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 de-
livery from EXTRA Flugzeugproduktions- und Vertriebs-GmbH
contains information applicable to the EA 400 airplane desig-
nated 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 re-
visions published by EXTRA Flugzeugproduktions- und
Vertriebs-GmbH. These revisions are distributed to EA 400 air-
craft 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 pur-
poses.
This handbook is valid only in a current status.

Owners should contact their EXTRA dealer when ever the revi-
sion 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 revi-
sion 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 20051999 i
 Pilot’s Operating Handbook
EA 400

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 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.

Warning Represents a dangerous situation. The non-observation of this

safety note may result in death or injuries.

ii Issued: 15. October 1999

Pilot’s Operating Handbook
EA 400

Log of Revisions
Dates of issue for original and revised pages are: Date and sign of approval:

Original . . . . . . . . . . . . . . . . . . . . . 1. April 1997 LBA approved. . . . . . . . . . . . . . . 17. April 1997

Revision No. 1 . . . . . . . . . . . . . . 1. August 1997 LBA approved . . . . . . . . . . . 5. November 1997
Revision No. 2 . . . . . . . . . . . . . . . 1. March 1998 LBA approved . . . . . . . . . . . . . . 11. March 1998
Edition No 2 . . . . . . . . . . . . . . 15. October 1999 LBA approved . . . . . . . . . . . . 1. December 1999
Revision No. 1, 2. Edition . . . 5. November 1999 LBA approved . . . . . . . . . . . 21. December 1999
Revision No. 2, 2. Edition . . . . 28. January 2000 LBA approved . . . . . . . . . . . . . 4. February 2000
Revision No. 3, 2. Edition. . . . . . . . 3. May 2000 LBA approved. . . . . . . . . . . . . . . . 12. May 2000
Revision No. 4, 2. Edition. . . . . 11. August 2000 LBA approved . . . . . . . . . . . 22. September 2000
Revision No. 5, 2. Edition . . . 8. December 2000 LBA approved . . . . . . . . . . . . . 2. February 2001
Revision No. 6, 2. Edition . . . 28. February 2001 LBA approved . . . . . . . . . . . . . . 12. March 2001
Revision No. 7, 2. Edition . . . . . . 26. April 2001 LBA approved. . . . . . . . . . . . . . . . 28. June 2001
Revision No. 8, 2. Edition . . . . . . . 13. July 2001 LBA approved . . . . . . . . . . . . . . 1. October 2001
Revision No. 9, 2. Edition . . 13. September 2001 LBA approved . . . . . . . . . . . . . . 1. October 2001
Revision No. 10, 2. Edition . . . 11. January 2002 LBA approved . . . . . . . . . . . . 13. February 2002
Revision No. 11, 2. Edition . . . . . . 15. July 2002 LBA approved . . . . . . . . . . . 27. September 2002
Revision No. 12, 2. Edition. . . . . . 11. May 2005 LBA accepted: . . . . . . . . . . . . . . . . 22. July 2005
Approval N° EASA.A.A.01005

Issued: 15.
11. October
May 20051999 iii
 Pilot’s Operating Handbook
EA 400

Log of Effective Pages

Page Date Page Date
Title . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 7-5 . . . . . . . . . . . . . . . . . . . . . . . 11. August 2000
i . . . . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 7-6 . . . . . . . . . . . . . . . . . . . . . . 11. January 2002
ii . . . . . . . . . . . . . . . . . . . . . . . . 15. October 1999 7-7 thru 7-8 . . . . . . . . . . . . . . . . . . 13. July 2001
iii thru iv . . . . . . . . . . . . . . . . . . . . 11. May 2005 7-9 . . . . . . . . . . . . . . . . . . . . . 5. November 1999
v thru vi . . . . . . . . . . . . . . . . . . 11. January 2002 7-10 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002
1-1 thru 1-2 . . . . . . . . . . . . . . . 15. October 1999 7-11 thru 7-12 . . . . . . . . . . . . 28. February 2001
1-3 . . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 7-13 thru 7-14 . . . . . . . . . . . . . . . . . 3. May 2000
1-4 thru 1-12 . . . . . . . . . . . . . . 15. October 1999 7-15 thru 7-16 . . . . . . . . . . . . 5. November 1999
2-1 . . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 7-17 thru 7-18 . . . . . . . . . . . . 28. February 2001
2-2 . . . . . . . . . . . . . . . . . . . . . 5. November 1999 7-19 thru 7-35 . . . . . . . . . . . . 8. December 2000
2-3 thru 2-4 . . . . . . . . . . . . . . 28. February 2001 7-36 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002
2-5 thru 2-6 . . . . . . . . . . . . . . . 15. October 1999 7-37 . . . . . . . . . . . . . . . . . . . . 8. December 2000
2-7 thru 2-8 . . . . . . . . . . . . . . 8. December 2000 7-38 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002
2-9 thru 2-12 . . . . . . . . . . . . . . . . . 15. July 2002 7-39 thru 7-49 . . . . . . . . . . . . . . . . 13. July 2001
2-13 . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005 7-50 thru 7-52 . . . . . . . . . . . . . . . . 15. July 2002
2-14 thru 2-24 . . . . . . . . . . . . . . . . 15. July 2002 7-53 thru 7-54 . . . . . . . . . . . . . . . . 11. May 2005
3-1 thru 3-2 . . . . . . . . . . . . . . 8. December 2000 7-55 thru 7-56 . . . . . . . . . . . . . . . . 15. July 2002
3-3 thru 3-4 . . . . . . . . . . . . . . . . . . . 3. May 2000 8-1 thru 8-3 . . . . . . . . . . . . . . . 15. October 1999
3-5 thru 3-20 . . . . . . . . . . . . . 5. November 1999 8-4 . . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005
3-21 thru 3-24 . . . . . . . . . . . . 28. February 2001 8-5 thru 8-10 . . . . . . . . . . . . . . 15. October 1999
3-25 thru 3-50 . . . . . . . . . . . . 8. December 2000 9-1 . . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002
3-51 thru 3-52 . . . . . . . . . . . . 28. February 2001 9-2 . . . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005
3-53 thru 3-56 . . . . . . . . . . . . 8. December 2000 9-3 thru 9-4 . . . . . . . . . . . . . . 5. November 1999
4-1 thru 4-2 . . . . . . . . . . . . . . . . . . . 3. May 2000 901-1 thru 901-9 . . . . . . . . . . 5. November 1999
4-3 thru 4-6 . . . . . . . . . . . . . . . 15. October 1999 901-10 . . . . . . . . . . . . . . . . . . . 11. January 2002
4-7 thru 4-11 . . . . . . . . . . . . . 5. November 1999 901-11 thru 903-6 . . . . . . . . . 5. November 1999
4-12 thru 4-13 . . . . . . . . . . . . . . . . 15. July 2002 904-1 thru 904-2 . . . . . . . . . . . . 11. August 2000
4-14 . . . . . . . . . . . . . . . . . . . . 28. February 2001 904-3 . . . . . . . . . . . . . . . . . . . . 11. January 2002
4-15 thru 4-18 . . . . . . . . . . . . 5. November 1999 904-4 thru 904-6 . . . . . . . . . . . . 11. August 2000
4-19 thru 4-26 . . . . . . . . . . . . . . . . 15. July 2002 904-7 . . . . . . . . . . . . . . . . . . . 8. December 2000
5-1 thru 5-6 . . . . . . . . . . . . . . . . . . . 3. May 2000 904-8 . . . . . . . . . . . . . . . . . . . . 11. January 2002
5-7 thru 5-12 . . . . . . . . . . . . . . 15. October 1999 904-9 thru 904-16 . . . . . . . . . . . 11. August 2000
5-13 thru 5-34 . . . . . . . . . . . . . . . . . 3. May 2000 905-1 thru 905-6 . . . . . . . . . . 5. November 1999
6-1 thru 6-4 . . . . . . . . . . . . . . . . . . . 3. May 2000 906-1 . . . . . . . . . . . . . . . . . . . . 11. January 2002
6-5 thru 6-8 . . . . . . . . . . . . . . 8. December 2000 906-2 thru 906-4 . . . . . . . . . . 5. November 1999
6-9 thru 6-10 . . . . . . . . . . . . . . . . . . 3. May 2000 907-1 thru 907-4 . . . . . . . . . . 8. December 2000
6-11 thru 6-16 . . . . . . . . . . . . 8. December 2000 908-1 thru 914-4 . . . . . . . . . . 5. November 1999
6-17 thru 6-20 . . . . . . . . . . . . . . . . . 3. May 2000 915-1 thru 919-2 . . . . . . . . . . . 28. January 2000
6-21 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 919-3 . . . . . . . . . . . . . . . . . . . . 11. January 2002
6-22 thru 6-23 . . . . . . . . . . . 13. September 2001 919-4 . . . . . . . . . . . . . . . . . . . . 28. January 2000
6-24 . . . . . . . . . . . . . . . . . . . . . 11. January 2002 920-1 . . . . . . . . . . . . . . . . . . . . . . . 11. May 2005
6-25 . . . . . . . . . . . . . . . . . . . 13. September 2001 920-2 thru 920-3 . . . . . . . . . . . . . . 13. July 2001
6-26 thru 6-27 . . . . . . . . . . . . . . . . 15. July 2002 920-4 thru 920-7 . . . . . . . . . . . . . . 11. May 2005
6-28 . . . . . . . . . . . . . . . . . . . 13. September 2001 920-8 . . . . . . . . . . . . . . . . . . . . . . . 13. July 2001
6-29 . . . . . . . . . . . . . . . . . . . . . . . . 15. July 2002 921-1 thru 921-8 . . . . . . . . . 13. September 2001
6-30 . . . . . . . . . . . . . . . . . . . . . 11. January 2002 922-1 thru 922-8 . . . . . . . . . . . 11. January 2002
6-31thru 6-32. . . . . . . . . . . . . . . . . 11. May 2005 923-1 thru 923-14 . . . . . . . . . . . . . 15. July 2002
7-1 thru 7-2 . . . . . . . . . . . . . . . . . . 15. July 2002 924-1 thru 924-10 . . . . . . . . . . . . . 11. May 2005
7-3 thru 7-4 . . . . . . . . . . . . . . 5. November 1999 925-1 thru 925-10 . . . . . . . . . . . . . 11. May 2005

iv Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook
EA 400

TABLE OF CONTENTS

Section 1 General
Section 2 Limitations
Section 3 Emergency Procedures
Section 4 Normal Procedures
Section 5 Performance
Section 6 Weight and Balance and Equipment List
Section 7 Description of the Airplane and its Systems
Section 8 Handling, Servicing and Maintenance
Section 9 Supplements

Issued: 15.
11. October 1999
January 2002 v
 Pilot’s Operating Handbook
EA 400

Intentionally left blank

vi Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook
EA 400

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 Pilot’s Operating Handbook
EA 400

Intentionally left blank

1-2 Issued: 15. October 1999

Pilot’s Operating Handbook Section 1
EA 400 General

1 General

1.1 Introduction
This handbook includes the material required to be furnished
to the pilot by the Federal Aviation Regulations and addi-
tional i nf ormat i on provi ded by t he EX TR A
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 ac-
cordance
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 unac-
ceptable for operation at, into, or out of, any airport.

Issued: 15. October

Issued: 11. 1999
May 2005 1-3
Section 1 Pilot’s Operating Handbook
General EA 400

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 3.80 m
(4.79 ft) (12.47 ft)

Figure 1-1

1-4 Issued: 15. October 1999

Pilot’s Operating Handbook Section 1
EA 400 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 cu-
bic 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

Issued: 15. October 1999 1-5

Section 1 Pilot’s Operating Handbook
General EA 400

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/m2 (28.7 lbs/sq.ft.)
2 Power Loading: 5.7 kg/BHP (12.6 lbs/BHP)

1-6 Issued: 15. October 1999

Pilot’s Operating Handbook Section 1
EA 400 General

1.12 Symbols, Abbreviations and Terminology

1.12a General Airspeed Terminology and Symbols

CAS Calibrated Airspeed means the indicated speed of an aircraft, cor-

rected for position and instrument error. Calibrated airspeed is
equal to true airspeed in standard atmosphere at sea level.

KCAS Calibrated Airspeed expressed in “knots”.

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

IAS Indicated Airspeed is the speed of an aircraft as shown in the air-

speed indicator when corrected for instrument error. IAS values
published in this handbook assume zero instrument error.

KIAS Indicated Airspeed expressed in “knots”.

TAS True Airspeed is the airspeed of an airplane relative to undistur-

bed air which is the CAS corrected for altitude, temperature and
compressibility.

VO Operating maneuvering Speed is the maximum speed at which

application of full available aerodynamic control will not over-
stress the airplane.

VFE Maximum Flap extended speed is the highest speed permissible

with wing flaps in a prescribed extended position.

VLE Maximum Landing Gear Extended Speed is the maximum speed

at which an aircraft can be safely flown with the landing gear ex-
tended.

VLO Maximum Landing Gear Operating Speed is the maximum speed

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

VNE Never Exceed Speed is the speed limit that may not be exceeded
at any time.

VNO Maximum Structural Cruising Speed is the speed that should not
be exceeded except in smooth air and then only with caution.

Issued: 15. October 1999 1-7

Section 1 Pilot’s Operating Handbook
General EA 400

VS Stalling Speed or the minimum steady flight speed at which the

airplane is controllable.

VSO Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the landing configuration.

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

greatest gain of altitude in the shortest possible horizontal distan-
ce.

VY 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 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.

OAT Outside Air Temperature is the free air static temperature, obtai-
ned either from inflight temperature indications or ground meteo-
rological sources, adjusted for instrument error and
compressibility effects.

Indicated The number actually read from an altimeter when the barometric
Pressure subscale has been set to 1013.2 mb (29.92 in. hg. ).
Altitude

Pressure Altitude measured from standard sea level pressure (1013.2 mb/
Altitude 29.92 in. hg.) by a pressure or barometric altimeter. It is the indi-
cated pressure altitude corrected for position and instrument er-
ror. In this Handbook, altimeter instrument errors are assumed to
be zero.

Station Actual atmospheric pressure at field elevation.

Pressure

1-8 Issued: 15. October 1999

Pilot’s Operating Handbook Section 1
EA 400 General

Wind The wind velocities recorded as variables on the charts of this

Handbook are to be understood as the headwind or tailwind com-
ponents of the reported winds.

1.12c Power Terminology

Takeoff Power The maximum power permissible for takeoff (may be time limit-
ed).

Maximum The maximum power for unrestricted periods of use.

Continuous
Power (MCP)

Idle Power 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 The lever used to control engine power, from the lowest through
Power Control the highest power, by controlling the air and the fuel flow. The ex-
Lever treme lever positions are called OPEN (forward position) and
CLOSE (aft position).

Propeller The lever used to select the propeller blade angle of attack. It pro-
Control vides 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.

Mixture The mixture control provides a mechanical linkage with the mix-
Control ture 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.

EGT Gauge The exhaust gas temperature indicator is the instrument used to
identify the lean fuel flow mixtures for various power settings.

TIT Gauge A temperature measuring system that senses exhaust gas tempe-
rature at the turbine inlet.

Tachometer An instrument that indicates rotational speed. The speed is shown

as propeller revolutions per minute (RPM).

Issued: 15. October 1999 1-9

Section 1 Pilot’s Operating Handbook
General EA 400

Propeller The device that regulates the rpm of the engine/propeller by in-
Governor creasing or decreasing the propeller pitch, through a pitch change
mechanism in the propeller hub.

1.12e Airplane Performance and Flight Planning Termino-

logy

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

Gradient a climb, to the horizontal distance traversed in the same time in-
terval.

Demonstrated The demonstrated crosswind velocity is the velocity of the cross-

Crosswind wind component for which adequate control of the airplane du-
Velocity ring takeoff and landing was actually demonstrated during
certification tests.

1.12f Weight and Balance

Reference An imaginary vertical plane from which all horizontal distances

Datum are measured for balance purposes.

Station A location along the airplane fuselage usually given in terms of

distance from the reference datum.

Arm The horizontal distance from the reference datum to the center of
gravity (C.G.) of an item.

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

Center of The point at which an airplane would balance if suspended. Its

Gravity (C.G.) distance from the reference datum is found by dividing the total
moment by the total weight of the airplane.

C.G. Arm The arm obtained by adding the airplane’s individual moments
and dividing the sum by the total weight.

C.G. Limits The extreme center of gravity locations within which the airplane
must be operated at a given weight.

Usable Fuel Fuel available for flight planning.

1-10 Issued: 15. October 1999

Pilot’s Operating Handbook Section 1
EA 400 General

Unusable Fuel Fuel remaining after a runout test has been completed in accor-
dance with certification basis.

Standard Weight of a standard airplane including unusable fuel, full opera-

Empty Weight ting fluids and full oil.

Basic Empty Standard empty weight plus optional equipment.

Weight

Payload Weight of occupants, cargo and baggage.

Useful Load Difference between takeoff weight, or ramp weight if applicable,

and basic empty weight.

Zero Fuel Basic empty weight plus payload but no usable fuel.
Weight

Maximum Maximum weight approved for ground maneuver. (It includes

Ramp Weight weight of start, taxi and run up fuel.)

Maximum Maximum weight approved for the start of the takeoff run.
Takeoff
Weight

Maximum Maximum weight approved for the landing touchdown.

Landing
Weight

Minimum Standard empty weight plus minimum crew (1 pilot) and fuel for
Weight half an hour operating the airplane at maximum continuos power.

Maximum Maximum approved empty weight of airplane including unusa-

Empty Weight ble 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

Issued: 15. October 1999 1-11

Section 1 Pilot’s Operating Handbook
General EA 400

Intentionally left blank

1-12 Issued: 15. October 1999

Pilot’s Operating Handbook
EA 400

Section 2
Limitations
Table of Contents
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 Pilot’s Operating Handbook
EA 400

Intentionally left blank

2-2 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 2
EA 400 Limitations

2 Limitations

2.1 Introduction

This section presents the various operating limitations, instru-

ment markings, color coding and basic placards necessary for the
safe operation of the EA 400, its power plant, systems and stan-
dard equipment.

Note In case an aircraft is equipped with specific options, the ne-

cessary additional information for safe operation like limit-
ations, procedures, performance data, and other is shown in
section 9.

The limitations included in this section and in section 9 are appro-

ved by the Luftfahrt Bundesamt (LBA). Observance of these ope-
rating limitations is required by national aviation regulations.

Issued: 15.
28. October
February1999
2001 2-3
Section 2 Pilot’s Operating Handbook
Limitations EA 400

2.2 Airspeed Limitations

Speed KCAS KIAS Remarks

Do not make full or abrupt

Maneuvering Speed VO control movements above this
1450 kg (3197 lbs.) 134 133 speed. For weights between the
1999 kg (4407 lbs.) 158 156 given ones the values are
assumed to be linear.
Maximum Flap Extended
Do not exceed this speed with the
Speed VFE 15° 120 120
given flap setting.
30° 111 109
Maximum Landing Gear Do not operate landing gear
Operation SpeedVLO 142 140 above this speed.
Maximum Landing Gear Do not exceed this speed with
Extended Speed VLE 142 140 landing gear extended.
Never Exceed Speed VNE Do not exceed this speed in any
221 219
operation.
Maximum Structural Do not exceed this speed except
Cruising Speed VNO in smooth air and then only with
190 188
caution.

2-4 Issued:28.
Issued: 15.February
October 2001
1999
Pilot’s Operating Handbook Section 2
EA 400 Limitations

2.3 Airspeed Indicator Markings

KIAS Value or
Marking Significance
Range
Full Flap Operating Range. Lower limit is
maximum weight stalling speed in landing
White Arc 58 thru 109 configuration. Upper limit is maximum
speed permissible with flaps (30°) extended
Normal Operating Range. Lower limit is
maximum weight stalling speed with flaps
Green Arc 76 thru 188 and landing gear retracted. Upper limit is
maximum structural cruising speed.
Operations must be conducted with caution
Yellow Arc 188 thru 219 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)

Issued: 15. October 1999 2-5

Section 2 Pilot’s Operating Handbook
Limitations EA 400

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 Issued: 15. October 1999

Pilot’s Operating Handbook Section 2
EA 400 Limitations

2.6 Powerplant Instrument Markings

Red Red
Yellow Arc Green Arc Yellow Arc
Line Line
Instrument
Min. Caution Normal Caution or Max.
Limit Range Operating Takeoff Limit
Tachometer, RPM 600-2,500 2,500-2,600 2,600
Manifold Pressure
in. Hg. 0-37.5 37.5-39.5 39.5
bar 0-1.27 1.27-1.34 1.34
Exhaust Gas Temp.
°C 650-954 954
°F 1200-1750 1750
Cylinder Head Temp.
°C 93-191 191
°F 200-375 375
Oil Temperature
°C 38 77-93 93-110 110
°F 100 170-200 200-230 230
Oil Pressure
bar 0.7 0.7-2.1 2.1-4.1 4.1-7 7
PSI 10 10-30 30-60 60-100 100
Coolant Temperature
°C 66 82-93 93-110 110
°F 150 180-200 200-230 230
Fuel Pressure
bar 0-0.21 0.21-0.41 >0.41
PSI 0-3 3-6 >6
Turbine Inlet Temp.
°C 954
°F 1750
Vacuum Diff. Press.
in. Hg 4.5 4.5-5.2 5.2

Issued: 15. October 1999

8. December 2000 2-7
Section 2 Pilot’s Operating Handbook
Limitations EA 400

2.7 Miscellaneous Instrument Markings

Red Red
Yellow Arc Green Arc Yellow Arc
Line Line
Instrument
Min. Caution Normal Caution or Max.
Limit Range Operating Takeoff Limit
Voltmeter, V 23 23-26 26-29 29-32 32
Cabin Altitude, ft 10,000
Cabin Differential
5.5
Pressure, PSI
“0" -indication at 32 l (8.5 U.S. Gallons) unusable fuel
each tank,
Fuel Quantity
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.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 2
EA 400 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. The-
se include any maneuvers incidental to normal flying, stalls (ex-
cept 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 regula-

tions of the national authority.

2.13 Kinds of Operation

This airplane is approved for day and night VFR and IFR opera-
tions, and flight into icing conditions, when appropriate equip-
ment is installed and operates correctly.
No NDB-approaches possible. IFR-equipment does not include
an ADF.

Issued: 15. October

July 20021999 2-9
Section 2 Pilot’s Operating Handbook
Limitations EA 400

2.14 Kinds of Operation Equipment List

VFR- VFR- IFR- IFR-

System and/or Equipment ICE
Day Night Day Night

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: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 2
EA 400 Limitations

VFR- VFR- IFR- IFR-

System and/or Equipment ICE
Day Night Day Night

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
1 1 1 1 1
Light

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

Issued: 15. October

July 20021999 2-11
Section 2 Pilot’s Operating Handbook
Limitations EA 400

VFR- VFR- IFR- IFR-

System and/or Equipment ICE
Day Night Day Night

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 12 12
Horizon Gyro (electric) 1 1 1

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

2-12 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 2
EA 400 Limitations

VFR- VFR- IFR- IFR-

System and/or Equipment ICE
Day Night Day Night

EADI 13 13 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

Issued: 15.
11. October
May 20051999 2-13
Section 2 Pilot’s Operating Handbook
Limitations EA 400

VFR- VFR- IFR- IFR-

System and/or Equipment ICE
Day Night Day Night

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: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 2
EA 400 Limitations

VFR- VFR- IFR- IFR-

System and/or Equipment ICE
Day Night Day Night

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

Issued: 15. October

July 20021999 2-15
Section 2 Pilot’s Operating Handbook
Limitations EA 400

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 se-
lector 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

2-16 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook
EA 400

Section 3
Emergency Procedures
Table of Contents
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
Issued: 15. October 1999
8. December 2000 3-1
Section 3 Pilot’s Operating Handbook
EA 400

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

3-2 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

3 Emergency Procedures

3.1 Introduction
Section 3 of this Handbook describes the recommended procedu-
res 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 subpara-
graph 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 li-

mitations, operating procedures, performance data and ot-
her 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 (VNO) 188
Approach Speed for Precautionary
80
Landing with Power (Landing Config.)
Approach Speed without Power
Wing Flaps UP 100
Wing Flaps DOWN 30° 89

Issued: 15. October

3. May 20001999 3-3
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

3.3 Emergency Procedures Check List

3.3a Engine Failure

1 Engine Securing Procedure

Item Condition
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

If runway is long enough
Item Condition
Landing Gear (KEEP) DOWN
Wing Flaps DOWN 30°
Land immediately

3-4 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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 be-

low1000 ft.

Item Condition
Passengers cause to CUSHION FACES
Landing Gear UP
Wing Flaps DOWN 30°
Throttle IDLE
Mixture IDLE CUT-OFF
Fuel Pump OFF
Fuel Selector OFF
Magnetos OFF
Battery and Alternators, when
landing gear is completely
OFF
retracted and wing flaps are
down
Warning
Stall warning will not be available with electrical system
turned off.

3 Engine Failure in Flight

Item Condition
Trim Aircraft For 105 KIAS
Mixture ADJUST
Fuel Pump CHECK if LOW
Fuel Selector BOTH
Alternate Air OPEN
Magnetos CHECK
HIGH
if zero fuel flow indiction
EMER. FUEL P. Switch
and fuel pressure indication is
inside green arc
Instruments CHECK for indication of rea-
son for failure.

Issued: 15. October 1999

5. November 1999 3-5
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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 Proce-
dure and the procedure of Landing Without Power.

3.3b Air Start

Item Condition
Airspeed 105 KIAS
Alternate Air OPEN
Fuel Selector BOTH
Throttle FULL OPEN
Mixture IDLE CUT-OFF
Propeller FULL FORWARD
Magnetos BOTH
Fuel Pump LOW
Mixture OPEN SLOWLY TO RICH
OPEN SLOWER
Mixture
if engine begins to fire
ADJUST
Mixture
if engine runs smoothly
If restarting procedure fails follow the Engine Securing Procedu-
re and the procedure of Landing Without Power.

3-6 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

3.3c Smoke and Fire

Item Condition
Engine Cowling Joints CHECK for smoke
Cabin Air SMELL
Instrument panels CHECK for smoke
Dispencers and Vents CHECK for smoke
Cabine Pressure CHECK
CHANGE SOURCE
Cabin Air if smoke escapes from the
dispencers and vents
DUMP Switch ON
PERFORM to a safe altitude
Emergency Descent
consistent with terrain
OPEN
Emergency Exit Window
if smoke is out of control

1 Engine Fire During Engine Start on the Ground

Item Condition
Starter (rotate engine) ON
Mixture IDLE CUT-OFF
Throttle OPEN
Fuel Selector OFF
Fuel Pump OFF
If fire continues evacuate the airplane.

Issued: 15. October 1999

5. November 1999 3-7
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

2 Engine Fire During Takeoff

Item Condition
Engine KEEP RUNNING as long as
necessary for searching ap-
propriate landing area
Attitude CHANGE if necessary for
keeping sight.
For example sideslipping.
(KEEP) DOWN
Landing Gear
depending on surface
Wing Flaps DOWN 30°
Land immediately
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
Stall warning will not be available with electrical system
turned off.
Evacuate airplane as soon as possible

3-8 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

3 Inflight Engine Fire

Item Condition
Engine KEEP RUNNING as long as
necessary for flying over ob-
structions
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 con-
ditions.
Land and evacuate airplane as soon as practical

4 Inflight Cabin Electrical Fire or Smoke

Item Condition
Alternators and Battery OFF
Warning
Stall warning will not be available with electrical system
turned off.
All Circuit Breakers PULL
Alternator I ON
Circuit Breakers of Main
ON
Components
Attempt to isolate source of smoke
Land and evacuate airplane as soon as practical

3.3d Emergency Descent

Item Condition
Throttle IDLE
Propeller FULL FORWARD
Airspeed 188 KIAS

Issued: 15. October 1999

5. November 1999 3-9
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

3.3e Glide (engine out and secured)

Item Condition
Landing Gear UP
Wing Flaps UP
Propeller FULL AFT
Airspeed (Best Glide Speed) 105 KIAS (MTOW)
Glide Ratio 2.5 n. m. per 1,000 ft

3.3f Landing Emergencies

1 Precautionary Landing
Check landing site while overflying at 81 KIAS with 30° wing
flaps.
If surface is smooth and hard:
Item Condition
Normal Landing INITIATE
Nose Wheel KEEP OFF GROUND as
long as practical
If surface is rough or soft:
Item Condition
Landing Gear UP
DUMP Switch ON
Heavy Objects In Cabin SECURE if passenger is avai-
lable to assist.
Seat, Seat Belts, Shoulder
SECURE
Harnesses
Approach
80 KIAS and 30° Wing Flaps
Passengers cause to CUSHION FACES
Just before touchdown
Mixture IDLE CUT-OFF
Throttle IDLE
Magnetos OFF
Fuel Selector OFF
Battery and Alternators OFF
Warning
Stall warning will not be available with electrical system
turned off.
Landing Attitude NOSE HIGH

3-10 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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
Wing Flaps DOWN 30°
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 Condition
Landing Gear Leave DOWN
Landing Attitude NOSE HIGH
Nose HOLD OFF
during landing roll
Brakes MINIMUM in landing roll
Control Wheel FULL AFT
until airplane stops

Issued: 15. October 1999

5. November 1999 3-11
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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
Wing Flaps DOWN 30°
Approach ALIGN AIRCRAFT
with edge of runway opposite
the defective main gear side,
allowing room for a mild turn
in the landing roll
Battery and Alternators OFF
Warning
Stall warning will not be available with electrical system
turned off.
Land wing low toward the operative landing gear. Lower
nosewheel immediately for positive steering.
Ground Loop INITIATE into defective lan-
ding 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

3-12 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

5 With Power, Landing Gear Retracted

Item Condition
Circuit Breaker Gear Warning PULL
DUMP Switch ON
Heavy Objects In Cabin SECURE if passenger is avai-
lable to assist.
Seat, Seat Belts, Shoulder
SECURE
Harnesses
Approach 80 KIAS and 30° Wing Flaps.
Passengers cause to CUSHION FACES
Just before touchdown
Throttle IDLE
Mixture IDLE CUT-OFF
Magnetos OFF
Fuel Selector OFF
Battery and Alternators OFF
Warning
Stall warning will not be available with electrical system
turned off.
Landing Attitude NOSE HIGH

6 Without Power
Item Condition
89 KIAS with 30° Wing
Approach
Flaps
DOWN
Landing Gear
depending on surface
Seat, Seat Belts, Shoulder
SECURE
Harnesses
Passengers cause to CUSHION FACES
If surface is rough:
Battery and Alternators OFF
Warning
Stall warning will not be available with electrical system
turned off.

Issued: 15. October 1999

5. November 1999 3-13
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

7 Without Power, Landing Gear Retracted

Item Condition
SECURE if passenger is avai-
Heavy Objects In Cabin
lable to assist.
Seat, Seat Belts, Shoulder
SECURE
Harnesses
Approach 89 KIAS and 30° Wing Flaps.
Passengers cause to CUSHION FACES
Battery and Alternators OFF
Warning
Stall warning will not be available with electrical system
turned off.
Landing Attitude NOSE HIGH

8 With Flaps Retracted

Item Condition
Fuel Selector BOTH
Minimum Approach Speed 90 KIAS
Landing Gear DOWN
Stall Speed Flaps In 76 KIAS

3-14 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

9 Ditching
Item Condition
TRANSMIT MAYDAY to
Radio
ATC or on 121.5 MHz
Transponder CODE 7700
DUMP Switch ON
SECURE if passenger is avai-
Heavy objects in cabin
lable to assist
Seat, Seat Belts, Shoulder
SECURE
Harnesses
Landing Gear CHECK if UP
Passengers cause to CUSHION FACES
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
Battery and Alternators OFF
Warning
Stall warning will not be available with electrical system
turned off.
Touchdown NO FLARE maintain descent
attitude
Controls KEEP AIRCRAFT LEVEL
after touchdown
Battery ON
Wing Flaps UP
Battery OFF
Airplane EVACUATE through the
main door or the
emergency exit window
Life Vests and Raft INFLATE when outside cabin
Main Door or CLOSE
Emergency Exit Window if possible

Issued: 15. October 1999

5. November 1999 3-15
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

3.3g Engine Emergencies

1 Sudden Engine Roughness

Item Condition
Mixture ADJUST for smoothest engi-
ne run
Fuel Pump CHECK if LOW
Fuel Selector BOTH
Alternate Air OPEN
HIGH
if zero fuel flow indication
EMER. FUEL P. Switch
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 Condition
Alternate Air OPEN
Power AS REQUIRED
Propeller AS REQUIRED
Mixture AS REQUIRED
Problem ANALYZE
TO LOWER ALTITUDE
Descent consistent with terrain
if applicable
Land as soon as possible.

3 Loss of Oil Pressure

Item Condition
Oil Temperature 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.

3-16 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

4 Too High Cylinder Head or Oil Temperature

Item Condition
Coolant Temperature 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
Oil Temperature CHECK
Cylinder Head Temperature 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.

6 Too High Exhaust Gas or Turbine Inlet Temperature

Item Condition
Coolant Temperature CHECK
Mixture RICH
Power REDUCE
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.

7 Too High Manifold Pressure (Engine Power Overboost)

Item Condition
REDUCE as necessary
Power to keep manifold pressure
within limits
Propeller AS REQUIRED
Mixture AS REQUIRED
Land as soon as possible.

Issued: 15. October 1999

5. November 1999 3-17
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

8 Engine Instrument failure

Item Condition
CHECK
Indication Needle
if in extreme position
RECEIVE
Equivalent Data
from other instruments
Land as soon as practical.

3.3h Fuel System Emergencies

1 Decrease of Fuel Flow

Item Condition
Fuel Quantity CHECK
Fuel Pump CHECK if LOW
Fuel Selector BOTH
Mixture CHECK
Fuel Pressure CHECK
HIGH
EMER. FUEL P. Switch if fuel pressure indication is
inside green arc.
ADJUST
Mixture
if fuel flow recovers
If measures fail:
EMER. FUEL P. Switch NORMAL
Altitude DECREASE
If fuel flow could not be regained, land as soon as possible and be
prepared to follow the procedure of Landing Without Power.

2 Decrease of Fuel Pressure (below 3 PSI)

Item Condition
Fuel Quantity CHECK
Fuel Selector BOTH
Fuel Pump CHECK if LOW
If measures fail:
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.

3-18 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

3 Too High Fuel Pressure (above 6 PSI)

Item Condition
EMER. FUEL P. Switch CHECK if NORMAL

3.3i Propeller Overspeed

Item Condition
Throttle IDLE
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

3.3j Electrical System Emergencies

1 Alternator Failure
(alternator warning light ON)
Item Condition
Defective Alternator OFF

Issued: 15. October 1999

5. November 1999 3-19
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

If second alternator light ON:

Item Condition
Defective 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 follo-
wing conditions.
SHUT OFF the following switcheson the left side panel:
Switch Section Switch
AVIONIC MASTER EFIS
STROBE
LIGHTS
RECO
CABIN VENT
PITOT L
PROP
DEICE
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 Unit
CONV 1
Left Side Panel CONV 2
DME
Land as soon as possible
If electrical power is no more available:
Handheld COM/NAV USE
RAM
Cabin Air
prior to approach
Landing Gear Emergency
PERFORM
Extending
Follow the procedure of landing with Wing Flaps Retracted

3-20 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

3.3k Flight Control Emergencies

1 Failure Elevator Control

Item Condition
Trim USE for pitch control
CHECK for long runway with
Landing Area
low crosswind component
MAKE LONG APPROACH
Approach
to stabilize
DOWN
Landing Gear early enough to stabilize the
approach
DOWN 30°
Wing Flaps early enough to stabilize the
approach
Trim FULL AFT
Power ~ 17 in.Hg.
Propeller FORWARD
~ 20 feet above runway level:
SET SLOWLY to 27 in.Hg.
Power
to lift nose until touch down

3.3l Wing Flaps Emergencies

1 Wing Flaps Unbalanced

Item Condition
APPLY slightly
Rudder and/or Aileron
to balance airplane
Land as soon as practical
Wing Flap Position ESTIMATE
Approach Speed depending on estimated
wing flap position between:
Wing Flaps 30° 80 KIAS
Wing Flaps UP 90 KIAS

Issued: 15.
28. October
February1999
2001 3-21
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

3.3m Landing Gear Emergencies

1 Landing Gear Trouble When Retracting

Item Condition
Landing Gear DOWN*
Land as soon as practical
*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
REDUCE to Maximum
Airspeed
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 air-
Airplane speed
(Maximum 140 KIAS)
Lamp Test Button PRESS
HYDR Circuit Breaker CHECK if tripped
Circuit Breaker RESET if possible
If action fails, follow the procedure given under Emergency Ex-
tension.

3-22 Issued:28.
Issued: 15.February
October 2001
1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

4 Emergency Extension
Item Condition
Airspeed 110 KIAS
Landing Gear DOWN
GEAR CTRL Circuit Breaker PULL
Three Green Lights CHECK*
Land as soon as practical
*) If there is any doubt about the condition of landing gear, per-
form a tower fly by and follow the Reactivating of Hydraulic Sys-
tem procedure.

5 Reactivating of Hydraulic System

Item Condition
GEAR CTRL Circuit Breaker RESET
Land following one of the Landing Emergencies procedures.

6 Hydraulic Pump Failure

Amber HYDR PUMP light illuminates longer than 1 minute per-
manently or periods of rest last only several seconds.
Item Condition
HYDR Circuit Breaker PULL
REDUCE to Maximum
Airspeed
140 KIAS
Land as soon as practical. Follow Emergency Extension
procedure if necessary.

Issued: 15.
28. October
February1999
2001 3-23
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

3.3n Pressurization System Emergencies

1 Impending Skin Panel or Window Failure

Item Condition
DUMP Switch ON
PERFORM to a safe altitude
Emergency Descent
consistent with terrain

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
PERFORM to a safe altitude
Emergency Descent
consistent with terrain
If cabin altitude above 10,000 ft has been determined:
Item Condition
Cabin Air CHECK if PRESS.
Cabin Pressurization CHECK if ON
Cabin Pressurization
CHECK
Controller
DUMP Switch CHECK if OFF
Rate Control Knob TURN full clockwise
If measures fail:
PERFORM to a safe altitude
Emergency Descent
consistent with terrain

3-24 Issued:28.
Issued: 15.February
October 2001
1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

3.3o Ice Protection Emergencies

1 Unintentionally Flying Into An Icing Zone

Item Condition
Alternate Air OPEN
Altitude and/or Heading CHANGE IMMEDIATELY
to leave icing zone

3.3p Windshield Emergencies

1 Windshield Icing
Item Condition
Windshield Heater ON
Windshield DEFROST

2 Windshield Fogging
Item Condition
Windshield DEFROST

3 Windshield Warning Light Illuminates

Item Condition
Windshield Heater OFF
Windshield DEFROST

Issued: 15. October 1999

8. December 2000 3-25
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

3.3q Lightning Strike Emergencies

1 After Lightning Strike

Item Condition
Light Test Buttons PRESS
CHECK
Navigation System
for proper indications
USE
Handheld COM/NAV
if panel mounted units fail
If severe engine vibration is experienced due to propeller
damage:
REDUCE
RPM
as far as practical
Continue flight or land dependent on condition of aircraft.

3.3r Emergency Exit

1 Emergency Exit Window Removal

Item Condition
DUMP Switch ON
Cabin Differential Pressure CHECK ZERO
Handle TURN
COUNTERCLOCKWISE
Emergency Exit Window PULL IN and DOWN

3-26 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

3.3s Spins
Item Condition
Rudder APPLY and HOLD
FULL RUDDER opposite
the direction of rotation.
Control Wheel FULL FORWARD
Ailerons NEUTRAL
Throttle CLOSE
Wing Flaps UP (if applicable)
When rotation has stopped:
Rudder NEUTRAL
Control Wheel PULL to recover from resul-
tant dive. Apply smooth stea-
dy control pressure.

Issued: 15. October 1999

8. December 2000 3-27
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

Intentionally left blank

3-28 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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°
Land immediately
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 ex-
tended, 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
Wing Flaps, DOWN 30°
Throttle, IDLE
Mixture, IDLE CUT-OFF
Fuel Pump, OFF

Issued: 15. October 1999

8. December 2000 3-29
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

Fuel Selector, OFF

Magnetos, OFF
Battery and Alternators (When landing gear is completely retrac-
ted and wing flaps are down), OFF. Measure shall reduce fire ha-
zard.

Warning Stall warning will not be available with electrical system tur-
ned off.

Note 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 re-
sult 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 ic-
ing), or of a turbocharger or turbocharger control system failure.
The following measures cover the first two causes described abo-
ve. If a turbocharger or turbocharger control system failure is su-
spected, follow the Air Start procedure.
Trim Aircraft For, 105 KIAS, the best glide speed, to avoid unne-
cessary 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

3-30 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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 lan-
ding the measures are valid that are described under Landing Wit-
hout 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.
Fuel Selector, BOTH
Throttle, FULL OPEN
Mixture, IDLE CUT-OFF
Propeller,FULL FORWARD
Magnetos, BOTH
Fuel Pump, LOW
Mixture, OPEN SLOWLY TO RICH
Mixture, OPEN SLOWER, if engine begins to fire to give the tur-
bocharger time to run up.

Note In this phase, which can take more than 30 sec. in high altitu-
de, severe engine roughness and misfires are normal and pro-
cedure shall not be stopped.

Mixture, ADJUST, if engine runs smoothly.

If restarting procedure fails follow the Engine Securing Procedu-
re and the procedure of Landing Without Power.

Issued: 15. October 1999

8. December 2000 3-31
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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 pressuri-
zed mode, a pressure drop indicates a leak in the pressurization
system.
Cabin Air, CHANGE SOURCE, if smoke escapes from dispen-
cers 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 mea-
sures 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 fla-
mes into the engine by engaging the starter.
The measures in detail:
Starter (rotate engine), ON
Mixture, IDLE CUT-OFF
Throttle, OPEN, Hold brakes.
Fuel Selector, OFF
Fuel Pump, OFF
If fire occurs when engine has already started, keep on running
the engine a few seconds. Also in this case the flames could be su-
cked back into the engine.
If these measures fail, evacuate airplane and extinguish fire by the
best external means.

3-32 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

2 Engine Fire During Takeoff

If fire is recognized during takeoff, land as soon as possible. Ho-
wever, if takeoff is advanced too far for immediate landing, it can
be necessary to use remaining engine power to search an appro-
priate landing area.
The measures in detail:
Engine, KEEP RUNNING as long as necessary for searching ap-
propriate landing area.
Attitude, CHANGE if necessary for keeping sight. For example
sideslipping.
Landing Gear, (KEEP) DOWN depending on surface
Wing Flaps, DOWN 30°
Land immediately
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 Stall warning will not be available with electrical system tur-
ned 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.
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

Issued: 15. October 1999

8. December 2000 3-33
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

4 Inflight Cabin Electrical Fire or Smoke

Such a fire or smoke may be result of overheated cables in conse-
quence of overload or of defective components:
Alternators and Battery, OFF

Warning Stall warning will not be available with electrical system tur-
ned 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:
Throttle, IDLE
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:
Landing Gear, UP
Wing Flaps, UP
Propeller, FULL AFT
Airspeed (Best Glide Speed), 105 KIAS (MTOW) (also refer to Fi-
gure 3-1)
Glide Ratio, 2.5 n. m. per 1,000 feet.

3-34 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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 (lbs)

Airplane Weight (kg)

1800 3968

1600 3527

1400 3086
88 91 94 97 100 103 106
Best Glide Speed (KIAS)

Figure 3-1
Best Glide Speed

Associated Conditions: Gear up, wing flaps 0°, no wind,

propeller windmilling
Example: Height Above Terrain 11,200 ft
Ground Distance 28 n.m. / 51.9 km

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
Height Above Terrain x 1,000 ft

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

Issued: 15. October 1999

8. December 2000 3-35
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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 transmit-
ted 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 re-
tracted avoiding nose over.
It is advisable to land on grass if possible.
The measures in detail:
Landing Gear, UP
DUMP Switch, ON
Heavy Objects In Cabin, SECURE if passenger is available to as-
sist.
Seat, Seat Belts, Shoulder Harnesses, SECURE
Approach, 80 KIAS and 30° wing flaps
Passengers, cause to CUSHION FACES e.g. with folded coat.
Just before touchdown:
Mixture, IDLE CUT-OFF
Throttle, IDLE
Magnetos, OFF
Fuel Selector, OFF
Battery and Alternators, OFF

Warning Stall warning will not be available with electrical system tur-
ned off.

Landing Attitude, NOSE HIGH, with lowest possible airspeed.

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

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

3-36 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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 infla-
ted tire.
Wing Flaps, DOWN 30°
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

Issued: 15. October 1999

8. December 2000 3-37
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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 centrifu-
gal 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 defec-
tive gear.
Landing Gear, DOWN
Wing Flaps, DOWN 30°
Approach, ALIGN AIRCRAFT with edge of runway opposite the
defective main gear side, allowing room for a mild turn in the lan-
ding roll
Battery and Alternators, OFF

Warning Stall warning will not be available with electrical system tur-
ned off.

Land wing low towards the operative landing gear. Lower no-
sewheel 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

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

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

5 With Power, Landing Gear Retracted

It is advisable to land on grass if possible.
If there is time the fuel tanks should be flown empty as far as pos-
sible to reduce aircraft weight and stall speed.
The measures in detail:

3-38 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

DUMP switch, ON
Heavy Objects In Cabin, SECURE if passenger is available to as-
sist.
Seat, Seat Belts, Shoulder Harnesses, SECURE
Approach, 80 KIAS and 30° wing flaps.
Electrical load, REDUCE to minimum required, to minimize the
fire hazard.
Passengers, cause to CUSHION FACES e.g. with folded coat.
Just before touchdown:
Throttle, IDLE
Mixture, IDLE CUT-OFF
Magnetos, OFF
Fuel Selector, OFF
Battery and Alternators, OFF

Warning Stall warning will not be available with electrical system tur-
ned off.

Landing Attitude, NOSE HIGH, with lowest possible airspeed.

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

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

6 Without Power
Landings without power differ from normal landing in a higher
approach speed and descent ratio.
The measures in detail:
Approach, 89 KIAS with 30° wing flaps
Landing Gear, DOWN
Seat, Seat Belts, Shoulder Harnesses, SECURE
Electrical load, REDUCE to minimum required, to minimize the
fire hazard.
Passengers, cause to CUSHION FACES e.g. with folded coat.
If surface is rough:
Battery and Alternators, OFF

Warning Stall warning will not be available with electrical system tur-
ned off.

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

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

Issued: 15. October 1999

8. December 2000 3-39
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

7 Without Power, Landing gear Retracted

It is advisable to land on grass if possible.
The measures in detail:
Heavy Objects In Cabin, SECURE if passenger is available to as-
sist.
Seat, Seat Belts, Shoulder Harnesses, SECURE
Approach, 89 KIAS and 30° wing flaps.
Electrical load, REDUCE to minimum required, to minimize the
fire hazard.
Passengers, cause to CUSHION FACES e.g. with folded coat.
Battery and Alternators, OFF

Warning Stall warning will not be available with electrical system tur-
ned off.

Landing Attitude, NOSE HIGH, with lowest possible airspeed.

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

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

8 With Flaps Retracted

Landings with wing flaps up differ from normal landing in appro-
ach speed, stall speed and required landing distance.
The measures in detail:
Minimum Approach Speed, 90 KIAS
Landing Gear, DOWN
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

3-40 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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
DUMP Switch, ON
Heavy objects in cabin, SECURE if passenger is available to as-
sist
Seat, Seat Belts, Shoulder Harnesses, SECURE
Landing Gear, CHECK if UP, to avoid nose over.
Passengers, cause to CUSHION FACES e.g. with folded coat.
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 des-
cent. 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 accep-
table 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 Stall warning will not be available with electrical system tur-
ned 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 exten-
ded wing flaps. Flap edge is deformable. In case that you have to
evacuate through the lower part of the main door it may be neces-
sary to counteract the outside water pressure.
Life Vests and Raft, INFLATE when outside cabin

Issued: 15. October 1999

8. December 2000 3-41
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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

keep the airplane afloat as long as possible.

3-42 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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
Fuel Pump, CHECK if LOW
Fuel Selector, BOTH
Alternate Air, OPEN
EMER. FUEL P. Switch, HIGH if zero fuel flow indication and
fuel pressure indication is inside green arc.also refer to Fuel Sys-
tem 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 oc-
cured, 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.
Alternate Air, OPEN
The following measures are recommended if a suspected turbo-
charger or turbocharger wastegate control failure results in a
partial loss of engine power:
Throttle, AS REQUIRED
Propeller, AS REQUIRED
Mixture, AS REQUIRED
Problem, ANALYSE
Descent, TO LOWER ALTITUDE consistent with terrain if appli-
cable, to get more power in case of turbocharger failure.
Land as soon as practical.

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 failu-
re can be assumed.
Oil Temperature, CHECK if constant.

Issued: 15. October 1999

8. December 2000 3-43
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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

practical; be prepared to follow the procedure of Landing Wit-
hout Power.

4 Too High Cylinder Head or Oil Temperature

A too high oil temperatur can be result of insufficient engine coo-
ling, 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
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

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.
The respective measures:
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
If trouble could not be eliminated, land as soon as practical; be
prepared to follow the procedure of Landing Without Power.

6 Too High Exhaust Gas or Turbine Inlet Temperature

Possible causes and measures as described under Too High Cy-
linder 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:

3-44 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

Power, REDUCE as necessary to keep manifold pressure within

limits.

Note Expect manifold pressure response to throttle movements to

be sensitive.

Propeller, AS REQUIRED
Mixture, AS REQUIRED
Land as soon as possible.

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 in-
formation needed must be received from an other source (see ot-
her measures presented under Engine Emergencies and following
table).
Defective Instrument CHECK
Oil Temperature Coolant Temperature
Oil Pressure Oil Temperature
Coolant Temperature Oil Temperature
Cylinder Head Temperature Coolant Temperature
Turbine Inlet Temperature Exhaust Gas Temperature
Exhaust Gas Temperature Turbine Inlet Temperature

The measures:
Indication Needle, CHECK if in extreme position
Equivalent Data, RECEIVE from other instruments
Land as soon as practical.

Issued: 15. October 1999

8. December 2000 3-45
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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 procedu-
re of Decrease of Fuel Pressure (below 3 PSI).
Thirdly the auxiliary fuel pump fails (fuel pressure indication be-
low 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 auxi-
liary fuel pump works correctly in LOW-mode. So a decrease of
fuel flow will be caused by the failing engine driven fuel pump.
The respective measures:
Fuel Quantity, CHECK
Fuel Pump, CHECK if LOW
Fuel Selector, BOTH
Mixture, CHECK
Fuel Pressure, CHECK
EMER. FUEL P. Switch, HIGH if fuel pressure indication inside
green arc.
Mixture, ADJUST if fuel flow recovers.
If measures fail:
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
prepared to follow the procedure of Landing Without Power.

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

The measures in detail:

3-46 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

Fuel Quantity, CHECK

Fuel Selector, BOTH
Fuel Pump, CHECK if LOW
If measures fail:
Altitude, DECREASE
If fuel pressure could not be regained, land as soon as possible
and be prepared to follow the procedure of Landing Without Po-
wer.

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 indica-
tion 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 po-
sition of lowest angle of attack.
The measures in detail:
Throttle, IDLE
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 go-
vernor are damaged.

Issued: 15. October 1999

8. December 2000 3-47
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

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 alter-
nator would disconnect the load bus (air condition and heat sys-
tem) 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.

3-48 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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 Section Switch
AVIONIC MASTER EFIS
STROBE
LIGHTS
RECO
CABIN VENT
PITOT L
PROP
DEICE
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 Unit
CONV 1
Left Side Panel CONV 2
DME

Land as soon as possible.

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 depres-
surize 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.

Issued: 15. October 1999

8. December 2000 3-49
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

3.4k Flight Control Emergencies

1 Failure of Elevator Control

In case the elevator control fails, generally the speed shall be con-
troled 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 be-
hind, 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 com-
ponent
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
Land as soon as practical.
Wing Flap Position, ESTIMATE
Approach Speed, depending on estimated wing flap position bet-
ween:
Wing Flaps 30°: 80 KIAS
Wing Flaps UP: 90 KIAS

3-50 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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 exten-
sion.

Landing Gear, DOWN*

Land as soon as practical
*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 pre-
vent 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 automati-
cally 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 sys-
tem is defective, so extend landing gear and land as soon as practi-
cal, 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 ot-
her 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.

Issued: 15.
28. October
February1999
2001 3-51
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

HYDR Circuit Breaker, CHECK if tripped

Circuit Breaker, RESET if possible
If action fails, follow the procedure given under Emergency Ex-
tending.

4 Emergency Extension
Airspeed, 110 KIAS, aerodynamic forces are helpfull to extend
the gear.
Landing Gear, DOWN
GEAR CTRL Circuit Breaker, PULL, this opens all valves which
are required for landing gear extension.
Three Green Lights, CHECK*
Land as soon as practical
*) If there is any doubt about the condition of landing gear, per-
form a tower fly by and follow the Reactivating of Hydraulic Sys-
tem 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 hyd-
raulic actuator with locking device by hand before switching
off the battery switch and thus deactivating the hydraulic sys-
tem.

6 Hydraulic Pump Failure

Amber HYDR PUMP light illuminates longer than 1 minute per-
manently 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 proce-
dure if necessary. Consider significant increase of fuel consump-
tion due to landing gear drag and reduced cruise speed.

3-52 Issued:28.
Issued: 15.February
October 2001
1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

3.4n Pressurization System Emergencies

1 Impending Skin Panel or Window Failure

DUMP Switch, ON, to reduce the stress on the structure.
Emergency Descent, PERFORM to a safe altitude consistent with
terrain

2 CABIN PRESS. Warning Light Illuminates

The CABIN PRESS. warning light indicates either a cabin over-
pressure (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 posi-
tion.
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
Emergency Descent, PERFORM to a safe altitude consistent with
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.
If measures fail:
Emergency Descent, PERFORM to a safe altitude consistent with
terrain

Issued: 15. October 1999

8. December 2000 3-53
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

3.4o Ice Protection Emergencies

1 Unintentionally Flying Into An Icing Zone

The measures are self-explanatory:
Alternate Air, OPEN
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
Windshield, Defrost

3 Windshield Warning Light Illuminates

Windshield Heater, OFF
Windshield, Defrost

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

DUMP Switch, ON
Cabin Differential Pressure, CHECK ZERO
Handle, TURN COUNTERCLOCKWISE
Emergency Exit Window, PULL IN and DOWN

3-54 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 3
EA 400 Emergency Procedures

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 direc-
tion of rotation.
Control Wheel, FULL FORWARD
Ailerons, NEUTRAL
Throttle, CLOSE
Wing Flaps, UP (if applicable)
When rotation has stopped:
Rudder, NEUTRAL
Control Wheel, PULL to recover from resultant dive. Apply
smooth steady control pressure.

Issued: 15. October 1999

8. December 2000 3-55
Section 3 Pilot’s Operating Handbook
Emergency Procedures EA 400

Intentionally left blank

3-56 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook
EA 400

Section 4
Normal Procedures
Table of Contents
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

Issued: 15. October

3. May 20001999 4-1
Section 4 Pilot’s Operating Handbook
EA 400

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

4.4p Shutdown .................................................................................................. 4-25
4.4q Rain............................................................................................................ 4-25

4-2 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

4 Normal Procedures

4.1 General
Section 4 of this handbook describes the recommended procedu-
res for the conduct of normal operations. Paragraph of this secti-
on provides normal procedural action required in an abbreviated
checklist form. Amplification of the abbreviated checklist is pre-
sented 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 num-
bering letter of paragraph . For example: Subparagraph c corre-
sponds 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

Issued: 15. October 1999 4-3

Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

4.3 Normal Procedures Check List

4.3a Preflight Inspection

1
7 5

2 4

4-4 Issued: 15. October 1999

Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

1 Cabin
Item Condition
Airplane Flight Manual and CHECK for availability and
Documents 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 po-
wer 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
CHECK three green lights
Indicator Lights
Light Test Button Switches PRESS
Fuel Quantity CHECK
Fuel Selector BOTH
Elevator Trim SET T/O
Battery OFF

Issued: 15. October 1999 4-5

Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

2 Left Side of the Fuselage

Item Condition
Door CHECK condition
Airplane CHECK if level
Left Main Landing Gear,
Hydraulic Lines, Doors, CHECK condition
Brake, Wheel and Tire
CHECK for cracks and conta-
Windows
mination
Fuselage Side Wall CHECK condition
Antennas CHECK condition
Static Port CLEAR
Access Panels CHECK closed and secure

3 Empennage
Item Condition
Horizontal Stabilizer and
CHECK condition
Elevator
CHECK condition and neutral
Elevator Trim Tabs
position
CHECK condition and
Vertical Tail and Rudder
free play
Strobe Light CHECK condition
Antennas CHECK condition

4 Right Side of the Fuselage

Item Condition
Fuselage Side Wall CHECK condition
Static Port CLEAR
CHECK for cracks and conta-
Windows / Emergency Exit mination,
release handle stored
Right Main Landing Gear,
Hydraulic Lines, Doors, CHECK condition
Brake, Wheel and Tire
CHECK
Landing Gear Hydraulic Fluid
if fluid is visible
Level
in the inspection glass

4-6 Issued: 15. October 1999

Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

5 Right Wing
Item Condition
RELEASE and REMOVE
Wing Tie Down
eye bolt
Fuel Quantity CHECK
Fuel Filler Cap CHECK for tight fit
Wing Flap CHECK
CHECK for safe connection
Aileron
and free movement
Navigation, Strobe and
CHECK
Recognition Lights
Wing Leading Edge CHECK condition
Remove pitot cover and
Pitot Tube
CHECK for clogging
DRAIN fuel samples with
Fuel Tank Sump and Outer cup and check for water and
Fuel Tank Drain contamination
(refer to section )
DRAIN fuel samples with
Vent Line Drain
special tool and check for wa-
(Serial Numbers 3 - 5 only)
ter and contamination
Drain Valves CHECK if locked
Fuel Tank Vent CHECK for clogging

Issued: 15. October 1999

5. November 1999 4-7
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

6 Power Plant
Item Condition
DRAIN fuel sample with cup
Gascolator and check for water and con-
tamination
Drain Valve CHECK if locked
Towing Bar REMOVE
Nose Landing Gear, Door,
CHECK condition
Wheel and Tire
Antennas CHECK condition
CHECK condition and safe
Engine Cowlings
attachment
Landing Light CHECK condition
Engine Air Inlets CHECK if clear
CHECK for oil leaks, nicks
Propeller and Spinner
and blade play
Propeller De-ice Pads CHECK condition
Exhaust Pipe CHECK secure
CHECK
Oil Level
if between 8 and 12 quarts
CHECK
Coolant Level
if fluid is visible
Access Panels CHECK closed and secured
CHECK for cracks and conta-
Front Window
mination

4-8 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

7 Left Wing
Item Condition
DRAIN fuel sample with cup
Fuel Tank Sump and Outer and check for water and con-
Wing Tank Drain tamination
(refer to section )
DRAIN fuel samples with
Vent Line Drain
special tool and check for wa-
(Serial Numbers 3 - 5 only)
ter and contamination
Drain Valves CHECK if locked
Fuel Tank Vent CHECK for clogging
RELEASE and REMOVE
Wing Tie Down
eye bolt
Fuel Quantity CHECK
Fuel Filler Cap CHECK for tight fit
Wing Leading Edge CHECK condition
Stall Warning Sensor CHECK for free movement
Remove pitot cover and
Pitot Tube
CHECK for clogging
Navigation, Strobe and
CHECK
Recognition Lights
CHECK for safe connection
Aileron
and free movement
Wing Flap CHECK

8 Cabin
Item Condition
Battery ON
Stall Warning System CHECK
TEST max. 10 sec.
PITOT L, PITOT R Switches
CHECK function
Battery OFF

4.3b Before Starting Engine

Item Condition
Door LOCKED
Seat, Seat Belt and Shoulder
ADJUST and LOCK
Harness

Issued: 15. October 1999

5. November 1999 4-9
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

4.3c Use of External Power (if necessary)

Item Condition
Magnetos CHECK if OFF
Battery, External Power,
CHECK if OFF
Radio Bus 1 + 2
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
CONNECT
(24 V DC)
External Power ON
Voltmeter CHECK

4-10 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

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 indica-
tion within 30 seconds
Alternator 1 ON and CHECK
Alternator 2 ON and CHECK
RPM 900 - 1100
Avionic Master Switches ON
Engine and Electric
CHECK
Instruments

4.3e Engine Check

Item Condition
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
Magneto 2 OFF/ON, CHECK RPM drop
COARSE PITCH,
Propeller
CHECK RPM drop
Propeller FULL FORWARD
Suction CHECK
RPM IDLE

Issued: 15. October 1999

5. November 1999 4-11
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

4.3f Before Taxiing

Item Condition
Navigation Instruments CHECK
Intercom CHECK if MUTE
Radios CHECK ON

4.3g Taxiing
Item Condition
Parking Brake RELEASE
Brakes CHECK
Nose Wheel Steering CHECK
Gyros, Instruments 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
PITOT L, PITOT R Switches
below 20°C (68°F)
Fuel Selector BOTH
Fuel Level CHECK
Fuel Pump CHECK if LOW
Oil Temperatur CHECK min. 38°C (100°F)
Coolant Temperatur CHECK min. 66°C (150°F)
Mixture FULL RICH
Propeller FULL FORWARD
Trim SET for Takeoff
Wing Flaps TAKEOFF 15°
Controls CHECK if free and correct
Runway, Heading, Wind CHECK

4-12 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

4.3i Takeoff
Item Condition
Throttle SET SLOWLY FULL OPEN
Manifold Pressure max. 39.5 in Hg
RPM 2,600
Airplane ROTATE at 73 KIAS

4.3j Climb
Item Condition
Landing Gear UP below 140 KIAS
Wing Flaps UP below 120 KIAS
Manifold Pressure 32.5/37.5 in.Hg.
RPM 2500
Mixture RICH
Climbspeed 120/100 KIAS
Fuel Pump CHECK if LOW
Engine Instruments CHECK
SET
Pressurization Controller
Cruise Level
Cabin Rate of Climb ADJUST
Cabin Pressurization System CHECK
Air Condition AS REQUIRED

4.3k Cruise
Item Condition
Mixture AS REQUIRED
CHANGE before 45 min.
(Max. fuel unbalance 80 l
Fuel Tank
(21 U.S. Gallons)),
if not BOTH
CHECK
Cabin Pressurization System
flight level setting
ON
PITOT L, PITOT R Switches
below 20°C (68°F)

Issued: 15. October

July 20021999 4-13
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

4.3l Descent
Item Condition
Manifold Pressure ABOVE 20 in.Hg
Pressurization Controller SET Airport Altitude
Cabin Rate of Climb ADJUST
Fuel Selector BOTH
Throttle REDUCE
RPM 2500 or below
Mixture ADJUST
AS REQUIRED
Landing Gear
below 140 KIAS
AS REQUIRED
Wing Flaps below 120 KIAS (15°)
or 109 KIAS (30°)
Engine Instruments CHECK

4.3m Before Landing

Item Condition
Seat, Seat Belt and Shoulder
ADJUST and LOCK
Harness
Fuel Selector CHECK if BOTH
Fuel Pump CHECK if LOW
DOWN below 140 KIAS,
Landing Gear
CHECK three green lights
Wing Flaps DOWN 30° below 109 KIAS
Cabin Differential Pressure CHECK ZERO
Trim SET
Approach Speed 80 KIAS
Final Approach:
Mixture FULL RICH
Propeller FULL FORWARD

4-14 Issued:28.
Issued: 15.February
October 2001
1999
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

4.3n Balked Landing

Item Condition
Mixture CHECK FULL RICH
Propeller CHECK FULL FORWARD
FULL OPEN
Throttle
max. 39.5 in.Hg.
Aircraft CHECK for positive climb
Landing Gear UP
RETRACT to 15° above
Wing Flaps
74 KIAS

4.3o After Landing

Item Condition
Brakes AS REQUIRED
Wing Flaps UP
PITOT L, PITOT R Switches OFF
Landing Light OFF
Fuel Pump OFF

4.3p Shutdown
Item Condition
RPM IDLE 5 min. incl. taxiing
Fuel Pump CHECK if OFF
Parking Brake SET as required
Throttle CLOSE
Avionic Master Switches OFF
Mixture IDLE CUT-OFF
Magnetos OFF
Alternators OFF
Battery OFF

Issued: 15. October 1999

5. November 1999 4-15
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

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
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 cau-
se 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.
Fuel Quantity, CHECK
Fuel Selector, BOTH
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. Consi-
der 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.

4-16 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

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 Consi-
der spring forces of rudder centering, coupling with nose wheel
steering, and control interconnection with ailerons.
Strobe Light, CHECK condition
Antennas, CHECK condition

4 Right Side of the Fuselage

Fuselage Side Wall, CHECK condition
Static Port, CLEAR
Windows / Emergency Exit, CHECK for cracks and contaminati-
on, 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 Quantity, CHECK
Fuel Filler Cap, CHECK for tight fit
Wing Flap, CHECK
Aileron, CHECK for safe connection and free movement. Consi-
der 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 sam-
ples with cup and check for water and contamination, avoid fuse-
lage contacting fuel. Refer to section 8.5a for detailed
information.

Issued: 15. October 1999

5. November 1999 4-17
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

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
Antennas, 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. Bla-
de 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, repla-
ce 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 wa-
ter 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 Quantity, CHECK
Fuel Filler Cap, CHECK for tight fit
Wing Leading Edge, CHECK condition
Stall Warning Sensor, CHECK for free movement

4-18 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

Pitot Tube, Remove pitot cover and CHECK for clogging

Navigation, Strobe and Recognition Lights, CHECK
Aileron, CHECK for safe connection and free movement Consi-
der 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 exter-
nal 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 po-
wer 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 connec-
ting the external power supply open the access panel at the left un-

Issued: 15. October

July 20021999 4-19
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

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

Fuel Selector, BOTH
Propeller, FULL FORWARD
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 attemp-
ting 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

4-20 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

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.
Propeller, FULL FORWARD
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 pressuri-
zation 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 Selector, BOTH
Fuel Level, CHECK

Issued: 15. October

July 20021999 4-21
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

Fuel Pump, CHECK if LOW

Oil Temperatur, CHECK min. 38°C (100°F)
Coolant Temperatur, CHECK min. 66°C (150°F)
Mixture, FULL RICH
Propeller, FULL FORWARD
Trim, SET for Takeoff
Wing Flaps, DOWN 15°
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. Redu-
ce 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.

4-22 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

Note A climbspeed of 110 KIAS asures sufficient cooling of the en-

gine up to 25,000 ft and ISA + 23°C.

Fuel Pump, CHECK if LOW

Engine Instruments, CHECK
Pressurization Controller, SET Cruise Level
Cabin Rate of Climb, ADJUST
Cabin Pressurization System, CHECK. Cabin rate of climb indi-
cation.
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
Fuel Selector, BOTH
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°)

Issued: 15. October

July 20021999 4-23
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

Engine Instruments, CHECK

4.4m Before Landing

Seat, Seat Belt and Shoulder Harness, ADJUST and LOCK
Fuel Selector, CHECK if BOTH
Fuel Pump, CHECK if LOW
Landing Gear, DOWN below 140 KIAS, CHECK three green
lights
Wing Flaps, DOWN 30° below 109 KIAS
Cabin Differential Pressure, CHECK ZERO, if differential pres-
sure remains, set dump switch to the DUMP-position.
Trim, SET
Approach, 80 KIAS
Final Approach:
Mixture, FULL RICH
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

4-24 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 4
EA 400 Normal Procedures

Propeller, CHECK FULL FORWARD

Throttle, FULL OPEN max. 39.5 in.Hg.
Aircraft, CHECK for positive climb
Landing Gear, UP
Wing Flaps, RETRACT to 15° above 74 KIAS.

4.4o After Landing

Brakes, AS REQUIRED
Wing Flaps, UP
PITOT L; PITOT R Switches, OFF
Landing Light, OFF
Fuel Pump, OFF

4.4p Shutdown
RPM, IDLE 5 min. Incl. Taxiing
Fuel Pump, CHECK if OFF
Parking Brake, SET as required
Throttle, CLOSE
Avionic Master Switches, OFF
Mixture, IDLE CUT-OFF
Magnetos, OFF
Alternators, OFF
Battery, OFF

4.4q Rain
Flight characteristiques do not change when flying in rain. How-
ever the stall speeds will be 3 - 5 knots above the given ones.

Issued: 15. October

July 20021999 4-25
Section 4 Pilot’s Operating Handbook
Normal Procedures EA 400

Left blanc intentionally

4-26 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook
EA 400

Section 5
Performance

Table of Contents

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

Issued: 15. October

3. May 20001999 5-1
Section 5 Pilot’s Operating Handbook
EA 400

Intentionally left blank

5-2 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 5
EA 400 Performance

5 Performance

5.1 Introduction
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: 1999 kg
(4407 lbs.)
Usable fuel: 270 kg = 375 l
(595 lbs.)
Takeoff weight: 1995 kg
(4398 lbs.)

Issued: 15. October

3. May 20001999 5-3
Section 5 Pilot’s Operating Handbook
Performance EA 400

2 Takeoff conditions:
Temperature: 19°C(8° above std)
Field pressure altitude: 2000 Feet
Wind component along runway: 10 Knots Headwind
Field length: 1000 m
(3281 ft)

3 Climb conditions:
Climb speed: 120 KIAS

4 Cruise conditions:
Total distance: 920 NM
Pressure altitude: 20,000 Feet
Temperature at cruising level: -27°C (2° below std)
Expected headwind component 10 Knots
Power setting: 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 per-
formance. 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

5-4 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 5
EA 400 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 re-
sult 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. There-
fore, the time required for the cruise portion of the trip is:

Issued: 15. October

3. May 20001999 5-5
Section 5 Pilot’s Operating Handbook
Performance EA 400

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.

5-6 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 5
EA 400 Performance

5.5 Charts
Note Values between the given ones can be assumed to be linear.

5.5a Cruise Performance Table

Man.
STD Temperature Press. Alt. RPM Mixture Fuel Flow
Press.

Conditions ft in.Hg. L/h

Sea Level 128-136
Take Off 2600 39.5 Full Rich
10,000 128-136
Sea Level 115-123
10,000 2500 37.5 Full Rich 115-123
Max. Continuous 20,000 115-123
Then reduce manifold pressure 1.1 in.Hg. per 1,000 ft to:
25,000 2,500 32 Full Rich 86
Sea Level 82
72°F (40°C)
Cruise 75% 10,000 2400 32 83
rich of peak
25,000 84
Sea Level 72
Cruise 45°F (25°C)
10,000 2300 30.5 72
65% Best Power rich of peak
25,000 73
Economy Cruise Sea Level 57
54°F (30°C)
65% Best 10,000 2250 31 58
lean of peak
Economy 25,000 59
Sea Level 57
Cruise
10,000 2250 26.5 peak 58
55% Best Power
25,000 59
Cruise Sea Level 53
27°F (15°C)
55% Best 10,000 2200 27 54
lean of peak
Economy 25,000 55
Holding Sea Level 27°F (15°C) 45
2100 24.5
45% 10,000 lean of peak 45

Issued: 15. October 1999 5-7

Section 5 Pilot’s Operating Handbook
Performance EA 400

Man.
STD-15°C Press. Alt. RPM Mixture Fuel Flow
Press.

Conditions ft in.Hg. L/h

Sea Level 128-136
Take Off 2600 38.5 Full Rich
10,000 128-136
Sea Level 115-123
10,000 2500 36.5 Full Rich 115-123
Max. Continuous 21,000 115-123
Then reduce manifold pressure 1.1 in.Hg. per 1,000 ft to:
25,000 2,500 32 Full Rich 86
Sea Level 82
72°F (40°C)
Cruise 75% 10,000 2400 31 83
rich of peak
25,000 84
Sea Level 72
Cruise 45°F (25°C)
10,000 2300 29 72
65% Best Power rich of peak
25,000 73
Economy Cruise Sea Level 57
54°F (30°C)
65% Best 10,000 2250 30 58
lean of peak
Economy 25,000 59
Sea Level 57
Cruise
10,000 2250 25.5 peak 58
55% Best Power
25,000 59
Cruise Sea Level 53
27°F (15°C)
55% Best 10,000 2200 26.5 54
lean of peak
Economy 25,000 55
Holding Sea Level 27°F (15°C) 45
2100 24
45% 10,000 lean of peak 45

5-8 Issued: 15. October 1999

Pilot’s Operating Handbook Section 5
EA 400 Performance

Man. Fuel
STD+15°C Press. Alt. RPM Mixture
Press. Flow

Conditions ft in.Hg. L/h

Sea Level 128-136
Take Off 2600 39.5 Full Rich
10,000 128-136
Sea Level 115-123
10,000 2500 37.5 Full Rich 115-123
Max. Continuous 20,000 115-123
Then reduce manifold pressure 1.1 in.Hg per 1,000 ft to:
25,000 2,500 32 Full Rich 86
Sea Level 82
72°F (40°C)
Cruise 75% 10,000 2400 33 83
rich of peak
25,000 84
Sea Level 72
Cruise 45°F (25°C)
10,000 2300 31.5 72
65% Best Power rich of peak
25,000 73
Economy Cruise Sea Level 57
54°F (30°C)
65% Best 10,000 2250 32 58
lean of peak
Economy 25,000 59
Sea Level 57
Cruise
10,000 2250 27.5 peak 58
55% Best Power
25,000 59
Cruise Sea Level 53
27°F (15°C)
55% Best 10,000 2200 28 54
lean of peak
Economy 25,000 55
Holding Sea Level 27°F (15°C) 45
2100 25.5
45% 10,000 lean of peak 45

Issued: 15. October 1999 5-9

Section 5 Pilot’s Operating Handbook
Performance EA 400

Wind Components

40

45
35
40
ay
nd runw

30
35
Wi
nd
ection a

Ve
loc
Headwind

i
25 30 ty -
Kn
wind dir

ot
10°

20°

25
30°

20
etween

°
40

20
Angle b
Wind Components - Knots

15 °
50
15
°
60
10
10
70°

5
5 80°

0 90°
Tailwind

100°
5
15

13 110
0°

0° °
10
0 5 10 15 20 25 30

Crosswind Component - Knots

Wind Components Issued: 3. May 2000

Figure 5-1

5-10 Issued: 15. October 1999

Pilot’s Operating Handbook Section 5
EA 400 Performance

ISA Conversion
of pressure altitude and outside air temperature

Temperature - °F
-120 -80 -40 0 +40 +80 +120
25
24
23
22
21
20
19
18
17
16
15
Pressure Altitude - ft x 1000

14
13
12
ISA +
ISA +

ISA +

ISA +
ISA
ISA -

ISA -

ISA -
ISA -

11
10
40°C
10°C

20°C

30°C
30°C

20

10°C
40°C

°C (-3

9
(+72°
(+18°

(+36°

(+54°
(-54°F

(-18°F
(-72°F

6°F)

8
F)
F)

F)

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

Issued: 15. October 1999 5-11

5-12
Section 5
Airspeed Calibration Performance

Indicated airspeed + Delta V = Calibrated airspeed

Example:
a: clean, cruise, 75% power and idle Indicated airspeed: 83 kt
b: Flaps 15°, idle Delta V: -1 kt
c: gear up/down, Flaps 30°, 75% power and idle Calibrated airspeed: 82 kt

5
4
3
c

Figure 5-3
2
1
b

Airspeed Calibration
0

Delta V, kt
-1
a
-2
-3
-4
-5
50 60 70 80 90 100 1 10 120 130 140 150 160 170 180 190 200 210 220 230 240
Indicated Airspeed, kt

Issued: 15. October 1999

EA 400
Pilot’s Operating Handbook
 EA 400

Angle of Bank vs Stall Speed

Issued: 15.
3. May
a: gear up, flaps up Associated Conditions: Example:

October
b: gear up or down, flaps 15° Weight 1999 kg (4407 lbs.), Angle of bank: 45°
c: gear down, flaps 30° Idle, Stall speed a: 95 KIAS

20001999
Zero instrument error Stall speed b: 78 KIAS
Pilot’s Operating Handbook

Stall speed c: 72 KIAS

120

110

100

90

Figure 5-4
80
a

Stall Speed, KIAS

Angle of Bank vs Stall Speed

70
b

60
c

50
0 5 10 15 20 25 30 35 40 45 50 55 60
Angle of Bank, Degrees

5-13
Performance
Section 5
Section 5 Pilot’s Operating Handbook
Performance EA 400

Intentionally left blank

5-14 Issued: 15. October

Issued: 1999
3. May 2000
 Pilot’s Operating Handbook Section 5
EA-400

Takeoff Distances
Associated conditions:
Flaps 15°, 2,600 RPM, 39.5 in.Hg. before brake release,
Mixture rich, paved level dry runway

1700 (5577)
Remarks: Example: Takeoff Weight Airspeed KIAS
Distance for takeoff ground roll has to be increased Outside air temperature: 16°C
kg (lbs.) Lift off 15 m (50 ft)
by ~15% for dry short gras Pressure altitude: 500 ft 1600 (5249)
Reasonable additions have to be used for soft, wet Weight: 1795 kg (3957 lbs.) 1600 (3527) 66 72
ground, for snow and melting snow. Wind: 10 kts Head wind 1800 (3968) 70 76 1500 (4921)
Heigh humidity of the air may increase the takeoff Takeoff distance: 660 m (2165 ft) 1999 (4407) 73 78
distance up to 10%. Takeoff roll: 390 m (1280 ft)
1400 (4593)

1300 (4265)

1200 (3937)

ind
W
il
Ta
1100 (3609)

Reference Line
Reference Line
Reference Line

1000 (3281)

He 900 (2953)
ad
Wi
nd
800 (2625)
ft
e,
ud
Takeoff Distance, m (ft)

ltit 700 (2297)

a

ISA
ss ure
Pre 00 600 (1969)
80
0
600
0 500 (1640)
400
0
200 evel
l 400 (1312)
sea

300 (984)

-30 -20 -10 0 10 20 30 40 2000 1800 1600 1400 0 5 10 15 20 0 15

Outside Air Temperature, °C (4409) (3968) (3527) (3086) Wind Component, kts (50)
Takeoff Weight, kg (lbs.) Height above Runway, m (ft)

Figure 5-5
Takeoff Distances

Issued: 3. October
15.May 20001999 5-15
Section 5 Pilot’s Operating Handbook
EA-400

Intentionally left blank

5-16 Issued: 15. October

Issued: 1999
3. May 2000
 Rate
Rate of Climb
of Climb
EA 400

Associated Maximum Climb Rate

Issued: 15.
Associatedconditions:
conditions:
Gear
Gearup,up,Flaps
Flapsup, up,Climb
ClimbSpeed: Speed:100 120KIASKIAS(Best Rate of Climb
(Recommended Speed)
Climb Speed)

3. May
30,000 MP: 37.5 in. Hg., at 20,000 ft thereafter reduction
MP: 37.5 Std. Hg., at 20,000 ft thereafter reduction
in.Temp.

October
ofof1.1
1.1in.Hg.
in.Hg.per per1,000
1,000ftfttoto3232in.Hg. in.Hg.atat25,000 25,000ft,ft, Associated Conditions:
28,000 2500 Rich
2500RPM,
RPM,Mixture
Mixture Rich Climb at 100/120 KIAS,
1700clean
1700

20001999
0 0
MCP: 37.5 inHg, 2500 RPM
Pilot’s Operating Handbook

26,000 Example: 25,0 00 1600

1600
Example: ,0
4 Fuel Flow: 105-115 Liter/h
Outside
Outsideairairtemperature:
2temperature: 21°C21°C CG
24,000 Pressure 0 m=2000 kg, FWD 1500 1500
Pressurealtitude:
altitude: ,00 3000 3000ft ft
Aircraftweight:
weight:22 1750 kg (3858 lbs.)
1750 kg (3858 lbs.) 1400
1400
22,000 Aircraft 0 0
Rate
Rateofofclimb: 1270 1040ft/min ft/min
climb: 20,0 1300
1300
20,000 00
, 0 1200
1200
18
18,000 5000 0 sea level 1100
1100
,00 100 KIAS
16 sea level
16,000 5000 0 10000 1000
1000
,00 120 KIAS
14 900
900
14,000
Climb rate ft/min

00

Figure 5-6
0
150 10000
, 0 0 800
800
12

ISA
12,000 00 150

Density Altitude, ft
, 0 2 0 00 700
700
Climb rate ft/min

Rate of Climb, Sheet 1

10 P 000
10,000 ress 600
600

ISA
al,0ti0t0 re u
8,000 f t2
8 ude, f 200
t 00 Example: 500
500
d e , 50 P00
0, 0
0 r
it u 6a ssu e Outside air temperature: -5°C 400
400
6,000 At ltit 0 re Pressure altitude: 19000 ft
u re , 0u0d
e 300
300
s 4 , ft Climb Speed: 120 KIAS
4,000 es
Pr Rate of climb: 640 ft/min 200
200
, 0 00
225 e l
2,000 00 Le v 100
100
Reference Line
Reference Line

a0
Se 00
0-60 -50 -40 -30 -20 -10 0 10 20 30 40
-60
-60 -50
-50 -40 -40-30 -30-20-20-10-100 010 10 20 30 20 40 30 40 300 2000
4002000500 19001900
600 1800
700
1800 8001700 1700900 1600
1000
1600 1 100 1200
Outside
Outside AirTemperature,
Temperature,°C °C (4409)
(4409) (4189)
(4189) (3968)
(3968) (3748) (3748) (3527)
(3527)
Outside AirAir Temperature, °C Climb
Aircraft
Rate, ft/min
AircraftWeight, (lbs.)
Weight,kgkg(lbs.)

5-17
Performance
Section 5
 I

5-18
Rate
Rate of Climb
of Climb
Section 5
Associated
Associatedconditions:
conditions:
Maximum Climb Rate
Gear
Gearup,up,Flaps
Flapsup, up,Climb
ClimbSpeed: Speed:100 120KIASKIAS(Best Rate of Climb
(Recommended Speed)
Climb Speed) Performance
30,000 MP: 37.5 in. Hg., at 20,000 ft thereafter reduction
MP: 37.5 Std. Hg., at 20,000 ft thereafter reduction
in.Temp.
ofof1.1
1.1in.Hg.
in.Hg.per per1,000
1,000ftfttoto3232in.Hg. in.Hg.atat25,000
25,000ft,ft, Associated Conditions:
28,000 2500 Rich
2500RPM,
RPM,MixtureMixture Rich Climb at 100/120 KIAS,
1700clean
1700
00 MCP: 37.5 inHg, 2500 RPM
26,000 Example: 25,0 00 1600
1600
Example: ,0
4 Fuel Flow: 105-115 Liter/h
Outside
Outsideairairtemperature:
2temperature: 21°C21°C CG
24,000 Pressure 0 m=2000 kg, FWD 1500 1500
Pressurealtitude:
altitude: ,00 30003000ft ft
Aircraftweight:
weight: 22 1750 kg (3858 lbs.)
1750 kg (3858 lbs.) 1400
1400
22,000 Aircraft 0 0
Rate
Rateofofclimb: 12701040ft/min ft/min
climb: 20,0 1300
1300
20,000 00
, 0 1200
1200
18
18,000 5000 0 sea level 1100
1100
,00 100 KIAS
16 sea level
16,000 5000 0 10000 1000
1000
,00 120 KIAS
14 900
900
14,000 0
Climb rate ft/min

Figure 5-6
150 10000
2 ,00 00 800
800
1

ISA
12,000 0 150

Density Altitude, ft
,00 00 700
700
Climb rate ft/min

200

Rate of Climb, Sheet 2

10 P 00
10,000 ress 600
600

ISA
al,0ti0t 0 u re
8,000
8 ude, f 200
t 00 Example: 500
500
e , ft 25 0
u d 00,00P0r
e Outside air temperature: -5°C 400
it 6a ssu 400
6,000 At ltit 0 re Pressure altitude: 19000 ft
u re , 0u0d
e 300
300
s 4 , ft Climb Speed: 120 KIAS
4,000 es
Pr Rate of climb: 640 ft/min 200
200
, 0 00
l

Issued:
225
2,000 00 Leve Reference Line 100
100
a0 Reference Line

Issued:
Se 00
0-60 -50 -40 -30 -20 -10 0 10 20 30 40
-60
-60 -50
-50 -40 -40-30 -30-20-20-10-100 010 10 20 30 20 40 30 40 300 2000
4002000500 19001900
600 1800
700
1800 8001700 1700900 1600
1000
1600 1 100 1200
(4409)
(4409) (4189)
(4189) (3968)
(3968) (3748) (3748) (3527)
(3527)

15. October
Outside Outside
Outside AirAir AirTemperature,
Temperature,°C
Temperature, °C°C Climb Rate, ft/min
Aircraft
AircraftWeight, (lbs.)
Weight,kgkg(lbs.)

3. May 2000
1999
EA 400
Pilot’s Operating Handbook
 Time, Distance, Fuel to Climb
EA 400

Associated
Associatedconditions:
conditions: Note:

Issued: 15.
ISA
ISAtemp.,
temp.,No
NoWind,
Wind,Gear
Gearup,
up,Flaps
Flapsup,
up,Climb
Climbspeed
speed120
100KIAS
KIAS, Increase
Note: Time distance and Fuel to climb
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 Increase distance and Fuel climb

3. May
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 by 10% Time
for each 8°C above ISAto
temp.
2500 1999 kg, 1600 by 10% for each 8°C above ISA temp.
2500RPM,
RPM,Weight:
Mixture Rich, Weight: 1999 kg kg
(4407 lbs.), 1600 kg (3527 lbs.)

October
25000
Time Time Fuel Fuel

20001999
Time Time Fuel Fuel
Pilot’s Operating Handbook

Distance Distance Distance Distance

20000

15000

Figure 5-7
10000

Pressure Altitude, ft
Example:
Example:
Departure:
Departure:2000
2000ftftPress. Alt.
Press.Alt.
Cruise:
Cruise:24000
24000ftftPress. Alt.
Press.Alt.
mm==1999
1800kgkg(4407 lbs.)

Time, Distance, Fuel to Climb, Sheet 1

5000
Time
TimetotoClimb:
Climb:25 26- -22==23 min
24min
Fuel
FueltotoClimb:
Climb:4850- -3.5
4 ==46 Liter
44.5 Liter
Distance
DistancetotoClimb:
Climb:52 66- -3.5
4 ==62
48.5
NmNm

0
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
Time, Fuel, Distance
Minutes, Liter, Nautical Miles

5-19
Performance
Section 5
 Time, Distance, Fuel to Climb

5-20
Associated
Associatedconditions:
ISA
conditions: Note: Section 5
Increase Performance
Note: Time distance and Fuel to climb
ISAtemp.,
temp.,No
NoWind,
Wind,Gear
Gearup,
up,Flaps
Flapsup,
up,Climb
Climbspeed
speed120
100KIAS
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 Increase distance and Fuel climb
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 by 10% Time
for each 8°C above ISAto
temp.
2500 1999 kg (4407 lbs.), by 10% for each 8°C above ISA temp.
2500RPM,
RPM,Weight:
Mixture Rich, Weight: 1999 kg (44071600
lbs.),kg (3527 lbs.)
1600 kg (3527 lbs.)
25000
Time Time Fuel Fuel
Time Time Fuel Fuel
Distance Distance Distance Distance

20000

15000

Figure 5-7
10000

Pressure Altitude, ft
Example:
Example:
Departure:
Departure:2000
2000ftftPress. Alt.
Press.Alt.
Cruise:
Cruise:24000
24000ftftPress. Alt.
Press.Alt.
mm==1999
1800kgkg(4407 lbs.)
(3986lbs.)

Time, Distance, Fuel to Climb, Sheet 2

5000
Time
TimetotoClimb:
Climb:25 26- -22==23 min
24min
Fuel
FueltotoClimb:
Climb:4850- -3.5
4 ==46 Liter
44.5 Liter
Distance
DistancetotoClimb:
Climb:52 66- -3.5
4 ==62
48.5
NmNm

Issued:
0

Issued:
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80

15. October
Time, Fuel, Distance
Minutes, Liter, Nautical Miles

3. May 2000
1999
EA 400
Pilot’s Operating Handbook
 Cruise Speeds, Best Economy, m=1600kg
m=1999kg (3527
(4407 lbs.)
EA 400

Associated
Associated conditions:
conditions:

Issued: 15.
Gear
Gear UP,
UP, Flaps
Flaps UP
UP
Mixture:
Mixture: see
see Cruise
Cruise Performance
Performance Table Table

3. May
30,000

October
Std. Temp.
28,000

20001999
0
Pilot’s Operating Handbook

26,000 ,00
25 ,000
24 45%
24,000 0
,00
22
22,000 0
,00 55% 65%
20 45% 55%
20,000 0
,00 65%
18
18,000 0
,00
16
16,000 0
,00
14

Figure 5-8
14,000 0
,00
12
12,000 0

Density Altitude, ft

Cruise Speeds, Sheet 1

,00
10
10,000
00
8,0 Example:
Example:
8,000 t
,f 00 Outside
Outsideair
airtemperature:
temperature: -35°C
-35°C
de 6,0
t itu Pressure
Pressurealtitude:
altitude: 24000
24000ftft
6,000 A
re 00 Power:
Power: 55%
55%
ssu 4,0
4,000 e True
TrueAirspeed:
Airspeed: 182
185kts
kts
Pr
00
2,0 l
2,000 ve
a Le
Se
0
-60 -50 -40 -30 -20 -10 0 10 20 30 40 120 130 140 150 160 170 180 190 200 210 220 230 240
Outside Air Temperature, °C True Airspeed, kts

5-21
Performance
Section 5
 Cruise Speeds, Best Economy, m=1999kg (4407 lbs.)

5-22
Associated
Associated
conditions:
conditions:
Cruise Speeds, Best Economy, m=1600kg
Gear
Gear UP, Flaps
UP,UP
Flaps UP Section 5
Mixture:
Mixture:
see Cruise
see Cruise
Performance Performance Table Table Performance
30,000
Std. Temp.
28,000
0
26,000 ,00
25 ,000
24 45%
24,000 0
,00
22
22,000 0
,00 55% 65%
20 45% 55%
20,000 0
,00 65%
18
18,000 0
,00
16
16,000 0
,00
14

Figure 5-8
14,000 0
,00
12
12,000 0

Density Altitude, ft

Cruise Speeds, Sheet 2

,00
10
10,000
00
8,0 Example:
Example:
8,000 ,
tf
de 00 Outside
Outsideair
airtemperature:
temperature: -35°C
-35°C
t itu 6,0 Pressure 24000
6,000 A Pressurealtitude:
altitude: 24000ftft
re 00 Power:
Power: 55%
55%
e ssu 4,0
4,000 P r True
TrueAirspeed:
Airspeed: 182
185kts
kts

Issued:
00
2,0 el
2,000

Issued:
ev
e aL
S
0

15. October
-60 -50 -40 -30 -20 -10 0 10 20 30 40 120 130 140 150 160 170 180 190 200 210 220 230 240
Outside Air Temperature, °C True Airspeed, kts

3. May 2000
1999
EA 400
Pilot’s Operating Handbook
 Cruise Speeds, Best Power, m=1600kg
m=1999kg (3527
(4407 lbs.)
EA 400

Associated conditions:

Issued: 15.
Gear UP, Flaps UP valid
validonly
only
Mixture: see Cruise Performance Table

3. May
ififbelow
below20,000
20,000ftft
30,000

October
Std. Temp.
Example:
28,000

20001999
0 Outside air temperature: -5°C
Pilot’s Operating Handbook

26,000 ,00 Pressure altitude: 16000 ft

25 ,000
Power: 75%
24
24,000 0 True Airspeed: 208
202 kts
,00
22 55% 65%
22,000 0
,00 75%
20 55% 65%
20,000 0
,00 MCP
18 75%
18,000 0
,00 MCP
16
16,000 0
,00
14

Figure 5-8
14,000 0
,00
12
12,000 0

Density Altitude, ft

Cruise Speeds, Sheet 3

,00
10
10,000
00
8,0
8,000 t
,f 00
de 6,0
t itu
6,000 A
re 00
ssu 4,0
4,000 e
Pr
00
2,0 l
2,000 ve
a Le
Se
0
-60 -50 -40 -30 -20 -10 0 10 20 30 40 120 130 140 150 160 170 180 190 200 210 220 230 240
Outside Air Temperature, °C True Airspeed, kts

5-23
Performance
Section 5
 Cruise Speeds, Best Power, m=1999kg (4407 lbs.)

5-24
Associated
Associated
conditions:
conditions:
Cruise Speeds, Best Power, m=1600kg
Gear
Gear UP, Flaps
UP,UP
Flaps UP valid Section 5
validonly
only Performance
Mixture:
Mixture:
see Cruise
see Performance
Cruise Performance Table Table ififbelow
below20,000
20,000ftft
30,000
Std. Temp.
Example:
28,000
0 Outside air temperature: -5°C
26,000 ,00 Pressure altitude: 16000 ft
25 ,000
24 Power: 75%
24,000 0 True Airspeed: 202 kts
208
,0 0
22 55% 65%
22,000 0
,00 75%
20 55% 65%
20,000 0
,00 MCP
18 75%
18,000 0
,00 MCP
16
16,000 0
,00
14

Figure 5-8
14,000 0
,00
12
12,000 0

Density Altitude, ft

Cruise Speeds, Sheet 4

,00
10
10,000
00
8,0
8,000 ,
tf
de 00
t itu 6,0
6,000 A
re 00
e ssu 4,0
4,000 P r

Issued:
00
2,0 el
2,000

Issued:
ev
e aL
S
0

15. October
-60 -50 -40 -30 -20 -10 0 10 20 30 40 120 130 140 150 160 170 180 190 200 210 220 230 240
Outside Air Temperature, °C True Airspeed, kts

3. May 2000
1999
EA 400
Pilot’s Operating Handbook
 Endurance, Best Economy, m=1999kg (4407 lbs.)
EA 400

Issued: 15.
Associated conditions: Data including:
Gear UP, Flaps UP

3. May
1. Fuel for taxi and takeoff: 10 liter (2.6 U.S. Gallons)
Mixture: see Cruise Performance Table 2. Fuel for climb to cruising level at MCP and descent

October
3. 45 min reserve fuel at 45% power: 34 liter (9.0 U.S. Gallons)
30,000

20001999
Std. Temp.
Pilot’s Operating Handbook

28,000 Example:
0 Outside air temperature: -35°C
26,000 ,00 Pressure altitude: 24000 ft
25 ,000
24 Power: 55%
24,000 0 Endurance: 6.4 h
,00 65% 55%
22
22,000 0
,00
20
20,000 0
,00
18
18,000 0
,00
16
16,000 0

Figure 5-9
,00
14
14,000 0
,00

Endurance, Sheet 1
12 45%
12,000 0

Density Altitude, ft
,00
10
10,000
00
8,0
8,000 , f t
de 00
titu 6,0
6,000 A
ure 00
ess 4,0
4,000 Pr
00
2,0 l
2,000 ve
a Le
Se
0
-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
Outside Air Temperature, °C Hours

5-25
Performance
Section 5
5-26
Endurance, Best Power, m=1999kg (4407 lbs.)
Associated conditions: Data including: Section 5
Gear UP, Flaps UP 1. Fuel for taxi and takeoff: 10 liter (2.6 U.S. Gallons) Performance
Mixture: see Cruise Performance Table 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)
30,000
Std. Temp.
28,000 Example:
0 Outside air temperature: -35°C
26,000 ,00 Pressure altitude: 24000 ft
25 ,000
24 Power: 55%
24,000 0 Endurance: ~6 h
,00
22
22,000 0
,00
20
20,000 0
,00 MCP 75% 65% 55%
18
18,000 0
,00
16
16,000 0

Figure 5-9
,00
14
14,000 0
,00

Endurance, Sheet 2
12
12,000 0

Density Altitude, ft
,00
10
10,000
00
8,0
8,000 , ft
de 00
t itu 6,0
6,000 A
ure 00
r ess 4,0
4,000 P

Issued:
00 valid only
2,0 el if below 20,000 ft

Issued:
2,000 ev
aL
Se
0

15. October
-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
Outside Air Temperature, °C Hours

3. May 2000
1999
EA 400
Pilot’s Operating Handbook
 Range, Best Economy, m=1600kg
m=1999kg (3527
(4407 lbs.)
EA 400

Issued: 15.
Associated conditions: Data including:
Gear UP, Flaps UP, No Wind

3. May
1. Fuel for taxi and takeoff: 10 liter (2.6 U.S. Gallons)
Mixture: see Cruise Performance Table 2. Fuel for climb to cruising level at MCP and descent

October
3. 45 min reserve fuel at 45% power: 34 liter (9.0 U.S. Gallons)
30,000

20001999
Std. Temp.
Pilot’s Operating Handbook

28,000 Example: Example:

0 Outside air temperature: air temperature:
Outside -35°C -35°C
26,000 ,00 Pressure altitude: Pressure
24000altitude:
ft 24000 ft
25 ,000
24 Power: Power: 55% 55%
24,000 0 Range: Range:
1155 nm 1205 nm
,00
22
22,000 0
,00
20
20,000 0
,00
18
18,000 0
,00
16
16,000 0
,00

Figure 5-10
14 55%

Range, Sheet 1
14,000 0 55%
,00
12 65% 65% 45% 45%
12,000 0

Density Altitude, ft
,00
10
10,000
00
8,0
8,000 , f t
de 00
titu 6,0
6,000 A
ure 00
ess 4,0
4,000 Pr
00
2,0 el
2,000 ev
e aL
S
0
-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
Outside Air Temperature, °C Nautical Miles

5-27
Performance
Section 5

Issued: 3. May 2000

5-28
Range, Best Economy, m=1600kg
m=1999kg (3527
(4407 lbs.)
Associated conditions: Data including:
Data including: Section 5
Gear UP, Flaps UP, No Wind 1. Fuel for1.taxi
Fueland
fortakeoff: takeoff:
taxi and10 liter (2.6
10 U.S.
liter Gallons) Performance
Mixture: see Cruise Performance Table Fuel for
2. Fuel for2.climb to cruising cruising
climb tolevel at MCP at MCP
leveland and descent
descent
3. 45 min3.reserve reserve
45 minfuel at 45%
fuelpower:
at 45%34power:
liter (9.0
34 U.S.
liter Gallons)
30,000
Std. Temp.
28,000 Example: Example:
0 Outside air temperature: air temperature:
Outside -35°C -35°C
26,000 ,00 Pressure altitude: Pressure
24000altitude:
ft 24000 ft
25 ,000
24 Power: Power: 55% 55%
24,000 0 Range: Range:
1155 nm 1205 nm
,00
22
22,000 0
,00
20
20,000 0
,00
18
18,000 0
,00
16
16,000 0
,00

Figure 5-10
14 55%

Range, Sheet 2
14,000 0 55%
,00
12 65% 65% 45% 45%
12,000 0

Density Altitude, ft
,00
10
10,000
00
8,0
8,000 t
,f 00
de 6,0
t itu
6,000 A
ure 00
ress 4,0
4,000 P

Issued:
00
2,0 l

Issued:
2,000 ve
a Le
Se
0

15. October
-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
Outside Air Temperature, °C Nautical Miles

3. May 2000
1999
EA 400
Pilot’s Operating Handbook
 Range, Best Power, m=1600kg
m=1999kg (3527
(4407 lbs.)
EA 400

Issued: 15.
Associated conditions: Data including:
Gear UP, Flaps UP, No Wind

3. May
1. Fuel for taxi and takeoff: 10 liter (2.6 U.S. Gallons)
Mixture: see Cruise Performance Table 2. Fuel for climb to cruising level at MCP and descent

October
3. 45 min reserve fuel at 45% power: 34 liter (9.0 U.S. Gallons)
30,000
30,000

20001999
Std. Temp.
Std. Temp.
Pilot’s Operating Handbook

28,000
28,000 Example:
0 0
0 Outside air temperature: -35°C
26,000
26,000 5,,000 0 Pressure altitude: 24000 ft
225 ,,00000
2244 Power: 55%
24,000
24,000 000 Range: 1075
1130 nm
2 ,
, 0
0 0
222
22,000
22,000 000
0,,000 valid only
220
20,000
20,000 000
,000 if below 20,000 ft 65%
8, 65%
18,000 118
18,000 0 0
0 55%
,00 75% 55%
166,0
1
16,000
16,000 0

Altitude, ftft
,0000

Figure 5-10
144,0
1 75%

Range, Sheet 3
14,000
14,000 0
,0000
1122,0 MCP
12,000
12,000 0

Density Altitude,
Density
,0000
100,0
1
10,000
10,000 000
8,,000
8 MCP
8,000
8,000 ftt 0
d e,, f
e , 000 0
ittuud 66,0
6,000
6,000 Atti
u ree A
r 000
r e sssu
s 4,,000
4
4,000
4,000 e 0
PPr
,0000 l
22,0 veel
2,000
2,000 Leev
a
ea L
SSe
00
-60 -50 -40 -30 -20
-60 -50 -40 -30 -20 -10 0 10 20 30 -10 0 10 20 30 40 40 550
550 600
600 650
650 700
700 750
750 800
800 850
850 900
900 950
950 1000
1000 1050
1050 11 100
100 1150
1150 1200 1250
1200 1250
Outside
Outside Air
Air Temperature, °C
Temperature, °C Nautical Miles
Nautical Miles

5-29
Performance
Section 5
5-30
Range, Best Power, m=1600kg
m=1999kg (3527
(4407 lbs.)
Associated conditions: Data including: Section 5
Gear UP, Flaps UP, No Wind 1. Fuel for taxi and takeoff: 10 liter (2.6 U.S. Gallons) Performance
Mixture: see Cruise Performance Table 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)
30,000
30,000
Std. Temp.
Std. Temp.
28,000
28,000 Example:
0 0
0 Outside air temperature: -35°C
26,000 0 0
5,,0 0
26,000 225 ,,00000 Pressure altitude: 24000 ft
244
2 Power: 55%
24,000
24,000 0 Range: 1075
1130 nm
2 ,00000
,
222
22,000
22,000 000
0,,000 valid only MCP
220
20,000
20,000 0
,00000 if below 20,000 ft 65%
8 ,
18,000 118 65%
18,000 000 75% 55%
6,,000 55%
16,000 116
16,000 000

Altitude, ftft
4,,000

Figure 5-10
114 75%
14,000

Range, Sheet 4
14,000 0 000
0
2 ,
, 0
112 MCP
12,000
12,000 0

Density Altitude,
Density
0 ,00000
,
10,000 110
10,000 0
,0000
8,000 t 88,0
8,000 , fft 0
dee, ,0000
t
t ittuud
i 66,0
6,000
6,000 A
A 0 valid only
urree ,0000
reessssu 44,0 if below 20,000 ft
4,000
4,000 r

Issued:
PP 0
,0000 l
22,0 veel

Issued:
2,000
2,000 Leev
a
ea L
SSe
00

15. October
-60 -50 -40 -30 -20
-60 -50 -40 -30 -20 -10 0 10 20 30 -10 0 10 20 30 40 40 550
550 600
600 650
650 700
700 750
750 800
800 850
850 900
900 950
950 1000
1000 1050
1050 11 100
100 1150
1150 1200 1250
1200 1250
Outside
Outside Air
Air Temperature, °C
Temperature, °C Nautical Miles
Nautical Miles

3. May 2000
1999
EA 400
Pilot’s Operating Handbook
 Time, Distance, Fuel to Descent
EA 400

Associated conditions: Note:

Issued: 15.
Gear up, Flaps up, Descent speed: 160 KIAS, Weight: 1999 kg (4407 lbs.) No temperature corrections required

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

October
below 10000 ft, MP: 15 in.Hg., 2300 RPM (2000 fpm rate of descent)
25000

20001999
Fuel, l Time, min Distance, Nm
Pilot’s Operating Handbook

20000

15000

Example:

Figure 5-11
Cruise at 24000 ft Press. Alt.
10000 Descent to 3000 ft Press. Alt.
Time to Descent: 14.3 - 1.3 = 13 min

Pressure Altitude, ft
Fuel to Descent: 8.7 - 0.7 = 8 Liter
(2.3 - 0.2 = 2.1 U.S. Gallons)

Time, Distance, Fuel to Descend

Distance to Descent: 47 - 4 = 43 NM
5000

0
0 10 20 30 40 50
Time, Fuel, Distance
Minutes, Liter, Nautical Miles

5-31
Performance
Section 5
Section 5 Pilot’s Operating Handbook
Performance EA 400

Intentionally left blank

5-32 Issued: 15. October

Issued: 1999
3. May 2000
 Pilot’s Operating Handbook Section 5
EA-400

Landing Distances

Associated conditions: Landing Weight Airspeed KIAS/KCAS Example:

Gear extended, Flaps 30°, throttle closed, propeller full kg (lbs.) at 15 m (50 ft) Outside air temperature: 25°C
forward, full stall touch down, maximum braking, Pressure altitude: 2000 ft
paved level dry runway 1600 (3527) 78/77 Landing weight: 1546 kg (3408 lbs.)
Remarks: 1800 (3968) 80/79 Wind: 10 kts Head wind
Add 15% to distances, for landing on a dry level grass runway. Landing distance: 625 m (2051 ft)
Reasonable additions have to be used for soft, wet ground, for Landing roll: 275 m (902 ft)
snow and melting snow.

nd
Wi
il
Ta
1100 (3609)

He
ad 1000 (3281)
Wi
nd
900 (2953)
, ft
de
itu 800 (2625)
e alt
r
su 00

ISA
Pres 80
0 700 (2297)
600
0
400 600 (1969)
0
200 evel
a l
Landing Distance, m (ft)

se 500 (1640)

400 (1312)

300 (984)

200 (656)

100 (328)

Reference Line
Reference Line

Reference Line

0
-30 -20 -10 0 10 20 30 40 2000 1800 1600 1400 0 5 10 15 20 15 0
Outside Air Temperature, °C (4409) (3968) (3527) (3086) Wind Component, kts (50)
Landing Weight, kg (lbs.) Height above Runway - Stop, m (ft)

Figure 5-12
Landing Distances

Issued: 3. October
15.May 20001999 5-33
Section 5 Pilot’s Operating Handbook
EA-400

Intentionally left blank

5-34 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook
EA 400

Section 6
Weight and Balance and Equipment List

Table of Contents

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

Issued: 15. October

3. May 20001999 6-1
Section 6 Pilot’s Operating Handbook
EA 400

Intentionally left blank

6-2 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

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 equip-
ment 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 ye-
ars, 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 unavoi-
dable (e. g. if defueling of the airplane is not possible) the respec-
tive calculations of the Basic Empty Weight and Center of
Gravity Table will give the correct result.

Important Weigh, read the scales and calculate with carefulness. Incor-
rect weighing or determination of Center of Gravity endan-
ger the pilot, the passengers and the aircraft.

Note 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 optio-
nal equipment in locations according to the Equipment List (Re-
fer to paragraph 6.5 of this section).

2 Defuel the aircraft to the undrainable fuel level using the gasco-
lator 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

Issued: 15. October

3. May 20001999 6-3
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

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 ob-
tain 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 positi-
on.

8 Close the lower part of the main cabine door.

Note Ensure the scales are in calibration and used per the applica-
ble 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.

6-4 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

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.

Issued: 15. October 1999

8. December 2000 6-5
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

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 entrie s for i tem 7 (Zero Fuel Weigh t)
[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].

6-6 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

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 Mo-
ment Limits Form (figure 6-7) to ensure values are not out of
limits.

Issued: 15. October

Issued: 1999 2000
8. December 6-7
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Airplane Weighing Form (SI units)

Serial No: Registration No: Date:
Reference
Datum

Level Reference
3.115

2.595*

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.

Airplane as Weighed
(including full oil and operating fluids but no usable fuel)

Position Scale Reading Scale Error Tare (kg) Net Weight (kg)
Left wing
Right wing
Nose
Airplane total as weighed
Fuselage station of aft weighing point Difference between forward and aft weighing point
(4.070 m*) (2.595 m*)
Nose net weight
CG arm ( )x( ) m aft of
of airplane ( ) ( ) reference
as weighed ( ) datum
Total as weighed

Basic Empty Weight and Center of Gravity

Item Weight (kg) CG Arm (m) Moment (kg x m)

Airplane as weighed
Fuel (if applicable) 3.768
Optional Equipment (if applicable)
Basic Empty Weight

Figure 6-1, Sheet 1

Airplane Weighing Form

6-8 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Airplane
AirplaneWeighing
WeighingForm
Form(U.S.
(SI units)
units)
Serial No: Registration No: Date:
Reference
Datum

Level Reference
122.64
3.115

102.17*
2.595*

Sta. 1.475*
58.07* Sta.
Sta.160.24*
4.070*
Sta.
Sta. == Station,
Station, aa position
position along
along the
the fuselage
fuselage measured
measured in
in In.
m from
from the
the reference
reference datum.
datum.
**values
valueshave
haveto tobe
bechecked
checkedprior
priorto
toweighing.
weighing.Tolerance
Toleranceof ofstation
stationvalues
valuesisis±±5
0.2mm.
In..

Airplane as Weighed
(including full oil and operating fluids but no usable fuel)

Position Scale Reading Scale Error Tare

Tare (lbs.)
(kg) Net
Net Weight
Weight (lbs.)
(kg)
Left wing
Right wing
Nose
Airplane total as weighed
Fuselage station of aft weighing point Difference between forward and aft weighing point
(4.070 m*)
(160.24 In.*) (2.595 m*)
(102.17 In.*)
Nose net weight
CG arm ( )x( ) In.
m aft
aft of
of
of airplane ( ) ( ) reference
as weighed ( ) datum
Total as weighed

Basic Empty Weight and Center of Gravity

Item Weight
Weight (lbs.)
(kg) CG
CG Arm
Arm (In.)
(m) Moment
Moment(In.(kg
lbs.x /m)
100)

Airplane as weighed
Fuel (if applicable) 148.35
Optional Equipment (if applicable)
Basic Empty Weight

Figure 6-1, Sheet 2

Airplane Weighing Form

Issued: 15. October

3. May 20001999 6-9
 Sample
SampleWeight
WeightAnd
AndBalance
BalanceRecord
Record(U.S.
(SI units)
units)

6-10
(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance)
Section 6
Airplane Model Serial Number Page Number
Weight Change Running Basic
Item No.
Date Description Added (+) Removed (-) Empty Weight
of Article or Modification Weight Arm Moment Weight Arm Moment Weight Moment
Moment
In Out (lbs.)
(kg) (In.)
(m) (In.lbs./100)
(kgm) (kg)
(lbs.) (m)
(In.) (kgm)
(In.lbs./100) (kg)
(lbs.) (kgm)
(In.lbs./100)

As Delivered
Weight and Balance and Equipment List

Figure 6-2, Sheet 1

Sample Weight and Balance Record

Issued:
Issued:
15. October
3. May 2000
1999
EA 400
Pilot’s Operating Handbook
 Sample
SampleWeight
WeightAnd
AndBalance
BalanceRecord
Record(U.S.
(SI units)
units)
EA 400

(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance)

Issued: 15.
Airplane Model Serial Number Page Number
Weight Change Running Basic

8. December
Item No.
Date Description Added (+) Removed (-) Empty Weight

October 1999
2000
of Article or Modification Weight Arm Moment Weight Arm Moment Weight Moment
Moment
Pilot’s Operating Handbook

In Out (lbs.)
(kg) (In.)
(m) (In.lbs./100)
(kgm) (kg)
(lbs.) (m)
(In.) (kgm)
(In.lbs./100) (kg)
(lbs.) (kgm)
(In.lbs./100)

As Delivered

Figure 6-2, Sheet 2

Sample Weight and Balance Record

6-11
Weight and Balance and Equipment List
Section 6
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Sample Weight and Balance Loading Form

Arm Weight Moment

Ref Item
(m) (kg) (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

Passenger(s) on Seats 3 + 4 (Station 3.930)

4 130 510.9
(refer to figure 6-5)
Passenger(s) on Seats 5 + 6 (Station 5.050)
5 50 252.5
(refer to figure 6-5)
Baggage (Station 5.750) (Do not exceed max.
6 weight in baggage compartment of 90 kg). 12 69
(refer to figure 6-5)
Zero Fuel Weight (sub-total)
7 1855 6669.46
(Do not exceed max. zero fuel weight of 1959 kg)

8 Fuel Loading (refer to figure 6-6) 144 542.6

Ramp Weight (sub-total)

9 1999 7212.06
(Do not exceed max. ramp weight of 1999 kg)

10 Less Fuel For Taxiing (refer to figure 6-6) 7 26.4

Takeoff Weight
11 1992 7185.66
(Do not exceed max. takeoff weight of 1999 kg)

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 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Weight and Balance Loading Form (SI units)

Arm Weight Moment

Ref Item
(m) (kg) (kgm)

1 Basic Empty Weight (refer to figure 6-2)

2 Pilot (Station 2.825 - 2.981)

3 Copilot (Station 2.825 - 2.981)

Passenger(s) on Seats 3 + 4 (Station 3.930)

4
(refer to figure 6-5)
Passenger(s) on Seats 5 + 6 (Station 5.050)
5
(refer to figure 6-5)
Baggage (Station 5.750) (Do not exceed max.
6 weight in baggage compartment of 90 kg).
(refer to figure 6-5)
Zero Fuel Weight (sub-total)
7
(Do not exceed max. zero fuel weight of 1959 kg)

8 Fuel Loading (refer to figure 6-6)

Ramp Weight (sub-total)

9
(Do not exceed max. ramp weight of 1999 kg)

10 Less Fuel For Taxiing (refer to figure 6-6)

Takeoff Weight
11
(Do not exceed max. takeoff weight of 1999 kg)

12 Less Fuel To Destination (refer to figure 6-6)

13 Landing Weight

Figure 6-4, Sheet 1

Weight and Balance Loading Form

Issued: 15. October 1999

8. December 2000 6-13
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Weight and Balance Loading Form (U.S. units)

Moment
Arm Weight
Ref Item (in.lbs./100
(in.) (lbs.)
)

1 Basic Empty Weight (refer to figure 6-2)

Pilot
2
(Station 111.22 in. - 117.36 in.)
Copilot
3
(Station 111.22 in. - 117.36 in.)
Passenger(s) on Seats 3 + 4 (Station 155 in.)
4
(refer to figure 6-5)
Passenger(s) on Seats 5 + 6 (Station 199 in.)
5
(refer to figure 6-5)
Baggage (Station 226 in.) (Do not exceed max.
6 weight in baggage compartment of 198 lbs.).
(refer to figure 6-5)
Zero Fuel Weight (sub-total) (Do not exceed
7
max. zero fuel weight of 4319 lbs)

8 Fuel Loading (refer to figure 6-6)

Ramp Weight (sub-total) (Do not exceed

9
maximum ramp weight of 4407 lbs.)

10 Less Fuel For Taxiing (refer to figure 6-6)

Takeoff Weight (Do not exceed maximum

11
takeoff weight of 4407 lbs.)

12 Less Fuel To Destination (refer to figure 6-6)

13 Landing Weight

Figure 6-4, Sheet 2

Weight and Balance Loading Form

6-14 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Weight and Moment Table (SI units)

Passengers and Baggage
Weight Moment
(kg) (kgm)
Seats 3 + 4 Seats 5 + 6 Baggage
Arm: 3.930 m Arm: 5.050 m 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 -

Figure 6-5, Sheet 1

Weight and Moment Table, P. & B.

Issued: 15. October 1999

8. December 2000 6-15
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Weight and Moment Table (U.S. units)

Passengers and Baggage
Weight Moment
(lbs.) (in.lbs./100)
Seats 3 + 4 Seats 5 + 6 Baggage
Arm: 155 in. Arm: 199 in. 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 -

Figure 6-5, Sheet 2

Weight and Moment Table, P. & B.

6-16 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Weight and Moment Table (SI units)

Fuel
Quantity Weight Arm Moment
(l) (kg) (m) (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

Figure 6-6, Sheet 1

Weight and Moment Table / Fuel

Issued: 15. October

3. May 20001999 6-17
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Weight and Moment Table (U.S. units)

Fuel
Quantity Weight Arm Moment
(U.S. Gallons) (lbs.) (in.) (in.lbs./100)
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
Figure 6-6, Sheet 2
Weight and Moment Table / Fuel

6-18 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Weight and Moment Limits (SI units)

10% 15% 20% 25% 30% 35% 40% MAC
kg kg
m
2000 750
Maximum Ramp, Takeoff, 0
and Landing Weight

1950
725
0

1900

700
0
1850

1800 675
0

1750
650
0

1700

625
1650 0

1600 600
0

1550
52
50 575
0
1500

50
00 550
1450 0
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

Figure 6-7, Sheet 1

Weight and Moment Limits

Issued: 15. October

3. May 20001999 6-19
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Weight and Moment Limits (U.S. units)

12% 15% 20% 25% 30% 35% 40% MAC

lbs.
in.
4400 lbs
./1
Maximum Ramp, Takeoff, 00
and Landing Weight
64
4300 00

4200
62
00

4100
60
00
4000

58
3900 00

3800
56
00

3700

54
3600 00

3500 52
00
46
00
3400
50
00
3300
44
00
48
3200 00
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

Figure 6-7, Sheet 2

Weight and Moment Limits

6-20 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

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 air-
plane to which this Handbook is related. The letter “A” means,
that an item can be used as an alternative to the respective requi-
red and/or standard item, the letter “R” means, that an item is re-
quired for type certification, a “S” means, that this item is part of
the standard equipment, and an “O” means, that this item is defi-
ned as optional equipment of the airplane.

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.

Controls

Flap system
Flap Control 0.1 3.800
Becker FCB 400-1 RS
Box (0.2) (149.6)
0.1 3.800
Aux Flap Box Becker FZB 400-1 RS
(0.2) (149.6)
0.345 3.800
Flap Box Kissling EA-85411 A
(0.8) (149.6)
GNM 4175 A 2.6 3.930
Flap Motor Engel RS
(mod) (5.7) (154.7)

Landing Gear

Hydraulic AM-6-2-G- 5.5 3.500

Knapp RS
Power Pack T2D-0 (12.1) (137.8)
Wheels and Brakes
1.2 1.475
Nose Wheel Cleveland 40-78B RS
(2.6) (58.1)
Nose Wheel 2.2 1.475
5.00-5, 6ply RS
Tire (4.9) (58.1)
Main Wheel 3.2 4.070
2x Cleveland 40-96E RS
(L/H - R/H) (7.1) (160.2)
Main Wheel 3.5 4.070
2x 15x6.00-6, 6ply RS
Tire (7.7) (160.2)
Issued: 15. October
July 20021999 6-21
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.
Main Wheel
Cleveland/ 1.3 4.170
Brake (L/H - EA-55431.00 RS
Extra (2.9) (164.2)
R/H) EA-55441.00

Powerplant

Engine and Acessories

182.06 1.268
Engine TCM TSIOL-550-C RS
(401.4) (49.9)
4.76 1.451
2x Magnetos Slick K6320 RS
(10.5) (57.1)
1.366 1.339
12 Spark Plugs Champion RHU32S RS
(3.0) (52.7)
6.8 1.645
Starter TCM 646275 RS
(15.0) (64.8)
Cooling System
3.496 1.406
Oil cooler Behr 23118 RS
(7.7) (55.4)
0.474 1.650
Oil filter Champion CH48109 RS
(1.0) (65.0)
3.7 1.400
Coolant Tank RAM 1330-3 RS
(8.2) (55.4)
3.7 1.400
Coolant Tank Extra 65421.00 A
(8.2) (55.4)
3.649 1.157
Water Cooler Behr 45176 RS
(8.0) (45.6)
0.54 1.510
Thermostat Behr 33348 RS
(1.2) (59.4)
Induction System
0.2 1.388
Air Filter Bracket BA-239 RS
(0.4) (54.6)
16.34 1.638
Turbo Charger AiResearch TA-8102 RS
(36.0) (64.5)
3.2 1.556
Intercooler TCM 654752 RS
(7.1) (61.3)

6-22 Issued:
Issued: 13.15. October 2001
September 1999
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.
Exhaust System
1.356 1.837
Tail Pipe Extra EA-65141 RS
(3.0) (72.3)
Propeller
MT- MTV-14-D/195- 24.4 0.686
Propeller RS
propeller 30a (53.8) (27.0)
Propeller MT- 2 0.686
P-456 RS
Spinner propeller (4.4) (27.0)
Propeller 1.55 0.906
Mc Cauley DC290D1B/ T36 RS
Governor (3.4) (35.7)

Fuel System

Electric Fuel 2.4 1.860

Airborne 2B7-34 RS
Pump (5.3) (73.2)
0.6 2.815
Fuel Filter Airborne 1J16-1 RS
(1.3) (110.8)
Fuel Selector 0.2 2.950
Allen 8-BS1001 RS
Valve (0.4) (116.1)

Equipment / Instrumentation

Pilot’s
0.7 3.4
Operating Extra EA-05701 RS
(1.5) (133.9)
Handbook
Miscellaneous
0.1 2.450
Clock Benz 2622 RS
(0.2) (96.5)
Towing Eye 0.05 3.4
2x S
Bolt (0.1) (133.9)
Fuel sample 0.02 3.4
RS
Cup (0.04) (133.9)
Instrumentation
Altimeter, KEA 130 1.04 2.240
Bendix/King RS
enco. 066-03064-0005 (2.3) (88.2)
United 5934-PAM-3 or 0.41 2.240
Altimeter, baro RS
Instruments 5934-PAD-3 (0.9) (88.2)

Issued: 15.
13. October 1999
September 2001 6-23
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Equipment List
Weight Arm Re-
Item Manufacture Part No
kg m marks/
(lbs.) (In.) inst.
Altimeter, KEA 346 1.36 2.240
Bendix/King OA
enco. 066-03062-0008 (3.0) (88.2)
Altimeter, Revue 3A67.22.35F.28. 0.75 2.240
OA
enco. Thommen 1.HA. (1.7) (88.2)
Vertical Sp. United 0.3 2.240
7130 RS
Indicator Instruments (0.7) (88.2)
Magnetic 0.3 2.450
Airpath C2400-L4VT RS
compass (0.7) (96.5)
Airspeed United 0.4 2.240
2x 8030 RS
Indicator Instruments (0.9) (88.2)
Directional 0.7 2.240
RC-Allen RCA 11A-17BF RS
Gyro Vac. (1.5) (88.2)
Artifical 0.7 2.240
RC-Allen RCA 22-11F RS
Horizon Vac. (1.5) (88.2)
Directional 4000B-22 1.13 2.240
Sigma Tek OA
Gyro Vac. 1U262-002-32 (2.5) (88.2)
Attitude Gyro 5000B-52 1.0 2.240
Sigma Tek OA
Vac. 1U149-012-2 (2.2) (88.2)
Horizon Gyro KI 256 1.5 2.240
Bendix/King OA
(pneumatic) 060-0017-01 (3.3) (88.2)
Turn 0.82 2.240
S-TEC 6405-28L RS
Coordinator (1.8) (88.2)
Turn & Bank 0.82 2.240
RC-Allen RCA 83A-11 OA
Indicator (1.8) (88.2)
Warning, Caution, Advisory Lights and Units
0.3 3.300
Lift Detector Safe Flight C-88807-3 RS
(0.7) (129.9)
Annunciator 0.3 2.240
Becker APB 400-2 RS
Panel (0.7) (88.2)
0.3 2.240
Warning Panel Becker APB 400-1 RS
(0.7) (88.2)
Annunciator 0.35 2.240
Moritz ATP0550 OA
Panel (0.77) (88.2)

6-24 Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.
Engine, fuel, power monitoring
0.2 2.240
Voltmeter RC-Allen 12-5000-2 RS
(0.4) (88.2)
0.2 2.240
Ammeter UMA 15-100-100 RS
(0.4) (88.2)
0.181 2.240
V-A-Module Moritz A0545 OA
(2.6) (88.2)
Fuel Quantity 0.1 2.240
2x VDO 301.040.001 RS
Indication (0.2) (88.2)
Coolant Temp. 0.2 2.240
Westach 2A9-5 RS
Indicator (0.4) (88.2)
Oil Pressure/
0.2 2.240
Temperature Westach 2DA3-3MM RS
(0.4) (88.2)
Indicator
EGT/CHT 0.2 2.240
Westach 2DA1-10 RS
Indicator (0.4) (88.2)
0.2 2.240
TIT Indicator Westach 2A2-32 RS
(0.4) (88.2)
Fuel Flow 0.9 2.240
Shadin Miniflow RS
Indicator (2.0) (88.2)
Manifold+Fuel 0.2 2.240
UI 6311 RS
Pressure Ind. (0.4) (88.2)
0.3 2.240
RPM Indicator VDO 333.045.001G RS
(0.7) (88.2)
A0535 (SI units) 2.04 2.240
Cluster 1 Moritz OA
A0785 (U.S.) (4.5) (88.2)
A0540 (SI units) 2.04 2.240
Cluster 2 Moritz OA
A0790 (U.S.) (4.5) (88.2)
0.1 2.240
CHT Indicator Alcor 46151 OA
(0.2) (88.2)

Pitot Static System

Pitot-Tube Aero 0.4 3.790

2x AN 5812-1 RS
(heated) instruments (0.9) (149.2)
Dual Static 0.12 7.000
2x Extra EA-75123.10 RS
Port (heated) (0.3) (275.6)

Issued: 15.
13. October 1999
September 2001 6-25
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.

Vacuum system

1.4 1.700
2x Suction Pump Airborne A/M 442CW-6 RS
(3.1) (66.9)
Aero 1.4 1.700
2x Suction Pump A/A442CW-6 OA
Accessories (3.1) (66.9)
0.21 3.050
Air Filter Airborne 1J7-1 RS
(0.5) (120.1)
0.2 2.400
Air Filter EXTRA EA-75551.00 OA
(0.4) (94.5)
Pressure 0.23 1.810
Airborne 1H24-21 RS
Manifold (0.5) (71)
Vacuum 0.24 1.810
Airborne 1H5-29 RS
Manifold (0.53) (71)
Vacuum 0.2 2.160
Parker 1G5-4 RS
Gauge (0.4) (85.0)

Lights

Strobe/Nav 0.2 3.800

Whelen 01-0770054-03 RS
Light LH (0.4) (149.6)
Strobe/Nav 0.2 3.800
Whelen 01-0770054-01 RS
Light RH (0.4) (149.6)
Aft Strobe/Nav 0.1 9.750
Whelen A500-28V RS
Light (0.2) (383.9)
Strobe Power 1.0 3.110
Whelen 01-0770028-05 RS
Supply Wing (2.2) (122.4)
Strobe Power 0.5 7.350
Whelen 01-026771-00 RS
Supply Tail (1.1) (289.4)
General 0.35 0.850
Landing Light GE-4594 RS
Electric (0.8) (33.5)
Recognition 0.05 3.300
2x Whelen A775-EXP-28 S
Light (0.1) (129.9)
0.1 1.730
Ice Light Whelen 01-0790093-00 RS
(0.2) (68.1)

6-26 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.
0.1 2.160
Dimmer Unit Extra 85512 OA
(0.2) (85.0)
0.13 2.800
2x Dome Light Happich 590H853 RS
(0.3) (110.2)
0.13 4.600
4x Cabin Light Happich 590H853 RS
(0.3) (181.1)

Seats

12.0 2.900
Pilot Seat Assy Extra EA-75430 RS
(26.5) (114.2)
Copilot Seat 12.0 2.900
Extra EA-75440 RS
Assy (26.5) (114.2)
Pilot Seat Belt 1.8 2.970
Schroth 1-08-115201 RS
Assy (4.0) (116.9)
Copilot Seat 1.8 2.970
Schroth 1-08-110201 RS
Belt Assy (4.0) (116.9)
Pass. Seat 3 8.5 3.930
Extra EA-75450 RS
Assy LH (18.7) (154.7)
Pass. 3 Seat 1.4 3.860
Schroth 5-02-145701 RS
Belt Assy (3.1) (152.0)
Pass. Seat 4 8.5 3.930
Extra EA-75460 RS
Assy RH (18.7) (154.7)
Pass. 4 Seat 1.4 3.860
Schroth 5-02-140701 RS
Belt Assy (3.1) (152.0)
Pass. Seat 5 8.0 5.050
Extra EA-75470 RS
Assy LH (17.6) (198.8)
Pass. 5 Seat 1.4 5.120
Schroth 5-02-140701 RS
Belt Assy (3.1) (201.6)
Pass. Seat 6 9.5 5.050
Extra EA-75480 RS
Assy RH (20.9) (198.8)
Pass. Seat 6 1.4 5.120
Schroth 5-02-145701 RS
Belt Assy (3.1) (201.6)

Issued: 15. October

July 20021999 6-27
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.

Pressure Cabin

Cabin Cooler 0.45 1.50

Extra EA-65437 RS
Bypass Valve (1.0) (59.1)
Air Distribut. 0.7 1.83
Extra EA-65432 RS
Valve (1.5) (72.0)
Cabin Air to 1.7 1.30
Behr 53.822 RS
Air Cooler (3.7) (51.2)
Enviro 0.1 1.9
Check valve 1310110 RS
Systems (0.2) (74.8)
Cabin Press. 0.35 2.38
Dukes 5111-00-3 RS
Controller (0.8) (93.7)
Outflow 1.2 6.3
Dukes 5112-00-3 RS
Control Valve (2.6) (248.0)
Outflow Safety 1.0 6.3
Dukes 5113-00-3 RS
Valve (2.2) (248.0)
Cabin Press. 0.2 2.35
U.M.A. Inc. 11-210-21L RS
Indicator (0.4) (92.5)
Cabin Climb 0.2 2.35
U.M.A. Inc. 11-210-64L RS
Indicator (0.4) (92.5)
Absolute Press. 0.05 2.40
LM-2 RS
Press. Switch Controls (0.1) (94.5)
Differential 0.025 2.40
MPL MPL-500 RS
Press. Switch (0.1) (94.5)

Cabin Environmental Control

Air Distribut. 0.35 2.000

Extra EA-65432 S
Box (0.8) (78.7)
Compressor/
Enviro 21.8 7.240
Condenser 1134400-29 O
Systems (48.1) (285.0)
Module
LH
Evaporator/ Enviro 2.9 6.250
1134200-20 O
Blower systems (6.4) (246.1)
Module

6-28 Issued:
Issued: 13.15. October 2001
September 1999
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.
RH
Evaporator/ Enviro 2.9 6.250
1134200-21 O
Blower Systems (6.4) (246.1)
Module
Enviro 0.3 6.250
Electric Heater 1305200 O
Systems (0.7) (246.1)
Enviro 0.3 6.250
Electric Heater 1305200-5 O1
Systems (0.7) (246.1)
Panel Vent 0.2 2.240
2x Micronel D603L-024KA-3 S2
Fan (0.4) (88.2)

De-Ice System

0.2 2.687
Timer BF-Goodrich 3D2991-14 S
(0.4) (105.8)
Distributor 1.1 3.015
BF-Goodrich 1532-8c S
Valve (2.4) (118.7)
De-ice Control 0.54 1.810
2x Airborne 2H48-22 S
Valve (1.2) (71.3)
Press.
0.09 1.750
Regulating Airborne 2H30-32 S
(0.2) (68.9)
Valve
Vacuum
0.364 1.810
2x Regulating Airborne 2H3-6 RS
(0.8) (71.3)
Valve
Prop De-Ice 0.05 2.160
BF-Goodrich 3E1872-1 S
Ammeter (0.1) (85.0)
Windshield 0.1 2.950
Kissling AT15-2121 S
Controller (0.2) (116.1)

1) Optional from Serial No. 20

2) Standard from Serial No. 20

Issued: 15. October

July 20021999 6-29
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.

Safety

Fire 2.2 3.400

Air Total HAL 1; 74-00 RS
Extinguisher (4.9) (133.9)
0.7 3.400
Flashlight Maglite ML2 RS
(1.5) (133.9)
Handheld 0.6 3.400
ICOM IC-A22E RS3
NAV/COM (1.3) (133.9)
0.75 7.100
ELT Pointer P3000-100 O
(1.7) (279.5)

Electric/Avionics

Electric Power Generation System

Electro 4.85 0.980
Alternator 1 ES4024 RS
systems (10.7) (38.6)
8.3 0.980
Alternator 2 TCM TCA760 RS
(18.3) (38.6)
12.3 6.663
Battery Concorde RG24-11M RS
(27.1) (262.3)
5.6 6.920
E-Hertz Kissling 24.35.00.900 RS
(12.3) (272.4)
External
Anderson 0.35 6.500
Power AN2552-3A RS
Products (0.8) (255.9)
Connector
KSG 2.4 3.600
Inverter SPC-10(D) RS
Electronics (5.3) (141.7)
Navigation / Communication
KMA 24 0.77 2.160
Audio Control Bendix/King S
066-1055-03 (1.7) (85.0)
GMA 340 1.74 2.160
Audio Panel Garmin OA
011-0000401-10 (3.8) (85.0)
KX 155 2.49 2.160
2x Comm/Nav Bendix/King RS
069-1024-43 (5.5) (85.0)

3) not required for U.S. registered aircraft

6-30 Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook Section 6
EA 400 Weight and Balance and Equipment List

Equipment List
Weight Arm Re-
Item Manufacture Part No
kg m marks/
(lbs.) (In.) inst.
KLN 90B 2.86 2.160
GPS Bendix/King RS
066-04031-1121 (6.3) (85.0)
VHF, COM, GNS 430 2.95 2.160
2x Garmin OA
VOR/ILS,GPS 011-0028-00 (6.5) (85.0)
VHF, COM, GNS 530 2.95 2.160
1x Garmin OA4
VOR/ILS,GPS (6.5) (85.0)
VOR/LOC/GS KI204 0.7 2.160
Bendix/King RS
Indicator 066-3034-02 (1.5) (85.0)
VOR/LOC KN40 1.92 6.800
Bendix/King RS
Connector 066-01130-0801 (4.2) (267.7)
KT 76 A 0.89 2.160
2x Transponder Bendix/King RS
066-1062-00 (2.0) (85.0)
KT 73 1.64 2.160
Transponder Bendix/King OA
066-1164-0101 (3.62) (85.0)
GTX 320 1.02 2.160
2x Transponder Garmin OA
011-00259-16 (2.2) (85.0)
GTX 327 0.95 2.160
2x Transponder Garmin OA
010-00188-00 (2.1) (85.0)
GTX 330 1.5 2.160
Transponder Garmin OA
010-00455-20 (3.4) (85.0)
0.3 3.600
Blindencoder Shadin 8800T RS
(0.7) (141.7)
PM-3000 0.34 2.160
Intercom PS Eng. RS
11932 (0.7) (85.0)
0.95 2.900
2x Headsets Bose AH.TS RS
(2.1) (114.2)
3.930
0.95 (154.7)
4x Headsets Bose AH.TS O
(2.1) 5.050
(198.8)
0.2 2.400
Microphone Holmco 85-03-04963-04 RS
(0.4) (94.5)
Twin Cone 0.28 2.900
RS 845-308 RS
Speaker (0.6) (114.2)
KN63 1.27 6.800
DME Bendix/King RS
066-1070-01 (0.3) (267.7)
4) replaces one Garmin GNS 430

Issued: 15.
11. October
May 20051999 6-31
Section 6 Pilot’s Operating Handbook
Weight and Balance and Equipment List EA 400

Equipment List
Weight Arm Re-
Item Manufacture Part No kg m marks/
(lbs.) (In.) inst.
KDM 706A 2.5 6.800
DME Bendix/King OA
066-1066-25 (5.5) (267.7)
KA33 0.5 2.160
Blower Bendix/King RS
071-4037-01 (1.1) (85.0)

Electronic Flight Instruments

Symbol SG465 5.7 6.900

Bendix/King RS
Generator 066-04021-1113 (12.6) (271.7)
Directional KSG105 2.2 3.600
Bendix/King RS
Gyro 060-0013-01 (4.9) (141.7)
KVG350 3.1 3.600
Vertical Gyro Bendix/King RS
060-0026-00 (6.8) (141.7)
LCR-92 2.1 3.600
AHRS Litef OA
141852-1022 (4.6) (141.7)
ED462 2.6 2.160
EADI Bendix/King RS
066-03125-2600 (5.7) (85.0)
ED461 2.6 2.160
EHSI Bendix/King RS
066-03123-1600 (5.7) (85.0)

Entertainment System

3.2 3.400
CD-Player Sony CDX-505RF O
(7.1) (133.9)
Voltage Switched 0.65 3.400
SM2430 O
Converter Mode (1.4) (133.9)

6-32 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook
EA 400

Section 7
Description of the Airplane and its Systems
Table of Contents
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
Issued: 15. October
July 20021999 7-1
Section 7 Pilot’s Operating Handbook
EA 400

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 Issued: 15. October
Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

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 pri-
mary 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.

Issued: 15. October 1999

5. November 1999 7-3
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 em-
pennage. 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 sta-
bilizer 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 ca-
bin floor and is then directed rearwards to the empennage follo-
wing the nose section of the fin to the right side elevator.

7-4 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Compass

Left Main Panel Right Main Panel

Avionic
Panel

Middle
Console

Left Side Panel

Middle Console Panel

Fuel Selector

Instrument Panel
Figure 7-1

7.4 Instrument Panel

Figure 7-1 gives a surview of the instrument and circuit breaker
resp. switch panels of the EA 400. For details and for identificati-
on 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 1999
August 2000 7-5
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

Warning Panel

DIM DIM
1 2

TEST DIM
1 3

Annunciator Panel

DIM
4

TEST

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 instru-
ments as shown on figures 7-3, 7-4 and 7-8.
The attitude1 and horizontal situation is displayed on the elec-
tronic 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 Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Left Main Panel

Figure 7-3

Issued: 15.
13. October
July 20011999 7-7
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

Right Main Panel

Figure 7-4

7-8 Issued: 15. October

Issued: 1999
13. July 2001
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

LH from Control Wheel

Red Switch Guard

RH from Control Wheel

Left Main Panel Switches

Figure 7-5

Issued: 15. October 1999

5. November 1999 7-9
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

SWITCHES ON
EXT PWR BATT ALT 1 ALT 2
MAIN

EFIS RADIO 1 RADIO 2

AVIONIC MASTER

STROBE NAV LDG RECO

MAP INSTR DOME

LIGHTS
SWITCHES
CABIN NIGHT ICE*

DAY

PRESS DUMP AIR CON VENT

HI
CABIN LO

PITOT L PITOT R HEAT

OFF
TEST TEST
DEICE
PROP WINDSH BOOTS
HI**
LO**

DC BUS 1 DC BUS 2 HYDR

MAIN CB
CIRCUIT RADIO 1 RADIO 2 GEAR CTRL
BREAKERS
PULL TO
EXTEND
*) From S. No 28 SWITCHES OFF
**) Up to S. No 27
Left Side Panel
Figure 7-6

7-10 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

LH from Control Wheel

Red Safety Cover

Left Side Panel

ALT2 F CONV 1 CONV 2
ALT1 F COM NAV 1 COM NAV 2

REL CTRL ATC 1 ATC 2

FUEL P PHONE SPKR

RADIO BUS 2
C VENT GPS 1 GPS 2
RADIO BUS 1
AV BLOW DME

PITOT R I/C
MAIN BUS T&B C PRESS
PITOT L
C/D LT FLAP CTRL

STROBE LT FLAP

NAV LT WSH CTRL

RECO LT WINDSH CIG LTR

DC BUS 1
PROP H AIR CON
DC BUS 2
LDG LT BOOTS HEAT CTRL

EADI ENG INST L ENG INST R

EFIS BUS SYMB GEN CAUT WARN

INV GEAR AUX 1

DC BUS 1 RH from Control Wheel
STALL WARN

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

Issued: 15.
28. October
February1999
2001 7-11
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

Middle Console
Avionic Panel

Throttle

Prop.
Trim Mixt.

Middle Console Panel

PULL PUSH: PRESS.

TO OPEN PULL: RAM
ALT AIR CABIN AIR

PULL PULL
TO DEFROST TO HEAT
WINDSHIELD CABIN TEMP

DEPRESS PEDALS
PULL KNOB LIGHTER
PARKING BRAKE

Avionic Panel, Middle Console and Panel

Figure 7-8

7-12 Issued: 28. February 2001

Issued: 15. October 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

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.

Issued: 15. October

3. May 20001999 7-13
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 posi-
tion 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.

7-14 Issued: 15. October

Issued: 1999
3. May 2000
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

7.10 Landing Gear

A hydraulically operated, retractable landing gear (refer to fig-
ure 7-9) is employed on the EA 400 aircraft. The main gear is
equipped with an oil shock absorber in a parallel guide rod re-
tracting against flight direction after moving the wheel 90° for-
ward. 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 retrac-
tion, 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

Issued: 15. October 1999

5. November 1999 7-15
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

Landing Gear Switch

Three Green Lights
GEAR WARN MUTE
Warning Panel
GEAR CTRL Circuit Breaker

HYDR Circuit Breaker Gear Warning Horn

Control
Box
Safety
Switch
Hydraulic Pump

Sump

Limit
Valve Switch(es)

Lower Doors

Limit
Valve Switch(es)

Upper Doors

Limit
Valve Switch(es)

Main Landing Gear Struts and

Nose Gear Strut & Doors
Legend:
Electrical Wiring
Hydraulic Lines Hydraulic Cylinder(s)
Landing Gear Schematic
Figure 7-9

7-16 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

pull out the landing gear switch handle prior to moving it up or

down. The switch is fitted with a small wheel for easy identifica-
tion 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 lan-
ding 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 loa-
ded and will automatically switch in the gear down position once
electric power is lost within the control box. As long as the lan-
ding gear switch is in DN-position the gear downlock indication
will still be operative, however the prescribed reclosing of the up-
per main doors will not happen and the landing gear extension air-
speed 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 cir-
cuit breakers located on the left side panel and on the tail cone pa-
nel (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 sen-
sor which will switch the pump on once the pressure drops. In this
case the hydraulic pump will automatically be switched on. A ni-
trogen accumulator reduces the frequence of hydraulic pump ac-
tion. 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 in-
dicates the activity of the hydraulic pump. This light shall be used
to monitor the pump cycles and shall normally illuminate during

Issued: 15.
28. October
February1999
2001 7-17
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

landing gear operation and for 2 or 3 seconds after periods of se-

veral minutes of rest.
If the cycle deviates from this (longer pump action or shorter peri-
ods 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 overhea-
ting 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 war-
ning 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 lan-
ding approach, flaps 0° or 15° and the landing gear is not fully ex-
tended 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 thrott-
le 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 lo-
cked.
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.

7-18 Issued:28.
Issued: 15.February
October 2001
1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

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 for-
ward 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 da-
mage 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 com-
partment.

Warning Never put or allow people or animals in a baggage compart-

ment.

Warning Never carry hazardous material anywhere in the airplane.

Issued: 15. October 1999

8. December 2000 7-19
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 for-
ward, 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 ad-
justment range is 80 mm, 5 fixed positions are provided. Telesco-
pic 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 ex-
tend 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 provi-
ding 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.

7-20 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

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 up-
per 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 in-
spection 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 cle-
ar 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 coun-
terclockwise as marked and then pull window inside and down.

Issued: 15. October 1999

8. December 2000 7-21
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 pro-
peller 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 desi-
red 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 gau-
ge 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 instru-
ments 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 de-
mands careful attention to cleanliness of air, fuel and oil. This can

7-22 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

be expected, when a good maintenance program including re-

quired 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 re-
quired limits and thirdly the use of aviation gasoline of 100 LL or
100 minimum grade fuel. In case the grade required is not avail-
able, 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 bypas-
ses the oil around the cooler. Oil is routed through internal passa-
ges 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 fai-
lure of any part of one system will have no effect on the other sys-
tem. 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 pla-
cing 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.

Issued: 15. October 1999

8. December 2000 7-23
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

7.14g Air Induction System

The air induction system takes cool unfiltered air from the under-
side 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 in-
let. Pull the alternate air handle to open alternate air source.

7.14h Turbo System

The engine is equipped with a turbocharger which compresses in-
duction 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 characte-
ristics, 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 cylin-
ders.

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 com-
pressed and burned, the exhaust gasses are routed through the ex-
haust manifold to the turbo inlet assembly.

6 The exhaust gasses drive the turbine which in turn drives the com-
pressor.

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 butter-
fly type valve in an exhaust bypass channel, which controls the
amount of exhaust gasses that pass through the turbine.

7-24 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Turbocharger System Schematic

Figure 7-10

Issued: 15. October 1999

8. December 2000 7-25
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

Compressor discharge pressure and throttle position determine

manifold pressure. In order to obtain the desired manifold pressu-
re, compressor discharge pressure must be controlled by control-
ling the turbocharger speed, which as explained in step 7 is done
by the waste gate. If the turbine speed increases, manifold pressu-
re increases also. Waste gate operation is done by engine oil pres-
sure, 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 mani-
fold 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 com-
pletely closed, the controller is able to regulate the desired mani-
fold 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. Ho-
wever, to operate the engine within allowable limits, power after
take off has to be reduced to maximum continuous, with a mani-
fold 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 control-
ler, however, especially with cold oil or a malfunctioning waste
gate, it can occur that the engine is overboosted above the allow-
able 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 det-
rimental 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 compo-
nents.

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

7-26 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

way around, the turbocharger has to spool up when the throttle is

moved forward to accelerate the engine. The engine will accele-
rate normally from idle to full power with a full rich mixture at al-
titudes below 15,000 ft.
At higher altitudes, the acceleration depends on how long the en-
gine 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 en-
gine 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 en-
gine 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 al-
titude equal to or less than 10,000 ft and therefore has to be limit-
ed 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 mi-
nutes. This allows the turbocharger to cool down evenly and li-
mits the possibility of carbon accumulation on the turbine shaft
seals.

Issued: 15. October 1999

8. December 2000 7-27
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

5 Turbocharger Failure

Warning If a turbocharger failure is the result of loose, disconnected

or burned through exhaust system components, a poten-
tially 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 sus-
pected exhaust system failure occurs prior to takeoff, do not
fly the aircraft!

Note 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 cy-
linders. The right collector pipe crosses over and intersects with
the left collector, then this exhaust manifold joins to the turbo-
charger. 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 sys-
tem. 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 re-
mains 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 val-
ve, 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

7-28 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

prevent cavitation due to boiling. The cooling is regulated by me-

ans of the thermostat which regulates coolant flow through the ra-
diator. 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 increa-
sing propeller blade pitch and thus decreasing propeller and engi-
ne RPM. In case of oil pressure loss the propeller goes to the low
pitch stop (high RPM). For that reason engine power must be re-
duced immediately, to avoid propeller and engine overspeed.
The propeller pitch is adjusted by the propeller control lever loca-
ted on the middle console (see figure 7-8).

Issued: 15. October 1999

8. December 2000 7-29
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 descri-
bed 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 flo-
at type vent check valves to compensate pressure differences bet-
ween wing tanks and atmosphere, a filter to avoid fuel
contamination, and a separate relief valve to avoid too high pres-
sure (f.e. due to temperature change) in tank.
Serial Numbers 3 through 5 are equipped with a vent system con-
sisting 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 un-
der the cockpit floor. It is direct mechanically linked to the fuel
selector handle between the pilot’s and the copilot’s seat. The

7-30 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Airplane Contour Note:

Fuel Supply Left wing tank layout is
identical to right system
Fuel Return Vent System
Fuel Vent Ser. No. 3-5
Electrical Wiring
Fuel Filler

Fuel Quantity Sensor

Fuel Flow Sensor

FX Fuel Flow / Pressure / Qantity Indicator
LF Low Fuel Annunciator Light

Check Valve
Float Valve
Relief Valve
Filter
Drain
Fuel Selector Valve
Right Wing Tank
Gascolator with Drain

Auxiliary Fuel Pump

Engine Driven Fuel Pump

LF
FP
FQ

FF to Left Wing Tank

to Engine FQ

Fuel System Schematic

Figure 7-11

Issued: 15. October 1999

8. December 2000 7-31
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 increa-
se.
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 ou-
ter end of each tank an second drain is installed. The drains provi-
de 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 fi-
gure 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 posi-
tions OFF and LOW. In LOW-position the pump provides pres-
sure for vapour clearing.

7-32 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

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 acti-
vates 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 pres-
sure (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 floo-
ding.

7.16e Engine Driven Fuel Pump

Behind the auxiliary fuel pump the engine driven fuel pump is in-
stalled. 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 an-
nunciator 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 When indication shows zero-fuel in level flight, the remaining

64 l (17 U.S. Gallons) unusable fuel cannot be used safely in
flight.

Warning 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).

Issued: 15. October 1999

8. December 2000 7-33
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

7.16g Fuel Flow Indicating System

The signals from the fuel flow transmitter installed behind the en-
gine 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 en-
gine driven fuel pump. The signals are displayed on the fuel pres-
sure indicator. If auxiliary fuel pump is LOW mode the Fuel
pressure will be inside green arc (refer to the Instrument Mar-
kings 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 yel-
low arc or below.

7-34 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

7.17 Brake System

The airplane is provided with an independent hydraulically ac-
tuated brake system for each main wheel. A toe actuated hydrau-
lic 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. Apply-
ing 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 temperatu-
res are unusually high. Trapped hydraulic fluid may expand
with heat and damage the system.

Issued: 15. October 1999

8. December 2000 7-35
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 operati-
on. 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 al-
ternator 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 cir-
cuit 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 an-
nunciator light (ALTERNATOR 1 or ALTERNATOR 2) will il-
luminate and remain lit. If one alternator fails the other alternator
will supply enough power for complete equipment operation ex-
cept 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 alter-
nator fail the battery must supply the electrical power and the con-
sumption has to be reduced to minimum required. Landing is
advisable as soon as possible (also refer to Section 3 of this hand-
book).
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 discon-
nected 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.

7-36 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Left Side Panel

Warning Panel

er

2
1
w

IS

dio
dio
Po
ry

EF
1

2
tte

Ra
t.

lt.

lt.

Ra
Ex
Ba

A
If Master
OFF

RADIO BUS I
Alternator
Control 1
Alternator 1

Alternator If both Alt.

Control 2 ON

RADIO BUS II
Alternator 2

LOAD BUS

MAIN BUS
Battery

DC BUS I
MAIN BATT. BUS

EFIS BUS
HOT BATT. BUS

DC BUS II
Starter

Magnetos
Ext. Power Plug
L R
Code:
Instrument Panel
Relay
Starter
Circuit Breaker
Mag. R
Toggle Switch
Mag. L
V A
Diode
CDS
Panel as marked

Electrical System Schematic

Figure 7-12

Issued: 15. October 1999

8. December 2000 7-37
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 chan-
nel. 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 reco-
gnition 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 fi-
gure 7-6. For light testing and dimming of interior lights refer to
figure 7-2.

7-38 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

7.20 Heating, Ventilating, Defrosting & Air Conditio-

ning
Refer to figure 7-14. For ventilation either pressurized or ram air
is available. The air source can be selected by the cabin air selec-
tion 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 so-
nic 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 in-
take 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 dispen-
sers 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 hea-
ter and the evaporators of the air conditioning system are instal-
led. 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 conditio-
ning 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 con-
dition.
Secondly, the overhead air channel is furnished with a vent fan to
feed the adjustable air deflectors with ventilated cabin air.

Issued: 15.
13. October
July 20011999 7-39
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

Pressurized Air

hot
HEAT ON

PULL

CABIN TEMP

PUSH

LO
AIR CON ON VENT
HI
cold

Ram Air

hot
HEAT ON

LO
AIR CON ON VENT
HI
cold

Temperature Regulating Schematic

Figure 7-13

7-40 Issued: 15. October

Issued: 1999
13. July 2001
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Thirdly, the leg room dispenser has been removed and finally,
the eyeball vents have been replaced by two independent adjust-
able 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 regu-
lated (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 acti-
vating the electric heater or by switching on or off the air condi-
tioning system and changing the operation mode of the cabin
ventilation.

Note The heater and the air conditioning system operate only if ca-
bin 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 as-

pects 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) posi-
tioned 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).

Issued: 15.
13. October
July 20011999 7-41
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 un-
regulated 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 ca-
bin altitude and differential pressure and one for cabin ra-
te-of-climb, and pressure switches controlling a red light located
on the warning panel indicating either a differential pressure abo-
ve 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 maxi-
mum 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 unpres-
surized 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 pressu-
rization 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 un-
pressurized mode must be made while airborne, depressurize the
cabin following the procedure given in paragraph before opera-
ting 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 val-
ves are also opened by the landing gear squat switch assuring de-
pressurized 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-

7-42 Issued: 15. October

Issued: 1999
13. July 2001
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Combustion Air Intake Alternate Air

Air Filter

Cabin Cooler Bypass Valve

Turbocharger
Cabin Air Cooler
Intercooler
Cabin Air Selection Valve
Sonic Venturi
Ventilation Air Ram Intake
Vacuum Pump
Cabin Inflow Checkvalve
Firewall and Pressure Bulkhead
Windshield Defrost Flap
Windshield Dispenser
Leg Room Dispenser
Eyeball Vent

Middle Console

Arm Rest

Vents

permanently open

Overhead Air Channel

Evaporator

Pressure Dome
Electric Heater
Cabin Control Outflow Valve Safety Valve

Compressor Condenser Module

Cabin Climatisation and Pressurization Schematic up to Serial No. 19
Figure 7-14, Sheet 1

Issued: 15.
13. October
July 20011999 7-43
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

Combustion Air Intake Alternate Air

Air Filter
Cabin Cooler Bypass Valve
Turbocharger
Cabin Air Cooler
Intercooler
Cabin Air Selection Valve
Sonic Venturi
Ventilation Air Ram Intake
Vacuum Pump
Cabin Inflow Checkvalve
Firewall and Pressure Bulkhead
Windshield Defrost Flap
Windshield Dispenser
Panel Vent Fan
Air Outlet

Middle Console

Arm Rest

RH Armrest Duct

LH Armrest Duct Overhead Vents

Overhead Air Channel

Vent Fan
Evaporator

Evaporator Drain Float Valve

Pressure Dome
Electric Heater
Cabin Control Outflow Valve Safety Valve

Compressor Condenser Module

Cabin Climatisation and Pressurization Schematic from Serial No. 20

Figure 7-14, Sheet 2

7-44 Issued: 15. October

Issued: 1999
13. July 2001
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Cabin Pressure Sample Chart

Figure 7-15

Issued: 15.
13. October
July 20011999 7-45
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

re level preselected by the cabin pressure controller or to maxi-

mum 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 main-
tain the corresponding cabin altitude (about 5.5 PSI above static
pressure of flight level) or reach it with the rate set by the rate con-
trol 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 val-
ve 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 pres-
sure selected on the last setting. If necessary (for example if lan-
ding 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 depressuri-
ze 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 pressu-

rization 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 al-
titude until the maximum differential altitude is reached (see “Ca-

7-46 Issued: 15. October

Issued: 1999
13. July 2001
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

Pressure Cabin Minimum Required Manifold Pressure

26,000

24,000

22,000
Pressure Altitude, ft

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), se-
lect 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 “Air-
port Alt.”.

Issued: 15.
13. October
July 20011999 7-47
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

Pressurization Controller
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 rea-
ching 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 des-
cends sufficiently to go below the selected airport altitude.

7-48 Issued: 15. October

Issued: 1999
13. July 2001
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

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 ap-

proximately 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 allo-
wed.
If pressurization mode shall be finished during flight, follow the
procedure above, setting the airport altitude equal to the momen-
tary flight altitude. Switch to the depressurized mode not before
cabin altitude reaches the selected airport altitude is reached.

Issued: 15.
13. October
July 20011999 7-49
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

7.22 Pitot/Static Pressure Systems

Providing pitot and static pressure for the pilot’s and copilot’s in-
struments 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 respecti-
ve 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. Cir-
cuit 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 air-
craft 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 sys-
tems 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 sour-
ce of vacuum for the vacuum instruments and the de-icing boots,
and also air pressure for the latters. The system consists of two en-
gine driven dry air pumps, vacuum and pressure regulating val-
ves, vacuum and pressure manifolds with internal check valves,
the suction gage and the gyro instruments. Furthermore the com-

7-50 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

ponents of the de-icing system, such as control and distribution

valves, timer, and pressure switches are incorporated in the sys-
tem.
Each air pump operates continuously when the engine is running
and pulls a vacuum on the common vacuum manifold. The maxi-
mum 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 sys-
tem.
The exhaust air side of each attitude gyro is connected to the va-
cuum manifold thus providing a smooth steady vacuum for the
gyros. The vacuum pressure being applied to the gyros is cons-
tantly presented on the suction gage. This gage also provides fai-
lure 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 but-
tons are pulled flush with the gage face. Should insufficient vacu-
um occur on either side, the respective red button will extend. No
corrective action is required by the pilot, as the system will auto-
matically isolate the failed vacuum source, allowing normal ope-
ration 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 un-
pressurized 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 va-
cuum manifold they provide air pressure to the common pressure
manifold. However the pressure side is active only if de-ice sys-
tem is ON. The maximum amount of air pressure provided to the
pressure manifold is controlled to a preset level by a pressure re-
gulating 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 sys-
tem, which is connected to the vacuum and the pressure manifold,
takes either vacuum or pressure as required for the respective cy-
cles of activated de-icing system (refer to the respective para-
graph in this section). In case air pressure is not necessary, the
de-ice control valve exhausts the air to relieve the pressure sys-
tem.

Issued: 15. October

July 20021999 7-51
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

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 lea-
ding edge activating the stall warning horn and the red stall war-
ning 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 heat-
ing 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, in-
dicating 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.

7-52 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

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 protec-
tion system is also approved for flights into icing conditions de-
fined 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 compo-

nents:
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

Issued: 15.
11. October
May 20051999 7-53
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

flow to a distributor valve and then to the deicer boots. The air
pressure - limited by a pressure regulator valve - sequentially in-
flate 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 over-
board exhaustion of pressurized air. Suction is then reapplied to
the boots.
Circuit protection for the deice boots is provided by a BOOTS cir-
cuit 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 re-
peated 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 De-Icer operation is limited to an outside air temperature

between 71°C (160°F) and -40°C (-40°F).

Important 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 sec-
tion 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 pro-
peller deice system.

7-54 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 7
EA 400 Description of the Airplane and its Systems

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 adhe-
sion 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 sens-
ing device which automatically the heating cycles during opera-
tion 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

Refer to section 7.22.

7.25g Dual Alternators

Refer to section 7.18.
Both alternators must be operational for flight in icing conditions.

7.25h Dual Vacuum Pumps

Refer to section 7.23.

Issued: 15. October

July 20021999 7-55
Section 7 Pilot’s Operating Handbook
Description of the Airplane and its Systems EA 400

7.25i Dual Heated Static Source

Refer to section 7.22.

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.

7-56 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook
EA 400

Section 8
Handling, Servicing and Maintenance

Table of Contents
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

Issued: 15. October 1999 8-1

 Pilot’s Operating Handbook
EA 400

Intentionally left blank

8-2 Issued: 15. October 1999

Pilot’s Operating Handbook Section 8
EA 400 Handling, Servicing and Maintenance

8 Handling, Servicing and Maintenance

8.1 Introduction
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 ad-
dition to the annual inspection airplanes must pass a complete in-
spection 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 peri-
odical 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.

Issued: 15. October 1999 8-3

Section 8 Pilot’s Operating Handbook
Handling, Servicing and Maintenance EA 400

Caution When towing with a vehicle, do not exceed the nose gear tur-
ning 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 le-
vel 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.

8-4 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 8
EA 400 Handling, Servicing and Maintenance

Check fuel filler caps for tight fit after refueling.

Note When refueling on a slope, refueling may result in less than

the placarded capacity even if refueled to the bottom of the
standpipe.

Important If the fuel system has been completely drained run the engine
for minimum 3 minutes at 1000 rpm on each tank after refue-
ling 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 gas-
colator 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 compart-
ment 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 compart-
ment.

Note Take fuel samples only with aircraft on level surface

Note 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.

Warning 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

Issued: 15. October 1999 8-5

Section 8 Pilot’s Operating Handbook
Handling, Servicing and Maintenance EA 400

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 fol-
lowing drain procedure:

1 Verify the aircraft static pitch angle, using the spirit level instal-
led 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 le-
vel, 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 ca-
pacity.
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 ser-
vice station.

1 Oil Specification
Oil must conform to the latest revision of the Teledyne Continen-
tal 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 inspec-
tion glass is located close to the coolant filler. Coolant level is

8-6 Issued: 15. October 1999

Pilot’s Operating Handbook Section 8
EA 400 Handling, Servicing and Maintenance

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 in-
spection 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 hyd-
raulic system is closed, so a loss of hydraulic fluid is a sign for da-
mage 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 ti-
res 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 extinguis-

her or anti-ice fluid, lacquer thinner or glass cleaner to clean
plastic. These materials will attack the plastic and may cause
it to craze.

Issued: 15. October 1999 8-7

Section 8 Pilot’s Operating Handbook
Handling, Servicing and Maintenance EA 400

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 electro-
static charge which attracts dust. Waxing with a good commercial
wax will finish the cleaning job. A thin, even coat of wax, polis-
hed 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 sur-
face.

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 dry-
ing with cloths or a chamois. Harsh or abrasive soaps or deter-
gents 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 au-
tomotive wax applied in accordance with the manufacturer’s in-
structions. If the airplane is operated in a seacoast or other salt
water environment, it must be washed and waxed more frequent-
ly 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 af-
ter cleaning with soap solutions or after chemical de-icing opera-
tions.
When the airplane is parked outside in cold climates and it is ne-
cessary 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 Issued: 15. October 1999

Pilot’s Operating Handbook Section 8
EA 400 Handling, Servicing and Maintenance

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 air-
craft.

Issued: 15. October 1999 8-9

Section 8 Pilot’s Operating Handbook
Handling, Servicing and Maintenance EA 400

Intentionally left blank

8-10 Issued: 15. October 1999

Pilot’s Operating Handbook
EA 400

Section 9
Supplements
Table of Contents
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.
Issued: 15. October
July 20021999 9-1
Section 9 Pilot’s Operating Handbook
EA 400

Section 9
Supplements
Table of Contents (cont.)
Section Unit ......................................................................................................... Pages
924 GARMIN GTX 330 ......................................................................... 10 P.
925 BENDIX/KING KT 73 ................................................................... 10 P.

9-2 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 9
EA 400 Supplements

9 Supplements

9.1 Introduction
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 applica-
ble operating limitations, emergency and normal procedures, and
performance.

Issued: 15. October

5. November 1999 1999 9-3
Section 9 Pilot’s Operating Handbook
Supplements EA 400

Intentionally left blank

9-4 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 901
EA 400

BENDIX/KING Model EFS 40 two-tube

Electronic Flight Instrumentation System

Table of Contents

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

Issued: 15. October

5. November 1999 1999 901-1
Section 901 Pilot’s Operating Handbook
EA 400

Intentionally left blank

901-2 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 901
EA 400 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 Instru-
ment System. The EFS 40 System must be operated within the
limitations specified herein.

Warning Do not attempt any operations in IMC prior to attaining pro-

ficiency in the use of the EFIS system. Use the Allied Signal Pi-
lot’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 Dis-
play 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 inter-
faces with multiple sensors to compute the displays and data re-
quired 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 func-
tions along with bearings, distances and altitude as would nor-
mally 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

Issued: 15. October

5. November 1999 1999 901-3
Section 901 Pilot’s Operating Handbook
BENDIX/KING EFIS EA 400

EADI

EHSI

Symbol
Generator

Figure 901-1

901-4 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 901
EA 400 BENDIX/KING EFIS

20 20

10 10

10 10

27 20 20

ED 462 Electronic Display Unit EADI

(Single-Cue Localizer Screen shown)

23 25

TST
TST
HDG ALT TST
TST
26 CRS 350 4.5 NM REF
REF 3
1 120 KT REF
REF
15 21 20 N 20
14
2 23
2 10 10 4
33

N L V G
A S
1 VN
A
O O
C R
10 10 5
V
1
1 20 20

12 H
57.8 NM S 6
13
A
S CRS HDG R
IH 325 012 CA
S R
I C

11 BRT
7
DIR SYNC
24 DIR BRT SYNC

22 23
10 9 8
ED 461 Electronic Control Display Unit EHSI
ED 461 Electronic Control Display Unit EHSI
(Revisionary Composite Screen shown)
(Standard Screen shown)
Figure 901-2

Issued: 15. October

5. November 1999 1999 901-5
Section 901 Pilot’s Operating Handbook
BENDIX/KING EFIS EA 400

20 20

10 10

10 10

27 20 20

ED 462 Electronic Display Unit EADI

(Single-Cue Localizer Screen shown)

23 25

TST
TST
HDG ALT TST
TST
26 CRS 350 4.5 NM REF
REF 3
1 120 KT REF
REF
15 2
1 20 N 20
14
2 23
2 10 10 4
33

N L V G
A S
1 N
V
A
O
C
O
R
10 10 5
V
1
1 20 20

12 H
57.8 NM S 13
6
A
S CRS HDG R
H
I 325 012 A
C
S R
I C

11 BRT
7
DIR SYNC
25 DIR BRT SYNC

23 24
10 9 8
ED 461 Electronic Control Display Unit EHSI
ED 461 Electronic Control Display Unit EHSI
(Revisionary Composite Screen shown)
(Standard Screen shown)

Figure 901-3

2 on the course pointer/ deviation indicator.

If the selected primary sensor is an ILS, the vertical scale will ap-
pear 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” ap-
proach 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 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 901
EA 400 BENDIX/KING EFIS

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 annunci-
ated. 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 con-
verted 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 op-
eration.

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 di-
rectly 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 mov-
ing 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 for-
mat (See note after Item 12).

Issued: 15. October

5. November 1999 1999 901-7
Section 901 Pilot’s Operating Handbook
BENDIX/KING EFIS EA 400

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 dis-

play brightness (Bezel lighting is controlled through an airframe
brightness control).

11 NO. 1 BEARING POINTER SELECT BUTTON - Sequentially

selects navigation sensors for waypoint bearing presentation in
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 ap-
pear 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 presen-
tation 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

901-8 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 901
EA 400 BENDIX/KING EFIS

13 360° HSI MODE SELECTOR BUTTON - When pushed con-

verts 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 com-
pass rose with moving map display and (2) the compass rose with
moving radar. Repeated button pushes will continuously se-
quence 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 horizon-

tally 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-

Issued: 15. October

5. November 1999 1999 901-9
Section 901 Pilot’s Operating Handbook
BENDIX/KING EFIS EA 400

versionary composite attitude display with compass and naviga-

tion 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 mag-
netic heading or “T” for true heading.
If the compass card is in MAG, all bearing pointers may be dis-
played. 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. De-
sired Track readout DTK, generated by the GPS system replaces
CRS in RNAV mode. The GPS may display CRS or DTK de-
pending 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 pos-
sible 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

901-10 Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook Section 901
EA 400 BENDIX/KING EFIS

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 opera-
tional 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 ap-
proaching runway. Rises and expands in size with reduced radar
altitude and moves left and right in reference to the localizer cen-
terline. 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 naviga-
tion sensor and valid information is present.

30 MAP MODES (Not shown) - The EHSI provides two map for-
mats: (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

Issued: 15. October

5. November 1999 1999 901-11
Section 901 Pilot’s Operating Handbook
BENDIX/KING EFIS EA 400

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.

901.1c System Power

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: FUNCTION:

EADI 28VDC main power source for the EADI through the symbol
generator.

SYMB GEN 28VDC main power source for the EHSI through the symbol gen-
erator.

INV 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 up-
per display unit.

901.2a Placards:
None.

901-12 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 901
EA 400 BENDIX/KING EFIS

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 rever-
sionary 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 pre-
sented 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. Simulta-

neously, 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 assign-
ment annunciation will be flagged.

6 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 opera-
tional but not providing computed data, distance and ground
speed will be dashed on the EHSI but no flags will be displayed.

Issued: 15. October

5. November 1999 1999 901-13
Section 901 Pilot’s Operating Handbook
BENDIX/KING EFIS EA 400

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 alter-

nate 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 gen-

erator cooling fan.

3 If a fan failure is indicated in flight:

a Continue using the symbol generator with caution, verifying the

validity of displayed data by reference to alternate instruments.

b 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.

2 If a fan failure is indicated in flight:

a Monitor the presentation for an abnormal appearance which will

indicate impending failure.

901-14 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 901
EA 400 BENDIX/KING EFIS

b Although a tube failure is very unlikely, consideration should be

given to shutting off the system and flying with alternate instru-
ments.

c Also, system heating can be reduced by lowering the lighting in-

tensity 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, veri-
fying the validity of displayed data by reference to alternate in-
struments.

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. Ver-
ify 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

Issued: 15. October

5. November 1999 1999 901-15
Section 901 Pilot’s Operating Handbook
BENDIX/KING EFIS EA 400

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 L E FT - RI G H T D E V I A T I O N I S
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).
a 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 se-
lect 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 but-
ton 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.

901-16 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 902
EA 400

BENDIX/KING KLN90B
GPS Navigation System

Table of Contents

Paragraph Page
902.1 Section 1 - General ........................................................................... 902-3
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
902.5 Section 5 - Performance .............................................................. 902-13

Issued: 15. October

5. November 1999 1999 902-1
Section 902 Pilot’s Operating Handbook
EA 400

Intentionally left blank

902-2 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 902
EA 400 BENDIX/KING KLN 90B

902 BENDIX/KING KLN 90B

902.1 Section 1 - General

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 data-
base is installed at the right bottom of the right main panel
The data base cartridge is an electronic memory containing infor-
mation on airports, navaids, intersections, SID’s, STAR’s, instru-
ment approaches, special use airspace, and other items of value to
the pilot. Every 28 days, Bendix/King receives new data base in-
formation 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 car-
tridge updates available to KLN 90B GPS users.
Provided the KLN 90B GPS navigation system is receiving ade-
quate 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, termi-
nal, 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 Aircraft using GPS for oceanic IFR operations may use the KLN
90B to replace one of the other approved means of long-range na-
vigation. A single KLN 90B GPS installation may also be used on
short oceanic routes which require only one means of long-range
navigation.

NOTE LBA approval of the KLN 90B does not necessarily constitute ap-
proval for use in foreign airspace.

Issued: 15. October

5. November 1999 1999 902-3
Section 902 Pilot’s Operating Handbook
BENDIX/KING KLN 90B EA 400

Warning Do not attempt any operations in IMC prior to attaining pro-

ficiency in the use of the KLN 90B.

Left Cursor Power/Brightness

Right Cursor

BENDIX/KING GPS
KLN 90B TS0 1:KNEW D -SJI PUSH
BRT
2:GPT +++++++++++ ON
3:SJI DIS 90.4NM
4:CEW GS 180KT
CRSR 5:MAI ETE :30 CRSR
8:KPIE BRG 062° NAV ATP
D/T VOR
NAV
FLP
CALC
STAT
FPL 0 ENR-LEG NAV 1 ACTV NDB
MODE SETUP MSG ALT D CLR ENT REF INT
TRIP OTHER CTR SUPL

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 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 902
EA 400 BENDIX/KING KLN 90B

1 Operation of left and right knobs - Cursor on:

Press desired [CRSR] button. With the cursor on, outer knob con-
trols 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 but-
ton 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 provi-
de navigation along a curved path segment to ensure a smooth
transition between two adjacent legs in the flight plan. This featu-
re 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 extinguis-
hing upon turn completion.

WARNING Turn anticipation is automatically disabled for FAF way-

points and those used exclusively in SID/STARS where over-
flight 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.

Issued: 15. October

5. November 1999 1999 902-5
Section 902 Pilot’s Operating Handbook
BENDIX/KING KLN 90B EA 400

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 sequen-
cing (LEG) between waypoints. GPS CRS is white. OBS is am-
ber.

NOTE Either LEG or OBS will illuminate during system self test depen-
ding 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 dis-
played message.

6 GPS approach (GPS APR ARM/ACTV) switch/annunciator lo-

cated 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 can-
celed. Subsequent button pushes will cycle between the armed
state (if an approach is in the flight plan) and approach arm cance-
led. 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.

902-6 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 902
EA 400 BENDIX/KING KLN 90B

902.2 Section 2 - Limitations

The KLN 90B GPS Pilot’ s Guide, P/N 006-08773-0000, dated
December, 1994 (or later applicable revision) must be immedi-
ately available to the flight crew whenever navigation is predica-
ted on the use of the system. The Operational Revision Status
(ORS) of the Pilot’ s Guide must match the ORS level annuncia-
ted on the Self Test page.

902.2a IFR Navigation Restriction

1 The system must utilize ORS level 20 or later LBA approved re-
vision.

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 incorpora-
te the current update cycle.

a The KLN 90B Memory Jogger, P/N 006-08785-0000, dated

12/94 (or later applicable revision) must be immediately availa-
ble to the flight crew during instrument approach operations.

b Instrument approaches must be conducted in the approach mode

and RAIM must be available at the Final Approach Fix.

c APR ACTV mode must be annunciated at the Final Approach

Fix.

d Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and MLS

approaches are not authorized.

e 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.

Issued: 15. October

5. November 1999 1999 902-7
Section 902 Pilot’s Operating Handbook
BENDIX/KING KLN 90B EA 400

f The KLN 90B can only be used for approach guidance if the refe-
rence 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 ap-

propriate to the route of flight installed and operational.

902.3 Section 3 - Emergency Procedures

1 If the KLN 90B GPS information is not available or invalid, utili-
ze remaining operational navigation equipment as required.

2 If a “RAIM NOT AVAILABLE” message is displayed while

conducting an instrument approach, terminate the approach. Exe-
cute 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 appropria-
te 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 ap-
propriate pilot actions to be accomplished in response to annun-
ciated messages.

902.4 Section 4 - Normal Procedures

WARNING Familiarity with the en route operation of the KLN 90B does
not constitute proficiency in approach operations. Do not at-
tempt approach operations in IMC prior to attaining profi-
ciency 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) con-
taining an approach sequence, operating tips and approach related

902-8 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 902
EA 400 BENDIX/KING KLN 90B

messages is intended for cockpit use by the KLN 90B familiar pi-
lot when conducting instrument approaches.

WARNING To prevent the possibility of turn anticipation causing poten-

tially misleading navigation when the aircraft is not on cour-
se:
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 Di-
rect-To operation to your desired waypoint will clear any
previous OBS course, and cancel turn anticipation.

NOTE 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 The special use airspace alert will automatically be disabled prior
to flying an instrument approach to reduce the potential for mes-
sage congestion.

NOTES 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 Verify automatic annunciation of APR ARM.

b Note automatic dbar scaling change from *5.0nm to *1.0 nm

over the next 30 seconds.

Issued: 15. October

5. November 1999 1999 902-9
Section 902 Pilot’s Operating Handbook
BENDIX/KING KLN 90B EA 400

c Update the KLN 90B altimeter baro setting as required.

d 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 hol-

ding pattern, fly in OBS until inbound to the FAF.

NOTE OBS navigation is TO-FROM (like a VOR) without waypoint se-

quencing.

WARNING To prevent the possibility of turn anticipation causing poten-

tially misleading navigation when the aircraft is not on cour-
se, 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 NAV or APR coupled DME arc intercepts can result in excessive
overshoots (aggravated by high ground speeds and intercepts
from inside the arc).

WARNING Flying final outbound from an off-airport vortac on an over-

lay approach; beware of the DME distance increasing on fi-
nal 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 Select the FAF as the active waypoint, if not accomplished alrea-

dy.

b Select LEG operation.

5 Approaching the FAF inbound (within 2 nm.):

a Verify APR ACTV.

902-10 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 902
EA 400 BENDIX/KING KLN 90B

b Note automatic dbar scaling change from *1.0 nm to *0.3nm over

the 2 nm inbound to the FAF.

c Internally the KLN 90B will transition from terminal toapproach

integrity monitoring.

6 Crossing the FAF and APR ACTV is not annunciated:

a Do not descend.

b Execute the missed approach.

7 Missed Approach:

a Climb

b Navigate to the MAP (in APR ARM if APR ACTV is not availa-
ble).

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 operati-

on.

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 auto-
matically within 2nm of the FAF. APR ACTV is inhibited wit-
hout 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).

Issued: 15. October

5. November 1999 1999 902-11
Section 902 Pilot’s Operating Handbook
BENDIX/KING KLN 90B EA 400

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 pre-
sent 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 radi-
al beyond the arc limit. To adjust the arc intercept to be compati-
ble 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 va-
lue on the SUPER NAV 5 page (it will flash to remind you).
Left/right dbar information is relative to the arc. Displayed dis-
tance is not along the arc but direct to the active waypoint. If desi-
red, 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 You are in APR ARM (normally automatic).

b You are in LEG mode!

c The FAF is the active waypoint!

d Within 2 n.m. of the FAF.

e Outside of the FAF.

f Inbound to the FAF.

902-12 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 902
EA 400 BENDIX/KING KLN 90B

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.)

902.5 Section 5 - Performance

Not Applicable.

Issued: 15. October

5. November 1999 1999 902-13
Section 902 Pilot’s Operating Handbook
BENDIX/KING KLN 90B EA 400

Intentionally left blank

902-14 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 903
EA 400

BENDIX/KING KT 76A
Panel Mounted Transponder

Table of Contents

Paragraph Page
903.1 Section 1 - General ........................................................................... 903-3
903.1a Reply Light........................................................................................... 903-3
903.2 Section 2 - Limitations ................................................................... 903-4
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

Issued: 15. October

5. November 1999 1999 903-1
Section 903 Pilot’s Operating Handbook
EA 400

Intentionally left blank

903-2 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 903
EA 400 BENDIX/KING KT 76A

903 BENDIX/KING KT 76A

903.1 Section 1 - General

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

SBY
ON
ALT
2 3 4
OFF TST
IDENT

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

Issued: 15. October

5. November 1999 1999 903-3
Section 903 Pilot’s Operating Handbook
BENDIX/KING KT 76A EA 400

transponder is responding to interrogations from several radar

stations.

903.2 Section 2 - Limitations

Not Applicable.

903.3 Section 3 - Emergency Procedure

Code 7700: Reserved for emergencies. Use it to gain immediate attention and
help from Air Traffic Control monitoring your location.

Code 7600: Signifies communication failure. Use it to tell the controller that
your COM radio is not working. If you can still receive transmis-
sions, respond to ATC with your transponder, following ATC in-
structions.

Code 7500: 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 remo-
ving 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.

903-4 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 903
EA 400 BENDIX/KING KT 76A

903.5 Section 5 - Performance:

Not Applicable

Issued: 15. October

5. November 1999 1999 903-5
Section 903 Pilot’s Operating Handbook
BENDIX/KING KT 76A EA 400

Intentionally left blank

903-6 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 904
EA 400

BENDIX/KING Model EHSI/KI 256

Flight Instrumentation System

Table of Contents

Paragraph Page
904.1 Section 1 - General ........................................................................... 904-3
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
904.5 Section 5 - Performance .............................................................. 904-15

Issued: 15.
11. October 1999
August 2000 904-1
Section 904 Pilot’s Operating Handbook
EA 400

Intentionally left blank

904-2 Issued:
Issued:15.
11.October 1999
August 2000
Pilot’s Operating Handbook Section 904
EA 400 BENDIX/KING EHSI/KI 256 System

904 BENDIX/KING EHSI/KI 256 System

904.1 Section 1 - General

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 Sys-
tem. This system combines the conventional gyroscopically sta-
bilized bank and pitch indicator (KI 256) with the EHSI.
The system must be operated within the limitations specified he-
rein.

Warning Do not attempt any operations in IMC prior to attaining pro-

ficiency 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 sym-
bol generator. The symbol generator interfaces with multiple sen-
sors 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 interpreta-
tion and includes moving map presentations, weather radar over-
lays 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 1999
January 2002 904-3
Section 904 Pilot’s Operating Handbook
BENDIX/KING EHSI/KI 256 System EA 400

GPS

GPS

KI 256

EHSI

Symbol
Generator

Figure 904-1

904-4 Issued:
Issued:15.
11.October 1999
August 2000
Pilot’s Operating Handbook Section 904
EA 400 BENDIX/KING EHSI/KI 256 System

24 25

21 23

22

KI 256 ADI

16 17

TST
TST
HDG ALT TST
TST
18 CRS 350 4.5 NM REF
REF 3
1 120 KT REF
REF
15 21 20 N 20
14
2 23
2 10 10 4
33

N L V G
A S
1 VN
A
O O
C R
10 10 5
V
1
1 20 20

12 H
57.8 NM S 13
6
A
S CRS HDG R
IH 325 012 CA
S R
I C

11 BRT
7
DIR SYNC
25 DIR BRT SYNC

23 24
10 9 8
ED 461 Electronic Control Display Unit EHSI
ED 461 Electronic Control Display Unit EHSI
(Revisionary Composite Screen shown)
(Standard Screen shown)
Figure 904-2

Issued: 15.
11. October 1999
August 2000 904-5
Section 904 Pilot’s Operating Handbook
BENDIX/KING EHSI/KI 256 System EA 400

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” ap-
proach 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 annun-
ciated. 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 conver-
ted 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 ope-
ration.

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:
Issued:15.
11.October 1999
August 2000
Pilot’s Operating Handbook Section 904
EA 400 BENDIX/KING EHSI/KI 256 System

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 di-
rectly 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 mo-
ving map display and weather radar, (4) the compass arc with we-
ather 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 for-
mat.

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.

8 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 suc-
cessfull 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 de-
clutter 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 selec-
ted 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 dis-

play brightness (Bezel lighting is controlled through an airframe
brightness control).

10 NO. 1 BEARING POINTER SELECT BUTTON - Sequentially

selects navigation sensors for waypoint bearing presentation in
the manner of an ADF or RMI.The pointer is light blue and single

Issued: 15. October 1999

8. December 2000 904-7
Section 904 Pilot’s Operating Handbook
BENDIX/KING EHSI/KI 256 System EA 400

barred. The sequence of presentation includes: (1) declutter, (2)

VOR 1, (3) ADF, (4) GPS, (5) DME (no pointer) and back to de-
clutter. 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 tu-
ned, both the pointer and the assignment annunciation will de-
clutter. If VOR 1 or GPS is selected along with a MAP
presentation the pointer will declutter and a diamond shape sym-
bol 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 con-

verts 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 com-
pass rose with moving map display and (2) the compass rose with
moving radar. Repeated button pushes will continuously sequen-
ce 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 dis-
played. The true sources are converted to magnetic. If the com-

904-8 Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook Section 904
EA 400 BENDIX/KING EHSI/KI 256 System

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. De-
sired Track readout DTK, generated by the GPS system replaces
CRS in RNAV mode. The GPS may display CRS or DTK depen-
ding 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
not in operation, or if for any reason the DME receiver is operatio-
nal 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

Issued: 15.
11. October 1999
August 2000 904-9
Section 904 Pilot’s Operating Handbook
BENDIX/KING EHSI/KI 256 System EA 400

only be displayed when the GPS is the selected primary navigati-

on sensor and valid information is present.

20 MAP MODES (Not shown) - The EHSI provides two map for-
mats: (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: FUNCTION:

SYMB GEN 28VDC main power source for the EHSI through the symbol ge-
nerator.

INV 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.

904-10 Issued:
Issued:15.
11.October 1999
August 2000
Pilot’s Operating Handbook Section 904
EA 400 BENDIX/KING EHSI/KI 256 System

904.1d KI 256 Description

The KI 256 (refer to figure 904-2) is a gyroscopic instrument de-
signed 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 he-
art of the mechanical mechanism that displays pitch and roll atti-
tudes.
Angular displacements of the aircraft in pitch are indicated by a
mask type pointer bar (21) which is gyro actuated to remain paral-
lel to the true horizon. The rise or fall of this pointer bar in referen-
ce 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 stationa-
ry 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

904.2 Section 2 - Limitations

No yellow SG or DU flag may be visible on the EHSI prior to de-
parture (EXCEPTION: A 30 minute ferry flight to a repair facility
in VFR conditions is permissible).

904.2a Placards:
None.

904.3 Section 3 - Emergency Procedures

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.

Issued: 15.
11. October 1999
August 2000 904-11
Section 904 Pilot’s Operating Handbook
BENDIX/KING EHSI/KI 256 System EA 400

1 Automatic built in test and monitoring functions integral to the

EHSI software detect component failures and present failure an-
nunciations 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. Simulta-

neously, 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 as-
signment annunciation will be flagged. The RMI pointer disappe-
ars.

4 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 operatio-
nal 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 alter-

nate 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.

904-12 Issued:
Issued:15.
11.October 1999
August 2000
Pilot’s Operating Handbook Section 904
EA 400 BENDIX/KING EHSI/KI 256 System

2 A yellow SG annunciation indicates a failure of the symbol gene-

rator cooling fan.

3 If a fan failure is indicated in flight:

a Continue using the symbol generator with caution, verifying the

validity of displayed data by reference to alternate instruments.

b 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.

2 If a fan failure is indicated in flight:

a Monitor the presentation for an abnormal appearance which will

indicate impending failure.

b Although a tube failure is very unlikely, consideration should be

given to shutting off the system and flying with alternate instru-
ments.

c Also, system heating can be reduced by lowering the lighting in-

tensity 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, veri-
fying the validity of displayed data by reference to alternate in-
struments.

904.4 Section 4 - Normal Procedures

904.4a Pre-flight Check

1 Aircraft engines operating.

2 EFIS Switch on.

Issued: 15.
11. October 1999
August 2000 904-13
Section 904 Pilot’s Operating Handbook
BENDIX/KING EHSI/KI 256 System EA 400

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. Ve-
rify 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 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 CD I L E FT - RI G H T D E V I A T I O N I S
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).
a If GPS MAP is displayed select the desired MAP presentation
through momentary sequential button pushes (less than three se-
cons) of the TST REF button.

4 Course Pointer and Heading Bug Slew

Use heading select (SYNC) and course select (DIR) knobs to se-
lect 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).

904-14 Issued:
Issued:15.
11.October 1999
August 2000
Pilot’s Operating Handbook Section 904
EA 400 BENDIX/KING EHSI/KI 256 System

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 but-
ton pushes (DME alone may also be displayed).

NOTE THESE BUTTONS MAY BE USED TO DISPLAY DME ALO-

NE WITHOUT A POINTER.

904.5 Section 5 - Performance

No change.

Issued: 15.
11. October 1999
August 2000 904-15
Section 904 Pilot’s Operating Handbook
BENDIX/KING EHSI/KI 256 System EA 400

Intentionally left blank

904-16 Issued:
Issued:15.
11.October 1999
August 2000
Pilot’s Operating Handbook Section 905
EA 400

BENDIX/KING KX 155
VHF COMM/NAV System

Table of Contents

Paragraph Page
905.1 Section 1 - General ........................................................................... 905-3
905.1a Turn On: ................................................................................................. 905-3
905.1b To Communicate: ............................................................................... 905-3
905.1c To Navigate: ......................................................................................... 905-4
905.1d Ident......................................................................................................... 905-4
905.2 Section 2 - Limitations ................................................................... 905-5
905.3 Section 3 - Emergency procedures ........................................... 905-5
905.4 Section 4 - Normal procedures .................................................. 905-5
905.5 Section 5 - Performance ................................................................ 905-5

Issued: 15. October

5. November 1999 1999 905-1
Section 905 Pilot’s Operating Handbook
EA 400

Intentionally left blank

905-2 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 905
EA 400 BENDIX/KING KX 155

905 BENDIX/KING KX 155

905.1 Section 1 - General

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 in-
formation 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 fre-
quencies 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 avio-
nics equipment.

905.1b To Communicate:

1 Frequency Selection:
By rotating the concentric COMM frequency selector knobs eit-
her 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 porti-
on. This smaller knob is designed to change the indicated fre-
quency 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

Issued: 15. October

5. November 1999 1999 905-3
Section 905 Pilot’s Operating Handbook
BENDIX/KING KX 155 EA 400

other frequency band-edge (i.e. 136.00 MHz advances to 118.00

MHz).
To tune the COMM transceiver to the desired operating frequen-
cy, 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” dis-
plays - and then switch back and forth between them just by pres-
sing the transfer button.
Transmit Indicator:
Whenever the microphone is keyed, a lighted “T” will appear bet-
ween the “USE” and “STBY” displays to indicate the transceiver
is operating in the transmit mode.

905.1c To Navigate:

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 glideslo-
pe 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.

905-4 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 905
EA 400 BENDIX/KING KX 155

905.2 Section 2 - Limitations

Not applicable

905.3 Section 3 - Emergency procedures

Not applicable

905.4 Section 4 - Normal procedures

1 Volume Adjustment Test:
To override the automatic squelch for audio test, or to aid in recei-
ving 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 5 - Performance

Not applicable

Issued: 15. October

5. November 1999 1999 905-5
Section 905 Pilot’s Operating Handbook
BENDIX/KING KX 155 EA 400

Intentionally left blank

905-6 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 906
EA 400

BENDIX/KING KN 63
DME System

Table of Contents

Paragraph Page
906.1 Section 1 - General ........................................................................... 906-3
906.2 Section 2 - Limitations ................................................................... 906-3
906.3 Section 3 - Emergency Procedures .......................................... 906-3
906.4 Section 4 - Normal Procedures .................................................. 906-4
906.5 Section 5 - Performance ................................................................ 906-4

Issued: 15.
11. October 1999
January 2002 906-1
Section 906 Pilot’s Operating Handbook
EA 400

Intentionally left blank

906-2 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 906
EA 400 BENDIX/KING KN 63

906 BENDIX/KING KN 63

906.1 Section 1 - General

The KN 63A 01 is a remote mounted 200 channel DME. All tu-
ning is done electronically over the DME NAV-1 / NAV-2 switch
located below the T.u.B. Indicator at the lower left instrument pa-
nel. 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 re-
spective system is selected as primary navigation source on the
EHSI control panel. If it is not, the “#1" resp. ”#2 Distance" an-
nunciator is inactive (also refer to the EFIS supplement of this
manual).
When HOLD is selected the distance information of the last acti-
ve navigation system remains displayed in its locations while
both navigation sources can be changed now, e.g. for cross bea-
ring. This mode is indicated by a “H” behind the distance values
on the EHSI display.

906.2 Section 2 - Limitations

Not applicable

906.3 Section 3 - Emergency Procedures

Not applicable

906.4 Section 4 - Normal Procedures

Not applicable
Issued: 15. October
5. November 1999 1999 906-3
Section 906 Pilot’s Operating Handbook
BENDIX/KING KN 63 EA 400

906.5 Section 5 - Performance

Not applicable

906-4 Issued:5.15. October 1999

November
Pilot’s Operating Handbook Section 907
EA 400

BENDIX/KING KSG 105 with KA 51B

Electric Horizontal Gyro with Remote Panel

Table of Contents

Paragraph Page
907.1 Section 1 - General ........................................................................... 907-3
907.2 Section 2 - Limitations ................................................................... 907-3
907.3 Section 3 - Emergency Procedures .......................................... 907-3
907.4 Section 4 - Normal Procedures .................................................. 907-3
907.5 Section 5 - Performance ................................................................ 907-3

Issued: 15. October 1999

8. December 2000 907-1
Section 907 Pilot’s Operating Handbook
EA 400

Intentionally left blank

907-2 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 907
EA 400 BENDIX/KING KSG 105 with KA 51B

907 BENDIX/KING KSG 105 with KA 51B

907.1 Section 1 - General

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 Slaving Meter
(upper switch). - +
Slave / free Gyro
Manual slaving capability SLAVE FREE
Toggle
“cw” ( cl ockw i s e) and
“ccw” (counterclockwise) CCW CW

is available when the sys- CCW / CW

tem is in “free gyro” mode Heading Drive
Toggle
while a visual meter dis-
plays the slaving error.

907.2 Section 2 - Limitations

Not Applicable.

907.3 Section 3 - Emergency Procedures

Not Applicable.

907.4 Section 4 - Normal Procedures

Not Applicable.

907.5 Section 5 - Performance

Not Applicable

Issued: 15. October 1999

8. December 2000 907-3
Section 907 Pilot’s Operating Handbook
BENDIX/KING KSG 105 with KA 51B EA 400

Intentionally left blank

907-4 Issued:8.15.
Issued: October 2000
December 1999
Pilot’s Operating Handbook Section 908
EA 400

Icom IC-A22E
Handheld VHF NAV/COM Transceiver

Table of Contents

Paragraph Page
908.1 Section 1 - General ........................................................................... 908-3
908.1a Setting a frequency ............................................................................ 908-3
908.1b Lock function ....................................................................................... 908-4
908.1c Transmitting.......................................................................................... 908-5
908.1d VOR Navigation ................................................................................. 908-5
908.2 Section 2 - Limitations ................................................................... 908-7
908.3 Section 3 - Emergency Procedures .......................................... 908-7
908.4 Section 4 - Normal procedures .................................................. 908-8
908.5 Section 5 - Performance ................................................................ 908-8

Issued: 15. October 1999

5. November 1999 908-1
Section 908 Pilot’s Operating Handbook
EA 400

Intentionally left blank

908-2 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 908
EA 400 Handheld COM/NAV Icom IC-A22E

908 Handheld COM/NAV Icom IC-A22E

908.1 Section 1 - General

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 loca-
ted 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” appe-

ars in the function display

3 Push 5 appropriate digit keys to input the frequency

a Enter [1] as the 1st digit

When a digit is mistakenly input, push [CLR] to clear the input,

then start again.
b 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

1 Rotate [VOL] to turn power on

2 Push [CLR] to select frequency mode.

3 Rotate the tuning dial to set the desired frequency

Issued: 15. October 1999
5. November 1999 908-3
Section 908 Pilot’s Operating Handbook
Handheld COM/NAV Icom IC-A22E EA 400

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 ac-
cidental 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 disap-
pears 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 counter-
clockwise), squelch may not open for weak signals. To receive
weak signals, set the squelch to a “loose” (more clockwise) posi-
tion.

908-4 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 908
EA 400 Handheld COM/NAV Icom IC-A22E

908.1c Transmitting

CAUTION Transmitting without an antenna may damage the transceiver

NOTE To prevent interference, listen on the frequency before transmit-

ting. 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 fre-
quency 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 correct-
ly 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.

Issued: 15. October 1999

5. November 1999 908-5
Section 908 Pilot’s Operating Handbook
Handheld COM/NAV Icom IC-A22E EA 400

When turning power ON, the “FROM” flag is selected automati-

cally.

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 bet-
ween 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 additio-
nal 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.

908-6 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 908
EA 400 Handheld COM/NAV Icom IC-A22E

“” 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 bet-
ween 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 hea-
ding plus 30 degrees to the desired course; if the overflow indica-
tor appears on the left side, select a heading minus 30 degrees.

908.2 Section 2 - Limitations

Use only in emergency case.
The batteries have to be replaced once a yearand after each use.

908.3 Section 3 - Emergency Procedures

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 fre-
quency. This function can be activated even when the keypad
lock function is in use.

1 Rotate [VOL] to turn power on

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

Issued: 15. October 1999

5. November 1999 908-7
Section 908 Pilot’s Operating Handbook
Handheld COM/NAV Icom IC-A22E EA 400

908.4 Section 4 - Normal procedures

Not applicable

908.5 Section 5 - Performance

Not applicable

908-8 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 909
EA 400

BENDIX/KING KMA 24
Audio Control System

Table of Contents

Paragraph Page
909.1 Section 1 - General........................................................................... 909-3
909.1a Audio Control System: ..................................................................... 909-3
909.1b Marker Beacon Receiver: ................................................................ 909-4
909.2 Section 2 - Limitations ................................................................... 909-4
909.3 Section 3 - Emergency procedures ........................................... 909-4
909.4 Section 4 - Normal procedures .................................................. 909-5
909.5 Section 5 - Performance ................................................................ 909-5

Issued: 15. October 1999

5. November 1999 909-1
Section 909 Pilot’s Operating Handbook
EA 400

Intentionally left blank

909-2 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 909
EA 400 BENDIX/KING KMA 24

909 BENDIX/KING KMA 24

909.1 Section 1 - General

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 micropho-
nes (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 ampli-
fier operates whenever the aircraft electric power is on.
Two rows of pushbuttons control the audio selection of 6 recei-
vers. 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 selec-
ted for speaker or headphones or both. These pushbuttons allow
audio selection independent of the AUTO feature described be-
low. To listen to a specific receiver, simply press the correspon-
ding headphone or speaker button “in”. To disconnect the
receiver, press the button again. It will return to the “out” positi-
on. 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.

Issued: 15. October 1999

5. November 1999 909-3
Section 909 Pilot’s Operating Handbook
BENDIX/KING KMA 24 EA 400

Thus on “AUTO” you may change the rotary microphone switch

back and forth, as needed, without having to reselect the corre-
sponding 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 but-
ton 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 appro-
ach, 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 mar-
ker. This is due to the fact that some autopilots use marker an-
nunciation to change the sensitivity of the autopilot.

A photocell in the console automatically dims the lamps for night

operation.

909.2 Section 2 - Limitations

Not applicable

909.3 Section 3 - Emergency procedures

Not applicable

909-4 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 909
EA 400 BENDIX/KING KMA 24

909.4 Section 4 - Normal procedures

Not applicable

909.5 Section 5 - Performance

Not applicable

Issued: 15. October 1999

5. November 1999 909-5
Section 909 Pilot’s Operating Handbook
BENDIX/KING KMA 24 EA 400

Intentionally left blank

909-6 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 910
EA 400

PS Engeneering PM 3000
Intercom System

Table of Contents

Paragraph Page
910.1 Section 1 - General ........................................................................... 910-3
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
910.2 Section 2 - Limitations ................................................................... 910-5
910.3 Section 3 - Emergency Procedures .......................................... 910-5
910.4 Section 4 - Normal Procedures .................................................. 910-5
910.5 Section 5 - Performance ................................................................ 910-5

Issued: 15. October 1999

5. November 1999 910-1
Section 910 Pilot’s Operating Handbook
EA 400

Intentionally left blank

910-2 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 910
EA 400 Intercom PS Engineering PM3000

910 Intercom PS Engineering PM3000

910.1 Section 1 - General

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 additio-
nal 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 au-
dio output power.

NOTE Volume level will not change with the number of headsets in-
stalled.

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 redu-
ces background noise from the aircraft. Only when someone spe-
aks 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 passen-
gers 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 positio-
ned properly near your lips, normal speech levels should open the
channel. When you have stopped talking, there is a delay of about
Issued: 15. October 1999
5. November 1999 910-3
Section 910 Pilot’s Operating Handbook
Intercom PS Engineering PM3000 EA 400

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 Regardless of configuration, the pilot will always hear the air-
craft radio.

NOTE 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 ra-
dio. Only the pilot is directly connected to the aircraft radio.

The following table lists the functions of the individual modes:

Pilot Copilot Passengers

Mode Comments
hears hears hear
Copilot
Isolate A/C Radio Passengers This mode allows the pilot to com-
Pilot Passengers Copilot municate with the ground without
Music 1
sidetone Music 1 the copilot or the passengers hear-
only ing the conversation. Copilot and
during passengers can continue to com-
radio Xmts municate with themselves.
All Pilot Copilot Passengers All persons hear themselves and
A/C Radio A/C Radio the aircraft radio. Music 1 is
A/C Radio
CopilotPilot Pilot muted (lowered in level) during
Passengers Copilot
Passengers intercom or radio communica-
Music 1Music 1 Music 1 tions. Muting can be inhibited by
pressing in once the Squelch con-
trol. Music and intercom are dis-
abled during radio transmissions
Crew Pilot Pilot Passengers This mode allows the pilot and co-
Copilot Copilot Music 2 pilot (Crew) to be on one intercom
A/C Radio A/C Radio channel while the passengers are
Music 1 Music 1 on their own private channel. The
crew will hear Music 1 while the
passengers hear Music 2

910-4 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 910
EA 400 Intercom PS Engineering PM3000

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 auto-
matically mute to allow communication without distraction.
When the activity ceases, the Soft Mute circuit will gradually re-
turn 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.

910.2 Section 2 - Limitations

Not applicable

910.3 Section 3 - Emergency Procedures

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.

910.4 Section 4 - Normal Procedures

Not applicable

910.5 Section 5 - Performance

Not applicable

Issued: 15. October 1999

5. November 1999 910-5
Section 910 Pilot’s Operating Handbook
Intercom PS Engineering PM3000 EA 400

tentionally left blank

910-6 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 911
EA 400

Bose Headset

Table of Contents

Paragraph Page
911.1 Section 1 - General ........................................................................... 911-3
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
911.2 Section 2 - Limitations ................................................................... 911-4
911.3 Section 3 - Emergency Procedures .......................................... 911-4
911.4 Section 4 - Normal Procedures .................................................. 911-4
911.5 Section 5 - Performance ................................................................ 911-5

Issued: 15. October 1999

5. November 1999 911-1
Section 911 Pilot’s Operating Handbook
EA 400

Intentionally left blank

911-2 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 911
EA 400 Bose Headset

911 Bose Headset

911.1 Section 1 - General

The “Bose Aviation Headset Series II” uses an advanced combi-
nation of electro-acoustical noise reduction circuitry and a paten-
ted 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 at-
tenuation, typical aircraft sounds (for example, those from
engine, propeller, warning alarms, and other sound sources)
may sound different. It is strongly recommended that you en-
sure 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 fa-
cing 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 envi-
ronment 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 po-
wer 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.

Issued: 15. October 1999

5. November 1999 911-3
Section 911 Pilot’s Operating Handbook
Bose Headset EA 400

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 loca-
ted 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 he-
adset off if you suspect there may be a problem.

911.2 Section 2 - Limitations

Not applicable

911.3 Section 3 - Emergency Procedures

Not applicable

911.4 Section 4 - Normal Procedures

Not applicable

911-4 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 911
EA 400 Bose Headset

911.5 Section 5 - Performance

Not applicable

Issued: 15. October 1999

5. November 1999 911-5
Section 911 Pilot’s Operating Handbook
Bose Headset EA 400

Intentionally left blank

911-6 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 912
EA 400

SHADIN MINIFLO-L
FUEL COMPUTER

Table of Contents

Paragraph Page
912.1 Section 1 - General ........................................................................... 912-3
912.1a In-Flight Modes ................................................................................... 912-3
912.1b Warnings ................................................................................................ 912-3
912.2 Section 2 - Limitations ................................................................... 912-4
912.3 Section 3 - Emergency Procedures .......................................... 912-4
912.4 Section 4 - Normal Procedures .................................................. 912-4
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
912.5 Section 5 - Performance ................................................................ 912-6

Issued: 15. October 1999

5. November 1999 912-1
Section 912 Pilot’s Operating Handbook
EA 400

Intentionally left blank

912-2 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 912
EA 400 SHADIN MINIFLO-L

912 SHADIN MINIFLO-L

912.1 Section 1 - General

CAUTION The fuel computer MINIFLO-L is not a primary instrument, it
does not replace the fuel quantity gauges.

NOTE 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.

NOTE 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 perfor-
mance settings is less than 30 minutes.

912.2 Section 2 - Limitations

Not applicable
Issued: 15. October 1999
5. November 1999 912-3
Section 912 Pilot’s Operating Handbook
SHADIN MINIFLO-L EA 400

912.3 Section 3 - Emergency Procedures

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 valu-
es are, however, misleading.

912.4 Section 4 - Normal Procedures

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.

912-4 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 912
EA 400 SHADIN MINIFLO-L

7 By pressing and holding (min. 10 secs.) the “ENTER/TEST” but-

ton 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 ex-
ceed the amount of fuel added, it can be reduced to the correct va-
lue 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).

Issued: 15. October 1999

5. November 1999 912-5
Section 912 Pilot’s Operating Handbook
SHADIN MINIFLO-L EA 400

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 appe-
ar 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 du-
ring 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” but-
ton. An “8" appears in all parts of the display for about 10 se-
conds. Once the test has been completed successfully, ”GooD"
will appear in the display. If “BAD” appears, the instrument can-
not be operated until corrective measures have been taken. Reset-
ting 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.

912.5 Section 5 - Performance

Not applicable

912-6 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 913
EA 400

POINTER 3000
EMERGENCY LOCATOR TRANSMITTER

Table of Contents

Paragraph Page
913.1 Section 1 - General ........................................................................... 913-3
913.2 Section 2 - Limitations ................................................................... 913-3
913.2a Placards.................................................................................................. 913-3
913.3 Section 3 - Emergency Procedures .......................................... 913-4
913.4 Section 4 - Normal Procedures .................................................. 913-5
913.4a Before Takeoff ..................................................................................... 913-5
913.4b After Landing ....................................................................................... 913-5
913.4c Other Procedures ................................................................................. 913-5
913.5 Section 5 - Performance ................................................................ 913-5

Issued: 15. October 1999

5. November 1999 913-1
Section 913 Pilot’s Operating Handbook
EA 400

Intentionally left blank

913-2 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 913
EA 400 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.

913.1 Section 1 - General

This airplane is equipped with an Emergency Locator Transmit-
ter (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 instru-
ment 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 decelera-
tions 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 frequen-
cies 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 emer-
gency.

913.2 Section 2 - Limitations

913.2a Placards
The following placard must be
fixed close to the mounting loca-
ELT
tion at the outer surface of the fu- LOCATED
selage. HERE

Issued: 15. October 1999

5. November 1999 913-3
Section 913 Pilot’s Operating Handbook
POINTER 3000 ELT EA 400

913.3 Section 3 - Emergency Procedures

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 alrea-
dy 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 com-

munication transmissions. Try to establish radio contact with se-
arch 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 trans-

mission.

5 Other emergency transmissions:

Refer to original ELT operating instructions.

913-4 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 913
EA 400 POINTER 3000 ELT

913.4 Section 4 - Normal Procedures

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 5 - Performance

Not applicable

Issued: 15. October 1999

5. November 1999 913-5
Section 913 Pilot’s Operating Handbook
POINTER 3000 ELT EA 400

Intentionally left blank

913-6 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 914
EA 400

Flashlight

Table of Contents

Paragraph Page
914.1 Section 1 - General ........................................................................... 914-3
914.2 Section 2 - Limitations ................................................................... 914-3
914.3 Section 3 - Emergency Procedures .......................................... 914-3
914.4 Section 4 - Normal Procedures .................................................. 914-3
914.5 Section 5 - Performance ................................................................ 914-3

Issued: 15. October 1999

5. November 1999 914-1
Section 914 Pilot’s Operating Handbook
EA 400

Intentionally left blank

914-2 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 914
EA 400 Flashlight

914 Flashlight

914.1 Section 1 - General

An emergency flashlight is provided for the case of total loss of
electrical power. The flashlight is located on the top of the stowa-
ge rack behind the copilot seat.

914.2 Section 2 - Limitations

Use only in emergency case.
The batteries have to be replaced once a year and after each use.

914.3 Section 3 - Emergency Procedures

Not Applicable.

914.4 Section 4 - Normal Procedures

Not Applicable.

914.5 Section 5 - Performance

Not Applicable.

Issued: 15. October 1999

5. November 1999 914-3
Section 914 Pilot’s Operating Handbook
Flashlight EA 400

Intentionally left blank

914-4 Issued:5.15.
Issued: October 1999
November
Pilot’s Operating Handbook Section 915
EA 400

GARMIN GNS 430

VHF Communication Transceiver /
VOR/ILS Receiver / GPS Receiver

Table of Contents

Paragraph Page
915.1 Section 1 - General ........................................................................... 915-3
915.2 Section 2 - Limitations ................................................................... 915-4
915.3 Section 3 - Emergency Procedures .......................................... 915-6
915.3a Abnormal Procedures ........................................................................ 915-6
915.4 Section 4 - Normal Procedures .................................................. 915-6
915.5 Section 5 - Performance ................................................................ 915-7
915.6 Section 6 - Weight and Balance ................................................. 915-7
915.7 Section 7 - Airplane and System Descriptions ................... 915-7

Issued: 15.
28. October 1999
January 2000 915-1
Section 915 Pilot’s Operating Handbook
EA 400

Intentionally left blank

915-2 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 915
EA 400 GARMIN GNS 430

915 GARMIN GNS 430

915.1 Section 1 - General

1 The GNS 430 System is a fully integrated, panel mounted instru-
ment, which contains a VHF Communications Transceiver, a
VOR/ILS receiver, and a Global Positioning System (GPS) Navi-
gation Computer. The system consists of a GPS antenna, GPS Re-
ceiver, 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 prima-
ry 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 VFR/IFR enroute, terminal, and non-precision instrument appro-

ach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB,
NDB-DME, RNAV) Operation within the U.S. National Airspa-
ce System in accordance with AC20-138.

b One of the approved sensors, for a single or dual GNS 430 instal-
lation, for North Atlantic Minimum Navigation Performance
Specification (MNPS) Airspace in accordance with AC91- 49
and AC 120-33.

c 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) coor-

dinate reference datum. Navigation data is based upon use of only
the Global Positioning System (GPS) operated by the United Sta-
tes of America.
Issued: 15.
28. October 1999
January 2000 915-3
Section 915 Pilot’s Operating Handbook
GARMIN GNS 430 EA 400

915.2 Section 2 - Limitations

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 sys-
tem 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 cur-
rency of the data base or verifies each selected waypoint for accu-
racy by reference to current approved data.

4 Instrument approach navigation predicated upon the GNS 430’s

GPS Receiver must be accomplished in accordance with appro-
ved instrument approach procedures that are retrieved from the
GPS equipment data base. The GPS equipment database must in-
corporate the current update cycle.

a Instrument approaches utilizing the GPS receiver must be con-

ducted in the approach mode and Receiver Autonomous Integrity
Monitoring (RAIM) must be available at the Final Approach Fix.

915-4 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 915
EA 400 GARMIN GNS 430

b 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.

c Use of the GNS 430 VOR/ILS receiver to fly approaches not ap-
proved for GPS require VOR/ILS navigation data to be present on
the external indicator.

d 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, the aircraft must have the operational
equipment capable of using that navigation aid, and the required
navigation aid must be operational.

e VNAV information may be utilized for advisory information

only. Use of VNAV information for Instrument Approach Proce-
dures 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 (re-
fer to Pilots Guide for procedure if necessary):

a dis, spd.........nm, kt (sets navigation units to nautical Miles and

knots)

b alt, vs............ft fpm (sets altitude units to feet and feet per minu-
te)

c map datum..WGS 84 (sets map datum to WGS 84, see note be-
low)

d posn ......... deg-min (sets navigation grid units to decimal minu-

tes)

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 authori-
ty, the required geodetic datum must be set in the GNS 430
prior to its use for navigation.

Issued: 15.
28. October 1999
January 2000 915-5
Section 915 Pilot’s Operating Handbook
GARMIN GNS 430 EA 400

915.3 Section 3 - Emergency Procedures

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 sys-

tem will flag and no longer provide GPS based navigational gui-
dance. 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 enrou-

te, terminal, or initial approach phase of flight, continue to navi-
gate 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 naviga-
tion, position must be verified every 15 minutes using the GNS
430s VOR/ILS receiver or another IFR approved navigation sys-
tem.

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.

915.4 Section 4 - Normal Procedures

1 Detailed Operating Procedures
Normal operating procedures are described in the GARMIN
GNS 430 Pilots Guide, P/N 19000140-00, Rev. A, dated Decem-
ber 1998, or later appropriate revision.

915-6 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 915
EA 400 GARMIN GNS 430

2 Pilot’s Display
The GNS 430 System data will appear on the Pilots EHSI. The
source of data is either GPS or VLOC as annunciated on the dis-
play 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 Sys-
tems. 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 fea-
ture is enabled. This feature provides a method for system naviga-
tion data present on the external indicators to be switched
automatically from GPS guidance to localizer / glide slope gui-
dance at the point of course intercept on a localizer at which GPS
derived course deviation equals localizer derived course deviati-
on. 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 pi-
lots responsibility to ensure correct system navigation data is pre-
sent on the external indicator before continuing a localizer based
approach beyond the final approach fix.

915.5 Section 5 - Performance

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.

Issued: 15.
28. October 1999
January 2000 915-7
Section 915 Pilot’s Operating Handbook
GARMIN GNS 430 EA 400

Intentionally left blank

915-8 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 916
EA 400

GARMIN GTX 320

Transponder

Table of Contents

Paragraph Page
916.1 Section 1 - General ........................................................................... 916-3
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
916.2 Section 2 - Limitations ................................................................... 916-5
916.3 Section 3 - Emergency Procedures .......................................... 916-5
916.3a Important Codes .................................................................................. 916-5
916.4 Section 4 - Normal Procedures .................................................. 916-5
916.5 Section 5 - Performance ................................................................ 916-5

Issued: 15.
28. October 1999
January 2000 916-1
Section 916 Pilot’s Operating Handbook
EA 400

Intentionally left blank

916-2 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 916
EA 400 GARMIN GTX 320

916 GARMIN GTX 320

Ident Button Reply Light

GARMIN GTX 320

2 3 4 IDENT

ON
SBY ALT
OFF TST

Function Selection Knob

Code Selection Knobs

Figure 916-1

916.1 Section 1 - General

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 sig-
nals that do not contain altitude information.
Issued: 15.
28. October 1999
January 2000 916-3
Section 916 Pilot’s Operating Handbook
GARMIN GTX 320 EA 400

• ALT - Activates all of the necessary circuitry (transponder to

optional altitude digitizer and return) to respond to ATC alti-
tude interrogations and aircraft identification interrogations
with standard pressure altitude (29.92 inches Hg). The ALT po-
sition may be used in aircraft that are not equipped with the op-
tional altitude digitizer, however, the only response will be dis-
creet signals that do not contain altitude information.
• TST - Turning the switch to the TST position tests the reply in-
dicator. 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 re-
quest 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 applica-
ble to transponder utilization for VFR flight.
When making routine code changes, you should avoid inadver-
tent selection of codes 7500, 7600, or 7700 thereby causing mo-
mentary 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.

916-4 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 916
EA 400 GARMIN GTX 320

916.1c IDENT Button

On occasion, the controller will request “SQUAWK IDENT”.
Respond by momentarily pressing and releasing the IDENT but-
ton. Pressing the IDENT button activates the Special Position
Identification Pulse (SPI) for approximately 20 seconds identify-
ing 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.

916.2 Section 2 - Limitations

Not applicable

916.3 Section 3 - Emergency Procedures

916.3a Important Codes
7600 - Loss of Communications.
7500 - Hijacking (Never assigned by ATC without prior notifica-
tion of the pilot that his or her aircraft is subject to unlawful inter-
ference).
7700 - Emergency (All secondary surveillance radar sites are rea-
dy to receive this code at all times).
See the Airman’s Information Manual (AIM) for a detailed ex-
planation of identification codes.

916.4 Section 4 - Normal Procedures

Not applicable

916.5 Section 5 - Performance

Not applicable

Issued: 15.
28. October 1999
January 2000 916-5
Section 916 Pilot’s Operating Handbook
GARMIN GTX 320 EA 400

Intentionally left blank

916-6 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 917
EA 400

GARMIN GMA 340

Audio Panel

Table of Contents

Paragraph Page
917.1 Section 1 - General ........................................................................... 917-3
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
917.2 Section 2 - Limitations ................................................................... 917-8
917.3 Section 3 - Emergency procedures ........................................... 917-9
917.4 Section 4 - Normal procedures .................................................. 917-9
917.5 Section 5 - Performance ................................................................ 917-9

Issued: 15.
28. October 1999
January 2000 917-1
Section 917 Pilot’s Operating Handbook
EA 400

Intentionally left blank

917-2 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 917
EA 400 GARMIN GMA 340

917 GARMIN GMA 340

917.1 Section 1 - General

1 2 3 13 18 16 17

GARMIN GMA 340

MKR
A O M MUTE
COM1 COM2 COM3 NAV1 NAV2 DME ADF TEST

SQ HI SPKR PILOT
SQ
LO
OFF/ COM1 COM2 COM3 COM CABIN AUDIO CS ISOLATION VOL
VOL MIC MIC MIC 1/2
SENS PA CREW PULL
PASS
PILOT VOL COPILOT

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

Issued: 15.
28. October 1999
January 2000 917-3
Section 917 Pilot’s Operating Handbook
GARMIN GMA 340 EA 400

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 guidan-
ce 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 acti-
ve.

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 copi-
lot 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 simulta-
neously 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

917-4 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 917
EA 400 GARMIN GMA 340

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 inter-

lock system, the split COM function may not work properly
unless the interlock feature is disabled. Refer to the radios in-
stallation manual for guidance. GARMIN makes no expres-
sed 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 mu-
ted when a COM microphone is keyed. Speaker level is adjustab-
le 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 corre-
sponding 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 functi-
on. 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- mu-
ted input. These inputs are compatible with popular portable en-
tertainment devices such as cassette tape or CD players. The

Issued: 15.
28. October 1999
January 2000 917-5
Section 917 Pilot’s Operating Handbook
GARMIN GMA 340 EA 400

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 inter-
com mode (see paragraph 917.1j).

917.1j Intercom System (ICS)

Intercom volume and squelch (VOX) are adjusted using the follo-
wing 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 rota-
tion 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 po-
sition.
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 sing-
le-gate systems and reduces the amount of background noise in
the headphones during cockpit communications. After the opera-
tor has stopped talking, the intercom channel remains momentari-
ly 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 se-
lected. These modes allow different degrees of interaction bet-
ween 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.

917-6 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 917
EA 400 GARMIN GMA 340

• CREW mode places the pilot and copilot on a common ICS

communication channel. The passengers are on their own inter-
com 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 ev-
eryone plugged in to the GMA 340. Aircraft radios are also
heard by all.
• MUSIC1 and MUSIC2 stereo entertainment inputs are af-
fected by the intercom mode selected.
The following table summarizes the ICS operation for the diffe-
rent modes supported by the GMA 340.

Pilot he- Copilot Passen-

Mode MUSIC1 Muting Triggered By
ars hears gers hear

PILOT Selected Copilot. Passengers. Copilot or passenger ICS

Radios. Passengers. Copilot. activity.
Pilot. MUSIC1. MUSIC1.
CREW Selected Selected Passengers. A/C radio activity.
Radios. Radios. MUSIC2. MKR activity.
Pilot. Pilot. Pilot or Copilot ICS activity.
Copilot. Copilot.
MUSIC1. MUSIC1.
ALL Selected Selected Selected A/C radio activity.
Radios. Radios. Radios. MKR activity.
Pilot. Pilot. Pilot. ICS activity.
Copilot. Copilot. Copilot.
Passengers Passengers. Passengers.
. MUSIC1. MUSIC1. MUSIC1.

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 cer-
tain instances, to identify an airway. In addition to the normal
marker beacon functions, the GMA 340 provides an intuitive au-
dio muting function. The lamps illuminate, and an associated
keyed-tone is heard (when MKR audio is selected), when the air-
craft passes over a 75 MHz marker beacon transmitter.

Issued: 15.
28. October 1999
January 2000 917-7
Section 917 Pilot’s Operating Handbook
GARMIN GMA 340 EA 400

The lamp and audio keying for ILS approach operation are sum-
marized 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 eit-
her 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 se-
cond 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 lon-
ger 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.).

917.2 Section 2 - Limitations

Not applicable

917-8 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 917
EA 400 GARMIN GMA 340

917.3 Section 3 - Emergency procedures

Not applicable

917.4 Section 4 - Normal procedures

Not applicable

917.5 Section 5 - Performance

Not applicable

Issued: 15.
28. October 1999
January 2000 917-9
Section 917 Pilot’s Operating Handbook
GARMIN GMA 340 EA 400

Intentionally left blank

917-10 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 918
EA 400

LITEF LCR-92 with CCU EA-85511

Attitude and Heading Reference System
with Remote Panel

Table of Contents

Paragraph Page
918.1 Section 1 - General ........................................................................... 918-3
918.2 Section 2 - Limitations ................................................................... 918-3
918.3 Section 3 - Emergency Procedures .......................................... 918-3
918.4 Section 4 - Normal Procedures .................................................. 918-3
918.5 Section 5 - Performance ................................................................ 918-5

Issued: 15.
28. October 1999
January 2000 918-1
Section 918 Pilot’s Operating Handbook
EA 400

Intentionally left blank

918-2 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 918
EA 400 LITEF LCR-92 with CCU EA-85511

918 LITEF LCR-92 with CCU EA-85511

918.1 Section 1 - General

The LITEF LCR-92 Attitude and Heading Reference System
generates data to be displayed on the EHSI and the EADI. The at-
titude accuracy is better than 2°. The horizontal gyro is aligned
for a magnetic declination of
1° West.
The Compass Control Unit Slaving Meter
is located on the left side of - +
the left main panel. The unit Slave / free Gyro
Toggle
provides selectable “slaved SLAVE FREE

gyro” or “free gyro” modes

CCW CW
(upper switch). Operating in
the free mode the LCR-92 CCW / CW
Heading Drive
has a drift rate of better than Toggle
9°/hour.
Manual slaving capability
“cw” (clockwise) and “ccw” (counterclockwise) is available
when the system is in “free gyro” mode while a visual meter dis-
plays the slaving error.

Note Recommendations concerning the operation in free mode are

given in figure 918-1.

918.2 Section 2 - Limitations

Not Applicable.

918.3 Section 3 - Emergency Procedures

Not Applicable.

918.4 Section 4 - Normal Procedures

Not Applicable.

Issued: 15.
28. October 1999
January 2000 918-3
 180° 150°W 120°W 90°W 60°W 30°W 0° 30°E 60°E 90°E 120°E 150°E 180°

918-4
Southern Limit of recommended free mode operation area Section 918
80°N

70°N

60°N
50°N
LITEF LCR-92 with CCU EA-85511

0°

Figure 918-1
50°S
60°S
Area of recommended free mode operation

Issued:
70°S

Issued: 15.
Compiled from data obtained from
80°S
World Data Center C2 for Geomagnetism, Kyoto

28. October
IGRF (International Geomagnetism Reference Field)

January 2000
1999
EA 400
Pilot’s Operating Handbook
Pilot’s Operating Handbook Section 918
EA 400 LITEF LCR-92 with CCU EA-85511

918.5 Section 5 - Performance

Not Applicable

Issued: 15.
28. October 1999
January 2000 918-5
Section 918 Pilot’s Operating Handbook
LITEF LCR-92 with CCU EA-85511 EA 400

Intentionally left blank

918-6 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 919
EA 400

BENDIX/KING KDM 706A

DME System

Table of Contents

Paragraph Page
919.1 Section 1 - General ........................................................................... 919-3
919.2 Section 2 - Limitations ................................................................... 919-3
919.3 Section 3 - Emergency Procedures .......................................... 919-3
919.4 Section 4 - Normal Procedures .................................................. 919-3
919.5 Section 5 - Performance ................................................................ 919-3

Issued: 15.
28. October 1999
January 2000 919-1
Section 919 Pilot’s Operating Handbook
EA 400

Intentionally left blank

919-2 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 919
EA 400 BENDIX/KING KDM 706A

919 BENDIX/KING KDM 706A

919.1 Section 1 - General

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 dis-
played 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.

919.2 Section 2 - Limitations

Not applicable

919.3 Section 3 - Emergency Procedures

Not applicable

919.4 Section 4 - Normal Procedures

Not applicable

919.5 Section 5 - Performance

Not applicable

Issued: 15.
11. October 1999
January 2002 919-3
Section 919 Pilot’s Operating Handbook
BENDIX/KING KDM 706A EA 400

Intentionally left blank

919-4 Issued:
Issued: 15.
28. October 1999
January 2000
Pilot’s Operating Handbook Section 920
EA 400

GARMIN GTX 327

Transponder

Table of Contents

Paragraph Page
920.1 Section 1 - General ........................................................................... 920-3
920.1a Mode Selection Keys ........................................................................ 920-4
920.1b Code Selection..................................................................................... 920-4
920.1c Keys for other GTX 327 Functions ............................................. 920-5
920.2 Section 2 - Limitations ................................................................... 920-6
920.3 Section 3 - Emergency Procedures .......................................... 920-6
920.3a Important Codes .................................................................................. 920-6
920.4 Section 4 - Normal Procedures .................................................. 920-7
920.5 Section 5 - Performance ................................................................ 920-7

Issued: 15.
11. October
May 20051999 920-1
Section 920 Pilot’s Operating Handbook
EA 400

Intentionally left blank

920-2 Issued: 15. October

Issued: 1999
13. July 2001
Pilot’s Operating Handbook Section 920
EA 400 GARMIN GTX 327

920 GARMIN GTX 327

920.1 Section 1 - General

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, re-
ceiving ground radar interrogations at 1030 MHz and transmit-
ting a coded response of pulses to ground-based radar on a
frequency of 1090 MHz.

Notes The GTX 327 owner accepts all responsibility for obtaining
the proper license before using the transponder.

GARMIN GTX327
Figure 920-1
The coverage you can expect from the GTX 327 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.

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

Issued: 15.
13. October
July 20011999 920-3
Section 920 Pilot’s Operating Handbook
GARMIN GTX 327 EA 400

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 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.

ON 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. Re-
plies do not include altitude information.

ALT 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 interroga-
tions, as indicated by the Reply Symbol. Replies to altitude inter-
rogations 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 Configu-
ration Mode.

Important Codes:

1200 The VFR code for any altitude in the US (Refer to ICAO stan-
dards elsewhere)

7500 Hijack code (Aircraft is subject to unlawful interference)

920-4 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 920
EA 400 GARMIN GTX 327

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 auto-
mated 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 Pressing the IDENT key activates the Special Position Identifica-
tion (SPI) Pulse for 18 seconds, identifying your transponder re-
turn 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.

VFR Sets the transponder code to the pre-programmed VFR code se-
lected in the Configuration Mode. Pressing the VFR key again
will restore the previous identification code.

START/STOP Starts and stops the Count Up and Count Down timers.

CRSR Initiates entry of starting time for the Count Down timer and can-
cels transponder code entry.

CLR Resets the Count Up and Count Down timers and cancels the pre-
vious 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.

Issued: 15.
11. October
May 20051999 920-5
Section 920 Pilot’s Operating Handbook
GARMIN GTX 327 EA 400

FUNC Changes the page shown on the right side of the display. Dis-
played 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 de-
scription below):

1 Screen Description:

PRESSURE Displays the altitude data supplied to GTX 327 in feet, hundreds
ALT of feets (i.e., flight level), or meters, depending on configuration.

FLIGHT Displays the Flight Time, which is controlled by the

TIME START/STOP key. A squat switch control for this function is not
available in the EA 400.

COUNT UP Controlled by the START/STOP and CLR keys.

TIMER

COUNT Controlled by START/STOP, CLR, and CRSR keys. The initial

DOWN Count Down time is entered with the 0 - 9 keys.
TIMER

CONTRAST This page is only displayed if manual contrast mode is selected in

Configuration Mode. Contrast is controlled by the 8 and 9 keys.

DISPLAY This page is only displayed if manual backlighting mode is

selected on Configuration Mode. Backlighting is controlled by
the 8 and 9 keys.

920.2 Section 2 - Limitations

Not applicable.

920.3 Section 3 - Emergency Procedures

920.3a Important Codes
7600 - Loss of communications.
7500 - Hijacking.

920-6 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 920
EA 400 GARMIN GTX 327

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 ex-
planation of identification codes.

920.4 Section 4 - Normal Procedures

Not applicable.

920.5 Section 5 - Performance

Not applicable.

Issued: 15.
11. October
May 20051999 920-7
Section 920 Pilot’s Operating Handbook
GARMIN GTX 327 EA 400

Intentionally left blank

920-8 Issued: 15. October

Issued: 1999
13. July 2001
Pilot’s Operating Handbook Section 921
EA 400

Moritz
Instrumentation Package

Table of Contents

Paragraph Page
921.1 Section 1 - General ........................................................................... 921-3
921.2 Section 2 - Limitations ................................................................... 921-7
921.2a Miscellaneous Instrument Markings ........................................... 921-7
921.3 Section 3 - Emergency Procedures .......................................... 921-7
921.3a Instrument Failure Detection .......................................................... 921-7
921.3b Alternator Overload Condition ...................................................... 921-7
921.4 Section 4 - Normal Procedures .................................................. 921-8
921.5 Section 5 - Performance ................................................................ 921-8

Issued: 15.
13. October 1999
September 2001 921-1
Section 921 Pilot’s Operating Handbook
EA 400

Intentionally left blank

921-2 Issued:
Issued: 13.15. October 2001
September 1999
Pilot’s Operating Handbook Section 921
EA 400 Moritz Instrumentation Package

921 Moritz Instrumentation Package

921.1 Section 1 - General

The Moritz Instrumentation Package consists of an annunciator
panel, two engine instruments clusters, a digital Volt/Amp Indi-
cator, an EXTRA-built dimmer panel, and a conventional CHT
Indicator.

Figure 921-1

The annunciator panel shown in figure 921-2 combines all warn-

ing 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.

Issued: 15.
13. October 1999
September 2001 921-3
Section 921 Pilot’s Operating Handbook
Moritz Instrumentation Package EA 400

Figure 921-2

921-4 Issued:
Issued: 13.15. October 2001
September 1999
Pilot’s Operating Handbook Section 921
EA 400 Moritz Instrumentation Package

Figure 921-3

Issued: 15.
13. October 1999
September 2001 921-5
Section 921 Pilot’s Operating Handbook
Moritz Instrumentation Package EA 400

Figure 921-4

921-6 Issued:
Issued: 13.15. October 2001
September 1999
Pilot’s Operating Handbook Section 921
EA 400 Moritz Instrumentation Package

921.2 Section 2 - Limitations

921.2a Miscellaneous Instrument Markings
Instrument markings of Voltmeter not applicable due to digital
indication.

921.3 Section 3 - Emergency Procedures

921.3a Instrument Failure Detection
The following information shall enable the pilot to detect an in-
strument 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:

Pointer and Display Indication

Input Type
Short Condition Open Condition

Frequency
Minimum Minimum
(RPM, FF)
Resistive
Minimum Maximum
(OAT, WT, OT)
Thermocouple Cockpit Falling
(EGT, TIT) Temperature Temperature
Voltage
Minimum Minimum
(MAP, FP, OP, FQ)

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.

Issued: 15.
13. October 1999
September 2001 921-7
Section 921 Pilot’s Operating Handbook
Moritz Instrumentation Package EA 400

921.4 Section 4 - Normal Procedures

Not affected.

921.5 Section 5 - Performance

Not affected.

921-8 Issued:
Issued: 13.15. October 2001
September 1999
Pilot’s Operating Handbook Section 922
EA 400

GARMIN GNS 530

VHF Communication Transceiver/
VOR/ISL Receiver / GPS Receiver

Table of Contents

Paragraph Page
922.1 Section 1 - General ........................................................................... 922-3
922.2 Section 2 - Limitations ................................................................... 922-4
922.3 Section 3 - Emergency Procedures .......................................... 922-6
922.3a Abnormal Procedures ........................................................................ 922-6
922.4 Section 4 - Normal Procedures .................................................. 922-7
922.5 Section 5 - Performance ................................................................ 922-8
922.6 Section 6 - Weight and Balance ................................................. 922-8
922.7 Section 7 - Airplane and System Descriptions ................... 922-8

Issued: 15.
11. October 1999
January 2002 922-1
Section 922 Pilot’s Operating Handbook
EA 400

Intentionally left blank

922-2 Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook Section 922
EA 400 GARMIN GNS 530

922 GARMIN GNS 530

922.1 Section 1 - General

1 The GNS 530 System is a fully integrated, panel mounted instru-
ment, which contains a VHF Communications Transceiver, a
VOR/ILS receiver, and a Global Positioning System (GPS) Navi-
gation computer. The system consists of a GPS antenna, GPS Re-
ceiver, 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 Con-
trol. 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, re-
cover 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 ad-

equate usable signals, it has been demonstrated capable of and
has been shown to meet the accuracy specifications for:

a VFR/IFR en-route, terminal, and non-precision instrument ap-

proach (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.

b One of the approved sensors, for a single or dual GNS 530 instal-
lation, for North Atlantic Minimum Navigation Performance
Specification (MNPS) Airspace in accordance with AC 91-49
and AC 120-33.

c 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) coor-

dinate reference datum. Navigation data is based upon use of only
Issued: 11.
15. January
October 2002
1999 922-3
Section 922 Pilot’s Operating Handbook
GARMIN GNS 530 EA 400

the Global Positioning System (GPS) operated by the United

States of America.

922.2 Section 2 - Limitations

1 The GARMIN GNS 530 Pilot’s Guide, P/N 190-00181-00, Rev.
A, dated April 2000 or later appropriate revision must be immedi-
ately available to the flight crew whenever navigation is predi-
cated on the use of the system.

The GARMIN 500 Series Pilot’s Guide Addendum, Display In-

terface for Traffic and Weather Data, must be immediately avail-
able to the flight crew if the BFGoodrich WX-500 Stormscope or
the BFGoodrich SKYWATCHTM 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 sys-
tem 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 cur-
rency of the data base or verifies each selected waypoint for accu-
racy 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-

922-4 Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook Section 922
EA 400 GARMIN GNS 530

proved 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 con-

ducted in the approach mode and Receiver Autonomous Integrity
Monitoring (RAIM) must be available at the Final Approach Fix.

b 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.

c Use of the GNS 530 VOR/ILS receiver to fly approaches not ap-
proved for GPS require VOR/ILS navigation data to be present on
the external indicator.

d 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, the aircraft must have the operational
equipment capable of using that navigation aid, and the required
navigation aid must be operational.

e VNAV information may be utilized for advisory information

only. Use of VNAV information for Instrument Approach Proce-
dures does not guarantee step-down fix altitude protection, or ar-
rival 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 dis, spd.........nm, kt (sets navigation units to „nautical miles“ and

„knots“)

b alt, vs............ft fpm (sets altitude units to „feet“ and „feet per
minute“)

c map datum....WGS 84 (sets map datum to WGS 84, see note be-
low)

d posn................deg min (sets navigation grid units to decimal

minutes)

Issued: 15.
11. October 1999
January 2002 922-5
Section 922 Pilot’s Operating Handbook
GARMIN GNS 530 EA 400

NOTE In some areas outside the United States, datums other than
WGS-84 or NAD-83 may be used. If the GNS 530 is autho-
rized for use by the appropriate Airworthiness authority, the
required geodetic datum must be set in the GNS 530 prior to
its use for navigation.

922.3 Section 3 - Emergency Procedures

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 sys-

tem will flag and no longer provide GPS based navigational guid-
ance. 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 appropri-
ate 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 naviga-
tion system.

4 IF „RAIM IS NOT AVAILABLE“ message is displayed while

on the final approach segment, GPS based navigation will con-
tinue for up to 5 minutes with approach CDI sensitivity (0.3 nauti-
cal mile). After 5 minutes the system will flag and no longer
provide course guidance with approach sensitivity. Missed ap-
proach 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.

922-6 Issued:
Issued: 15.
11. October 1999
January 2002
Pilot’s Operating Handbook Section 922
EA 400 GARMIN GNS 530

922.4 Section 4 - Normal Procedures

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.

2 Pilot’s Display
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 dis-
play above the CDI key.

3 Autopilot/Flight Director Operation

Coupling of the GNS 530 System steering information to the au-
topilot/flight director can be accomplished by engaging the auto-
pilot/flight director in the NAV or APR mode.
When the autopilot/flight director system is using course infor-
mation 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) indi-
cated by the GNS 530. For detailed autopilot/flight director oper-
ational 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 de-
tailed crossfill operating instructions.

5 Automatic Localizer Course Capture

By default, the GNS 530 automatic localizer course capture fea-
ture is enabled. This feature provides a method for system naviga-
tion data present on the external indicators to be switched
automatically from GPS guidance to localizer / glide slope guid-
ance 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 navi-
gation 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.

Issued: 15.
11. October 1999
January 2002 922-7
Section 922 Pilot’s Operating Handbook
GARMIN GNS 530 EA 400

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 in-
structions regarding the interface of the GNS 530 with the
WX-500, refer to the WX-500 Pilot’s Guide and the GNS 530 Pi-
lot’s Guide Addendum for the WX-500 Stormscope interface.

7 Display of Traffic Advisory Data

Traffic data detected by the BFGoodrich SKYWATCHTM Traffic
Advisory System (TAS) or compatible systems will appear on the
moving map and traffic display pages of the GNS 530. For de-
tailed 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.

922.5 Section 5 - Performance

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: 15. October 1999

Issued: 11. January 2002
Pilot’s Operating Handbook Section 923
EA 400

Ice Protection System

Table of Contents
Paragraph Page
923.1 Section 1 - General ........................................................................... 923-3
923.1a Definitions ............................................................................................. 923-3
923.2 Section 2 - Limitations ................................................................... 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
923.3 Section 3 - Emergency Procedures .......................................... 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
923.4 Section 4 - Normal Procedures .................................................. 923-7
923.4a Preflight
.................................................................................................. 923-9
923.4b In Flight
................................................................................................ 923-10
923.4c Landing ................................................................................................ 923-11
923.5 Section 5 - Performance .............................................................. 923-12
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

Issued: 15. October

July 20021999 923-1
Section 923 Pilot’s Operating Handbook
EA 400

Intentionally left blank

923-2 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 923
EA 400 Ice Protection System

923 Ice Protection System

923.1 Section 1 - General

This supplement supplies information necessary for the operation
of the airplane’s Ice Protection System.

923.1 Definitions

Residual ice Ice immediate after boot inflation

Intercycle ice Ice accretion between boot inflation

923.2 Section 2 - Limitations

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 con-
tinuous 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 condi-
tions more severe than those of FAR 25, Appendix C. There-
fore, flight in those conditions may exceed the capabilities of
the ice protection system.

Warning Severe icing may result from environmental conditions out-

side 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 pro-
tection 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 certifi-
cated shall be determined by the following visual cues. If one
or more of these visual cues exists, immediately request prior-
ity handling from Air Traffic Control to facilitate a route or
an altitude change to exit the icing conditions.
Issued: 15. October
July 20021999 923-3
Section 923 Pilot’s Operating Handbook
Ice Protection System EA 400

- 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 charac-
teristics, use of the autopilot is prohibited when any of the vi-
sual 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 fol-
lowing placard must be installed in full view of the pilot.
WARNING
THIS AIRCRAFT IS NOT APPROVED FOR FLIGHT IN
ICING CONDITIONS

923-4 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 923
EA 400 Ice Protection System

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 ic-
ing condition is defined as visually detected ice, or the presence
of visible moisture in any form at an indicated outside air temper-
ature (OAT) of +4° C or below.

923.2f Autopilot Operation In Icing Conditions

Autopilot operation is prohibited when operating in icing condi-
tions which are outside the FAR defined conditions as stated in
the meteorological conditions paragraph 923.2.

923.3 Section 3 - Emergency Procedures

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 posi-
tive 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 neces-
sary.

Issued: 15. October

July 20021999 923-5
Section 923 Pilot’s Operating Handbook
Ice Protection System EA 400

923.3 Alternator Failure In Icing Conditions (Alternator 1

Or Alternator 2 Annunciator Light Illuminated)

SHUT OFF electrical equipment except the following:

Switch Section Switch
EFIS
AVIONIC MASTER
RADIO 1
STROBE
NAV
LIGHTS MAP
INSTR
ICE
CABIN PRESS
PITOT L (no stall warning!)
PROP
DEICE
WINDSH
BOOTS
Left Side Panel 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 condi-
tions.

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

923-6 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 923
EA 400 Ice Protection System

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 condi-
tions.

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. Im-
mediate 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

923.4 Section 4 - Normal Procedures

The EA 400 is approved for flight into icing conditions when the
complete Ice Protection System is installed and operational. Op-
erating in icing conditions of Continuous Maximum and Inter-
mittent 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 Se-
vere” 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 out-
side air temperature when flying in clouds or precipitation.
Clouds which are dark and with sharply defined edges usually

Issued: 15. October

July 20021999 923-7
Section 923 Pilot’s Operating Handbook
Ice Protection System EA 400

have high water content and should be avoided whenever possi-

ble. 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 adher-
ing 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 ic-
ing may form at temperatures as cold as -18 degrees Celsius, in-
creased 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 con-
ditions 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 condi-
tions more severe than those for which the airplane has been cer-
tificated.
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 dis-
engage the autopilot.
If an unusual roll response or uncommanded roll control move-
ment 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.

923-8 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 923
EA 400 Ice Protection System

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 sec-
onds.

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 fol-
lows:

1 Actuate the BOOTS switch - the boots will inflate through two
phases: inboard wing, and then the outboard wing and empen-
nage 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 annunci-
ator panel. Select the WINDSH switch to the OFF position.
Check the operation of each alternator by observing that the am-
meter indicates an output when the other ALT switch is selected

Issued: 15. October

July 20021999 923-9
Section 923 Pilot’s Operating Handbook
Ice Protection System EA 400

OFF. Ensure that both ALT 1 and ALT 2 switches are returned to
ON.
During engine run-up, check that both vacuum pumps are operat-
ing 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 pro-
tection system is no guarantee for a clean aircraft. In any case
the airplane must be free of frost, snow, and ice at the com-
mencement of take-off.

923.4a In Flight
Icing conditions of any kind should be avoided whenever possi-
ble, since any minor malfunction which may occur is potentially
more serious in icing conditions. Continuous attention by the pi-
lot is required to monitor for the presents of ice accretion.
Before entering probable icing conditions use the following pro-
cedure:
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 in-
board wing boot for night inspection of ice accretion.
Relieve propeller unbalance (if required) by exercising propeller
control briefly. Repeat as required.

Note For accurate magnetic compass readings, turn the WINDSH

switch OFF momentarily.

Warning 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.

923-10 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 923
EA 400 Ice Protection System

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 condi-
tion.

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 condi-
tions. This power may be used with no time limit at the discre-
tion 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 for-
mation 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 air-

plane, 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

Issued: 15. October

July 20021999 923-11
Section 923 Pilot’s Operating Handbook
Ice Protection System EA 400

Increase full flap landing data from Section 5 of POH/AFM by

20%
Airspeed (flap 15°) . . 30° flap approach speed plus 13 KIAS

923.5 Section 5 - Performance

Significant climb and cruise performance degradation, range re-
duction, 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 air-
plane. Stall speeds increase significantly with even small accu-
mulation of ice on the wing leading edges. The first 1/4 inch of ice
accumulation on the wing leading edge causes the most rapid in-
crease in stall speed. Additional ice accumulation on the wing
leading edges results in a continued increase in stall speed, al-
though at a less rapid rate.

923.5a Maximum Rate Of Climb -Flaps Up

Residual and intercycle ice on the protected areas and ice accu-
mulation 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 sig-
nificant loss in normal rate of climb.

923.5b Rate Of Climb - Balked Landing

Residual and intercycle ice on the protected areas and ice accu-
mulation 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 per-
formance.

923-12 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 923
EA 400 Ice Protection System

923.5c Landing Distance

When the aircraft has encountered icing conditions, flap deflec-
tion is limited to 15° as a MAXIMUM. An icing condition is de-
fined 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 Residual and intercycle ice on the protected areas and ice ac-
cumulation 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 continu-
ous power is required to maintain 130 KIAS immediate ac-
tion should be taken to exit icing conditions.

NOTE When icing conditions are encountered, loss of cruise air-

speed and increased fuel flow resulting from higher than nor-
mal 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, elec-
tro thermal propeller deice pads, electrically heated portion of the

Issued: 15. October

July 20021999 923-13
Section 923 Pilot’s Operating Handbook
Ice Protection System EA 400

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 for-
ward portion of the Left Side Panel. Controls for the ice protec-
tion 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 pe-

riod 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 en-
counter 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.

923-14 Issued: 15. October

Issued: 1999
15. July 2002
Pilot’s Operating Handbook Section 924
EA 400

GARMIN GTX 330

Mode S Transponder

Table of Contents

Paragraph Page
924.1 Section 1 - General ........................................................................... 924-3
924.1a Mode Selection Keys ........................................................................ 924-4
924.1b Code Selection..................................................................................... 924-5
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
924.2 Section 2 - Limitations ................................................................... 924-8
924.3 Section 3 - Emergency Procedures .......................................... 924-8
924.3a Important Codes .................................................................................. 924-8
924.4 Section 4 - Normal Procedures .................................................. 924-8
924.5 Section 5 - Performance ................................................................ 924-9

Issued: 15.
11. October
May 20051999 924-1
Section 924 Pilot’s Operating Handbook
EA 400

Intentionally left blank

924-2 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 924
EA 400 GARMIN GTX 330

924 GARMIN GTX 330

924.1 Section 1 - General

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 Traf-
fic 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 interro-
gations 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 trans-
mit/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 op-
eration, 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 sec-
ond one will stay in the stand-by mode depending on the ATC se-
lector switch setting (ATC 1 or ATC 2 position).

Issued: 15.
11. October
May 20051999 924-3
Section 924 Pilot’s Operating Handbook
GARMIN GTX 330 EA 400

The Traffic Information Service (TIS) is not available in this in-

stallation.

Notes The GTX 330 owner accepts all responsibility for obtaining
the proper license before using the transponder.

The coverage you can expect from the GTX 330 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.

Caution The GTX 330 should be turned off before starting or shutting
down aircraft engine.

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 Selects the standby mode displaying the last active identification
code. When in standby mode, the transponder will not reply to
any interrogations.

ON Selects Mode A. At power on the last active identification code

will be selected. In this mode the transponder replies to interroga-
tions, as indicated by the Reply Symbol. Replies do not include
altitude information.

ALT 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 interroga-
tions, as indicated by the Reply Symbol. Replies to altitude inter-
rogations include standard pressure altitude received from
Shadin blind encoder 8800T.

924-4 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 924
EA 400 GARMIN GTX 330

924.1b 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. 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 bright-
ness, and in the Configuration Mode.

Important Codes:

1200 The VFR code for any altitude in the US (Refer to ICAO stan-
dards elsewhere)

7000 The VFR code commonly used in Europe (Refer to ICAO stan-
dards)

0021 The VFR code commonly used in Germany (default is set to 0021
at time of installation)

7500 Hijack code (Aircraft is subject to unlawful interference)

7600 Loss of communications

7700 Emergency

7777 Military interceptor operations (Never squawk this code)

0000 Military use (Not enterable)

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 tran-
sponder code (if available) is utilized to enhance the tracking ca-
pabilities of the ATC facility, therefore care should be taken
when making routine code changes.

Issued: 15.
11. October
May 20051999 924-5
Section 924 Pilot’s Operating Handbook
GARMIN GTX 330 EA 400

924.1c Keys for other GTX 330 Functions

IDENT Pressing the IDENT key activates the Special Position Identifica-
tion (SPI) Pulse for 18 seconds, identifying your transponder re-
turn 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.

VFR 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 identifica-
tion code.

FUNC 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.

START/STOP Starts and stops the Count Up, Count Down and flight timers. In
the Configuration Mode, steps through functions in reverse.

CRSR 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 Configura-
tion Mode.

CLR Resets the Count Up and Count Down timers. Cancels the previ-
ous keypress during code selection and Count Down entry. Re-
turns 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.

924-6 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 924
EA 400 GARMIN GTX 330

924.1d Function Display

PRESSURE Displays the altitude data supplied to GTX 330 in feet, hundreds
ALT 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.

FLIGHT Displays the Flight Time controlled by the START/STOP and

TIME CLR keys when Automated Airborne Determination is config-
ured as normal. Under Automated Airborne Determination con-
trol, the timer begins when lift is sensed by the squat switch.

ALTITUDE The ALTITUDE MONITOR function is not available in this

MONITOR installation.

OAT/DALT The OAT/DALT function is not available in this installation (no

temperature input).

COUNT UP The count up timer is controlled by the START/STOP and CLR

TIMER keys. Pressing the CLR key zeros the display.

COUNT The count down timer is controlled by START/STOP, CLR, and

DOWN CRSR keys. The initial Count Down time is entered with the 0 - 9
TIMER keys. Pressing the CLR key resets the timer to the initial value.

STBY 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.

GND This page is only displayed when the aircraft is on ground. The
transponder does not respond to ATCRBS interrogations.

CONTRAST This page is only displayed if manual contrast mode is selected in

Configuration Mode. Contrast is controlled by the 8 and 9 keys.

DISPLAY 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

Issued: 15.
11. October
May 20051999 924-7
Section 924 Pilot’s Operating Handbook
GARMIN GTX 330 EA 400

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 dis-
played to the right of the altitude, indicating that the altitude is in-
creasing 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 nor-
mal 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 interroga-
tions 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.

924.2 Section 2 - Limitations

Not applicable.

924.3 Section 3 - Emergency Procedures

924.3a Important Codes
7600 - Loss of communications.
7500 - Hijacking.
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 ex-
planation of identification codes.

924.4 Section 4 - Normal Procedures

Not applicable.
924-8 Issued:
Issued: 15. 2005
11. May October 1999
Pilot’s Operating Handbook Section 924
EA 400 GARMIN GTX 330

924.5 Section 5 - Performance

Not applicable.

Issued: 15.
11. October
May 20051999 924-9
Section 924 Pilot’s Operating Handbook
GARMIN GTX 330 EA 400

Intentionally left blank

924-10 Issued:
Issued: 15. 2005
11. May October 1999
Pilot’s Operating Handbook Section 925
EA 400

BENDIX/KING KT 73
Mode S Transponder

Table of Contents

Paragraph Page
925.1 Section 1 - General ........................................................................... 925-3
925.1a Function Selector Knob .................................................................... 925-4
925.1b Code Selection ..................................................................................... 925-5
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
925.2 Section 2 - Limitations ................................................................... 925-8
925.3 Section 3 - Emergency Procedures .......................................... 925-9
925.3a Important Codes .................................................................................. 925-9
925.4 Section 4 - Normal Procedures .................................................. 925-9
925.5 Section 5 - Performance ................................................................ 925-9

Issued: 15.
11. October
May 20051999 925-1
Section 925 Pilot’s Operating Handbook
EA 400

Intentionally left blank

925-2 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 925
EA 400 Bendix/King KT 73

925 Bendix/King KT 73

925.1 Section 1 - General

The BENDIX/KING KT 73 panel mounted Mode S Transponder
is a radio transmitter and receiver that fulfills the role of the air-
borne beacon equipment according to the requirements of the Air
Traffic Radar Beacon System (ATCRBS). Its functionality in-
cludes 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 interro-
gations 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 op-
eration, the KT 73 screen will display pressure altitude. The dis-
played 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 sec-
ond one will stay in the stand-by mode depending on the ATC se-
lector switch setting (ATC 1 or ATC 2 position).

Issued: 15.
11. October
May 20051999 925-3
Section 925 Pilot’s Operating Handbook
Bendix/King KT 73 EA 400

The Traffic Information Service (TIS) and Automatic Dependent

Surveillance-Broadcast (ADS-B) is not available in this installa-
tion.

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 im-
proved 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.

Caution The KT 73 should be turned off before starting or shutting

down aircraft engine.

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 Powers off the KT 73. When the unit is turned to another mode, it
will reply or squitter within two seconds, according to the se-
lected mode.

FLT ID 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.

SBY 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.

TST Selects the Test mode displaying all display segments for a mini-
mum 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.

925-4 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 925
EA 400 Bendix/King KT 73

In addition the display brightness can be manually adjusted by ro-

tating the BRT knob.

GND Selects the Ground mode displaying GND in the altitude win-
dow. 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.

ON 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.

ALT Powers on the transponder in Mode A, C and Mode C. In ALT

mode, the transponder replies to identification and altitude inter-
rogations, as indicated by the Reply Symbol. Replies to altitude
interrogations include standard pressure altitude received from
Shadin blind encoder 8800T.

925.1b Code Selection

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.

Important Codes:

1200 The VFR code for any altitude in the US (Refer to ICAO stan-
dards elsewhere)

7000 The VFR code commonly used in Europe (Refer to ICAO stan-
dards)

0021 The VFR code commonly used in Germany (default is set to 0021
at time of installation)

Issued: 15.
11. October
May 20051999 925-5
Section 925 Pilot’s Operating Handbook
Bendix/King KT 73 EA 400

7500 Hijack code (Aircraft is subject to unlawful interference)

7600 Loss of communications

7700 Emergency

7777 Military interceptor operations (Never squawk this code)

0000 Military use (Not enterable)

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 tran-
sponder code (if available) is utilized to enhance the tracking ca-
pabilities of the ATC facility, therefore care should be taken
when making routine code changes.

925.1c Buttons/selectors for other KT 73 Functions

IDT 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.

VFR 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-

925-6 Issued: 15. 11.

Issued: October 1999
May 2005
Pilot’s Operating Handbook Section 925
EA 400 Bendix/King KT 73

ware revisions on the Altitude window and Ident window for a

minimum of 4 seconds.

FLT ID 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.

CRSR When in FLT ID mode, rotating the CRSR knob (= 1st ATCRBS
Code Selector Knob) will position the cursor (∆) under the char-
acter of the flight ID to be changed.

BRT 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 counter-
clockwise 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 When the ALT mode is selected, the letters FL will be illumi-

nated. The pressure altitude data supplied to the KT 73 is dis-
played in hundreds of feet (i.e., Flight Level) on the left side of
the display, the altitude window. In addition the ID code is dis-
played in the right window, the ident window. A fault in the alti-
tude 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 se-
lected.

SBY SBY is displayed in the altitude window when SBY mode is se-
lected 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-

Issued: 15.
11. October
May 20051999 925-7
Section 925 Pilot’s Operating Handbook
Bendix/King KT 73 EA 400

ture eliminates the need to manually place one of both tran-

sponder in the SBY mode.

GND 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.

FLT IDT The FLT IDT is annunciated and the flight ID is illuminated in
the display area when the FLT ID mode is selected by the Func-
tion Selector Knob.

TEST OK TEST OK is displayed in the Test mode if no faults are detected.

SBY FXYZ If one or more fault is detected in the Test mode, SBY is dis-
played 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, in-
cluding the unique Mode S aircraft address. The programming
mode should not be used during flight. Refer to the KT 73 Instal-
lation 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 automati-
cally 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.

925.2 Section 2 - Limitations

Not applicable.

925-8 Issued:
Issued: 15. 2005
11. May October 1999
Pilot’s Operating Handbook Section 925
EA 400 Bendix/King KT 73

925.3 Section 3 - Emergency Procedures

925.3a Important Codes
7600 - Loss of communications.
7500 - Hijacking.
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 ex-
planation of identification codes.

925.4 Section 4 - Normal Procedures

Not applicable.

925.5 Section 5 - Performance

Not applicable.

Issued: 15.
11. October
May 20051999 925-9
Section 925 Pilot’s Operating Handbook
Bendix/King KT 73 EA 400

intentionally left blank

925-10 Issued: 15. 11.

Issued: October 1999
May 2005