots 

55% Best Economy 

5 Landing conditions: 

Field pressure altitude: 

3000 Feet 

Temperature: 25°C 

Field length: 

1200 m 

(3937 ft) 

Wind component along runway: 10 Knots Headwind 

5.4a Takeoff 

For the values assumed for this sample the takeoff distance chart 

will give the following results: 

Ground roll: 

525 m 

(1722 ft) 

Total distance to clear a 50-foot obstacle:900 m 

(2953 ft) 

These distances are well within the available field length. 

5.4b Cruise 

The cruising altitude and power setting should be selected based 

on a consideration of trip length, winds aloft, and airplane’s performance. 

For this sample a power setting of 55% Best Economy 

has been chosen. 

For the values assumed for this sample the cruise speed chart will 

give the following result: 

True airspeed:177 knots -10 Knots headwind = 167 Knots 




Section 5 

Performance 

5.4c Fuel Required 

The total fuel requirement for the flight can be estimated using the 

performance information in fig. 5-7 (sheet 2), 5-8 (sheet 2) and 

5-11. 

1 Climb 

The time, distance, fuel to climb chart will give the following result 

without respect to temperature and headwind: 

Time to climb: 21 min 

Fuel to climb: 40 l 

Distance to climb: 53 NM 

For each 8°C above standard temperature these values have to be 

increased by 10%. For this sample the average value of 3°C above 

Standard has been chosen. 3°C/8°C x 10% =~4% 

Time to climb: 22 min 

Fuel to climb: 42 l 

Distance to climb: 55 NM 

The distances shown on the climb chart are for zero wind. So the 

decrease in distance due to the wind will be: 

22min/60min x 10 knots headwind =~4 NM 

The corrected distance to climb: 51 NM 

2 Descent 

Using the time, fuel and distance to descent chart the following 

results are obtained (The temperature correction can be omitted, 

because the engine runs at low power): 

Time to descent: 11 min 

Fuel to descent: 6 l 

Distance to descent: 33 NM 

The distances shown on the descent chart are for zero wind. So the 

decrease in distance due to the wind will be: 

11 min/60 min x 10 knots headwind = 2 NM 

The corrected distance to descent: 31 NM 

3 Cruise 

The resultant cruise distance is: 

Total distance: 920 NM 

Climb distance: -51 NM 

Descent distance: -31 NM 

Cruise distance: 838 NM 

As shown above the ground speed for cruise is 167 knots. Therefore, 

the time required for the cruise portion of the trip is: 


5-5

Section 5 

Performance 



838 NM/167 knots = 5 hours 

The fuel flow at 55% power Best Economy is 55 l/h. 

5 Hours x 55 l/h = 275 l 

4 Reserve 

A 45-minute reserve at 45% power with 45 l/h fuel flow requires: 

45/60 Hours x 45 l/h =34 l 

5 Total 

The total estimated fuel required is as follows: 

Engine start, taxi and takeoff: 10 l 

Climb: 42 l 

Cruise: 275 l 

Descent: 6 l 

Reserve: 34 l 

Total fuel required: 367 l 

The fuel needed is well within the fuel available. 

5.4d Landing 

To obtain the landing weight the weight of required fuel (367 l = 

264 kg (582 lbs.)) for the trip has to be subtracted from the ramp 

weight: 

1999 kg - 264 kg = 1735 kg 

(4407 lbs. - 582 lbs. = 3825 lbs.) 

For the above calculated landing weight and the assumed 

athmospheric conditions the landing distance chart will give the 

following results: 

Ground roll: 

300 m 

(984 ft) 

Total distance to clear a 50-foot obstacle:680 m 

(2231 ft) 

These distances are well within the available field length. 




Section 5 

Performance 

5.5 Charts 

Note 

Values between the given ones can be assumed to be linear. 

5.5a Cruise Performance Table 

STD Temperature Press. Alt. 

RPM 

Man. 

Press. 

Mixture 

Fuel Flow 

Conditions ft in.Hg. L/h 

Take Off 

Max. Continuous 

Cruise 75% 

Cruise 

65% Best Power 

Economy Cruise 

65% Best 

Economy 

Cruise 


Cruise 

55% Best 

Economy 

Holding 

45% 

Sea Level 

10,000 

Sea Level 

10,000 

20,000 

2600 39.5 Full Rich 


128-136 

128-136 

115-123 

115-123 

115-123 

Then reduce manifold pressure 1.1 in.Hg. per 1,000 ft to: 

25,000 2,500 32 Full Rich 86 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

2400 32 

2300 30.5 

2250 31 

72°F (40°C) 

rich of peak 

45°F (25°C) 

rich of peak 

54°F (30°C) 

lean of peak 

2250 26.5 peak 

2200 27 

2100 24.5 

27°F (15°C) 

lean of peak 

27°F (15°C) 

lean of peak 

82 

83 

84 

72 

72 

73 

57 

58 

59 

57 

58 

59 

53 

54 

55 

45 

45 


5-7

Section 5 

Performance 



STD-15°C Press. Alt. RPM 

Man. 

Press. 

Mixture 

Fuel Flow 


Take Off 


Cruise 75% 

Cruise 



65% Best 

Economy 

Cruise 


Cruise 

55% Best 

Economy 

Holding 

45% 

Sea Level 

10,000 

Sea Level 

10,000 

21,000 



128-136 

128-136 

115-123 

115-123 

115-123 

Then reduce manifold pressure 1.1 in.Hg. per 1,000 ft to: 

25,000 2,500 32 Full Rich 86 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 


2300 29 

2250 30 

72°F (40°C) 

rich of peak 

45°F (25°C) 

rich of peak 

54°F (30°C) 

lean of peak 

2250 25.5 peak 

2200 26.5 

2100 24 

27°F (15°C) 

lean of peak 

27°F (15°C) 

lean of peak 

82 

83 

84 

72 

72 

73 

57 

58 

59 

57 

58 

59 

53 

54 

55 

45 

45 

5-8 




Section 5 

Performance 

STD+15°C Press. Alt. RPM 

Man. 

Press. 

Mixture 

Fuel 

Flow 


Take Off 


Cruise 75% 

Cruise 



65% Best 

Economy 

Cruise 


Cruise 

55% Best 

Economy 

Holding 

45% 

Sea Level 

10,000 

Sea Level 

10,000 

20,000 



128-136 

128-136 

115-123 

115-123 

115-123 

Then reduce manifold pressure 1.1 in.Hg per 1,000 ft to: 

25,000 2,500 32 Full Rich 86 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 

25,000 

Sea Level 

10,000 


2300 31.5 

2250 32 

72°F (40°C) 

rich of peak 

45°F (25°C) 

rich of peak 

54°F (30°C) 

lean of peak 

2250 27.5 peak 

2200 28 

2100 25.5 

27°F (15°C) 

lean of peak 

27°F (15°C) 

lean of peak 

82 

83 

84 

72 

72 

73 

57 

58 

59 

57 

58 

59 

53 

54 

55 

45 

45 


5-9

Section 5 

Performance 



Wind Components 

40 

45 

35 

Wind Components - Knots 

Tailwind Headwind 

30 

25 

20 

15 

10 

5 

0 

5 

20 

15 

10 

5 

Angle between wind direction and runway 

10° 

20° 

30° 

25 

40° 

30 

50° 

40 

35 

Wind Velocity - Knots 

60° 

70° 

80° 

90° 

100° 

150° 

130° 

110° 

10 

0 5 10 15 20 25 30 

Crosswind Component - Knots 

Wind Components 

Figure 5-1 

Issued: 3. May 2000 

5-10 




Section 5 

Performance 

ISA Conversion 

of pressure altitude and outside air temperature 

Temperature - °F 

Pressure Altitude - ft x 1000 

-120 -80 -40 0 +40 +80 +120 

25 

24 

23 

22 

21 

20 

19 

18 

17 

16 

15 

14 

13 

12 

11 

10 

9 

8 

ISA + 40°C (+72°F) 

ISA + 30°C (+54°F) 

ISA + 20°C (+36°F) 

ISA + 10°C (+18°F) 

ISA 

ISA - 10°C (-18°F) 

ISA - 20°C (-36°F) 

ISA - 30°C (-54°F) 

ISA - 40°C (-72°F) 

7 

6 

5 

4 

3 

2 

1 

0 

-100 -80 -60 -40 -20 0 +20 +40 +60 

Temperature - °C 

ISA Conversion 

Figure 5-2 


5-11

Section 5 

Performance 



Airspeed Calibration 

Indicated airspeed + Delta V = Calibrated airspeed 

a: clean, cruise, 75% power and idle 

b: Flaps 15°, idle 

c: gear up/down, Flaps 30°, 75% power and idle 

Example: 

Indicated airspeed: 83 kt 

Delta V: -1 kt 

Calibrated airspeed: 82 kt 

c 

b 

a 

50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 

Indicated Airspeed, kt 

5 

4 

3 

2 

1 

0 

-1 

-2 

-3 

-4 

-5 

Delta V, kt 

Airspeed Calibration 

Figure 5-3 

5-12 




Section 5 

Performance 

Angle of Bank vs Stall Speed 

a: gear up, flaps up 

b: gear up or down, flaps 15° 

c: gear down, flaps 30° 


Weight 1999 kg (4407 lbs.), 

Idle, 

Zero instrument error 

Example: 

Angle of bank: 45° 

Stall speed a: 95 KIAS 

Stall speed b: 78 KIAS 

Stall speed c: 72 KIAS 

a 

b 

c 

0 5 10 15 20 25 30 35 40 45 50 55 60 

Angle of Bank, Degrees 

120 

110 

100 

90 

80 

70 

60 

50 

Stall Speed, KIAS 

Angle of Bank vs Stall Speed 

Figure 5-4 


5-13

Section 5 

Performance 




5-14 


Associated conditions: 

Flaps 15°, 2,600 RPM, 39.5 in.Hg. before brake release, 

Mixture rich, paved level dry runway 

Remarks: 

Distance for takeoff ground roll has to be increased 

by ~15% for dry short gras 

Reasonable additions have to be used for soft, wet 

ground, for snow and melting snow. 

Heigh humidity of the air may increase the takeoff 

distance up to 10%. 

-30 -20 -10 0 10 20 30 40 

Outside Air Temperature, °C 


EA-400 

Takeoff Distances 

Example: 

Outside air temperature: 16°C 

Pressure altitude: 500 ft 

Weight: 1795 kg (3957 lbs.) 

Wind: 10 kts Head wind 

Takeoff distance: 660 m (2165 ft) 

Takeoff roll: 390 m (1280 ft) 

2000 1800 1600 1400 

(4409) (3968) (3527) (3086) 

Takeoff Weight, kg (lbs.) 

Issued: 3. 15. May October 2000 1999 

Section 5 

5-15 

Tail Wind 

Reference Line 


Head Wind 

0 5 10 15 20 

Wind Component, kts 

0 15 

(50) 

Height above Runway, m (ft) 

1700 (5577) 

1600 (5249) 

1500 (4921) 

1400 (4593) 

1300 (4265) 

1200 (3937) 

1100 (3609) 

Takeoff Distance, m (ft) 

1000 (3281) 

900 (2953) 

800 (2625) 

700 (2297) 

600 (1969) 

500 (1640) 

400 (1312) 

300 (984) 


Takeoff Weight Airspeed KIAS 

kg (lbs.) 1600 (3527) Lift off 66 15 m (50 ft) 

72 

1800 (3968) 

1999 (4407) 

70 

73 

76 

78 

Figure 5-5 

Takeoff Distances 

ISA 

Pressure altitude, ft 

8000 

6000 

4000 

2000 

sea level

Section 5 

5-16 





5000 



Section 5 

Performance 

30,000 

28,000 


Climb rate ft/min 


-60 -60 -50 -50 -40 -40 -30 -30 -20 -20 -10 -10 0 0 10 10 20 20 30 30 40 40 

Outside Air Air Temperature, °C °C 

Rate of Climb 


Gear Gear up, up, Flaps Flaps up, up, Climb Climb Speed: Speed: 100 120 KIAS KIAS (Best (Recommended Rate of Climb Climb Speed) Speed) 

MP: MP: 37.5 37.5 in. in. Hg., Hg., at at 20,000 20,000 ft ft thereafter thereafter reduction reduction 

of of 1.1 1.1 in.Hg. in.Hg. per per 1,000 1,000 ft ft to to 32 32 in.Hg. in.Hg. at at 25,000 25,000 ft, ft, 

2500 2500 RPM, RPM, Mixture Mixture Rich Rich 

2000 1900 1800 1700 1600 

Aircraft Weight, kg kg (lbs.) 

1700 

1600 

1500 


1300 

1200 

1100 

1000 

900 900 

800 800 

700 700 

600 600 

500 500 

400 400 

300 300 

200 200 

100 100 

Example: 

Outside Outside air air temperature: 21°C 21°C 

Pressure altitude: 3000 3000 ft ft 

Aircraft Aircraft weight: weight: 1750 1750 kg kg (3858 (3858 lbs.) lbs.) 

Rate Rate of of climb: climb: 1270 1040 ft/min ft/min 

sea level 

sea level 

10000 

5000 

10000 

15000 

ISA 

15000 

20000 

Pressure 

altitude, ft 

ISA 

20000 

Pressure 

altitude, ft 

25000 

Pressure Atitude, ft 

24,000 

25,000 

26,000 

22,000 

24,000 

20,000 

22,000 

18,000 

20,000 

16,000 

18,000 

14,000 

16,000 

12,000 

14,000 

10,000 

12,000 

8,000 

10,000 

Std. Temp. 

Maximum Climb Rate 

6,000 

8,000 



4,000 

6,000 

2,000 

4,000 

Sea Level 

2,000 

25000 

(4409) (4189) (3968) (3748) (3527) 

0 

0 

0 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 300 400 500 600 700 800 900 1000 1 100 1200 


120 KIAS 

Example: 

Outside air temperature: -5°C 


Climb Speed: 120 KIAS 

Rate of climb: 640 ft/min 

Climb Rate, ft/min 


Climb at 100/120 KIAS, clean 

MCP: 37.5 inHg, 2500 RPM 

Fuel Flow: 105-115 Liter/h 

m=2000 kg, FWD CG 

100 KIAS 

Density Altitude, ft 

Rate of Climb, Sheet 1 

Figure 5-6 


5-17

5000 

Section 5 

Performance 



30,000 

28,000 




-60 -60 -50 -50 -40 -40 -30 -30 -20 -20 -10 -10 0 0 10 10 20 20 30 30 40 40 

Outside Air Air Temperature, °C °C 

Rate of Climb 


Gear Gear up, up, Flaps Flaps up, up, Climb Climb Speed: Speed: 100 120 KIAS KIAS (Best (Recommended Rate of Climb Climb Speed) Speed) 

MP: MP: 37.5 37.5 in. in. Hg., Hg., at at 20,000 20,000 ft ft thereafter thereafter reduction reduction 

of of 1.1 1.1 in.Hg. in.Hg. per per 1,000 1,000 ft ft to to 32 32 in.Hg. in.Hg. at at 25,000 25,000 ft, ft, 

2500 2500 RPM, RPM, Mixture Mixture Rich Rich 

2000 1900 1800 1700 1600 

Aircraft Weight, kg kg (lbs.) 

1700 

1600 

1500 


1300 

1200 

1100 

1000 

900 900 

800 800 

700 700 

600 600 

500 500 

400 400 

300 300 

200 200 

100 100 

Example: 

Outside Outside air air temperature: 21°C 21°C 

Pressure altitude: 3000 3000 ft ft 

Aircraft Aircraft weight: weight: 1750 1750 kg kg (3858 (3858 lbs.) lbs.) 

Rate Rate of of climb: climb: 1270 1040 ft/min ft/min 

sea level 

sea level 

10000 

5000 

10000 

15000 

ISA 

15000 

20000 

Pressure 

altitude, ft 

ISA 

20000 

Pressure 

altitude, ft 

25000 


24,000 

25,000 

26,000 

22,000 

24,000 

20,000 

22,000 

18,000 

20,000 

16,000 

18,000 

14,000 

16,000 

12,000 

14,000 

10,000 

12,000 

8,000 

10,000 

Std. Temp. 

Maximum Climb Rate 

6,000 

8,000 



4,000 

6,000 

2,000 

4,000 

Sea Level 

2,000 

25000 

(4409) (4189) (3968) (3748) (3527) 

0 

0 

0 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 300 400 500 600 700 800 900 1000 1 100 1200 


120 KIAS 

Example: 



Climb Speed: 120 KIAS 

Rate of climb: 640 ft/min 

Climb Rate, ft/min 


Climb at 100/120 KIAS, clean 

MCP: 37.5 inHg, 2500 RPM 

Fuel Flow: 105-115 Liter/h 

m=2000 kg, FWD CG 

100 KIAS 


I 

Rate of Climb, Sheet 2 

Figure 5-6 

5-18 




Section 5 

Performance 

Time, Distance, Fuel to Climb 

Note: 

Increase Time distance and Fuel to climb 

Increase 

by 10% 

Time 

for each 

distance 

8°C above 

and Fuel 

ISA 

to 

temp. 

climb 

by 10% for each 8°C above ISA temp. 

Associated 

Associated 

conditions: 

conditions: 

ISA 

ISA 

temp., 

temp., 

No 

No 

Wind, 

Wind, 

Gear 

Gear 

up, 

up, 

Flaps 

Flaps 

up, 

up, 

Climb 

Climb 

speed 

speed 

120 

100 

KIAS Note: 

KIAS, 

MP: 37.5 in.Hg. at 20,000ft, thereafter reduction of 1.1in.Hg per 1,000 ft to 32 in.Hg at 25,000 ft 


2500 

2500 

RPM, 

RPM, 

Weight: 

Mixture Rich, Weight: 

1999 kg, 

1999 

1600 

kg 

kg 

(4407 lbs.), 1600 kg (3527 lbs.) 

Fuel 

Distance 

Time 

Fuel 

Fuel 

Distance 

25000 

Distance 

Distance 

20000 

15000 

10000 

Pressure Altitude, ft 

Example: 

Departure: 2000 ft ft Press. Alt. 

Cruise: 24000 ft ft Press. Alt. 

m = 1999 1800 kg kg (4407 lbs.) 

Time to to Climb: 25 26 - - 2 = 23 24 min 

Fuel to to Climb: 48 50 - - 3.5 4 = 46 44.5 Liter Liter 

Distance to to Climb: 52 66 - - 3.5 4 = 62 48.5 Nm Nm 

5000 

Time, Distance, Fuel to Climb, Sheet 1 

Figure 5-7 

0 

Time, Fuel, Distance 

Minutes, Liter, Nautical Miles 

80 


5-19

Section 5 

Performance 



Time, Distance, Fuel to Climb 

Note: 

Increase Time distance and Fuel to climb 

Increase 

by 10% 

Time 

for each 

distance 

8°C above 

and Fuel 

ISA 

to 

temp. 

climb 

by 10% for each 8°C above ISA temp. 

Associated 

Associated 

conditions: 

conditions: 

ISA 

ISA 

temp., 

temp., 

No 

No 

Wind, 

Wind, 

Gear 

Gear 

up, 

up, 

Flaps 

Flaps 

up, 

up, 

Climb 

Climb 

speed 

speed 

120 

100 

KIAS Note: 

KIAS, 



2500 

2500 

RPM, 

RPM, 

Weight: 

Mixture Rich, Weight: 

1999 kg (4407 lbs.), 

1999 kg (4407 

1600 

lbs.), 

kg (3527 lbs.) 

1600 kg (3527 lbs.) 

Fuel 

Distance 

Time 

Fuel 

Fuel 

Distance 

25000 

Distance 

Distance 

20000 

15000 

10000 


Example: 

Departure: 2000 ft ft Press. Alt. 

Cruise: 24000 ft ft Press. Alt. 

m = 1999 1800 kg kg (4407 (3986 lbs.) 

Time to to Climb: 25 26 - - 2 = 23 24 min 

Fuel to to Climb: 48 50 - - 3.5 4 = 46 44.5 Liter Liter 

Distance to to Climb: 52 66 - - 3.5 4 = 62 48.5 Nm Nm 

5000 

Time, Distance, Fuel to Climb, Sheet 2 

Figure 5-7 

0 



80 

5-20 




Section 5 

Performance 


Gear UP, Flaps UP 

Mixture: see Cruise Performance Table 

30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 


25,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

8,000 

4,000 

6,000 

2,000 

4,000 

Sea Level 

2,000 

0 

Std. Temp. 

Cruise Speeds, Best Economy, m=1999kg m=1600kg (4407 (3527 lbs.) 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 120 130 140 150 160 170 180 190 200 210 220 230 240 


45% 

45% 

55% 

55% 

65% 

65% 

Example: 

Outside air air temperature: -35°C 

Pressure altitude: 24000 ft ft 

Power: 55% 

True Airspeed: 182 185 kts 

True Airspeed, kts 


Cruise Speeds, Sheet 1 

Figure 5-8 


5-21

Section 5 

Performance 



Associated Associated conditions: conditions: 

Gear UP, Gear Flaps UP, UP Flaps UP 

Mixture: Mixture: see Cruise see Cruise Performance Performance Table Table 

30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 


25,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

8,000 

4,000 

6,000 

2,000 

4,000 

Sea Level 

2,000 

0 

Std. Temp. 

Cruise Cruise Speeds, Speeds, Best Economy, Best Economy, m=1999kg m=1600kg (4407 lbs.) 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 120 130 140 150 160 170 180 190 200 210 220 230 240 


45% 

45% 

55% 

55% 

65% 

65% 

Example: 

Outside air air temperature: -35°C 

Pressure altitude: 24000 ft ft 

Power: 55% 





Figure 5-8 

5-22 




Section 5 

Performance 




30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 


25,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

8,000 

4,000 

6,000 

2,000 

4,000 

Sea Level 

2,000 

0 

Std. Temp. 

Cruise Speeds, Best Power, m=1999kg m=1600kg (4407 (3527 lbs.) 

55% 65% 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 120 130 140 150 160 170 180 190 200 210 220 230 240 


Example: 



Power: 75% 


55% 65% 


valid only 

if if below 20,000 ft ft 

75% 

75% 

MCP 

MCP 



Figure 5-8 


5-23

Section 5 

Performance 



Associated Associated conditions: conditions: 

Gear UP, Gear Flaps UP, UP Flaps UP 

Mixture: Mixture: see Cruise see Performance Cruise Performance Table Table 

30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 


25,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

8,000 

4,000 

6,000 

2,000 

4,000 

Sea Level 

2,000 

0 

Std. Temp. 

Cruise Cruise Speeds, Speeds, Best Power, Best Power, m=1999kg m=1600kg (4407 lbs.) 

55% 65% 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 120 130 140 150 160 170 180 190 200 210 220 230 240 


Example: 



Power: 75% 


55% 65% 


valid only 

if if below 20,000 ft ft 

75% 

75% 

MCP 

MCP 



Figure 5-8 

5-24 




Section 5 

Performance 

30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

0 




Std. Temp. 

Endurance, Best Economy, m=1999kg (4407 lbs.) 


24,000 

25,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

Sea Level 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 


Example: 


Pressure altitude: 24000 ft 

Power: 55% 

Endurance: 6.4 h 

Data including: 

1. Fuel for taxi and takeoff: 10 liter (2.6 U.S. Gallons) 

2. Fuel for climb to cruising level at MCP and descent 

3. 45 min reserve fuel at 45% power: 34 liter (9.0 U.S. Gallons) 

65% 

55% 

Hours 

45% 


Endurance, Sheet 1 

Figure 5-9 


5-25

Section 5 

Performance 



30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

0 




Std. Temp. 

Endurance, Best Power, m=1999kg (4407 lbs.) 


24,000 

25,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

Sea Level 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 


MCP 





75% 65% 

Example: 



Power: 55% 

Endurance: ~6 h 

55% 

Hours 

valid only 

if below 20,000 ft 


Endurance, Sheet 2 

Figure 5-9 

5-26 




Section 5 

Performance 

30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

0 


Gear UP, Flaps UP, No Wind 





Std. Temp. 

Range, Best Economy, m=1600kg m=1999kg (3527 (4407 lbs.) 

Pressure Pressure Atitude, Atitude, ft 

ft 

25,000 

25,000 

24,000 

24,000 

22,000 

22,000 

20,000 

20,000 

18,000 

18,000 

16,000 

16,000 

14,000 

14,000 

12,000 

12,000 

10,000 

10,000 

8,000 

8,000 

6,000 

6,000 

4,000 

4,000 

2,000 

2,000 

Sea Sea Level 

Level 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 

600 650 700 750 800 850 900 950 1000 1050 1 100 1150 1200 1250 1300 






Example: 

Example: 

Outside air temperature: Outside -35°C 

air temperature: -35°C 

Pressure altitude: Pressure 24000 altitude: ft 

24000 ft 

Power: Power: 55% 

55% 

Range: Range: 1155 nm 

1205 nm 

Nautical Miles 


55% 

55% 

65% 65% 

45% 

45% 

600 650 700 750 800 850 900 950 1000 1050 1 100 1150 1200 1250 1300 


Range, Sheet 1 

Figure 5-10 

Issued: 3. May 2000 


5-27

Section 5 

Performance 



30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

0 







Std. Temp. 

Range, Best Economy, m=1600kg m=1999kg (3527 (4407 lbs.) 

Pressure Pressure Atitude, Atitude, ft 

ft 

25,000 

25,000 

24,000 

24,000 

22,000 

22,000 

20,000 

20,000 

18,000 

18,000 

16,000 

16,000 

14,000 

14,000 

12,000 

12,000 

10,000 

10,000 

8,000 

8,000 

6,000 

6,000 

4,000 

4,000 

2,000 

2,000 

Sea Sea Level 

Level 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 

600 650 700 750 800 850 900 950 1000 1050 1 100 1150 1200 1250 1300 




1. Fuel for 1. taxi Fuel and for takeoff: taxi and 10 takeoff: liter (2.6 10 U.S. liter Gallons) 

2. Fuel for 2. climb Fuel for to cruising climb to level cruising at MCP level and at MCP descent and descent 

3. 45 min 3. reserve 45 min fuel reserve at 45% fuel power: at 45% 34 power: liter (9.0 34 U.S. liter Gallons) 

Example: 

Example: 

Outside air temperature: Outside -35°C 

air temperature: -35°C 

Pressure altitude: Pressure 24000 altitude: ft 

24000 ft 

Power: Power: 55% 

55% 

Range: Range: 1155 nm 

1205 nm 


1. Fuel for taxi and takeoff: 10 liter 


3. 45 min reserve fuel at 45% power: 34 liter 



55% 

55% 

65% 65% 

45% 

45% 

600 650 700 750 800 850 900 950 1000 1050 1 100 1150 1200 1250 1300 



Figure 5-10 

5-28 




Section 5 

Performance 

30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

0 




Std. Temp. 

Range, Best Power, m=1600kg m=1999kg (3527 (4407 lbs.) 

Pressure Pressure Atitude, Atitude, ft ft 

25,000 25,000 

24,000 24,000 

22,000 22,000 

20,000 20,000 

18,000 18,000 

16,000 16,000 

14,000 14,000 

12,000 12,000 

MCP 

10,000 10,000 

8,000 8,000 

6,000 6,000 

4,000 4,000 

2,000 2,000 

Sea Sea Level Level 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 550 600 650 700 750 800 850 900 950 1000 1050 1 100 1150 1200 1250 


Example: 



Power: 55% 

Range: 1075 1130 nm 

valid only 


MCP 





75% 

75% 

65% 


65% 

55% 

55% 

550 600 650 700 750 800 850 900 950 1000 1050 1 100 1150 1200 1250 



Figure 5-10 


5-29

Section 5 

Performance 



30,000 

28,000 

26,000 

24,000 

22,000 

20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

0 




Std. Temp. 

Range, Best Power, m=1600kg m=1999kg (3527 (4407 lbs.) 

Pressure Pressure Atitude, Atitude, ft ft 

25,000 25,000 

24,000 24,000 

22,000 22,000 

20,000 20,000 

18,000 18,000 

16,000 16,000 

14,000 14,000 

12,000 12,000 

MCP 

10,000 10,000 

8,000 8,000 

6,000 6,000 

4,000 4,000 

2,000 2,000 

Sea Sea Level Level 

-60 -50 -40 -30 -20 -10 0 10 20 30 40 550 600 650 700 750 800 850 900 950 1000 1050 1 100 1150 1200 1250 


Example: 



Power: 55% 

Range: 1075 1130 nm 

valid only 


MCP 





75% 

75% 

65% 


65% 

55% 

55% 

valid only 


550 600 650 700 750 800 850 900 950 1000 1050 1 100 1150 1200 1250 



Figure 5-10 

5-30 




Section 5 

Performance 

Time, Distance, Fuel to Descent 


Gear up, Flaps up, Descent speed: 160 KIAS, Weight: 1999 kg (4407 lbs.) 

Power Settings: above 10000 ft, MP: 20 in.Hg., 2300 RPM (1500 fpm rate of descent) 

25000 

below 10000 ft, MP: 15 in.Hg., 2300 RPM (2000 fpm rate of descent) 

Fuel, l Time, min 

Note: 

No temperature corrections required 

Distance, Nm 

20000 

15000 

10000 

5000 

Example: 

Cruise at 24000 ft Press. Alt. 

Descent to 3000 ft Press. Alt. 

Time to Descent: 14.3 - 1.3 = 13 min 

Fuel to Descent: 8.7 - 0.7 = 8 Liter 

(2.3 - 0.2 = 2.1 U.S. Gallons) 

Distance to Descent: 47 - 4 = 43 NM 

0 

0 10 20 30 40 50 




Time, Distance, Fuel to Descend 

Figure 5-11 


5-31

Section 5 

Performance 




5-32 



Gear extended, Flaps 30°, throttle closed, propeller full 

forward, full stall touch down, maximum braking, 

paved level dry runway 

Remarks: 

Add 15% to distances, for landing on a dry level grass runway. 

Reasonable additions have to be used for soft, wet ground, for 

snow and melting snow. 

-30 -20 -10 0 10 20 30 40 




Landing Distances 

Example: 

Outside air temperature: 25°C 


Landing weight: 1546 kg (3408 lbs.) 

Wind: 10 kts Head wind 

Landing distance: 625 m (2051 ft) 

Landing roll: 275 m (902 ft) 

2000 1800 1600 1400 0 5 10 15 20 

15 0 

(4409) (3968) (3527) (3086) Wind Component, kts 

(50) 

Landing Weight, kg (lbs.) 

Height above Runway - Stop, m (ft) 

Issued: 3. 15. May October 2000 1999 

Section 5 

Landing Distance, m (ft) 

Landing Weight Airspeed KIAS/KCAS 

kg (lbs.) at 15 m (50 ft) 

1600 (3527) 

1800 (3968) 

78/77 

80/79 

5-33 

Tail Wind 

Head Wind 




Figure 5-12 

Landing Distances 

1100 (3609) 

1000 (3281) 

900 (2953) 

800 (2625) 

700 (2297) 

600 (1969) 

500 (1640) 

400 (1312) 

300 (984) 

200 (656) 

100 (328) 

0 

Pressure altitude, ft 

8000 

ISA 

6000 


2000 

sea level

Section 5 

5-34 







Section 6 



Paragraph 

Page 

6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3 

6.2 Airplane Weighing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3 

6.3 Weight and Balance Record. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-5 

6.4 Weight and Balance Determination for Flight . . . . . . . . . . . . . . . . . . . . . . .6-5 

6.5 Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-21 


1999 

6-1

Section 6 




6-2 




Section 6 


6 Weight and Balance and Equipment List 

6.1 General 

Section 6 of this handbook provides procedures for establishing 

the airplane’s basic empty weight and moment and procedures 

for determining the weight and balance for the flight. An equipment 

list, provided at the end of this section, provides arms and 

weights of all equipment available for installation on the airplane. 

6.2 Airplane Weighing Procedure 

Weigh the aircraft and determine the Center of Gravity each 5 years, 

after installation or removal of additional equipment or after 

repairs. 

The procedure as described below shall be followed whenever 

possible. Its result will be the Basic Empty Weight of the EA 400, 

so that additions or subtractions in the Basic Empty Weight and 

Center of Gravity Table of figure 6-1 are not necessary. 

Normally the airplane shall be weighed with full oil and operating 

fluids but no usable fuel. If changes of the procedure are unavoidable 

(e. g. if defueling of the airplane is not possible) the respective 

calculations of the Basic Empty Weight and Center of 

Gravity Table will give the correct result. 

Important 

Note 

Weigh, read the scales and calculate with carefulness. Incorrect 

weighing or determination of Center of Gravity endanger 

the pilot, the passengers and the aircraft. 

Weigh the aircraft only on even floor and in closed halls (wind 

protected). Use three identical scales. 

1 Ensure that the aircraft is fully equipped with standard and optional 

equipment in locations according to the Equipment List (Refer 

to paragraph 6.5 of this section). 

2 Defuel the aircraft to the undrainable fuel level using the gascolator 

drain. Add 32 l (8.5 U.S. Gallons) to each tank to receive the 

unusable fuel level or enter 64 l (17 U.S. Gallons) drainable 


1999 

6-3

Section 6 




unusable fuel to the “Fuel (if applicable)”-line of the Basic Empty 

Weight and Center of Gravity table. 

3 Add engine oil and landing gear hydraulic fluid as required to obtain 

a normal full indication. 

4 Remove foreign objects (e.g. tools, luggage). 

5 Clean and dry the aircraft. 

6 Put the seats to middle position. 

7 Retract the wing flaps and bring control surfaces in neutral position. 

8 Close the lower part of the main cabine door. 

Note 

Ensure the scales are in calibration and used per the applicable 

manufacturer’s recommendations. 

9 Determine the reference datum (3.115 m (122.64 In.) in front of 

the front edge of main wheel bay) and check the values of the 

landing gear stations (tolerance is ⎛5 mm (0.2 In.)) and the wheel 

base. 

10 Roll the aircraft onto the scales. Keep brakes released and secure 

wheels with wheel chocks. 

11 Level the aircraft by inflating or deflating the tires. Use a spirit 

level on the upper edge of the lower cabin door for longitudinal 

leveling. Use a spirit level on the inner front seat rails for lateral 

leveling. 

12 Close upper part of the cabin door. 

13 Determine scale reading, scale error and tare from all three scales. 

14 Enter the scale reading, scale error and tare from all three scales in 

the columns in the Airplane As Weighed Table of figure 6-1. 

Compute and enter values for the Net Weight and Airplane Total 

As Weighed columns. 




Section 6 


15 Determine the CG arm of the airplane after entering the correct 

values to the formula in figure 6-1. 

16 Enter the total net weight and CG arm in the Basic Empty Weight 

and Center of Gravity table columns. Subtract the values for 

usable fuel, if airplane could not be defueled prior to weighing, 

add the value of drainable unusable fuel (60 l (16 U.S. Gallons)), 

if fuel system has been completely drained and for additional 

optional equipment, if applicable. Multiply the weight entries 

times the CG arm entries to determine moment entries. Total the 

weight and the moment columns to determine the basic empty 

weight and moment. For determining the CG arm divide the 

resulting moment value by the basic empty weight. 

Note 

Make an attempt to verify the results of each weighing, when 

data for comparison are available. 

17 Enter basic empty weight, CG arm and moment in the Weight and 

Balance Record (see Figure 6-2) 

6.3 Weight and Balance Record 

The Weight and Balance Record, see figure 6-2, provides a record 

to reflect the continuous history of changes in airplane structure 

and/or equipment which will affect the weight and balance of the 

airplane. Changes to the structure or equipment shall be entered 

on the Weight and Balance Record when any modifications are 

made to the airplane. 

Important 

It is the responsibility of the airplane owner to assure this 

record is up to date, as all loadings will be based on the latest 

entry. 

6.4 Weight and Balance Determination for Flight 

In the following the procedure of determination of weight and 

balance for flight is described. Values given in italic letters are 

for sample only and refer to the Sample Weight and Balance 

Loading Form (figure 6-3). A blank Weight and Balance Loading 

Form is provided, for the operator’s convenience, on figure 6-4. 


6-5

Section 6 




This figure so as the figures 6-5 and 6-7 are prepared in either SI 

or U.S. units. 

Important 

It is the responsibility of the pilot to assure that the airplane is 

loaded properly. The Basic Empty Weight C G is noted on the 

Airplane Weighing Form. If the airplane has been altered, 

refer to the Weight and Balance Record for this information. 

1 Take the Basic Empty Weight and Moment as noted on the 

Airplane Weighing Form (Figure 6-1) resp. on the latest entry of 

the Weight and Balance Record (Figure 6-2) (convert them to 

U.S. units if necessary using the conversion factors given in 

section 1) and enter them in Item 1 (Basic Empty Weight) of 

Figure 6-4 [1497 kg / 5356.82 kgm]. 

2 Determine arm, weight and moment of the pilot and enter the 

values in item 2 [2.84m / 86 kg / 244.24 kgm]. 

3 Determine arm, weight and moment of the copilot and enter the 

values in item 3 [2.95m / 80 kg / 236 kgm]. 

Note 

The values for the pilot or copilot are applicable only when 

the CG of the occupant is at the location specified. 

4 Determine weight(s) and moment(s) of passenger(s) and baggage 

from the applicable columns of Figure 6-5 [130 kg / 510.9 kgm; 

50 kg / 252.5 kgm; 12 kg / 69 kgm] and enter values in items 

4 thru 6. 

5 Total items 1 (Basic Empty Weight) and 2 thru 6 to determine 

appropriate entries for item 7 (Zero Fuel Weight) 

[1855 kg / 6669.46 kgm]. 

6 Determine the values for item 8 (Fuel Loading) from the 

applicable columns of Figure 6-6 [144 kg / 542.6 kgm]. 

7 Total items 7 and 8 to determine item 9 (Ramp Weight) [1999 kg 

/ 7212.06 kgm]. Refer to the Weight and Moment Limits Form 

(figure 6-7) to ensure values are not out of limits. 

8 Determine the values for item 10 (Less Fuel for Taxiing) from the 

applicable columns of Figure 6-6 [7 kg / 26.4 kgm]. 




Section 6 


9 Subtract item 10 (Less Fuel for Taxiing) from item 9 (Ramp 

Weight) to determine item 11 (Takeoff Weight) [1992 kg 

/ 7185.66 kgm]. Enter item 11 in the Weight and Moment Limits 

Form (figure 6-7) to determine if the loading is within allowable 

limits. If the point falls outside of the envelope, it will be 

necessary to reduce the load or change location of load. 

10 Refer to section 5 for estimated fuel used during the flight. After 

determining the fuel used, obtain the appropriate weight and 

moment from Figure 6-6. Enter this weight and moment in item 

12 (Less Fuel To Destination) [72 kg / 271.3 kgm]. 

11 Subtract item 12 from item 11 to determine item 13 (Landing 

Weight) [1920 kg / 6914.36 kgm]. Refer to the Weight and Moment 

Limits Form (figure 6-7) to ensure values are not out of 

limits. 

Issued: Issued: 15. October 8. December 19992000 

6-7

Section 6 




Airplane Weighing Form (SI units) 

Serial No: Registration No: Date: 

Reference 

Datum 

3.115 

Level Reference 

Sta. 1.475* Sta. 4.070* 

Sta. = Station, a position along the fuselage measured in m from the reference datum. 

* values have to be checked prior to weighing. Tolerance of station values is ±5 mm. 

Position Scale Reading Scale Error Tare (kg) Net Weight (kg) 

Left wing 

Right wing 

Nose 

Airplane total as weighed 

CG arm 

of airplane 

as weighed 

2.595* 

Airplane as Weighed 

(including full oil and operating fluids but no usable fuel) 

Fuselage station of aft weighing point 

(4.070 m*) 

Total as weighed 

Difference between forward and aft weighing point 

(2.595 m*) 

Nose net weight 

( ) x ( ) 

( ) ( ) 

( ) 

Basic Empty Weight and Center of Gravity 

m aft of 

reference 

datum 

Item Weight (kg) CG Arm (m) Moment (kg x m) 

Airplane as weighed 

Fuel (if applicable) 

Optional Equipment (if applicable) 

3.768 

Basic Empty Weight 

Figure 6-1, Sheet 1 

Airplane Weighing Form 

6-8 




Section 6 


Airplane Weighing Form (U.S. (SI units) 

Serial No: Registration No: Date: 

Reference 

Datum 

122.64 3.115 

Level Reference 

Sta. 1.475* 58.07* Sta. 160.24* 4.070* 

Sta. = Station, a position along the fuselage measured in In. m from the reference datum. 

* values have to be checked prior to weighing. Tolerance of station values is is ± ±5 0.2 mm. In.. 

Airplane as Weighed 

(including full oil and operating fluids but no usable fuel) 

Position Scale Reading Scale Error Tare (lbs.) (kg) Net Weight (lbs.) (kg) 

Left wing 

Right wing 

Nose 

Airplane total as weighed 

Fuselage station of aft weighing point 

(4.070 (160.24 m*) In.*) 

Difference between forward and aft weighing point 

(2.595 (102.17 m*) In.*) 

Nose net weight 

CG arm 

m ( ) x ( ) 

In. aft of 

of airplane ( ) ( ) reference 

as weighed 

( ) 

datum 

Total as weighed 

Basic Empty Weight and Center of Gravity 

Item Weight (lbs.) (kg) CG Arm (In.) (m) Moment (In. (kg lbs. x / m) 100) 

Airplane as weighed 

Fuel (if applicable) 

Optional Equipment (if applicable) 

Basic Empty Weight 

102.17* 2.595* 

148.35 


Airplane Weighing Form 


1999 

6-9

Section 6 




Sample Weight And Balance Record (U.S. (SI units) 

(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance) 

Airplane Model Serial Number Page Number 

Date 

Item No. 

In Out 

Description 

of Article or Modification 

Weight 

(lbs.) (kg) 

Weight Change 

Added (+) Removed (-) 

Arm 

(In.) (m) 

Moment 

(In.lbs./100) (kgm) 

Weight 

(lbs.) (kg) 

Arm 

(In.) (m) 

Moment 


Running Basic 

Empty Weight 

Weight 

(lbs.) (kg) 

Moment 


As Delivered 


Sample Weight and Balance Record 

6-10 




Section 6 


Sample Weight And Balance Record (U.S. (SI units) 

(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance) 

Airplane Model Serial Number Page Number 

Date 

Item No. 

In Out 

Description 

of Article or Modification 

Weight 

(lbs.) (kg) 

Weight Change 

Added (+) Removed (-) 

Arm 

(In.) (m) 

Moment 


Weight 

(lbs.) (kg) 

Arm 

(In.) (m) 

Moment 


Running Basic 

Empty Weight 

Weight 

(lbs.) (kg) 

Moment 


As Delivered 


Sample Weight and Balance Record 


6-11

Section 6 




Sample Weight and Balance Loading Form 

Ref 

Item 

Arm 

(m) 

Weight 

(kg) 

Moment 

(kgm) 

1 Basic Empty Weight (Sample) 1497 5356.82 

2 Pilot (Station 2.825 - 2.981) 2.84 86 244.24 

3 Copilot (Station 2.825 - 2.981) 2.95 80 236 

4 

5 

6 

7 

Passenger(s) on Seats 3 + 4 (Station 3.930) 

(refer to figure 6-5) 



Baggage (Station 5.750) (Do not exceed max. 

weight in baggage compartment of 90 kg). 


130 510.9 

50 252.5 

12 69 

Zero Fuel Weight (sub-total) 

1855 6669.46 

(Do not exceed max. zero fuel weight of 1959 kg) 

8 Fuel Loading (refer to figure 6-6) 144 542.6 

9 

Ramp Weight (sub-total) 

(Do not exceed max. ramp weight of 1999 kg) 

1999 7212.06 

10 Less Fuel For Taxiing (refer to figure 6-6) 7 26.4 

11 

Takeoff Weight 

(Do not exceed max. takeoff weight of 1999 kg) 

1992 7185.66 

12 Less Fuel To Destination (refer to figure 6-6) 72 271.3 

13 Landing Weight 1920 6914.36 

Figure 6-3 

Sample Weight and Balance Loading Form 

6-12 




Section 6 


Weight and Balance Loading Form (SI units) 

Ref 

Item 

Arm 

(m) 

Weight 

(kg) 

Moment 

(kgm) 

1 Basic Empty Weight (refer to figure 6-2) 

2 Pilot (Station 2.825 - 2.981) 

3 Copilot (Station 2.825 - 2.981) 

4 

5 

6 

7 





Baggage (Station 5.750) (Do not exceed max. 

weight in baggage compartment of 90 kg). 


Zero Fuel Weight (sub-total) 

(Do not exceed max. zero fuel weight of 1959 kg) 

8 Fuel Loading (refer to figure 6-6) 

9 

Ramp Weight (sub-total) 

(Do not exceed max. ramp weight of 1999 kg) 

10 Less Fuel For Taxiing (refer to figure 6-6) 

11 

Takeoff Weight 

(Do not exceed max. takeoff weight of 1999 kg) 

12 Less Fuel To Destination (refer to figure 6-6) 

13 Landing Weight 


Weight and Balance Loading Form 


6-13

Section 6 




Weight and Balance Loading Form (U.S. units) 

Ref 

Item 

Arm 

(in.) 

Weight 

(lbs.) 

Moment 

(in.lbs./100 

) 

1 Basic Empty Weight (refer to figure 6-2) 

2 

3 

4 

5 

6 

7 

Pilot 

(Station 111.22 in. - 117.36 in.) 

Copilot 

(Station 111.22 in. - 117.36 in.) 

Passenger(s) on Seats 3 + 4 (Station 155 in.) 


Passenger(s) on Seats 5 + 6 (Station 199 in.) 


Baggage (Station 226 in.) (Do not exceed max. 

weight in baggage compartment of 198 lbs.). 


Zero Fuel Weight (sub-total) (Do not exceed 

max. zero fuel weight of 4319 lbs) 

8 Fuel Loading (refer to figure 6-6) 

9 

Ramp Weight (sub-total) (Do not exceed 

maximum ramp weight of 4407 lbs.) 

10 Less Fuel For Taxiing (refer to figure 6-6) 

11 

Takeoff Weight (Do not exceed maximum 

takeoff weight of 4407 lbs.) 

12 Less Fuel To Destination (refer to figure 6-6) 

13 Landing Weight 


Weight and Balance Loading Form 

6-14 




Section 6 


Weight and Moment Table (SI units) 

Passengers and Baggage 

Weight 

(kg) 

Moment 

(kgm) 

Seats 3 + 4 

Arm: 3.930 m 

Seats 5 + 6 

Arm: 5.050 m 

Baggage 

Arm: 5.750 m 

10 39.3 50.5 57.5 

20 78.6 101.0 115.0 

30 117.9 151.5 172.5 

40 157.2 202.0 230.0 

50 196.5 252.5 287.5 

60 235.8 303.0 345.0 

70 275.1 353.5 402.5 

80 314.4 404.0 460.0 

90 353.7 454.5 517.5 

100 393.0 505.0 - 

110 432.3 555.5 - 

120 471.6 606.0 - 

130 510.9 656.5 - 

140 550.2 707.0 - 

150 589.5 757.5 - 

160 628.8 808.0 - 

170 668.1 858.5 - 

180 707.4 909.0 - 

190 746.7 959.5 - 

200 786.0 1010.0 - 

210 825.3 1060.5 - 

220 864.6 1111.0 - 

230 903.9 1161.5 - 

240 943.2 1212.0 - 

250 982.5 1262.5 - 

260 1021.8 1313.0 - 

270 1061.1 1363.5 - 

280 1100.4 1414.0 - 

290 1139.7 1464.5 - 

300 1179.0 1515.0 - 


Weight and Moment Table, P. & B. 


6-15

Section 6 




Weight and Moment Table (U.S. units) 

Passengers and Baggage 

Weight 

(lbs.) 

Moment 

(in.lbs./100) 

Seats 3 + 4 

Arm: 155 in. 

Seats 5 + 6 

Arm: 199 in. 

Baggage 

Arm: 226 in. 

20 31 40 45 

40 62 80 90 

60 93 119 136 

80 124 159 181 

100 155 199 226 

120 186 239 271 

140 217 279 316 

160 248 318 362 

180 279 358 407 

200 310 398 (452) 

220 341 438 - 

240 372 478 - 

260 403 517 - 

280 434 557 - 

300 465 597 - 

320 496 637 - 

340 527 677 - 

360 558 716 - 

380 589 756 - 

400 620 796 - 

420 651 836 - 

440 682 876 - 

460 713 915 - 

480 744 955 - 

500 775 995 - 

520 806 1035 - 

540 837 1075 - 

560 868 1114 - 

580 899 1154 - 

600 930 1194 - 


Weight and Moment Table, P. & B. 

6-16 




Section 6 


Weight and Moment Table (SI units) 

Fuel 

Quantity 

(l) 

Weight 

(kg) 

Arm 

(m) 

Moment 

(kgm) 

20 14.4 3.768 54.3 

40 28.8 3.768 108.5 

60 43.2 3.768 162.8 

80 57.6 3.768 217.0 

100 72 3.768 271.3 

120 86.4 3.768 325.6 

140 100.8 3.768 379.8 

160 115.2 3.768 434.1 

180 129.6 3.768 488.3 

200 144 3.768 542.6 

220 158.4 3.768 596.9 

240 172.8 3.768 651.1 

260 187.2 3.768 705.4 

280 201.6 3.768 759.6 

300 216 3.768 813.9 

320 230.4 3.768 868.1 

340 244.8 3.768 922.4 

360 259.2 3.768 976.7 

380 273.6 3.768 1030.9 

400 288 3.768 1085.2 

420 302.4 3.768 1139.4 

440 316.8 3.768 1193.7 


Weight and Moment Table / Fuel 


1999 

6-17

Section 6 




Quantity 

(U.S. Gallons) 

Weight and Moment Table (U.S. units) 

Fuel 

Weight 

(lbs.) 

Arm 

(in.) 

5 30 148 45 

10 60 148 89 

15 90 148 134 

20 120 148 178 

25 150 148 223 

30 180 148 267 

35 210 148 312 

40 240 148 356 

45 270 148 401 

50 300 148 445 

55 330 148 490 

60 360 148 534 

65 390 148 579 

70 420 148 623 

75 450 148 668 

80 480 148 712 

85 510 148 757 

90 540 148 801 

95 570 148 846 

100 600 148 890 

105 630 148 935 

110 660 148 979 


Weight and Moment Table / Fuel 

Moment 

(in.lbs./100) 

6-18 




Section 6 


10% 15% 20% 25% 30% 35% 40% MAC 

kg 

2000 

1950 

Maximum Ramp, Takeoff, 

and Landing Weight 

Weight and Moment Limits (SI units) 

kgm 

7500 

7250 

1900 

1850 

7000 

1800 

6750 

1750 

6500 

1700 

1650 

6250 

1600 

6000 

1550 

5250 

5750 

1500 

1450 

5000 

5500 

3.35 3.4 3.45 3.5 3.55 3.6 3.65 3.7 3.75 m aft of ref. datum 

Example: At 1723 kg and a Moment of 6017.56 kgm 

CG Location is 3.492 m aft of Reference Datum 


Weight and Moment Limits 


1999 

6-19

Section 6 




Weight and Moment Limits (U.S. units) 

12% 15% 20% 25% 30% 35% 40% MAC 

lbs. 


4300 

Maximum Ramp, Takeoff, 

and Landing Weight 

in.lbs./100 


4200 

6200 

4100 


6000 

3900 

5800 

3800 

5600 

3700 

3600 


3500 

5200 


4600 

5000 

3300 


3200 

4800 

132 134 136 138 140 142 144 146 148 in. aft of ref. datum 

Example: At 3796 lbs. and a Moment of 5200 in.lbs./100 

CG Location is 137 in. aft of Reference Datum 


Weight and Moment Limits 

6-20 




Section 6 


6.5 Equipment List 

The equipment list gives a surview of equipment available for the 

EA 400, the weight and arm of each item for weight and balance, 

and, by a check, the information if an item is installed in the airplane 

to which this Handbook is related. The letter “A” means, 

that an item can be used as an alternative to the respective required 

and/or standard item, the letter “R” means, that an item is required 

for type certification, a “S” means, that this item is part of 

the standard equipment, and an “O” means, that this item is defined 

as optional equipment of the airplane. 

Equipment List 

Item Manufacture Part No 

Weight 

kg 

(lbs.) 

Arm 

m 

(In.) 

Remarks/ 

inst. 

Controls 

Flap system 

Flap Control 

Box 

Becker FCB 400-1 

Aux Flap Box Becker FZB 400-1 

Flap Box Kissling EA-85411 

Flap Motor 

Engel 

GNM 4175 A 

(mod) 

0.1 3.800 

RS 

(0.2) (149.6) 

0.1 3.800 

RS 

(0.2) (149.6) 

0.345 3.800 

A 

(0.8) (149.6) 

2.6 3.930 

RS 

(5.7) (154.7) 

Landing Gear 

2x 

2x 

Hydraulic 

AM-6-2-G- 

Knapp 

Power Pack 

T2D-0 

Wheels and Brakes 

Nose Wheel Cleveland 40-78B 

Nose Wheel 

Tire 

5.00-5, 6ply 

Main Wheel 

(L/H - R/H) 

Cleveland 40-96E 

Main Wheel 

Tire 

15x6.00-6, 6ply 

5.5 

(12.1) 

1.2 

(2.6) 

2.2 

(4.9) 

3.2 

(7.1) 

3.5 

(7.7) 

3.500 

(137.8) 

RS 

1.475 

RS 

(58.1) 

1.475 

RS 

(58.1) 

4.070 

RS 

(160.2) 

4.070 

RS 

(160.2) 


1999 

6-21

Section 6 






Main Wheel 

Brake (L/H - 

R/H) 

Powerplant 

Cleveland/ 

Extra 

EA-55431.00 


Weight 

kg 

(lbs.) 

1.3 

(2.9) 

Arm 

m 

(In.) 

4.170 

(164.2) 

Remarks/ 

inst. 

RS 

Engine and Acessories 

Engine TCM TSIOL-550-C 

2x Magnetos Slick K6320 

12 Spark Plugs Champion RHU32S 

Starter TCM 646275 

Cooling System 

Oil cooler Behr 23118 

Oil filter Champion CH48109 

Coolant Tank RAM 1330-3 

Coolant Tank Extra 65421.00 

Water Cooler Behr 45176 

Thermostat Behr 33348 

Induction System 

Air Filter Bracket BA-239 

Turbo Charger AiResearch TA-8102 

Intercooler TCM 654752 

182.06 

(401.4) 

4.76 

(10.5) 

1.366 

(3.0) 

6.8 

(15.0) 

3.496 

(7.7) 

0.474 

(1.0) 

3.7 

(8.2) 

3.7 

(8.2) 

3.649 

(8.0) 

0.54 

(1.2) 

0.2 

(0.4) 

16.34 

(36.0) 

3.2 

(7.1) 

1.268 

RS 

(49.9) 

1.451 

RS 

(57.1) 

1.339 

RS 

(52.7) 

1.645 

RS 

(64.8) 

1.406 

RS 

(55.4) 

1.650 

RS 

(65.0) 

1.400 

RS 

(55.4) 


A 

(55.4) 

1.157 

RS 

(45.6) 

1.510 

RS 

(59.4) 

1.388 

RS 

(54.6) 

1.638 

RS 

(64.5) 

1.556 

RS 

(61.3) 

6-22 Issued: Issued: 13. 15. September October 2001 1999



Section 6 




Exhaust System 

Tail Pipe Extra EA-65141 

Propeller 

Propeller 

MTpropeller 

30a 

MTV-14-D/195- 

Propeller MTpropeller 

Spinner 

P-456 

Propeller 

Governor 

Mc Cauley DC290D1B/ T36 

Fuel System 

Electric Fuel 

Pump 

Airborne 2B7-34 

Fuel Filter Airborne 1J16-1 

Fuel Selector 

Valve 

Allen 8-BS1001 

Equipment / Instrumentation 

Weight 

kg 

(lbs.) 

1.356 

(3.0) 

24.4 

(53.8) 

2 

(4.4) 

1.55 

(3.4) 

2.4 

(5.3) 

0.6 

(1.3) 

0.2 

(0.4) 

Arm 

m 

(In.) 

1.837 

(72.3) 

Remarks/ 

inst. 

RS 

0.686 

RS 

(27.0) 

0.686 

RS 

(27.0) 

0.906 

RS 

(35.7) 

1.860 

RS 

(73.2) 

2.815 

RS 

(110.8) 

2.950 

RS 

(116.1) 

2x 

Pilot’s 

Operating 

Handbook 

Extra EA-05701 

Miscellaneous 

Clock Benz 2622 

Towing Eye 

Bolt 

Fuel sample 

Cup 

Instrumentation 

Altimeter, 

Bendix/King 

enco. 

Altimeter, baro United 

Instruments 

KEA 130 

066-03064-0005 

5934-PAM-3 or 

5934-PAD-3 

0.7 

(1.5) 

3.4 

(133.9) 

RS 

0.1 2.450 

RS 

(0.2) (96.5) 

0.05 3.4 

(0.1) (133.9) 

S 

0.02 3.4 

(0.04) (133.9) 

RS 

1.04 

(2.3) 

0.41 

(0.9) 

2.240 

RS 

(88.2) 

2.240 

RS 

(88.2) 

Issued: 15. 13. October September 1999 2001 

6-23

Section 6 






Altimeter, 

KEA 346 

Bendix/King 

enco. 

066-03062-0008 

Altimeter, Revue 3A67.22.35F.28. 

enco. Thommen 1.HA. 

Vertical Sp. United 

Indicator Instruments 

7130 

Magnetic 

compass 

Airpath C2400-L4VT 

2x Airspeed United 

Indicator Instruments 

8030 

Directional 

Gyro Vac. 

RC-Allen RCA 11A-17BF 

Artifical 

Horizon Vac. 

RC-Allen RCA 22-11F 

Directional 

4000B-22 

Sigma Tek 

Gyro Vac. 

1U262-002-32 

Attitude Gyro 

5000B-52 

Sigma Tek 

Vac. 

1U149-012-2 

Horizon Gyro 

KI 256 

Bendix/King 

(pneumatic) 

060-0017-01 

Turn 

Coordinator 

S-TEC 6405-28L 

Turn & Bank 

Indicator 

RC-Allen RCA 83A-11 

Warning, Caution, Advisory Lights and Units 

Lift Detector Safe Flight C-88807-3 

Annunciator 

Panel 

Becker APB 400-2 

Warning Panel Becker APB 400-1 

Annunciator 

Panel 

Moritz ATP0550 

Weight 

kg 

(lbs.) 

1.36 

(3.0) 

0.75 

(1.7) 

0.3 

(0.7) 

0.3 

(0.7) 

0.4 

(0.9) 

0.7 

(1.5) 

0.7 

(1.5) 

1.13 

(2.5) 

1.0 

(2.2) 

1.5 

(3.3) 

0.82 

(1.8) 

0.82 

(1.8) 

Arm 

m 

(In.) 

2.240 

(88.2) 

2.240 

(88.2) 

2.240 

(88.2) 

2.450 

(96.5) 

2.240 

(88.2) 

2.240 

(88.2) 

2.240 

(88.2) 

2.240 

(88.2) 

2.240 

(88.2) 

2.240 

(88.2) 

2.240 

(88.2) 

2.240 

(88.2) 

Remarks/ 

inst. 

OA 

OA 

RS 

RS 

RS 

RS 

RS 

OA 

OA 

OA 

RS 

OA 

0.3 3.300 

RS 

(0.7) (129.9) 

0.3 2.240 

RS 

(0.7) (88.2) 

0.3 2.240 

RS 

(0.7) (88.2) 

0.35 2.240 

OA 

(0.77) (88.2) 

6-24 Issued: 15. 11. October January 2002 1999



Section 6 



2x 


Engine, fuel, power monitoring 

Voltmeter RC-Allen 12-5000-2 

Ammeter UMA 15-100-100 

V-A-Module Moritz A0545 

Fuel Quantity 

Indication 

VDO 301.040.001 

Coolant Temp. 

Westach 

Indicator 

2A9-5 

Oil Pressure/ 

Temperature Westach 2DA3-3MM 

Indicator 

EGT/CHT 

Indicator 

Westach 2DA1-10 

TIT Indicator Westach 2A2-32 

Fuel Flow 

Indicator 

Shadin Miniflow 

Manifold+Fuel 

UI 

Pressure Ind. 

6311 

RPM Indicator VDO 333.045.001G 

Cluster 1 Moritz 

A0535 (SI units) 

A0785 (U.S.) 

Cluster 2 Moritz 

A0540 (SI units) 

A0790 (U.S.) 

CHT Indicator Alcor 46151 

Weight 

kg 

(lbs.) 

0.2 

(0.4) 

0.2 

(0.4) 

0.181 

(2.6) 

0.1 

(0.2) 

0.2 

(0.4) 

0.2 

(0.4) 

0.2 

(0.4) 

0.2 

(0.4) 

0.9 

(2.0) 

0.2 

(0.4) 

0.3 

(0.7) 

2.04 

(4.5) 

2.04 

(4.5) 

0.1 

(0.2) 

Arm 

m 

(In.) 

Remarks/ 

inst. 

2.240 

RS 

(88.2) 

2.240 

RS 

(88.2) 

2.240 

OA 

(88.2) 

2.240 

RS 

(88.2) 

2.240 

RS 

(88.2) 

2.240 

(88.2) 

RS 

2.240 

RS 

(88.2) 

2.240 

RS 

(88.2) 

2.240 

RS 

(88.2) 

2.240 

RS 

(88.2) 

2.240 

RS 

(88.2) 

2.240 

OA 

(88.2) 

2.240 

OA 

(88.2) 

2.240 

OA 

(88.2) 

Pitot Static System 

2x Pitot-Tube 

(heated) 

Dual Static 

2x 

Port (heated) 

Aero 

instruments 


AN 5812-1 


0.4 

(0.9) 

0.12 

(0.3) 

3.790 

RS 

(149.2) 

7.000 

RS 

(275.6) 


6-25

Section 6 






Weight 

kg 

(lbs.) 

Arm 

m 

(In.) 

Remarks/ 

inst. 

Vacuum system 

2x Suction Pump Airborne A/M 442CW-6 

2x Suction Pump 

Aero 

Accessories 

A/A442CW-6 

Air Filter Airborne 1J7-1 

Air Filter EXTRA EA-75551.00 

Pressure 

Manifold 

Airborne 1H24-21 

Vacuum 

Manifold 

Airborne 1H5-29 

Vacuum 

Gauge 

Parker 1G5-4 

Lights 

Strobe/Nav 

Light LH 

Whelen 01-0770054-03 

Strobe/Nav 

Light RH 

Whelen 01-0770054-01 

Aft Strobe/Nav 

Whelen 

Light 

A500-28V 

Strobe Power 

Supply Wing 

Whelen 01-0770028-05 

Strobe Power 

Supply Tail 

Whelen 01-026771-00 

Landing Light 

General 

Electric 

GE-4594 

2x Recognition 

Light 

Whelen A775-EXP-28 

Ice Light Whelen 01-0790093-00 

1.4 

(3.1) 

1.4 

(3.1) 

0.21 

(0.5) 

0.2 

(0.4) 

0.23 

(0.5) 

0.24 

(0.53) 

0.2 

(0.4) 

0.2 

(0.4) 

0.2 

(0.4) 

0.1 

(0.2) 

1.0 

(2.2) 

0.5 

(1.1) 

0.35 

(0.8) 

0.05 

(0.1) 

0.1 

(0.2) 

1.700 

RS 

(66.9) 

1.700 

OA 

(66.9) 

3.050 

RS 

(120.1) 


OA 

(94.5) 

1.810 

RS 

(71) 

1.810 

RS 

(71) 

2.160 

RS 

(85.0) 

3.800 

RS 

(149.6) 

3.800 

RS 

(149.6) 

9.750 

RS 

(383.9) 

3.110 

RS 

(122.4) 

7.350 

RS 

(289.4) 

0.850 

RS 

(33.5) 

3.300 

S 

(129.9) 

1.730 

RS 

(68.1) 




Section 6 




Dimmer Unit Extra 85512 

2x Dome Light Happich 590H853 

4x Cabin Light Happich 590H853 

Seats 

Pilot Seat Assy Extra EA-75430 

Copilot Seat 

Assy 


Pilot Seat Belt 

Assy 

Schroth 1-08-115201 

Copilot Seat 

Belt Assy 

Schroth 1-08-110201 

Pass. Seat 3 

Assy LH 


Pass. 3 Seat 

Belt Assy 

Schroth 5-02-145701 

Pass. Seat 4 

Assy RH 


Pass. 4 Seat 

Belt Assy 

Schroth 5-02-140701 

Pass. Seat 5 

Assy LH 


Pass. 5 Seat 

Belt Assy 

Schroth 5-02-140701 

Pass. Seat 6 

Assy RH 


Pass. Seat 6 

Belt Assy 

Schroth 5-02-145701 

Weight 

kg 

(lbs.) 

0.1 

(0.2) 

0.13 

(0.3) 

0.13 

(0.3) 

12.0 

(26.5) 

12.0 

(26.5) 

1.8 

(4.0) 

1.8 

(4.0) 

8.5 

(18.7) 

1.4 

(3.1) 

8.5 

(18.7) 

1.4 

(3.1) 

8.0 

(17.6) 

1.4 

(3.1) 

9.5 

(20.9) 

1.4 

(3.1) 

Arm 

m 

(In.) 

2.160 

(85.0) 

2.800 

(110.2) 

4.600 

(181.1) 

Remarks/ 

inst. 

OA 

RS 

RS 

2.900 

RS 

(114.2) 

2.900 

RS 

(114.2) 

2.970 

RS 

(116.9) 

2.970 

RS 

(116.9) 

3.930 

RS 

(154.7) 

3.860 

RS 

(152.0) 

3.930 

RS 

(154.7) 

3.860 

RS 

(152.0) 

5.050 

RS 

(198.8) 

5.120 

RS 

(201.6) 

5.050 

RS 

(198.8) 

5.120 

RS 

(201.6) 


1999 

6-27

Section 6 






Weight 

kg 

(lbs.) 

Arm 

m 

(In.) 

Remarks/ 

inst. 

Pressure Cabin 

Cabin Cooler 

0.45 


Bypass Valve 

(1.0) 

Air Distribut. 

0.7 


Valve 

(1.5) 

Cabin Air to 

1.7 

Behr 53.822 

Air Cooler 

(3.7) 

Enviro 

0.1 

Check valve 

1310110 

Systems 

(0.2) 

Cabin Press. 

0.35 

Dukes 5111-00-3 

Controller 

(0.8) 

Outflow 

Control Valve Dukes 5112-00-3 1.2 

(2.6) 

Outflow Safety 

1.0 

Dukes 5113-00-3 

Valve 

(2.2) 

Cabin Press. 

0.2 

U.M.A. Inc. 11-210-21L 

Indicator 

(0.4) 

Cabin Climb 

0.2 

U.M.A. Inc. 11-210-64L 

Indicator 

(0.4) 

Absolute Press. 

0.05 

LM-2 

Press. Switch Controls 

(0.1) 

Differential 

0.025 

MPL MPL-500 

Press. Switch 

(0.1) 

1.50 

(59.1) 

1.83 

(72.0) 

1.30 

(51.2) 

1.9 

(74.8) 

2.38 

(93.7) 

6.3 

(248.0) 

6.3 

(248.0) 

2.35 

(92.5) 

2.35 

(92.5) 

2.40 

(94.5) 

2.40 

(94.5) 

RS 

RS 

RS 

RS 

RS 

RS 

RS 

RS 

RS 

RS 

RS 

Cabin Environmental Control 

Air Distribut. 

Box 

Compressor/ 

Condenser 

Module 

LH 

Evaporator/ 

Blower 

Module 


Enviro 

Systems 

Enviro 

systems 

EA-65432 

1134400-29 

1134200-20 

0.35 

(0.8) 

21.8 

(48.1) 

2.9 

(6.4) 

2.000 

(78.7) 

7.240 

(285.0) 

6.250 

(246.1) 

S 

O 

O 




Section 6 



2x 


RH 

Evaporator/ 

Blower 

Module 

Enviro 

Systems 

Electric Heater Enviro 

Systems 

Electric Heater Enviro 

Panel Vent 

Fan 

Systems 

Micronel 

1134200-21 

1305200 

1305200-5 

D603L-024KA-3 

Weight 

kg 

(lbs.) 

2.9 

(6.4) 

0.3 

(0.7) 

0.3 

(0.7) 

0.2 

(0.4) 

Arm 

m 

(In.) 

6.250 

(246.1) 

6.250 

(246.1) 

6.250 

(246.1) 

2.240 

(88.2) 

Remarks/ 

inst. 

O 

O 

O 1 

S 2 

De-Ice System 

2x 

2x 

Timer BF-Goodrich 3D2991-14 

Distributor 

Valve 

BF-Goodrich 1532-8c 

De-ice Control 

Airborne 

Valve 

2H48-22 

Press. 

Regulating Airborne 2H30-32 

Valve 

Vacuum 

Regulating Airborne 2H3-6 

Valve 

Prop De-Ice 

Ammeter 

BF-Goodrich 3E1872-1 

Windshield 

Controller 

Kissling AT15-2121 

0.2 

(0.4) 

1.1 

(2.4) 

0.54 

(1.2) 

0.09 

(0.2) 

0.364 

(0.8) 

0.05 

(0.1) 

0.1 

(0.2) 

2.687 

S 

(105.8) 

3.015 

S 

(118.7) 

1.810 

S 

(71.3) 

1.750 

(68.9) 

1.810 

(71.3) 

S 

RS 

2.160 

S 

(85.0) 

2.950 

S 

(116.1) 

1) Optional from Serial No. 20 

2) Standard from Serial No. 20 


1999 

6-29

Section 6 






Weight 

kg 

(lbs.) 

Arm 

m 

(In.) 

Remarks/ 

inst. 

Safety 

Fire 

Extinguisher 

Air Total HAL 1; 74-00 

Flashlight Maglite ML2 

2.2 

(4.9) 

0.7 

(1.5) 

Handheld 

NAV/COM ICOM IC-A22E 0.6 

(1.3) 

ELT Pointer P3000-100 

0.75 

(1.7) 


RS 

(133.9) 


RS 

(133.9) 


RS 

(133.9) 

3 

7.100 

O 

(279.5) 

Electric/Avionics 

Electric Power Generation System 

Alternator 1 

Electro 

systems 

ES4024 

Alternator 2 TCM TCA760 

Battery Concorde RG24-11M 

E-Hertz Kissling 24.35.00.900 

External 

Power 

Connector 

Inverter 

Anderson 

Products 

AN2552-3A 

KSG 

SPC-10(D) 

Electronics 

Navigation / Communication 

KMA 24 

Audio Control Bendix/King 

066-1055-03 

GMA 340 

Audio Panel Garmin 

011-0000401-10 

KX 155 

2x Comm/Nav Bendix/King 

069-1024-43 

4.85 

(10.7) 

8.3 

(18.3) 

12.3 

(27.1) 

5.6 

(12.3) 

0.35 

(0.8) 

2.4 

(5.3) 

0.77 

(1.7) 

1.74 

(3.8) 

2.49 

(5.5) 

0.980 

RS 

(38.6) 

0.980 

RS 

(38.6) 

6.663 

RS 

(262.3) 

6.920 

RS 

(272.4) 

6.500 

(255.9) 

3.600 

(141.7) 

RS 

RS 

2.160 

S 

(85.0) 

2.160 

OA 

(85.0) 

2.160 

RS 

(85.0) 

3) not required for U.S. registered aircraft 

6-30 




Section 6 


2x 

1x 



Weight 

kg 

(lbs.) 

GPS 

KLN 90B 2.86 

Bendix/King 

066-04031-1121 (6.3) 

VHF, COM, 

VOR/ILS,GPS Garmin GNS 430 2.95 

011-0028-00 (6.5) 

VHF, COM, 

VOR/ILS,GPS Garmin GNS 530 2.95 

(6.5) 

VOR/LOC/GS 

Indicator 

VOR/LOC 

Connector 

2x Transponder 

Bendix/King KI204 

066-3034-02 

Bendix/King KN40 

Bendix/King 

Transponder Bendix/King 



Transponder 

Garmin 

Garmin 

Garmin 

Blindencoder Shadin 8800T 

066-01130-0801 

KT 76 A 

066-1062-00 

KT 73 

066-1164-0101 

GTX 320 

011-00259-16 

GTX 327 

010-00188-00 

GTX 330 

010-00455-20 

Intercom PS Eng. 

PM-3000 

11932 

2x Headsets Bose AH.TS 

4x Headsets Bose AH.TS 

Microphone Holmco 85-03-04963-04 

Twin Cone 

RS 845-308 

Speaker 

DME Bendix/King KN63 

066-1070-01 

4) replaces one Garmin GNS 430 

0.7 

(1.5) 

1.92 

(4.2) 

0.89 

(2.0) 

1.64 

(3.62) 

1.02 

(2.2) 

0.95 

(2.1) 

1.5 

(3.4) 

0.3 

(0.7) 

0.34 

(0.7) 

0.95 

(2.1) 

0.95 

(2.1) 

0.2 

(0.4) 

0.28 

(0.6) 

1.27 

(0.3) 

Arm 

m 

(In.) 

2.160 

(85.0) 

2.160 

(85.0) 

2.160 

(85.0) 

2.160 

(85.0) 

6.800 

(267.7) 

2.160 

(85.0) 

2.160 

(85.0) 

2.160 

(85.0) 

2.160 

(85.0) 

2.160 

(85.0) 

3.600 

(141.7) 

2.160 

(85.0) 

2.900 

(114.2) 

3.930 

(154.7) 

5.050 

(198.8) 

Remarks/ 

inst. 

RS 

OA 

OA 4 

RS 

RS 

RS 

OA 

OA 

OA 

OA 

RS 

RS 

RS 

O 


RS 

(94.5) 

2.900 

RS 

(114.2) 

6.800 

RS 

(267.7) 

Issued: 15. 11. October May 2005 

1999 

6-31

Section 6 




DME 

Blower 



KDM 706A 

Bendix/King 

066-1066-25 

Bendix/King KA33 

071-4037-01 

Electronic Flight Instruments 

Weight 

kg 

(lbs.) 

2.5 

(5.5) 

0.5 

(1.1) 

Arm 

m 

(In.) 

6.800 

(267.7) 

2.160 

(85.0) 

Remarks/ 

inst. 

OA 

RS 

Symbol 

Generator 

Directional 

Gyro 

Vertical Gyro 

AHRS 

EADI 

EHSI 

Bendix/King SG465 

066-04021-1113 

Bendix/King KSG105 

060-0013-01 

Bendix/King KVG350 

Litef 

060-0026-00 

LCR-92 

141852-1022 

Bendix/King ED462 

066-03125-2600 

Bendix/King ED461 

066-03123-1600 

5.7 

(12.6) 

2.2 

(4.9) 

3.1 

(6.8) 

2.1 

(4.6) 

2.6 

(5.7) 

2.6 

(5.7) 

6.900 

RS 

(271.7) 

3.600 

RS 

(141.7) 

3.600 

RS 

(141.7) 

3.600 

OA 

(141.7) 

2.160 

RS 

(85.0) 

2.160 

RS 

(85.0) 

Entertainment System 

CD-Player Sony CDX-505RF 

Voltage 

Converter 

Switched 

Mode 

SM2430 

3.2 

(7.1) 

0.65 

(1.4) 


O 

(133.9) 


O 

(133.9) 

6-32 Issued: Issued: 15. 11. October May 2005 1999



Section 7 



Paragraph 

Page 

7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3 

7.2 Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3 

7.3 Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3 

7.3a Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4 

7.3b Rudder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4 

7.3c Elevator and Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4 

7.4 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-5 

7.5 Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-6 

7.6 Nosewheel Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-13 

7.7 Ground Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-13 

7.8 Taxiing And Ground Handling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-13 

7.9 Wing Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-13 

7.10 Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-15 

7.10a Components and system features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-15 

7.11 Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-19 

7.12 Seats, Seat Belts, and Shoulder Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-20 

7.13 Doors, Windows and Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-21 

7.14 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22 

7.14a General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22 

7.14b Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22 

7.14c Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22 

7.14d Engine Operation and Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-22 

7.14e Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23 

7.14f Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23 

7.14g Air Induction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-24 

7.14h Turbo System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-24 

7.14i Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-28 

7.14j Fuel Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-28 

7.14k Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-28 

7.14l Engine Starting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29 


7-1

Section 7 



7.14m Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29 

7.14n Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29 

7.15 Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-29 

7.16 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-30 

7.16a Wing Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-30 

7.16b Fuel Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-30 

7.16c Fuel Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-32 

7.16d Auxiliary Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-32 

7.16e Engine Driven Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-33 

7.16f Fuel Quantity Indicating System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-33 

7.16g Fuel Flow Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-34 

7.16h Fuel Pressure Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-34 

7.17 Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-35 

7.18 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-36 

7.18a External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-36 

7.19 Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-38 

7.20 Heating, Ventilating, Defrosting & Air Conditioning . . . . . .7-39 

7.20a Temperature Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-41 

7.21 Cabin Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-42 

7.21a Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-42 

7.21b Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-46 

7.22 Pitot/Static Pressure Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-50 

7.22a Pitot Head And Static Port Heats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-50 

7.23 Vacuum and Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-50 

7.24 Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-52 

7.24a Lift Detector Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-52 

7.25 Icing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-53 

7.25a Wing and Empennage Boots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-53 

7.25b Ice Inspection Light (not part of the former system) . . . . . . . . . . . . . . .7-54 

7.25c Electric Propeller De-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-54 

7.25d Electrically Heated Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-55 

7.25e Heated Lift Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-55 

7.25f Dual Heated Pitot Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-55 

7.25g Dual Alternators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-55 

7.25h Dual Vacuum Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-55 

7.25i Dual Heated Static Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-56 

7.26 Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-56 

7-2 




Section 7 


7 Description of the Airplane and its Systems 

7.1 General 

Section 7 of this handbook provides a description and operation 

of the airplane and its systems. 

Note 

Operational procedures for optional systems and equipment 

are presented in section 9. 

7.2 Airframe 

The EA 400 is a 6-place, high-wing, full composite airplane. 

The fuselage consists of a skin with integrated longerons and 

frames. 

The wing uses a double front spar and a rear spar interconnected 

by ribs. 

The stabilizers use a front and a rear spar. 

In general the skins of fuselage, wing, stabilizers and control 

surfaces consist of carbon fibre facings and honeycomb. The 

supporting structures such as longerons, frames, spars and ribs 

consist of carbon fibre with foam core. Only the nose region of the 

wing consists of glass fibre with honey comb and glass fibre ribs. 

The retractable landing gear is a tricycle design with nose gear 

steering. 

7.3 Flight Controls 

The flight controls consist of the ailerons, rudder and elevators. 

The right elevator is equipped with a trim tab system. All these 

control surfaces are constructed of composite material. The primary 

control system is a conventional cable-system consisting of 

a double control wheel (pitch and roll) with respective coupling 

systems, hanging control pedals (yaw), tubes, levers, pulleys and 

push-pull rods. 

Between ailerons and rudder controls an interconnection, made 

via springs, is installed. 


7-3

Section 7 




7.3a Ailerons 

The coupling between the two control wheels is realised by a 

direct cable-chain coupling. The cables are connected to the 

control wheels by means of a longitudinal toothed wheel and run 

through the windshield centre strut to the wing nose and move 

outboard. Outside the tank area they cross the front spar. Then 

they are connected to a cable segment which actuates the aileron 

over a lever and push-rod. Each aileron is attached to the rear spar 

of the wing by two hinges. 

7.3b Rudder 

The pedals are placed hanging on two tubes which have a lever 

arm at the right side of the cabin from where the cables run along 

the cabin right side armrest panel to the empennage over in 

groups positioned pulleys. Here a direct connection to the lever 

arms of the rudder follows. The connection points lay inside the 

tail cone adjacent to the lower rudder bearing. The rudder is 

connected to the rear fin spar at three points. 

7.3c Elevator and Tab 

The coupling between the control wheels is realized by a lever 

system which is connected to a cable segment. From this cable 

segment the elevator cables run horizontally to the right cabin 

side to a 90° pulley and parallel with the rudder cables to the empennage. 

They are lead to the elevator in front of the front fin spar 

and are attached to a lever positioned in front of the horizontal stabilizer 

front spar, which actuates the two elevator sides separately 

by means of push rods. Each elevator is attached to the respective 

horizontal stabilizer by three bearings. 

The mechanical pitch trim is actuated through a trim wheel in the 

pedestal. The pitch trim tab is located in the right elevator and is 

linked over a cable-lever system to the trim wheel. The trim 

bowden cable runs from the middle console down crossing the cabin 

floor and is then directed rearwards to the empennage following 

the nose section of the fin to the right side elevator. 




Section 7 


Compass 

Left Main Panel 

Avionic 

Panel 

Right Main Panel 

Middle 

Console 


Middle Console Panel 

Fuel Selector 

7.4 Instrument Panel 

Instrument Panel 

Figure 7-1 

Figure 7-1 gives a surview of the instrument and circuit breaker 

resp. switch panels of the EA 400. For details and for identification 

of controls, switches, circuit breakers and instruments refer to 

the following figures and to the description of the systems to 

which these items are related. 

Issued: 15. 11. October August 2000 1999 

7-5

Section 7 




Warning Panel 

DIM 

1 

TEST 

1 

DIM 

2 

DIM 

3 

Annunciator Panel 

DIM 

4 

TEST 

2 

Meaning of test button switches and dimmers: 

Test 1: All lights on the warning panel and all instrument lights should illuminate when 

pressed. 

Test 2: All lights on the annunciator panel, the flap and gear indication lights and the 

CMPST DISP, ADI DOWN (if EADI installed) 

GPS APR and GPS CRS (if Bendix/King GPS installed) 

switches should illuminate when pressed. 

Dim 1: Dims the left main panel and middle console lights. 

Dim 2: Dims the avionic panel lights. 

Dim 3: Dims the right main panel lights. 

Dim 4: Dims the map light. 

Warning Panel & Annunciator Panel 

Figure 7-2 

7.5 Flight Instruments 

The EA 400 is standard equipped with conventional flight instruments 

as shown on figures 7-3, 7-4 and 7-8. 

The attitude 1 and horizontal situation is displayed on the electronic 

flight instrument system (EFIS). 

The horizon and directional gyros on the copilot side are suction 

operated. 

1) On some aircraft attitude situation is shown on a 2nd pneumatic horizon 

gyro installed on the pilot’s side. 

7-6 




Section 7 


Left Main Panel 

Figure 7-3 

Issued: 15. 13. October July 2001999 

7-7

Section 7 




Right Main Panel 

Figure 7-4 

7-8 




Section 7 


LH from Control Wheel 

Red Switch Guard 

RH from Control Wheel 

Left Main Panel Switches 

Figure 7-5 


7-9

Section 7 




MAIN 

SWITCHES ON 

EXT PWR BATT ALT 1 ALT 2 

AVIONIC MASTER 

EFIS 

RADIO 1 RADIO 2 

STROBE 

NAV 

LDG 

RECO 

SWITCHES 

LIGHTS 

MAP INSTR DOME 

CABIN NIGHT ICE* 

DAY 

CABIN 

PRESS DUMP AIR CON VENT HI 

LO 

DEICE 

PITOT L 

TEST 

PROP 

PITOT R 

TEST 

WINDSH 

OFF 

BOOTS HI** 

LO** 

HEAT 

DC BUS 1 DC BUS 2 HYDR 

CIRCUIT 

BREAKERS 

*) From S. No 28 

**) Up to S. No 27 

MAIN CB 


Figure 7-6 

RADIO 1 RADIO 2 GEAR CTRL 

SWITCHES OFF 

PULL TO 

EXTEND 

7-10 




Section 7 


LH from Control Wheel 

Red Safety Cover 


ALT2 F 

ALT1 F 

REL CTRL 

FUEL P 

C VENT 

AV BLOW 

PITOT R 

MAIN BUS 

PITOT L 

C/D LT 

STROBE LT 

NAV LT 

RECO LT 

LDG LT 


EFIS BUS SYMB GEN 

CONV 1 

CONV 2 

COM NAV 1 

COM NAV 2 

ATC 1 

ATC 2 

PHONE 

SPKR 

RADIO BUS 2 

GPS 1 GPS 2 

RADIO BUS 1 

DME 

I/C 

T&B 

C PRESS 

FLAP CTRL 

FLAP 

WSH CTRL 

WINDSH 

CIG LTR 

DC BUS 1 

PROP H 

AIR CON 

DC BUS 2 

BOOTS 

HEAT CTRL 

ENG INST L 

ENG INST R 

CAUT 

WARN 

DC BUS 1 

INV 

STALL WARN 

GEAR AUX 1 

RH from Control Wheel 

Tail Cone Panel 

EXT PWR PLUG 

1 

ELT 

100 2 2 5 

AIR CON EXT PWR STARTER GEAR AUX 2 

Circuit Breaker Panels 

Figure 7-7 


2001 

7-11

Section 7 




Avionic Panel 

Middle Console 

Throttle 

Trim 

Prop. 

Mixt. 

Middle Console Panel 

PULL 

TO OPEN 

ALT AIR 

PUSH: PRESS. 

PULL: RAM 

CABIN AIR 

PULL 

TO DEFROST 

WINDSHIELD 

PULL 

TO HEAT 

CABIN TEMP 

DEPRESS PEDALS 

PULL KNOB 

PARKING BRAKE 

LIGHTER 

Avionic Panel, Middle Console and Panel 

Figure 7-8 

7-12 

Issued: 28. February 2001 




Section 7 


7.6 Nosewheel Steering System 

The nosewheel steering system consists of tappets on the nose 

gear leg linked to the rudder pedals by a cable system and springs. 

Landing gear retraction automatically disengages the steering 

mechanism from the nosewheel and centers the nose wheel for 

entry into the wheel well. The nose gear turning angle when 

extended is 30° to either side. 

7.7 Ground Control 

Ground control while taxiing is accomplished through the nose 

wheel steering by using the rudder pedals; left rudder pedal to 

steer left and right rudder pedal to steer right. 

7.8 Taxiing And Ground Handling 

Minimum turning radius is 20.4 m (66.93 ft) without brakes. A 

manual tow bar can be used to ground handle the aircraft. 

7.9 Wing Flaps 

The wing flaps are of the Fowler type. Each wing flap (two per 

side) is attached to the rear wing spar and guided during its 

movement by three wing tracks. Actuation is by means of two 

spindles, which are connected to the central electrical flap motor 

by flexible shafts. The flap motor is located in front of the rear 

spar in the fuselage area of the wing and is controlled by the wing 

flap position switch (refer to Figure 7-4) in the cockpit. This 

switch incorporates a preselect feature which allows the pilot to 

select the amount of flap extension desired. When the 0°, 15° or 

30° position is selected, the flap motor is electrically actuated and 

drives the flaps toward the selected position. When the actual flap 

position equals the selected position, limit switches located at the 

wing tracks respective the outer spindles deenergize the flap 

motor. The actual flap position will be indicated by green lights at 

the left side of the wing flap switch. When flaps are moving the 

amber light illuminates. If the 0°-position is reached all lights are 

off. 


7-13

Section 7 




As the flaps move, an electrical circuit compares the movement 

of the left and right wing flaps. If the wing flap positions differ by 

7° +/- 3°, the flap motor will be automatically switched off to 

prevent excessive asymetric conditions. This will be indicated by 

the flap error warning light located on the warning light panel. 

This light indicates also a failure of the complete flap control. 

Note 

In case of the wing flaps are unbalanced, they rest in the position 

they have reached when failing and cannot be actuated 

until airplane has been in maintenance. However in this case 

the airplane can be balanced by slight aileron and/or rudder 

input. 

Setting the wing flaps will cause a decrease of airspeed and a 

moderate nose down moment. The stall speeds for 1999 kg 

(4407 lbs) and idle, corresponding to the different flap positions, 

are shown in the following table. 

Wing Flap Position 

Stall Speed (KIAS) 

Wing Flaps UP 76 

Wing Flaps 15° 64 

Wing Flaps 30° 58 

Caution 

Bring wing flaps to 0°-position before opening the cabin door. 




Section 7 


7.10 Landing Gear 

A hydraulically operated, retractable landing gear (refer to figure 

7-9) is employed on the EA 400 aircraft. The main gear is 

equipped with an oil shock absorber in a parallel guide rod retracting 

against flight direction after moving the wheel 90° forward. 

The nose gear is equipped with an internal shock absorber 

retracting aft in the nose gear compartment. Nose gear doors are 

positive guided. During ground operation, accidental gear retraction, 

regardless of landing gear switch position, is prevented by a 

safety switch located at the nose gear shock absorber. 

The hydraulic power system includes equipment required to 

provide a flow of pressurized hydraulic fluid to the landing gear 

system as well as to the respective landing gear doors. 

The operation of the hydraulic system is divided in three circuits 

actuating the following devices: 

Firstly the lower main gear doors, secondly the upper main gear 

doors, thirdly the main landing gear struts and the nose gear strut 

and doors. 

The basic gear down cycle is: 

1 opening of the lower main doors, 

opening of the upper main gear doors, 

and extracting the three gear units simultaneously. 

2 closing the upper main gear doors. 

The gear up cycle is: 

1 opening the upper main gear doors 

2 retracting the three gear units 

3 closing the upper doors 

4 closing the lower doors 

Changing from gear up to gear down and vice versa is possible if 

one cycle is completed. 

7.10a Components and system features 

The hydraulic pump and sump is located in front of the main 

landing gear attachment frame between the keel beams. The 

hydraulic valves needed for the sequence operation are located in 

the same compartment in front of the hydraulic pump. Hydraulic 

fluid level can be checked on ground by means of an inspection 

glass with access from the R/H main wheel bay. 

The landing gear switch is located on the left main panel well in 

reach of both pilot seats and has the positions “UP” and “DN” for 

retracting and extending the landing gear. It is necessary to first 


7-15

Section 7 




Landing Gear Switch 

GEAR WARN MUTE 



Three Green Lights 

Warning Panel 

Gear Warning Horn 

Control 

Box 

Hydraulic Pump 

Safety 

Switch 

Sump 

Valve 

Limit 

Switch(es) 

Lower Doors 

Valve 

Limit 

Switch(es) 

Upper Doors 

Valve 

Limit 

Switch(es) 

Legend: 

Electrical Wiring 

Hydraulic Lines 

Main Landing Gear Struts and 

Nose Gear Strut & Doors 

Landing Gear Schematic 

Figure 7-9 

Hydraulic Cylinder(s) 

7-16 




Section 7 


pull out the landing gear switch handle prior to moving it up or 

down. The switch is fitted with a small wheel for easy identification 

and assisting in moving the switch in rough air. 

The downlock information for each wheel separately, is given by 

three green lights located near the landing gear switch. 

The red GEAR light on the warning panel indicates that the landing 

gear is not completely retracted or extended. 

The electric sequence control box is located also between the keel 

beams. The entire electric control processes signals from limit 

switches indicating the completion of actions of the respective 

hydraulic circuits and from the landing gear switches. 

In emergency case it can be deactivated by pulling the landing 

gear control circuit breaker. The directional valves are spring loaded 

and will automatically switch in the gear down position once 

electric power is lost within the control box. As long as the landing 

gear switch is in DN-position the gear downlock indication 

will still be operative, however the prescribed reclosing of the upper 

main doors will not happen and the landing gear extension airspeed 

limitation needs to be applied accordingly. 

To prevent extending of the landing gear during an intended 

wheels up landing with battery and alternators off, the directional 

valves are supplied with electrical power by an additional circuit 

which is feeded by the hot bus when airborne. So the landing gear 

is kept in the up-position. On ground this circuit is cut off by the 

landing gear safety (squat) switch (From Serial Number 12 the 

nose gear limit switch is used for this purpose). The additional 

circuit is protected by the GEAR AUX 1 and GEAR AUX 2 circuit 

breakers located on the left side panel and on the tail cone panel 

(refer to figure 7-7). 

Hydraulic pressure is maintained throughout the flight while the 

DC-bus is powered. The system is equipped with a pressure sensor 

which will switch the pump on once the pressure drops. In this 

case the hydraulic pump will automatically be switched on. A nitrogen 

accumulator reduces the frequence of hydraulic pump action. 

The constant system pressure is needed to safely hold the 

landing gear and doors in place. Consider that landing gear will 

slowly extend when electrical and/or hydraulical power is not 

available. This case will be indicated by the red GEAR warning 

light. 

The amber HYDR PUMP light on the top of the avionic panel indicates 

the activity of the hydraulic pump. This light shall be used 

to monitor the pump cycles and shall normally illuminate during 


2001 

7-17

Section 7 




landing gear operation and for 2 or 3 seconds after periods of several 

minutes of rest. 

If the cycle deviates from this (longer pump action or shorter periods 

of rest) the aircraft has to be brought to service as soon as 

practical, because a leak of hydraulic system must be assumed. In 

the case the HYDR PUMP light illuminates more than 1 minute 

permanently, or periods of rest last only several seconds, the 

HYDRaulic circuit breaker has to be pulled to prevent overheating 

of the pump motor. In this case the landing gear will slowly 

extend which is indicated by the red GEAR light. Airspeed has to 

be reduced immediately to maximum 140 KIAS. Flight can be 

continued. However a significant higher fuel consumption due to 

landing gear drag and reduced cruise speed has to be considered. 

Refer to section 3 Landing Gear Emergencies. 

A warning horn combinated with the red GEAR light on the warning 

panel is furnished on the EA 400 to caution the pilot against a 

landing with landing gear retracted: 

Firstly, the warning light and horn will be activated in case of the 

throttle is closed beyond the power setting normally used for landing 

approach, flaps 0° or 15° and the landing gear is not fully extended 

and locked. If landing is not intended pressing the GEAR 

WARN MUTE button located at the left side of the throttle lever 

will switch off the horn and the warning light. Opening the throttle 

again will reset this warning system. 

Secondly, when the throttle is closed beyond the power setting 

normally used for landing approach and wing flaps are in landing 

position (30°) the warning light will illuminate and the warning 

horn will sound independently from the GEAR WARN MUTE 

button until landing gear has been completely extended and locked. 

In flight the extension of the landing gear will cause a slight nose 

down moment and a decrease of airspeed. The stall speeds are not 

affected by landing gear operation. 




Section 7 


7.11 Baggage Compartment 

There is a baggage compartment in the aft cabin area behind the 

3rd row passenger seats. It is accessable by the swivelling forward 

the backrest of the right aft passenger seat. The respective 

release handle is located on the left side of the backrest. 

The baggage compartment is primarily intended for low-density 

items such as luggage and briefcases. When loading high-density 

objects, insure that adequate protection is available to prevent damage 

to any of the airplane’s structure. 

Maximum mass in the baggage compartment is 90 kg (198 lbs). 

Luggage loaded to the baggage compartment has to be secured by 

the tie down belts, which are fastened to the structure of the compartment. 

Warning 

Warning 

Never put or allow people or animals in a baggage compartment. 

Never carry hazardous material anywhere in the airplane. 


7-19

Section 7 




7.12 Seats, Seat Belts, and Shoulder Harnesses 

The pilot’s and copilot’s seats are one piece, four-way adjustable 

seats incorporating energy absorber which reduce forces working 

on the opccupants in case of crash. The seats may be moved forward, 

aft , up, and down. The adjustment is made by pulling a 

handle located at the right respective left forward underside of the 

seat to release the fixing mechanism. The horizontal adjustment 

range is 135 mm, 4 fixed positions are provided. The vertical adjustment 

range is 80 mm, 5 fixed positions are provided. Telescopic 

cylinders support the pilot during the vertical adjustment. 

The seat belts and the shoulder harnesses with inertia reels used 

for the pilot and copilot are attached to the seats. The seat belts 

provide a conventional adjustment. Shoulder harness adjustment 

is not necessary due to the inertia reels, which allow straps to extend 

and retract as required under normal movement. However 

the reels will lock in place in the event of a sudden deceleration. 

Except the right aft seat the passenger seats are one piece seats as 

well but are placed on a fix position.The backrest of the aft right 

seat can be swivelled forward. 

Warning 

Ensure backrest is locked by checking the down position of 

the release handle before using the seat. 

The seat belts provide a conventional adjustment however the 

locking mechanism is placed on the inner side of the seat providing 

a lock for the shoulder strap which is equipped with inertia 

reels. The attachments of the seat belts and shoulder harness are 

integrated in the seat. 




Section 7 


7.13 Doors, Windows and Exits 

The entry door at the left side of the fuselage is a two-section, 

outward opening door. The upper part folds up, held in upper 

position by a gas spring, and the lower part folds down, limited 

by two cables and provides a step for easy in boarding and 

deplaning passengers. 

Caution 

Ensure wing flaps are retracted before opening the door. 

In emergency case the upper door can be opened even with wing 

flaps down. The upper door shall then be strongly pressed against 

the wing flap edge, which will bend and thus increasing the upper 

door opening angle. This allows deploying the lower part. 

For opening the door from outside, pull handle out completely, 

turn handle clockwise and deploy upper door. Then rotate up the 

sill lever which is now accessable on the lower door, stand clear 

and deploy the lower door. For opening the door from inside, 

press safety button, turn handle counterclockwise and deploy upper 

door. Then rotate up the sill lever which is now accessable on 

the lower door, stand clear and deploy the lower door. 

For closing the doors reverse above given procedure. Ensure 

outer handle is sunk, inner handle is locked and all 8 inside inspection 

glasses show green color. 

The EA 400 has a two piece windshield and 3 windows on each 

side. The middle window of the left side is incorporated in the 

upper part of the entry door. 

The opposite window is built as an emergency exit window. For 

opening the emergency exit window from outside remove the clear 

plastic cover, turn the handle clockwise as marked and then 

push window inside and down. For opening the emergency exit 

window from inside swivel up the handle, turn the handle counterclockwise 

as marked and then pull window inside and down. 


7-21

Section 7 




7.14 Engine 

7.14a General 

The airplane is equipped with a horizontally opposed, six-cylinder, 

fuel injected, liquid-cooled, turbo-charged, intercooled 

TSIOL-550-C engine from Teledyne Continental Motors (TCM). 

The engine operates with three standard engine controls. The propeller 

turns clockwise as viewed from the cockpit. 

7.14b Engine Controls 

The engine controls are centrally located between the pilot’s and 

copilot’s seat on the middle console (see Figure 7-8 ). 

The black throttle lever, is used to regulate engine power by 

changing the manifold pressure. Push the throttle lever forward to 

the OPEN-position to increase engine power, pull the lever aft to 

the CLOSE-position to decrease engine power. 

The blue propeller control lever is used to set or maintain a desired 

propeller RPM by changing the propeller pitch. Push the lever 

forward to the HIGH-position to increase engine RPM and pull 

the lever aft to the LOW-position to decrease engine RPM. 

The red mixture control lever is used to establish the fuel-air ratio 

(mixture). Push the lever gradually to the FULL-RICH-position 

to enrich the mixture and pull the lever aft to the IDLE 

CUT-OFF-position to lean the mixture. Precise mixture settings 

can be established by observing the EGT respective the TIT gauge 

while adjusting the mixture control. For leaning procedure in 

cruise flight refer to the amplified cruise procedures presented in 

section . 

7.14c Engine Instruments 

Indicating of the engine data is by means of conventional instruments 

and covers cylinder head temperature (CHT), exhaust gas 

temperature (EGT), turbine inlet temperature (TIT), engine 

RPM, manifold pressure, oil pressure, oil temperature, coolant 

temperature, fuel pressure and fuel flow. 

Note 

Engine RPM is not available with alternator 1 OFF or failure. 

7.14d Engine Operation and Care 

The life of the engine is determined by the care it receives. 

Efficient engine operation and maximum service life firstly demands 

careful attention to cleanliness of air, fuel and oil. This can 




Section 7 


be expected, when a good maintenance program including required 

change of filters is followed and when servicing of engine 

is accomplished by qualified personnel. Secondly it demands 

maintaining the operating of engine temperatures within the required 

limits and thirdly the use of aviation gasoline of 100 LL or 

100 minimum grade fuel. In case the grade required is not available, 

use higher rated fuel; never use lower rated fuel. 

Operational procedures for adverse environmental conditions 

can be found in the engine operator’s manual. 

7.14e Lubrication System 

The engine is lubricated by a wet sump, high pressure oil system. 

The sump capacity is 11.4 l (12 quarts). A scaled conventional dip 

stick with quarts-indication is provided for determining the oil 

quantity. For servicing refer to section 8 paragraph 8.5b of this 

handbook. 

Oil temperature is controlled by a thermally operated valve which 

either routes oil through the externally mounted cooler or bypasses 

the oil around the cooler. Oil is routed through internal passages 

to all moving parts of the engine which require lubrication. In 

addition to providing lubrication and cooling for the engine the 

oil is used for control of the propeller, actuating the turbocharger 

waste gate and for lubricating the turbocharger. 

7.14f Ignition System 

The engine is equipped with a dual ignition system. The ignition 

systems are entirely independent from each other such that a failure 

of any part of one system will have no effect on the other system. 

Each system consists of a magneto located on the rear engine 

accessory case, an ignition harness to distribute the electrical 

energy and a spark plug in each engine cylinder. The left magneto 

fires the lower right and upper left spark plugs while the right 

magneto fires upper right and lower left spark plugs. When the 

primary circuit of each magneto is electrically grounded by placing 

the respective magneto switch (Figure 7-5) in the 

OFF-position, the magneto will not produce a spark. With the 

magneto switch positioned to ON, the primary magneto circuit is 

ungrounded, allowing a high voltage spark to be produced to fire 

spark plugs. During engine starting an impulse coupling of the 

magnetos assures a high voltage spark for fast start. 


7-23

Section 7 




7.14g Air Induction System 

The air induction system takes cool unfiltered air from the underside 

of the engine cowling. From there air flows through a duct to 

the air filter and then to the compressor of the turbocharger. In 

case of air inlet icing a valve on the coolant radiator exhaust duct 

allows access of warm alternate air directly to the compressor inlet. 

Pull the alternate air handle to open alternate air source. 

7.14h Turbo System 

The engine is equipped with a turbocharger which compresses induction 

air to higher than ambient pressures, therefore giving the 

engine higher power, which can be maintained to high altitudes. 

The engine works as a normally aspirated piston engine, with 

some different characteristics. Prior to addressing these characteristics, 

the system is explained using the logical steps below. 

1 Induction air is taken in from the ram inlet on the left side of the 

engine cowling, passes through a filter and enters the compressor. 

2 The compressor compresses the induction air. 

3 From the compressor, the hot pressurized induction air enters the 

intercooler, from which most of the air passes the throttle body, 

enters the induction manifold which routes the air into the cylinders. 

4 A small portion, limited through a sonic venturi, is routed 

downstream of the intercooler to the cabin pressurization system. 

5 In the cylinders, the induction air is mixed with fuel, further compressed 

and burned, the exhaust gasses are routed through the exhaust 

manifold to the turbo inlet assembly. 

6 The exhaust gasses drive the turbine which in turn drives the compressor. 

7 The turbocharger has enough power to compress induction air to 

pressures greater than 39.5”Hg, therefore, turbine speed must be 

controlled. This is done by means of a waste gate valve, a butterfly 

type valve in an exhaust bypass channel, which controls the 

amount of exhaust gasses that pass through the turbine. 




Section 7 


Turbocharger System Schematic 

Figure 7-10 


7-25

Section 7 




Compressor discharge pressure and throttle position determine 

manifold pressure. In order to obtain the desired manifold pressure, 

compressor discharge pressure must be controlled by controlling 

the turbocharger speed, which as explained in step 7 is done 

by the waste gate. If the turbine speed increases, manifold pressure 

increases also. Waste gate operation is done by engine oil pressure, 

which is controlled by a sloped controller that senses 

compressor discharge and manifold pressure and tries to maintain 

a positive difference between compressor discharge and manifold 

pressure. With the waste gate closed, the airflow through the 

turbine immediately causes a change in turbocharger speed and 

therefore manifold pressure. As long as the waste gate is not completely 

closed, the controller is able to regulate the desired manifold 

pressure. 

1 Manifold pressure variation with altitude 

At full throttle, the turbocharger is capable to maintain maximum 

rated power to the maximum operating altitude of 25,000 ft. However, 

to operate the engine within allowable limits, power after 

take off has to be reduced to maximum continuous, with a manifold 

pressure of 37.5”Hg, which may be used up to 20,000 ft. 

From there, the throttle has to be linearly reduced to 32”Hg at 

25,000 ft. 

2 Manifold pressure overboost 

Maximum manifold pressure is controlled by the sloped controller, 

however, especially with cold oil or a malfunctioning waste 

gate, it can occur that the engine is overboosted above the allowable 

maximum manifold pressure. Therefore, it is necessary that 

the pilot monitors and is prepared to manually control manifold 

pressure using the throttle. Slight overboost is not considered detrimental 

to the engine, excessive overboost is prevented by the 

pressure relief valve on the intercooler, which limits overboost to 

a maximum of 43”Hg. If an overboost above maximum rated 

manifold pressure persists, the system should be checked for 

necessary replacement or adjustment of the respective components. 

3 High altitude engine operation 

Since the turbocharger requires a certain mass flow through the 

turbine to maintain turbocharger speed and manifold pressure, 

turbine speed decreases if the engine power is reduced. The other 




Section 7 


way around, the turbocharger has to spool up when the throttle is 

moved forward to accelerate the engine. The engine will accelerate 

normally from idle to full power with a full rich mixture at altitudes 

below 15,000 ft. 

At higher altitudes, the acceleration depends on how long the engine 

has been idled and how much the turbine has spooled down. 

If the engine has not been idled for more than a few seconds, the 

engine picks up power immediately after opening the throttle and 

reach the desired power setting without further action. If the engine 

has been idling longer and the turbocharger has spooled 

down, opening the throttle will not increase mass flow through 

the engine correspondingly, resulting in an over rich mixture and 

continued low engine power. In this case the engine will pick up 

after the mixture has been closed and slowly reopened, allowing 

proper burning of the air fuel mixture in the cylinders, increased 

mass flow driving the turbocharger, resulting in increasing engine 

power (also see the Air Start procedure presented in the 

emergency procedures section of this handbook). 

If fuel flow has been interrupted for any reason, a similar 

procedure might be necessary. When upon the first signs of fuel 

starvation, the fuel flow to the engine is resumed immediately, for 

instance when switching from an empty tank to a full tank, the 

engine will pick up power within seconds. However, if fuel flow 

has been interrupted long enough to let the turbocharger spool 

down, the mixture has to be leaned after fuel flow to the engine 

has resumed in order to increase engine power, as has been 

explained above. 

Reducing power below 20 In.Hg. at altitude greater than 10,000 ft 

will no longer assure continued cabin pressurization to a cabin altitude 

equal to or less than 10,000 ft and therefore has to be limited 

for comfort and safety reasons. See also the pressurization 

system description. 

4 Engine shutdown 

After flight or extended periods of ground operation above 

1500 rpm, allow the turbo to spool down and cool by idling the 

engine between 600 and 800 rpm for a period of minimum 5 minutes. 

This allows the turbocharger to cool down evenly and limits 

the possibility of carbon accumulation on the turbine shaft 

seals. 


7-27

Section 7 




5 Turbocharger Failure 

Warning 

Note 

If a turbocharger failure is the result of loose, disconnected 

or burned through exhaust system components, a potentially 

serious fire hazard exists as well as the risk of carbon 

monoxide migration into the passenger compartment of the 

aircraft. If a failure within the exhaust system is suspected in 

flight, immediately reduce power to idle (or as low a power 

setting as possible) and land as soon as possible. If a suspected 

exhaust system failure occurs prior to takeoff, do not 

fly the aircraft! 

A turbocharger malfunction may result in a overly rich fuel 

mixture, which could result in a partial power loss and/or a 

rough running engine. In worst-case conditions a complete 

loss of engine power may result. 

7.14i Exhaust System 

The exhaust system consists of tubes from each cylinder mating 

into a common collector pipe under the left and right bank of cylinders. 

The right collector pipe crosses over and intersects with 

the left collector, then this exhaust manifold joins to the turbocharger. 

A short tailpipe is attached to the end of the turbocharger 

and exits through the underside of the cowling. 

7.14j Fuel Injection 

The engine is equipped with a continuous flow fuel injection system. 

Fuel from the aircraft tanks is delivered to the auxiliary fuel 

pump and the engine driven pump and is routed then through the 

fuel metering unit. The fuel metering unit regulates fuel flow and 

is simultaneously activated with the throttle, so fuel/air ratio remains 

constant. The mixture control regulates fuel flow while air 

flow is not affected. So the mixture reaching the cylinders will 

change. From the metering unit fuel is routed on the manifold valve, 

which distributes the fuel evenly through lines that connect to 

fuel injection nozzles installed in each cylinder. First there fuel is 

mixed with air. 

7.14k Cooling System 

The engine is equipped with a liquid cooling system. The system 

consists of a remote mounted radiator, a coolant pump, a coolant 

tank and a thermostat. The system is pressurized and sealed to 




Section 7 


prevent cavitation due to boiling. The cooling is regulated by means 

of the thermostat which regulates coolant flow through the radiator. 

The coolant tank mounted at the rear upper left of the 

engine department is equipped with an inspection glass on the 

side and a prism on the top of the coolant tank for coolant quantity 

indication. 

7.14l Engine Starting System 

The starting system consists of a 24-volt battery, a direct drive 

starter, a starter switch (combined with the primer switch) and the 

necessary wiring and components to complete the system. The 

starter is engaged when the starter switch, see Figure 7-5, is 

pushed up. 

7.14m Accessories 

Electrical power is supplied by a belt driven 28 V - 85 A and an 

engine driven 28 V - 100 A alternator. 

7.14n Engine Mounts 

The engine is mounted to the steel tube designed engine mount at 

four points. Each point incorporates a vibration isolator capable 

of sustaining operational loads and providing absorption for 

engine vibrations. 

7.15 Propeller 

The propeller installed is a wooden composite 4-blade, constant 

speed propeller. Springs are holding propeller blades in low pitch 

position. The propeller governor is connected to the engine oil 

circuit using oil pressure to work against the springs for increasing 

propeller blade pitch and thus decreasing propeller and engine 

RPM. In case of oil pressure loss the propeller goes to the low 

pitch stop (high RPM). For that reason engine power must be reduced 

immediately, to avoid propeller and engine overspeed. 

The propeller pitch is adjusted by the propeller control lever located 

on the middle console (see figure 7-8). 


7-29

Section 7 




7.16 Fuel System 

The fuel system (refer to Figure 7-11) of the EA 400 is a gravity 

assisted system with an electrical auxiliary fuel pump, supplying 

fuel to an engine driven continuous flow injection system, and 

consists of two integral wing tanks of 234 l (62 U.S. Gallons) 

each, a fuel selector valve, and necessary components as described 

below to complete the system. The total capacity is 468 l 

(124 U.S. Gallons), the unusable fuel is 64 l (17 U.S. Gallons) 

(32 l (8.5 U.S. Gallons) each tank), so the usable fuel is 404 l 

(107 U.S. Gallons). 

Important 

The value for unusable fuel is valid only if fuel selector valve is 

in BOTH-position. 

7.16a Wing Tanks 

The wing tanks are located in the area between the front and rear 

spar beginning at the root ribs and having a length of 2 m (6.6 ft) 

each. Each wing tank is equipped with a 5 cm (2 In.) diameter 

filler cap for gravity fuelling positioned at the distance of about 

1 m (3.3 ft) to the fuselage. The filler neck is equipped with a 

sealing lip to avoid syphoning in case of the filler cap has been 

lost. 

Each wing tank is equipped with a vent line incorporating two float 

type vent check valves to compensate pressure differences between 

wing tanks and atmosphere, a filter to avoid fuel 

contamination, and a separate relief valve to avoid too high pressure 

(f.e. due to temperature change) in tank. 

Serial Numbers 3 through 5 are equipped with a vent system consisting 

of a vent line, a relief valve, a float valve and an additional 

drain. 

Consider, that if vent openings become plugged, the fuel supply 

could be interrupted or a to high inside pressure of the wing tank 

could damage the structure. If the vent valves are damaged, fuel 

could escape in uncoordinated flight states or in sidesliping. 

7.16b Fuel Selector Valve 

Fuel runs from the wing tanks through fuel lines passing check 

valves and meeting in the fuel selector valve, which is located under 

the cockpit floor. It is direct mechanically linked to the fuel 

selector handle between the pilot’s and the copilot’s seat. The 




Section 7 


Airplane Contour 

Fuel Supply 

Fuel Return 

Fuel Vent 

Electrical Wiring 

Fuel Filler 

Fuel Quantity Sensor 

Vent System 

Ser. No. 3-5 

Note: 

Left wing tank layout is 

identical to right system 

Fuel Flow Sensor 

FX 

LF 

Fuel Flow / Pressure / Qantity Indicator 

Low Fuel Annunciator Light 

Check Valve 

Float Valve 

Relief Valve 

Filter 

Drain 

Fuel Selector Valve 

Gascolator with Drain 

Right Wing Tank 

Auxiliary Fuel Pump 

Engine Driven Fuel Pump 

LF 

FP 

to Engine 

FF 

FQ 

FQ 

to Left Wing Tank 

Fuel System Schematic 

Figure 7-11 


7-31

Section 7 




following handle positions are possible: LEFT (wing tank), 

RIGHT (wing tank), BOTH, OFF. 

During normal cruise flight change between LEFT- and 

RIGHT-position of the fuel selector valve in intervals of less than 

45 minutes to avoid a difference of fuel capacities between the 

wing tanks is more than 80 l (21 U.S. Gallons). 

Except in normal cruise flight in all other flight states (take-off, 

climb, descent, etc.) the fuel selector valve has to be in the 

BOTH-position, otherwise the unusable fuel quantity will increase. 

The OFF-position is used when parking the airplane or in several 

emergency situations as described in Section 3. 

7.16c Fuel Drain Valves 

The fuel system has 5 drains. The gascolator is combined with a 

drain valve. This drain is the lowest point of the fuel system and is 

accessible by a hole in the right underside of the fuselage between 

the main and nose gear doors. At the lowest point of each wing 

tank near the root rib a sump and drain valve is located. At the outer 

end of each tank an second drain is installed. The drains provide 

a device for removing moisture and sediment from the fuel 

system (also refer to Section 8). 

Serial Numbers 3 through 5 are equipped with an additional vent 

line drain for each tank located close to the outer wing tank drain. 

Draining is possible only with a special wrench delivered with the 

affected aircraft. 

7.16d Auxiliary Fuel Pump 

An auxiliary fuel pump (in checklists only called “Fuel Pump”) is 

located at the engine side of the firewall providing pressure for 

priming, vapour clearing or for assuring the complete fuel supply 

in case of engine driven fuel pump failure. 

The auxiliary fuel pump can be operated in a low- and a 

high-mode and is activated by three separate switches (refer to figure 

7-5). Firstly there is the primer switch, which is combined 

with the starter switch and located on the left main panel. It is used 

to feed the engine with fuel before starting and is equivalent to the 

high mode as described below. Secondly there is the fuel pump 

switch, which is used under normal conditions and has the positions 

OFF and LOW. In LOW-position the pump provides pressure 

for vapour clearing. 




Section 7 


Thirdly there is the auxiliary fuel pump emergency switch with 

the positions NORM and HIGH. The HIGH-position can be taken 

after swiveling up the red safety cover preventing unintentionally 

operating. The emergency switch is built as an over ride and activates 

the auxiliary fuel pump even when the auxiliary fuel pump 

switch is in OFF-position. Usually this switch is in the NORM 

position and allows the auxiliary fuel pump switch to be used as 

described above. In HIGH position the pump will provide enough 

pressure to substitute the engine driven fuel pump when failing. If 

substitution of engine driven fuel pump is necessary it has to be 

considered, that the auxiliary fuel pump operates at a fixed pressure 

(75% of maximum engine power is available), consequently 

adequate mixture setting must compensate inappropriate fuel 

flow. At low power setting lean the mixture to avoid engine flooding. 

7.16e Engine Driven Fuel Pump 

Behind the auxiliary fuel pump the engine driven fuel pump is installed. 

From there a fuel return line runs to the wing tanks. 

7.16f Fuel Quantity Indicating System 

A fuel quantity sensor located at the inner ribs of each fuel tank is 

connected to the respective fuel gauge. 

Two additional float type switches feed the low fuel warning annunciator 

light. The latter illuminates in case both, the left and the 

right float switches transmit fuel quantity level is 36 l (9.5 U.S. 

Gallons) or below. So when the fuel quantities of the fuel tanks 

are equal, the remaining usable fuel is max. 72 l (19 U.S. Gallons) 

when the low fuel warning light illuminates. However, if one 

wing tank is empty the remaining usable fuel is only 36 l (9.5 U.S. 

Gallons) or less. 

Monitoring of the fuel quantity indicators is necessary to avoid 

fuel unbalanced situations and to compare the actual state with 

the values calculated during flight preparation. 

Note 

Warning 

When indication shows zero-fuel in level flight, the remaining 

64 l (17 U.S. Gallons) unusable fuel cannot be used safely in 

flight. 

To keep the airplane controllable at the full speed range the 

difference in fuel quantity between the wing tanks must not 

exceed 80 l (21 U.S. Gallons). 


7-33

Section 7 




7.16g Fuel Flow Indicating System 

The signals from the fuel flow transmitter installed behind the engine 

driven fuel pump are displayed on the fuel flow indicator as 

fuel flow rate in liter per hour. The indication is predicated on the 

use of 100LL grade aviation fuel. 

7.16h Fuel Pressure Indicating System 

The fuel pressure sensor is located upstream and closed to the engine 

driven fuel pump. The signals are displayed on the fuel pressure 

indicator. If auxiliary fuel pump is LOW mode the Fuel 

pressure will be inside green arc (refer to the Instrument Markings 

paragraph of section 2). If the EMER. FUEL P. Switch is in 

HIGH position the fuel pressure indication will be in the upper 

yellow arc. If auxiliary fuel pump is OFF or fails and aircraft is in 

high altitude, the fuel pressure indication will be in the lower yellow 

arc or below. 




Section 7 


7.17 Brake System 

The airplane is provided with an independent hydraulically actuated 

brake system for each main wheel. A toe actuated hydraulic 

master cylinder is attached to each rudder pedal. Hydraulic 

lines and hoses are routed from each master cylinder to the wheel 

cylinder on each brake assembly. The brakes can be actuated 

from either pilot’s or copilot’s seat. The parking valve system 

consists of a manually operated control assembly located on the 

middle console and connected to the parking brake valve. Applying 

pressure to the brake system by pressing the toe pedals and 

pulling the parking brake control sets the parking brake. Pushing 

the parking brake control forward releases the brakes. 

For long term parking wheel chocks and tiedowns should be used. 

Caution 

It is not advisable to set the parking brake when brakes are 

overheated, after heavy braking or when outside temperatures 

are unusually high. Trapped hydraulic fluid may expand 

with heat and damage the system. 


7-35

Section 7 




7.18 Electrical System 

Refer to figure 7-12. A 24-volt battery located in the tail cone, a 

belt driven 85 A alternator (Alternator 1) and a gear driven 100 A 

alternator (Alternator 2) supply power for the equipment operation. 

Turning the battery switch to the ON-position will activate a 

relay connecting the battery to the main battery bus and further to 

the main bus. This allows starting the engine and feeding the other 

equipment and, if engine is running, recharging the battery by alternator 

action. 

The alternators are controlled by ON-OFF type switches labeled 

ALT1 and ALT2 located on the MAIN section of the left side 

panel. Circuit protection is provided by ALT1 F and ALT2 F circuit 

breakers in the MAIN BUS section of the pilot’s left side 

breaker panel. During normal operation both alternators must be 

turned ON. If either ALT switch is turned OFF the appropriate annunciator 

light (ALTERNATOR 1 or ALTERNATOR 2) will illuminate 

and remain lit. If one alternator fails the other alternator 

will supply enough power for complete equipment operation except 

air conditioning and heating. In case it will be necessary to 

switch off the failing alternator it has to be considered, that the 

load bus feeding the air condition system will be disconnected 

from the system by means of a relay, which is activated only if 

both alternator switches are in ON-position. In case of both alternator 

fail the battery must supply the electrical power and the consumption 

has to be reduced to minimum required. Landing is 

advisable as soon as possible (also refer to Section 3 of this handbook). 

Push-pull circuit breakers automatically interrupt the current if 

the system or unit receives an overload to prevent damage to the 

electrical wiring. For location of circuit breakers refer to figures 

7-6 and 7-7. The circuit breakers located in the tail cone (so as the 

external power plug) are accessible by the lower tail cone access 

panel. 

From the main bus electrical power is distributed to the various 

busses as outlined on figure 7-12. The radio busses can be disconnected 

by the radio 1 and radio 2 switches. 

7.18a External Power 

As an starting aid external power can be used. For that purpose an 

external power plug is installed in the tail cone. It is accessible by 

the lower tail cone access panel. 




Section 7 


Warning Panel 


Battery 

Ext. Power 

Alt. 1 

Alt. 2 

EFIS 

Radio 1 

Radio 2 

Alternator 

Control 1 

Alternator 1 

If Master 

OFF 

RADIO BUS I 

Alternator 

Control 2 

Alternator 2 

Battery 

If both Alt. 

ON 

LOAD BUS 

MAIN BUS 

RADIO BUS II 

HOT BATT. BUS 

MAIN BATT. BUS 

Starter 

EFIS BUS 

DC BUS I 

DC BUS II 

Ext. Power Plug 

Magnetos 

L 

R 

Code: 

Instrument Panel 

V A 

CDS 

Starter 

Mag. R 

Mag. L 

Relay 

Circuit Breaker 

Toggle Switch 

Diode 

Panel as marked 

Electrical System Schematic 

Figure 7-12 


7-37

Section 7 




For activating the external power refer to the procedure given in 

section 4. 

Note 

When using external power the battery is not connected to the 

electrical system and thus recharging it by external power is 

not possible. 

7.19 Lighting Systems 

The EA 400 is equipped with the following interior lights: 

Cabin lights are installed on both ends of the overhead air channel. 

In the front cockpit ceiling two dome lights are located. At the 

lower edge of the instrument panel cover map lights are installed. 

The map lights are combined with the middle console lighting. 

The internal instrument lighting can be illuminated separately. 

The following exterior lightings are provided on the EA 400. 

Each wing tip assembly and the tip of the vertical stabilizer is 

equipped with navigation lights and strobe (anti collision) lights. 

On the right front of the engine cowling a landing light is located. 

In the left cowling side an ice inspection light is installed. At 

about half of the wing span in the nose section of each wing recognition 

lights are installed. 

All interior and exterior lights are actuated by the corresponding 

switches located on the lights portion of the left side panel, see figure 

7-6. For light testing and dimming of interior lights refer to 

figure 7-2. 




Section 7 


7.20 Heating, Ventilating, Defrosting & Air Conditioning 

Refer to figure 7-14. For ventilation either pressurized or ram air 

is available. The air source can be selected by the cabin air selection 

knob located on the middle console controlling the cabin air 

selection valve. 

If pressurized air is selected, air is guided from the combustion air 

intake through an air filter, the turbocharger, the intercooler, a sonic 

venturi and then either through the cabin cooler or directly 

through the cabin inflow check valve into the cabin. At the same 

time ram air is guided from the ventilation air ram intake to the 

vacuum pumps for cooling. 

Note 

If maximum air flow for ventilating is desired it is advisable to 

select pressurized air. 

If ram air is selected, air is guided from the ventilation air ram intake 

through the cabin inflow check valve into the cabin, while 

pressurized air now cools the vacuum pumps. 

Inside the cabin air can be guided either to the windshield dispensers 

for defogging and defrosting and to the legroom dispenser or 

through the RH armrest to the rear, which depends on the position 

of the windshield defrost flap controlled by the respective knob 

on the middle console. In the pressure dome area an electric heater 

and the evaporators of the air conditioning system are installed. 

The evaporators also work as cabin fans. The air conditioning 

system sucks cabin air and blows cool air through hoses to the 

eyeball vents in the front cockpit area and to the adjustable 

nozzles in the overhead air channel of the passenger compartment 

ceiling (up to Serial No 19). The compressor condenser module in 

the tailcone section serves as a heat exchanger for the air conditioning 

system. 

From Serial No. 20 the ventilation system has been modified. 

Please compare sheet 1 and 2 of figure 7-14: 

Firstly, instead of the overhead air channel, the cooled air is now 

routed through the LH arm rest duct to the LH cockpit underside 

as well as through the RH arm rest duct to the RH cockpit section. 

Both arm rest ducts are also kitted out with ventilated air on condition. 

Secondly, the overhead air channel is furnished with a vent fan to 

feed the adjustable air deflectors with ventilated cabin air. 


7-39

Section 7 




Pressurized Air 


ON 

hot 

PULL 

CABIN TEMP 

PUSH 

AIR CON 

ON 

LO 

HI 

VENT 

cold 

Ram Air 


ON 

hot 

AIR CON 

ON 

LO 

HI 

VENT 

cold 

Temperature Regulating Schematic 

Figure 7-13 

7-40 




Section 7 


Thirdly, the leg room dispenser has been removed and finally, 

the eyeball vents have been replaced by two independent adjustable 

air outlets which are combined with the panel vent fans to 

recirculate the cockpit air. 

7.20a Temperature Regulation 

If pressurized air is selected the temperature mainly can be regulated 

(refer to figure 7-13) by means of the cabin cooler bypass 

valve controlled by the cabin temperature knob located on the 

middle console. Additional regulating is possible by either activating 

the electric heater or by switching on or off the air conditioning 

system and changing the operation mode of the cabin 

ventilation. 

Note 

The heater and the air conditioning system operate only if cabin 

ventilation is running at least in low mode. 

If ram air is selected the cabin temperature knob has no function. 

With Serial No. 20 following, observe the following deviating aspects 

when operating the heating, ventilating and air conditioning 

system (refer to figure 7-13): 

1 The cabin ventilation system, including both evaporator 

blowers and the overhead air channel vent fan, is controlled by 

the VENT HI / LO switch in the CABIN area of the left side 

panel. Both evaporator blowers work with different power 

settings in low or high mode, whereas overhead air channel fan 

operation features only one power rate for both switch 

positions LO / HI (see also figure 7-6). 

Each panel vent fan can be switched on by a switch (0 / 1) positioned 

next to the respective air outlet (refer to figures 7-3 and 

7-4). 

1 Heating and air conditioning system work exclusively. For 

either operating the heating or the air conditioning, the 

ventilation system must run in high mode simultaneously 

(VENT switch to position HI). 


7-41

Section 7 




7.21 Cabin Pressurization System 

7.21a Description and Operation 

The system (figure 7-14) consists of the engine turbocharger, a 

sonic venturi (flow limiter), a cabin control outflow valve, an unregulated 

safety valve, the cabin pressurization switch (figure 

7-6), the cabin pressure controller (figure 7-17), a dump safety 

switch, the landing gear squat switch, two indicators, one for cabin 

altitude and differential pressure and one for cabin rate-of-climb, 

and pressure switches controlling a red light located 

on the warning panel indicating either a differential pressure above 

5.65 PSI or a cabin altitude above 10,000 ft. 

Pressurization air is supplied from the engine turbocharger 

through the sonic venturi and then through a check valve into the 

cabin. Adequate flow to maintain pressurization up to the maximum 

differential pressure of 5.5 PSI is provided by the engine at 

normal power setting. Power changes should be made smoothly 

to prevent sudden changes in pressurization air inflow resulting 

in cabin pressure transients. 

The airplane may be operated in either the pressurized or unpressurized 

mode. The mode selection is made with the cabin air knob 

located on the middle console panel where pressurized (PRESS.) 

air has to be selected for pressurization. The pressurization switch 

activates the pressurization system including the dump. If pressurization 

switch is OFF, dumping is not possible and system will 

hold the cabin pressure selected before. Mode operation should 

be selected prior to takeoff. If a change from pressurized to unpressurized 

mode must be made while airborne, depressurize the 

cabin following the procedure given in paragraph before operating 

the dump switch as otherwise a rapid decompression occurs, 

which would cause discomfort to the passengers. When changing 

from unpressurized to pressurized mode, the cabin altitude rate of 

change will be limited by the pressurization controller. The valves 

are also opened by the landing gear squat switch assuring depressurized 

mode when aircraft is on ground to avoid bursting the 

cabin door due to cabin pressure when opening. However this is 

only a safety device: 

Warning 

Landing with differential pressure is prohibited. 

In the pressurized mode cabin pressure is regulated by the cabin 

control outflow valve allowing air to exhaust either to the pressu- 




Section 7 


Combustion Air Intake 

Air Filter 

Turbocharger 

Intercooler 

Sonic Venturi 

Vacuum Pump 

Firewall and Pressure Bulkhead 

Windshield Dispenser 

Leg Room Dispenser 

Eyeball Vent 

Alternate Air 

Cabin Cooler Bypass Valve 

Cabin Air Cooler 

Cabin Air Selection Valve 

Ventilation Air Ram Intake 

Cabin Inflow Checkvalve 

Windshield Defrost Flap 


Arm Rest 

Vents 

permanently open 

Overhead Air Channel 

Evaporator 

Electric Heater 

Cabin Control Outflow Valve 

Pressure Dome 

Safety Valve 

Compressor Condenser Module 

Cabin Climatisation and Pressurization Schematic up to Serial No. 19 



7-43

Section 7 




Combustion Air Intake 

Alternate Air 

Air Filter 

Turbocharger 

Intercooler 

Sonic Venturi 

Vacuum Pump 

Firewall and Pressure Bulkhead 

Windshield Dispenser 

Cabin Cooler Bypass Valve 

Cabin Air Cooler 

Cabin Air Selection Valve 

Ventilation Air Ram Intake 

Cabin Inflow Checkvalve 

Windshield Defrost Flap 

Panel Vent Fan 

Air Outlet 


Arm Rest 

RH Armrest Duct 

LH Armrest Duct 

Overhead Vents 

Overhead Air Channel 

Vent Fan 

Evaporator 

Evaporator Drain Float Valve 

Electric Heater 

Cabin Control Outflow Valve 

Pressure Dome 

Safety Valve 

Compressor Condenser Module 

Cabin Climatisation and Pressurization Schematic from Serial No. 20 


7-44 




Section 7 


Cabin Pressure Sample Chart 

Figure 7-15 


7-45

Section 7 




re level preselected by the cabin pressure controller or to maximum 

differential pressure level. Setting the center dial (identified 

as “Flight Level”) of the cabin pressure controller will suggest the 

system being at a certain flight altitude. So the system will maintain 

the corresponding cabin altitude (about 5.5 PSI above static 

pressure of flight level) or reach it with the rate set by the rate control 

knob located on the lower left corner of the pressurization 

controller. The cabin altitude is approximately 700 ft higher than 

the “Airport Alt.” read on the outer dial. 

Only in case of maximum differential pressure is reached or flight 

level is below the selected cabin altitude, cabin altitude changes 

correspondingly to the flight altitude. 

In case of failure of the cabin outflow control valve the safety valve 

will open at an differential pressure of above 5.7 psi to avoid 

structure damage. 

In case of total electrical failure, the cabin will maintain the pressure 

selected on the last setting. If necessary (for example if landing 

is intended on an airport which is higher than the selected 

airport altitude) cabin differential pressure can be brought to zero 

by selecting RAM AIR. In this case cabin will slowly depressurize 

by normal leakage loss. 

The engine manifold pressure required to maintain the lowest 

possible cabin altitude is shown on figure 7-16. Use this chart for 

power settings during cruise and descent. 

7.21b Handling 

Use the cabin pressure controller (figure 7-17) as follows. Also 

refer to the sample chart of figure 7-15: 

1 Activate the pressurization controller by turning the cabin pressurization 

switch on. Make sure dump switch is off and pressurized 

cabin air is selected on the middle console. 

2 Set the published official airport altitude (such as shown on flight 

charts) under the index arrow by turning the center control knob. 

3 Turn the index arrow of the rate control knob (lower left corner of 

the control) to the 12 o’clock position (approx. 500 fpm). 

These steps set the system to pressurize at approximately 700 feet 

above the runway after takeoff. The system will hold this cabin altitude 

until the maximum differential altitude is reached (see “Ca- 




Section 7 


Pressure Cabin Minimum Required Manifold Pressure 

26,000 

24,000 

22,000 


20,000 

18,000 

16,000 

14,000 

12,000 

10,000 

8,000 

6,000 

4,000 

2,000 

0 

14 16 18 20 22 24 26 28 30 32 

Manifold Pressure, inHg 

Manifold Pressure vs Flight Altitude 

Figure 7-16 

bin Altitude with minimum Flight Level Setting” line of Figure 

7-15) or a different cabin pressure is selected. 

4 After having cleared the airport area and established the climb 

and being on course to the destination (see “a” on figure 7-15), select 

the flight level corresponding to the intended cruise altitude 

in the center dial and align that with the index arrow. This 

alignment also indicates the approximate cabin altitude (within 

approx. 700 feet) at the index on the larger numbers marked “Airport 

Alt.”. 


7-47

Section 7 





Figure 7-17 

5 Increase or decrease the rate at which the cabin changes altitude 

for the best comfort level from normal 500 fpm by turning the rate 

knob counter clockwise for decrease or clockwise for increase the 

rate. 

This is usually the best to set the rate to reach the changed cabin 

pressure (referenced from the Airport Alt.) slightly ahead of reaching 

the cruising altitude (550 fpm in the sample of figure 7-15). 

This selected altitude will be maintained until the aircraft changes 

altitude sufficiently to reach the max. differential pressure or descends 

sufficiently to go below the selected airport altitude. 

7-48 




Section 7 


6 When the aircraft reaches the proximity of the destination and 

starts to descend (see “b” on figure 7-15), set the selector knob to 

the published airport altitude. 

7 Set the rate such that the selected airport altitude is reached in the 

cabin prior to descending to that altitude (650 fpm in the sample 

of figure 7-15). 

When approaching the runway, the pressurization will cease approximately 

700 feet above the landing field prior to landing. 

Should any slight pressure remain, the remainder will dump when 

the squat switch makes contact. However, this is an additionally 

safety device, because landing with cabin pressurized is not allowed. 

If pressurization mode shall be finished during flight, follow the 

procedure above, setting the airport altitude equal to the momentary 

flight altitude. Switch to the depressurized mode not before 

cabin altitude reaches the selected airport altitude is reached. 


7-49

Section 7 




7.22 Pitot/Static Pressure Systems 

Providing pitot and static pressure for the pilot’s and copilot’s instruments 

two independent systems are installed. Each system 

consists of a heated pitot head located at about 3/4 of the wing 

span, the tubing, a drain located on the pitot head and the respective 

instruments. The heated dual static ports with 2 static lines 

each are located on both sides of the rear fuselage. The two drains 

are located at the bottom of the fuselage between the gear doors 

behind the nose gear. 

7.22a Pitot Head And Static Port Heats 

They are controlled by ON-OFF type PITOT L and PITOT R 

switches located on the DEICE section of the left side panel. Circuit 

protection is provided by PITOT L and PITOT R circuit 

breakers in the MAIN BUS section of the pilot’s left side breaker 

panel. The pitot heaters are deactivated by the landing gear squat 

switch to avoid overheating on the ground. If either the PITOT L 

or PITOT R switches are placed in the ON position while the aircraft 

is on the ground the corresponding PITOT HEAT light will 

illuminate on the annunciator panel indicating that heating is not 

active. The pitot heaters can be ground checked prior to flight by 

holding the PITOT L or the PITOT R switch in the TEST position 

for no longer then 10 seconds. While the PITOT L or PITOT R 

switches are in the TEST position the PITOT HEAT L or PITOT 

HEAT R annunciations will not illuminate, indicating the systems 

are functional. 

Caution 

Do not operate the heating elements longer than 10 seconds 

when on ground or at outside air temperatures above 20°C 

when airborne. The elements can overheat and damage to the 

structure can occur. 

7.23 Vacuum and Pneumatic System 

The vacuum and pneumatic system is installed to provide a source 

of vacuum for the vacuum instruments and the de-icing boots, 

and also air pressure for the latters. The system consists of two engine 

driven dry air pumps, vacuum and pressure regulating valves, 

vacuum and pressure manifolds with internal check valves, 

the suction gage and the gyro instruments. Furthermore the com- 




Section 7 


ponents of the de-icing system, such as control and distribution 

valves, timer, and pressure switches are incorporated in the system. 

Each air pump operates continuously when the engine is running 

and pulls a vacuum on the common vacuum manifold. The maximum 

amount of vacuum pulled on the manifold by each air pump 

is controlled to a preset level by each vacuum regulating valve. 

Should either of the pumps fail, a check valve is provided in each 

end of the manifold to isolate the inoperative pump from the system. 

The exhaust air side of each attitude gyro is connected to the vacuum 

manifold thus providing a smooth steady vacuum for the 

gyros. The vacuum pressure being applied to the gyros is constantly 

presented on the suction gage. This gage also provides failure 

indicators for the left and right air pumps. These indicators 

are small red buttons located in the lower portion of the suction 

gage which are spring-loaded to the extended (failed) position. 

When normal vacuum is applied in the manifold, the failure buttons 

are pulled flush with the gage face. Should insufficient vacuum 

occur on either side, the respective red button will extend. No 

corrective action is required by the pilot, as the system will automatically 

isolate the failed vacuum source, allowing normal operation 

on the remaining operative vacuum pump. 

The inlet air side of the attitude gyros are connected to a common 

vacuum air filter located in the fuselage portion of the wing in unpressurized 

area which cleans the air before allowing it to enter 

the gyro. 

At the same time the air pumps pull a vacuum on the common vacuum 

manifold they provide air pressure to the common pressure 

manifold. However the pressure side is active only if de-ice system 

is ON. The maximum amount of air pressure provided to the 

pressure manifold is controlled to a preset level by a pressure regulating 

valve. Should either of the pumps fail, a check valve is 

provided in each end of the manifold to isolate the inoperative 

pump from the system. 

Controlled by the timer the distributing valve of the de-icing system, 

which is connected to the vacuum and the pressure manifold, 

takes either vacuum or pressure as required for the respective cycles 

of activated de-icing system (refer to the respective paragraph 

in this section). In case air pressure is not necessary, the 

de-ice control valve exhausts the air to relieve the pressure system. 


7-51

Section 7 




7.24 Stall Warning System 

The EA 400 is equipped with a heated vane type stall warning 

switch (lift detector) located on the middle of the left wing leading 

edge activating the stall warning horn and the red stall warning 

light in the cockpit before angle of attack reaches a critical 

value. The system operates at all wing flap positions and will 

warn the pilot at 5-10 knots above the respective stall speeds. 

7.24a Lift Detector Heat 

It is controlled by PITOT R switch located on the DEICE section 

of left side panel. Circuit protection is provided by the PITOT R 

circuit breaker in the MAIN BUS section of the pilot’s left side 

breaker panel. The lift detector heat (vane, base plate, and case 

heat) is deactivated by the landing gear squat switch to avoid 

overheating on the ground. If the PITOT R switch is placed in the 

ON position while the aircraft is on the ground the STALL HEAT 

light will illuminate on the annunciator panel indicating that heating 

is not active. The lift detector can be ground checked prior to 

flight by holding the PITOT R switch in the TEST position for no 

longer then 10 seconds. While the PITOT R switch is in the TEST 

position the STALL HEAT annunciation will not illuminate, indicating 

the system is functional. 

Caution 

Do not operate the stall warn heat longer than ten seconds 

when on ground or at outside air temperatures above 20°C 

when airborne. The elements can overheat and damage to the 

structure can occur. 




Section 7 


7.25 Icing Equipment 

For flight into icing conditions, a complete ice protecting system 

is necessary. 

For the time being two different de-icing systems are installed in 

the EA 400. 

From serial No. 28 a de-ice system is installed as standard which 

meets the requirements described in the Ice Protection System 

supplement (Section 923). This system is approved under the 

conditions outlined there. 

The de-ice system installed in the airplanes up to serial No. 27 (in 

the following called “Former System”) is not approved but may 

be used to exit an inadvertent icing encounter. But if the SB 

400-01-02 is complied with for those airplanes, the icing protection 

system is also approved for flights into icing conditions defined 

in the Ice Protection System supplement (Section 923). 

Contact EXTRA Flugzeugproduktions- und Vertriebs-GmbH if 

the state of ice protection system installed in your airplane is in 

doubt. 

For the former system the following is valid: 

Note 

Flight into icing conditions is prohibited. 

The former ice protection system consist of the following components: 

Pneumatic wing and empennage boots, electrothermal propeller 

deice pads, electrothermal windshield panel, heated lift detector, 

heated pitot head, dual alternators, dual vacuum pumps and two 

independent, heated static sources. Alternator and ice protection 

controls are located on the left side panel. 

If not stated otherwise the following descriptions are valid for 

both systems. 

7.25a Wing and Empennage Boots 

Pneumatic deice boots are installed on the leading edges of the 

wing, the vertical stabilizer, and the horizontal stabilizer. During 

normal operation, when the boot deice system is turned off, the 

engine driven vacuum pumps applies a constant suction to the 

boots to provide smooth, streamlined leading edges. The boots 

are inflated by a BOOTS switch located on the DEICE section of 

the left side panel. Actuation of the BOOTS switch activates two 

deice control valves (one for each vacuum pump) which direct air 


1999 

7-53

Section 7 




flow to a distributor valve and then to the deicer boots. The air 

pressure - limited by a pressure regulator valve - sequentially inflate 

the deicer boots, first inboard wing and then outboard wings 

and empennage. A DEICE BOOTS indicator light, located on the 

annunciator panel illuminates when the boots inflate. When the 

cycle is complete, the distributor valve permits automatic overboard 

exhaustion of pressurized air. Suction is then reapplied to 

the boots. 

Circuit protection for the deice boots is provided by a BOOTS circuit 

breaker located in the DC BUS 2 section of the pilot’s left 

side breaker panel. 

1 Former System (not approved) 

In the former system two modes of cycles are possible which give 

the feature for operation in light and heavy icing conditions. If the 

BOOTS switch is set to HI the complete cycle is repeated every 

60 seconds. If the switch is set to LO the complete cycle is repeated 

every 180 seconds. The switch can be turned OFF any time 

in the cycle. In that case the timer will complete the current cycle. 

Important 

Important 

De-Icer operation is limited to an outside air temperature 

between 71°C (160°F) and -40°C (-40°F). 

A margin of 10 Kts has to be added to normal stall speeds 

when flying with deicing system ON. 

7.25b Ice Inspection Light (not part of the former system) 

Wing icing conditions may be detected during night flight by use 

of an ice inspection light installed on the left side of the forward 

fuselage. The light is controlled by an ICE light switch located on 

the LIGHTS section of the left side panel. Circuit protection is 

provided by an ICE circuit breaker located in the MAIN BUS section 

of the pilot’s left side breaker panel. 

7.25c Electric Propeller De-ice 

Electro thermal propeller deice pads are bonded to a portion of the 

leading edges of the propeller blades. The system is controlled by 

an ON-OFF type PROP heat switch located on the DEICE section 

of the left side panel. Power for the propeller deicers is supplied 

by the aircraft electrical system through a PROP H circuit breaker 

in the DC BUS 2 section of the pilot’s left side breaker panel. 

When the PROP switch is actuated, power is applied to the propeller 

deice system. 




Section 7 


Caution 

Do not operate the propeller heat longer than ten seconds 

when engine is not running. The elements can overheat and 

damage to the structure can occur. 

The continuous heat provided by the deice pads reduces the adhesion 

between the ice and the propeller so that centrifugal force 

and the blast of the airstream cause the ice to be thrown off the 

propeller blades in small pieces. 

7.25d Electrically Heated Windshield 

The electrically heated portion of the pilot’s windshield is 

heated by current from the aircraft electrical system. It is 

controlled by the WINDSH switch located on the DEICE 

section of left side panel. Operation of windshield heat is 

indicated by the WINDS HEAT light on the annunciator panel. 

Circuit protection is provided by the WSH CTRL and 

WINDSH circuit breaker in the DC BUS 2 section of the 

pilot’s left side breaker panel. 

Windshield heat is an anti-ice device, which should be activated 

prior to entering suspected icing. Windshield heat can also be 

used to prevent windshield fog. 

The heated windshield area is equipped with a temperature sensing 

device which automatically the heating cycles during operation 

to maintain the desired operating characteristics. This feature 

also prevents activation of the heating at ambient temperatures 

above approximately 24°C (75°F). In case of WINDS HEAT 

light illuminates on the warning panel, one or both temperature 

sensors have failed or an overheat condition has occurred and the 

system should be immediately selected OFF. 

7.25e Heated Lift Detector 

Refer to section 7.24. 

7.25f Dual Heated Pitot Head 


7.25g Dual Alternators 


Both alternators must be operational for flight in icing conditions. 

7.25h Dual Vacuum Pumps 



7-55

Section 7 




7.25i Dual Heated Static Source 


7.26 Avionics 

For standard avionic equipment located as shown on figure 7-8 

refer to the equipment list presented in section 6. For description 

of avionics refer to section 9. 




Section 8 



Paragraph 

Page 

8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3 

8.2 Airplane Inspection Periods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3 

8.3 Alterations or Repairs to Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3 

8.4 Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3 

8.4a Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-3 

8.4b Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4 

8.4c Tie-Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4 

8.4d Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4 

8.4e Leveling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4 

8.5 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4 

8.5a Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-4 

8.5b Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-6 

8.5c Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-7 

8.5d Landing Gear Hydraulic Fluid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-7 

8.5e Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-7 

8.6 Cleaning and Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-7 

8.6a Windshield-Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-7 

8.6b Painted Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-8 

8.6c Propeller Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-8 


8-1




8-2 




Section 8 


8 Handling, Servicing and Maintenance 


Note 

The owner is responsible for incorporating Service Bulletins 

to the Service Bulletins List incorporated in the Maintenance 

Manual. 

Tie-down eye bolts, a fuel sample cup, pitot head covers, and a 

control wheel lock are located in the map compartment. 

8.2 Airplane Inspection Periods 

As required by national operating rules all airplanes must pass a 

complete annual inspection every twelve calendar months. In addition 

to the annual inspection airplanes must pass a complete inspection 

as specified in the EA 400 Maintenance Manual. 

The Airworthiness Authority may require other inspections by 

the issuance of airworthiness directives applicable to the aircraft, 

engine, propeller, and components. The owner is responsible for 

compliance with all applicable airworthiness directives and periodical 

inspections. 

8.3 Alterations or Repairs to Airplane 

It is essential that the Airworthiness Authority be contacted prior 

to any alterations on the airplane to ensure that airworthiness of 

the airplane is not violated. Alterations or repairs to the airplane 

must be accomplished by licensed personnel. 

8.4 Ground Handling 

8.4a Towing 

The airplane is most easily and safely maneuvered by hand with a 

conventional tow bar attached to the nose wheel. 


8-3

Section 8 




Caution 

When towing with a vehicle, do not exceed the nose gear turning 

angle of 30° either side of the center, or damage to the 

gear will result. 

8.4b Parking 

When parking the airplane, head into the wind and set the parking 

brake. 

Caution 

Do not set the parking brakes when brakes are overheated or 

during cold weather when accumulated moisture may freeze 

brakes. 

Chock the wheels. 

8.4c Tie-Down 

Proper tie-down procedure is the best precaution against damage 

to the parked airplane by gusty or strong winds. To tie down the 

aircraft securely, proceed as follows: 

1 Install the tie-down eye bolts to the wing jack points. 

2 Tie sufficiently strong ropes or chains to the wing tie-down 

eyes and secure each rope or chain to a ramp tie down. 

3 Install pitot tube covers. 

8.4d Jacking 

For jacking procedures refer to the applicable chapter in the 

Maintenance Manual. 

8.4e Leveling 

Leveling of the airplane is accomplished by inflating or deflating 

the tires. A spirit level on the upper edge of the lower cabin door 

for longitudinal leveling is installed. Place an additional spirit level 

on the inner front seat rails for lateral leveling. 

8.5 Servicing 

8.5a Fuel 

With the aircraft standing on level ground, service each fuel tank 

with Grade 100 or 100LL octane AVGAS. Always fill tanks 

equally to avoid unbalance situation in flight. 

The fuel tank is considered full when fuel completely covers the 

bottom of the standpipe. 




Section 8 


Check fuel filler caps for tight fit after refueling. 

Note 

Important 

When refueling on a slope, refueling may result in less than 

the placarded capacity even if refueled to the bottom of the 

standpipe. 

If the fuel system has been completely drained run the engine 

for minimum 3 minutes at 1000 rpm on each tank after refueling 

to ensure system is free of inclusion of air. 

Check the fuel tank vent for clogging before the first flight of the 

day. The vents are located at the rear underside of each wing in the 

near of the wing flap gap. 

Fuel samples from the two drains of each tank and from the gascolator 

drain should be taken before the first flight of the day to 

check for water, sediment or other contamination. 

The fuel drains are located near each wing root and at the outer 

end of each fuel tank, the gascolator drain is located on the right 

underside of the fuselage between the nose gear and the main gear 

wheel bay. A small plastic cup is supplied in the map compartment 

for obtaining fuel samples. 

Serial Numbers 3 through 5 are equipped with an additional vent 

line drain located close to the outer wing tank drain of each wing. 

For this drains a special tool is also supplied in the map compartment. 

Note 

Note 

Warning 

Take fuel samples only with aircraft on level surface 

Fuel samples taken immediately after refueling may not show 

water or sediment due to mixing action of refueling process. 

So allow five minutes after refueling for water and sediment 

to settle in the tank sump before taking fuel samples. 

Take fuel samples with care. Water remaining in the sump 

could ice and clog the fuel lines during flight. 

To collect a fuel sample, push upward the drain valve by means 

of the plastic cup to open the valve momentarily and drain fuel 

into the cup. If water and fuel is in the cup, a distinct line 

separating the water from the gasoline will be seen through the 

transparent cup wall. Water, being heavier, will settle to the 

bottom of the cup, while the colored fuel (green or blue) will 


8-5

Section 8 




remain on the top. Continue taking fuel samples until all water is 

purged from the tank. 

When during draining of the outer wing tank drains, wing sump 

drains or gascolator drains water has been found, perform the following 

drain procedure: 

1 Verify the aircraft static pitch angle, using the spirit level installed 

on the upper edge of the lower door. 

2 If the reference line is horizontal, all water present in the tank has 

been drained from the outer wing and sump drains. 

3 If the reference line was larger than 1° nose down or 2° nose up, 

bring the aircraft in a horizontal pitch position using the spirit level, 

allow to settle for 30 minutes and drain at wing and sump 

drains. 

8.5b Oil 

The oil quantity operating range is 7.6 to 11.4 l (8 to 12 quarts). In 

general it will be advisable to fill oil system to 10 quarts and check 

oil quantity before each flight. However if a long distance flight is 

intended, the oil system shall be filled to the maximum sump capacity. 

The oil filler cap access panel is located on the left top of the upper 

cowling. A complete oil change should be made by a certified service 

station. 

1 Oil Specification 

Oil must conform to the latest revision of the Teledyne Continental 

Motor’s Specification, MHS-24 or MHS-25. Also refer to the 

Operator’s Manual of Continental Aircraft Engine TSIOL-550-C 

Series. 

2 Viscosity for Temperature Range 

All temperatures, use SAE 20W-50 or 

Above 4°C ambient air (S.L.), use SAE 50 

Below 4°C ambient air (S.L.), use SAE 30. 

8.5c Coolant 

Check coolant level prior to each flight. The respective access 

door is located on the left rear of the upper cowling. The inspection 

glass is located close to the coolant filler. Coolant level is 

8-6 




Section 8 


sufficient, if fluid is visible in the inspection glass. The cooling 

system is a closed system, so loss of coolant is a sign for damage 

of the system. In this case the aircraft has to be brought to service 

prior to the next flight. 

1 Coolant Specification 

The fluid used for cooling the engine is to be a 60/40 mixture of 

coolant/destilled water. Coolant (ethylene glycol) approved for 

use is: 

Texaco ETX 6024 TCM P/N 653125 

8.5d Landing Gear Hydraulic Fluid 

Check hydraulic fluid level prior to each flight. The respective inspection 

glass is located in the forward half of the right main 

wheel bay. Hydraulic fluid level is sufficient, if fluid is visible in 

the inspection glass. As the cooling system the landing gear hydraulic 

system is closed, so a loss of hydraulic fluid is a sign for damage 

of the system. In this case the aircraft has to be brought to 

service prior to the next flight. 

8.5e Air 

The aircraft is equipped with 15x6.0-6ply tires for the main gear 

and a 5.00-5-6ply tire (Good Year) for the nose wheel. Check 

wheel tire pressure prior to each flight. 

Tire pressure for nose tire is 3.5 bar (51 PSI) and for main gear tires 

is 5.7 bar (80 PSI). 

8.6 Cleaning and Care 

8.6a Windshield-Windows 

The acrylic windshield and windows should be cleaned with an 

aircraft windshield cleaner. Apply the cleaner sparingly with soft 

cloths, and rub with moderate pressure until all dirt, oil scum and 

bug stains are removed. Allow the cleaner to dry, then wipe it off 

with soft flannel cloths. 

Caution 

Never use gasoline, benzine, alcohol, acetone, fire extinguisher 

or anti-ice fluid, lacquer thinner or glass cleaner to clean 

plastic. These materials will attack the plastic and may cause 

it to craze. 


8-7

Section 8 




Follow by carefully washing with a mild detergent and plenty of 

water. Rinse thoroughly, then dry with a clean moist chamois. Do 

not rub the plastic with a dry cloth since this builds up an electrostatic 

charge which attracts dust. Waxing with a good commercial 

wax will finish the cleaning job. A thin, even coat of wax, polished 

out by hand with clean soft flannel cloths, will fill in minor 

scratches and help prevent further scratching. 

Do not use a canvas cover on the windshield unless freezing rain 

or sleet is anticipated since the cover may scratch the plastic surface. 

8.6b Painted Surfaces 

Generally, the painted surfaces can be kept bright by washing 

with water and mild soap, followed by a rinse with water and drying 

with cloths or a chamois. Harsh or abrasive soaps or detergents 

which cause corrosion or scratches should never be used. 

Remove stubborn oil and grease with a cloth moistened with a 

mild detergent. 

To seal any minor surface chips or scratches and protect against 

corrosion, the airplane should be waxed regularly with a good automotive 

wax applied in accordance with the manufacturer’s instructions. 

If the airplane is operated in a seacoast or other salt 

water environment, it must be washed and waxed more frequently 

to assure adequate protection. A heavier coating of wax on the 

leading edges of the wings and tail and on the cowl nose cap and 

propeller spinner will help reduce the abrasion encountered in 

these areas. Reapplication of wax will generally be necessary after 

cleaning with soap solutions or after chemical de-icing operations. 

When the airplane is parked outside in cold climates and it is necessary 

to remove ice before flight, care should be taken to protect 

the painted surfaces during ice removal with chemical liquids. 

Isopropyl alcohol will satisfactorily remove ice accumulations 

without damaging the paint. However, keep the isopropyl alcohol 

away from the windshield and cabin windows since it will attack 

the plastic and may cause it to craze. 

8.6c Propeller Care 

Preflight inspection of propeller blades for nicks, and wiping 

them occasionally with an oily cloth to clean off grass and bug 

stains will assure long blade life. Small nicks on the propeller, 

particularly near the tips and on the leading edges, should be 

8-8 




Section 8 


dressed out as soon as possible since these nicks produce stress 

concentrations, and if ignored, may result in cracks. Never use an 

alkaline cleaner on the blades; remove grease and dirt with a mild 

detergent. 

A clean propeller blade will assure good performance of the aircraft. 


8-9

Section 8 





8-10 




Section 9 

Supplements 


Section Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pages 

9 Supplements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 P. 

901 BENDIX/KING EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 P. 

902 BENDIX/KING KLN 90B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 P. 

903 BENDIX/KING KT 76A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

904 BENDIX/KING EHSI/KI 256 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 P. 

905 BENDIX/KING KX 155 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

906 BENDIX/KING KN 63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 P. 

907 BENDIX/KING KSG 105 with KA 51B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 P. 

908 Handheld COM/NAV Icom IC-A22E. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 P. 

909 BENDIX/KING KMA 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

910 Intercom PS Engineering PM3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

911 Bose Headset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

912 SHADIN MINIFLO-L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

913 POINTER 3000 ELT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

914 Flashlight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 P. 

915 GARMIN GNS 430 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 P. 

916 GARMIN GTX 320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

917 GARMIN GMA 340 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 P. 

918 LITEF LCR-92 with CCU EA-85511 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 P. 

919 BENDIX/KING KDM 706A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 P. 

920 GARMIN GTX 327 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 P. 

921 MORITZ Instrumentation Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 P. 

922 GARMIN GNS 530 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 P. 

923 Ice Protection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 P. 


9-1

Section 9 



Section 9 

Supplements 

Table of Contents (cont.) 

Section Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Pages 

924 GARMIN GTX 330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 P. 

925 BENDIX/KING KT 73 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 P. 




Section 9 

Supplements 

9 Supplements 


This Section consists of a series of supplements, each covering a 

single optional system which may be installed in the airplane. 

Each supplement contains a brief description and when applicable 

operating limitations, emergency and normal procedures, and 

performance. 

Issued: 5. November 15. October 1999 1999 

9-3

Section 9 

Supplements 




9-4 




Section 901 

BENDIX/KING Model EFS 40 two-tube 

Electronic Flight Instrumentation System 


Paragraph 

Page 

901.1 Section 1 - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-3 

901.1a General System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-3 

901.1b System Controls/Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-3 

901.1c System Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-12 

901.2 Section 2 - Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-12 

901.2a Placards:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-13 

901.3 Section 3 - Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-13 

901.3a Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-13 

901.3b Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-13 

901.4 Section 4 - Normal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-15 

901.4a Pre-flight Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-15 

901.4b In-Flight Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-15 

901.5 Section 5 - Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .901-16 


901-1

Section 901 




901-2 




Section 901 

BENDIX/KING EFIS 

901 BENDIX/KING EFIS 

901.1 Section 1 - General 

This manual is provided to acquaint the pilot with the limitations 

as well as normal and emergency operating procedures of the 

Bendix/ King-Model EFS 40 Two-Tube Electronic Flight Instrument 

System. The EFS 40 System must be operated within the 

limitations specified herein. 

Warning 

Do not attempt any operations in IMC prior to attaining proficiency 

in the use of the EFIS system. Use the Allied Signal Pilot’s 

Guide EFS 40/50 (5/96 006-08701-0000). 

901.1a General System Description 

The EFS 40 System consists of a 4"x4" ED-462 Electronic Display 

Unit ADI, a 4"x4" ED-461 Electronic Control Display Unit 

HSI with integral controls mounted in the bezel, and a remote 

mouted SG-465 symbol generator. The symbol generator interfaces 

with multiple sensors to compute the displays and data required 

by other systems on board on the aircraft. For EFIS 

configuration also refer to figure 901-1. 

The EFS 40 System provides conventional ADI and HSI functions 

along with bearings, distances and altitude as would normally 

be provided by separate RMI, DME and radar altimeter 

readouts. The displays are multicolored for ease of interpretation 

and include moving map presentations, weather radar overlays, 

choices of singel-cue vw. split-cue flight directors, and 360° vw. 

85° sector compass roses. 

Note ADF is not installed in the EA 400. 

901.1b System Controls/Displays 

Figures 901-2 and 901-3 illustrate the display units of the EFS 40 

System with various display screens shown. The item numbers of 

the figures refer to the appropriate numbered sub-paragraphs for 

feature description. 

1 NAVIGATION (NAV) SENSOR SELECT BUTTON - When 

pressed sequentially selects VOR (or LOC) or GPS for display 


901-3

Section 901 





EHSI 

Symbol 

Generator 

Figure 901-1 

901-4 




Section 901 


20 

20 

10 

10 

27 

10 

20 

10 

20 

ED 462 Electronic Display Unit EADI 

(Single-Cue Localizer Screen shown) 

23 25 

26 

15 

2 

1 

2 

1 

2 

350 HDG ALT 

4.5NM 

CRS 350 

23 

20 

10 

N 

20 

10 

120 KT 

TST 

TST 

REF 

REF 

3 

14 

4 

33 

1 

12 

11 

24 

N 

A 

VN 

A 

V 

H 

S 

IH 

S 

I 

DIR 

DIR 

L V 

O O 

C R 

1 

1 

10 

20 

57.8 NM 

CRS 

325 

S 

BRT 

BRT 

10 

20 

HDG 

012 

G 

S 

A 

R 

CA 

R 

C 

SYNC 

SYNC 

5 

13 6 

7 

22 23 

10 9 8 

ED 461 Electronic Control Display Unit EHSI 


(Revisionary Composite Screen shown) 

(Standard Screen shown) 

Figure 901-2 


901-5

Section 901 




20 

20 

10 

10 

27 

10 

20 

10 

20 

ED 462 Electronic Display Unit EADI 

(Single-Cue Localizer Screen shown) 

23 25 

26 

15 

2 

1 

2 

1 

2 

CRS 350 HDG ALT 

4.5NM 

120 KT 

20 N 

20 

23 

10 

10 

TST 

TST 

REF 

REF 

3 

14 

4 

33 

1 

12 

11 

25 

N 

A 

VN 

A 

V 

H 

S 

HI 

S 

I 

DIR 

DIR 

L V 

O O 

C R 

1 

1 

10 

20 

57.8 NM 

CRS 

325 

S 

BRT 

BRT 

10 

20 

HDG 

012 

G 

S 

A 

R 

CA 

R 

C 

SYNC 

SYNC 

5 

13 6 

7 

23 24 

10 9 8 





Figure 901-3 

2 on the course pointer/ deviation indicator. 

If the selected primary sensor is an ILS, the vertical scale will appear 

on the configured side. The vertical scale may be in view at 

all times, or depending on the configuration option selected at the 

time of installation, only when the selected course is within 105° 

of the aircraft heading. The vertical two letter identified GS will 

be annunciated in the pointer identifying the deviation source. 

3 NAVIGATION (1/2) SYSTEM SELECT BUTTON - When 

pressed will alternately select navigation receiver No. 1 or No. 2 

for presentation. Green annunciations indicate an “on side” approach 

approved NAV system and yellow annunciations indicate 

the “cross-side” system has been selected. Cyan annunciations 

apply to “on side” non-approach approved NAV systems. These 

color codes apply to the NAV source annunciation, CRS pointer 

901-6 




Section 901 


and deviation scale, CRS line in MAP mode, CRS digital readout, 

distance and ground speed readout. 

4 SELF TEST (TST/REF) BUTTON - When pressed and held for 

three seconds, activates an internal self test and displays all fault 

presentations. Upon completion, PASS or FAIL will be annunciated. 

To clear the PASS or FAIL annunciations, the TST/REF 

button must be pressed again (The EADI will clear automatically 

in 5 seconds). 

When pressed momentarily (for less than three seconds) when 

not in a MAP mode, DME ground speed readouts can be converted 

to time-to-station and vice versa. 

5 RANGE UP BUTTON - Selects the next longer distance range to 

be displayed when in the NAV MAP or WEATHER mode of operation. 

6 RANGE DOWN BUTTON - Selects the next shorter distance 

range to be displayed when in the NAV MAP or WEATHER 

mode of operation. 

Note AVAILABLE RANGES INCLUDE 5, 10, 20, 40, 80, 160, 240, 

320 AND 1000 NAUTICAL MILES. THE MAXIMUM AND 

MINIMUM SELCTABLE RANGES WITH RADAR DIS- 

PLAYED WILL BE DEPENDENT ON THE MAXIMUM AND 

MINIMUM RANGES OF THE RADAR SYSTEM IN- 

STALLED. 

7 ARC MODE SELECTOR BUTTON - When pushed, converts 

the standard 360° compass rose presentation (if being displayed) 

to a large scale, 85° sector presentation for expanded viewing of 

the compass rose/weather/moving map display in the vicinity directly 

ahead of the aircraft. Sequential button pushes provide the 

following format changes: (1) the compass arc, (2) the compass 

arc wiht moving map display, (3) the compass arc wiht the moving 

map display and weather radar, (4) the compass arc with 

weather radar (map information decluttered) and (5) back to the 

compass arc. If pushed when the EHSI presentation is in the 360° 

HSI mode, the initial arc will duplicate the existing 360° HSI format 

(See note after Item 12). 


901-7

Section 901 




8 HEADING SELECT (SYNC) KNOB - Rotated to position the 

heading bug. Pushing in on the center of the knob will sync the 

bug to the aircrafts present heading under the lubber line. 

9 NO. 2 BEARING POINTER SELECT BUTTON - Sequentially 

selects navigation sensors for waypoint bearing presentation in 

the manner of an ADF or RMI. The pointer is magenta and double 

barred. The sequence of presentation icludes: (1) declutter, (2) 

VOR 2, (3) DME (no pointer) and back to declutter. Upon 

successfull signal acquisition the pointer will appear, along with a 

pointer assignment annunciation in the lower right hand corner of 

the display. Should a flagged condition exist, the pointer will 

declutter and the pointer assignment annunciation will be 

flagged. If VOR 2 is selected and a LOC frequency is tuned, both 

the pointer and the assignment annunciation will declutter. If 

VOR 2 is selected along with a MAP presentation, the pointer 

will declutter and a diamond shape symbol will appear on the map 

field (if in range). If not in range, the pointer will remain. 

10 DISPLAY BRIGHTNESS (BRT) KNOB - Rotates to control display 

brightness (Bezel lighting is controlled through an airframe 

brightness control). 



the manner of an ADF or RMI.The pointer is light blue and single 

barred. The sequence of presentation includes: (1) declutter, (2) 

VOR 1, (3) ADF, (4) GPS, (5) DME (no pointer) and back to 

declutter. Upon successful signal acquisition the pointer will appear 

along with a pointer assignment annunciation in the lower 

left hand corner of the display. Should a flagged condition exist, 

the pointer will declutter and the pointer assignment annunciation 

will be flagged. If a VOR is selected and a LOC frequency is 

tuned, both the pointer and the assignment annunciation will 

declutter. If VOR 1 or GPS is selected along with a MAP presentation 

the pointer will declutter and a diamond shape symbol will 

appear on the map field (if in range). If not in range, the pointer 

will remain. 

12 COURSE SELECT (DIR) KNOB - Rotated to position the course 

pointer. Pushing in on the center of the knob will slew the course 

pointer on a direct-to course to the selected navigation facility 




Section 901 


13 360° HSI MODE SELECTOR BUTTON - When pushed converts 

the sector presentation (if being displayed) to a standard 

360° HSI compass rose. If pushed when already in the 360° HSI 

mode, will select the following sequential formats: (1) the compass 

rose with moving map display and (2) the compass rose with 

moving radar. Repeated button pushes will continuously sequence 

through the available 360° HSI formats. 

14 COMPOSITE DISPLAY - A reversionary attitude/ navigation 

display presented on the lower tube when selected. To be used 

only in case of fault with the upper display. Includes a heading 

tape on the horizon line along with heading bug and course index. 

15 COMPOSITE DISPLAY HEADING BUG - Moves horizontally 

along heading tape. 

16 COMPOSITE DISPLAY COURSE INDEX - Moves horizontally 

along heading tape (replaces course pointer). 

Note 

SYMBOLOGY I COLOR CODED TO INDICATE THE 

SOURCE OF DATA ON THE EHSI. DATA WHICH IS CODED 

INCLUDES THE DISTANCE AND GROUND SPEED READ- 

OUTS, DIGITAL COURSE READOUT, NAV SOURCE SE- 

LECT ANNUNCIATION, COURSE POINTER, COURSE 

D-BAR, GLIDESLOPE POINTER AND INBOUND COURSE 

LINE, THE COLOR OF THIS DATA IS AS FOLLOWS: 

GREEN = (ON-SIDE DATA) NAV 1 (LOC 1) 

YELLOW = (CROSS-SIDE DATA) NAV 2 (LOC 2) 

CYAN = GPS (GREEN WHEN APPROACH APPROVED 

RNAV DATA IS DISPLAYED) 

Miscellaneous Controls 

17 EFIS MASTER SWITCH (refer to figure 7-6) - Supplies power 

to the EFS 40 system. 

18 FLIGHT DIRECTOR SELECT (FD SEL) SWITCH (Not 

shown) - Selects the split cue flight director presentation. 

19 COMPOSITE DISPLAY (CMPST/DISP) ANNUNCIA- 

TOR/SWITCH (See figure 901-1) - Annunciates and switches 

presentations from a normal EADI/EHSI configuration to a re- 


901-9

Section 901 




versionary composite attitude display with compass and navigation 

information on both display tubes. 

20 ADI DOWN ANNUNCIATOR/SWITCH (See figure 901-1) - 

Displays EADI information on the EHSI display tube. Can be 

used in combination with the CMPST/DISP annunciator/switch. 

21 Dimmer EADI CONTROL KNOB (See figure 901-1) - Controls 

brightness of the EADI. 

22 DME SWITCH - Refer to sections 906 (if KN 63 installed) or 919 

(if KDM 706A installed) for location and function. (When GPS is 

the selected source for course deviation on the EHSI, the GPS will 

auto tune the DME regardless of switch positon). 

Miscellaneous Displays 

23 MAGNETIC/TRUE HEADING ANNUNCIATIONS (Not 

shown) - Magnetic compass heading is automatically displayed 

in VOR/LOC and RNAV. However, when primary NAV source 

is GPS, the reference annunciation can be either blank for magnetic 

heading or “T” for true heading. 

If the compass card is in MAG, all bearing pointers may be displayed. 

The true sources are converted to magnetic. If the 

compass card is in TRUE, only the GPS, which is providing the 

MAG VAR information, can be displayed. 

24 DIGITAL COURSE DISPLAYS - In the upper left corner of the 

EHSI an alphanumeric readout of the course pointer annunciates 

CRS and indicates the selected navigation course in degrees. Desired 

Track readout DTK, generated by the GPS system replaces 

CRS in RNAV mode. The GPS may display CRS or DTK depending 

on the GPS mode. 

25 DIGITAL HEADING BUG - Present in the composite mode (On 

the EHSI when the analog bug is no longer in view such as is possible 

in the sector presentation, a numerical display will appear, 

color coded to the heading bug, but minus the word “HDG”). 

26 DISTANCE AND GROUND SPEED DISPLAYS - The EHSI 

provides three DME data displays in the upper right corner, lower 

left corner below the #1 bearing pointer sensor annunciator and 




Section 901 


lower right corner below #2 bearing pointer sensor annunciator. 

In the upper right corner an alphanumeric readout annunciates 

distance in nautical miles from the aircraft to the selected DME or 

VORTAC station in NAV mode, or to the waypoint in GPS 

(RNAV) mode. Below the distance readout is an alphanumeric 

readout which displays the aircraft ground speed in knots or 

time-to-station (Use the TST/REF button). 

When DME HOLD is selected, the DME distance color changes 

to white. The hold state is indicated by an amber colored letter 

“H”. 

In the event that the VORTAC or DME station is out of range or 

not in operation, or if for any reason the DME receiver is operational 

but not providing computed data, the distance will be dahed 

in the original color. If the DME receiver is indicating an internal 

fault, is being tuned by another receiver, or is turned off, distance 

and ground speed readouts will be dashed in red. 

27 WINDS ALOFT - A small white arrow in the upper left section of 

the EHSI rotates with the heading and indicates the direction of 

the wind. The velocity of the wind is shown in a white numeric 

readout. 

The wind vector will be presented continuously when valid data 

is received from the GPS. 

28 RISING RUNWAY/EXPANDED LOCALIZER DEVIATION 

INDICATOR - Moving green indicator representing an approaching 

runway. Rises and expands in size with reduced radar 

altitude and moves left and right in reference to the localizer centerline. 

Displayed when localizer is selected. 

29 DRIFT ANGLE BUG (Not shown) - An unfilled cyan triangular 

pointer which rotates about the outside of the compass scale. The 

drift angle bug represents aircraft actual track. 

The drift angle bug information is provided by the GPS and will 

only be displayed when the GPS is the selected primary navigation 

sensor and valid information is present. 

30 MAP MODES (Not shown) - The EHSI provides two map formats: 

(1) 360° and (2) an approximate 85° sectored map display 

in front of the aircraft. 

A four point symbol represents a waypoint as programmed by the 


901-11

Section 901 




901.1c System Power 

RNAV. A hexagonal symbol represents a VOR, VOR/DME or 

VORTAC station. A four-sided symbol represents an airport. 

Course lines inbound to a waypoint may be cyan if not approach 

approved (i.e., RNAV enroute) or green if approach approved. 

The outbound course lines are white (inbound course lines from 

cross-side sensors are yellow). 

NO MAP will be annunciated when graphic course lines are not 

available. 

1 BATTERY (BAT) SWITCH FUNCTIONS - The airplane BAT 

switch functions are unchanged. 

2 CIRCUIT BREAKERS - The following circuit breakers are used 

to protect the elements of the Bendix/King EFS 40 Electronic 

Flight Instrumentation System. 

LABEL: 


SYMB GEN 

INV 

FUNCTION: 

28VDC main power source for the EADI through the symbol 

generator. 

28VDC main power source for the EHSI through the symbol generator. 

115 VAC reference signal for the SG 

901.2 Section 2 - Limitations 

1 Standby artificial horizon must be operating for departure. 

2 No yellow SG or DU flag may be visible prior to departure (EX- 

CEPTION: A 30 minute ferry flight to a repair facility in VFR 

conditions is permissible). 

3 Composite mode is approved for use only after a failure of the upper 

display unit. 

901.2a Placards: 

None. 




Section 901 


901.3 Section 3 - Emergency Procedures 

901.3a Emergency Procedures 

None. 

901.3b Abnormal Procedures 

1 If a red ATTITUDE FAIL annunciation appears on the EADI: 

REFER TO ALTERNATE INSTRUMENTS FOR PROPER 

ATTITUDE information. 

2 In the event of a failure of the EADI display unit: 

CMPST/DISP button - PRESS to activate the composite reversionary 

attitude/navigation display on the lower tube. The basic 

attitude display will be preserved along with a stabilized heading 

tape on the artificial horizon and navigation information presented 

on an ADI. Weather radar and radar altitude will not be 

present in this mode. 

CAUTION 

IF DATA ON THE EFS 40 IS MISSING OR ABNORMAL IN 

FLIGHT, REFER TO ALTERNATE INSTRUMENTS FOR 

THE REMAINDER OF THE FLIGHT. 

3 Automatic built in test and monitoring functions integral to the 

EFS 40 software detect component failures and present failure 

annunciations on the faces of the EFIS displays. A small red SG 

annunciation indicates an internal self-test failure. 

4 A compass failure is indicated by a red HDG flag. Simultaneously, 

the course pointer head and tail will declutter leaving the 

d-bar (The d-bar will reorient vertically on the face of the EHSI 

providing horizontal deviation in the manner of a CDI). 

5 If the selected navigation sensor is flagged or indicates an internal 

fault, the affected deviation scale will declutter and be flagged. 

The affected RMI pointer will declutter and the pointer assignment 

annunciation will be flagged. 

6 In the event that the VORTAC or DME station is out of range or 


but not providing computed data, distance and ground 

speed will be dashed on the EHSI but no flags will be displayed. 


901-13

Section 901 




7 If the DME receiver is indicating an internal fault or turned off, 

distance and ground speed readout will be flagged (dashed in 

red). 

8 In the event of a failure of the heading or course control knobs, red 

flags will appear on the heading bug, or on the head an tail of the 

course pointer as appropriate. 

9 If data on the EHSI is missing or abnormal in flight, refer to alternate 

instruments for useable data for the remainder of the flight. 

1 EFS 40 Component Failures 

CAUTION 

FOLLOWING FAILURE OF A RED GUN IN ANY DISPLAY 

TUBE, RED WARNING FLAGS WILL NOT BE VISIBLE. 

2 Symbol Generator Failures 

1 A large red SG annunciation indicates a catastrophic failure of the 

symbol generator. 

2 A yellow SG annunciation indicates a failure of the symbol generator 

cooling fan. 

3 If a fan failure is indicated in flight: 

a 

b 

Continue using the symbol generator with caution, verifying the 

validity of displayed data by reference to alternate instruments. 

Although a symbol generator failure is unlikely, consideration 

should be given to securing power to the symbol generator. 

3 Control/Display Unit Failures 

1 A yellow DU annunciation indicates a failure of a display unit 

cooling fan. 


a 

Monitor the presentation for an abnormal appearance which will 

indicate impending failure. 




Section 901 


b 

c 

Although a tube failure is very unlikely, consideration should be 

given to shutting off the system and flying with alternate instruments. 

Also, system heating can be reduced by lowering the lighting intensity 

of the presentation. 

3 A red CP annunciation indicates a control panel failure but could 

be as simple as a stuck key. Continue operation with caution, verifying 

the validity of displayed data by reference to alternate instruments. 

901.4 Section 4 - Normal Procedures 

901.4a Pre-flight Check 

1 Aircraft engines operating. 

2 EFIS Switch on. 

3 Turn the BRT + EADI Dimmer knobs to obtain the desired levels 

of illumination on the display tubes. 

4 Press the TST REF button, hold for three seconds and release to 

activate the system self test and view the fault presentations. Verify 

SELF TEST PASS is annunciated. To clear the EHSI fault 

presentations (the EADI will clear automatically in 5 seconds), 

press TST REF again. 

901.4b In-Flight Operation 

1 Select the NAV sensor desired through use of the NAV button. 

2 Select NAV system #1 or #2 through the use of the HSI or ARC 

buttons. 

3 Select the display mode (map and/or radar) through repeat HSI or 

ARC button pushes. 

CAUTION 

TRANSITION FROM HSI PRESENTATIONS TO CONVEN- 

TIONAL CDI PRESENTATIONS (MAP FORMAT) WITH 


901-15

Section 901 


a 



CAUTION. CDI LEFT-RIGHT DEVIATION MAY APPEAR 

REVERSED WHEN TRAVELING OUTBOUND ON A TO IN- 

DICATION OR INBOUND ON A FROM INDICATION (LO- 

CALIZER CDI LEFT-RIGHT DEVIATION IS 

AUTOMATICALLY CORRECTED BY THE EHI 40 TO 

ELIMINATE THE NEED TO FLY REVERSE SENSING ON 

THE BACK COURSE. BC IS ANNUNCIATED AND THE CDI 

IS CORRECTED FOR PROPER STEERING COMMANDS 

WHEN THE AIRPLANE HEADING DEVIATES MORE 

THAN 105°FROM THE COURSE POINTER, THE COURSE 

POINTER SHOULD BE SET TO THE LOCALIZER FRONT 

COURSE INBOUND HEADING). 

If GPS MAP is displayed select the desired MAP presentation 

through momentary sequential button pushes (less than three 

secons) of the TST REF button. 

4 Course Pointer and Heading Bug Slew 

Use heading select (SYNC) and course select (DIR) knobs to select 

the desired bearing or course. The center push buttons in each 

knob may be used to: (1) rapidly acquire the direct-to course to 

the station (DIR button) or (2) center the heading bug under the 

lubber line (SYNC button). 

5 RMI/Waypoint Bearing Pointers 

Use the No. 1 or No. 2 bearing pointer select buttons to display the 

bearing to the desired station or waypoint through sequential button 

pushes (DME alone may also be displayed). 

NOTE 

THESE BUTTONS MAY BE USED TO DISPLAY DME 

ALONE WITHOUT A POINTER. 

901.5 Section 5 - Performance 

No change. 




Section 902 

BENDIX/KING KLN90B 

GPS Navigation System 


Paragraph 

Page 


902.1a Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .902-4 

902.2 Section 2 - Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .902-7 

902.2a IFR Navigation Restriction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .902-7 

902.3 Section 3 - Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .902-8 

902.4 Section 4 - Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .902-8 

902.4a Approach Mode Sequencing and RAIM Prediction. . . . . . . . . . . . . .902-9 

902.4b GENERAL NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .902-11 



902-1

Section 902 




902-2 




Section 902 

BENDIX/KING KLN 90B 

902 BENDIX/KING KLN 90B 


The KLN 90B GPS unit is installed on the avionic panel (refer to 

fig. 7-8) and contains the GPS sensor, the navigation computer, a 

CRT display, and all controls required to operate the unit. It also 

houses the data base cartridge which plugs directly into the back 

of the unit. The data loader jack used for updating the GPS database 

is installed at the right bottom of the right main panel 

The data base cartridge is an electronic memory containing information 

on airports, navaids, intersections, SID’s, STAR’s, instrument 

approaches, special use airspace, and other items of value to 

the pilot. Every 28 days, Bendix/King receives new data base information 

from Jeppesen Sanderson for the North American data 

base region. This information is processed and downloaded onto 

the data base cartridges. Bendix/King makes these data base cartridge 

updates available to KLN 90B GPS users. 

Provided the KLN 90B GPS navigation system is receiving adequate 

usable signals, it has been demonstrated capable of and has 

been shown to meet the accuracy specifications of: 

VFR/IFR en route oceanic and remote, en route domestic, terminal, 

and instrument approach (GPS, Loran-C, VOR, VOR-DME, 

TACAN, NDB, NDB-DME, RNAV) operation within the U.S. 

National Airspace System, North Atlantic Minimum Navigation 

Performance Specifications (MNPS) Airspace and latitudes 

bounded by 74° North and 60° South using the WGS-84 (or NAD 

83) coordinate reference datum in accordance with the criteria of 

AC 20-138, AC 91-49, and AC 120-33. Navigation data is based 

upon use of only the global positioning system (GPS) operated by 

the United States. 

NOTE 

NOTE 

Aircraft using GPS for oceanic IFR operations may use the KLN 

90B to replace one of the other approved means of long-range navigation. 

A single KLN 90B GPS installation may also be used on 

short oceanic routes which require only one means of long-range 

navigation. 

LBA approval of the KLN 90B does not necessarily constitute approval 

for use in foreign airspace. 


902-3

Section 902 




Warning 


in the use of the KLN 90B. 

Left Cursor 

Power/Brightness 

Right Cursor 

BENDIX/KING 

KLN 90B TS0 

NAV 

FLP 

MODE 

TRIP 

CRSR 

CALC 

STAT 

SETUP 

OTHER 

1:KNEW 

2:GPT 

3:SJI 

4:CEW 

5:MAI 

8:KPIE 

D -SJI 

+ + + + + + + + + + + 

DIS 90.4NM 

GS 180KT 

ETE :30 

BRG 062° 

FPL 0 ENR-LEG NAV 1 

MSG ALT D CLR 

ENT 

NAV 

D/T 

ACTV 

REF 

CTR 

BRT 

CRSR 

PUSH 

ON 

ATP 

VOR 

NDB 

INT 

SUPL 

GPS 

Message 

Enter 

Left Inner 

Altitude 

Clear 

Right Inner 

Left Outer 

Direct To 

Right Outer 

Figure 902-1 

902.1a Description 

1 Buttons and Knobs 

The KLN 90B has five knobs and seven buttons which are used to 

perform all operations. In general the two concentric knobs and 

the cursor button [CRSR] located on the left side of the unit are 

used to select pages and enter data on the left side of the screen. 

Likewise, the two concentric knobs and the cursor button on the 

right side of the unit are used to select pages and enter data on the 

right side of the screen. 

The [CRSR] buttons activate the respective cursors. 

The [MSG] button is used to indicate a message on the message 

page. 

The [ALT] button i used to display the Altitude page. 

The [D>] button is used to initiate Direct To operation. 

The [CLR] button is used to delete the data on the cursor position. 

The [ENT] button is used to complete various kinds of operations. 

902-4 




Section 902 


1 Operation of left and right knobs - Cursor on: 

Press desired [CRSR] button. With the cursor on, outer knob controls 

cursor location and inner knob selects the character. 

With the inner knob in, make selection character by character. 

With the inner knob out, make selection by scanning through the 

database alphabethically. (Ride side only) 

2 Operation of left and right knobs - Cursor off: 

Outer knob selects page type (APT, VOR, etc.) 

Inner knob selects specific page (APT 1, APT 2, etc.) 

2 System Annunciatiors/Switches/Controls 

1 EHSI NAV presentation (NAV) switch annunciator - May be 

used to select data for presentation on the pilot’s HSI; either NAV 

data from the number one navigation receiver or GPS data from 

the KLN 90B GPS. 

2 Message (MSG) annunciator on EHSI display - Will flash to alert 

the pilot of a situation that requires attention. Press the MSG button 

on the KLN 90B GPS to view the message. (Appendix B of 

the KLN 90B Pilot’s Guide contains a list of all of the message 

page messages and their meanings.) 

3 Waypoint (WPT) annunciator on EHSI display - Prior to reaching 

a waypoint in the active flight plan, the KLN 90B GPS will provide 

navigation along a curved path segment to ensure a smooth 

transition between two adjacent legs in the flight plan. This feature 

is called turn anticipation. Approximately 20 seconds prior to 

the beginning of turn anticipation the WPT annunciator will 

flash, going solid upon initialization of the turn, and extinguishing 

upon turn completion. 

WARNING 

Turn anticipation is automatically disabled for FAF waypoints 

and those used exclusively in SID/STARS where overflight 

is required. For waypoints shared between SID/STARS 

and published en route segments (requiring overflight in the 

SID/STARS), proper selection on the presented waypoint 

page is necessary to provide adequate route protection on the 

SID/STARS. 


902-5

Section 902 




4 GPS omni bearing or leg (GPS CRS OBS/LEG) course 

switch/annunciator located on the top of the left main panel - 

Used to select the basic modes of KLN 90B operation, either a) 

single waypoint with omni - bearing course (OBS) selection 

through that waypoint (like a VOR) or b) automatic leg sequencing 

(LEG) between waypoints. GPS CRS is white. OBS is amber. 

NOTE 

Either LEG or OBS will illuminate during system self test depending 

upon switch position. 

5 EHSI course control [DIR] knob - Provides analog course input to 

the KLN 90B in OBS when the NAV/GPS switch/annunciator is 

in GPS. When the NAV/GPS switch annunciation is in NAV, 

GPS course selection in OBS mode is digital through the use of 

the controls and display at the KLN 90B. 

NOTE 

Manual EHSI course centering in OBS using the control knob can 

be difficult, especially at long distances. Centering the dbar can 

best be accomplished by pressing and then manually setting the 

EHSI pointer to the course value prescribed in the KLN 90B displayed 

message. 

6 GPS approach (GPS APR ARM/ACTV) switch/annunciator located 

on the top of the left main panel - Used to a) manually select 

or deselect approach ARM (or deselect approach ACTV) and b) 

annunciate the stage of approach operation either armed (ARM) 

or activated (ACTV). Sequential button pushes if in ACTV 

would first result in approach ARM and then approach arm canceled. 

Subsequent button pushes will cycle between the armed 

state (if an approach is in the flight plan) and approach arm canceled. 

Approach ACTV cannot be selected manually. 

7 RMI NAV presentation switch on EHSI - May be used to select 

data for presentation on the RMI. 

3 Pilot’s Display 

Left/right steering information is presented on the pilot’s EHSI as 

a function of the NAV/GPS switch position. 




Section 902 



The KLN 90B GPS Pilot’ s Guide, P/N 006-08773-0000, dated 

December, 1994 (or later applicable revision) must be immediately 

available to the flight crew whenever navigation is predicated 

on the use of the system. The Operational Revision Status 

(ORS) of the Pilot’ s Guide must match the ORS level annunciated 

on the Self Test page. 

902.2a IFR Navigation Restriction 

1 The system must utilize ORS level 20 or later LBA approved revision. 

2 The data on the self test page must be verified prior to use. Verify 

valid altitude data is available to the KLN 90B prior to flight. 

3 IFR en route and terminal navigation is prohibited unless the pilot 

verifies the currency of the data base or verifies each selected 

waypoint for accuracy by reference to current approved data. 

4 Instrument approaches must be accomplished in accordance with 

approved instrument approach procedures that are retrieved from 

the KLN 90B data base. The KLN 90B data base must incorporate 

the current update cycle. 

a 

b 

c 

d 

e 

The KLN 90B Memory Jogger, P/N 006-08785-0000, dated 

12/94 (or later applicable revision) must be immediately available 

to the flight crew during instrument approach operations. 

Instrument approaches must be conducted in the approach mode 

and RAIM must be available at the Final Approach Fix. 

APR ACTV mode must be annunciated at the Final Approach 

Fix. 

Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS 

approaches are not authorized. 

When an alternate airport is required by the applicable operating 

rules, it must be served by an approach based on other than GPS 

or Loran-C navigation. 


902-7

Section 902 




f 

The KLN 90B can only be used for approach guidance if the reference 

coordinate datum system for the instrument approach is 

WGS-84 or NAD-83. (All approaches in the KLN 90B data base 

use the WGS-84 or the NAD-83 geodetic datums.) 

5 The aircraft must have other approved navigation equipment appropriate 

to the route of flight installed and operational. 


1 If the KLN 90B GPS information is not available or invalid, utilize 

remaining operational navigation equipment as required. 

2 If a “RAIM NOT AVAILABLE” message is displayed while 

conducting an instrument approach, terminate the approach. Execute 

a missed approach if required. 

3 If a “RAIM NOT AVAILABLE” message is displayed in the en 

route or terminal phase of flight, continue to navigate using the 

KLN 90B or revert to an alternate means of navigation appropriate 

to the route and phase of flight. When continuing to use GPS 

navigation, position must be verified every 15 minutes using 

another IFR approved navigation system. 

4 Refer to the KLN 90B Pilot’ s Guide, Appendices B and C, for appropriate 

pilot actions to be accomplished in response to annunciated 

messages. 


WARNING 

Familiarity with the en route operation of the KLN 90B does 

not constitute proficiency in approach operations. Do not attempt 

approach operations in IMC prior to attaining proficiency 

in the use of the KLN 90B. 

Normal operating procedures are outlined in the KLN 90B GPS 

Pilot’s Guide, P/N 006-08773-0000, dated December, 1994, (or 

later applicable revision). A KLN 90B Memory Jogger, P/N 

006-08785-0000 dated 12/94 (or later applicable revision) containing 

an approach sequence, operating tips and approach related 




Section 902 


messages is intended for cockpit use by the KLN 90B familiar pilot 

when conducting instrument approaches. 

WARNING 

NOTE 

To prevent the possibility of turn anticipation causing potentially 

misleading navigation when the aircraft is not on course: 

Verify the HSI course and D-BAR presentation is proper 

prior to takeoff. 

Do not switch from OBS to LEG with greater than 1 nm cross 

track error (XTK). If misleading data is suspected, a Direct-To 

operation to your desired waypoint will clear any 

previous OBS course, and cancel turn anticipation. 

After an Direct-To operation, further reorientation to the nearest 

leg of the active flight plan may be accomplished by pressing 

[D>], [CLR], [ENT]. 

902.4a Approach Mode Sequencing and RAIM Prediction 

NOTE 

NOTES 

The special use airspace alert will automatically be disabled prior 

to flying an instrument approach to reduce the potential for message 

congestion. 

Using the right hand outer knob, select the ACT (Active Flight 

Plan Waypoints) pages. Pull the right hand inner knob out and 

scroll to the destination airport, then push the inner knob in and 

select the ACT 7 or ACT 8 page. 

1 En route, check for RAIM availability at the destination airport 

ETA on the STA 5 page. 

NOTE 

RAIM must be available at the FAF in order to fly an instrument 

approach. Be prepared to terminate the approach upon loss of 

RAIM. 

2 At 30 nm from the FAF: 

a 

b 

Verify automatic annunciation of APR ARM. 

Note automatic dbar scaling change from *5.0nm to *1.0 nm 

over the next 30 seconds. 


902-9

Section 902 




c 

d 

Update the KLN 90B altimeter baro setting as required. 

Internally the KLN 90B will transition from en route to terminal 

integrity monitoring. 

3 Select Super NAV 5 page to fly the approach procedure. 

a 

If receiving radar vectors, or need to fly a procedure turn or holding 

pattern, fly in OBS until inbound to the FAF. 

NOTE 

WARNING 

OBS navigation is TO-FROM (like a VOR) without waypoint sequencing. 

To prevent the possibility of turn anticipation causing potentially 

misleading navigation when the aircraft is not on course, 

do not switch from OBS to LEG with greater than 1 nm 

cross track error (XTK). 

b 

NoPT routes including DME arc’ s are flown in LEG. LEG is 

mandatory from the FAF to the MAP. 

NOTE 

WARNING 

NAV or APR coupled DME arc intercepts can result in excessive 

overshoots (aggravated by high ground speeds and intercepts 

from inside the arc). 

Flying final outbound from an off-airport vortac on an overlay 

approach; beware of the DME distance increasing on final 

approach, and the GPS distance-to-waypoint decreasing, 

and not matching the numbers on the approach plate! 

4 At or before 2 nm from the FAF inbound: 

a 

b 

Select the FAF as the active waypoint, if not accomplished already. 

Select LEG operation. 

5 Approaching the FAF inbound (within 2 nm.): 

a 

Verify APR ACTV. 




Section 902 


b 

c 

Note automatic dbar scaling change from *1.0 nm to *0.3nm over 

the 2 nm inbound to the FAF. 

Internally the KLN 90B will transition from terminal toapproach 

integrity monitoring. 

6 Crossing the FAF and APR ACTV is not annunciated: 

a 

b 

Do not descend. 

Execute the missed approach. 

7 Missed Approach: 

a 

b 

Climb 

Navigate to the MAP (in APR ARM if APR ACTV is not available). 

NOTE 

There is no automatic LEG sequencing at the MAP. 

c 

After climbing in accordance with the published missed approach 

procedure, press [D>], verify or change the desired holding fix 

and press ENT. 

902.4b GENERAL NOTES 

1 The data base must be up to date for instrument approach operation. 

2 Only one approach can be in the flight plan at a time. 

3 Checking RAIM prediction for your approach while en route 

using the STA 5 page is recommended. A self check occurs automatically 

within 2nm of the FAF. APR ACTV is inhibited without 

RAIM. 

4 Data cannot be altered, added to or deleted from the approach 

procedures contained in the data base. (DME arc intercepts may 

be relocated along the arc through the SUPER NAV 5 or the FPL 

0 pages). 


902-11

Section 902 




5 Some approach waypoints do not appear on the approach plates 

(including in some instances the FAF)! 

6 Waypoint suffixes in the flight plan: 

i - IAF 

f - FAF 

m - MAP 

h - missed approach holding fix. 

7 The DME arc IAF (arc intercept waypoint) will be a) on your present 

position radial off the arc VOR when you load the IAF into 

the flight plan, or b) the beginning of the arc if currently on a radial 

beyond the arc limit. To adjust the arc intercept to be compatible 

with a current radar vector, bring up the arc IAF waypoint in 

the SUPER NAV 5 page scanning field or under the cursor on the 

FPL 0 page, press CLR, then ENT. Fly the arc in LEG. Adjust the 

HSI or CDI course pointer with reference to the desired track value 

on the SUPER NAV 5 page (it will flash to remind you). 

Left/right dbar information is relative to the arc. Displayed distance 

is not along the arc but direct to the active waypoint. If desired, 

select NAV 2 page for digital DME arc distance to and radial 

from the reference VOR. (The ARC radial is also displayed on the 

SUPER NAV 5 page.) 

8 The DME arc IAF identifier may be unfamiliar. Example: D098G 

where 098 stands for the 098° radial off the referenced VOR, and 

G is the seventh letter in the alphabet indicating a 7 DME arc. 

9 APR ARM to APR ACTV is automatic provided: 

a 

b 

c 

d 

e 

f 

You are in APR ARM (normally automatic). 

You are in LEG mode! 

The FAF is the active waypoint! 

Within 2 n.m. of the FAF. 

Outside of the FAF. 

Inbound to the FAF. 




Section 902 


g 

RAIM is available. 

10 Direct-To operation between the FAF and MAP cancels APR 

ACTV. Fly the missed approach in APR ARM. 

11 Flagged navigation inside the FAF may usually be restored (not 

guaranteed) by pressing the GPS APR button changing from 

ACTV to ARM. Fly the missed approach. 

12 The instrument approach using the KLN 90B may be essentially 

automatic starting 30 nm out (with a manual baro setting update) 

or it may require judicious selection of the OBS and LEG modes. 

13 APR ARM may be canceled at any time by pressing the GPS APR 

button. (A subsequent press will reselect it.) 


Not Applicable. 


902-13

Section 902 





902-14 




Section 903 

BENDIX/KING KT 76A 

Panel Mounted Transponder 


Paragraph 

Page 


903.1a Reply Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .903-3 


903.3 Section 3 - Emergency Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .903-4 

903.4 Section 4 - Normal Procedure: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .903-4 

903.4a Squawk Ident. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .903-4 

903.5 Section 5- Performance:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .903-5 


903-1

Section 903 




903-2 




Section 903 


903 BENDIX/KING KT 76A 


Two KT 76A are installed on the avionic panel (refer to fig. 7-8). 

Additionally a transponder selection switch is installed on the left 

main panel (refer to figure 7-5). 

The KT 76A (see figure 903-1) receives interrogations at 1030 

MHz, and these trigger a coded response of radar pulses, which 

are transmitted back to ATC at 1090 MHz. The return reinforces 

Function Selector 

Reply Light 

Code Windows 

ON 

SBY 

OFF 

ALT 

TST 

IDENT 

2 3 4 

KT 76 A 

BENDIX/KING 

Ident Pushbutton 

Control Knobs 

Figure 903-1 

your aircraft’s image or “blip” on the controller’s radar screen. 

Bendix/King Transponder KT 76A can reply to radar in any of 

4096 preselected codes. Each code is identified by a unique group 

of pulses. With either an encoding altimeter or blind encoder, the 

KT 76A also provides ground radar with a continuos report of 

your altitude. 

903.1a Reply Light 

During normal operation, the flashing Reply Light indicates that 

the KT 76A is functioning properly and replying to interrogations 

from ground radar. Interrogations occur at 10-15 second 

intervals, corresponding to each radar sweep. Frequently, the 

reply light will blink almost continuously, meaning that the 


903-3

Section 903 




transponder is responding to interrogations from several radar 

stations. 



903.3 Section 3 - Emergency Procedure 

Code 7700: 

Code 7600: 

Code 7500: 

Reserved for emergencies. Use it to gain immediate attention and 

help from Air Traffic Control monitoring your location. 

Signifies communication failure. Use it to tell the controller that 

your COM radio is not working. If you can still receive transmissions, 

respond to ATC with your transponder, following ATC instructions. 

Use to report a hijacking. 

903.4 Section 4 - Normal Procedure: 

After engine start-up, turn the function selector to the Standby 

(SBY) position. Then select the proper reply code by rotating the 

code select knobs. There is no need to move the “caret” back to 

the first digit; it will automatically return after about five seconds. 

The KT 79 will retain the reply code through power shutdowns if 

the code has not been changed during the 5 seconds prior to removing 

power. 

As soon as aircraft is airborne, switch the function selector to ON. 

Your KT 76A is now operating in “Mode A”, or normal mode. To 

operate in “Mode C”, or altitude reporting mode, turn the function 

selector to ALT (if aircraft is equipped with altitude encoding 

equipment). Altitude reports are automatically updated in 

100-foot increments, from -1,000 ft to 35,000 ft 

903.4a Squawk Ident 

When you are asked to “ident” by ATC, briefly press the ident 

push-button. Your aircraft will be positively identified to the Air 

Traffic Controller. 




Section 903 


903.5 Section 5 - Performance: 

Not Applicable 


903-5

Section 903 





903-6 




Section 904 

BENDIX/KING Model EHSI/KI 256 

Flight Instrumentation System 


Paragraph 

Page 


904.1a General System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-3 

904.1b EHSI Controls/Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-3 

904.1c System Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-10 

904.1d KI 256 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-11 

904.2 Section 2 - Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-11 

904.2a Placards:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-11 

904.3 Section 3 - Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-11 

904.3a Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-11 

904.3b Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-12 

904.4 Section 4 - Normal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-14 

904.4a Pre-flight Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-14 

904.4b In-Flight Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .904-14 



904-1

Section 904 




904-2 

Issued: 15. 11. October August 2000 1999



Section 904 

BENDIX/KING EHSI/KI 256 System 

904 BENDIX/KING EHSI/KI 256 System 


Note 

The BENDIX/KING EHSI/KI 256 System is an alternative to 

the EFIS. 

This manual is provided to acquaint the pilot with the limitations 

as well as normal and emergency operating procedures of the 

Bendix/ King-Model EHSI/KI 256 Flight Instrumentation System. 

This system combines the conventional gyroscopically stabilized 

bank and pitch indicator (KI 256) with the EHSI. 

The system must be operated within the limitations specified herein. 

Warning 


in the use of the EHSI / KI 256 system. Use the Allied 

Signal Pilot’s Guide EHI 40 (006-08423-00005). 

904.1a General System Description 

The EHSI/KI 256 System consists of a 3.55"x3.37" KI 256 ADI, a 

4"x4" ED-461 Electronic Control Display Unit HSI with integral 

controls mounted in the bezel, and a remote mouted SG-465 symbol 

generator. The symbol generator interfaces with multiple sensors 

to compute the displays and data required by other systems 

on board on the aircraft. For the system configuration also refer to 

figure 904-1. 

The EHSI/KI 256 System provides conventional ADI and HSI 

functions along with bearings, distances and altitude as would 

normally be provided by separate RMI, DME and radar altimeter 

readouts. The EHSI display is multicolored for ease of interpretation 

and includes moving map presentations, weather radar overlays 

and choices of 360° vs. 85°sector compass roses. 

Note ADF is not installed in the EA 400. 

904.1b EHSI Controls/Displays 

Figure 904-2 illustrates the display units of the EHSI/KI 256 

System with standard EHSI display screen shown. The item 

numbers of the figures refer to the appropriate numbered 

sub-paragraphs for feature description. 

Issued: 15. 11. October January 2002 1999 

904-3

Section 904 




GPS 

GPS 

KI 256 

EHSI 

Symbol 

Generator 

Figure 904-1 

904-4 




Section 904 


24 

25 

21 

23 

22 

KI 256 ADI 

16 17 

18 

15 

2 

1 

2 

1 

2 

350 HDG ALT 

4.5NM 

CRS 350 

23 

20 

10 

N 

20 

10 

120 KT 

TST 

TST 

REF 

REF 

3 

14 

4 

33 

1 

12 

11 

25 

N 

A 

VN 

A 

V 

H 

S 

IH 

S 

I 

DIR 

DIR 

L V 

O O 

C R 

1 

1 

10 

20 

57.8 NM 

CRS 

325 

S 

BRT 

BRT 

10 

20 

HDG 

012 

G 

S 

A 

R 

CA 

R 

C 

SYNC 

SYNC 

5 

13 6 

7 

23 24 

10 9 8 





Figure 904-2 


904-5

Section 904 




1 NAVIGATION (NAV) SENSOR SELECT BUTTON - When 

pressed sequentially selects VOR (or LOC) or GPS for display on 

the course pointer/ deviation indicator. 

If the selected primary sensor is an ILS, the vertical scale will 

appear on the configured side. The vertical scale may be in view 

at all times, or depending on the configuration option selected at 

the time of installation, only when the selected course is within 

105° of the aircraft heading. The vertical two letter identified 

GS will be annunciated in the pointer identifying the deviation 

source. 

2 NAVIGATION (1/2) SYSTEM SELECT BUTTON - When 

pressed will alternately select navigation receiver No. 1 or No. 2 

for presentation. Green annunciations indicate an “on side” approach 

approved NAV system and yellow annunciations indicate 

the “cross-side” system has been selected. Cyan annunciations 

apply to “on side” non-approach approved NAV systems. These 

color codes apply to the NAV source annunciation, CRS pointer 

and deviation scale, CRS line in MAP mode, CRS digital readout, 

distance and ground speed readout. 

3 SELF TEST (TST/REF) BUTTON - When pressed and held for 

three seconds, activates an internal self test and displays all fault 

presentations. Upon completion, PASS or FAIL will be annunciated. 

To clear the PASS or FAIL annunciations, the TST/REF 

button must be pressed again. 

When pressed momentarily (for less than three seconds) when 

not in a MAP mode, DME ground speed readouts can be converted 

to time-to-station and vice versa. 

4 RANGE UP BUTTON - Selects the next longer distance range to 

be displayed when in the NAV MAP or WEATHER mode of operation. 

5 RANGE DOWN BUTTON - Selects the next shorter distance 

range to be displayed when in the NAV MAP or WEATHER 

mode of operation. 

Note AVAILABLE RANGES INCLUDE 5, 10, 20, 40, 80, 160, 240, 

320 AND 1000 NAUTICAL MILES. THE MAXIMUM AND 

MINIMUM SELCTABLE RANGES WITH RADAR DIS- 

PLAYED WILL BE DEPENDENT ON THE MAXIMUM AND 

904-6 Issued: 15. 11. October August 2000 1999



Section 904 


MINIMUM RANGES OF THE RADAR SYSTEM INSTAL- 

LED. 

6 ARC MODE SELECTOR BUTTON - When pushed, converts 

the standard 360° compass rose presentation (if being displayed) 

to a large scale, 85° sector presentation for expanded viewing of 

the compass rose/weather/moving map display in the vicinity directly 

ahead of the aircraft. Sequential button pushes provide the 

following format changes: (1) the compass arc, (2) the compass 

arc wiht moving map display, (3) the compass arc wiht the moving 

map display and weather radar, (4) the compass arc with weather 

radar (map information decluttered) and (5) back to the 

compass arc. If pushed when the EHSI presentation is in the 360° 

HSI mode, the initial arc will duplicate the existing 360° HSI format. 

7 HEADING SELECT (SYNC) KNOB - Rotated to position the 

heading bug. Pushing in on the center of the knob will sync the 

bug to the aircrafts present heading under the lubber line. 



the manner of an ADF or RMI. The pointer is magenta and double 

barred. The sequence of presentation icludes: (1) declutter, (2) 

VOR 2, (3) DME (no pointer) and back to declutter. Upon successfull 

signal acquisition the pointer will appear, along with a 

pointer assignment annunciation in the lower right hand corner of 

the display. Should a flagged condition exist, the pointer will declutter 

and the pointer assignment annunciation will be flagged. If 

VOR 2 is selected and a LOC frequency is tuned, both the pointer 

and the assignment annunciation will declutter. If VOR 2 is selected 

along with a MAP presentation, the pointer will declutter and 

a diamond shape symbol will appear on the map field (if in range). 

If not in range, the pointer will remain. 

9 DISPLAY BRIGHTNESS (BRT) KNOB - Rotates to control display 

brightness (Bezel lighting is controlled through an airframe 

brightness control). 



the manner of an ADF or RMI.The pointer is light blue and single 


904-7

Section 904 




barred. The sequence of presentation includes: (1) declutter, (2) 

VOR 1, (3) ADF, (4) GPS, (5) DME (no pointer) and back to declutter. 

Upon successful signal acquisition the pointer will appear 

along with a pointer assignment annunciation in the lower left 

hand corner of the display. Should a flagged condition exist, the 

pointer will declutter and the pointer assignment annunciation 

will be flagged. If a VOR is selected and a LOC frequency is tuned, 

both the pointer and the assignment annunciation will declutter. 

If VOR 1 or GPS is selected along with a MAP 

presentation the pointer will declutter and a diamond shape symbol 

will appear on the map field (if in range). If not in range, the 

pointer will remain. 

11 COURSE SELECT (DIR) KNOB - Rotated to position the course 

pointer. Pushing in on the center of the knob will slew the course 

pointer on a direct-to course to the selected navigation facility 

12 360° HSI MODE SELECTOR BUTTON - When pushed converts 

the sector presentation (if being displayed) to a standard 

360° HSI compass rose. If pushed when already in the 360° HSI 

mode, will select the following sequential formats: (1) the compass 

rose with moving map display and (2) the compass rose with 

moving radar. Repeated button pushes will continuously sequence 

through the available 360° HSI formats. 

Miscellaneous Controls 

13 EFIS MASTER SWITCH (refer to figure 7-6) - Supplies power 

to the EHSI system. 

14 DME SWITCH - Refer to sections 906 (if KN 63 installed) or 919 

(if KDM 706A installed) for location and function. 

Miscellaneous Displays 

15 MAGNETIC/TRUE HEADING ANNUNCIATIONS (Not 

shown) - Magnetic compass heading is automatically displayed 

in VOR/LOC and RNAV. However, when primary NAV source 

is GPS, the reference annunciation can be eiter blank for magnetic 

heading or “T” for true heading. 

If the compass card is in MAG, all bearing pointers may be displayed. 

The true sources are converted to magnetic. If the com- 




Section 904 


pass card is in TRUE, only the GPS, which is providing the MAG 

VAR information, can be displayed. 

16 DIGITAL COURSE DISPLAYS - In the upper left corner of the 

EHSI an alphanumeric readout of the course pointer annunciates 

CRS and indicates the selected navigation course in degrees. Desired 

Track readout DTK, generated by the GPS system replaces 

CRS in RNAV mode. The GPS may display CRS or DTK depending 

on the GPS mode. 

17 DISTANCE AND GROUND SPEED DISPLAYS - The EHSI 

provides three DME data displays in the upper right corner, lower 

left corner below the #1 bearing pointer sensor annunciator and 

lower right corner below #2 bearing pointer sensor annunciator. 

In the upper right corner an alphanumeric readout annunciates 

distance in nautical miles from the aircraft to the selected DME or 

VORTAC station in NAV mode, or to the waypoint in GPS 

(RNAV) mode. Below the distance readout is an alphanumeric 

readout which displays the aircraft ground speed in knots or 

time-to-station (Use the TST/REF button). 

When DME HOLD is selected, the DME distance color changes 

to white. The hold state is indicated by an amber colored letter 

“H”. 

In the event that the VORTAC or DME station is out of range or 


but not providing computed data, the distance will be dashed 

in the original color. If the DME receiver is indicating an internal 

fault, is being tuned by another receiver, or is turned off, distance 

and ground speed readouts will be dashed in red. 

18 WINDS ALOFT - A small white arrow in the upper left section of 

the EHSI rotates with the heading and indicates the direction of 

the wind. The velocity of the wind is shown in a white numeric 

readout. 

The wind vector will be presented continuously when valid data 

is received from the GPS. 

19 DRIFT ANGLE BUG (Not shown) - An unfilled cyan triangular 

pointer which rotates about the outside of the compass scale. The 

drift angle bug represents aircraft actual track. 

The drift angle bug information is provided by the GPS and will 


904-9

Section 904 




only be displayed when the GPS is the selected primary navigation 

sensor and valid information is present. 

20 MAP MODES (Not shown) - The EHSI provides two map formats: 

(1) 360° and (2) an approximate 85° sectored map display 

in front of the aircraft. 

A four point symbol represents a waypoint as programmed by the 

RNAV. A hexagonal symbol represents a VOR, VOR/DME or 

VORTAC station. A four-sided symbol represents an airport. 

Course lines inbound to a waypoint may be cyan if not approach 

approved (i.e., RNAV enroute) or green if approach approved. 

The outbound course lines are white (inbound course lines from 

cross-side sensors are yellow). 

NO MAP will be annunciated when graphic course lines are not 

available. 

904.1c System Power 

1 Electrical Power 

The EHSI is connected to the aircraft electric system. 

1 BATTERY (BATT) SWITCH FUNCTIONS - The airplane 

BATT switch functions are unchanged. 

2 CIRCUIT BREAKERS - The following circuit breakers are used 

to protect the elements of the Bendix/King EFS 40 Electronic 

Flight Instrumentation System. 

C.B. LABEL: 

SYMB GEN 

INV 

FUNCTION: 

28VDC main power source for the EHSI through the symbol generator. 

115 VAC reference signal for the SG 

2 Suction 

The KI 256 is fed by the aircraft’s vacuum system. The condition 

of this system is indicated on the dual suction gage including 

source indicator located on the right main panel. 




Section 904 


904.1d KI 256 Description 

The KI 256 (refer to figure 904-2) is a gyroscopic instrument designed 

to furnish the aircraft pilot with a visual indication of the 

aircraft’s pitch and roll attitude with respect to the horizon. 

A self-erecting, universally gimballed high-inertia gyro is the heart 

of the mechanical mechanism that displays pitch and roll attitudes. 

Angular displacements of the aircraft in pitch are indicated by a 

mask type pointer bar (21) which is gyro actuated to remain parallel 

to the true horizon. The rise or fall of this pointer bar in reference 

to a miniature airplane (22), whose wings are an indice 

reference, indicates pitch attitude. 

Angular movements of the aircraft in roll are indicated by means 

of a roll indice (23) and a circular dial ring (24) which is graduated 

both primary and secondary markings. The roll indice is stationary 

and the dial ring moves in direct relationship to the horizon line 

on the pointer bar, so that as the instrument is banked, the degree 

of bank is directly indicated by the position of the roll indice 

around the dial ring 


904.2a Placards: 

None. 

No yellow SG or DU flag may be visible on the EHSI prior to departure 

(EXCEPTION: A 30 minute ferry flight to a repair facility 

in VFR conditions is permissible). 


904.3a Emergency Procedures 

None. 

904.3b Abnormal Procedures 

CAUTION 

IF DATA ON THE EHSI/KI 256 SYSTEM IS MISSING OR 

ABNORMAL IN FLIGHT, REFER TO ALTERNATE IN- 

STRUMENTS FOR THE REMAINDER OF THE FLIGHT. 


904-11

Section 904 




1 Automatic built in test and monitoring functions integral to the 

EHSI software detect component failures and present failure annunciations 

on the faces of the EHSI display. A red or yellow SG 

annunciation indicates an internal self-test failure. 

2 A compass failure is indicated by a red HDG cross flag. Simultaneously, 

the course pointer head and tail will declutter leaving the 

d-bar (The d-bar will reorient vertically on the face of the EHSI 

providing horizontal deviation in the manner of a CDI). 

3 If the selected navigation sensor is flagged or indicates an internal 

fault, the affected deviation scale will declutter and be flagged. 

The affected RMI pointer will declutter and the pointer assignment 

annunciation will be flagged. The RMI pointer disappears. 

4 In the event that the VORTAC or DME station is out of range or 


but not providing computed data, distance and ground speed 

will be dashed on the EHSI but no flags will be displayed. 

5 If the DME receiver is indicating an internal fault or turned off, 

distance and ground speed readout will be flagged (dashed in 

red). 

6 In the event of a failure of the heading or course control knobs, red 

flags will appear on the heading bug, or on the head an tail of the 

course pointer as appropriate. 

7 If data on the EHSI is missing or abnormal in flight, refer to alternate 

instruments for useable data for the remainder of the flight. 

1 EHSI/KI 256 System Component Failures 

CAUTION 

FOLLOWING FAILURE OF A RED GUN IN THE DISPLAY 

TUBE, RED WARNING FLAGS WILL NOT BE VISIBLE. 

2 Symbol Generator Failures 

1 A large red SG annunciation indicates a catastrophic failure of the 

symbol generator. 




Section 904 


2 A yellow SG annunciation indicates a failure of the symbol generator 

cooling fan. 


a 

b 

Continue using the symbol generator with caution, verifying the 

validity of displayed data by reference to alternate instruments. 

Although a symbol generator failure is unlikely, consideration 

should be given to securing power to the symbol generator. 

3 Control/Display Unit Failures 

1 A yellow DU annunciation indicates a failure of a display unit 

cooling fan. 


a 

b 

c 

Monitor the presentation for an abnormal appearance which will 

indicate impending failure. 

Although a tube failure is very unlikely, consideration should be 

given to shutting off the system and flying with alternate instruments. 

Also, system heating can be reduced by lowering the lighting intensity 

of the presentation. 

3 A red CP annunciation indicates a control panel failure but could 

be as simple as a stuck key. Continue operation with caution, verifying 

the validity of displayed data by reference to alternate instruments. 


904.4a Pre-flight Check 

1 Aircraft engines operating. 

2 EFIS Switch on. 


904-13

Section 904 




3 Turn the BRT knob to obtain the desired levels of illumination on 

the EHSI display tube. 

4 Press the TST REF button, hold for three seconds and release to 

activate the system self test and view the fault presentations. Verify 

SELF TEST PASS is annunciated. To clear the EHSI fault 

presentations, press TST REF again. 

904.4b In-Flight Operation 

1 Select the NAV sensor desired through use of the NAV button. 

2 Select NAV system #1 or #2 through the use of the HSI or ARC 

buttons. 

3 Select the display mode (map and/or radar) through repeat HSI or 

ARC button pushes. 

CAUTION 

a 

TRANSITION FROM HSI PRESENTATIONS TO CONVEN- 

TIONAL CDI PRESENTATIONS (MAP FORMAT) WITH 

CAUTION. CDI LEFT-RIGHT DEVIATION MAY APPEAR 

REVERSED WHEN TRAVELING OUTBOUND ON A TO IN- 

DICATION OR INBOUND ON A FROM INDICATION (LO- 

CALIZER CDI LEFT-RIGHT DEVIATION IS 

AUTOMATICALLY CORRECTED BY THE EHI 40 TO ELI- 

MINATE THE NEED TO FLY REVERSE SENSING ON THE 

BACK COURSE. BC IS ANNUNCIATED AND THE CDI IS 

CORRECTED FOR PROPER STEERING COMMANDS 

WHEN THE AIRPLANE HEADING DEVIATES MORE 

THAN 105°FROM THE COURSE POINTER, THE COURSE 

POINTER SHOULD BE SET TO THE LOCALIZER FRONT 

COURSE INBOUND HEADING). 

If GPS MAP is displayed select the desired MAP presentation 

through momentary sequential button pushes (less than three secons) 

of the TST REF button. 

4 Course Pointer and Heading Bug Slew 

Use heading select (SYNC) and course select (DIR) knobs to select 

the desired bearing or course. The center push buttons in each 

knob may be used to: (1) rapidly acquire the direct-to course to 

the station (DIR button) or (2) center the heading bug under the 

lubber line (SYNC button). 




Section 904 


5 RMI/Waypoint Bearing Pointers 

Use the No. 1 or No. 2 bearing pointer select buttons to display the 

bearing to the desired station or waypoint through sequential button 

pushes (DME alone may also be displayed). 

NOTE 

THESE BUTTONS MAY BE USED TO DISPLAY DME ALO- 

NE WITHOUT A POINTER. 


No change. 


904-15

Section 904 





904-16 




Section 905 

BENDIX/KING KX 155 

VHF COMM/NAV System 


Paragraph 

Page 


905.1a Turn On: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .905-3 

905.1b To Communicate: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .905-3 

905.1c To Navigate: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .905-4 

905.1d Ident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .905-4 


905.3 Section 3 - Emergency procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .905-5 

905.4 Section 4 - Normal procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .905-5 

905.5 Section 5 - Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .905-5 


905-1

Section 905 




905-2 




Section 905 


905 BENDIX/KING KX 155 


Two KX155 units are installed on the avionic panel (refer to fig. 

7-8). For information how to display navigation information on 

the EFIS; see the supplement covering EFIS procedures. The information 

of the second KX155 (NAV 2) is displayed also on the 

KI204 located on the right main panel (refer to figure 7-4). 

905.1a Turn On: 

Rotate the ON/OFF/Volume Control knob clockwise from the 

detented “OFF” position. Power will be activated and the unit 

will be ready to operate. No warm up time is required. A 

non-volatile memory stores “active” (USE) and “standby” 

(STBY) frequencies during power shutdown. So, when turned 

on, the “USE” and “STBY” windows will display the same frequencies 

that were selected before shutdown. 

NOTE 

As with all avionics, the KX 155 should be turned on only after 

engine start-up. In addition, the KX 155 should be turned off prior 

to engine shutdown. These simple precautions will help protect 

the solid-state circuitry and extend the operating life of your avionics 

equipment. 

905.1b To Communicate: 

1 Frequency Selection: 

By rotating the concentric COMM frequency selector knobs either 

clockwise or counterclockwise, the desired frequency can be 

entered into the “STBY” display window. A clockwise rotation 

of the knobs will increase the displayed frequency number, while 

a counterclockwise rotation will decrease it. 

The outer, larger selector knob is used to change the MHz portion 

of the frequency display; the smaller knob changes the kHz portion. 

This smaller knob is designed to change the indicated frequency 

in steps of 50 kHz when it is pushed in, and in 25 kHz 

steps when it is pulled out. 

At either band-edge of the 118.000 - 136.975 MHz frequency 

spectrum, an off-scale rotation will wrap the display around to the 


905-3

Section 905 




905.1c To Navigate: 

other frequency band-edge (i.e. 136.00 MHz advances to 118.00 

MHz). 

To tune the COMM transceiver to the desired operating frequency, 

the selected frequency must first be entered into the “STBY” 

display window and then activated by pushing the “flip-flop” 

transfer button. This will interchange the frequencies in the 

“USE” and “STBY” displays, and the transceiver will be tuned to 

the operating frequency appearing in the “USE” display. 

As you can see, this feature makes it possible to display two 

COMM frequencies - one each in the “USE” and “STBY” displays 

- and then switch back and forth between them just by pressing 

the transfer button. 

Transmit Indicator: 

Whenever the microphone is keyed, a lighted “T” will appear between 

the “USE” and “STBY” displays to indicate the transceiver 

is operating in the transmit mode. 

1 NAV Frequency Selection: 

By rotating the concentric NAV frequency selector knobs either 

clockwise or counterclockwise, the desired operating frequency 

can be entered into the “STBY” display window. 

An off-scale rotation of the NAV frequency band-edge will wrap 

the display around to the other edge of the frequency band (i.e 

117.00 advances to 108.00). Remote DME and internal glideslope 

channeling are also controlled by these knobs. 

To tune the NAV receiver to the desired operating frequency, the 

selected frequency is first entered into the “STBY” display and 

then “flip-flopped” into the “ACTIVE” status by pushing the 

transfer button. When the inner knob is pulled out, the active 

NAV frequency is tuned directly. 

905.1d Ident 

The NAV “IDENT” knob is activated by pulling it outward, so 

that both voice and ident can be heard. When this knob is pushed 

in, the ident tone is muted. Volume of voice/ident can be adjusted 

by turning this knob clockwise to increase, couterclockwise to 

decrease. 




Section 905 



Not applicable 

905.3 Section 3 - Emergency procedures 


905.4 Section 4 - Normal procedures 

1 Volume Adjustment Test: 

To override the automatic squelch for audio test, or to aid in receiving 

a distant station, simply pull the volume control knob out 

and rotate to the desired listening level. Push the knob back in to 

activate the automatic squelch. 




905-5

Section 905 





905-6 




Section 906 

BENDIX/KING KN 63 

DME System 


Paragraph 

Page 







906-1

Section 906 




906-2 




Section 906 


906 BENDIX/KING KN 63 


The KN 63A 01 is a remote mounted 200 channel DME. All tuning 

is done electronically over the DME NAV-1 / NAV-2 switch 

located below the T.u.B. Indicator at the lower left instrument panel. 

Range speed and time to station are displayed at the left and 

right lower corner of the EHSI ED-461. The active DME will also 

displayed at the right upper corner from the EHSI. The KX-155 

NAV-1 and NAV-2 will transmit the VOR/DME frequencies via 

a data bus to the DME unit. 

The DME HOLD switch is located on the left side panel close to 

the EHSI display and has the positions NAV1, HOLD and NAV2. 

When NAV1 or NAV2 is selected, the distance information of the 

respective system will be displayed on the “#1" or ”#2 Distance" 

annunciator in the left/right bottom of the EHSI display, if the respective 

system is selected as primary navigation source on the 

EHSI control panel. If it is not, the “#1" resp. ”#2 Distance" annunciator 

is inactive (also refer to the EFIS supplement of this 

manual). 

When HOLD is selected the distance information of the last active 

navigation system remains displayed in its locations while 

both navigation sources can be changed now, e.g. for cross bearing. 

This mode is indicated by a “H” behind the distance values 

on the EHSI display. 








906-3

Section 906 









Section 907 

BENDIX/KING KSG 105 with KA 51B 

Electric Horizontal Gyro with Remote Panel 


Paragraph 

Page 







907-1

Section 907 




907-2 




Section 907 


907 BENDIX/KING KSG 105 with KA 51B 


The KSG 105 horizontal gyro generates data to be displayed on 

the EHSI. The gyro is aligned for a magnetic declinatioin of 1° 

west. The KA 51B Slaving Control Unit is located on the left side 

of the left main panel and 

provides selectable “slaved 

gyro” or “free gyro” modes 

(upper switch). 

Manual slaving capability 

“cw” (clockwise) and 

“ccw” (counterclockwise) 

is available when the system 

is in “free gyro” mode 

while a visual meter displays 

the slaving error. 

SLAVE 

- + 

CCW 

FREE 

CW 

Slaving Meter 

Slave / free Gyro 

Toggle 

CCW / CW 

Heading Drive 

Toggle 










907-3

Section 907 





907-4 




Section 908 

Icom IC-A22E 

Handheld VHF NAV/COM Transceiver 


Paragraph 

Page 


908.1a Setting a frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .908-3 

908.1b Lock function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .908-4 

908.1c Transmitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .908-5 

908.1d VOR Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .908-5 






908-1

Section 908 




908-2 




Section 908 

Handheld COM/NAV Icom IC-A22E 

908 Handheld COM/NAV Icom IC-A22E 


The aircraft is equipped with a handheld NAV/Com transceiver 

to allow communication and navigation for emergency use after 

complete failure of the normal equipment. The IC-A22E is located 

on the top of the stowage rack behind the copilot seat. 

The IC-A22E is equipped with the CM-167 battery case. 

908.1a Setting a frequency 

1 Using the keypad: 

1 Rotate [VOL] to turn power on 

2 Push [CLR] to select frequency mode when “M” or “WX” appears 

in the function display 

3 Push 5 appropriate digit keys to input the frequency 

a 

b 

Enter [1] as the 1st digit 

When a digit is mistakenly input, push [CLR] to clear the input, 

then start again. 

Push [ENT] to enter consecutive zero digits 

Only [2], [5], [7] or [0] can be entered as the 5th and final digit. 

4 To change the frequency according to the tuning step (25 kHz 

step), push [/\] or [\/] 

Push and hold push [/\] or [\/]to change the frequency quickly 

2 Using the tuning dial 


2 Push [CLR] to select frequency mode. 

3 Rotate the tuning dial to set the desired frequency 


908-3

Section 908 




4 To select the 1 MHz tuning step, push [F] then rotate the tuning 

dial 

NOTE 

The selected frequency may take up to 2 sec. to be backed up after 

they are set. Wait 2 sec. before turning power OFF. 

908.1b Lock function 

The lock function prevents accidental frequency changes and accidental 

function activation. 

1 Push [F] then [(7) KEY LOCK] to turn the function on, the key 

signal appears in the display 

2 To turn the function off, repeat step 1. above, the key signal disappears 

in the display 

1 Receiving 

1 Rotate [SQL] maximum clockwise 

2 Rotate [VOL] to turn power ON and adjust the audio level. 

3 Rotate [SQL] counterclockwise until noise is muted. 

4 Set the desired frequency using the tuning dial or keypad. 

Push [LIGHT] to turn the display keypad lighting ON, if desired. 

5 Push [ANL] to reduce pulse noise such caused by engine ignition 

systems, if necessary. 

“ANL” appears 

6 When a signal is received on the set frequency: 

The receive indicator appears. 

Squelch opens and audio is emitted from the speaker 

NOTE 

When the [SQL] control is set too “tight” (extremely counterclockwise), 

squelch may not open for weak signals. To receive 

weak signals, set the squelch to a “loose” (more clockwise) position. 




Section 908 


908.1c Transmitting 

CAUTION 

Transmitting without an antenna may damage the transceiver 

NOTE 

To prevent interference, listen on the frequency before transmitting. 

If the frequency is busy, wait until the channel is clear. 

1 Set the desired frequency on COM band using the tuning dial or 

keypad. 

COM band frequency range: 118.00 - 136.975 MHz 

2 Push and hold [PTT] to transmit 

3 Speak into the microphone at a normal voice level 

DO NOT hold the transceiver too close to your mouth or speak 

too loudly. This may distort the signal. 

4 Release [PTT] to return to receive. 

908.1d VOR Navigation 

When entering the NAV band, 108.000 - 117.975 MHz, the 

IC-A22 selects DVOR mode automatically. 

1 Select a VOR station on your aeronautical chart and set the frequency 

of the station. 

The course indicator indicates where you are located on a VOR 

radial from a VOR station 

The course indicator shows “—-” when either your aircraft is too 

far away from the VOR station or the frequency is not set correctly 

at the VOR station. 

2 Select the “TO” flag when flying to the VOR station, or select the 

“FROM” flag when flying away from the VOR station. 

To select “TO” push [F] then [(2) TO] 

To select “FROM” push [F] then [(3) FROM] 

When using the “TO flag and passing through the VOR station, 

the ”TO flag changes to the “FROM” flag automatically. 


908-5

Section 908 




When turning power ON, the “FROM” flag is selected automatically. 

3 Push [F] then [(4) CDI] to select Course Deviation Indicator 

(CDI) mode 

NOTE 

When CDI mode is selected, the operating frequency cannot be 

changed. To set the operating frequency, select DVOR mode in 

advance. 

4 The course deviation needle appears when your aircraft is off 

course from the VOR station. 

“” or “” appears to indicate your aircraft is off course to the right 

or left, respectively. Correct your course until “” or “” disappears. 

Each arrow represents a two-degree deviation 

A vertical line to the side of the course deviation needles signals 

an overflow. The overflow indicator appears, the deviation between 

the desired course and flying course is over 10 degrees. 

5 To exit the CDI mode, push [F] then [(1) DVOR] 

1 VOR Indicator 

NOTE 

“LOC” appears on the function display when a localizer signal is 

received, however, the function display does not indicate additional 

information about the localizer signal. 

2 Entering a desired course 

The IC-A22 shows not only the deviation from the VOR station 

but the deviation from the desired course. 

1 Set the frequency for the desired VOR station 

To change the to-from flag, push [F] then [(2) TO] or [(3) FROM] 

2 Push [F] the [(4) CDI] to select CDI mode. 

3 Set the desired course to the VOR station using the tuning dial or 

keypad. 




Section 908 


“” or “” appears to indicate your aircraft is off course to the right 

or left, respectively. Correct your course until “” or “” disappears. 

Each arrow represents a two-degree deviation 

A vertical line to the side of the course deviation needles signals 

an overflow. The overflow indicator appears, the deviation between 

the desired course and flying course is over 10 degrees. 

4 The course deviation needle points to the right when your aircraft 

is off course to the left. 

To get back on course, fly right more than the number of degrees 

indicated by the CDI arrows. 

If the overflow indicator appears on the right side, select a heading 

plus 30 degrees to the desired course; if the overflow indicator 

appears on the left side, select a heading minus 30 degrees. 


Use only in emergency case. 

The batteries have to be replaced once a yearand after each use. 


Remove IC-A22E from the stowage rack if NAC/COM 1 and 2 

fail. Safety wire will brake when using normal hand forces. 

1 Accessing the 121.5 MHz emergency frequency 

The IC-A22 can quickly access the 121.50 MHz emergency frequency. 

This function can be activated even when the keypad 

lock function is in use. 


2 Push [F] on the keypad, F appears on the LCD screen 

3 Push [(0) 121.5] to call the emergency frequency 

4 Push [CLR] to exit from the emergency frequency 


908-7

Section 908 











Section 909 

BENDIX/KING KMA 24 

Audio Control System 


Paragraph 

Page 


909.1a Audio Control System: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .909-3 

909.1b Marker Beacon Receiver: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .909-4 






909-1

Section 909 




909-2 




Section 909 


909 BENDIX/KING KMA 24 


The Audio Control System KMA 24 controls communication and 

navigation transmission and receiving. In addition, it displays as 

well as gives an aural signal of the marker beacon signals. 

909.1a Audio Control System: 

The rotary switch on the right side, the Microphone Selector 

Switch, selects the desired transmitter for the cockpit microphones 

(COM1 or COM2). The positions “TEL”, “INT” and “EXT” 

provide for connecting the microphone to an radiotelephone 

(TEL), intercom (INT) or an external ramp hailer speaker (EXT), 

but are not installed. In the OFF position, speaker amplifier and 

marker beacon receiver are switched off. The headphone amplifier 

operates whenever the aircraft electric power is on. 

Two rows of pushbuttons control the audio selection of 6 receivers. 

The top row of pushbuttons controls the selection for the 

speaker, and the bottom row selects audio for the headphones. 

The selections are independent, and any audio input can be selected 

for speaker or headphones or both. These pushbuttons allow 

audio selection independent of the AUTO feature described below. 

To listen to a specific receiver, simply press the corresponding 

headphone or speaker button “in”. To disconnect the 

receiver, press the button again. It will return to the “out” position. 

The volume of audio input from transceivers and receivers is 

set with the volume controls of each individual radio. 

The KMA 24 is equipped with the “AUTO” receiver audio select 

feature, the transmitter selected with the microphone selector 

switch will be matched automatically with the appropriate 

COMM receiver audio on either headphone or speaker, or both, 

by simply pressing the desired headphone and/or speaker 

“AUTO” push button. 

NOTE 

COMM 1 and COMM 2 push buttons should be disengaged 

unless it is desired to additionally listen to a COMM receiver 

other than the one selected with the microphone selector 

switch. 


909-3

Section 909 




Thus on “AUTO” you may change the rotary microphone switch 

back and forth, as needed, without having to reselect the corresponding 

COMM receiver buttons. 

909.1b Marker Beacon Receiver: 

The marker beacon receiver built into the KMA 24 gives you an 

accurate visual and aural signal when you pass over a 75 MHz 

beacon. The blue, amber, and white lights on the faceplate - as 

well as the audio tone - identify the beacon type (outer, middle or 

airway/inner marker). Either the speaker or headphone MKR button 

or both must be “in” for the marker beacon receiver to provide 

an audio signal at beacon passage. 

The horizontal pushbutton labeled SENS on the lower left side of 

the console gives you the choice of two receiver sensitivities. 

When the button is “in”, the sensitivity is on HI. During an approach, 

this setting should permit you to hear the outer marker tone 

about one mile out. At this point you may select LO to dampen the 

tone. It will start to sound again when you are closer to the marker, 

giving you a more precise indication of its location. 

Pressing the top horizontal button marked “TST” simply applies 

voltage to all three lamps to show that they are functioning. 

NOTE 

The TST button should not be pressed to test the lamps when 

autopilot coupled on an ILS approach inside the outer marker. 

This is due to the fact that some autopilots use marker annunciation 

to change the sensitivity of the autopilot. 

A photocell in the console automatically dims the lamps for night 

operation. 








Section 909 







909-5

Section 909 





909-6 




Section 910 

PS Engeneering PM 3000 

Intercom System 


Paragraph 

Page 


910.1a Adjusting the Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .910-3 

910.1b Adjusting the Squelch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .910-3 

910.1c Mode Select . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .910-4 

910.1d Mute Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .910-5 






910-1

Section 910 




910-2 




Section 910 

Intercom PS Engineering PM3000 

910 Intercom PS Engineering PM3000 


The PM3000 is a six channel stereo, panel mounted intercom 

with multiple volume and VOX circuits for the pilot, copilot and 

passengers. It controls internal aircraft and radio communication. 

Voice-activated, interference-free communication between pilot, 

copilot and passengers is thus possible. 

Turn the PM3000 on by pushing in the volume control This also 

engages the automatic fail-safe system. The volume control does 

not control the volume of the aircraft radio, allowing an additional 

degree of flexibility 

910.1a Adjusting the Volume 

The volume control knob adjusts the loudness of the intercom and 

music for the front headsets. By turning the control clockwise, the 

audio level will increase. The PM3000 has two individual output 

amplifiers for each headset in the system to provide plenty of audio 

output power. 

NOTE 

Volume level will not change with the number of headsets installed. 

The volume control on the PM3000 does not affect the volume 

level of the aircraft radio. This provides the ability to adjust the 

aircraft radio and the intercom system volume independently. 

910.1b Adjusting the Squelch Control 

This VOX operated intercom keeps all microphone channels off 

while the pilot, copilot or passengers are not speaking. This reduces 

background noise from the aircraft. Only when someone speaks 

will the microphones automatically turn on allowing the 

audio to pass through the system. 

Although there is just one squelch control, there are actually three 

separate squelch circuits. One for the pilot, copilot and passengers 

1, 2, 3 and 4. Set the squelch control knob by slowly rotating 

the squelch control knob clockwise until you no longer hear the 

engine noise in the earphones. When the microphone is positioned 

properly near your lips, normal speech levels should open the 

channel. When you have stopped talking, there is a delay of about 


910-3

Section 910 




0.5 second before the channel closes, preventing closure between 

words. This eliminates choppy communications. 

910.1c Mode Select 

The center switch is a three position mode switch that allows the 

pilot to tailor the intercom function to best meet the pilot’s needs. 

NOTE 

NOTE 

Regardless of configuration, the pilot will always hear the aircraft 

radio. 

In the event of a power failure to the PM3000 or if the power 

switch is turned off, the copilot will not hear the aircraft radio. 

Only the pilot is directly connected to the aircraft radio. 

The following table lists the functions of the individual modes: 

Pilot 

Mode 

hears 

Isolate A/C Radio 

Pilot 

sidetone 

only 

during 

radio Xmts 

All 

Crew 

Pilot 

A/C Radio 

Copilot 

Passengers 

Music 1 

Pilot 

Copilot 

A/C Radio 

Music 1 

Copilot 

hears 

Copilot 

Passengers 

Music 1 

Copilot 

A/C Radio 

Pilot 

Passengers 

Music 1 

Pilot 

Copilot 

A/C Radio 

Music 1 

Passengers 

hear 

Passengers 

Copilot 

Music 1 

Passengers 

A/C Radio 

Pilot 

Copilot 

Music 1 

Passengers 

Music 2 

Comments 

This mode allows the pilot to communicate 

with the ground without 

the copilot or the passengers hearing 

the conversation. Copilot and 

passengers can continue to communicate 

with themselves. 

All persons hear themselves and 

the aircraft radio. Music 1 is 

muted (lowered in level) during 

intercom or radio communications. 

Muting can be inhibited by 

pressing in once the Squelch control. 

Music and intercom are disabled 

during radio transmissions 

This mode allows the pilot and copilot 

(Crew) to be on one intercom 

channel while the passengers are 

on their own private channel. The 

crew will hear Music 1 while the 

passengers hear Music 2 




Section 910 


910.1d Mute Function 

Provision for an entertainment input allows the pilot, copilot and 

passengers the option to listen to music during flight. During ICS 

(InterCom System) or aircraft radio activity, this music will automatically 

mute to allow communication without distraction. 

When the activity ceases, the Soft Mute circuit will gradually return 

the music to the original listening volume. By pressing the 

squelch control in once, it is possible to have the music remain at a 

constant level, regardless of any ICS or radio activity. Pressing 

the squelch again will switch back to the Soft Mute mode. 




When the power switch is depressed (Volume control), or when 

power is removed from the PM3000, the unit will be in the fail 

safe mode, connecting only the pilot directly to Com 1. 

Continue with speaker and hand-mike. 






910-5

Section 910 




tentionally left blank 

910-6 




Section 911 

Bose Headset 


Paragraph 

Page 


911.1a Interconnect Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .911-3 

911.1b Microphone Placement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .911-4 

911.1c Adjusting the Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .911-4 

911.1d Fail-resistant Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .911-4 






911-1

Section 911 




911-2 




Section 911 

Bose Headset 

911 Bose Headset 


The “Bose Aviation Headset Series II” uses an advanced combination 

of electro-acoustical noise reduction circuitry and a patented 

cushioning system to significantly reduce aircraft noise. It 

actively reduces noise elements in addition to muffling noise. The 

“Clear Comfort” cushions require only slight pressure to provide 

high passive noise attenuation. As a result, this headset can be 

worn comfortably for extended periods. 

CAUTION 

With the headset’s combination of both active and passive attenuation, 

typical aircraft sounds (for example, those from 

engine, propeller, warning alarms, and other sound sources) 

may sound different. It is strongly recommended that you ensure 

you can hear and recognize these sounds while you are 

using the Bose aviation headset while operating the aircraft. 

In addition, should you choose to listen to in-flight entertainment 

through a Bose headset while piloting, we remind you to limit the 

volume to safe levels so that it does not interfere with your ability 

to hear informational sounds, such as those emitted by warning 

alarms. 

The headset must be worn with the Bose logo on the earcups facing 

forward. To achieve comfort and good performance, adjust 

both sides of the headband equally to provide a comfortable fit. 

To achieve a good seal, lightly grasp both earcups and position 

them so that your ears are completely inside the Clear Comfort 

cushions. Final adjustment is best accomplished in a noisy environment 

with the headset system turned on. Then, reposition both 

earcups until the headset seems quietest. 

911.1a Interconnect Plug 

The headset interconnect plug connects the headset cable to a power 

source, located in the aircraft control panel. The interconnect 

plug is designed for quick connection and removal. To ensure 

correct pin alignment, the plug has a keyway. 

To insert: rotate the plug until the keyway is aligned; then insert 

until it locks in place. 


911-3

Section 911 

Bose Headset 



To remove: gently pull back on the sleeve of the connector. This 

automatically unlocks the plug from the socket. 

911.1b Microphone Placement 

For good communication clarity and noise rejection, locate the 

microphone housing so that it just brushes your lips. 

911.1c Adjusting the Volume 

For the active noise reduction and volume control circuitry to be 

active, the headset must be turned on using the on/off switch located 

on the headband arm. 

The volume for your headset is controlled by the grooved knobs 

located on the front side of the headband arms. 

Avoid setting your volume controls at high levels that may affect 

your hearing during extended periods of headset use. 

NOTE 

The volume controls and active noise reducing circuitry work 

only when the headset is turned on. The volume cannot be turned 

off completely. 

911.1d Fail-resistant Operation 

The headset provides communication and the earcups blocks 

some noise even with the power switch on your headset turned 

off, bypassing all active noise reducing electronics. Turn the headset 

off if you suspect there may be a problem. 










Section 911 

Bose Headset 




911-5

Section 911 

Bose Headset 




911-6 




Section 912 

SHADIN MINIFLO-L 

FUEL COMPUTER 


Paragraph 

Page 


912.1a In-Flight Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .912-3 

912.1b Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .912-3 




912.4a First Time Operation of the Instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .912-4 

912.4b Before Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .912-5 

912.4c Correction of input errors:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .912-6 

912.4d Instrument test: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .912-6 



912-1

Section 912 




912-2 




Section 912 


912 SHADIN MINIFLO-L 


CAUTION 

NOTE 

NOTE 

The fuel computer MINIFLO-L is not a primary instrument, it 

does not replace the fuel quantity gauges. 

The Shadin MINIFLO-L is either available with display units in 

US Gallons or Liters. This description is valid for both versions, 

the installed computer has display units in Liters. 

The fuel computer can measure fuel flow but not fuel amount. It is 

thus unable to determine the amount of usable fuel available in 

the tanks. It is, therefore, essential to program the computer with 

the actual amount of usable fuel in the tanks before each flight in 

order to ensure exact information. 

912.1a In-Flight Modes 

FUEL FLOW - current consumption 

Fuel flow is shown continually in the left display. 

ENDURANCE - remaining flight time 

If the right knob is turned to “ENDURANCE” the remaining 

flight time in hours and minutes appears in the right display. 

FUEL USED - fuel used 

If the right switch is moved to “FUEL USED” and held, the 

amount of fuel consumed since the last setting will appear in the 

right display. 

FUEL REMAINING - remaining amount of fuel 

If the left switch is moved to “FUEL REM” and held, the amount 

of fuel currently available will appear in the right display. 

912.1b Warnings 

ENDURANCE 

If the right display flashes while the knob is turned to “ENDU- 

RANCE”, maximum possible endurance at the selected performance 

settings is less than 30 minutes. 




912-3

Section 912 





The fuel computer is inoperative during a loss of power or once 

the master switch has been switched off. Once power returns, the 

instrument will display the correct fuel flow value, all other values 

are, however, misleading. 


912.4a First Time Operation of the Instrument 

1 Switch on the instrument using the master switch. 

2 Move right switch to “FULL FUEL” and hold it there during the 

steps described below. 

3 Move left switch to “FUEL REM” and simultaneously press and 

hold the left button “ENTER/TEST” for 30 seconds. 

4 “FUL” will appear in the left “Flow” display while in the right 

display the current programmed amount of full usable fuel in the 

general units of display (US Gallons or Liters) is shown. Release 

the left “FUEL REM” switch and the “ENTER/TEST” button. 

Hold right switch at “FULL FUEL”. 

5 Move left switch to “FUEL REM” to increase the maximum 

amount of usable fuel. To reduce the maximum amount of usable 

fuel, move switch to “FUEL USED”. The longer the switch is 

held, the faster the resetting procedure. 

NOTE 

If three decimal points appear between the digits in the display, 

then the number is in the thousands. 

Example: The display “2.3.6.” does not mean 236 but 2360 (US 

Gallons or Liters). 

6 On reaching the correct value for the maximum amount of usable 

fuel (cf. Page 2-15) press the “ENTER/TEST” switch. The fuel 

computer stores this value as its reference for full tanks. The word 

“FUL” is deleted and the fuel computer switches to its working 

mode. The right switch “FULL FUEL” can now be released. 




Section 912 


7 By pressing and holding (min. 10 secs.) the “ENTER/TEST” button 

the instrument test sequence is activated. The fuel computer 

carries out a test and on completion the word “GooD” will appear. 

After successful completion of the test the maximum usable fuel 

value will be displayed. 

912.4b Before Flight 

1 No fuel added: 

No action required as the previous value is still stored. 

1 Maximum usable fuel (full tanks): Refer to section 2 

2 Right switch to “FULL FUEL” and hold. The maximum amount 

of usable fuel with full tanks will appear in the right display. 

3 Press “ENTER/TEST” button. 

4 Right switch back to center position. 

5 Left switch to “FUEL REM” to check that the maximum amount 

of usable fuel with full tanks appears in the right display. 

2 Partial fuel added: 

1 Right switch to “ADD FUEL” and hold. 

2 Left switch to “FUEL REM” and hold to increase the amount of 

fuel. Release left switch once the correct display of the fuel added 

appears. If the amount on the display should unintentionally exceed 

the amount of fuel added, it can be reduced to the correct value 

by moving the left switch to the opposite position “FUEL 

USED”. 

3 Once the correct display is achieved, press the “ENTER/TEST” 

button. 

4 Move right switch from the “ADD FUEL” position back to the 

center position. The fuel computer automatically adds the amount 

of fuel filled into the tanks to the amount already in the tanks and 

the sum is shown as the amount of usable fuel currently available 

(FUEL REM). 


912-5

Section 912 




5 Left switch to “FUEL REM” to check that the currently available 

amount of usable fuel appears in the right display. 

912.4c Correction of input errors: 

If a mistake is made when programming the maximum amount of 

usable fuel so that it exceeds the correct value, switch and hold the 

left switch in the “FUEL USED” position and press the “EN- 

TER/TEST” button at the same time. The “FUEL USED” value 

will disappear and remaining fuel value (FUEL REM) will appear 

for four seconds in the right display. This value can be reduced 

while the button and switch are held. The longer they are held, the 

faster the reduction. On reaching the correct value, release button 

and switch. 

In order to prevent repetition of the four second long display during 

resetting, the left switch should be held in the “FUEL USED” 

position and the “ENTER” button used to control counting. 

912.4d Instrument test: 

The fuel computer has an internal test sequence which is activated 

by pressing and holding (min. 10 secs.) the “ENTER/TEST” button. 

An “8" appears in all parts of the display for about 10 seconds. 

Once the test has been completed successfully, ”GooD" 

will appear in the display. If “BAD” appears, the instrument cannot 

be operated until corrective measures have been taken. Resetting 

the maximum amount of usable fuel in the right display may 

rectify the situation. 

Note 

Activating the test sequence with the engine running will result in 

a loss of fuel measurements for 18 seconds. 






Section 913 

POINTER 3000 

EMERGENCY LOCATOR TRANSMITTER 


Paragraph 

Page 



913.2a Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .913-3 



913.4a Before Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .913-5 

913.4b After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .913-5 

913.4c Other Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .913-5 



913-1

Section 913 




913-2 




Section 913 

POINTER 3000 ELT 

913 POINTER 3000 ELT 

This is a compulsory supplement to the instructions for the safe 

operation of the aircraft. It is an integral part of the airplane flight 

manual and must be carried on board at all times, if an ELT POIN- 

TER 3000 is installed. 


This airplane is equipped with an Emergency Locator Transmitter 

(ELT) of type Pointer 3000. The unit is installed at the left side 

tailcone section of the aircraft and accessible after removal of the 

tailcone access hatch, which is also located on the left side of the 

tailcone. This location is marked by a placard at the outer surface 

of the fuselage. 

The ELT is operated by means of a switch at the front face of the 

unit. In addition, a remote control switch is located in the instrument 

panel to provide for operation from the pilot’s seat (refer to 

figure 7-5). In the OFF position, the unit is switched off. In the 

AUTO position, the unit is activated automatically at decelerations 

exceeding -5g. In the ON position, the unit is switched on 

and transmits. 

The ELT is a radio transmitter which upon activation transmits a 

non-directional signal on the international emergency frequencies 

121.5 and 234.0 MHz. In case of a crash landing, the unit is 

activated automatically by a deceleration switch and transmits a 

non-directional signal (up- and deswelling sound) for a period of 

48 hours which can be received at a range of 100 NM at 10000 ft 

making the localizing of the aircraft possible in case of an emergency. 


913.2a Placards 

The following placard must be 

fixed close to the mounting location 

at the outer surface of the fuselage. 

ELT 

LOCATED 

HERE 


913-3

Section 913 





Immediately after an emergency landing if help is needed the 

ELT should be operated as follows: 

1 Check ELT activation: 

Switch on a communication receiver and select frequency 

121.5MHz. If the ELT transmission is audible the ELT has already 

been activated by the deceleration switch and is functioning 

properly. If no ELT transmission is audible set ELT operating 

switch to ON and check for proper operation by listening to the 

communication receiver. 

2 Before search aircraft is in sight: 

Switch off communication receiver in order to avoid unnecessary 

battery discharge. 

3 If search aircraft is in sight: 

Set ELT switch to OFF in order to avoid interference with communication 

transmissions. Try to establish radio contact with search 

aircraft on frequency 121.5 MHz by using the 

communication receiver. If no contact is possible immediately set 

back the ELT switch to ON. 

4 After successful identification by the search aircraft: 

Set ELT switch back to OFF in order to avoid unnecessary transmission. 

5 Other emergency transmissions: 

Refer to original ELT operating instructions. 




Section 913 



913.4a Before Takeoff 

1 ELT Switch - AUTO 

2 Communication receiver - 121.5 MHz 

3 ELT transmission - NONE 

913.4b After Landing 

1 ELT switch - AUTO 

2 Communication receiver - 121.5 MHz 

3 ELT transmission - NONE 

913.4c Other Procedures 

Refer to original ELT operating instructions. 




913-5

Section 913 





913-6 




Section 914 

Flashlight 


Paragraph 

Page 







914-1

Section 914 




914-2 




Section 914 

Flashlight 

914 Flashlight 


An emergency flashlight is provided for the case of total loss of 

electrical power. The flashlight is located on the top of the stowage 

rack behind the copilot seat. 


Use only in emergency case. 

The batteries have to be replaced once a year and after each use. 








914-3

Section 914 

Flashlight 




914-4 




Section 915 

GARMIN GNS 430 

VHF Communication Transceiver / 

VOR/ILS Receiver / GPS Receiver 


Paragraph 

Page 




915.3a Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .915-6 



915.6 Section 6 - Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .915-7 

915.7 Section 7 - Airplane and System Descriptions . . . . . . . . . . . . . . . . . . .915-7 


915-1

Section 915 




915-2 




Section 915 


915 GARMIN GNS 430 


1 The GNS 430 System is a fully integrated, panel mounted instrument, 

which contains a VHF Communications Transceiver, a 

VOR/ILS receiver, and a Global Positioning System (GPS) Navigation 

Computer. The system consists of a GPS antenna, GPS Receiver, 

VHF and VOR/LOC/GS antenna, VOR/ILS receiver, 

VHF Communication portion of the equipment is to facilitate 

communication with Air Traffic Control. The primary function of 

the VOR/ILS Receiver portion of the equipment is to receive and 

demodulate VOR, Localizer, and Glide Slope signals. The primary 

function of the GPS portion of the system is to acquire signals 

from the GPS system satellites, recover orbital data, make range 

and Doppler measurements, and process this information in 

real-time to obtain the users position, velocity, and time. 

2 Provided the GARMIN GNS 430’s GPS receiver is receiving 

adequate usable signals, it has been demonstrated capable of and 

has been shown to meet the accuracy specifications for: 

a 

b 

c 

VFR/IFR enroute, terminal, and non-precision instrument approach 

(GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, 

NDB-DME, RNAV) Operation within the U.S. National Airspace 

System in accordance with AC20-138. 

One of the approved sensors, for a single or dual GNS 430 installation, 

for North Atlantic Minimum Navigation Performance 

Specification (MNPS) Airspace in accordance with AC91- 49 

and AC 120-33. 

The system meets RNP5 airspace (BRNAV) requirements of AC 

90-96 and in accordance with AC 20-138, and JAA AMJ 20X2 

Leaflet 2 Revision 1, provided it is receiving usable navigation 

information from the GPS receiver. 

Navigation is accomplished using the WGS-84 (NAD-83) coordinate 

reference datum. Navigation data is based upon use of only 

the Global Positioning System (GPS) operated by the United States 

of America. 


915-3

Section 915 





1 The GARMIN GNS 430 Pilots Guide, P/N 190-00140-00, Rev. 

A, dated December, 1998, or later appropriate revision, must be 

immediately available to the flight crew whenever navigation is 

predicated on the use of the system. 

2 The GNS 430 must utilize the following or later FAA approved 

software versions: 

Sub-System 

Software Version 

Main 2.00 

GPS 2.00 

COMM 1.22 

VOR/LOC 1.25 

G/S 2.00 

The Main software version is displayed on the GNS 430 self test 

page immediately after turnon for 5 seconds. The remaining system 

software version can be verified on the AUX group sub-page 

2, “SOFTWARE/DATABASE VER”. 

3 IFR enroute and terminal navigation predicated upon the GNS 

430’s GPS Receiver is prohibited unless the pilot verifies the currency 

of the data base or verifies each selected waypoint for accuracy 

by reference to current approved data. 

4 Instrument approach navigation predicated upon the GNS 430’s 

GPS Receiver must be accomplished in accordance with approved 

instrument approach procedures that are retrieved from the 

GPS equipment data base. The GPS equipment database must incorporate 

the current update cycle. 

a 

Instrument approaches utilizing the GPS receiver must be conducted 

in the approach mode and Receiver Autonomous Integrity 

Monitoring (RAIM) must be available at the Final Approach Fix. 




Section 915 


b 

c 

d 

e 

Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or 

any other type of approach not approved for GPS overlay with the 

GNS 430’s GPS receiver is not authorized. 

Use of the GNS 430 VOR/ILS receiver to fly approaches not approved 

for GPS require VOR/ILS navigation data to be present on 

the external indicator. 



or Loran-C navigation, the aircraft must have the operational 

equipment capable of using that navigation aid, and the required 

navigation aid must be operational. 

VNAV information may be utilized for advisory information 

only. Use of VNAV information for Instrument Approach Procedures 

does not guarantee Step-Down Fix altitude protection, or 

arrival at approach minimums in normal position to land. 

5 If not previously defined, the following default settings must be 

made in the SETUP 1 menu of the GNS 430 prior to operation (refer 

to Pilots Guide for procedure if necessary): 

a 

b 

c 

d 

dis, spd.........nm, kt (sets navigation units to nautical Miles and 

knots) 

alt, vs............ft fpm (sets altitude units to feet and feet per minute) 

map datum..WGS 84 (sets map datum to WGS 84, see note below) 

posn ......... deg-min (sets navigation grid units to decimal minutes) 

NOTE 

In some areas outside the United States or Germany, datums 

other than WGS-84 or NAD-83 may be used. If the GNS 430 is 

authorized for use by the appropriate Airworthiness authority, 

the required geodetic datum must be set in the GNS 430 

prior to its use for navigation. 


915-5

Section 915 





915.3a Abnormal Procedures 

1 If GARMIN GNS 430 navigation information is not available or 

invalid, utilize remaining operational navigation equipment as 

required. 

2 If “RAIM POSITION WARNING” message is displayed the system 

will flag and no longer provide GPS based navigational guidance. 

The crew should revert to the GNS 430 VOR/ILS receiver 

or an alternate means of navigation other than the GNS 430s GPS 

Receiver. 

3 If “RAIM IS NOT AVAILABLE” message is displayed in enroute, 

terminal, or initial approach phase of flight, continue to navigate 

using the GPS equipment or revert to an alternate means of 

navigation other than the GNS 430s GPS receiver appropriate to 

the route and phase of light. When continuing to use GPS navigation, 

position must be verified every 15 minutes using the GNS 

430s VOR/ILS receiver or another IFR approved navigation system. 

4 If “RAIM IS NOT AVAILABLE” message is displayed while on 

the final approach segment, GPS based navigation will continue 

for up to 5 minutes with approach CDI sensitivity (0.3 nautical 

mile). After 5 minutes the system will flag and no longer provide 

course guidance with approach sensitivity. Missed approach 

course guidance may still be available with 1 nautical mile DCI 

sensitivity by executing the missed approach. 

5 In an in-flight emergency, depressing and holding the Comm 

transfer button for 2 seconds will select the emergency frequency 

of 121.500 MHz into the Active frequency window. 


1 Detailed Operating Procedures 

Normal operating procedures are described in the GARMIN 

GNS 430 Pilots Guide, P/N 19000140-00, Rev. A, dated December 

1998, or later appropriate revision. 




Section 915 



The GNS 430 System data will appear on the Pilots EHSI. The 

source of data is either GPS or VLOC as annunciated on the display 

above the CDI key. 

3 Crossfill between Number One and Two GNS 430 Systems 

For dual GNS 430 installations, manual crossfill capabilities 

exist between the number one and number two GNS 430 Systems. 

Refer to the GARMIN GNS 430 Pilots Guide for detailed 

crossfill operating instructions. 

4 Automatic Localizer Course Capture 

By default, the GNS 430 automatic localizer course capture feature 

is enabled. This feature provides a method for system navigation 

data present on the external indicators to be switched 

automatically from GPS guidance to localizer / glide slope guidance 

at the point of course intercept on a localizer at which GPS 

derived course deviation equals localizer derived course deviation. 

If an offset from the final approach course is being flown, it is 

possible that the automatic switch from GPS course guidance to 

localizer / glide slope course guidance will not occur. It is the pilots 

responsibility to ensure correct system navigation data is present 

on the external indicator before continuing a localizer based 

approach beyond the final approach fix. 


No change. 

915.6 Section 6 - Weight and Balance 

See current weight and balance data. 

915.7 Section 7 - Airplane and System Descriptions 

See GNS 430 Pilots Guide for a complete description of the GNS 

430 system. 


915-7

Section 915 





915-8 




Section 916 

GARMIN GTX 320 

Transponder 


Paragraph 

Page 


916.1a Function Selecton Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .916-3 

916.1b Code Selection Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .916-4 

916.1c IDENT Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .916-5 

916.1d Reply Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .916-5 



916.3a Important Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .916-5 




916-1

Section 916 




916-2 




Section 916 


916 GARMIN GTX 320 

Ident Button 

Reply Light 


2 3 4 

IDENT 

ON 

SBY ALT 

OFF TST 

Code Selection Knobs 

Function Selection Knob 

Figure 916-1 


NOTES 

The GTX 320 owner accepts all responsibility for obtaining 

the proper license before using the transponder. 

The coverage you can expect from the GTX 320 is limited to 

“line of sight”. Low altitude or aircraft antenna shielding by 

the aircraft itself may result in reduced range. Range can be 

improved by climbing to a higher altitude. It may be possible 

to minimize antenna shielding by locating the antenna where 

dead spots are only noticed during abnormal flight attitudes. 

916.1a Function Selecton Knob 

The function selecton knob is a five position rotary switch. The 

five positions are: 

• OFF - Turns off all power to the GTX 320 (the GTX 320 

should be turned off before starting aircraft engine(s). 

• SBY - Turns the transponder on, but when in SBY the GTX 

320 will not reply to any interrogations from the ground radar 

system. 

• ON - Places the transponder in Mode A, the identification 

mode. In addition to the aircraft’s identification code, the GTX 

320 will also reply to altitude interrogations (Mode C) with signals 

that do not contain altitude information. 


916-3

Section 916 




• ALT - Activates all of the necessary circuitry (transponder to 

optional altitude digitizer and return) to respond to ATC altitude 

interrogations and aircraft identification interrogations 

with standard pressure altitude (29.92 inches Hg). The ALT position 

may be used in aircraft that are not equipped with the optional 

altitude digitizer, however, the only response will be discreet 

signals that do not contain altitude information. 

• TST - Turning the switch to the TST position tests the reply indicator. 

The TST position is spring loaded and must be held 

momentarily. When released, it will automatically return to the 

ALT position. 

Any time the function switch is in the ON or ALT position the 

transponder becomes an active part of the beacon system. Select 

ON or ALT as late as practical prior to takeoff and switch to OFF 

or SBY as soon as practical after completing landing roll unless 

the change to SBY has been accomplished previously at the request 

of ATC. 

916.1b Code Selection Knob 

The code selector consists of four, eight position switches that 

provide 4,096 active identification codes. Attention should be 

paid to the selected identification code. The selected code should 

be in accordance with instructions for IFR flight or rules applicable 

to transponder utilization for VFR flight. 

When making routine code changes, you should avoid inadvertent 

selection of codes 7500, 7600, or 7700 thereby causing momentary 

false alarms at automated ground facilities. For example 

when switching from code 2700 to code 7200, switch first to 2200 

then 7200, NOT to 7700 and then 7200. 

This procedure applies to nondiscrete code 7500 and all discrete 

codes in the 7600 and 7700 series (i.e., 7600-7677, 7700-7777) 

which trigger special indicators in automated facilities. Only 

nondiscrete code 7500 will be decoded as the hijack code. An 

aircraft’s transponder code (when available) is utilized to 

enhance the tracking capabilities of the ATC facility, therefore 

your should not turn the GTX 320 to SBY when making routine 

code changes. 




Section 916 


916.1c IDENT Button 

On occasion, the controller will request “SQUAWK IDENT”. 

Respond by momentarily pressing and releasing the IDENT button. 

Pressing the IDENT button activates the Special Position 

Identification Pulse (SPI) for approximately 20 seconds identifying 

your transponder return from other aircraft on the controller’s 

scope. 

916.1d Reply Light 

The reply light will blink each time the transponder replies to 

ground interrogation. The reply light remains lit up during the 

IDENT time interval. 




916.3a Important Codes 

7600 - Loss of Communications. 

7500 - Hijacking (Never assigned by ATC without prior notification 

of the pilot that his or her aircraft is subject to unlawful interference). 

7700 - Emergency (All secondary surveillance radar sites are ready 

to receive this code at all times). 

See the Airman’s Information Manual (AIM) for a detailed explanation 

of identification codes. 






916-5

Section 916 





916-6 




Section 917 

GARMIN GMA 340 

Audio Panel 


Paragraph 

Page 


917.1a Front Panel Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-3 

917.1b On, Off, and Fail-Safe Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-4 

917.1c Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-4 

917.1d Transceivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-4 

917.1e Split COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-4 

917.1f Aircraft (A/C) Radios & Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-5 

917.1g Speaker Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-5 

917.1h PA Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-5 

917.1i Auxiliary Entertainment Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-5 

917.1j Intercom System (ICS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-6 

917.1k Marker Beacon Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .917-7 






917-1

Section 917 




917-2 




Section 917 


917 GARMIN GMA 340 


1 2 3 

13 

18 

16 

17 

GARMIN 

A O M 

PILOT 

MKR 

MUTE 

HI 

LO 

SQ 

OFF/ 

VOL 

SENS 

GMA 340 

COM1 COM2 COM3 NAV1 NAV2 DME ADF TEST 

SPKR PILOT 

SQ 

COM1 COM2 COM3 COM CABIN AUDIO CS ISOLATION VOL 

MIC MIC MIC 1/2 

PA CREW PULL 

PASS 

COPILOT 

VOL 

5 6 

4 

14 15 

12 

11 

10 

9 

7 8 

Figure 917-1 

917.1a Front Panel Controls 

1 Marker Beacon Lights 

2 Marker Beacon Receiver Audio Select/Mute Button 

3 Marker Beacon Receiver Sensitivity Indicator LEDs 

4 Marker Beacon Receiver Sensitivity Selection Button 

5 Unit On/Off, Pilot Intercom System (ICS) Volume 

6 Pilots ICS Voice Activated (VOX) Intercom Squelch Level 

7 Copilot (IN) and Passenger (Out) ICS Volume Control (Pull 

for Passenger Volume) 

8 Passenger and Copilot VOX Intercom Squelch Level 

9 Crew Isolation Intercom Mode Button 

10 Pilot Isolation Intercom Mode Button 

11 PA Function Button 

12 Speaker Output Button 

13 Transceiver Audio Selector Buttons (COM1, COM2, COM3) 

14 Transmitter (Audio/Mic) Selection Buttons 

15 Split COM Button 

16 Aircraft Radio Audio Output Selection Buttons (NAV1, 

NAV2, DME, ADF) 

17 Indicator Test Button 

18 Jack Screw Access 


917-3

Section 917 




917.1b On, Off, and Fail-Safe Operation 

The GMA 340 is powered off when the left inner knob (item 5 in 

figure 917-1) is at the full CCW position. To activate the unit, turn 

the knob clockwise until it clicks. The knob then functions as the 

pilot ICS volume control. A fail-safe circuit connects the pilots 

headset and microphone directly to COM1 in the event that power 

is interrupted or the unit is turned off. 

917.1c Lighting 

The intensity of the LED Button annunciators and marker beacon 

lamps are controlled by a built-in-photocell on the front panel. 

Nomenclature backlighting is controlled by the aircraft dimmer 

buss. See installation wiring diagrams in Appendix B for guidance 

on connecting the dimmer buss to the GMA 340. 

917.1d Transceivers 

NOTE 

Audio level controlled via selected comm volume control. 

Single action selection of either COM1, COM2, or COM3 (13) 

for both MIC and audio source is accomplished by pressing either 

COM1 MIC, COM2 MIC; or COM3 MIC (14). 

Additionally, each audio source can be selected independently by 

pressing COM1, COM2, or COM3 (13). When selected in this 

way, they remain active as audio sources independently of which 

transceiver has been selected as the active microphone source. 

When a microphone is keyed, the active transceivers MIC button 

LED blinks at approximately a 1 Hz rate to indicate the TX is active. 

917.1e Split COM 

Pressing the COM 1/2 button (15) invokes the split com function. 

While this mode is active, COM2 is dedicated solely to the copilot 

as a MIC/audio source while COM1 is dedicated to the pilot as 

a MIC/audio source. The pilot can still listen to COM3, NAV1, 

NAV2, DME, ADF, and MKR. The pilot and copilot can simultaneously 

transmit in this mode. The split com mode is cancelled by 

pressing the COM 1/2 button a second time. 

An added feature while in the split com mode is the ability for the 

copilot to make PA announcements while allowing the pilot to 

continue using COM1 independently. When the PA button is 

pressed after the split com mode is activated, the copilots mic will 




Section 917 


be output over the cabin speaker when keyed. A second press of 

the PA button will return the copilot to normal split com operation 

as described above. 

NOTE 

If the COM radios in the installation utilize a transmit interlock 

system, the split COM function may not work properly 

unless the interlock feature is disabled. Refer to the radios installation 

manual for guidance. GARMIN makes no expressed 

or implied guarantees regarding the suitability of this 

feature in a given installation. 

917.1f Aircraft (A/C) Radios & Navigation 

NOTE 

Audio level controlled via selected NAV radio volume control. 

Pressing NAV1, NAV2, DME, ADF (16), or MKR (2) (see MKR 

beacon operation) selects that audio source. 

917.1g Speaker Output 

Pressing the SPKR button (12) normally causes the selected A/C 

radios to be heard on the cabin speaker. The speaker output is muted 

when a COM microphone is keyed. Speaker level is adjustable 

through an access hole in the top of the unit. 

917.1h PA Function 

The PA mode is activated by pressing the PA button (11). Then, 

when either the pilots or copilots microphone is keyed, the corresponding 

mic audio is output over the cabin speaker. If the SPKR 

button is also active, then any previously active speaker audio 

will be muted while the microphone is keyed. The SPKR button 

does not have to be previously active in order to use the PA function. 

Pilot and copilot PA microphone speaker levels are adjustable 

through an access hole in the top of the unit. 

917.1i Auxiliary Entertainment Inputs 

The GMA 340 provides two stereo entertainment inputs: MU- 

SIC1 and MUSIC2. MUSIC1 is soft-muted during all A/C radio 

activity and normally during ICS activity. MUSIC2 is a non- muted 

input. These inputs are compatible with popular portable entertainment 

devices such as cassette tape or CD players. The 


917-5

Section 917 




headphone outputs of these devices are used and plugged into 

MUSIC1 or MUSIC2. Two 3.5 mm stereo phone jacks should be 

installed is a convenient location for this purpose. MUSIC1 and 

MUSIC2 have characteristics that are affected by the active intercom 

mode (see paragraph 917.1j). 

917.1j Intercom System (ICS) 

Intercom volume and squelch (VOX) are adjusted using the following 

front panel knobs: 

• LEFT INNER KNOB - Unit on/off power control and Pilot ICS 

volume. Full CCW is OFF position (click). 

• LEFT OUTER KNOB - PILOT ICS mic VOX level. CW rotation 

increases the amount of mic audio (VOX level) required to 

break squelch. Full CCW is the hot MIC position. 

• RIGHT INNER KNOB - In position: Copilot ICS volume. 

Out position: Passenger ICS volume. 

• RIGHT OUTER KNOB - Copilot and passenger mic VOX 

level. CW rotation increases the amount of mic audio (VOX 

level) required to break squelch. Full CCW is the hot MIC position. 

Each microphone input (six total) has a dedicated VOX circuit to 

ensure that only the active microphone(s) is/are heard when 

squelch is broken. This represents a vast improvement over single-gate 

systems and reduces the amount of background noise in 

the headphones during cockpit communications. After the operator 

has stopped talking, the intercom channel remains momentarily 

open to avoid closure between words or normal pauses. 

The GMA 340 provides three intercom modes to further simplify 

workload and minimize distractions during all phases of flight: 

PILOT, Crew and ALL. The mode selection is accomplished 

using the PILOT and CREW buttons. Pressing a button activates 

the corresponding ICS mode. A second press deactivates the 

mode. The operator can switch directly from PILOT to CREW or 

from CREW to PILOT by pressing the other mode button. ALL 

mode is active when neither PILOT or CREW mode has been selected. 

These modes allow different degrees of interaction between 

the crew and passengers: 

• PILOT mode basically isolates the pilot from everyone else 

and dedicates the aircraft radios to the pilot exclusively. The 

copilot and passengers share communications between 

themselves but cannot communicate with the pilot or hear the 

aircraft radios. 




Section 917 


• CREW mode places the pilot and copilot on a common ICS 

communication channel. The passengers are on their own intercom 

channel and can communicate with each other, but cannot 

communicate with the crew or hear the aircraft radios. 

• ALL mode allows full intercom communication between everyone 

plugged in to the GMA 340. Aircraft radios are also 

heard by all. 

• MUSIC1 and MUSIC2 stereo entertainment inputs are affected 

by the intercom mode selected. 

The following table summarizes the ICS operation for the different 

modes supported by the GMA 340. 

Mode 

Copilot 

hears 

Pilot hears 

Passengers 

hear 

MUSIC1 Muting Triggered By 

PILOT Selected 

Radios. 

Pilot. 

CREW Selected 

Radios. 

Pilot. 

Copilot. 

MUSIC1. 

ALL 

Selected 

Radios. 

Pilot. 

Copilot. 

Passengers 

. MUSIC1. 

Copilot. 

Passengers. 

MUSIC1. 

Selected 

Radios. 

Pilot. 

Copilot. 

MUSIC1. 

Selected 

Radios. 

Pilot. 

Copilot. 

Passengers. 

MUSIC1. 

Passengers. 

Copilot. 

MUSIC1. 

Passengers. 

MUSIC2. 

Selected 

Radios. 

Pilot. 

Copilot. 

Passengers. 

MUSIC1. 

Copilot or passenger ICS 

activity. 

A/C radio activity. 

MKR activity. 

Pilot or Copilot ICS activity. 

A/C radio activity. 

MKR activity. 

ICS activity. 

The MUSIC1 mute trip level is adjustable through an access hole 

in the top of the unit. 

917.1k Marker Beacon Receiver 

The marker beacon is used as part of an ILS approach, and in certain 

instances, to identify an airway. In addition to the normal 

marker beacon functions, the GMA 340 provides an intuitive audio 

muting function. The lamps illuminate, and an associated 

keyed-tone is heard (when MKR audio is selected), when the aircraft 

passes over a 75 MHz marker beacon transmitter. 


917-7

Section 917 




The lamp and audio keying for ILS approach operation are summarized 

below. 

Audio Frequency Audio Keying Lamp Actuated 

400 Blue (Outer) 

1300 • • • • Amber (Middle) 

3000 • • • • • • • White (Airway/Inner) 

The marker beacon audio level is aligned at the factory to produce 

its rated audio output. However, the output level is adjustable 

through an access hole in the top cover of the unit. 

The GMA 340’s marker beacon receiver controls are located on 

the left side of the front panel (1-4). The SENS button selects either 

high or low sensitivity allows operation over airway markers 

or to get an earlier indication of nearing the outer marker during 

an approach. 

The marker audio is selected initially by pressing the MKR/mute 

button (2). If no marker beacon signal is being received, then a second 

button press will de-select the marker audio. This operation 

is similar to selecting any other audio source on the GMA 340. 

However, if the second button press occurs after a marker beacon 

signal is being received, then the marker audio is muted but not 

de-selected. The buttons LED will remain lit to indicate that the 

source is still selected. When the current marker signal is no longer 

being received, the audio is automatically un-muted. While in 

the muted state, pressing the MKR/mute button deselects the 

marker audio. The buttons LED will extinguish to indicate that 

the marker audio is no longer selected. 

In all cases, the marker beacon lamps operate independently of 

any audio selection and cannot be defeated. The GMA 340 can 

drive external marker lamps if required. Maximum source current 

is 125 mA (8 V DC max.). 






Section 917 









917-9

Section 917 





917-10 




Section 918 

LITEF LCR-92 with CCU EA-85511 

Attitude and Heading Reference System 

with Remote Panel 


Paragraph 

Page 







918-1

Section 918 




918-2 




Section 918 


918 LITEF LCR-92 with CCU EA-85511 


The LITEF LCR-92 Attitude and Heading Reference System 

generates data to be displayed on the EHSI and the EADI. The attitude 

accuracy is better than 2°. The horizontal gyro is aligned 

for a magnetic declination of 

1° West. 

The Compass Control Unit 

is located on the left side of 

the left main panel. The unit 

provides selectable “slaved 

gyro” or “free gyro” modes 

(upper switch). Operating in 

the free mode the LCR-92 

has a drift rate of better than 

9°/hour. 

Manual slaving capability 

SLAVE 

- + 

“cw” (clockwise) and “ccw” (counterclockwise) is available 

when the system is in “free gyro” mode while a visual meter displays 

the slaving error. 

CCW 

FREE 

CW 

Slaving Meter 

Slave / free Gyro 

Toggle 

CCW / CW 

Heading Drive 

Toggle 

Note 

Recommendations concerning the operation in free mode are 

given in figure 918-1. 








918-3

Section 918 




180° 150°W 120°W 90°W 60°W 30°W 0° 30°E 60°E 90°E 120°E 150°E 180° 

80°N 

Southern Limit of recommended free mode operation area 

70°N 

60°N 

50°N 

0° 

50°S 

60°S 

Area of recommended free mode operation 

70°S 

80°S 

Compiled from data obtained from 

World Data Center C2 for Geomagnetism, Kyoto 

IGRF (International Geomagnetism Reference Field) 

Figure 918-1 

918-4 




Section 918 





918-5

Section 918 





918-6 




Section 919 

BENDIX/KING KDM 706A 

DME System 


Paragraph 

Page 







919-1

Section 919 




919-2 




Section 919 


919 BENDIX/KING KDM 706A 


The KDM 706A is a remote mounted 200 channel DME. Range, 

speed and time to station are displayed at the left and right lower 

corner of the EHSI ED-461. The active DME will also be displayed 

at the right upper corner from the EHSI. The GNS 430/530 

NAV-1 and NAV-2 will transmit the VOR/DME frequencies via 

an ARINC 429 data bus to the DME unit. 

A DME HOLD function is provided, activated by the DME 

HOLD switch located below the Turn and Bank Indicator at the 

lower left instrument panel. 










919-3

Section 919 





919-4 




Section 920 


Transponder 


Paragraph 

Page 


920.1a Mode Selection Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .920-4 

920.1b Code Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .920-4 

920.1c Keys for other GTX 327 Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .920-5 







920-1

Section 920 




920-2 




Section 920 




The GARMIN GTX 327 is a panel-mounted TSO.d transponder 

with the addition of timing functions. The transponder is a radio 

transmitter and receiver that operates on radar frequencies, receiving 

ground radar interrogations at 1030 MHz and transmitting 

a coded response of pulses to ground-based radar on a 

frequency of 1090 MHz. 

Notes 



GARMIN GTX327 

Figure 920-1 







Caution 

The GTX 327 should be turned off before starting or shutting 

down aircraft engine. 

The GTX 327 Transponder is powered on by pressing the STBY, 

ALT or ON keys, or by the respective AVIONIC MASTER 


920-3

Section 920 




switch located on the left main panel. After power on a start-up 

page will be displayed while the unit performs a self test. 

920.1a Mode Selection Keys 

OFF Powers off the GTX 327. 

STBY 

ON 

ALT 

Powers on the transponder in standby mode. At power on the last 

active identification code will be selected. When in standby 

mode, the transponder will not reply to any interrogations. 

Powers on the transponder in Mode A. At power on the last active 

identification code will be selected. In this mode the transponder 

replies to interrogations, as indicated by the Reply Symbol. Replies 

do not include altitude information. 

Powers on the transponder in Mode A and Mode C. At power on 

the last active identification code will be selected. In ALT mode, 

the transponder replies to identification and altitude interrogations, 

as indicated by the Reply Symbol. Replies to altitude interrogations 

include standard pressure altitude received from 

altimeter encoder (ATC1) or shadin blind encoder (ATC2). 

920.1b Code Selection 

Code selection is done with eight keys (0 - 7) that provide 4,096 

active identification codes. Pushing one of these keys begins the 

code selection sequence. The new code will not be activated until 

the fourth digit is entered. Pressing the CLR key will move the 

cursor back to the previous digit. Pressing the CLR key when the 

cursor is on the first key of the code, or pressing the CRSR key 

during code entry, will remove the cursor and cancel data entry, 

restoring the previous code. The numbers 8 and 9 are not used for 

code entry, only for entering a Count Down time, and in Configuration 

Mode. 

Important Codes: 

1200 The VFR code for any altitude in the US (Refer to ICAO standards 

elsewhere) 

7500 Hijack code (Aircraft is subject to unlawful interference) 

920-4 




Section 920 


7600 Loss of communications 

7700 Emergency 

7777 Military interceptor operations (Never squawk this code) 

0000 Military use (Not enterable) 

Care should be taken not to select the code 7500 and all codes in 

the 7600-7777 range, which trigger special indicators in automated 

facilities. Only the code 7500 will be decoded as the hijack 

code. An aircraft’s transponder code (if available) is utilized to 

enhance the tracking capabilities of the ATC facility, therefore 

care should be taken when making routine code changes. 

920.1c Keys for other GTX 327 Functions 

IDENT 

VFR 

START/STOP 

CRSR 

CLR 

Pressing the IDENT key activates the Special Position Identification 

(SPI) Pulse for 18 seconds, identifying your transponder return 

from others on the air traffic controller’s screen. The word 

‘IDENT’ will appear in the upper left corner of the display while 

the IDENT mode is active. 

Sets the transponder code to the pre-programmed VFR code selected 

in the Configuration Mode. Pressing the VFR key again 

will restore the previous identification code. 

Starts and stops the Count Up and Count Down timers. 

Initiates entry of starting time for the Count Down timer and cancels 

transponder code entry. 

Resets the Count Up and Count Down timers and cancels the previous 

keypress during code selection. 

8 Reduces Contrast and Display Brightness when the respective 

pages are displayed. Also enters the number eight into the Count 

Down timer. 

9 Increases Contrast and Display Brightness when the respective 

pages are displayed. Also enters the number nine into the Count 

Down timer. 


920-5

Section 920 


FUNC 



Changes the page shown on the right side of the display. Displayed 

data includes Pressure Altitude, Flight Time, Count Up 

timer, Count Down timer, and may include Contrast and Display 

Brightness, depending on configuration (refer to the screen description 

below): 

1 Screen Description: 

PRESSURE 

ALT 

FLIGHT 

TIME 

COUNT UP 

TIMER 

COUNT 

DOWN 

TIMER 

CONTRAST 

DISPLAY 

Displays the altitude data supplied to GTX 327 in feet, hundreds 

of feets (i.e., flight level), or meters, depending on configuration. 

Displays the Flight Time, which is controlled by the 

START/STOP key. A squat switch control for this function is not 

available in the EA 400. 

Controlled by the START/STOP and CLR keys. 

Controlled by START/STOP, CLR, and CRSR keys. The initial 

Count Down time is entered with the 0 - 9 keys. 

This page is only displayed if manual contrast mode is selected in 

Configuration Mode. Contrast is controlled by the 8 and 9 keys. 

This page is only displayed if manual backlighting mode is 

selected on Configuration Mode. Backlighting is controlled by 

the 8 and 9 keys. 


Not applicable. 



7600 - Loss of communications. 

7500 - Hijacking. 




Section 920 


7700 - Emergency (All secondary surveillance radar sites are 

ready to receive this code at all times). 








1999 

920-7

Section 920 





920-8 




Section 921 

Moritz 

Instrumentation Package 


Paragraph 

Page 



921.2a Miscellaneous Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .921-7 


921.3a Instrument Failure Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .921-7 

921.3b Alternator Overload Condition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .921-7 




921-1

Section 921 




921-2 

Issued: Issued: 13. 15. September October 2001 1999



Section 921 

Moritz Instrumentation Package 

921 Moritz Instrumentation Package 


The Moritz Instrumentation Package consists of an annunciator 

panel, two engine instruments clusters, a digital Volt/Amp Indicator, 

an EXTRA-built dimmer panel, and a conventional CHT 

Indicator. 

Figure 921-1 

The annunciator panel shown in figure 921-2 combines all warning 

and annunciator lights which are not located on special 

places. 

The engine instruments clusters shown in figure 921-3 display 

engine information in both analog and digital form. 

A purely digital package (figure 921-3) is provided for electrical 

data (Alternator 1 + 2 Amps, Volt DC). 

The dimmers allow adjusting the brightness of the divers cockpit 

lighting as shown on figure 921-2, if the night mode is selected on 

the NIGHT/DAY switch located on the left side panel. 

Changes in circuit breaker markings, which become necessary if 

Moritz Instrument Package is installed, are outlined on fig. 921-4. 


921-3

Section 921 




Figure 921-2 

921-4 

Issued: Issued: 13. 15. September October 2001 1999



Section 921 


Figure 921-3 


921-5

Section 921 




Figure 921-4 




Section 921 



921.2a Miscellaneous Instrument Markings 

Instrument markings of Voltmeter not applicable due to digital 

indication. 


921.3a Instrument Failure Detection 

The following information shall enable the pilot to detect an instrument 

failure: 

There are two possible cases of an instrument failure: 

1 For a total instrument failure, there will be no indication on any 

instrument. This type of failure is consistent with a power loss 

of the system. 

2 Input (sensor) failures for shorted or open input conditions are 

as follows: 

Input Type 

Pointer and Display Indication 

Short Condition 

Open Condition 

Frequency 

(RPM, FF) 

Resistive 

(OAT, WT, OT) 

Thermocouple 

(EGT, TIT) 

Voltage 

(MAP, FP, OP, FQ) 

Minimum 

Minimum 

Cockpit 

Temperature 

Minimum 

Minimum 

Maximum 

Falling 

Temperature 

Minimum 

921.3b Alternator Overload Condition 

The Moritz digital ammeters allow detection of an alternator 

overload condition. This condition may occur, if one alternator 

doesn’t reach its nominal voltage, thus transferring a part of its 

load to the other alternator. The measure in this case is: 

Electrical Load, REDUCE until values are within limits. 


921-7

Section 921 





Not affected. 


Not affected. 




Section 922 


VHF Communication Transceiver/ 

VOR/ISL Receiver / GPS Receiver 


Paragraph 

Page 




922.3a Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .922-6 



922.6 Section 6 - Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .922-8 

922.7 Section 7 - Airplane and System Descriptions . . . . . . . . . . . . . . . . . . .922-8 

Issued: 15. 11. October January 2002 

1999 

922-1

Section 922 




922-2 




Section 922 


922 GARMIN GNS 530 


1 The GNS 530 System is a fully integrated, panel mounted instrument, 

which contains a VHF Communications Transceiver, a 

VOR/ILS receiver, and a Global Positioning System (GPS) Navigation 

computer. The system consists of a GPS antenna, GPS Receiver, 

VHF VOR/LOC/GS antenna, VOR/ILS receiver, VHF 

COMM antenna and a VHF Communications Transceiver. The 

primary function of the VHF Communication portion of the 

equipment is to facilitate communication with Air Traffic Control. 

The primary function of the VOR/ILS Receiver portion of 

the equipment is to receive and demodulate VOR, Localizer, and 

Glide Slope signals. The primary functon of the GPS portion of 

the system is to acquire signals from the GPS system satellites, recover 

orbital data, make range and Doppler measurements, and 

process this information in real-time to obtain the user’s position, 

velocity and time. 

2 Provided the GARMIN GNS 530’s GPS receiver is receiving adequate 

usable signals, it has been demonstrated capable of and 

has been shown to meet the accuracy specifications for: 

a 

b 

c 

VFR/IFR en-route, terminal, and non-precision instrument approach 

(GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, 

NDB-DME, RNAV) operation within the U.S. National Airspace 

System in accordance with AC 20-138. 

One of the approved sensors, for a single or dual GNS 530 installation, 

for North Atlantic Minimum Navigation Performance 

Specification (MNPS) Airspace in accordance with AC 91-49 

and AC 120-33. 

The system meets RNP5 airspace (BRNAV) requirements of AC 

90-96 and in accordance with AC 20-138, and JAA AMJ 20X2 

Leaflet 2 Revision 1, provided it is receiving usable navigation 

information from the GPS receiver. 

Navigation is accomplished using the WGS-84 (NAD-83) coordinate 

reference datum. Navigation data is based upon use of only 


922-3

Section 922 




the Global Positioning System (GPS) operated by the United 

States of America. 


1 The GARMIN GNS 530 Pilot’s Guide, P/N 190-00181-00, Rev. 

A, dated April 2000 or later appropriate revision must be immediately 

available to the flight crew whenever navigation is predicated 

on the use of the system. 

The GARMIN 500 Series Pilot’s Guide Addendum, Display Interface 

for Traffic and Weather Data, must be immediately available 

to the flight crew if the BFGoodrich WX-500 Stormscope or 

the BFGoodrich SKYWATCH TM Traffic Advisory System 

(TAS) is installed. 

2 The GNS 530 must utilize the following or later FAA approved 

software versions: 

Sub-System 

Software Version 

Main 2.00 

GPS 2.00 

COMM 1.22 

VOR/LOC 1.25 

G/S 2.00 

The Main software version is displayed on the GNS 530 self test 

page immediately after turn-on for 5 seconds. The remaining system 

software versions can be verified on the AUX group 

sub-page 2, „SOFTWARE/DATABASE VER“. 

3 IFR enroute and terminal navigation predicated upon the GNS 

530’s GPS Receiver is prohibited unless the pilot verifies the currency 

of the data base or verifies each selected waypoint for accuracy 

by reference to current approved data. 

4 Instrument approach navigation predicated upon the GNS 530’s 

GPS Receiver must be accomplished in accordance with ap- 




Section 922 


proved instrument approach procedures that are retrieved from 

the GPS equipment data base. The GPS equipment database must 

incorporate the current update cycle. 

a 

b 

c 

d 

e 

Instrument approaches utilizing the GPS receiver must be conducted 

in the approach mode and Receiver Autonomous Integrity 

Monitoring (RAIM) must be available at the Final Approach Fix. 

Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or 

any other type of approach not approved for GPS overlay with the 

GNS 530’s GPS receiver is not authorized. 

Use of the GNS 530 VOR/ILS receiver to fly approaches not approved 

for GPS require VOR/ILS navigation data to be present on 

the external indicator. 



or Loran-C navigation, the aircraft must have the operational 

equipment capable of using that navigation aid, and the required 

navigation aid must be operational. 

VNAV information may be utilized for advisory information 

only. Use of VNAV information for Instrument Approach Procedures 

does not guarantee step-down fix altitude protection, or arrival 

at approach minimums in normal position to land. 

5 If not previously defined, the following default settings must be 

made in the „SETUP 1“ menu of the GNS 530 prior to operation 

(refer to Pilot’s Guide for procedure if necessary): 

a 

b 

c 

d 

dis, spd.........nm, kt (sets navigation units to „nautical miles“ and 

„knots“) 

alt, vs............ft fpm (sets altitude units to „feet“ and „feet per 

minute“) 

map datum....WGS 84 (sets map datum to WGS 84, see note below) 

posn................deg min (sets navigation grid units to decimal 

minutes) 


922-5

Section 922 


NOTE 



In some areas outside the United States, datums other than 

WGS-84 or NAD-83 may be used. If the GNS 530 is authorized 

for use by the appropriate Airworthiness authority, the 

required geodetic datum must be set in the GNS 530 prior to 

its use for navigation. 


922.3a Abnormal Procedures 

1 If GARMIN GNS 530 navigation information is not available or 

invalid, utilize remaining operational navigation equipment as 

required. 

2 If „RAIM POSITION WARNING“ message is displayed the system 

will flag and no longer provide GPS based navigational guidance. 

The crew should revert to the GNS 530 VOR/ILS receiver 

or an alternate means of navigation other than the GNS 530’s 

GPS Receiver. 

3 If „RAIM IS NOT AVAILABLE“ message is displayed in the 

enroute, terminal or initial approach phase of flight, continue to 

navigate using the GPS equipment or revert to an alternate means 

of navigation other than the GNS 530’s GPS Receiver appropriate 

to the route and phase of flight. When continuing to use GPS 

navigation, position must be verified every 15 minutes using the 

GNS 530’s VOR/ILS receiver or another IFR-approved navigation 

system. 

4 IF „RAIM IS NOT AVAILABLE“ message is displayed while 

on the final approach segment, GPS based navigation will continue 

for up to 5 minutes with approach CDI sensitivity (0.3 nautical 

mile). After 5 minutes the system will flag and no longer 

provide course guidance with approach sensitivity. Missed approach 

course guidance may still be available with 1 nautical mile 

CDI sensitivity by executing the missed approach. 

5 In an in-flight emergency, depressing and holding the Comm 

transfer button for 2 seconds will select the emergency frequency 

of 121.500 MHz into the „Active“ frequency window. 




Section 922 



1 Detailed Operation Procedures 

Normal operating procedures are described in the GARMIN 

GNS 530 Pilot’s Guide, P/N 190-00181-00, Rev. A, dated April 

2000, or later appropriate revision. 


The GNS 530 System data will appear on the Pilot’s HSI. The 

source of data is either GPS or VLOC as annunciated on the display 

above the CDI key. 

3 Autopilot/Flight Director Operation 

Coupling of the GNS 530 System steering information to the autopilot/flight 

director can be accomplished by engaging the autopilot/flight 

director in the NAV or APR mode. 

When the autopilot/flight director system is using course information 

supplied by the GNS 530 System and the course pointer is 

not automatically driven to the desired track, the course pointer 

on the HSI must be manually set to the desired track (DTK) indicated 

by the GNS 530. For detailed autopilot/flight director operational 

instruction, refer to the FAA Approved Flight Manual 

Supplement for the autopilot/flight director. 

4 Crossfill Operations 

Crossfill capabilities exist between the GNS 530 and GNS 430 

Systems. Refer to the GARMIN GNS 530 Pilot’s Guide for detailed 

crossfill operating instructions. 

5 Automatic Localizer Course Capture 

By default, the GNS 530 automatic localizer course capture feature 

is enabled. This feature provides a method for system navigation 

data present on the external indicators to be switched 

automatically from GPS guidance to localizer / glide slope guidance 

as the aircraft approaches the localizer course inbound to the 

final approach fix. If an offset from the final approach course is 

being flown, it is possible that the automatic switching from GPS 

course guidance to localizer / glide slope course guidance will not 

occur. It is the pilot’s responsibility to ensure correct system navigation 

data is present on the external indicator before continuing a 

localizer based approach beyond the final approach fix. Refer to 

the GNS 530 Pilot’s Guide for detailed operation instructions. 


922-7

Section 922 




6 Display of Lightning Strike Data 

Lightning strike data detected by the BFGoodrich WX-500 

Stormscope or compatible systems will appear on the moving 

map and weather pages of the GNS 530. For detailed operating instructions 

regarding the interface of the GNS 530 with the 

WX-500, refer to the WX-500 Pilot’s Guide and the GNS 530 Pilot’s 

Guide Addendum for the WX-500 Stormscope interface. 

7 Display of Traffic Advisory Data 

Traffic data detected by the BFGoodrich SKYWATCH TM Traffic 

Advisory System (TAS) or compatible systems will appear on the 

moving map and traffic display pages of the GNS 530. For detailed 

operating instructions regarding the interface of the GNS 

530 with the SKYWATCH, refer to the FAA Approved Flight 

Manual Supplement for the SKYWATCH, the Pilot’s Guide for 

the SKYWATCH and the GNS 530 Pilot’s Guide Addendum for 

the SKYWATCH Traffic Advisory System Interface. 


No change. 

922.6 Section 6 - Weight and Balance 

See current weight and balance data. 

922.7 Section 7 - Airplane and System Descriptions 

See GNS 530 Pilot’s Guide for a complete description of the GNS 

530 system. 

922-8 


Issued: 11. January 2002



Section 923 

Ice Protection System 


Paragraph 

Page 


923.1a Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-3 


923.2a Kinds Of Operation Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-3 

923.2b Required Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-4 

923.2c Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-4 

923.2d Minimum Speed In Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-5 

923.2e Flap Setting For Holding In Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . .923-5 

923.2f Flap Setting For Landing After Encountering Icing . . . . . . . . . . . . .923-5 

923.2g Autopilot Operation In Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-5 


923.3a Alternator Failure In Icing Conditions (Alternator 1 Or 

Alternator 2 Annunciator Light Illuminated) . . . . . . . . . . . . . . . . . . . . . . . . . . .923-6 

923.3b Single Vacuum Pump Failure In Icing Conditions 

(Reduced Suction Pressure And Left Or Right Red 

Vacuum Buttons In The Extended “Failed” Position). . . . . . . . . .923-6 

923.3c Propeller Heat System Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-6 

923.3d Deice Boots Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-7 

923.3e Windshield Anti-Ice Heat Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-7 

923.3f Heated Lift Detector Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-7 


923.4a Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-9 

923.4b In Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-10 

923.4c Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-11 


923.5a Stall Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-12 

923.5b Maximum Rate Of Climb -Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-12 

923.5c Rate Of Climb - Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-12 

923.5d Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-13 

923.6 Section 6 - Weight And Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-13 

923.7 Section 7 - Description And Operation Of The Ice 

Protection System And Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .923-13 


1999 

923-1

Section 923 




923-2 




Section 923 


923 Ice Protection System 


923.1 Definitions 

This supplement supplies information necessary for the operation 

of the airplane’s Ice Protection System. 

Residual ice 

Intercycle ice 

Ice immediate after boot inflation 

Ice accretion between boot inflation 


923.2 Kinds Of Operation Limits 

The ice protection system was designed and tested for operation 

in the meteorological conditions of FAR 25, Appendix C, for continuous 

maximum and intermittent maximum icing conditions. 

The ice protection system was not designed or tested for flight 

in freezing rain and/or mixed conditions or for icing conditions 

more severe than those of FAR 25, Appendix C. Therefore, 

flight in those conditions may exceed the capabilities of 

the ice protection system. 

Warning 

Severe icing may result from environmental conditions outside 

of those for which the airplane is certificated. Flight in 

freezing rain, freezing drizzle, or mixed icing conditions 

(supercooled liquid water and ice crystals) may result in ice 

build-up on protected surfaces exceeding the capability of the 

ice protection system, or may result in ice forming aft of the 

protected surfaces. This ice may not be shed using the ice protection 

systems, and may seriously degrade the performance 

and controllability of the airplane. During flight, severe icing 

conditions that exceed those for which the airplane is certificated 

shall be determined by the following visual cues. If one 

or more of these visual cues exists, immediately request priority 

handling from Air Traffic Control to facilitate a route or 

an altitude change to exit the icing conditions. 


923-3

Section 923 




- Unusually extensive ice accumulation on the airframe and 

windshield in areas not normally observed to collect ice. 

- Accumulation of ice on the wing aft of the protected area. 

Since the autopilot, when installed and operating, may mask 

tactile cues that indicate adverse changes in handling characteristics, 

use of the autopilot is prohibited when any of the visual 

cues specified above exist, or when unusual lateral trim 

requirements or autopilot trim warnings are encountered 

while the airplane is in icing conditions. 

All wing icing inspection lights must be operative prior to 

flight into known or forecast icing conditions at night. 

[NOTE: This supersedes any relief provided by the Kind of 

Operations Equipment List in Section 2.]" 

923.2a Required Equipment 

Equipment required for flight into known or forecast icing: 

1 Pneumatic wing and empennage boots and DEICE BOOTS 

annunciation 

2 Ice inspection light 

3 Electro thermal propeller deice pads on the propeller blades 

4 Electrically heated pilot’s windshield and WINDS HEAT 

annunciation 

5 Heated lift detector and STALL HEAT annunciation 

6 Dual heated pitot heads and PITOT HEAT L and PITOT 

HEAT R annunciation 

7 Dual alternators and ALTERNATOR 1 and ALTERNATOR 2 

annunciation 

8 Dual vacuum pumps and failure annunciation 

9 Dual heated static source 

10 All equipment required for night IFR flight 

923.2b Placards 

In the cockpit: 

PITOT HEAT MUST BE ON BELOW 20°C (68°F) 

If all the equipment listed is not installed and operative, the following 

placard must be installed in full view of the pilot. 

WARNING 

THIS AIRCRAFT IS NOT APPROVED FOR FLIGHT IN 

ICING CONDITIONS 




Section 923 


923.2c Minimum Speed In Icing Conditions 

Minimum speed during flight in icing conditions with the flaps up 

is 130 KIAS. This does not limit speed for takeoff or approach 

phases of flight. 

923.2d Flap Setting For Holding In Icing Conditions 

When holding in icing conditions the flaps must be up. 

923.2e Flap Setting For Landing After Encountering Icing 

Flap are limited to 15° after encountering icing conditions. An icing 

condition is defined as visually detected ice, or the presence 

of visible moisture in any form at an indicated outside air temperature 

(OAT) of +4° C or below. 

923.2f Autopilot Operation In Icing Conditions 

Autopilot operation is prohibited when operating in icing conditions 

which are outside the FAR defined conditions as stated in 

the meteorological conditions paragraph 923.2. 


Warning 

The malfunction of any required deice equipment requires 

immediate action to exit icing conditions. Depending on the 

severity of the icing encounter, failure to take immediate positive 

action can lead to performance losses severe enough to 

make level flight impossible. Therefore, upon verification of a 

system malfunction or failure, climb or descend out of icing 

conditions if this provides the shortest route. If exiting must 

be made in level flight, consider the use of maximum power 

and exit by the most direct route. The effect of the additional 

fuel burned at higher power settings on the aircraft range 

must be considered and an alternate airport chosen if necessary. 


923-5

Section 923 




923.3 Alternator Failure In Icing Conditions (Alternator 1 

Or Alternator 2 Annunciator Light Illuminated) 

SHUT OFF electrical equipment except the following: 


AVIONIC MASTER 

LIGHTS 

CABIN 

DEICE 


Switch 

EFIS 

RADIO 1 

STROBE 

NAV 

MAP 

INSTR 

ICE 

PRESS 

PITOT L (no stall warning!) 

PROP 

WINDSH 

BOOTS 

FUEL PUMP 

923.3a Single Vacuum Pump Failure In Icing Conditions 

(Reduced Suction Pressure And Left Or Right Red 

Vacuum Buttons In The Extended “Failed” Position) 

Gyro Suction Gauge. CHECK (within normal operating range) 

Warning 

The failure of a vacuum pump in icing conditions at altitudes 

above 12000 feet requires an immediate descent to or below 

12000 feet. If the aircraft is still in icing conditions at 12000 

feet, immediate action should be taken to exit icing conditions. 

923.3b Propeller Heat System Malfunction 

Excessive vibration may be an indication that the propeller heat is 

not functioning properly. 

Propeller control . . . . . . . . . . . . . . . . . . EXERCISE 

Prop Deice Amp Meter . . CHECK (within normal operating 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . range) 

PROP heat . . . . . . . . . . . . . . OFF if failure is indicated 




Section 923 


Warning 

It is imperative that the PROP heat switch be turned OFF if 

vibration persists. This can be a symptom of uneven blade 

deicing which can lead to propeller unbalance and engine 

failure. Immediate action should be taken to exit icing conditions. 

923.3c Deice Boots Malfunction 

If DEICE BOOTS annunciator light remains illuminated more 

than 30 seconds or does not annunciate an inboard and outboard / 

tail cycle once every minute, pull the BOOTS circuit breaker. Immediate 

action should be taken to exit the icing conditions. 

923.3d Windshield Anti-Ice Heat Malfunction 

If WINDS HEAT warning illuminates, immediately select 

WINDSH switch to OFF. Immediate action should be taken to 

exit the icing condition. 

923.3e Heated Lift Detector Malfunction 

If STALL HEAT warning light illuminates and/or ice is observed 

forming on the stall warning vane or its mounting plate: Note the 

heated lift detector is on the right pitot heat breaker, check for ice 

on the right pitot head. 

PITOT R circuit breaker . . . . . . . . . CHECK and RESET 

With continued ice buildup, expect no stall warning horn during 

slow speed operation 

Approach speeds . . . . . . . . MONITOR indicated airspeed 


The EA 400 is approved for flight into icing conditions when the 

complete Ice Protection System is installed and operational. Operating 

in icing conditions of Continuous Maximum and Intermittent 

Maximum as defined in FAR 25, Appendix C has been 

substantiated; however, there is no correlation between these 

conditions and forecasts of reported “Light, Moderate, and Severe” 

conditions. Flight into severe icing is not approved. 

Icing conditions can exist in any clouds when the temperature is 

below freezing; therefore it is necessary to closely monitor outside 

air temperature when flying in clouds or precipitation. 

Clouds which are dark and with sharply defined edges usually 


923-7

Section 923 




have high water content and should be avoided whenever possible. 

Freezing rain and freezing drizzle must always be avoided. 

Pneumatic boots must be cleaned regularly for proper operation 

in icing. The exterior surfaces of the aircraft should be checked 

prior to flight. Do not attempt flight with frost, ice or snow adhering 

to the exterior surfaces of the aircraft or landing gear. 

Prior to dispatch into forecast icing conditions all ice protection 

equipment should be functionally checked for proper operation. 

1 The Following Weather Conditions May Be Conducive To 

Severe In-Flight Icing: 

Visible rain at temperatures below 0 degrees Celsius ambient air 

temperature. 

Droplets that splash or splatter on impact at temperatures below 0 

degrees Celsius ambient air temperature. 

2 Procedures For Exiting The Severe Icing Environment: 

These procedures are applicable to all flight phases from takeoff 

to landing. Monitor the ambient air temperature. While severe icing 

may form at temperatures as cold as -18 degrees Celsius, increased 

vigilance is warranted at temperatures around freezing 

with visible moisture present. If the visual cues specified in the 

Limitations Section of the AFM for identifying severe icing conditions 

are observed, accomplish the following: 

Immediately request priority handling from Air Traffic Control 

to facilitate a route or an altitude change to exit the severe icing 

conditions in order to avoid extended exposure to flight conditions 

more severe than those for which the airplane has been certificated. 

Avoid abrupt and excessive maneuvering that may exacerbate 

control difficulties. 

Maintain a minimum airspeed of 130 KIAS. 

Do not engage the autopilot. 

If the autopilot is engaged, hold the control wheel firmly and disengage 

the autopilot. 

If an unusual roll response or uncommanded roll control movement 

is observed, reduce the angle-of-attack. 

Do not extend flaps when holding in icing conditions. Operation 

with flaps extended can result in a reduced wing angle-of-attack, 

with the possibility of ice forming on the upper surface further aft 

on the wing than normal, possibly aft of the protected area. 




Section 923 


If the flaps are extended, do not retract them until the airframe is 

clear of ice. 

Report these weather conditions to Air Traffic Control. 

923.4 Preflight 

A check of the heated propeller should be performed by selecting 

the PROP switch located on the DEICE section of the left side 

panel. Check that PROP DEICE amp meter indication is within 

the green arc. Return this switch to OFF position within 10 seconds. 

Caution 

Do not operate the propeller heat longer then 10 seconds 

when the engine is not running. The heating elements can 

overheat and damage the propeller deice pads and composite 

propeller blades. 

The deice boots should be checked prior to flight for damage and 

cleanliness. If necessary, damage should be repaired and boots 

cleaned prior to flight. An operational check of the boot system 

should be performed during engine run-up a 2000 RPM as follows: 

1 Actuate the BOOTS switch - the boots will inflate through two 

phases: inboard wing, and then the outboard wing and empennage 

with a duration of approximately six seconds per phase. The 

deicer inflation time required for the two deicing sequences is 

twelve seconds for one complete deicing cycle. When the 

BOOTS switch is ON the complete cycle is repeated every 60 

seconds. A green DEICE BOOTS annunciator light indicate each 

of the two cycles. 

2 Visually check to insure that boots have fully deflated to indicate 

proper operation of the vacuum portion of the pneumatic boot 

pump system. 

An operational check of the heated windshield may be done only 

if the ambient temperature of the windshield is less than 75° F 

(24° C), and the engine is running. Select the WINDSH switch 

ON, green WINDS HEAT light should illuminate on the annunciator 

panel. Select the WINDSH switch to the OFF position. 

Check the operation of each alternator by observing that the ammeter 

indicates an output when the other ALT switch is selected 


923-9

Section 923 




OFF. Ensure that both ALT 1 and ALT 2 switches are returned to 

ON. 

During engine run-up, check that both vacuum pumps are operating 

by observing that both the left and right red indicator buttons 

are retracted. 

Warning 

Undetected frost, snow, and ice builtup during the taxi-phase 

may significant reduce the take-off performance. The ice protection 

system is no guarantee for a clean aircraft. In any case 

the airplane must be free of frost, snow, and ice at the commencement 

of take-off. 

923.4a In Flight 

Icing conditions of any kind should be avoided whenever possible, 

since any minor malfunction which may occur is potentially 

more serious in icing conditions. Continuous attention by the pilot 

is required to monitor for the presents of ice accretion. 

Before entering probable icing conditions use the following procedure: 

Air Condition . . . . . . . . . . . . . . . . . . . CHECK OFF 

PITOT L and PITOT R switches . . . . . . . . . . . . . . ON 

WINDSH switch . . . . . . . . . . . . . . . . . . . . . . ON 

PROP switch . . . . . . . . . . . . . . . . . . . . . . . . ON 

WINDSHIELD knob . . . . . PULL out as required to defrost 

CABIN TEMP knob . . . . . . PULL out as required for heat 

ALT AIR knob . . PULL if there is a loss of manifold pressure 

BOOTS . . ON if ice is observed on any portion of the aircraft. 

The ice inspection light illuminates the black portion of the inboard 

wing boot for night inspection of ice accretion. 

Relieve propeller unbalance (if required) by exercising propeller 

control briefly. Repeat as required. 

Note 

Warning 

For accurate magnetic compass readings, turn the WINDSH 

switch OFF momentarily. 

Elevator movement should be periodically checked to guard 

against jamming between elevator and stabilizer. 

Periodic disconnecting the autopilot is recommended every 10 

minutes to check for unusual or large aileron or elevator forces 

and to check for control binding due to ice accretions. 




Section 923 


Caution 

Operation of the pneumatic deice system is not recommended 

in temperatures below -40° C. Such operation may result in 

damage to the deicer boots. 

The ammeter should be monitored whenever the deice equipment 

is in use. An excessive indication shows an excessive electrical 

load, which may cause a battery discharging condition that could 

eventually lead to battery depletion. Nonessential electrical 

equipment should be turned off to correct or prevent this condition. 

WARNING 

In a performance critical situation, increase power to the 

Maximum Continuous rating as soon as possible to climb or 

maintain airspeed in moderate or heavy clear icing conditions. 

This power may be used with no time limit at the discretion 

of the pilot. 

Inadvertent operation in a freezing rain or freezing drizzle 

environment may cause ice formation on unprotected areas 

of the airplane. These conditions may be detected by ice formation 

on the windshield near or aft of the curved sections of 

the windshield. If these conditions are encountered, the pilot 

should take immediate action to leave these conditions. This 

may best be achieved by climbing to warmer air above the 

freezing rain or drizzle. Maximum climb power with the flaps 

retracted should be used. 

When ice accumulates or forms aft of the curved sections on 

the windshield, a straight in or precision approach should be 

given priority over a circling non-precision approach. This 

airplane should not depart from or be flown into an airport 

where freezing rain or drizzle conditions are being reported. 

When disconnecting the autopilot with ice buildup on the airplane, 

the pilot should be alert for out of trim forces. Pilot 

control wheel input should be applied as required to prevent 

potential undesired flight path deviations. 

923.4b Landing 

With residual ice on the airframe use the following procedure: 

Maximum Flap Deflection . . . . . . . . . . . . . 15° position 


923-11

Section 923 




Increase full flap landing data from Section 5 of POH/AFM by 

20% 

Airspeed (flap 15°) . . 30° flap approach speed plus 13 KIAS 


Significant climb and cruise performance degradation, range reduction, 

as well as buffet and stall speed increase can be expected 

if ice accumulates on the airframe. Residual and intercycle ice on 

the protected areas and ice accumulation on the unprotected areas 

of the airplane cause noticeable performance losses, even with 

the Ice Protection System operating. 

923.5 Stall Speeds 

The stall speed with flaps up increases by 11 KIAS and by 9 KIAS 

with flaps at 15° with residual and intercycle ice on the protected 

areas and ice accumulation on the unprotected areas of the airplane. 

Stall speeds increase significantly with even small accumulation 

of ice on the wing leading edges. The first 1/4 inch of ice 

accumulation on the wing leading edge causes the most rapid increase 

in stall speed. Additional ice accumulation on the wing 

leading edges results in a continued increase in stall speed, although 

at a less rapid rate. 

923.5a Maximum Rate Of Climb -Flaps Up 

Residual and intercycle ice on the protected areas and ice accumulation 

on the unprotected areas of the airplane can cause a loss 

in rate of climb of up to approximately 350 FPM at 130 KIAS. 

Additional accumulation of ice on the airplane can result in significant 

loss in normal rate of climb. 

923.5b Rate Of Climb - Balked Landing 


on the unprotected areas of the airplane can cause a loss 

in balked landing rate of climb of up to approximately 100 FPM at 

84 KIAS with flaps at 15°. Additional accumulation of ice on the 

airplane can result in significant loss in balked landing climb performance. 




Section 923 


923.5c Landing Distance 

When the aircraft has encountered icing conditions, flap deflection 

is limited to 15° as a MAXIMUM. An icing condition is defined 

as visually observing ice accumulation or flight in 

temperatures at or below +4° C when any type of visible moisture 

is present. Increase full 30° flap landing data from Section 5 of the 

POH/AFM by 20% for land with 15° flaps. For 15° flap landing 

approach speed, use the approach speed listed for full 30° flap 

landing plus (+) 13 KIAS. 

CAUTION 

NOTE 


on the unprotected areas of the airplane can 

cause a loss of cruise airspeed by as much as 30 KIAS or more. 

If cruise airspeed drops below 130 KIAS in icing conditions 

increase power to maintain 130 KIAS. If maximum continuous 

power is required to maintain 130 KIAS immediate action 

should be taken to exit icing conditions. 

When icing conditions are encountered, loss of cruise airspeed 

and increased fuel flow resulting from higher than normal 

power setting to maintain altitude will reduce the aircraft 

range significantly. The use of an alternate airport should be 

considered if fuel quantity appears marginal. For additional 

general information on inflight icing refer to FAA Advisory 

Circular 91-51, Airplane Deice and Anti-ice Systems. 

923.6 Section 6 - Weight And Balance 

Factory installed equipment is included in the licensed weight 

and balance data in Section 6 of the POH/AFM. 

923.7 Section 7 - Description And Operation Of The Ice 

Protection System And Equipment 

For flight into icing conditions, a complete ice protection system 

is required on the EA 400. 

The complete ice protection system consists of the following 

components: 

Pneumatic wing and empennage boots, ice inspection light, electro 

thermal propeller deice pads, electrically heated portion of the 


923-13

Section 923 




pilot’s windshield, heated lift detector, dual heated pitot heads, 

two operating alternators, two operating vacuum pumps, and dual 

heated static source. Alternator controls are located on the forward 

portion of the Left Side Panel. Controls for the ice protection 

components are located on the aft portion of the Left Side 

Panel. 

The aircraft is designed to allow operation in the meteorological 

conditions of the FAR 25 envelopes for continuous maximum 

and intermittent maximum icing. 

The airplane is not designed to operate for an indefinite period 

of time in every icing condition encountered in nature. 

Activation of the ice protection system prior to entering icing 

conditions and attempting to minimize the length of icing encounter 

will contribute significantly to the ice flying capabilities 

of the airplane. 

Refer to section 7 of this handbook for detailed description of ice 

protection system components. 




Section 924 


Mode S Transponder 


Paragraph 

Page 


924.1a Mode Selection Keys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .924-4 


924.1c Keys for other GTX 330 Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .924-6 

924.1d Function Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .924-7 

924.1e Configuration Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .924-7 

924.1f Altitude trend indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .924-8 

924.1g Automatic ALT/GND Mode Switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .924-8 

924.1h Failure Annunciation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .924-8 







924-1

Section 924 




924-2 




Section 924 




The Garmin GTX 330 panel mounted Mode S Transponder is a 

radio transmitter and receiver that fulfills the role of the airborne 

beacon equipment according to the requirements of the Air Traffic 

Radar Beacon System (ATCRBS). Its functionality includes 

replying to ATCRBS Mode A and C and Mode S interrogations. 

The Mode S function will allow the ground station to individually 

select the aircraft by its Aircraft Address assigned to the aircraft 

by the aviation agency. 

GARMIN GTX330 

Figure 924-1 

It operates on radar frequencies, receiving ground radar interrogations 

at 1030 MHz and transmitting a coded response of pulses 

to ground-based radar on a frequency of 1090 MHz. The GTX 

330 is equipped with IDENT capability that activates the Special 

Position Identification (SPI) pulse for 18 seconds. Mode S transmit/receive 

capability also requires 1090 MHz transmitting 

and1030 MHz receiving for Mode S functions. 

In addition to displaying the code, reply symbol and mode of operation, 

the GTX 330 screen will display pressure altitude and 

timer functions. The displayed pressure altitude may not agree 

with the aircraft’s baro-corrected altitude under non standard 

conditions. The unit also features flight timers. 

If two transponders are installed, one will be active and the second 

one will stay in the stand-by mode depending on the ATC selector 

switch setting (ATC 1 or ATC 2 position). 


1999 

924-3

Section 924 




The Traffic Information Service (TIS) is not available in this installation. 

Notes 









Caution 

The GTX 330 should be turned off before starting or shutting 


The GTX 330 Transponder is automatically powered on by the 

respective RADIO MASTER switch located on the left main 

panel or when previously manually powered off while RADIO 

MASTER switch is on by pressing the STBY, ALT or ON keys. 

After power on, a start-up page will be displayed while the unit 

performs a self test. 

924.1a Mode Selection Keys 

OFF Powers off the GTX 330. 

STBY 

ON 

ALT 

924-4 

Selects the standby mode displaying the last active identification 

code. When in standby mode, the transponder will not reply to 

any interrogations. 

Selects Mode A. At power on the last active identification code 

will be selected. In this mode the transponder replies to interrogations, 

as indicated by the Reply Symbol. Replies do not include 

altitude information. 

Powers on the transponder in Mode A and Mode C. At power on 

the last active identification code will be selected. In ALT mode, 

the transponder replies to identification and altitude interrogations, 

as indicated by the Reply Symbol. Replies to altitude interrogations 

include standard pressure altitude received from 

Shadin blind encoder 8800T. 




Section 924 



Code selection is done with eight keys (0 - 7) that provide 4,096 

active identification codes. Pushing one of these keys begins the 

code selection sequence. The new code will not be activated until 

the fourth digit is entered. Pressing the CLR key will move the 

cursor back to the previous digit. Pressing the CLR key when the 

cursor is on the first key of the code, or pressing the CRSR key 

during code entry, will remove the cursor and cancel data entry, 

restoring the previous code. You may press the CLR key up to 

five seconds after code entry is complete to return the cursor to 

the fourth digit. The numbers 8 and 9 are not used for code entry, 

only for entering a Count Down time, contrast and display brightness, 

and in the Configuration Mode. 



elsewhere) 

7000 The VFR code commonly used in Europe (Refer to ICAO standards) 

0021 The VFR code commonly used in Germany (default is set to 0021 

at time of installation) 






Avoid selecting code 7500 and all codes in the 7600-7777 range. 

These trigger special indicators in automated facilities. Only the 

code 7500 will be decoded as the hijack code. An aircraft’s transponder 

code (if available) is utilized to enhance the tracking capabilities 

of the ATC facility, therefore care should be taken 

when making routine code changes. 


1999 

924-5

Section 924 




924.1c Keys for other GTX 330 Functions 

IDENT 

VFR 

FUNC 

START/STOP 

CRSR 

CLR 

Pressing the IDENT key activates the Special Position Identification 

(SPI) Pulse for 18 seconds, identifying your transponder return 

from others on the air traffic controller’s screen. The word 

‘IDENT’ will appear in the upper left corner of the display while 

the IDENT mode is active. 

Pressing the VFR key sets the transponder code to the 

pre-programmed VFR code selected in the Configuration Mode. 

Pressing the VFR key again will restore the previous identification 

code. 

Pressing the FUNC key changes the page shown on the right side 

of the display. Displayed data includes Pressure Altitude, Flight 

Time, Count Up timer, Count Down timers. In the Configuration 

Mode, steps through function pages. 

Starts and stops the Count Up, Count Down and flight timers. In 

the Configuration Mode, steps through functions in reverse. 

Initiates starting time entry for the Count Down timer and cancels 

transponder code entry. Returns cursor to last code digit within 

five seconds after entry. Selects changeable fields in Configuration 

Mode. 

Resets the Count Up and Count Down timers. Cancels the previous 

keypress during code selection and Count Down entry. Returns 

cursor to last code digit within five seconds after entry. Used 

in Configuration Mode. 

8 Reduces Contrast and Display Brightness when the respective 

pages are displayed and enters the number eight into the Count 

Down timer. Used in Configuration Mode. 

9 Increases Contrast and Display Brightness when the respective 

pages are displayed. Also enters the number nine into the Count 

Down timer. Used in Configuration Mode. 




Section 924 


924.1d Function Display 

PRESSURE 

ALT 

FLIGHT 

TIME 

ALTITUDE 

MONITOR 

OAT/DALT 

COUNT UP 

TIMER 

COUNT 

DOWN 

TIMER 

STBY 

GND 

CONTRAST 

DISPLAY 

Displays the altitude data supplied to GTX 330 in feet, hundreds 

of feet (i.e., flight level), or meters, depending on configuration. 

An arrow to the right of the altitude indicates that the airplane is 

climbing or descending. 

Displays the Flight Time controlled by the START/STOP and 

CLR keys when Automated Airborne Determination is configured 

as normal. Under Automated Airborne Determination control, 

the timer begins when lift is sensed by the squat switch. 

The ALTITUDE MONITOR function is not available in this 

installation. 

The OAT/DALT function is not available in this installation (no 

temperature input). 

The count up timer is controlled by the START/STOP and CLR 

keys. Pressing the CLR key zeros the display. 

The count down timer is controlled by START/STOP, CLR, and 

CRSR keys. The initial Count Down time is entered with the 0 - 9 

keys. Pressing the CLR key resets the timer to the initial value. 

This page is only displayed if the transponder is not selected by 

the ATC switch (ATC 1 or ATC 2) located at the left main panel 

switch row. The transponder will not reply to any interrogations. 

This page is only displayed when the aircraft is on ground. The 

transponder does not respond to ATCRBS interrogations. 

This page is only displayed if manual contrast mode is selected in 

Configuration Mode. Contrast is controlled by the 8 and 9 keys. 

This page is only displayed if manual backlighting mode is 

selected on Configuration Mode. Backlighting is controlled by 

the 8 and 9 keys. 

924.1e Configuration Mode 

The configuration is normally set at time of installation, including 

the unique Mode S aircraft address. The configuration Mode 


1999 

924-7

Section 924 




should not be used during flight. Refer to the GTX 330 Pilot’s 

Guide PN 190-00207-00 latest revision. 

924.1f Altitude trend indicator 

When the “PRESSURE ALT” page is displayed, an arrow is displayed 

to the right of the altitude, indicating that the altitude is increasing 

or decreasing. One of two sizes of arrows is displayed 

depending on the rate of climb/&descent. The sensitivity of these 

arrows is set using the Configuration Mode vertical speed rate. 

924.1g Automatic ALT/GND Mode Switching 

The Automated Airborne Determination is configured and normal 

operation begins when liftoff is sensed by the squat switch. 

When the aircraft is on ground the screen automatically displays 

GND. The transponder does not respond to ATCRBS interrogations 

when GND is annunciated. When a time delay is set in the 

Configuration Mode, the transponder waits a specific length of 

time after landing before changing to GND mode. 

924.1h Failure Annunciation 

If the unit detects an internal failure, the screen displays FAIL. 













924-8 Issued: Issued: 11. May 15. 2005 October 1999



Section 924 





1999 

924-9

Section 924 








Section 925 

BENDIX/KING KT 73 

Mode S Transponder 


Paragraph 

Page 


925.1a Function Selector Knob. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .925-4 


925.1c Buttons/selectors for other KT 73 Functions . . . . . . . . . . . . . . . . . . . . . . . . . . .925-6 

925.1d Function Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .925-7 

925.1e Programming Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .925-8 

925.1f Air/Ground Switching. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .925-8 

925.1g Failure Annunciation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .925-8 







1999 

925-1

Section 925 




925-2 




Section 925 

Bendix/King KT 73 

925 Bendix/King KT 73 


The BENDIX/KING KT 73 panel mounted Mode S Transponder 

is a radio transmitter and receiver that fulfills the role of the airborne 

beacon equipment according to the requirements of the Air 

Traffic Radar Beacon System (ATCRBS). Its functionality includes 

replying to ATCRBS Mode A and C and Mode S 

interrogations. The Mode S function will allow the ground station 

to individually select the aircraft by its Aircraft Address assigned 

to the aircraft by the aviation agency. 

BENDIX/KING KT 73 

Figure 925-1 

It operates on radar frequencies, receiving ground radar interrogations 

at 1030 MHz and transmitting a coded response of pulses 

to ground-based radar on a frequency of 1090 MHz. 

The KT 73 is equipped with IDT (ident) capability that activates 

the Special Position Identification (SPI) pulse for 18 seconds. 

In addition to displaying the code, reply symbol and mode of operation, 

the KT 73 screen will display pressure altitude. The displayed 

pressure altitude may not agree with the aircraft’s 

baro-corrected altitude under non standard conditions. 

If two transponders are installed, one will be active and the second 

one will stay in the stand-by mode depending on the ATC selector 

switch setting (ATC 1 or ATC 2 position). 


925-3

Section 925 




The Traffic Information Service (TIS) and Automatic Dependent 

Surveillance-Broadcast (ADS-B) is not available in this installation. 

Notes 

The KT 73 owner accepts all responsibility for obtaining the 

proper license before using the transponder. 

The coverage you can expect from the KT 73 is limited to “line 

of sight”. Low altitude or aircraft antenna shielding by the 

aircraft itself may result in reduced range. Range can be improved 

by climbing to a higher altitude. It may be possible to 

minimize antenna shielding by locating the antenna where 


Caution 

The KT 73 should be turned off before starting or shutting 


The KT 73 Transponder is powered on by rotating the Function 

Selector Knob from the OFF position to any functional mode 

position. 

925.1a Function Selector Knob 

The following operating modes can be chosen by the Function 

Selector Knob: 

OFF 

FLT ID 

SBY 

TST 

925-4 

Powers off the KT 73. When the unit is turned to another mode, it 

will reply or squitter within two seconds, according to the selected 

mode. 

Selects the Flight ID mode displaying the 8 character Flight ID or 

registration marking of the airplane. When in Flight ID mode, the 

transponder will not reply to any interrogations. 

Selects the Standby mode displaying the last active identification 

code. When in standby mode, the transponder is energized but 

will not reply to any interrogations. 

Selects the Test mode displaying all display segments for a minimum 

of 4 seconds. A series of internal tests is performed to check 

its integrity, verify all aircraft specific configuration data and 

make hardware and squitter checks. When in Flight ID mode, the 

transponder will not reply to any interrogations. 




Section 925 


In addition the display brightness can be manually adjusted by rotating 

the BRT knob. 

GND 

ON 

ALT 

Selects the Ground mode displaying GND in the altitude window. 

When in Ground mode, the transponder will not reply to 

ATCRBS, ATCRBS/Modes S All-Call and Mode S-only 

All-Call interrogations. It will continue to generate Mode S 

squitter transmissions and reply to discretely addressed Mode S 

interrogations. 

However, the squat switch eliminates the need to manually place 

the transponder in the GND mode. In addition, when the aircraft 

is airborne, the transponder will function as though the Function 

Selector Knob is in the ALT position when it is actually in the 

GND position. 

Powers on the transponder in Mode A, C and S. In this mode the 

transponder replies to interrogations, as indicated by the Reply 

Symbol. Replies do not include altitude information. 

Powers on the transponder in Mode A, C and Mode C. In ALT 

mode, the transponder replies to identification and altitude interrogations, 

as indicated by the Reply Symbol. Replies to altitude 

interrogations include standard pressure altitude received from 

Shadin blind encoder 8800T. 


The Identification Code selection is done with 4 ATCRBS Code 

Selector Knobs that provide 4,096 active identification codes. 

Each of the 4 Code Selector Knobs selects a separate digit of the 

identification code. 



elsewhere) 

7000 The VFR code commonly used in Europe (Refer to ICAO standards) 

0021 The VFR code commonly used in Germany (default is set to 0021 

at time of installation) 


925-5

Section 925 









Changing the preset VFR code is done as follows: 

-Place the unit in SBY 

-Select the desired VFR code 

-While holding the IDT button in, momentarily press the VFR 

button. 

Avoid selecting code 7500 and all codes in the 7600-7777 range. 

These trigger special indicators in automated facilities. Only the 

code 7500 will be decoded as the hijack code. An aircraft’s transponder 

code (if available) is utilized to enhance the tracking capabilities 

of the ATC facility, therefore care should be taken 

when making routine code changes. 

925.1c Buttons/selectors for other KT 73 Functions 

IDT 

VFR 

Pressing the IDT (Ident) button while in the GND, ON or ALT 

mode activates the Special Position Identification (SPI) Pulse for 

18 seconds, identifying your transponder return from others on 

the air traffic controller’s screen . The word ‘IDT’ will appear in 

the left lower corner of the altitude window while the IDT mode is 

active. 

When the Function Selector Knob in test mode (TST), pressing 

the IDT button will return the brightness to the default factory 

value. 

Momentarily pressing the VFR Pushbutton sets the transponder 

code to the pre-programmed VFR code, superseding whatever 

code was previously entered. Pressing the VFR key again and 

holding it for two seconds will restore the previous identification 

code. 

When in TST mode pushing the VFR button will display the soft- 




Section 925 


ware revisions on the Altitude window and Ident window for a 

minimum of 4 seconds. 

FLT ID 

CRSR 

BRT 

When in FLT ID mode, the flight ID can be entered or modified 

by rotating the FLT ID knob (= 2nd ATCRBS Code Selector 

Knob) to select desired character for each digit selected by the 

CRSR knob. Once the CRSR and FLT ID knobs have been idle 

for 5 seconds or the Function Selector Knob has been turned to 

the SBY position the flight ID will be saved. 

When in FLT ID mode, rotating the CRSR knob (= 1st ATCRBS 

Code Selector Knob) will position the cursor (∆) under the character 

of the flight ID to be changed. 

When in TST mode, rotating the BRT knob (= 4th ATCRBS 

Code Selector Knob) will manually adjust the display brightness. 

Clockwise rotating will increase display brightness and counterclockwise 

will decrease display brightness. 

The brightness of the display is determined by a photocell relative 

to the programmed or manual adjusted brightness level. 

925.1d Function Display 

FL 

SBY 

When the ALT mode is selected, the letters FL will be illuminated. 

The pressure altitude data supplied to the KT 73 is displayed 

in hundreds of feet (i.e., Flight Level) on the left side of 

the display, the altitude window. In addition the ID code is displayed 

in the right window, the ident window. A fault in the altitude 

interface or an invalid altitude input to the KT 73 will cause 

the display to show a series of dashes when the ALT mode is selected. 

SBY is displayed in the altitude window when SBY mode is selected 

by the Function Selector Knob. In addition the ID code is 

displayed in the right window, the ident window. 

When two KT 73 units are installed both transponders can not be 

active at the same time. 

Although both transponders can be manually set in an active 

mode (i. e. ALT) by their Function Selector Knob, the one which 

is not selected by the panel mounted ATC selector switch (ATC 1 

or ATC 2 position) will function in the SBY mode only. This fea- 


1999 

925-7

Section 925 




ture eliminates the need to manually place one of both transponder 

in the SBY mode. 

GND 

FLT IDT 

TEST OK 

SBY FXYZ 

GND is only displayed on the left side (altitude window) when 

the aircraft is on ground. The ID code is shown on the right side, 

the ident window. 

The FLT IDT is annunciated and the flight ID is illuminated in 

the display area when the FLT ID mode is selected by the Function 

Selector Knob. 

TEST OK is displayed in the Test mode if no faults are detected. 

If one or more fault is detected in the Test mode, SBY is displayed 

in the altitude window and the ident window will cycle 

through all detected faults indicated by FXYZ. The XYZ denotes 

the specific fault. 

925.1e Programming Mode 

The programming mode is normally set at time of installation, including 

the unique Mode S aircraft address. The programming 

mode should not be used during flight. Refer to the KT 73 Installation 

Manual 006-10563-0004 latest revision. 

925.1f Air/Ground Switching 

The AUTO GND (Automatic Ground Programming) capability 

is enabled. Automatic Grounding refers to the squat switch. This 

feature eliminates the need to manually place the KT 73 in the 

GND mode. When the aircraft is on ground the screen automatically 

displays GND. In addition, when the aircraft is airborne, the 

transponder will function as though the Function Selector Knob 

is in the ALT position when it is actually in the GND position. 

925.1g Failure Annunciation 

If the unit detects an internal failure, FAIL annunciation light on 

the left side of the displays will illuminated. 






Section 925 















925-9

Section 925 




intentionally left blank 

925-10

EA 400 - Extra Aircraft

Create successful ePaper yourself

Delete template?

Save as template?