Section 8 Handling, Servicing and Maintenance Table
Pilot’s Operating Handbook Pilot’s Operating Handbook EA400-500 EA400-500
Coverage Log of Revisions
The Pilot’s Operating Handbook in the airplane at the time of Dates of issue for original and revised pages are: Date and sign of LBA approval: delivery from EXTRA Flugzeugproduktions- und Vertriebs- GmbH contains information applicable to the Extra EA 400-500 Original: ...... 04. May 2004 airplane designated by the serial number and registration number shown on the title page of this handbook. This
information is based on data available at the time of publication.
Revisions
Changes and/or additions to this handbook will be covered by revisions published by
EXTRA Flugzeugproduktions- und Vertriebs-GmbH.
These revisions are distributed to EA 400-500 aircraft owners registered by EXTRA Flugzeugproduktions- und Vertriebs-GmbH at the time of revision issuance.
Note It is the responsibility of the owner to maintain this handbook in a current status when it is being used for operational purposes. This handbook is valid only in a current status.
Owners should contact their Extra dealer when ever the revision status of their handbook is in question, for example in case of
the owner has changed.
A revision bar will extend the full length of new or revised text
and/or illustrations added on new or presently existing pages. This bar will be located adjacent to the applicable revised area on the inner margin of the page. All revised pages will carry the revision date.
The following log of effective pages provides the dates of issue for original and revised pages and a listing of all pages in the
handbook.
04. May 2004 i ii 04. May 2004 Pilot’s Operating Handbook Pilot’s Operating Handbook EA400-500 EA400-500
Log of Effective Pages TABLE OF CONTENTS
Page...... Date Page ...... Date Section 1 General Title ...... 04. May 2004 i thru iv ...... 04. May 2004 Section 2 Limitations 1-1 thru 1-18 ...... 04. May 2004 Section 3 Emergency Procedures 2-1 thru 2-38 ...... 04. May 2004 3-1 thru 3-80 ...... 04. May 2004 Section 4 Normal Procedures 4-1 thru 4-44 ...... 04. May 2004 5-1 thru 5-42 ...... 04. May 2004 Section 5 Performance 6-1 thru 6-30 ...... 04. May 2004 Section 6 Weight and Balance and Equipment List 7-1 thru 7-74 ...... 04. May 2004 8-1 thru 8-12 ...... 04. May 2004 Section 7 Description of the Airplane and its Systems 9-1 thru 9-4...... 04. May 2004 901-1 thru 901-16 ...... 04. May 2004 Section 8 Handling, Servicing and Maintenance 902-1 thru 902-12 ...... 04. May 2004 Section 9 Supplements 903-1 thru 903-4 ...... 04. May 2004 904-1 thru 904-14 ...... 04. May 2004 905-1 thru 905-4 ...... 04. May 2004 906-1 thru 906-2 ...... 04. May 2004 907-1 thru 907-2 ...... 04. May 2004 908-1 thru 908-6 ...... 04. May 2004 909-1 thru 909-4 ...... 04. May 2004 910-1 thru 910-4 ...... 04. May 2004 912-1 thru 912-4 ...... 04. May 2004 913-1 thru 913-4 ...... 04. May 2004 914-1 thru 914-2 ...... 04. May 2004 915-1 thru 915-6 ...... 04. May 2004 916-1 thru 916-4 ...... 04. May 2004
917-1 thru 917-8 ...... 04. May 2004 918-1 thru 918-4 ...... 04. May 2004 919-1 thru 919-4 ...... 04. May 2004 920-1 thru 920-6 ...... 04. May 2004 922-1 thru 922-8 ...... 04. May 2004 924-1 thru 924-8 ...... 04. May 2004
Important It is the responsibility of the owner to maintain this POH in
a current status when it is being used for operation purposes. This POH is valid only in a current status.
04. May 2004 iii iv 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
Section 1 1 General General 1.1 Introduction General Table of Contents This Pilot’s Operating Handbook (POH) contains 9 sections including the material required to be furnished to the pilot Paragraph Page by the Joint Aviation Requirements (JAR 23) and 1.1 Introduction General ...... 1-2 constitutes the LBA Approved Airplane Flight Manual. 1.2 Dimension Diagram ...... 1-3 This Manual also constitutes the FAA Approved Airplane 1.2.a Tree View Drawing...... 1-3 Flight Manual for US operations. 1.3 Pilot’s Operating Handbook (POH) ...... 1-4 It also contains supplemental data supplied by the manufacturer 1.3.a Basic POH...... 1-4 firm: 1.3.b Revisions...... 1-4 1.3.c Temporary Revisions ...... 1-4 EXTRA Flugzeugproduktions- und Vertriebs- GmbH 1.3.d Supplements...... 1-5 Flugplatz Dinslaken 1.3.e Supplemental Revisions...... 1-5 Schwarze Heide 21 1.4 Definitions...... 1-6 D-46569 Hünxe 1.4.a Warning, Cautions, Important, Notes...... 1-6 Tel.: (49) 02858. 9137-0 1.4.b “Shall”, “Will”, “Should” and “May”...... 1-6 Fax: (49) 02858. 9137-30 1.5 General Description ...... 1-7 1.5.a Aircraft...... 1-7 1.5.b Noise Level ...... 1-7 and all necessary information for safe and efficient operation of 1.5.c Engine ...... 1-8 the aircraft. These instructions provide you with a general 1.5.d Propeller...... 1-9 knowledge of the aircraft and its characteristics and specific 1.5.e Fuel ...... 1-9 normal and emergency operating procedures. This manual 1.5.f Capacities...... 1-9 provides the best possible operating instructions. 1.5.g Oil ...... 1-10 In addition, the manual takes a “positive approach” and 1.5.h Maximum Certificated Weights...... 1-10 normally states only what you can do. Unusual operations or 1.5.i Cabin and Entry Dimensions ...... 1-10 configurations are prohibited unless specifically covered herein. 1.5.j Baggage Compartment...... 1-10 Clearance must be obtained before any questionable operation 1.5.k Specific Loadings...... 1-10 is attempted, which is not specifically permitted in this manual. 1.6 Symbols, Abbreviations and Terminology...... 1-11 1.6.a General Airspeed Terminology and Symbols ...... 1-11 Section 1 of this manual contains all technical data and 1.6.b Meteorological Terminology ...... 1-13 information of general interests. Further, definitions and 1.6.c Power Terminology ...... 1-14 explanations of commonly used abbreviations, symbols and 1.6.d Engine Controls and Instruments...... 1-15 terms. 1.6.e Airplane Performance and Flight Planning Terminology ...... 1-16 1.6.f Weight and Balance ...... 1-16
1.7 Conversion to U.S. Units...... 1-17
04. May 2004 1-1 1-2 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
1.2 Dimension Diagram 1.3 Pilot’s Operating Handbook (POH) 1.2.a Tree View Drawing 1.3.a Basic POH The basic POH consists of the description of the standard aircraft without optional equipment. The pages are identified by: - Section N°-Page of Section (for example: 1-4) and the date of issuance of the original page.
1.3.b Revisions Changes and/or additions to this handbook will be covered by revisions, published by EXTRA- Flugzeugproduktions- und Vertriebs- GmbH. They are identified by: - Section N°-Page of Section (for example: 1-4) and the date of issuance of the revised page.
These revisions are distributed to EA 400-500 aircraft owners registered by EXTRA- Flugzeugproduktions- und Vertriebs- GmbH at the time of revision issuance. In addition, owners should contact their EXTRA dealer when ever the revision status of their handbook is in question, for example in case of the owner has changed. A revision bar will extend the full length of new or revised text and/or illustrations added on new or presently existing pages. This bar will be located adjacent to the applicable revised area on the inner margin of the page. All revised pages will carry the revision date.
1.3.c Temporary Revisions A Temporary Revision will be issued on urgent matters concerning the owners/operators aircraft. They are identified by “yellow pages” and: - temporary revision No.
They will be replaced in time by an amendment.
Figure 1-1
04. May 2004 1-3 1-4 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
1.3.d Supplements 1.4 Definitions Supplements are provided to insert optional equipment of the 1.4.a Warning, Cautions, Important, Notes aircraft into the standard POH. Standard POH pages plus supplemental pages result in a POH valid for a specific aircraft The following definitions apply to Warnings, Cautions, (e.g. Serial No.). Important and Notes: These pages are identified by: Warning Operating procedures, techniques, etc., which, if not correctly followed may result in personal injury or loss of - Section 9 Subsection N°-Page of Section (for example: 901-4) life. and the date of issuance of the original page. Caution Operating procedures, techniques, etc., which, if not strictly 1.3.e Supplemental Revisions observed may result in damage to equipment.
The information compiled in the Supplemental Pages will be Important Represents an important hint. brought up to date by supplemental revisions. They are identified by: Note An operating procedure, technique, etc., which is considered - Section 9 Subsection N°-Page of Section (for example: 901-4) essential to emphasize. and the date of issuance of the revised page.
1.4.b “Shall”, “Will”, “Should” and “May” The word “shall” or “will” shall be used to express a mandatory requirement. The word “should” shall be used to express non-mandatory provisions. The word “may” shall be used to express permissiveness.
04. May 2004 1-5 1-6 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
1.5 General Description 1.5.c Engine Number of Engines: 1 1.5.a Aircraft Engine Manufacturer: Rolls Royce The EA400-500 is a single engine, turbopropeller, six seat Engine Model Number is : 250-B17F/2 business aircraft with the following main advantages: Main components are: - Fully configurated for dual pilot IFR-day and night operation. - propeller reduction gearbox - Sealed cabin area structurally reinforced for pressurization. - compressor - power and accessory gearbox - Lightning strike protected by combination of conducting - turbine carbon structure and metal bondings. - combustion section - High wing and T-tail designed empennage with extended vertical fin, realizing clear aerodynamic and aircraft control The power control system is divided into: advantages. - gas producer fuel control - propeller power turbine governor assembly - Tricycle, retractable landing gear, equipped with nose wheel - fuel pump and filter assembly steering capability. - fuel nozzle - propeller overspeed governor - propeller overspeed governor reset solenoid energized by the 1.5.b Noise Level overspeed test switch - coordinator The noise level has been established in accordance with FAR 36 Appendix G, as 76.5 dB(A), and with ICAO Annex 16, as Takeoff Power (limited to 5 minutes): 450 SHP1 76.7 dB(A). Maximum Continuous Power: 380 SHP1 No determination has been made by the LBA or the FAA that 1 the noise levels of this aircraft are or should be acceptable or ) ISA conditions at sea level unacceptable for operation at, into, or out of, any airport.
04. May 2004 1-7 1-8 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
1.5.d Propeller 1.5.g Oil Number of Propellers: 1 Engine Oil to be used: Propeller Manufacturer: MT-Propeller Starting min. temperature: Propeller Model Number: MTV-5-1-D-C-F-R(A)/CFR210-56 - MIL-PRF-7808L or later -54 °C (-65 °F) Number of Blades: 5 - MIL-PRF-23699F or later -40 °C (-40 °F) Propeller Diameter: 2.10 m (82.68 in.) Total Oil Capacities: 6.62 l (7 US Quarts) Propeller Type: Constant speed, feather, reverse,
governor controlled, and equipped 1.5.h Maximum Certificated Weights with electrothermal de-icing system and a pitch range of 94°. Maximum allowable Takeoff Weight: 2130 kg (4696 lbs.) Maximum allowable Landing Weight: 2000 kg (4409 lbs.) 1.5.e Fuel Maximum operational Empty Weight (including 2 Crew members): 1599 kg (3525 lbs.) Fuel confirming the following military and commercial specifications are approved for unrestricted use: 1.5.i Cabin and Entry Dimensions ASTM D 1655-03 or later, JET A or A-1 Cabin Width (maximum): 1.39 m (4.56 ft.) Fuel System Icing Inhibitor: Cabin Length (front to rear bulkhead): 4.13 m (13.55 ft.) MIL-DTL-85470B or equivalent in the amount of 0.10 % up to Cabin Height (maximum): 1.24 m (4.07.ft.) 0.15 % by volume. Entry Door Width: 0.68 m (2.23 ft.) Entry Door Height: 1.15 m (3.77 ft.) Emergency Exit Window Width: 0.68 m (2.23 ft.) 1.5.f Capacities Emergency Exit Window Height: 0.50 m (1.64 ft.) Total Fuel Capacity: 680 l (179.6 U.S. Gallons)
Total Usable fuel: 652 l (172.2 U.S. Gallons) 1.5.j Baggage Compartment Unusable fuel: 28 l (7.4 U.S. Gallons) A baggage compartment is available in the aft pressure cabin area behind the passenger seats in the 3rd row. It is primarily intended for luggage and briefcases up to a total mass of 90 kg.
1.5.k Specific Loadings Wing Loading (maximum): 149.3 kg/m2 (30.6 lbs./sq.ft.) Power Loading (maximum): 4.7 kg/BHP (10.4 lbs./BHP)
Note For further information concerning the above mentioned, refer to Chapter 2, Limitations.
04. May 2004 1-9 1-10 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
1.6 Symbols, Abbreviations and Terminology VLO Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or 1.6.a General Airspeed Terminology and Symbols retracted. CAS Calibrated Airspeed means the indicated speed of an aircraft, VNE Never Exceed Speed is the speed limit that may not be exceeded corrected for position and instrument error. Calibrated airspeed at any time. is equal to true airspeed in standard atmosphere at sea level.
VNO Maximum Structural Cruising Speed is the speed that should KCAS Calibrated Airspeed expressed in “knots”. not be exceeded except in smooth air and then only with caution. GS Ground Speed is the speed of an airplane relative to the ground.
VS Stalling Speed or the minimum steady flight speed at which the IAS Indicated Airspeed is the speed of an aircraft as shown in the airplane is controllable. airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error. VSO Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration. KIAS Indicated Airspeed expressed in “knots”.
VX Best Angle-of-Climb Speed is the airspeed which delivers the TAS True Airspeed is the airspeed of an airplane relative to greatest gain of altitude in the shortest possible horizontal undisturbed air which is the CAS corrected for altitude, distance. temperature and compressibility.
VY Best Rate-of-Climb Speed is the airspeed which delivers the VO Operating maneuvering Speed is the maximum speed at which greatest gain in altitude in the shortest possible time. application of full available aerodynamic control will not overstress 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 extended.
04. May 2004 1-11 1-12 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
1.6.b Meteorological Terminology 1.6.c Power Terminology
ISA International Standard Atmosphere in which Takeoff Power The maximum power permissible for takeoff (is time limited to 5 min. max). a The air is a dry perfect gas; Maximum The maximum power for unrestricted periods of use. b The temperature at sea level is 15° Celsius Continuous (59° Fahrenheit); Power (MCP) c The pressure at sea level is 1013.2 mbar (29.92 inches hg.); Flight Idle The minimum power setting required to run an engine that will d The temperature gradient from sea level to the altitude at assure satisfactory engine operation in flight. which the temperature is -56.5°C (-69.7°F) is -1.98°C Ground Idle The minimum power setting required to run an engine that will (-3.564°F) per 1,000 foot and zero above that altitude. assure satisfactory engine operation on ground.
OAT Outside Air Temperature is the free air static temperature, Reverse Power setting used for negative thrust obtained either from inflight temperature indications or ground (must not be used in flight) meteorological sources, adjusted for instrument error and compressibility effects.
Indicated The number actually read from an altimeter when the Pressure barometric subscale has been set to 1013.2 mbar (29.92 in. hg.). Altitude
Pressure Altitude measured from standard sea level pressure Altitude (1013.2 mbar/29.92 0n. hg.) by a pressure or barometric altimeter. It is the indicated pressure altitude corrected for position and instrument error. In this Handbook, altimeter instrument errors are assumed to be zero.
Station Actual atmospheric pressure at field elevation. Pressure
Wind The wind velocities recorded as variables on the charts of this Handbook are to be understood as the headwind or tailwind components of the reported winds.
04. May 2004 1-13 1-14 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
Propeller Speed The propeller speed indicator is the instrument used to identify 1.6.d Engine Controls and Instruments (N2) Gauge the rotational speed of the propeller. The propeller speed is sensed via the power turbine gear train by a tach-generator and Power Control The power control lever allows thrust modulation from Takeoff converted into an indication of RPM output. Lever (full forward position) to Maximum Reverse (aft position). Specific positions on the lever are: Max Power, Flight Idle, Ground Idle and Max Reverse. A “pull to retard” feature will prevent inadvertent lever 1.6.e Airplane Performance and Flight Planning Terminology movement below the flight idle setting when in flight. Climb The demonstrated ratio of the change in height during a portion Condition lever The condition lever allows engine starting and shutdown, Gradient of a climb, to the horizontal distance traversed in the same time propeller feathering and fuel shutoff, and the capability to vary interval. the propeller speed between 93.6 and 100 %. Specific positions are: 100 % Propeller Speed (full forward position), Minimum Demonstrated The demonstrated crosswind velocity is the velocity of the cross Propeller Speed setting, and Fuel Shutoff and Propeller Crosswind wind component for which adequate control of the airplane Feathering (aft position). A “pull to retard” feature will prevent Velocity during takeoff and landing was actually demonstrated during inadvertent lever movement below the minimum propeller certification tests. speed setting when in flight.
Turbine Outlet The turbine outlet temperature indicator is the instrument used Temperature to show the temperature of the gases leaving the 2nd wheel of 1.6.f Weight and Balance (TOT) Gauge the gas producer turbine rotor (°C). Reference An imaginary vertical plane from which all horizontal distances Datum are measured for balance purposes. Torque Gauge The torque indicator is the instrument used to identify the propeller shaft torque. The sensed engine torquemeter oil Station A location along the airplane fuselage usually given in terms of pressure is converted into an indication of torque output, distance from the reference datum. expressed in terms of percent (%). Arm The horizontal distance from the reference datum to the center Oil Pressure The oil pressure indicator is the instrument used to show the of gravity (C.G.) of an item. Gauge pressure (PSI) of the engine oil delivered to the gearbox housing “header” passage (downstream the pressure pump, Moment The product of the weight of an item multiplied by its arm. internal oil filter and oil pressure regulating valve) Center of The point at which an airplane would balance if suspended. Its Oil Temperature The oil temperature indicator is the instrument used to show the Gravity (C.G.) distance from the reference datum is found by dividing the total Gauge temperature (°C) of the engine oil delivered to the engine oil moment by the total weight of the airplane. inlet port at the accessory gearbox. C.G. Arm The arm obtained by adding the airplane’s individual moments Gas Producer The gas producer speed indicator is the instrument used to and dividing the sum by the total weight. Speed (N1) identify the rotational speed of the engine gas producer turbine Gauge rotor. The gas producer speed is sensed via the gas producer C.G. Limits The extreme center of gravity locations within which the gear train by a tach-generator and converted into an indication airplane must be operated at a given weight. of RPM output, expressed in terms of percent (%). Usable Fuel Fuel available for flight planning.
04. May 2004 1-15 1-16 04. May 2004 Pilot’s Operating Handbook Section 1 Section 1 Pilot’s Operating Handbook EA400-500 General General EA400-500
Unusable Fuel Fuel remaining after a runout test has been completed in accordance with certification basis.
Standard Weight of a standard airplane including unusable fuel, full Empty Weight opera 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 INTENTIONALLY LEFT BLANK Weight
Maximum Maximum weight approved for the landing touchdown. Landing Weight
Minimum Standard empty weight plus minimum crew (1 pilot) and fuel Weight for half an hour operating the airplane at maximum continuous power.
Maximum Maximum approved empty weight of airplane including Empty Weight unusable fuel, full operating fluids and full oil.
1.7 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
04. May 2004 1-17 1-18 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
Section 2 2.16.d Tires...... 2-26 2.17 Other Limitations ...... 2-26 Limitations 2.17.a Maximum Operating Altitude Limit...... 2-26 2.17.b Outside Air Temperature Limits...... 2-26 Table of Contents 2.17.c Ground Power Supply Limits ...... 2-26 2.17.d Airstart Envelope Limits...... 2-27 Paragraph Page 2.17.e Structural Temperature/Color Limitation ...... 2-27 2.17.f Maximum Passenger Seating Limits ...... 2-27 2.1 Introduction...... 2-3 2.17.g Limitations for Electrothermal Anti-ice Devices...... 2-27 2.2 Airspeed Limitations...... 2-4 2.17.h Flap Limitations...... 2-28 2.2.a Takeoff and Landing Speeds (KCAS) ...... 2-4 2.17.i Taxiing...... 2-28 2.17.j Reverse Utilization Restriction...... 2-28 2.3 Airspeed Indicator Markings...... 2-5 2.17.k Cross Wind Limitations...... 2-28 2.4 Reserved...... 2-6 2.18 Reserved ...... 2-28 2.5 Engine/Propeller Operating Limitations ...... 2-6 2.19 Reserved ...... 2-28 2.5.a Engine ...... 2-6 2.5.b Propeller...... 2-11 2.20 Placards ...... 2-28 2.6 Engine Instrument Markings...... 2-11 2.7 Miscellaneous Instrument Markings...... 2-12 2.8 Aircraft Weight Limitations...... 2-12
2.9 Center of Gravity Limits ...... 2-13 2.10 Maneuver Limits...... 2-13 2.11 Flight Load Factor Limits ...... 2-13 2.12 Flight Crew Limits...... 2-13 2.13 Kinds of Operation ...... 2-14 2.14 VFR/IFR Operation Equipment List ...... 2-15 2.15 Fuel Limitations ...... 2-21 2.15.a Fuel Quantity ...... 2-21 2.15.b Fuel Pressure...... 2-21 2.15.c Fuel Transfer...... 2-22 2.15.d Fuel Flow ...... 2-22 2.15.e Low Fuel...... 2-22 2.16 System and Equipment Limitations ...... 2-23 2.16.a Electrical Power Supply...... 2-23 2.16.b Hydraulic System Limits ...... 2-24 2.16.c Cabin Pressurization Limits...... 2-25
04. May 2004 2-1 2-2 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2 Limitations 2.2 Airspeed Limitations
Airspeed Limitations are indicated in KCAS. The operational 2.1 Introduction significance is shown in Figure 2-1 below.
General Speed KCAS KIAS Remarks This section includes operating limitations, instrument markings Maneuvering Speeds VA/Vo Avoid full or abrupt control and basic placards, necessary for the safe and efficient operation 1545 kg (3406 lbs.) 132 131 movements above this speeds. of the aircraft, its engine, standard systems and standard 2130 kg (4696 lbs.) 158 156 For masses between the given equipment. ones the values are assumed to be linear. Note In case an aircraft is equipped with specific options, the Maximum Flaps Extended Do not exceed this speeds necessary additional information for safe operation like Speed V 15° 120 120 with given flap settings. limitations, procedures, performance data and other is FE 30° 111 109 shown in section 9 of this POH. Maximum Landing Gear Do not exceed this speed Instrument markings are provided for the corresponding Operating Speed VLO/VLE 142 140 while operating the landing limitations of the aircraft. gear or with landing gear extended. Any exceeding of given limitations has to be reported and considered by corresponding maintenance and/or inspection Never Exceed Speed VNE 209 207 Do not exceed this speed in procedures according Maintenance Documentation for EA 500 any operation. aircrafts. Maximum Structural Do not exceed this speed The limitations included in this section and in section 9 are Cruising Speed VNO 190 188 except in smooth air and with approved by the Luftfahrt Bundesamt (LBA). Observance of caution. these operating limitations is required by national regulations. Stall Speed in Landing Refer to section 5 for stall Configuration VSO 61 58 speeds at reduced weights. Figure 2-1
2.2.a Takeoff and Landing Speeds (KCAS) Refer to Section 4, Normal Procedures.
04. May 2004 2-3 2-4 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2.3 Airspeed Indicator Markings 2.4 Reserved
Airspeed indicator markings and their color code are marked on 2.5 Engine/Propeller Operating Limitations the relevant instrument. See Figure 2-2 below. Engine and propeller operating limitations are listed below: KIAS Value or Markings Significance Range Caution If any limitations are exceeded, a maintenance check and/or White Arc 58 thru 109 Full flaps operating range. Lower repair as well as an overhaul is required in accordance with adequate maintenance, inspection documentation. (61 thru 111 KCAS) limit is maximum mass stalling speed in landing configuration.
Upper limit is maximum speed 2.5.a Engine permissible with flaps (30°) extended. 1 Engine Operating Limits Green Arc 80 thru 188 Normal operating range. Lower - Takeoff Power (5 Minutes): 450 SHP (336 kW) (79 thru 190 KCAS) limit is maximum mass stalling speed with flaps and landing gear - Maximum. Continuous Power: 380 SHP (283 kW) retracted. Upper limit is maximum structural Cruising speed. 2 N1 (Gas Producer) Limits: Yellow Arc 188 thru 207 Operations must be conducted - Normal operating range 60 % to 105 % (190 thru 209 KCAS) with caution and only in smooth - Maximum 15 seconds 105 % to 106 % air. - Above 15 seconds, see above Red Line 207 Maximum speed for all mentioned caution 105 % to 106 % (209 KCAS) operations. - Not permitted, see above Figure 2-2 mentioned caution above 106 %
3 Propeller Limits - Minimum normal operating: 1900 RPM (93.6 %) - Maximum continuous: 2030 RPM (100 %) - Maximum during transient: 2030 RPM to 2233 RPM (100 % to 110 %) (15 sec. max above 2132 RPM [105 %]) - Not permitted, see above mentioned caution above 2233 RPM (110 %)
04. May 2004 2-5 2-6 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
4 TOT (Turbine Outlet Temperature) Limits 7 Use of Oil Grades Temperature Dependent - Maximum normal operating/Cruise: 752 °C (1385 °F) - At oil temperature –54 °C (-65 °F) or above: MIL-PRF-7808L or later - Maximum takeoff power (5 min.): 810 °C (1490 °F) - At oil temperature –40 °C (-40 °F) or above: - Maximum during power transient (6 sec.): 843 °C (1550 °F) MIL-PRF-23699F or later - Maximum during starts (10 sec.): above 810 °C (1490 °F) Minimum starting: with momentary peak (1 sec.): up to 927 °C (1700 °F) - MIL-PRF-7808L or later -54 °C (-65 °F) - Not permitted, see above - MIL-PRF-23699F or later -40 °C (-40 °F) mentioned Caution: above 927 °C (1700 °F) Caution Only discretionary mixing of oil series is permitted without time penalty. If brands of oils are changed, it is recommended this change be accomplished gradually using 5 Engine Torque Limits a "TOP-OFF" method or by draining and refilling. - Maximum normal operating/Cruise: 92 % (983 lb ft; 1333 Nm) Note Oil series and brand used shall be recorded in engine module logbook. - Maximum takeoff power (5 min.): 111 % (1185 lb ft; 1607 Nm) 8 Oil Pressure Limits - Maximum momentary peak (10 sec.): 115 % - Maximum normal continuous Operation: 130 psig (896 kPa) (1218 lb ft; 1651 Nm) - Minimum normal continuous Operation: - Not permitted, see above at 94 % N1 and above 120 psig (872 kPa) mentioned Caution: 115 % (1218 lb ft; 1651 Nm) at 85 % N1 up to 94 % N1 90 psig (621 kPa) below 85 % N1 50 psig (345 kPa) 6 Oil Temperature Limits - Minimum in beta range Operation: at 94 % N1 and above 105 psig (769 kPa) - Maximum normal continuous operating: at 85 % N1 up to 94 % N1 75 psig (518 kPa) - above 40 % TRQ (123 kW; 165 SHP): 82 °C (180 °F) below 85 %.- N1 35 psig (242 kPa) - below 40 % TRQ (123 kW; 165 SHP): 107 °C (225 °F) - Minimum during start - Maximum takeoff (5 min.): 107 °C (225 °F) when 59 % N1 is reached: Positive indication - Not permitted, see above - Not permitted, see Caution mentioned under item 2.5 this section : above 130 psig (896 kPa) mentioned Caution: above 107 °C (225 °F) Note During cold weather operation, 150 psig (1034 kPa) oil pressure is allowable at minimum power, following an engine start. Stay in ground idle power setting as long as oil pressure exceeds max continuous pressure limit (130 psig) during engine warm up.
04. May 2004 2-7 2-8 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
9 Fuel Grades Note JET A, JET A -1, JP -5 and JP -8 fuels are not restricted from use at ambient temperatur es below –18 °C (0 °F); Primary Fuel: however, special provisions for starting (preheat to the MIL-DTL-5624T or later, grade JP-4 and JP-5 engine fuel control area) must be made. Once started, MIL-DTL-83133E or later JP-8 engine operation will be satisfactory in outside temperatures down to –32 °C ( -25 °F) for JET A, JET ASTM D 1655-03 or later, grade JET B A-1, JP -5 and JP -8. ASTM D 1655-03 or later, grade JET A or A-1 Cold weather fuel: The fuel mixture shall consist of one part by volume AVGAS conforming to ASTM D 910 grade 80/87 or (I) MIL-DTL-5624T or later, grade JP-4 100LL (with max. 2.0 ml/U.S. Gal. maximum lead (II) MIL-DTL-5624T or later, grade JP-5 content) and two parts by volume JET fuel. (III) MIL-DTL-83133E or later, grade JP-8 Use of AVGAS must be recorded in the engine module logbook. Alternate cold weather fuel: (I) ASTM D 1655-03 or later, grade JET A or A-1 10 Use of Fuel Grades Temperature Dependent with anti ice additive MIL-DTL-85470B or later (II) ASTM D 1655-03 or later, grade JET B with anti ice Starting and operating temperature ranges: additive MIL-DTL-85470B or later Fuel grade for (III) Mixture: (ASTM D 910, AVGAS) / (ASTM D 1655- Ambient temperature Starting Operating 03 or later, JET A or JET A-1) or (ASTM D 910, AVGAS) / (MIL-DTL-5624T or later, grade JP-5) at +43 °C(+110 °F) Primary down to +4 °C (+40 °F) Emergency below +4 °C (+40 °F) Cold weather Emergency Fuel: down to-18 °C (+0 °F) Alternate cold weather AVGAS conforming to MIL-G-5572F, all grades (maximum of Emergency 6 hours operation per overhaul period). below -18 °C(+0 °F) Cold weather (I) Cold weather Caution Adding anti -icing additive into the fuel during down to -32 °C (-25 °F) Alternate cold weather (II) Alternate cold weather refueling. & (III) Emergency Proper mixing of anti icing additive with f uel is Emergency extremely important, because concentration in excess below -32 °C(-25 °F) Cold weather (I) of the recommended (0.10 % up to 0.15 % by volume) down to -54 °C (-65 °F) Alternate cold weather (II) will result in detrimental effects to the fuel tanks. Emergency Figure 2-3
04. May 2004 2-9 2-10 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2.5.b Propeller 2.7 Miscellaneous Instrument Markings Propeller manufacturer: MT-Propeller Miscellaneous instrument markings are shown in Figure 2-4 Propeller model number: MTV-5-1-D-C-F-R(A)/CFR210-56 below. Propeller diameter: 210 cm ±0.5 cm (82.68 in. ±0.2 in.) Red Yellow Green Yellow Red Blade angle settings at Low pitch 8° ±0.2° Line Arc Arc Arc Line radius 790 mm (31.1 in.): Feather/course pitch 79° ±1° Instrument Reserve –15° ±1° Min. Caution Normal Caution Max. Limit Range Operating or Limit Max. takeoff and continuous speed: 2030 RPM Cabin Altitude, ft 10.000 2.6 Engine Instrument Markings Instrument Differential 4.5 – 5.2 5.2 Pressure, (“Hg) Engine instrument markings and their colour significance are shown in Figure 2-3 below. Fuel Quantity collector 0 l tank (LH/RH) 0 GAL Red Red Yellow Arc Green Arc Yellow Arc Fuel Quantity main tank 0 l Line Line Instrument (LH/RH) 0 GAL Min. Caution Normal Caution or Max. Fuel Quantity auxiliary 0 l Limit Range Operating Takeoff Limit tank (LH/RH) 0 GAL TOT - - 0 - 752 752 - 810 810 (1490) °C (°F) (32 - 1385) (1385 - 1490) 843 (1550) ∇ Figure 2-5 927 (1700) ◊ 2.8 Aircraft Weight Limitations Torque % - - 0 - 92 92 - 111 111 Maximum Ramp Weight (Taxi Weight): 2130 kg (4696 lbs.) Prop. “N2” - 1218 - 1900 1900 - 2030 - 2030 RPM 2233 ∇ Maximum Takeoff Weight: 2130 kg (4696 lbs.)
Gas P. “N1” - - 60 - 105 - 105 Maximum Landing Weight: 2000 kg (4409 lbs.) % 106 ∇ Maximum Zero Wing Fuel Weight: 1945 kg (4289 lbs.)
Oil Temp. - - 0 - 82 82 - 107 107 (225) Maximum Empty Weight: 1445 kg (3186 lbs.) °C (°F) (32 - 180) (180 - 225) (incl. unusable fuel) Maximum Weight Oil Pressure 35 35 - 90 90 - 130 - 130 in Baggage Compartment: 90 kg (198 lbs.) PSI
Figure 2-4
04. May 2004 2-11 2-12 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2.9 Center of Gravity Limits 2.13 Kinds of Operation
Center of gravity ranges (M.A.C.) are as follows: The aircraft is cleared for day and night VFR and IFR flights if appropriate equipment is installed. Note Values are for landing gear extended configuration. Warning Flights into icing conditions are prohibited. Forward C.G.: 18 % M.A.C. up to TOW 1600 kg (3527 lbs.) 25 % M.A.C. up to MTOW 2130 kg (4696 lbs.) Ground and flight operation in both falling and blowing Aft C.G.: 38 % M.A.C. snow is prohibited. Note C.G. range varies lineary between mass limits. M.A.C. is Avoid known thunderstorm activities. Distance to thunderstorm 1322 mm (52.05 in.). clouds is approximately 3 NM.
0 % M.A.C. is at 3200 mm. Warning Do not underfly thunderstorm clouds. Flights into known and/or forecasted lightning conditions are prohibited
Note For special crew requirements, national regulations must be 2.10 Maneuver Limits observed. Presently no NDB-approaches are possible. IFR-equipment does not include an ADF receiver. The EA 400-500 is a normal category aircraft. The normal category is applicable to aircraft intended for non-aerobatic For kinds of operation equipment lists refer to section 2.14 operations. These include any maneuvers incidental to normal VFR/IFR Operation Equipment Lists. flying, stalls (except whip stalls), lazy eights, chandelles and turns in which the angle of bank is not more than 60°. Warning Aerobatic maneuvers, including spins are prohibited.
2.11 Flight Load Factor Limits
Wing flaps UP: -1.5 ≤ n ≤ +3.8 Wing flaps 15° and 30°: -0 ≤ n ≤ +2.0 Caution Intentional negative load factors prohibited.
2.12 Flight Crew Limits
Minimum certificated flight crew is one (1) pilot. Airplane has to be flown from left seat in single pilot operation. Note For further crew requirements, national regulations must be observed.
04. May 2004 2-13 2-14 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2.14 VFR/IFR Operation Equipment List VFR- VFR- IFR- IFR- System and/or Equipment ICE Day Night Day Night VFR- VFR- IFR- IFR- System and/or Equipment ICE Electrical Power Day Night Day Night Battery 1 1 1 1 Air Conditioning (Starter-) Generator 1 1 1 1 Environmental bleed shut off valve 1 1 1 1 Standby-Alternator 1 1 Warning Light: BLEED OVERTEMP 1 1 1 1 Voltage indicator 1 1 1 1
Ammeter (Battery) 1 1
Pressure cabin (above FL 120) Ammeter (Generator & Standby-Alternator) 1 1 1 1 Automatic bleed temperature control system 1 1 1 1 Warning Light: GENERATOR FAIL 1 1 1 1 Automatic bleed mass flow control system 1 1 1 1 Annunciator Light: LO VOLTAGE 1 1 1 1 Cabin pressure controller 1 1 1 1 Annunciator Light: 1 1 Outflow control valve 1 1 1 1 STANDBY ALTERN ON Outflow safety valve 1 1 1 1 Operation Indication Light: 1 1 1 1 EXTERNAL POWER Cabin altitude indicator 1 1 1 1
Cabin Diff. Press. Indicator 1 1 1 1 Equipment / Furnishings Warning Light: CABIN PRESSURE 1 1 1 1 Safety belt and Shoulder Harness * * * *
Communications Fire protection COM / NAV (handheld) 1) 1 1 Fire Extinguisher 1 1 1 1 COM 1 1 2 2
Flight Controls Flap System 1 1 1 1 Flap Position Indication 1 1 1 1 Pitch Trim System 1 1 1 1 Pitch Trim Position Indicator 1 1 1 1 Warning Light: FLAPS 1 1 1 1 Flap Position Indication (1x amber, 2x green) 1 1 1 1
04. May 2004 2-15 2-16 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
VFR- VFR- IFR- IFR- VFR- VFR- IFR- IFR- System and/or Equipment ICE System and/or Equipment ICE Day Night Day Night Day Night Day Night Fuel Indicating / recording systems Electric Fuel Pump 2 2 2 2 EADI 3) 1 1 Fuel Quantity Indicators 6 6 6 6 EHSI 1 1 Fuel Transfer System (Left & Right) 1 1 1 1 ADI DOWN / CMPST DISP Switch / 1 1 4) Fuel temperature indicator 1 1 1 1 annunciation Annunciator Light: FUEL TRANS LEFT 1 1 1 1 Aural warning system (high-speed, gear, 1 1 1 1 stall) Annunciator Light: FUEL TRANS RIGHT 1 1 1 1 Cockpit loudspeaker 1 1 1 1 Annunciator Light: FUEL LOW LEFT 1 1 1 1 Clock 1 1 Annunciator Light: FUEL LOW RIGHT 1 1 1 1 Warning Light: AFT DOOR 1 1 1 1 Annunciator Light: FUEL FILTER BYPASS 1 1 1 1
Landing gear Hydraulic Power Landing gear position indication (3x green) 1 1 1 1 Hydraulic power pack 1 1 1 1 Warning Light: GEAR WARN 1 1 1 1 Operation Annunciation Light: 1 1 1 1 HYDRAULIC PUMP Lights Ice and Rain protection Flashlight 1 1 Heated engine inlet 1 1 Anti-Collision Light System 1 1 1 1 Boot evacuation system (2 ejector valves) 1 1 1 1 Landing Light 1 1 Warning Light: WINDSHIELD HEAT FAIL 1 1 1 1 Navigation Light System 1 1 1 1 Operation Annunciation Light: 1 1 Instrument Light System (incl. Test function) 1 1 INTAKE HEAT Cockpit Controls illumination (luminous 1 1 Operation Annunciation Light: 1 1 1 1 films) WINDSHIELD HEAT ON Map Light 1 1 Dome Light (2x) 1 1 Operation Annunciation Light: LANDING 1 1 LIGHT
04. May 2004 2-17 2-18 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
VFR- VFR- IFR- IFR- VFR- VFR- IFR- IFR- System and/or Equipment ICE System and/or Equipment ICE Day Night Day Night Day Night Day Night Navigation Propellers Airspeed indicator 1 1 2 2 Annunciator light: LOW PITCH 1 1 1 1 Pitot tube 1 1 Pitot tube, heated 2 2 Ignition Altimeter 1 1 2 2 Operation indication light: 1 1 1 1 IGNITION ACTIVE Dual static source 2 2
Dual Static Source, heated 2 2 Engine indicating IAT indicator 1 1 1 1 Fuel flow indicator 1 1 Magnetic compass 1 1 1 1 Fuel pressure Indicator 1 1 1 1 Vertical speed indicator 1 1 N2 (Prop) RPM indicator 1 1 1 1 Directional Gyro (pneumatic) 1 1 N1 (Gas-generator) RPM indicator 1 1 1 1 Attitude Gyro (pneumatic) 1 1 Torque indicator 1 1 1 1 Turn & Bank Indicator (electric) 1 1 TOT indicator 1 1 1 1 Attitude Gyro (pneumatic) 2) 1 1 Oil pressure indicator 1 1 1 1 NAV (receiver & indicator) 1 1 Oil temperature indicator 1 1 1 1 GPS or second NAV 1 1 Warning light: OIL PRESS 1 1 1 1 GPS APR & GPS CRS switch / light 5) 1 1 Warning light: FUEL PRESS 1 1 1 1 DME 1 1 Annunciator light: CHIP DETECTION 1 1 1 1 Transponder 1 1 1 1 *) Stall warning system 1 1 1 1 one for each seat occupied 1) not required for US registered aircraft Warning light: STALL WARN 1 1 1 1 2) may substitute 3) (EADI) 3) may be substituted by 2) (second pneumatic Gyro) Annunciator light: PITOT HEAT LEFT 1 1 4) if EADI and EHSI installed 5) Annunciator light: PITOT HEAT RIGHT 1 1 if King avionics installed Annunciator light: STATIC HEAT LEFT 1 1 Figure 2-6 Annunciator light: STATIC HEAT RIGHT 1 1
Pneumatic Pneumatic pressure regulator 1 1 1 1 Annunciator light: PNEUMATIC LOW 1 1 1 1 Gyro pressure indicator 1 1
04. May 2004 2-19 2-20 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2.15 Fuel Limitations 2.15.c Fuel Transfer If fuel pressure in the left and/or right fuel transfer wing system 2.15.a Fuel Quantity drops below 10 psi (700 hPa), the amber FUEL TRANS LEFT Fuel quantity is based on fuel grade JET A-1 at 15 °C (59 °F) and/or FUEL TRANS RIGHT caution light on the annunciator with specific gravity 0.814 kg/l and shown in table (Figure 2-7) panel illuminate. below: Caution The maximum allowable fuel unbalance is 106 liter 2.15.d Fuel Flow (28 U.S. Gallons). The maximum fuel flow at takeoff power setting at ISA Note The left and right wing are subdivided in two tanks; the conditions is 156 ltr/h (280 lbs/h). main tank and the auxiliary tank.
Again the main tank itself is divided into two (2) 2.15.e Low Fuel compartments, the main and the collector compartment. The illumination of the amber FUEL LOW LEFT and/or FUEL LOW RIGHT caution lights on the annunciator panel indicates Tank Liter lbs Kg US Gal. Remark that the remaining fuel quantity from the relevant fuel tank is Collector 2 x 37.4 2 x 67.1 2 x 30.4 2 x 9.9 One indicator low and that the fuel selector valve should be switched within each side next five minutes to the opposite wing tank only. This low fuel condition may be verified by the individual fuel quantity Main 2 x 196.6 2 x 352.9 2 x 160.0 2 x 51.9 One indicator indicators. each side
Auxiliary 2 x 106.0 2 x 190.3 2 x 86.3 2 x 28.0 One indicator each side Total Capacity 680.0 1220.5 553.5 179.7 Unusable Fuel 2 x 14.0 2 x 25.1 2 x 11.4 2 x 3.7 Usable Fuel 652.0 1170.3 530.7 172.3 Figure 2-7 2.15.b Fuel Pressure Note The fuel pressure shall not exceed 25 psig.
If fuel pressure at engine fuel pressure sensing port drops below 1.5 psig (3 in Hg), the red FUEL PRESS warning light on the annunciator panel illuminates.
04. May 2004 2-21 2-22 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2.16 System and Equipment Limitations 2.16.b Hydraulic System Limits 1 Hydraulic powerpack (Landing Gear Retraction) 2.16.a Electrical Power Supply Oil Grade: MIL-H-5606G and MIL-PRF-5606H or later (*) 1 Starter Generator Reservoir content: 1.1 L (1.16 U.S. Quarts) The maximum continuous Starter generator current Output is Max. operating pressure: 12.0 MPa (1740 psi) limited to 200 Amps (28 V DC). 2 Starter Operation Limits 2 Wheel Brakes Caution The Starter Operation cycle is limited to 30 seconds. Oil Grade: MIL-H-5606G and MIL-PRF-5606H or later (*) Reservoir content: 0.148 L (5.0 Oz) If several Starter cycles are necessary, the following Starter Max. operating pressure : 5.5 MPa (800 psi) generator and engine cooling periods must be observed: 1st cycle: 30 seconds ON - 1 minute OFF 3 Oleo Shock Absorber 2nd cycle: 30 seconds ON - 1 minute OFF Oil Grade: MIL-H-5606G and MIL- PRF-5606H or later (*) 3rd cycle: 30 seconds ON - 30 minutes OFF Normal operating pressure: Main gear: 5.7 MPa (827 psi) Nose gear: 1.5 MPa (218 psi) 3 Standby Alternator
If bus voltage drops below 26 ±0.2 V DC, the standby operates (*) Recommended hydraulic fluid type is: AeroShell Fluid 4 or automatically. The standby alternator System is limited to AeroShell Fluid 41. 20 Amps continuous electrical current output.
However, transient operations of greater than 20 Amps for no more than 5 consecutive minutes may be conducted. Flashing of the STDBY ALT ON light on the annunciator panel indicates, that the standby alternator is: - delivering power to the bus - producing more than rated 20 Amps electrical current. A load of 20 Amps or less is indicated by steady illuminating of the STBY ALT ON annunciator light. For full rated power Output a minimum N l of 93 % is necessary. 4 Bus Voltage Normal generator operation: 28.5 ±0.5 VDC (Standard setting) Standby alternator operation: 26.0 ±0.2 down to 25.0 VDC at rated 20 Amps.
04. May 2004 2-23 2-24 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2.16.c Cabin Pressurization Limits 2.16.d Tires Caution For pressurized flights, cabin pressurization switch must be Maximum tire limit speed: 140 KCAS set to position “2” (4 lbs/min). Nose wheel tire size: 5.0-5 6 ply The pressurized cabin operation altitude is up to flight altitudes Nose wheel tire pressure: 0.35 MPa (51 psi) of 25.000 feet. Main wheel tire size: 15 x 6.0-6 10 ply Max. cabin pressure differential is 5.5.psi (380 hPa) for normal Main wheel tire pressure: 0.51 MPa (74 psi) operation. Max. structural pressure differential is 5.8 psi (400 hPa) 2.17 Other Limitations Max. cabin pressure altitude: 7.950 ft. 2.17.a Maximum Operating Altitude Limit Max. cabin air flow: Selectable for 1.5 lbs/min, 4 lbs/min and The maximum certified aircraft operating altitude is 25.000 ft. 6 lbs/min. The 6 lbs/min setting is limited to ground operation only. Warning A red CABIN PRESSURE warning light on the annunciator 2.17.b Outside Air Temperature Limits panel illuminates when cabin altitude exceeds 10.000 feet Minimum indicated outside air temperature (IAT) for engine ±500 feet or when maximal cabin pressure differential is starting: +5 °C (41°F) exceeded. - primary fuel: +4 °C (+40 °F) Reaching a cabin altitude of 8.500 feet ±500 feet the warning light extinguishes. - alternate cold weather fuel: -32 °C (-25 °F) Note It is recommended to use auxiliary power source or preheat Caution Landings with cabin pressurized are prohibited. to the battery for starting engine below –18 °C (0 °F)
Maximum indicated outside air temperature (IAT):
Aircraft shall not be operated when takeoff ambient temperature exceeds ISA +23 °C (+38 °C day)
2.17.c Ground Power Supply Limits The maximum setting for ground power supply are: - Voltage: 28 V DC - Current: 1200 Amps
04. May 2004 2-25 2-26 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
2.17.d Airstart Envelope Limits 2.17.h Flap Limitations At altitude 25.000 feet or below: Approved landing position: 30° - Begin inflight starting procedure within l minute after engine Approved takeoff position: 15° shutdown (Power lever: “flight idle”) 2.17.i Taxiing - Airspeed range for restart: 100 up to 140 KIAS Minimum turning radius of aircraft is 20.8 m (68.2 ft). 2.17.e Structural Temperature/Color Limitation - Minimum Structural component temperature: -54 °C (-65 °F) 2.17.j Reverse Utilization Restriction - Maximum Structural component temperature: Warning Positioning of power lever below the flight idle stop in flight +72 °C (+161.6 °F) is prohibited. Note Not to exceed the maximum temperature limit, color specification for composite structure (manufacturer document EA-05205.19) has to be complied with. 2.17.k Cross Wind Limitations Maximum permissible cross wind for takeoff, landing: 20 kt. 2.17.f Maximum Passenger Seating Limits Refer to regulations of national authority. 2.18 Reserved The number of passengers on board is limited by the approved seating configuration installed but must not exceed five persons. 2.19 Reserved Airplane weight and balance limits have to be considered. 2.17.g Limitations for Electrothermal Anti-ice Devices 2.20 Placards
Maximum operating time of propeller heat without running The following information must be displayed in the form of engine is: 10 seconds. composite or individual placards. Maximum operating time of pitot-, static- and stall heat on ground (test function) is: 10 seconds. Caution Do not operate pitot-, static- and stall heat during flight at OAT above +20 °C (68 °F).
04. May 2004 2-27 2-28 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
Figure 2-8 Figure 2-9
04. May 2004 2-29 2-30 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
Figure 2-10 Figure 2-11
04. May 2004 2-31 2-32 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
Figure 2-12 Figure 2-13
04. May 2004 2-33 2-34 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
Figure 2-14 Figure 2-15
04. May 2004 2-35 2-36 04. May 2004 Pilot’s Operating Handbook Section 2 Section 2 Pilot’s Operating Handbook EA400-500 Limitations Limitations EA400-500
Figure 2-17
Figure 2-16
04. May 2004 2-37 2-38 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
Section 3 3.5 Emergency Procedures (Amplified) ...... 3-47 3.5.a Airspeed for Safe Operation ...... 3-47 Emergency Procedures 3.5.b Engine Malfunctions...... 3-47 3.5.c Engine Oil System Malfunctions...... 3-53 Table of Contents 3.5.d Smoke, Fumes and Fire ...... 3-55 3.5.e Emergency Descent ...... 3-59 Paragraph Page 3.5.f Maximum Glide...... 3-59 3.5.g Landing Emergencies ...... 3-60 3.1 Introductions ...... 3-3 3.5.h Ditching, Power Off/Power On...... 3-64 3.2 Basic Rules...... 3-3 3.5.i Fuel System Malfunctions ...... 3-66 3.5.j Propeller Malfunctions ...... 3-68 3.3 Used Terms...... 3-4 3.5.k Electrical Power Supply Malfunctions ...... 3-69 3.4 Emergency Procedures Checklist ...... 3-5 3.5.l Flight Control Malfunctions ...... 3-70 3.4.a Airspeed for safe Operation ...... 3-5 3.5.m Landing Gear Malfunctions...... 3-72 3.4.b Engine Malfunctions...... 3-5 3.5.n Pressurization System Malfunctions...... 3-76 3.4.c Engine Oil System Malfunctions ...... 3-14 3.5.o Flight into Icing Conditions...... 3-78 3.4.d Smoke, Fumes and Fire...... 3-15 3.5.p Unintentional Flight into Icing Conditions ...... 3-79 3.4.e Emergency Descent...... 3-19 3.5.q Windshield Icing, Fogging ...... 3-79 3.4.f Maximum Glide...... 3-20 3.5.r Illumination of WINDSHIELD HEAT FAIL Warning Light ...... 3-79 3.4.g Landing Emergencies...... 3-21 3.5.s Lightning Strike...... 3-80 3.4.h Ditching, Power Off/Power On...... 3-25 3.5.t Emergency Exit Window Removal ...... 3-80 3.4.i Fuel System Malfunctions ...... 3-29 3.4.j Propeller Malfunctions...... 3-31 3.4.k Electrical Power Supply Malfunctions...... 3-31 3.4.l Flight Control Malfunctions...... 3-33 3.4.m Landing Gear Malfunctions ...... 3-36 3.4.n Pressurization System Malfunctions...... 3-40 3.4.o Flight into Icing Conditions ...... 3-43 3.4.p Unintentional Flight into Icing Conditions ...... 3-43 3.4.q Windshield Icing, Fogging...... 3-44 3.4.r Illumination of WINDSHIELD HEAT FAIL Warning Light...... 3-44 3.4.s Lightning Strike ...... 3-45 3.4.t Emergency Exit Window Removal...... 3-46
04. May 2004 3-1 3-2 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3 Emergency Procedures 3.3 Used Terms
The terms “Land as soon as possible” and “Land as soon as 3.1 Introductions practical” are used in this section.
General The terms are defined as follows: This Section describes in abbreviated form (checklist) the procedures for emergency and abnormal situations. “Land as soon as possible” (Land ASAP) Amplifications to the abbreviated checklist are presented in Landing should be accomplished at the nearest suitable field addition by subparagraphs to each checklist paragraph e.g. considering the severity of the emergency. subparagraph c corresponds to paragraph c etc. Further on, weather conditions, if landing on airport is possible, Important The procedures are arranged in the most desirable sequence airport facilities and command guidance and the aircraft gross for the majority of cases; therefore the steps must be weight are to be considered. performed as listed, unless good reasons for deviations can “Land as soon as practical” be determined. Emergency conditions are less urgent and in pilot’s/crew Multiple emergencies, adverse weather and other peculiar judgement, the flight may be safely continued to an airfield conditions may require modification of these procedures. A where more adequate facilities are available and a safe landing thorough knowledge of the correct procedures and aircraft can be accomplished. systems is essential to analyze the situation correctly and determine the best course of action. Note Refer to section 9 of this handbook for amended operating limitations, operating procedures, performance data and Special emphasis should be placed and knowing those other necessary information for aircraft equipped with procedures or steps for emergency conditions that require specific options. immediate actions. These procedures are printed in “bold face”.
Important Procedures must be periodically reviewed to maintain familiarity with procedures.
3.2 Basic Rules
Three basic rules apply to most emergencies and should therefore be observed in addition: 1 Maintain aircraft control 2 Analyze the situation and take proper action 3 Land as soon as possible/Land as soon as practical
04. May 2004 3-3 3-4 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.4 Emergency Procedures Checklist 2 Power Off/Power On – Gear Up/Gear Down Emergency Landings 3.4.a Airspeed for safe Operation Important The following procedure should be applied for all possible Aircraft weight: 2130 kg (4696 lbs) power on/power off and/or landing gear up/landing gear down emergency landings. In addition it can be applied for Speed KIAS precautionary landings. Maneuvering Speed 156 Warning If landing on rough or soft area is unavoidable, a wheels up Stall Speed Flaps Up 80 landing is recommended. This to avoid a nose over situation. Stall Speed in Landing Configuration 58 If engine power is not available, do not attempt to fly a Speed for Maximum Gliding Distance 110 procedure turn below 1000 ft AGL! Emergency Descent (gear down) 140 Approach Speed for Precautionary Landing 80 Procedure turn above 1000 ft AGL under consideration of with Power (Landing Configuration) the following conditions: Landing Gear UP or DOWN, flaps 15°, on final 30°, airspeed 100 KIAS, maximum bank Approach Speed without Power angle 45° to 50°. Wing Flaps UP 120 Wing Flaps DOWN 30° 100 Caution If power on landing is possible, try to reduce aircraft weight and stall speed by reducing fuel quantity as much as possible. If conditions permit, check selected landing site by 3.4.b Engine Malfunctions overflying and analyze surface and obstacles for further landing decision. 1 Aborted Takeoff If runway length is sufficient: If runway length is insufficient, and landing into unprepared area is unavoidable and if above 1000 ft AGL: Item Condition Item Condition Power Lever FLIGHT IDLE Approach Speed Maintain Condition Lever CUT OFF 100 KIAS power off Landing Gear Re-check DN (down) 80 KIAS power on Flaps 30° Passengers/Crew Alert, cause to cushion faces Transponder EMERGENCY If all wheels on ground: Mayday Call Transmit Item Condition Note Brakes Apply as required If possible and time permits, secure loose object in cabin.
04. May 2004 3-5 3-6 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
If selected landing area allows gear down landing (e.g. plain If gear down landing was performed and after all wheels on grass area): ground:
Item Condition Item Condition Landing Gear DN (down) Brakes Apply smoothly as necessary If selected landing area requires gear up landing: After standstill of aircraft: Item Condition Landing Gear UP Item Condition Power Lever GROUND IDLE During landing approach: Condition Lever CUT OFF Item Condition Fuel Pump Switch (2) OFF Flaps 15° Fuel Transfer Pump Switch OFF (2) If on final: Continuous Ignition OFF Item Condition Electrical Consumers OFF Seats, Seat Belts and Adjust Generator OFF Shoulder Harnesses Standby Alternator OFF Flaps 30° Battery OFF Abandon Aircraft If power on landing is required: Item Condition If power off landing is recommended: Power Lever Set as required Item Condition Condition Lever Full forward Power Lever FLIGHT IDLE Gear UP/DN Landing Perform Condition Lever CUT OFF Keep nose up attitude as Fuel Pump Switch (2) OFF long as possible Fuel Transfer Switch (2) OFF Fuel selector valve CLOSE Continuous Ignition OFF Electrical Consumers OFF
04. May 2004 3-7 3-8 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
When landing gear and flaps are in desired position and before 3 Engine Malfunction during Flight touch down: Item Condition Item Condition Aircraft Trim for 110 KIAS Generator OFF Power Lever Minimum required Standby Alternator OFF Condition Lever As required Battery OFF Engine/Fuel Indications Monitor to analyze cause of Warning malfunction Stall warning is not available when electrical system is switched off. If malfunction can not be detected and engine power is still Gear UP/DN Landing Perform available: Keep nose up attitude as Item Condition long as possible Land as soon as practical If gear down landing was performed: If total mechanical failure has occurred/was detected, proceed Item Condition as follows: Brakes Apply smoothly Item Condition
After stand still of aircraft: Engine Shut down Mayday Call Transmit Item Condition Transponder EMERGENCY Fuel Selector Valve CLOSE Emergency Power Off Perform Abandon Aircraft Landing Note If possible raise flaps after landing, if danger of fire is not obvious.
04. May 2004 3-9 3-10 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
4 Compressor Stall 5 Engine Air Start
Item Condition Important Safe engine air start is possible up to 24.000 ft pressure Power Lever FLIGHT IDLE altitude and an airspeed up to 140 kt TAS.
Condition Lever As required Item Condition Angle of Attack Decrease Airspeed 110 KIAS Airspeed Increase if possible Fuel Selector Check BOTH Bleed Air Consumers Off Fuel Pump Switch (2) ON
If engine stall is recovered: Condition Lever CUT OFF Battery Check ON Item Condition Voltmeter Reading Check value (24 V) Power Lever Slowly to desired power Power Lever FLIGHT IDLE Condition Lever Set as required TOT CHECK < 150 °C Flight Continue Starter Activate (ON) Engine Instruments Monitor
At 12 % N1: If engine stall cannot be recovered: Item Condition Item Condition Condition Lever FULL FORWARD Engine Shut down TOT Monitor < 850° Engine Air Start Attempt
At 58 % N1:
Item Condition Engine Power Apply Slowly Engine Instruments Monitor, in the green
04. May 2004 3-11 3-12 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
If engine air start was successful: 3.4.c Engine Oil System Malfunctions
Item Condition 1 Abnormal Engine Oil Pressure Indication Flight Continue, land as soon as Item Condition practical Engine Oil Pressure Gauge Check indication
If air start was unsuccessful: Engine Instruments Monitor Land as soon as practical Item Condition
Engine Shut down If the OIL PRESS warning light still illuminates and oil Emergency Power Off Perform pressure gauge reading constantly indicates abnormal value: Landing Item Condition
Power Lever Reduce to minimum power required to sustain flight Land ASAP
2 Abnormal High Engine Oil Temperature Indication Item Condition Airspeed Increase Land ASAP
If engine oil temperature values indicates abnormal value and engine OIL PRESS warning light on the annunciator panel illuminates too:
Item Condition Power Lever Reduce to minimum power required to sustain flight Land ASAP Important If oil temperature malfunction in conjunction with illuminations of OIL PRESS warning light occurs, be prepared for a possible engine shut down and for an emergency power off landing.
04. May 2004 3-13 3-14 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3 Engine Chip Detection If situation requires:
Item Condition Item Condition Engine instruments Monitor, if abnormal DUMP Switch ON indications Emergency Descent Perform to safe altitude Land as soon as practical Caution If smoke is out of control: A chip detection check is recommended after landing. Item Condition If splinters and/or chips are detected and out of limits, engine inspection is recommended. Transponder EMERGENCY Mayday Call Transmit
Land as soon as practical 3.4.d Smoke, Fumes and Fire Note Decision to “land as soon as practical” or to “land ASAP” 1 General Procedure depends on pilot’s decision after analyzing impairment of smoke/fumes. Note To provide maximum fresh air turn bleed air off.
Item Condition 2 Engine Fire During Engine Start Engine Cowling Joints Check for smoke Cabin Air Smell Important If fire occurs when engine is running, keep on running engine a few seconds to burn fuel and: Instrument Panels Check for smoke Dispensers and Vents Check for smoke Item Condition Cabin Pressurization System Check and set as required Fuel Selector Valve CLOSE Cabin Air Adjust as required Engine will shut down within 30 seconds.
Item Condition Generator OFF Battery OFF Fuel Pump Switch (2) OFF Fuel Transfer Switch (2) OFF
04. May 2004 3-15 3-16 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
4 Engine Fire in Flight If engine fire still persists: Warning It may be necessary to use engine power as long as possible Item Condition for safe approach to selected landing size. Sideslip aircraft if Abandon Aircraft necessary for keeping sight. Nevertheless, in any case try to shut down engine as soon as possible. Fire Try to extinguish by external means After approaching selected landing size:
Item Condition 3 Engine Fire During Takeoff Power Off Emergency Perform ASAP Landing Warning It may be necessary to use engine power as long as possible
for safe approach to selected landing size. Sideslip aircraft if
necessary for keeping sight. Nevertheless, in any case try to 5 Electrical Fire, Smoke or Fumes in Flight shut down engine as soon as possible. Note The severity of the electrical fire and the flight conditions After landing area is selected and safe approach established: will determine how much of the aircraft electrical systems Item Condition will be cut off. Power Off Emergency Perform ASAP Item Condition Landing Battery and Generator OFF Standby Alternator OFF Warning Stall warning is not available without electrical power available. Circuit Breakers Pull
To continue flight after isolation of source:
Item Condition Battery and Generator ON Standby Alternator OFF Necessary Circuit Breakers In Aircraft Land as soon as practical After Landing Abandon Aircraft
04. May 2004 3-17 3-18 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
If source could not be isolated: 3.4.f Maximum Glide
Item Condition Item Condition Cabin Air Adjust as required Landing Gear Re-check UP Bleed Air OFF Flaps UP Condition Lever FUEL OFF/ FEATHER If required: Airspeed 110 KIAS Item Condition Glide Rate 1.6 NM per 1000 ft descent DUMP Switch ON Note Transponder EMERGENCY A glide distance versus altitude chart can be found in section 5 (figure 5-13). Mayday Call Transmit
Emergency Descent Perform to safe altitude Land ASAP
3.4.e Emergency Descent Item Condition Power Lever FLIGHT IDLE Condition Lever FULL FORWARD Airspeed 140 KIAS Landing Gear down Mayday Call Transmit Transponder EMERGENCY
At safe altitude:
Item Condition Aircraft Level off Flight Continue
04. May 2004 3-19 3-20 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
After touch down: 3.4.g Landing Emergencies Item Condition 1 Precautionary Landing Brakes Apply brake of inflated tire Note Refer to “Power Off/Power On Emergency Landing” for smoothly and maintain Precautionary Landing. directional control
After aircraft has stopped: 2 Landing with Flat Main Gear Tire Item Condition Caution Do not retract landing gear with blown main gear tire(s) Engine Shut down because blown tire may distort and bind main gear strut(s) within wheel well and may prevent further gear extension. Abandon Aircraft
Item Condition 3 Landing with Flat Nose Gear Tire Landing Gear Keep DN (down) Fuel Selector Select tank on side of blown Caution Do not retract landing gear with blown main gear tire(s) tire to consume as much as because blown tire may distort and bind main gear strut(s) possible fuel within wheel well and may prevent further gear extension.
Short before landing: Item Condition Landing Gear Keep DN (down) Item Condition Aircraft Fuel Consume as much as possible Fuel Selector BOTH Caution Approach Normal It is recommended to land aircraft into wind ahead or Landing Perform crosswind opposite to side of deflated tire. Flaps 30° After touch down of main wheel: Landing Approach Perform Item Condition Caution Aircraft Nose Hold off ground as long as Align aircraft with edge of runway opposite the blown tire, possible to have room for a mild turn during landing roll. Land Brakes Apply smoothly and steadily slightly with wing low on side of inflated tire and hold and keep directional control aircraft off flat tire as long as possible with aileron control. with different braking Lower nose wheel to ground as soon as possible for positive steering. Control Wheel Full AFT until aircraft stops Abandon Aircraft
04. May 2004 3-21 3-22 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
4 Landing with Defective Main Gear After touchdown:
Item Condition Item Condition Fuel Selector Select tank on side of Brakes Apply brake of operative gear defective main gear side to smoothly and maintain consume as much as possible directional control fuel After aircraft has stopped: Short before landing: Item Condition Item Condition Engine Shut down Fuel Selector BOTH Abandon Aircraft Note It is recommended to land aircraft into wind ahead or crosswind opposite to side of deflated tire. 5 Illumination of HYDRAULIC PUMP Caution Light Landing Gear DN (down) Item Condition Flaps 30° HYDR Circuit Breaker Pull Landing Approach Perform Caution Battery and Generator OFF The landing gear will slowly extent, indicated by Warning illuminating of the red GEAR WARN warning light on the Stall warning is not available without electrical power annunciator panel. available. GEAR WARN light Check illuminating Caution Airspeed Reduce below 140 KIAS Align aircraft with edge of runway opposite the defective Caution main gear side, to have room for a mild turn during The airspeed must be reduced immediately to prevent landing roll. Land with wing low on side of defective main landing gear system from damage caused by airflow. gear side and hold aircraft off flat tire as long as possible In addition a significant higher fuel consumption due to with aileron control. Lower nose wheel to ground as soon landing gear drag and reduced cruise speed has to be as possible for positive steering. considered.
Flight Continue Land as soon as practical Landing Gear Check 3 greens
04. May 2004 3-23 3-24 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
6 Landing with Flaps Retracted During approach:
Important Landing with flaps up differ from normal landing approach Item Condition speed, stall speed and landing distance required. DUMP Switch ON Loose and heavy objects in Item Condition Stow and secure cabin Approach Speed 120 KIAS Seat, Seat Belts, Shoulder Fasten and secure Landing Gear DN (down) Harnesses Caution Passengers/Crew Alert, cause to cushion faces Stall speed flaps UP is raised to 80 KIAS. Ensure that Landing Gear UP runway length is sufficient for landing roll. Warning Landing Perform In high wind speeds, aircraft approach should be headed into wind. In light winds and heavy swells, aircraft approach should be executed parallel to swells. 3.4.h Ditching, Power Off/Power On
Important The aircraft has not been flight tested in actual ditching. If approach is established: Therefore the following recommended procedure is based Item Condition entirely on the best judgement available and following calculations and consideration being made concerning Flaps 30° (if possible) ditching with respect to the vaulted underside of aircraft Approach Speed 70 KIAS fuselage. Caution Item Condition If flap setting 30° is not possible, the following approach speed are relevant to flap setting: Flaps 15° = 77 KIAS, Transponder EMERGENY Flaps 0° = 91 KIAS. Mayday Call Transmit
04. May 2004 3-25 3-26 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
If power on emergency landing is possible: After power on ditching into water and aircraft alight on water:
Item Condition Item Condition Power Lever Set for sink rate of Engine Shut down 300ft/min Warning If aircraft are alight on water, Pilot/Crew have to organize If power off landing is recommended: aircraft evacuation and availability of life vests and raft. Item Condition Abandon Aircraft Airspeed Maintain approach speed Life Vests and Raft Inflate when outside cabin and clear of aircraft Short before power on ditching: If circumstances permit: Item Condition Engine Shut down Note If circumstances permit, try to close door and/or emergency exit window after evacuation to keep aircraft afloat as long Battery and Generator OFF as possible. Standby Alternator OFF
Short before power off ditching:
Item Condition Battery and Generator OFF Standby Alternator OFF Warning Stall warning is not available without electrical power available. Ditching Execute without flare (in descent attitude) Warning Immediately after aircraft has alight on water, try to retract flaps by using momentarily battery power. This to make evacuation via main door or emergency window easier. Nevertheless, if flap retraction is not possible, push upper door strongly against extended flaps. Flaps edges are deformable. Be aware, that you have to counteract outside water pressure by opening the lower door.
04. May 2004 3-27 3-28 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.4.i Fuel System Malfunctions 2 FUEL PRESS Warning Light
Item Condition 1 LOW FUEL Caution Light Fuel Measure Indicator Check Item Condition Fuel Quantity Check Fuel Quantity Relevant Re-check Fuel Selector Check BOTH Tank(s) Fuel Pump Switch (2) Re-check ON Important The shadin MINIFLO-L fuel computer measures fuel flow Land as soon as practical and not fuel amount. Nevertheless, if the computer was programmed with actual amount of usable fuel in the If fuel pressure could not be regained and warning light still tanks before flight, information for remaining flight time, illuminates: fuel used and remaining fuel can be determined on the shadin display. If the right display flashes while the knob Item Condition on the shadin control panel is turned to ENDURANCE Power Lever Reduce to minimum power position, maximum possible flight “endurance” under required consideration of present performance settings is less than Land ASAP 30 minutes. Warning Warning Be prepared for a possible engine failure and power off In case the shadin fuel flow computer was turned off and landing. power is returned, the instrument will display the correct
fuel flow value, all other values are, however, misreading. Fuel Left for Remaining Determine 3 FUEL FILTER BYPASS Caution Light Flight If the FUEL FILTER BYPASS caution light illuminates: Land as soon as practical within 20 minutes Item Condition
Land as soon as practical
4 FUEL TRANS Caution Light Item Condition Fuel Transfer Pump (2) Re-check ON Fuel Quantity Check Fuel Pressure Check Flight Continue Engine Instruments Monitor Unusable Fuel 32 l per side Consider
04. May 2004 3-29 3-30 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
If GENERATOR FAIL light still illuminates: 3.4.j Propeller Malfunctions Item Condition Note In case of propeller problems e.g. oil pressure loss etc., All unnecessary Electrical Switch off propeller feathering is accomplished by the condition lever Consumers set to “FEATHER” position.
On circuit breaker location and unit location: Item Condition 3.4.k Electrical Power Supply Malfunctions UNIT Switch Off 1 Generator Failure Unnecessary Circuit Breakers Pull Caution Illumination of an amber STANDBY ALTERN ON caution Land ASAP light indicates that power is supplied by the standby alternator. It’s capacity is limited to max. 20 amps. If To allow cabin to depressurize by normal leakage loss ( DUMP capacity is exceeded the amber light on annunciator panel switch is inoperative) and during approach: starts flashing. Item Condition Battery supply is limited to approximately 30 minutes depending on the activated consumers. Low Voltage is Bleed Air OFF indicated by illumination of the amber LO VOLTAGE Landing Gear Perform Emergency caution light. Extension Caution Item Condition Expect landing with flaps retracted and use appropriate GEN Switch RESET, hold for approx. airspeed. Approach and landing without landing lights 2 seconds and back to ON must be considered. Normal Landing Perform If GENERATOR FAIL light extinguishes:
Item Condition Voltmeter Reading Check 28V DC Ammeter Reading Check indication Flight Continue
04. May 2004 3-31 3-32 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.4.l Flight Control Malfunctions 2 Flaps Unbalanced
1 Elevator Control Failure Item Condition Item Condition Balance Aircraft Slightly by using rudder and/or aileron Pitch Control Use aircraft trim Flap Circuit Breaker Pull Mayday Call Transmit Caution Land as soon as practical For landing, select long runway with possibly low During landing approach: crosswinds. Item Condition Landing Approach Long Final Flaps position Estimate position Note Landing Approach Speed Due to estimated flap position Landing gear and flaps should be set down as early as between possible to stabilize drag during approach. Flaps 30° = 80 KIAS Landing Gear DN (down) Flaps UP = 120 KIAS Flaps 30° Landing Gear DN (down) Aircraft Trim full aft Power Lever Set as required Power Lever Set as required Landing Perform
Approximately 20 feet AGL:
Item Condition Power Lever Set as required to obtain nose up attitude Landing Perform
04. May 2004 3-33 3-34 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3 Spins 3.4.m Landing Gear Malfunctions
Warning Spins are not permitted with this aircraft. Important If there is any doubt about condition of landing gear, it is preferable to perform a fly by in conjunction with ground If the aircraft unintentionally comes into a spin, the recovery station e.g. tower etc. procedure is as follows:
Item Condition 1 Landing Gear Retract Malfunction Power Lever FLIGHT IDLE Caution Do not attempt to retract landing gear further if it fails to Rudder Full opposite to rotation retract during first attempt. direction Ailerons Neutral Item Condition Elevator Forward Landing Gear Lever Keep DN (down) Land as soon as practical If flaps were set: Item Condition 2 Landing Gear Malfunction in Flight Flaps UP Item Condition When rotation has stopped: Airspeed Reduce to max. 140 KIAS Item Condition Caution The airspeed should be reduced immediately to prevent Rudder Neutral damage of landing gear and open gear doors. Elevator Pull GEAR CTRL Circuit Breaker Check out Aircraft Level off Note Flight Continue If the GEAR CTRL circuit breaker has tripped, electrical power of hydraulic valves would be cut off which automatically causes gear to extend. 4 Illumination of STALL HEAT Warning Light HYDR Circuit Breaker Check out Caution Note Be aware, that the stall warner is not heated and may be If the HYDR circuit breaker has tripped, hydraulic pump inoperable. fails to supply pressure for keeping landing gear retracted. Circuit Breakers, if out Push in
04. May 2004 3-35 3-36 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
If procedure was unsuccessful: 4 Landing Gear Emergency Extension
Item Condition Item Condition Landing Gear Lever Select DN (down) Airspeed 110 KIAS Caution Landing Gear Lever DOWN If normal gear extension fails, extent Landing Gear using GEAR CTRL Circuit Breaker Pull Emergency Extension. Note
After gear is down and locked: Pulling the circuit breaker opens all valves which are required to extend gear. Item Condition Gear Operation Lights Check illumination Gear Operation Lights Check illumination (three greens) (three greens) Land as soon as practical Land as soon as practical
5 Hydraulic System Reactivation 3 Landing Gear Malfunction during Extension Item Condition Item Condition GEAR CTRL Circuit Breaker Push in Flight Continue Land as soon as practical Airspeed Max. 140 KIAS Important Lamp Test Button Press to check Landing should be performed by using one of the landing emergency procedures. HYDR Circuit Breakers Check, if out - push in Caution
After successful landing without green status lights If malfunction still remains: illuminating, lock the hydraulic actuator with locking Item Condition device by hand before switching off battery, thus deactivating the hydraulic system. Emergency Extension Perform
Land as soon as practical
04. May 2004 3-37 3-38 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
6 Hydraulic Pump Malfunction 3.4.n Pressurization System Malfunctions
Item Condition 1 Impending Skin Panel or Window Malfunction HYDR Circuit Breaker Pull to prevent overheat of pump Item Condition Airspeed Reduce to max. 140 KIAS DUMP Switch ON Note Emergency Descent Perform to safe Normally, landing gear will slowly extent, which is altitude (< 10.00 feet AGL) indicated by the red GEAR WARN light on the annunciator panel. Land as soon as practical 2 Illumination of CABIN PRESS Warning Light
Item Condition If landing gear does not extent: Cabin Altitude Check indication Item Condition Cabin Differential Pressure Check indication Emergency Extension Perform Caution If cabin overpressure has been determined: Due to flight with extended landing gear, consider reduced cruise speed. Item Condition Bleed Air ON Emergency Descent Perform to safe altitude ( < 10.000 ft AGL)
04. May 2004 3-39 3-40 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
If cabin altitude above 10.000 ft has been determined: 3 Illumination of BLEED OVERTEMP Warning Light
Item Condition Item Condition Bleed Air Check ON PULL to Defrost Windshield Push Cabin Pressurization Check ON Knob Cabin Pressure Controller Check Rheostat Select COOL position
DUMP Switch Check OFF If no effect: Rate Control Knob Turn clockwise to regain pressurization Item Condition Rheostat Full to left to “fully” COOL If cabin altitude drops to appropriate value: If still no effect: Item Condition Flight Continue Item Condition Cabin Pressurization Monitor Temperature Control Select MANUAL Instruments Rheostat Control manually (COOL/WARM) If cabin pressure remains still above max. value: Note Item Condition Normally the warning light on annunciator panel will disappear using this procedure. Emergency Descent Perform to safe
altitude ( < 10.000 ft AGL) If no affect and warning light still illuminates:
Item Condition ENV BLEED Switch OFF Warning If BLEED OVERTEMP warning still persists after application of above mentioned procedures and altitude is far above 10.000 feet, rapid descent is recommended below 10.000 feet because cabin can loose pressurization.
04. May 2004 3-41 3-42 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.4.o Flight into Icing Conditions 3.4.q Windshield Icing, Fogging
Warning Flights into known or forecasted icing conditions are In case of windshield icing and/or fogging, proceed as follows: prohibited. If icing occurs:
Caution When the WINDSHIELD HEAT FAIL light illuminates, a Item Condition malfunction in the de-ice system is detected and the system Windshield Anti-Ice System ON should be switched off immediately.
If fogging occurs:
Item Condition 3.4.p Unintentional Flight into Icing Conditions Cabin Ventilation System Select windshield defogging If flight into icing conditions is encountered: Flight Continue Item Condition Icing, Fogging Conditions Monitor Pitot Anti-Ice System ON Intake Anti-Ice Pull If icing conditions require: Continuous Ignition ON Item Condition Pneumatic De-Ice System ON Altitude and/or Heading Change for better conditions
If necessary: 3.4.r Illumination of WINDSHIELD HEAT FAIL Warning Light Item Condition Windshield Anti-Ice System ON Item Condition WINDSHIELD HEAT ON Check illuminating Windshield Anti-Ice System OFF Altitude and/or Heading Change immediately to leave Cabin Ventilation System Select windshield defogging icing zone
04. May 2004 3-43 3-44 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.4.s Lightning Strike 3.4.t Emergency Exit Window Removal
Item Condition Item Condition Condition of Lights, Check function by pressing DUMP Switch ON, to reduce cabin pressure Annunciator Panel and other relevant light TEST buttons Cabin Differential Pressure Check zero Indication Indication Lights Indicator Navigation System Check indications, function Emergency Exit Window Turn counterclockwise Handle If panel mounted COM/NAV fail: Emergency Exit Window Pull in and down Item Condition COM/NAV Handheld Use
If severe engine vibrations are noticeable caused by propeller damage:
Item Condition Power Lever Reduce as far as possible
If vibrations disappear:
Item Condition Flight Continue
If vibrations are still severe:
Item Condition Land as soon as practical Caution Severity of engine vibration can require an immediate landing on the nearest possible and adequate landing area, using power on/power off landing emergency procedures.
04. May 2004 3-45 3-46 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.5 Emergency Procedures (Amplified) Caution If power on landing is possible, try to reduce aircraft weight and stall speed by reducing fuel quantity as much as 3.5.a Airspeed for Safe Operation possible. If conditions permit, check selected landing site by overflying and analyze surface and obstacles for further Refer to Item 3.4a this handbook. landing decision.
3.5.b Engine Malfunctions If runway length is insufficient, and landing into unprepared 1 Aborted Takeoff area is unavoidable and if above 1000 ft AGL: Takeoff abort could be required for engine failure, fires, general Approach Speed, Maintain 100 KIAS (power off), failures etc. Maintain 80 KIAS (power on) The decision to abort is based upon the severity of the failure, Passengers/Crew, Alert, cause to cushion faces abort speed, field length and flight conditions (weather). Transponder, EMERGENCY The required takeoff performance should be calculated prior to If time permits: each takeoff. Mayday Call, Transmit The minimum distance abort is performed by immediate braking at the abort with all wheels on the ground. Note If possible and time permits, secure loose objects in cabin. If runway length is sufficient the abort procedure is as follows: If selected landing area allows gear down landing (e.g. plain Power Lever, REVERSE grass area): Landing Gear, Re-check DN (down) Landing Gear, DN (down) Flaps, 30° If selected landing area requires gear up landing: If all wheels on ground: Landing Gear, UP Brakes, Apply as required If runway length is insufficient, and landing into unprepared Note If power and flaps setting during landing approach is area is unavoidable, perform Power Off/Power On, beyond the settings normally used for landing approach and Gear up/Gear Down Emergency Landing as described hereafter. landing gear is not fully down and locked and/or retracted, a warning horn is audible in conjunction with illumination 2 Power Off/Power On – Gear Up/Gear Down of the red GEAR WARN warning light on annunciator Emergency Landings panel. This warnings can be deleted by pressing the GEAR WARN MUTE button, located at the left side of Important The following procedure should be applied for all possible power lever, unless flaps are set to 30°. power on/power off and/or landing gear up/landing gear down emergency landings. In addition it can be applied for precautionary landings.
Warning If landing on rough or soft area is unavoidable, a wheels up landing is recommended. This to avoid a nose over situation.
If engine power is not available, do not attempt to fly a procedure turn below 1000 ft AGL!
Procedure turn above 1000 ft AGL under consideration of the following conditions: Landing Gear UP or DOWN, flaps 15°, on final 30°, airspeed 100 KIAS, maximum bank angle 45° to 50°.
04. May 2004 3-47 3-48 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
During landing approach: Electrical Consumers, OFF Flaps, 15° When landing gear and flaps are in desired position and before If on final: touch down: Seats, Seat Belts and Shoulder Harnesses, Adjust Generator, OFF Flaps, 30° Standby Alternator, OFF If power on landing is required: Battery, OFF Power Lever, Set as required Condition Lever, Full forward Warning Stall warning is not available when electrical system is Gear UP/DN (down) Landing, Perform switched off. Keep nose up attitude as long as possible If gear down landing was performed and after all wheels on Gear UP/DN Landing, Perform ground: Keep nose up attitude as long as possible Power Lever, REVERSE If gear down landing was performed: Brakes, Apply smoothly as necessary Brakes, Apply smoothly After standstill of aircraft: After stand still of aircraft: Power Lever, GROUND IDLE Abandon Aircraft Condition Lever, CUT OFF Fuel Pump Switch (2), OFF Note If possible raise flaps after landing, if danger of fire is not Fuel Transfer Pump Switch (2), OFF obvious. Continuous Ignition, OFF Electrical Consumers, OFF 3 Engine Malfunction during Flight Generator, OFF Engine malfunction during flight could result in reduction of Standby Alternator, OFF power, a rough running engine, compressor stall, engine Battery, OFF flameout out or total mechanical failure. Abandon Aircraft, A mechanical engine failure normally is indicated by rough If power off landing is recommended: engine operation and/or abnormal noises, possibly Power Lever, FLIGHT IDLE accomplished by power loss. Condition Lever, CUT OFF In this case proceed as follows: Fuel Pump Switch (2), OFF Aircraft, Trim for 110 KIAS Fuel Transfer Switch (2), OFF Power Lever, Minimum required Fuel Selector Valve, CLOSE Condition Lever, As required Continuous Ignition, OFF Engine/Fuel Indications, monitor to analyze cause of malfunction If malfunction can not be detected and engine power is still available: Land as soon as practical If total mechanical failure has occurred/was detected, proceed as follows: Engine, Shut down Mayday Call, Transmit Transponder, EMERGENCY Emergency Power Off Landing, Perform
04. May 2004 3-49 3-50 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
4 Compressor Stall When initiating an engine air start proceed as follows: A compressor stall is normally indicated by a rumbling noise, a Airspeed, 110 KIAS loud bang or a series of loud bangs. It can be expected at high Fuel Selector, Check BOTH altitudes, high angle of attack, low airspeed and during engine Fuel Pump Switch (2),ON acceleration. Normally compressor stall is self clearing and no Condition Lever, CUT OFF action is necessary. Battery, Check ON If stall is not self cleared, proceed as follows: Voltmeter Reading, Check value (24 V) Power Lever, FLIGHT IDLE Power Lever, FLIGHT IDLE Condition Lever, as required TOT < 150 °C, Check Angle of attack, Decrease Starter, Activate (ON) Airspeed, Increase if possible At 12 % N1: Bleed Air Consumers, pneumatic de-ice and pressurization, Off Condition Lever, Open to min. RPM If engine stall is recovered: TOT, Monitor > 850° Power Lever, Slowly to desired power At 58 % N1: Condition Lever, Set as required Engine Instruments, Monitor, in the green Flight, Continue If engine air start was successful: Engine Instruments, Monitor N2, Set to desired value If engine stall cannot be recovered: Flight, Continue Engine, Shut down Land as soon as practical Engine Air Start, Attempt If air start was unsuccessful: Engine, Shut down 5 Engine Air Start Emergency Power Off Landing, Perform Generally the symptoms of an engine flameout are an uncommanded drop in engine speed and abnormal engine instrument readings. The flameout may result from a momentary running out of fuel or may possibly be caused by an unstable engine operation e.g. due to adverse engine intake entry conditions. Once fuel supply has been restored or engine operation has been recovered to stable conditions and after an engine emergency shut down, the engine may be restarted.
Note A hot restart may be initiated immediately after a flameout or engine emergency shut down occurred, irrespective of altitude or speed conditions, provided that the flameout was not the result of a malfunction (e.g. mechanical failure) that might make it dangerous to attempt an engine restart. Safe engine air start is possible up to 24.000 ft pressure altitude and an airspeed of 110 kt IAS.
04. May 2004 3-51 3-52 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.5.c Engine Oil System Malfunctions 3 Engine Chip Detection If the amber CHIP DETECTION light on annunciator panel 1 Abnormal Engine Oil Pressure Indication illuminates, it can be assumed, that a chip and/or splinter was The illumination of the red OIL PRESS warning light on the detected in the engine oil circulation. annunciator panel in conjunction with the oil pressure reading In this case proceed as follows: on the engine oil pressure gauge indicates an abnormal pressure Engine instruments, Monitor loss in the engine oil supply system. If abnormal indications: In this case proceed as follows: Land as soon as practical Engine Oil Pressure Gauge, Check indication Engine Instruments, Monitor Caution A chip detection check is required after landing. If splinters Land as soon as practical and/or chips are detected and out of limits, engine If the OIL PRESS warning light still illuminates and oil inspection is recommended. pressure gauge reading constantly indicates abnormal value: Power Lever, Reduce to minimum power required to sustain flight Land ASAP
Important If oil pressure malfunction requires an engine shut down, be prepared for an emergency power off landing.
2 Abnormal Engine Oil Temperature Indication If the engine oil temperature gauge indicates abnormal high values and the OIL PRESS warning light on the annunciator panel does not illuminate: Land ASAP If engine oil temperature indicates abnormal value and engine OIL PRESS warning light on the annunciator panel illuminates too: Power Lever, Reduce to minimum power required to sustain flight Land ASAP
Important If oil temperature increase in conjunction with oil pressure loss occurs, be prepared for a possible engine shut down and for an emergency power off landing
04. May 2004 3-53 3-54 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.5.d Smoke, Fumes and Fire Note If aircraft is operated in pressurized mode, a pressure drop If an aircraft fire is discovered on ground or during takeoff but may indicate a leak in the system. prior to committed flight, the aircraft is to be landed and or stopped as soon as possible. Cabin Air, Adjust as required Fires originated in flight must be controlled as quickly as possible in an attempt to prevent major structural damage. Fire Note The BLEED OVERTEMP warning light will illuminate or smoke should be controlled by identifying and shutting down when bleed air temperature exceeds 72°C. The cabin the affected system. pressurization and heating is accomplished by the engine An appropriate course of action is: bleed air system, therefore a leak in the bleed air lines can Identify the source of fire and smoke cause smoke from engine department to enter into the Isolate the source cabin. Normally, a leak in the bleed air lines is indicated by Extinguish the fire illuminating of the amber PNEUMATIC LOW caution light on the annunciator panel. Basically two types of in flight fires exist: Engine fire and If situation requires: Cabin fires and/or electrical fires DUMP Switch, ON Emergency Descent, Perform to safe altitude Each type has its peculiarities regarding isolation and smoke If smoke is out of control: control. Emergency Exit Window, Open In case of fire, it is important to determine the source of fire and Transponder, EMERGENCY to get fresh air into the cabin. Therefore generally proceed as Mayday Call, Transmit follows: Land as soon as practical
1 General Procedure Note Decision to “land as soon as practical” or to “land ASAP” depends on pilot’s decision after analyzing impairment of Note If maximum air flow for ventilating is desired, it is advisable smoke/fumes. to select pressurized air. 2 Engine Fire During Engine Start Engine Cowling Joints, Check for smoke If there is evidence of a fire within the engine during start as Cabin Air, Smell indicated by high and sustained engine temperature or detected Instrument Panels, Check for smoke by ground crew, proceed as follows: Dispensers and Vents, Check for smoke Cabin Pressurization System, Check and set as required Important If fire occurs when engine is running, keep on running engine a few seconds to burn fuel.
04. May 2004 3-55 3-56 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
The relevant procedures are as follows: 4 Engine Fire in Flight Fuel Selector Valve, OFF If engine fire occurs during normal flight and can not be Condition Lever, CUT OFF extinguished, immediate landing on a suitable landing area is Starter, Keep ON to run turbine recommended. Fuel Pump Switch (2), OFF Fuel Transfer Switch (2), OFF Warning It may be necessary to use engine power as long as possible After approximately 30 seconds; engine will shut off for safe approach to selected landing size. Sideslip aircraft if Continuous Ignition, OFF (check green advisory light off) necessary for keeping sight. Nevertheless, in any case try to Generator, OFF shut down engine as soon as possible. Battery, OFF If engine fire still persists: After approaching selected landing size: Abandon Aircraft Power Off Emergency Landing, Perform ASAP Fire, Try to extinguish by external means
5 Electrical Fire, Smoke or Fumes in Flight 3 Engine Fire During Takeoff If engine fire is detected during takeoff an immediate landing is Note The severity of the electrical fire and the flight conditions recommended. If not possible on runway due to left runway will determine how much of the aircraft electrical systems length, landing on an appropriate landing area is unavoidable. will be cut off. If cabin fire, smoke and/or fumes are detected, try to identify Warning It may be necessary to use engine power as long as possible and isolate source. Generally, the following procedure apply: for safe approach to selected landing size. Sideslip aircraft if Battery and Generator, OFF necessary for keeping sight. Nevertheless, in any case try to shut down engine as soon as possible. Warning Stall warning is not available without electrical power After landing area is selected and safe approach established: available. Power Off Emergency Landing, Perform ASAP Circuit Breakers, Pull
To continue flight after isolation of source: Battery and Generators, ON Necessary Circuit Breakers, In Aircraft, Land as soon as practical After Landing, Abandon Aircraft If source could not be isolated: Cabin Air, Adjust as required If required: DUMP Switch, ON Bleed Air, OFF Transponder, EMERGENCY Mayday Call, Transmit Emergency Descent, Perform to safe altitude Emergency Exit Window, Open Land ASAP
04. May 2004 3-57 3-58 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.5.e Emergency Descent 3.5.g Landing Emergencies If an emergency descent is necessary, proceed as follows: Power Lever, FLIGHT IDLE 1 Precautionary Landing Condition Lever, FULL FORWARD Airspeed, 140 KIAS Note Refer to “Power Off/Power On Emergency Landing” for Landing Gear, Down Precautionary Landing. Mayday Call, Transmit Transponder, EMERGENCY 2 Landing with Flat Main Gear Tire At safe altitude: Aircraft, Level off Caution Do not retract landing gear with blown main gear tire(s) Flight, Continue because blown tire may distort and bind main gear strut(s) within wheel well and may prevent further gear extension.
If a blown main gear tire was detected, proceed as follow: 3.5.f Maximum Glide Landing Gear, Keep DN (down) If an engine failure occurs, an immediate airstart is not possible Fuel Selector, Select tank on side of blown tire to consume as and engine must be shut down proceed as follows: much as possible fuel Landing Gear, Re-check UP Short before landing: Flaps, UP Fuel Selector, BOTH Condition Lever, FULL OFF/ FEATHER Airspeed, 110 KIAS Caution It is recommended to land aircraft into wind ahead or Glide Rate, 1.6 NM per 1000 ft descent crosswind opposite to side of deflated tire.
Note A glide distance versus altitude chart can be found in Flaps, 30° section 5 (figure 5-13). Landing Approach, Perform Caution Align aircraft with edge of runway opposite the blown tire, to have room for a mild turn during landing roll. Land slightly with wing low on side of inflated tire and hold aircraft off flat tire as long as possible with aileron control. Lower nose wheel to ground as soon as possible for positive steering.
After touch down: Brakes, Apply brake of inflated tire smoothly and maintain directional control After aircraft has stopped: Engine, Shut down Abandon Aircraft
04. May 2004 3-59 3-60 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3 Landing with Flat Nose Gear Tire Caution Align aircraft with edge of runway opposite the defective For landing with defective nose gear or blown nose gear tire main gear side, to have room for a mild turn during landing proceed as follow: roll. Land with wing low opposite on side of defective main gear side and hold aircraft off flat tire as long as possible Caution Do not retract landing gear with blown main gear tire(s) with aileron control. Lower nose wheel to ground as soon as because blown tire may distort and bind main gear strut(s) possible for positive steering. within wheel well and may prevent further gear extension. Note The centrifugal forces in a mild ground loop shall relieve the Landing Gear, Keep DN (down) inner, defective main gear in addition. Aircraft Fuel, Consume as much as possible Approach, Normal After touchdown: Landing, Perform Brakes, Apply brake of operative gear smoothly and maintain After touch down of main wheel: directional control Aircraft Nose, Hold off ground as long as possible After aircraft has stopped: Brakes, Apply smoothly and steadily and keep directional Engine, Shut down control with different braking Abandon Aircraft Control Wheel, Full AFT until aircraft stops Abandon Aircraft, 5 Illumination of HYDRAULIC PUMP Caution Light The amber HYDRAULIC PUMP caution light on the 4 Landing with Defective Main Gear annunciator panel blinkers normally during landing gear If a main landing gear defect was detected and amber operation, indicating proper function of the hydraulic pump. If HYDRAULIC PUMP caution light on annunciator panes does the light illuminates in intervals of several seconds or longer not illuminate, proceed as follows: than 1 minute permanently, a malfunction in the landing gear Fuel Selector, Select tank on side of defective main gear to hydraulic system is detected. This may be a leak in the consume as much as possible fuel hydraulic system causing pressure loss. Short before landing: In this case proceed as follows: Fuel Selector, BOTH HYDR Circuit Breaker, Pull
Note It is recommended to land aircraft into wind ahead or Caution The landing gear will slowly extent, indicated by crosswind opposite to side of deflated tire. illuminating of the red GEAR WARN warning light on the annunciator panel. Landing Gear, DN (down) Flaps, 30° GEAR WARN light, Check illuminating Landing Approach, Perform Airspeed, Reduce below 140 KIAS Battery and Generator, OFF
Warning Stall warning is not available without electrical power available.
04. May 2004 3-61 3-62 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.5.h Ditching, Power Off/Power On Caution The airspeed must be reduced immediately to prevent landing gear system from damage caused by airflow. In Important Presently the aircraft has not been flight tested in actual addition, due to landing gear drag and reduced cruise speed ditching. Therefore the following recommended procedure has to be considered. is based entirely on the best judgement available and following calculations and consideration being made Flight, Continue concerning ditching with respect to the vaulted underside of Land as soon as practical aircraft fuselage.
6 Landing with Flaps Retracted If ditching into water is unavoidable the recommended procedures are generally similar to power off/power on Important Landings with flaps up differ from normal landing emergency landing. Nevertheless, they differ in important approach speed, stall speed and landing distance required. points. Therefore proceed as follows: In case a flaps up landing is required, proceed as follows: Transponder, EMERGENY Approach Speed, 120 KIAS Mayday Call, Transmit Landing Gear, DN (down) During approach: DUMP Switch, ON Caution Stall speed flaps UP is raised to 80 KIAS. Ensure that Loose and heavy objects in cabin, Stow and secure runway length is sufficient for landing roll. Seat, Seat Belts, Shoulder Harnesses, Fasten and secure Passengers/Crew, Alert, cause to cushion faces Landing, Perform Landing Gear, UP
Warning In high wind speeds, aircraft approach should be headed into wind. In light winds and heavy swells, aircraft approach should be executed parallel to swells.
If approach is established: Flaps, 30° (if possible)
Caution If flap setting 30° is not possible, the following approach speeds are relevant to flap setting: Flaps 15° = 77 KIAS, Flaps 0° = 91 KIAS.
04. May 2004 3-63 3-64 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
If power on emergency landing is possible: 3.5.i Fuel System Malfunctions Power Lever, Set for sink rate of 300 ft/min
If power off landing is necessary: 1 LOW FUEL Caution Light Airspeed, Maintain approach speed Short before power on ditching: When the amber LOW FUEL LEFT and/or LOW FUEL Engine, Shut down RIGHT caution lights on the annunciator panel illuminate, the Battery and Generator, OFF fuel content in the relevant collector compartment is below a Short before power off ditching: quantity, corresponding to the unusable fuel plus fuel required Battery and Generator, OFF for 5 minutes of flight. In case one or both LOW FUEL warning lights illuminate, Warning Stall warning is not available without electrical power proceed as follows: available. Fuel Quantity Relevant Tank(s), Re-check
Ditching, Execute without flare (in approach attitude) Important The shadin MINIFLO-L fuel computer measures fuel flow and not fuel amount. Nevertheless, if the computer was Warning Immediately after aircraft has alight on water, try to retract programmed with actual amount of usable fuel in the tanks flaps by using momentarily battery power. This to make before flight, information for remaining flight time, fuel evacuation via main door or emergency window easier. used and remaining fuel can be determined on the shadin Nevertheless, if flap retraction is not possible, push upper display. If the right display flashes while the knob on the door strongly against extended flaps. Flap edges are shadin control panel is turned to ENDURANCE position, deformable. Be aware, that you have to counteract outside maximum possible flight “endurance” under consideration water pressure by opening the lower door. of present performance settings is less than 30 minutes.
After power on ditching into water and aircraft alight on water: Warning In case, the shadin fuel flow computer was switched off and Engine, Shut down power is returned, the instrument will display the correct fuel flow value, all other values are, however, misreading. Warning If aircraft is alight on water, Pilot/Crew have to organize aircraft evacuation and availability of life vests and raft. If readings are in line with annunciator panel indication: Fuel Left for Remaining Flight, Determine Abandon Aircraft Land as soon as practical within 20 minutes Life Vests and Raft, Inflate when outside cabin and clear of aircraft If circumstances permit:
Note If circumstances permit, try to close door and/or emergency exit window after evacuation to keep aircraft afloat as long as possible.
04. May 2004 3-65 3-66 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
2 FUEL PRESS Warning Light 4 FUEL TRANS Caution Light If the red FUEL PRESS warning light on the annunciator panel Illumination of the amber FUEL TRANS LEFT and illuminates, the fuel pressure has dropped below satisfactory FUEL TRANS RIGHT caution lights for the independent fuel value. The cause of illumination can be a malfunction of the systems in each wing indicates, that the pressure in the relevant engine driven fuel pump and/or fuel pump assembly. Normally, electrical driven fuel pump (left or right) has dropped. It engine fuel supply is sufficient due to high wing tank position indicates, that the primary flow for the long range jet pump and therefore hydrostatic fuel pressure. cannot overcome the overpressure valve of the “main” inner Nevertheless, if the FUEL PRESS warning light illuminates, compartment tank which is kept full at all times. proceed as follows: If the “LEFT” and/or “RIGHT FUEL TRANS caution light Fuel Quantity, Check illuminate, proceed as follows: Fuel Selector, Check BOTH Fuel Transfer Pump (2), Re- check ON Fuel Pump Switch (2), Re-check ON Fuel Quantity, Check Land as soon as practical Fuel Pressure, Check If fuel pressure could not be regained and warning light still Flight, Continue illuminates: Engine Instruments, Monitor Power Lever, Reduce to minimum power required Land ASAP Warning With transfer pumps inoperative, the amount of unusable fuel increases to 32 l (57.4 lbs) on failed side in maintank. Note There are two electrical fuel pumps arranged in parallel set- Remaining fuel in the respective aux-tank is not accessible. up for redundancy reasons located in the engine compartment. Normally one pump is operative to provide sufficient pressure at the inlet of the engine driven fuel 3.5.j Propeller Malfunctions pump. Pitch and RPM control and of the 5-blade propeller is normally accomplished automatically by a governor and propeller Warning Be prepared for a possible engine failure and a power off reduction gearbox. The propeller pitch range is from “lower landing. pitch” to “higher pitch”. 3 FUEL FILTER BYPASS Caution Light Note In case of propeller problems e.g. oil pressure loss etc., Illumination of the amber FUEL FILTER BYPASS caution propeller feathering is accomplished by the condition lever light on the annunciator panel indicates, that a fuel filter is set to “FEATHER” position. blocked and the bypass has opened to allow unrestricted fuel flow to the electrical driven fuel pump. If the FUEL FILTER BYPASS caution light illuminates, proceed as follows: Land as soon as practical
04. May 2004 3-67 3-68 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.5.k Electrical Power Supply Malfunctions 3.5.l Flight Control Malfunctions 1 Generator Failure 1 Elevator Control Failure A generator failure is indicated by illumination of the red In case elevator control fails, speed shall be controlled by GENERATOR FAIL warning light on the annunciator panel. If elevator trim while approach angle is controlled by power generator fails, simultaneously a standby alternator takes over setting. For CG of 21 % MAC and behind, trim authority will electrical power supply for basic aircraft operation in addition to be sufficient to achieve zero sink rate. the battery. For CG of 21 % and behind, the following procedure is Caution Illumination of an amber STANDBY ALTERN ON caution recommended: light on the annunciator panel indicates that the standby Pitch Control, Use aircraft trim alternator took over electrical power supply, but limited to Mayday Call, Transmit max. 20 amps. If the load of the alternator exceeds its For landing, select long runway with low crosswinds. capacity, the amber light on the annunciator panel starts Landing Approach, Long final flashing. Battery supply is limited to approximately Note Landing gear and flaps should be set down as early as 30 minutes depending on the activated consumers. Low possible to stabilize drag during approach. Voltage is indicated by illumination of the amber Landing Gear, DN (down) LO VOLTAGE caution light on the anncunciator panel. Flaps, 30° In case of illumination of the GEN-FAIL warning light proceed Aircraft, Trim aft as follows: Power Lever, Set as required GEN Switch, RESET hold for approx 2 seconds and back to ON Approximately 20 feet AGL: If GENERATOR FAIL light extinguishes: Power Lever, Set as required to obtain nose up attitude Voltmeter Reading, Check 28V DC Landing, Perform Ammeter Reading, Check indication Flight, Continue 2 Flaps Unbalanced If GENERATOR FAIL light still illuminates: The flap positions 0°, 15° and 30° are normally indicated on the All unnecessary Electrical Consumers, Switch off flap select panel by green lights at the left side of the flap On circuit breaker location and unit location: selector switch, while flap transition is indicated by the yellow UNIT, Switch Off FLAPS warning light. Unnecessary Circuit Breakers, Pull If both wing flap positions differ approx. 7° (asymmetry), the Land ASAP system shuts off automatically and the red FLAPS warning light To allow cabin to depressurize by normal leakage loss (DUMP on the annunciator panel illuminates. switch is inoperative if circuit breaker is pulled) and during In this case proceed as follows: approach: Balance Aircraft, Slightly by using rudder and/or aileron Bleed Air, OFF Flap Circuit Breaker, Pull Landing Gear, Perform Emergency Extension Land as soon as practical During landing approach: Caution Expect landing with flaps retracted and use appropriate Flap, Estimate position airspeed. Approach and landing without landing lights must Landing Approach Speed, set according to estimated flap be considered. position between Flaps 30° = 80 KIAS Flaps UP = 120 KIAS Landing Gear, DN (down) Normal Landing, Perform Power Lever, Set as required Landing, Perform
04. May 2004 3-69 3-70 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.5.m Landing Gear Malfunctions 3 Spins The correct landing gear operation as well as any malfunction is Warning Spins are not permitted with this aircraft. generally indicated by several WARNING and CAUTION lights located on the annunciator panel and STATUS lights on If the aircraft unintentional falls into a spin, the recovery the landing gear select (lever) panel. procedure is as follows: The red GEAR WARN warning light on annunciator panel Power Lever, FLIGHT IDLE illuminates: Rudder, Full opposite to rotation direction Until landing gear has locked into up position (lever selected Ailerons, Neutral gear UP) Elevator, Forward If flaps were set: Until landing gear has locked into down position (lever selected Flaps, UP gear DOWN) and extinguishes thereafter. When rotation has stopped: In addition, the red GEAR warning light will illuminate, when: Rudder, Neutral Aircraft, Level off A hydraulic failure in the systems has occurred (e.g. pressure Trim, As desired loss) Flight, Continue If throttle setting during approach is below normal approach setting and/or 4 Stall Warning Flaps are extended while the landing gear is not in down A stall warning system provides the pilot with aural warning position and locked. (warning horn) audible in the pilot’s headsets and the cockpit when the aircraft is approaching stall conditions. In addition to the “gear up warning” an aural lyre bird tone The stall warner (lift detector) outside the aircraft can be heated (warning horn) is audible. This tone can be cancelled by by activating the PITOT R switch which activates the heating of pushing the gear warning mute switch, located on the throttle the left pitot tube and stall warner. lever. Nevertheless, the tone will be audible after cancellation, A red STALL WARN warning light illuminates on the if flaps are set to 30° and gear is not fully extended. annunciator panel, if a malfunction in the stall heating system For proper hydraulic system operation an amber HYDR. PUMP occurs. caution light on the annunciator panel illuminates, indicating If the STALL HEAT light illuminates: hydraulic pump operation. Consider stuck lift detector due to ice Normal gear down lock information is given by three green “status” lights illuminating on the landing gear panel. Caution Be aware, that the lift detector (stall warner) is not heated When the red GEAR WARN light and the green “status” lights and stall warning may be inoperable. are not illuminating, the landing gear is in the UP-position.
Important If there is any doubt about the condition of the landing gear, it is recommended to perform a fly by at a ground station e.g. tower etc.
04. May 2004 3-71 3-72 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
1 Landing Gear Retract Malfunction 3 Landing Gear Malfunction during Extension When the landing gear fails to retract after landing the gear If landing gear extension fails after setting gear lever to DN lever was set to UP position, proceed as follows: (down) position (green lights do not illuminate), four possible causes can be assumed: Caution Do not attempt to retract landing gear further if it fails to retract during first attempt. A failure in the hydraulic system Landing Gear Lever, Keep DN (down) One or more green indication lights are defect Land as soon as practical Defective landing gear struts The landing gear limit switches are defect. 2 Landing Gear Malfunction in Flight In case a hydraulic system failure occurs, landing gear If the red GEAR WARN light on the annunciator panel extension shall be executed using Emergency Extension illuminates during flight, it can be assumed, that the landing procedure. gear has not retracted to UP position. In this case proceed a follows: Important In all other cases the hydraulic system can be reactivated. In Airspeed, Reduce to max. 140 KIAS this case it is up to pilot’s decision to execute landing with gear up or down. Caution The airspeed should be reduced immediately to prevent damage of landing gear and gear doors. In any case proceed first as follows: Flight, Continue GEAR CTRL Circuit Breaker, Check Airspeed, Max. 140 KIAS Lamp Test Button, Press to check Note If the GEAR CTRL circuit breaker has tripped, electrical HYDR Circuit Breakers, Check, if out - push in power of hydraulic valves would be cut off which If malfunction still remains: automatically causes gear to extend. Emergency Extension, Perform Land as soon as practical HYDR Circuit Breaker, Check out 4 Landing Gear Emergency Extension Note If the HYDR circuit breaker has tripped, hydraulic pump fails to supply pressure for keeping landing gear retracted. In case the landing gear fail to extent in any case, proceed using the following procedure: Circuit Breakers, if out, Push in Airspeed, 110 KIAS If procedure was unsuccessful, it can be assumed, that a failure Landing Gear Lever, DOWN in the control function of landing gear and/or in the hydraulic GEAR CTRL Circuit Breaker, Pull system occurs In this case proceed as follows: Note Pulling the circuit breaker opens all valves which are Landing Gear Lever, Select DN (down) required to extend gear.
Caution If normal gear extension fails, extent Landing Gear using Gear Operation Lights, Check illumination (three greens) Emergency Extension. Land as soon as practical
After gear is down and locked: Gear Operation Lights, Check illumination (three greens) Land as soon as practical
04. May 2004 3-73 3-74 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
5 Hydraulic System Reactivation 3.5.n Pressurization System Malfunctions In case landing gear emergency extension has failed (no The aircraft pressurization system is supplied by the engine indication of green status lights), the reactivation of the primary bleed air system. Normally, if pressurization of cabin is hydraulic system is advisable to stabilize landing gear, e.g. in selected, the cabin pressure altitude will reach at maximum case of locking mechanism failure. aircraft operation altitude of 25.000 ft, max. 7950 ft. Cabin In this case proceed as follows: altitude can be manually selected using the cabin pressure select GEAR CTRL Circuit Breaker, Push in knob located on the control unit. Land as soon as practical Two control instruments are located on the instrument panel, indicating cabin altitude and pressure differential as well as Important Landing should be performed by using one of the landing cabin altitude rate of climb. emergency procedures. A red CABIN PRESSURE warning light on the annunciator panel will illuminate, if cabin pressure exceeds 10.000 ft and/or Caution After successful landing without green status lights when a cabin pressure of 5.65 psi is exceeded. illuminating, lock the hydraulic actuator with locking device A squat switch is installed to dump the cabin after landing as by hand before switching off battery, thus deactivating the soon as the nose gear touches the ground. hydraulic system. In addition, a DUMP switch, located on the control unit, allows manual dumping of cabin pressure when operated. 6 Hydraulic Pump Malfunction
The hydraulic system of the aircraft is used for the landing gear 1 Impending Skin Panel or Window Malfunction retraction/extension. Proper function is controlled by an amber HYDR PUMP caution light, which illuminates if a malfunction In case of impending skin panel or window failure proceed as in the system occurs. follows: If this amber caution light illuminates longer than 1 minute DUMP Switch, ON permanently or flashes in intervals of several seconds, proceed Emergency Descent, Perform to safe altitude (<10.000 ft AGL) as follows: HYDR Circuit Breaker, Pull to prevent overheat of pump Airspeed, Reduce to max. 140 KIAS
Note Normally, landing gear will slowly extent, which is indicated by the red GEAR WARN light on the annunciator panel.
Land as soon as practical If landing gear does not extent: Emergency Extension, Perform
Caution During flight with extended landing gear, consider cruise speed.
04. May 2004 3-75 3-76 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
2 Illumination of CABIN PRESS Warning Light 3.5.o Flight into Icing Conditions
When the CABIN PRESS warning light illuminates during Warning Flights into known or forecasted icing conditions are flight, a malfunction in the cabin pressure system or a wrong prohibited. switch setting can be assumed. In case of illumination proceed as follows: The aircraft is equipped with an electrically heated static system Cabin Altitude, Check indication (pitot tube, static ports) left and right side of tailcone shell. This Cabin Differential Pressure, Check indication can be controlled manually by ON or OFF type PITOT L and If cabin overpressure has been determined: PITOT R switches, located on the de-ice panel. If one of the Bleed Air, OFF switches is set to ON position, while the aircraft is on ground, Emergency Descent, Perform to safe altitude (<10.000 ft AGL) the corresponding amber PITOT HEAT RIGHT, PITOT HEAT If cabin altitude above 10.000 ft has been determined: LEFT and STATIC HEAT RIGHT, STATIC HEAT LEFT Cabin Air, Check indication caution light on the annunciator panel will illiminate, indicating, Cabin Pressurization, Check ON that the pitot heating is not active. Bleed Air, Check ON In addition, the pitot heat switches activate the stall warning Cabin Pressure Controller, Check sensor heating (lift detector) located in the left wing leading DUMP Switch, Check OFF edge. Rate Control Knob, Turn clockwise to regain pressurization The stall warning heating is deactivated on ground (nose wheel If cabin altitude drops to appropriate value: on ground) by means of the squat switch to avoid prolonged Flight, Continue operation on ground. This will be indicated by illumination of Cabin Pressurization Instruments, Monitor the red STALL HEAT warning light on the annunciator panel. If cabin pressure remains still above max. value: The aircraft surface ice protection consist of pneumatic de-ice Emergency Descent, Perform to safe altitude (<10.000 ft AGL) boots on the leading edges of wing, horizontal stabilizer and vertical fin. It can be activated manually by the pilot. The proper function of the de-ice boots when activated is indicated by a green DEICE BOOTS light illuminating on the annunciator panel. In addition, an electrically operated windshield anti-ice system is imbedded in the pilots windshield. It is controlled by sensors, which automatically regulates the temperature, when the system is switched on. Windshield activation is indicated by illumination of the green WINDSHIELD HEAT ON light on the annunciator panel. If one or both temperature sensors have failed or an overheat condition has occured, the red WINDSHIELD HEAT FAIL warning light on the annunciator panel will illuminate.
Caution When the WINDSHIELD HEAT FAIL light illuminates, a malfunction in the de-ice system is detected and the system should be switched off immediately.
The remaining periphery view after icing up to the frozen part of the windshield allows safe landings.
04. May 2004 3-77 3-78 04. May 2004 Pilot’s Operating Handbook Section 3 Section 3 Pilot’s Operating Handbook EA400-500 Emergency Procedures Emergency Procedures EA400-500
3.5.p Unintentional Flight into Icing Conditions 3.5.s Lightning Strike If flight into icing conditions is encountered, proceed as The aircraft generally is protected against lightning strike. follows: Nevertheless, if a lightning strikes the aircraft, proceed as Pneumatic De-Ice System, ON follows: Pitot Anti-Ice System, ON Condition of Lights, Annunciator Panel and other Indication Engine Air Intake de-Icing, ON Lights, Check function by pressing relevant light TEST buttons Continuous Ignition, ON Navigation System, Check indications, function If necessary: If panel mounted COM/NAV fail: Windshield Anti-Ice System, ON COM/NAV Handheld, Use Altitude and/or Heading, Change immediately to leave icing If severe engine vibrations are noticeable caused by propeller zone damage: Power Lever, Reduce as far as possible If vibrations disappear: 3.5.q Windshield Icing, Fogging Flight, Continue If vibrations are still severe: In case of windshield icing and/or fogging, proceed as follows: Land as soon as practical If icing occurs: Windshield Anti-Ice System, ON Caution Severity of engine vibration can require an immediate If fogging occurs: landing on the nearest possible and adequate landing area. Cabin Ventilation System, Select windshield defogging This using power on/power off landing emergency Flight, Continue procedures. Icing, fogging conditions, monitor If icing conditions require: Altitude and/or Heading, Change for better conditions 3.5.t Emergency Exit Window Removal
3.5.r Illumination of WINDSHIELD HEAT FAIL Warning Light The aircraft is equipped with an emergency exit window located opposite to the main door. In case of an emergency situation Windshield Anti-Ice System, OFF which requires abandoning the aircraft the emergency exit Cabin Ventilation System, Select windshield defogging window can be opened. The following general procedure should be applied: DUMP Switch, ON, to reduce cabin pressure Cabin Differential Pressure Indicator, Check zero Indication Emergency Exit Window Handle, Turn counterclockwise Emergency Exit Window, Pull in and down
04. May 2004 3-79 3-80 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.7.f Engine Start ...... 4-37 Section 4 4.7.g After Starting Engine...... 4-38 Normal Procedures 4.7.h Taxiing...... 4-38 4.7.i Engine Run Up ...... 4-38 Table of Contents 4.7.j Before Takeoff...... 4-39 4.7.k Takeoff...... 4-39 4.7.l After Takeoff Climb ...... 4-40 Paragraph Page 4.7.m Cruise...... 4-40 4.1 Introduction...... 4-3 4.7.n Descent/Approach...... 4-40 4.7.o Final...... 4-41 4.2 Airspeed for Safe Operation ...... 4-3 4.7.p Before Landing/Landing...... 4-41 4.3 Enroute Climb...... 4-4 4.7.q Cross Wind Operation ...... 4-42 4.7.r Balked Landing...... 4-42 4.4 Landing...... 4-4 4.7.s Engine Shutdown...... 4-43 4.5 Stalling Speeds...... 4-4 4.7.t Rain...... 4-43
4.6 Normal Procedures Checklist ...... 4-5 4.6.a Preflight Inspection...... 4-5 4.6.b Interior Check ...... 4-13 4.6.c Programming Shadin MINIFLO-L Computer ...... 4-14 4.6.d Before Starting Engine (with External Power) ...... 4-17 4.6.e Before Starting engine (without External Power) ...... 4-18 4.6.f Engine Start...... 4-18 4.6.g After Starting Engine ...... 4-19 4.6.h Taxiing...... 4-20 4.6.i Engine Run Up...... 4-20 4.6.j Before Takeoff...... 4-21 4.6.k Takeoff...... 4-22 4.6.l After Takeoff Climb...... 4-22 4.6.m Cruise...... 4-23 4.6.n Descent/Approach...... 4-23 4.6.o Final ...... 4-24 4.6.p Before Landing/Landing...... 4-24 4.6.q Cross Wind Operation...... 4-25 4.6.r Balked Landing...... 4-26 4.6.s Engine Shutdown...... 4-26 4.6.t Rain...... 4-26 4.7 Normal Procedures (Amplified)...... 4-27 4.7.a Preflight Inspection...... 4-27 4.7.b Interior Check ...... 4-32 4.7.c Programming Shadin MINIFLO-L Computer ...... 4-33 4.7.d Before Starting Engine (with External Power) ...... 4-35 4.7.e Before Starting engine (without External Power) ...... 4-36
04. May 2004 4-1 4-2 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4 Normal Procedures 4.3 Enroute Climb
Speed KIAS 4.1 Introduction Enroute Climb Speed 110 General
Section 4 of this handbook describes in abbreviated form 4.4 Landing (checklists) the procedures for normal operations. Amplifications to the abbreviated checklist are presented in addition by subparagraphs to each checklist paragraph e.g. Speed KIAS subparagraph c. corresponds to paragraph c etc.. Airspeed for Approach, Flaps 30° 80 Note The Amplified Normal Procedures Checklist should be used Airspeed for Approach, Flaps 0° 120 until the pilots have become familiar with the aircraft and Recommended Airspeed for 156 systems. Thereafter the Abbreviated Normal Procedure Flights in Rough Air checklist can be used for aircraft operations. Nevertheless, all amplified normal procedure items must be accomplished, regardless, which checklist is used. Latest status of these 4.5 Stalling Speeds Checklists can be checked against the list of Effective Pages in this manual. Speed KIAS Flaps UP 80
4.2 Airspeed for Safe Operation Flaps 15° 67 Flaps 30° 58 Note The following data is to be used for normal operations.
Conditions: Takeoff Weight: 2130 kg (4696 lbs) Landing Weight: 2000 kg (4409 lbs)
Speed KIAS Best Rate of Climb Speed 110 Best Angle of Climb Speed 90 Transition Speed for Balked Landing 80 Max. Demonstrated Crosswind Velocity 20
04. May 2004 4-3 4-4 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.6 Normal Procedures Checklist 2 Cabin Before executing the exterior check: 4.6.a Preflight Inspection Item Condition 1 General Aircraft Flight Manual and Check available and status The preflight inspection is mandatory for the first flight on the Documents day. Weight and Balance Data Check Inspection procedures for subsequent flights are normally limited to brief checks of the fuel, oil, air, security of fuel and Control Lock Device Remove oil filler caps, overall appearance of the aircraft and a check of Parking Brake Check set the engine fan blades and the propeller. Landing Gear Lever DN position It is to ensure, that the aircraft fuel system is drained and Flaps Selector Check UP checked for contaminations. Samples from fuel drain location should be taken during each preflight inspection and after every Circuit Breakers Check in refueling. Battery ON For the purpose of this section, it is assumed that before Note entering the aircraft, the takeoff, enroute and anticipated landing The upper landing gear doors will close with noise. weight and center of gravity have been determined and that the Landing gear doors open slowly, when hydraulic system is cargo is secured and loading is within the weight and balance deactivated. limitations specified in Section 6 of this handbook. Landing Gear Position. Check, three greens It is further assumed, that the takeoff, enroute and landing Indicator Lights performance, as specified in Section 5 of this handbook, have Lights TEST Press to test function been reached. Buttons/Switches Fuel Quantity Check Fuel Selector BOTH Elevator Trim Set to N position Battery OFF
04. May 2004 4-5 4-6 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
3 Exterior Check 4 Left Side of the Fuselage
Note In cold weather, remove even small accumulations of frost, Item Condition ice or snow from the wings, fuselage, tail and control Cabin Entrance Door Check condition surfaces. Also make sure that control surfaces contain no internal accumulations of ice or debris. If night flight is Aircraft Check in level planned, check operation of all lights and flash light Main Gear, Hydraulic Lines, Check condition available. Gear Doors, Wheel Brake, Wheel, Tire and Landing Light Exterior Inspection Illustration Check for cracks and Windows 8 contamination Fuselage Sidewall Check condition Air Opening Check condition, free Antennas Check condition Static Port Condition, uncovered
1 Access Panels Check closed and secured
9 7 5 Empennage Item Condition 4 6 Horizontal and Vertical Fins Check condition Elevator Check condition Elevator Trim Tab Check condition and in neutral position Rudder Check condition, free movement 5 Note Consider spring forces of rudder centering, coupling with Figure 4-1 nose wheel steering and control interconnection with ailerons.
Strobe Light Check condition Antennas Check condition
04. May 2004 4-7 4-8 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
6 Right Side of Fuselage 7 Right Wing
Item Condition Item Condition Fuselage Side Wall Check condition Wing Tie Down Release, remove eye bolt Static Port Condition, uncovered Fuel Quantity Check Windows, Emergency Exit Check for cracks and Fuel Filler Caps (2) Closed, secured contamination Flap Check condition Emergency Exit Release Check stowed Aileron Check condition, Handle free movement Main Gear, Hydraulic Lines, Check condition Note Gear Door, Wheel Brake, Checking movement of aileron, consider spring forces of Wheel, Tire and Landing control interconnection with rudder Light Navigation-, Strobe- and Check condition Landing Gear Hydraulic Check fluid level Recognition Lights Reservoir (inspection glass) Important Wing Leading Edge Check condition Hydraulic fluid must be visible in the inspection glass. Pitot Tube Check uncovered and for clogging Fuel Tank Sump and Outer Drain fuel samples with cup Wing Tank Drains Check for water and contamination Important Avoid fuselage contamination of fuel. Drain Valves Check locked and secured Fuel Tank Vent Check free of clogging
04. May 2004 4-9 4-10 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
8 Engine and Propeller 9 Left Wing
Item Condition Item Condition Engine Cowlings Check, condition Fuel Tank Sump Drain fuel samples with cup Engine Air Intake Check uncovered, Check for water and contamination clear and condition Important Engine Exhausts Check uncovered and Avoid fuselage contamination of fuel. condition Drain Valves Check locked and secured Engine Oil Level Check in limits Wing Tie Down Release, remove eye bolt Engine Service Door Check closed, secured Fuel Quantity Check Towing Bar Removed Fuel Filler Caps (2) Check closed, secured Nose Gear, Gear Door, Wheel Check condition Wing Leading Edge Check condition and Tire Stall Warning Sensor Check free movement Antennas Check condition Pitot Tube Check uncovered and for Propeller and Spinner Check for condition, oil leaks, clogging blade movements Caution Navigation-, Strobe- and Check Recognition Lights Blade shake is allowed up to 3 mm (1/8 inch) and a blade angle play of 2° is acceptable. No critical cracks in the Aileron Check condition, blades. Metal corrosion sheet may not be loose. If not, free movement replace within the next 10 hours after last inspection. Note Propeller De-Ice Pads Check condition Checking movement of aileron, consider spring forces of control interconnection with rudder. Front Window Check for cracks and contamination Flap Check condition
04. May 2004 4-11 4-12 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.6.b Interior Check 4.6.c Programming Shadin MINIFLO-L Computer
Item Condition Item Condition Entrance Door Re-check closed and secured Electrical Power Available Right Switch Push to FULL FUEL and hold After entering and taking seat position, the following cabin procedures are to be carried out: Left Switch Push to FUEL REM position
Item Condition Simultaneously:
Seat Belts and Shoulder Adjust and locked Item Condition Harness ENTER/TEST Button Press and hold for 30 seconds Passengers Seated and strapped On Left Display FUL is indicated Flight Controls Check free movement On Right Display Full amount of usable fuel Circuit Breakers Re-check in appears Battery ON Left Switch Release from FUEL REM Stall Warning System Check function position Pitot L and Pitot R Switch Press to test ENTER/TEST Button Release (max. 10 seconds) Right Switch Hold at FULL FUEL position
To increase maximum amount of usable fuel:
Item Condition Left Switch Push to FUEL REM position
04. May 2004 4-13 4-14 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
To reduce the maximum amount of usable fuel: If aircraft is refueled e.g. after intermediate landing:
Item Condition Note If no refueling during intermediate stop, no action Left Switch Push to FUEL USED position concerning programming the computer is required. Important Item Condition The longer the switch is held on FUEL USED position, the faster the resetting procedure. If three decimal points Right Switch Push to ADD FUEL and hold appear between the digits on the display, than the number Left Switch Push to FUEL REM and hold is in the thousands. Example: On display 2.3.6 appears. to increase amount of fuel It does not mean 236 liters/gallons but it means Left Switch Release from FUEL REM 2369 liters/gallons. position when correct amount ENTER/TEST Button Press of fuel added appears on On Left Display FUL disappears display Right Switch Release from FULL FUEL position If correct value is achieved and indicated on display: Item Condition To activate a self test function of the shadin computer, proceed ENTER/TEST Button Press as follows: Right Switch Back to center position Item Condition Left Switch Push to FUEL REM position ENTER/TEST Button Press and hold Currently available amount of (min. 10 seconds) On Right display usable fuel appears
After completion of self test: Important Pressing and holding the ENTER/TEST button activated Item Condition an Internal test sequence. An “8“ appears in all parts of On Right Display GooD appears display for about 10 seconds. If the test is completed, “GooD” appears on the display. If “BAD” appears, a Note defect in the system occurs. Corrective measures must Thereafter GooD disappears and the maximum usable fuel be carried out. Activating the test sequence with running value is displayed. engine will result in a loss of fuel measurements for 18 seconds.
04. May 2004 4-15 4-16 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.6.d Before Starting Engine (with External Power) 4.6.e Before Starting engine (without External Power)
Item Condition Item Condition Avionics Check off Avionics Check off Bleed Air Check OFF Bleed Air Check OFF DUMP Switch Check OFF DUMP Switch Check OFF Pressurization ON Pressurization ON Pressurization Controller Set to field elevation Pressurization Controller Set to field elevation Cabin Rate of Climb Set Cabin Rate of Climb Set Air Conditioning Off Air Conditioning Off Strobe Lights On Strobe Lights On Parking Brake Re-check set Parking Brake Re-check set Condition Lever CUT OFF Condition Lever CUT OFF Power Lever GROUND/FLIGHT IDLE Power Lever GROUND/FLIGHT IDLE Start Up Clearance Obtain External Power Device Check connected, (24 V DC) illumination of 4.6.f Engine Start EXTERNAL POWER light External Power Request on Caution Prior to engine start up with battery power, check the voltmeter reading for sufficient battery power. It is Battery ON recommended to use external power for engine start when Voltmeter Check reading battery voltage is below 24 V.
Start up Clearance Obtain Item Condition
Battery ON After engine start is completed: Generator ON Item Condition Shadin Computer Reset External Power Switch OFF Annunciator Lights Press to test External Power Supply Plug Disconnect, check TOT < 100 °C EXTERNAL POWER light Fuel Pump Switch (2) ON extinguished Fuel pressure > 10 psi Check reading External Power Access Panel Check close and secured Fuel Pump Switch (2) OFF
Fuel Pump Switch (1) ON Fuel pressure > 10 psi Check reading Starter Switch Activate
04. May 2004 4-17 4-18 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
At 12 to 15 % N1 is reached: 4.6.h Taxiing
Item Condition Item Condition Condition Lever FORWARD Parking Brake Release TOT < 850 °C Monitor Brakes Check functioning Nose Wheel Steering Check functioning Note After passing through 58 % N1 starter will deactivate automatically. Flight Instruments Check function Flaps Set 15° Item Condition Oil Pressure Check indication 4.6.i Engine Run Up Fuel Transfer Switch (2) ON Item Condition Parking Brake Set
4.6.g After Starting Engine Engine Oil Temperature Check indication Power Lever Set 1800 Engine RPM Item Condition Propeller Overspeed Check function Avionics On Ammeter Check reading Altimeter Set Gyro Pressure Check in limits Gyros Set Fuel Flow (Suction) Check indication Radios ON and set as required Engine Oil Pressure Check indication Navigation Equipment ON and set as required
Bleed Air ON After completion: Cabin Pressure Set as required Item Condition Air Conditioning Set as required Power Lever GROUND/FLIGHT IDLE
04. May 2004 4-19 4-20 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.6.j Before Takeoff 4.6.k Takeoff
Item Condition Item Condition Trim Check set to N Power Lever MAX POWER Transponder Set as required (111 % Torque) Gyros Re-check and set Brakes Release Condition Lever FULL FORWARD Aircraft Rotate at 71 KIAS under MTOW conditions Continuous Ignition ON Important Pitot Heat, Ice Protection ON, if required Rotation speed should be reduced linearly to 69 KIAS at Engine Instruments Check normal 1900 kg (4190 lbs) and 66 KIAS at 1600 kg (3530 lbs) takeoff weight. Annunciator Panel Lights Off
Note
PITOT L and R warning lights will extinguish on 4.6.l After Takeoff Climb annunciator panel, when pitot heat automatically is activated as soon as aircraft is airborne. Item Condition Note Landing Gear Up Before takeoff, takeoff and emergency briefing shall be Flaps UP before reaching 120 KIAS given to crew members and passengers. Power Lever Max Continuous Power
(92 % Torque)
Important Recommended cruise climb speed is 120 KIAS while maximum climb speed is 110 KIAS. Engine Instruments Check continuously Pressurization Controller Set to cruise level Cabin Rate of Climb Adjust, check indication Continuous Ignition Set as required Recognition Lights Off Air conditioning As required
04. May 2004 4-21 4-22 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.6.m Cruise 4.6.o Final
Item Condition Item Condition Cruising Speed Set as required Landing Gear DN (down) below 140 KIAS Engine Instruments Monitor Flaps Set as required Flight Instruments Monitor Caution Fuel Tank Feedings Monitor, set as required Flap selection airspeed must be below 120 KIAS for flaps setting to15° and below 109 KIAS for flap setting to 30°. Caution Maximum allowed fuel unbalance is 80 l (21 U.S. Gallons). Condition Lever FULL FORWARD Air Conditioning OFF Aircraft Trim Set as required 4.6.n Descent/Approach Item Condition 4.6.p Before Landing/Landing Approach Briefing Perform Landing Information Obtain with ATIS Item Condition Navigation Equipment Set as required Seat, Seat Belts and Adjust and locked Harnesses Fuel Quantity Check Landing Gear Re-check down – three greens Fuel Selector Check BOTH Flaps below 109 KIAS Set 30° Altimeter Set and check QNH Cabin Differential Pressure Check zero indication Recognition Lights On Indicator Landing Light ON Continuous Ignition ON If differential pressure still is indicated: Pressurization Controller Set airport elevation Item Condition Rate of Descent Adjust DUMP Switch ON Final Approach Speed Adjust 80 KIAS
Landing Perform
04. May 2004 4-23 4-24 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
After touchdown, wheels on ground: 4.6.r Balked Landing
Item Condition Item Condition Brakes, Apply as required Power Lever MAX POWER Propeller Revers Thrust (111 % Torque)
When clear of runway: Condition Lever FORWARD Aircraft Check positive climb Item Condition Landing Gear UP Flaps UP
Transponder Standby After airspeed above 74 KIAS:
Pitot Heat OFF Item Condition WX- Radar OFF Flaps Set 15° Recognition Light OFF Landing Light OFF (if not required) After airspeed above 90 KIAS: Trim Set neutral Item Condition
Flaps UP 4.6.q Cross Wind Operation
Item Condition 4.6.s Engine Shutdown Approach Speed Adjust 80 KIAS Item Condition Crosswind Component Compensate Power Lever GROUND/FLIGHT IDLE Important (approx. 2 minutes) Crosswind should be compensated by a combination of Bleed Air OFF heading the nose into the wind and banking the aircraft slightly into the wind. Fuel Transfer Switch OFF Aircraft Adjust to center line Fuel Pump Switch OFF of runway Continuous Ignition OFF Maintain a small bank angle Avionic Equipment Off into wind Condition Lever CUT OFF After touchdown: Battery OFF Item Condition Park Brake Set as required Nose Wheel Lower immediately Control straight pass with 4.6.t Rain rudder Note Aircraft flight characteristics do not change when flying in Aileron deflection keep into rain. However, the stall speeds will be 3 to 5 knots higher wind than the given ones.
04. May 2004 4-25 4-26 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.7 Normal Procedures (Amplified) 2 Cabin Before executing the exterior check, a cabin check should be 4.7.a Preflight Inspection applied as follows: 1 General Aircraft Flight Manual and Documents, Check available and status If the aircraft has been in extended storage or had recent major Weight and Balance Data, Check maintenance, or has been operated from marginal airfields, a Control Lock Device, Remove more extensive exterior inspection is recommended. Parking Brake, Check set After major maintenance, the flight and trim tab controls should Landing Gear Lever, DN position be double-checked for free and correct movement and security. Flaps Selector, Check UP The security of all inspection plates should be checked Circuit Breakers, Check in following periodic inspections. If the aircraft has been waxed or Battery, ON polished, check that the external static ports are free. If the aircraft has been exposed in a crowded hangar, it should Note The upper landing gear doors will close with noise. Landing especially be checked for scratches on wing, empennage and gear doors open slowly, when hydraulic system is tail surfaces, damage to navigation and anti-collision lights and deactivated. avionics antennae. Generally the aircraft should be parked headed into the wind Landing Gear Position. Indicator Lights, Check, three greens and with air intake, exhaust covers fixed and propeller protected Lights TEST Buttons/Switches, Press to test function against windmilling. Fuel Quantity, Check Outside storage for long periods may result in dust and dirt Fuel Selector, BOTH accumulation, obstructions in airspeed system lines and Elevator Trim, Set to N position condensation in fuel tanks. If any water is detected in the fuel Battery, OFF system or fuel reservoir drain valves, they should all be thoroughly drained until there is no evidence of water or sediment contamination. 3 Exterior Check After outside storage in winds or gusty areas or if tied down The exterior check is performed to check the aircraft for general adjacent to taxiing aircraft, special attention to control surfaces, condition and should follow the path as shown in Figure 4-1. hinges and brackets is required to detect the presence of wind Check particularly for damage, fuel, oil and fluid leakage and damage. security of access panels and removal of ground safety guards, If the aircraft has been operated from muddy fields or in snow pins and covers. or slush, check the main and nose wheel wells for obstructions Normally no additional aid is required to perform the external and cleanness. Operation from a gravel or cinder airfield will preflight. require extra attention to surfaces. Aircraft that are operated from rough fields, especially at high Note In cold weather, remove even small accumulations of frost, altitudes, are subject to abnormal landing gear abuse. ice or snow from the wings, fuselage, tail and control Frequently check all components of the landing gear, struts, surfaces. Also make sure that control surfaces contain no tires and brakes. internal accumulations of ice or debris. To prevent loss of fuel in flight, make sure, that all filler caps are tightly sealed after any system check or servicing. Fuel If night flight is planned, check operation of all lights and flash system vents should be inspected for obstructions, ice or water, light available. especially after exposure to cold, wet weather.
04. May 2004 4-27 4-28 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4 Left Side of the Fuselage 6 Right Side of Fuselage Cabin Entrance Door, Check condition Fuselage Side Wall, Check condition Aircraft, Check in level Static Port, Condition, uncovered When the aircraft is in level e.g. standing on an even floor, Windows, Emergency Exit, Check for cracks and contamination condition of landing gear shock absorbers and/or fuel Emergency Exit Release Handle, Check stowed asymmetry can be checked. In addition, the aircraft must be in Main Gear, Hydraulic Lines, Gear Door, Wheel Brake, Wheel, lateral level to ensure possible water and/or sediment is in fuel Tire and Landing Light, Check condition tank sump when taking fuel samples from the wing tank drains. Landing Gear Hydraulic Reservoir, Check fluid level Main Gear, Hydraulic Lines, Gear Doors, Wheel Brake, Wheel, (inspection glass) Tire and Landing Light, Check condition Windows, Check for cracks and contamination Important Hydraulic fluid must be visible in the inspection glass. Fuselage Sidewall, Check condition Air Opening, Check condition, free Antennas, Check condition Static Port, Condition, uncovered 7 Right Wing Access Panels, Check closed and secured Wing Tie Down, Release, remove eye bolt Fuel Quantity, Check Fuel Filler Caps (2), Closed, secured 5 Empennage Flap, Check condition Horizontal and Vertical Fins, Check condition Aileron, Check condition, free movement Elevator, Check condition Elevator Trim Tab, Check condition and in neutral position Note Checking movement of aileron, consider spring forces of Rudder, Check condition, free movement control interconnection with rudder.
Note Consider spring forces of rudder centering, coupling with Navigation-, Strobe- and Recognition Lights, Check condition nose wheel steering and control interconnection with Wing Leading Edge, Check condition ailerons. Pitot Tube, Check uncovered and for clogging Fuel Tank Sump and Outer Wing Tank Drains, Drain fuel Strobe Light, Check condition samples with cup. Check for water and contamination Antennas, Check condition
Important Avoid fuselage contamination of fuel. Drain Valves, Check locked and secured Fuel Tank Vent, Check free of clogging
04. May 2004 4-29 4-30 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
8 Engine and Propeller 4.7.b Interior Check Engine Cowlings, Check, condition Entrance Door, Re-check closed and secured Engine Air Intake, Check uncovered, clear and condition After entering and taking seat position, the following cabin Engine Exhausts, Check uncovered and condition procedures are to be carried out: Engine Oil Level, Check in limits Seat Belts and Shoulder Harness, Adjust and locked Engine Service Door, Check closed, secured Passengers, Seated and strapped Towing Bar, Removed Flight Controls, Check free movement Nose Gear, Gear Door, Wheel and Tire, Check condition Circuit Breakers, Re-check in Antennas, Check condition Battery, ON Propeller and Spinner, Check for condition, oil leaks, blade Stall Warning System, Check function movements To avoid leaving the powered aircraft, the following items should be performed with an assisting person outside the Caution Blade shake is allowed up to 3 mm (1/8 inch) and a blade aircraft. angle play of 2° is acceptable. No critical cracks in the The assisting person shall actuate the stall warning (lift blades. Metal corrosion sheet may not be loose. If not, detector) switch carefully by hand. Thus to check function of replace within the next 10 hours after last inspection. the system as red STALL WARN light on annunciator panel and stall warning horn. Propeller De-Ice Pads, Check condition Pitot L and Pitot R Switch, Press to test (max. 10 seconds) Front Window, Check for cracks and contamination The assisting person shall carefully touch the left and right wing pitot head and left wing lift detector. This units should become warm. Warning and advisory lights should not illuminate when 9 Left Wing systems are tested. Fuel Tank Sump, Drain fuel samples with cup Check for water and contamination
Important Avoid fuselage contamination of fuel.
Drain Valves, Check locked and secured Wing Tie Down, Release, remove eye bolt Fuel Quantity, Check Fuel Filler Caps (2), Check closed, secured Wing Leading Edge, Check condition Stall Warning Sensor, Check free movement Pitot Tube, Check uncovered and for clogging Navigation-, Strobe- and Recognition Lights, Check Aileron, Check condition, free movement
Note Checking movement of aileron, consider spring forces of control interconnection with rudder.
Flap, Check condition
04. May 2004 4-31 4-32 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.7.c Programming Shadin MINIFLO-L Computer Thereafter GooD disappears and the maximum usable fuel value is displayed. It is envisaged to program the shadin computer before the first If aircraft is refueled e.g. after intermediate landing, the flight and refueled aircraft with “maximum usable fuel” value following programming is envisaged: (refer to Section 2 for values). The programming procedure on shadin control panel therefore Note If no refueling during intermediate stop, no action is as follows: concerning programming the computer is required. Electrical Power, Available Right Switch, Push to FULL FUEL and hold Right Switch, Push to ADD FUEL and hold Left Switch, Push to FUEL REM position Left Switch, Push to FUEL REM and hold to increase amount of Simultaneously: fuel ENTER/TEST Button, Press and hold for 30 seconds Left Switch, Release from FUEL REM position when correct On Left Display, FUL is indicated amount of fuel added appears On Right Display, Full amount of usable fuel appears on display Left Switch, Release from FUEL REM position If the amount on the display should unintentionally exceed the ENTER/TEST Button, Release amount of fuel added, it can be corrected to exact value by Right Switch, Hold at FULL FUEL position moving the left switch to opposite FUEL USED position. To increase maximum amount of usable fuel: If correct value is achieved and indicated on display: Left Switch, Push to FUEL REM position ENTER/TEST Button, Press To reduce the maximum amount of usable fuel: Right Switch, Back to center position Left Switch, Push to FUEL USED position The fuel computer automatically adds the amount of added fuel and the value is indicated as “usable fuel currently available. Important The longer the switch is held on FUEL USED position, the Left Switch, Push to FUEL REM position faster the resetting procedure. If three decimal points On Right display, Currently available amount of usable fuel appear between the digits on the display, than the number is appears in the thousands. Example: On display 2.3.6 appears. It does not mean 236 liters/gallons but it means Important Pressing and holding the ENTER/TEST button activated an 2369 liters/gallons. Internal test sequence. An “8“ appears in all parts of display for about 10 seconds. If the test is completed, “GooD” If the correct value for maximum amount of usable fuel is appears on the display. If “BAD” appears, a defect in the indicated on display: system occurs. Corrective measures must be carried out. ENTER/TEST Button, Press Activating the test sequence with running engine will result The computer stores this value as its reference for full tanks. in a loss of fuel measurements for 18 seconds. On Left Display, FUL disappears Right Switch, Release from FULL FUEL position To activate a self test function of the shadin computer, proceed as follows: ENTER/TEST Button, Press and hold (min. 10 seconds) After completion of self test: On Right Display, GooD appears
04. May 2004 4-33 4-34 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.7.d Before Starting Engine (with External Power) 4.7.e Before Starting engine (without External Power) If engine start up is recommended with external power, an If using normal engine start procedure, proceed as follows: assisting person outside the aircraft should connect the external Avionics, Check off power supply plug by opening the external power supply access Bleed Air, Check OFF panel at right side of the engine cowling. After the external DUMP Switch, Check OFF power supply plug is connected, the green Pressurization, ON EXTERNAL POWER light on the annunciator panel Pressurization Controller, Set to field elevation illuminates. Cabin Rate of Climb, Set If using external power for engine start up, proceed as follows: Air Conditioning, Off Avionics, Check off Strobe Lights, On Bleed Air, Check OFF Parking Brake, Re-check set DUMP Switch, Check OFF Condition Lever, CUT OFF Pressurization, ON Power Lever, GROUND/FLIGHT IDLE Pressurization Controller, Set to field elevation Start Up Clearance, Obtain Cabin Rate of Climb, Set Air Conditioning, Off Strobe Lights, On Parking Brake, Re-check set Condition Lever, CUT OFF Power Lever, GROUND/FLIGHT IDLE External Power Device (24 V DC),Check connected, illumination of EXTERNAL POWER light External Power, Request on Battery, ON Voltmeter, Check reading After engine start is completed: External Power Switch, OFF External Power Supply Plug, Disconnect, check EXTERNAL POWER light extinguished External Power Access Panel, Check close and secured
04. May 2004 4-35 4-36 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.7.f Engine Start 4.7.g After Starting Engine Usually, “hot” starts will not occure if the normal starting Avionics, On procedures are followed. A “hot” start is caused by excessive Altimeter, Set fuel flow at normal engine RPM or normal fuel flow with Gyros, Set insufficient engine RPM. The latter is usually the problem by Radios, ON and set as required attempting a start with low battery voltage. Navigation Equipment, ON and set as required Bleed Air, ON Caution Prior to engine start up with battery power, check the Cabin Pressure, Set as required voltmeter reading for sufficient battery power. It is Air Conditioning, Set as required recommended to use external power for engine start when battery voltage is below 24 V. 4.7.h Taxiing Battery, ON Generator, ON Taxiing over loose gravel or cinders should be done with Shadin Computer, Reset caution to avoid abrasion and stone damage. Strong quatering Annunciator Lights, Press to test tail winds require caution. Use rudder and/or wheel brakes/nose TOT, < 100 °C wheel steering to maintain directional control of aircraft. Fuel Pump Switch (2), ON Parking Brake, Release Fuel Pressure >10 psi, Check reading Brakes, Check functioning Fuel Pump Switch (2), OFF Nose Wheel Steering, Check functioning Fuel Pump Switch (1), ON Flight Instruments, Check function Fuel Pressure >10 psi, Check reading Flaps, Set 15° Starter, Activate At 12 to 15 % N1: Condition Lever, FORWARD 4.7.i Engine Run Up TOT < 850 °C, Monitor Parking Brake, Set Engine Oil Temperature, Check indication Note After passing through 58 % N1 starter will disengage Power Lever, Set 1800 Engine RPM automatically. Propeller Overspeed, Check function Oil Pressure, Check Indication Ammeter, Check reading Gyro Pressure, Check in Limits Fuel Transfer Switch (2), ON Fuel Flow (Suction), Check indication Engine Oil Pressure, Check indication After completion: Power Lever, GROUND/FLIGHT IDLE
04. May 2004 4-37 4-38 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.7.j Before Takeoff 4.7.l After Takeoff Climb Trim, Check set to N Landing Gear, Up Transponder, Set as required Flaps, UP before reaching 120 KIAS Gyros, Re-check and set Power Lever, Max Continuous Power (92 % Torque) Condition Lever, FULL FORWARD Continuous Ignition, ON Important Recommended cruise climb speed is 120 KIAS while Pitot Heat, Ice Protection, ON, if required maximum climb speed is 110 KIAS. /warning lights will appear on annunciator panel) Engine Instruments, Check normal Engine Instruments, Check continuously Annunciator Panel lights, Off Pressurization Controller, Set to cruise level Cabin Rate of Climb, Adjust, check indication Note PITOT L and R caution lights will extinguish on Continuous Ignition, Set as required annunciator panel, when pitot heat automatically is Recognition Lights, Off activated as soon as aircraft is airborne. Air conditioning, As required
Note Before takeoff, takeoff and emergency briefing shall be given to crew members and passengers. 4.7.m Cruise
Cruising Speed, Set as required Engine Instruments, Monitor 4.7.k Takeoff Flight Instruments, Monitor Fuel Tank Feedings, Monitor, set as required Power Lever, MAX POWER (111 % Torque) Brakes, Release Caution Maximum allowed fuel unbalance is 80 l (21 U.S. Gallons). Aircraft, Rotate at 71 KIAS under MTOW conditions
Important Rotation speed should be reduced linearly to 69 KIAS at 4.7.n Descent/Approach 1900 kg (4190 lbs) and 66 KIAS at 1600 kg (3530 lbs) takeoff Approach Briefing, Perform weight. Landing Information, Obtain with ATIS Navigation Equipment, Set as required Fuel Quantity, Check Fuel Selector, Check BOTH Altimeter, Set and check QNH Recognition Light, On Landing Light, ON Continuous Ignition, ON Pressurization Controller, Set airport elevation Rate of Descent, Adjust
04. May 2004 4-39 4-40 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.7.o Final 4.7.q Cross Wind Operation Landing Gear, DN (down) below 140 KIAS Even in gusty wind conditions, the aircraft can be handled Flaps, Set as required easily. Asymmetric fuel balance of 80 l (21 U.S. Gallons) has no adverse effect to aircraft handling during takeoff in Caution Flap selection airspeed must be below 120 KIAS for flaps crosswind conditions, however, the heavier side should point setting to15° and below 109 KIAS for flap setting to 30°. into the wind if possible. For crosswind landings the following procedure is Condition Lever, FULL FORWARD recommended: Air Conditioning, OFF Approach Speed, Adjust 80 KIAS Aircraft Trim, Set as required Crosswind Component, Compensate
Important Crosswind should be compensated by a combination of 4.7.p Before Landing/Landing heading the nose into the wind and banking the aircraft Seat, Seat Belts and Harnesses, Adjust and locked slightly into the wind. Landing Gear, Re-check down – three greens Prior to touchdown: Flaps below 109 KIAS, Set 30° Aircraft, Adjust to center line of runway Cabin Differential Pressure Indicator, Check zero indication Maintain a small bank angle into wind If differential pressure still is indicated: After touchdown: DUMP Switch, ON Nose Wheel, Lower immediately Final Approach Speed, Adjust 80 KIAS Control straight pass with rudder Landing, Perform Aileron deflection keep into wind After touchdown, wheels on ground:
Brakes, Propeller Reverse Thrust, Apply as required
When clear of runway: 4.7.r Balked Landing Flaps, UP Transponder, Standby When a balked landing is necessary, set power lever to Max Pitot Heat, OFF Power (111 % Torque). The aircraft will climb even in landing WX-Radar, OFF configuration and pitch is only slightly affected by change of Recognition Light, OFF power setting. After setting flaps to 15° normal climb can be Landing Light, OFF (if not required) continued. Trim, Set neutral The following procedure apply: Power Lever, MAX POWER (111 % Torque) Condition Lever, FORWARD Aircraft, Check positive climb Landing Gear, UP After airspeed above 74 KIAS: Flaps, Set 15° After airspeed above 90 KIAS: Flaps, UP
04. May 2004 4-41 4-42 04. May 2004 Pilot’s Operating Handbook Section 4 Section 4 Pilot’s Operating Handbook EA400-500 Normal Procedures Normal Procedures EA400-500
4.7.s Engine Shutdown
Power Lever, GROUND/FLIGHT IDLE (approx. 2 minutes)
After approximately 2 minutes engine running in FLIGHT or
GROUND IDLE (inclusive taxi):
Bleed Air, OFF
Fuel Pump Switch, OFF
Fuel Transfer Switch, OFF
Continuous Ignition, OFF
Avionic Equipment, Off
Condition Lever, CUT OFF
Battery, OFF
Park Brake, Set as required
4.7.t Rain
Note Aircraft flight characteristics do not change when flying in rain. However, the stall speeds will be 3 to 5 knots higher than the given ones. INTENTIONALLY LEFT BLANK
04. May 2004 4-43 4-44 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
Section 5 5 Performance Performance Table of Contents 5.1 Introduction
Paragraph Page 1 General 5.1 Introduction...... 5-2 Performance Data charts on the following pages are presented to facilitate the planning of flights in detail and with reasonable 5.2 Rain ...... 5-2 accuracy under various conditions. The data in the charts have 5.3 Stall...... 5-2 been computed from actual flight tests with the aircraft and engine in good condition and using average piloting techniques. 5.4 Sample Problems...... 5-3 5.4.a Takeoff...... 5-4 5.4.b Cruise...... 5-4 2 Use of Performance Charts 5.4.c Fuel Required...... 5-4 Performance Date is presented in tabular or graphical from to 5.4.d Landing ...... 5-8 illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values Performance Data Page can be selected and used to determine the particular performance figure with reasonable accuracy. General: ...... 5-9 Take-off and climb: ...... 5-15 Cruise: ...... 5-23 3 Definition of Terms Descent: ...... 5-39 For definition of terms and symbols, refer to Section 1, General. Landing ...... 5-40 Glide:...... 5-43 5.2 Rain
Due to flight test results, flights in rain conditions do not result in abnormal loss of aircraft performance.
5.3 Stall
Altitude loss during a stall is 500 ft.
04. May 2004 5-1 5-2 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
5.4 Sample Problems 5.4.a Takeoff For conservative (ISA +10) the takeoff distance sheet will give The following sample problem utilizes information from the the following results: various charts to determine the performance data for a typical flight. Ground Roll: 1345 ft – 10 % of 1345 = 1211 ft (369 m) The sample bases in the method to fill the fuel tank up to MTOW (Maximum Take Off Weight) level after having Total Distance to Clear 50 Feet Obstacle: determined the weight and moment of the occupants (refer to 2205 ft – 10 % of 2205 = 1985 ft (605 m) Section 6). These distances are well within the available field length. The following data are assumed in this sample: In addition the rate of climb in take-off configuration will be (at MTOW, 2000 ft, climb speed of 87 KIAS and ISA +10 °C) 1 Aircraft Configuration 1110 ft/min. Ramp Weight: 2130 kg (4696 lbs) Caution If the takeoff climb gradient cannot be maintained for a Usable Fuel: 530.7 kg 652 l (1170.1 lbs) certain weight and temperature, it is prohibited to start Takeoff Weight: 2130 kg (4696 lbs) from that airfield.
2 Takeoff Conditions Temperature (OAT): 19 °C (8° above std) Field Pressure Altitude: 2000 ft Wind Component along Runway: 10 kt (headwind) 5.4.b Cruise Field Length: 1000 m (3281 ft) The cruising altitude should be selected based on a
3 Climb Conditions consideration of trip length, wind aloft and aircraft’s performance. Power setting for cruise should be determined for Climb speed: 110 KIAS most economical fuel consumption and several other considerations. For this sample a cruise power setting of 4 Cruise Conditions 60 % torque has been chosen. Total Distance: 939 NM
Pressure Altitude: 20000 ft Temperature at Cruising Level: -27 °C (2° below std) 5.4.c Fuel Required Expected Headwind Component: 10 kt The total fuel required for the flight can be estimated using the Power Setting: 60 % Torque performance information in Figure 5-7 Sheet 2 and Figure 5-8 5 Landing Conditions Sheet 11 in conjunction with Figure 5-11. Field Pressure Altitude: 3000 ft Temperature (OAT): 15 °C (6° above standard) Field Length: 1200 m (3937 ft) Wind Component along Runway: 10 kt (headwind)
04. May 2004 5-3 5-4 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
1 Climb 2 Descent The climb, distance, fuel to climb chart will give the following Using the time-, fuel- and distance to descent charts, the result without respect to head wind. The different values for following results are obtained. different ISA conditions may linearly interpolated. Time to Descent: 10:00 – 01:30 = 08:30 min:sec Using the conservative ISA condition (ISA +8°C) we get: Fuel to Descent: 14 – 3 = 11 l (19.7 lbs) Distance to Descent: 43 – 10 = 33 NM ISA (figure 5-7, sheet 2):
Time to climb: 17:30 – 01:30 = 16:00 min:sec The distances shown on the descent chart are for zero wind. So Fuel to climb: 35 – 3 = 32 l (57.4 lbs) the decrease in distance due to wind shall be calculated as Distance to climb: 38 – 3 = 35 NM follows:
9 min divided by 60 min = 0.15 multiplied by 10 kt = 1.5 NM. ISA +30°C (figure 5-7, sheet 2): Therefore the corrected distance to descent is: 33 NM minus Time to climb: 25:00 – 01:36 = 23:24 min:sec 1.5 NM = 31.5 NM. Fuel to climb: 44 – 4 = 40 l (71.8 lbs) Distance to climb: 55 – 3 = 52 NM 3 Cruise
The cruise charts will give the following result without respect For ISA +8°C add 8 / 30 times the difference between ISA to head wind. The different values for different ISA conditions +30°C and ISA to the ISA value: may linearly interpolated. Using the ISA –2 °C we get: Time to Climb: 16:00 + 8 / 30 x (23:24 – 16:00) ISA-20°C (figure 5-8, sheet 11): = 16:00 + 118 sec = 17:58 min:sec Cruise speed: 191 kt Fuel to Climb: 32 + 8 / 30 x (40 – 32) = 32 + 2.1 = 34.1 l (61.2 lbs) ISA (figure 5-8, sheet 11): Distance to Climb: 35 + 8 / 30 x (52 – 35) Cruise speed: 195 kt = 35 + 4.5 = 39.5 NM For ISA -2°C subtract 2 / 20 times the difference between ISA and ISA –20°C of the ISA value: This distance is for zero wind. The decease in distance due to the 10 kt (NM/ hour) head wind will be: Cruise speed: 195 - 2 / 20 x (195 - 191) 18 min / 60min x 10 kt ≈ 3 NM. = 195 – 0.4 = 194.6 kt The cruise fuel flow is constant with the temperature: 85 l/hr The corrected distance to climb: = 39.5 – 3 = 36.5 NM. With a head wind of 10 kt, the ground speed becomes: = 194.6 – 10 = 184.6 kt
04. May 2004 5-5 5-6 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
The total cruise distance can be calculated using the above 5.4.d Landing results: Note Average fuel density is 0.814 kg/l. Total trip distance: 939 NM Jet Fuel density will vary with its temperature. Climb distance: -36.5 NM Descent distance: -31.5 NM To obtain the landing weight, the weight of required fuel Total cruise distance: 871 NM (520.7 l = 424 kg) must be subtracted from the aircraft ramp weight! With a ground speed of 185 kt, the cruise time is: The calculation therefore is: 871 / 184.6 = 4.72 hours In kilogram: 2130 kg minus 424 kg = 1706 kg. In pounds: 4696 lbs minus 935 lbs = 3761 lbs. The cruise fuel flow is 85 l/hr, making the cruise fuel: 85 x 4.72 = 401.1 l (719.8 lbs) For the above calculated landing weight and the assumed atmospheric conditions, the landing distance chart will give the 4 Reserve following result:
A 45 min. reserve at 45% torque in FL0 (conservative) and Ground roll: 295 m (967 ft) ISA +6 °C: Total distance to clear 50 Feet obstacle: 680 m (2230 ft) 0.75 h x 86 l/hr = 64.5 l (115.7 lbs) Therefore the distances are well within the runway length. 5 Total Fuel Required For a possible balked landing the climb speed can be found in The total estimated fuel amount required for taxi, takeoff, figure 5-12, sheet 1. For 1769 kg, 3000 ft, climb speed of climb, cruise, descent and reserve therefore is as follows: 80 KIAS and ISA +10 °C, the climb rate is 1455 ft/min. Caution If the balked landing climb gradient cannot be maintained Engine Start, Taxi and Takeoff: 10 l (17.9 lbs) for a certain weight and temperature, it is prohibited to Climb: 34.1 l (61.2 lbs) attempt to land at that airfield. Cruise: 401.1 l (719.8 lbs) Descent: 11 l (19.7 lbs) Reserve: 64.5 l (115.7 lbs)
The total required usable fuel is: 520.7 l (934.4 lbs)
Note The total fuel required is well within the fuel available.
04. May 2004 5-7 5-8 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
Wind Components ISA Conversion of pressure altitude and outside air temperature 40
45 Temperature - °F 35 -120 -80 -40 0 +40 +80 +120 40 25 24 30 35 23 W in 22 d V elo ci 21 25 30 ty - K 20 no ts 19
Headwind 10° 20° 25 18 20 30° 17 16 20 40° 15 15 50° 14
Angle between wind direction and runway 15 13 60° 12 ISA + 40°C (+72°F) ISA ISA + 10°C (+18°F) ISA + 20°C (+36°F) ISA + 30°C (+54°F) 10 ISA - 40°C (-72°F) ISA - 30°C (-54°F) ISA - 20°C (-36°F) ISA - 10°C (-18°F) 10 11 70° 10 5 9 ind Components - Knots 5 80° 8
W 7 0 90° Pressure Altitude - ft x 1000 6 5 4 100° 5 3
Tailwind 150° 2 130° 110° 1 10 0 -100 -80 -60 -40 -20 0 +20 +40 +60 0 5 1015202530 Temperature - °C Crosswind Component - Knots
Figure 5-1 FigureFigure 5-2 5-2 a Wind Components ISA Conversion
04. May 2004 5-9 5-10 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
Dynamic pressure dependant temperature rise
8 25000 ft The recovery factor of the IAT sensor is k=0.50 [-].
7 Due to dynamic pressure, the IAT indication is higher and dependant on altitude and airspeed. To get the 20000 ft correct static temperature, substract the temperature rise
Example: Indicated airspeed: 83 kt Delta V: -1 kt 6 from the indication. Calibrated airspeed: 82 kt 15000 ft
200 210 220 230 240
5 Example: The IAT indicator shows a 10000 ft temperature of 4 °C in 6000 ft.
The KIAS is 175. 5000 ft 4 The temperature rise is: 2.4 °C And the static outside temperature SL 4 - 2.4 = 1.6 °C 3 Temperature rise [°C] Temperature
2
1
Indicated Airspeed, kt
0
Airspeed Calibration 0 50 100 150 200 250 KIAS Indicated airspeed + Delta V = Calibrated airspeed
b a
c
a: clean, cruise, 75% power and idle b: Flaps 15°, idle c: gear up/down, Flaps 30°, 75% power and idle
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190
5 4 3 2 1 0
-1 -2 -3 -4 -5
FigureFigure 5-25-2 b kt V, Delta IAT-OAT Conversion Figure 5-3 Airspeed Calibration
04. May 2004 5-11 5-12 04. May 2004 60
Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating55 Handbook EA400-500 Performance Performance EA400-500
50
60
45
30°
55
30°
40
50
Example: Bank angle: Stall speed for: Flaps 15°, Gear down: 66 KIAS
35
45
40
Example: Bank angle: Stall speed for: Flaps 15°, Gear down: 72 KIAS
30
Bank angle [°]
35
25
30
Flaps up, Gear up
Bank angle [°]
Flaps up, Gear up
20
25
15
20
15
10
10
5
5
Associated conditions: - Weight 2130 kg (4696 lbs.) - Zero Thrust - Zero instrument error
Associated conditions: - Weight 1769 kg (3900 lbs.) -ZeroThrust -Zeroinstrumenterror
0
0
95
90
85
80
75
70
65
60
55
50
120
115
110
105
100
95 90 85 80 75 70 65 60 55 50
120 115 110 105 100 Stall speed [KIAS] Stall speed [KIAS] Figure 5-4 Figure 5-4 Angle of Bank versus Stall Speed (Sheet 2 of 2) Angle of Bank versus Stall Speed (Sheet 1 of 2)
04. May 2004 5-13 5-14 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
* * *
65,0 65,5 66,6 68,6 67,3 68,7 67,6 69,7 70,7 71,0
KIAS
1850
1955
2070
2190
2320
2460
2605
2760
2920
3085
3265
71,0 70,7 69,7 68,7 68,6 67,6 67,3 66,6
65,5 65,0
TOTAL
3565 3365 3180 3000 2830 2675 2525 2390
KIAS
TO CLEAR 50 FT OBS
TOTAL
TO CLEAR 50 FT OBS
ISA +30 C
ISA +30 C
KG
* * *
1550 1600 1700 1900 1769 1905 1800 2000 2100 2130
1125
1190
1260
1335
1415
1500
1590
1680
1780
1880
1990
ROLL
GRND
KG
Weight Speed
Takeoff Rotation
2175 2055 1940 1830 1725 1630 1540 1455
2130 2100 2000 1905 1900 1800 1769 1700
1600 1550
ROLL
GRND
Weight Speed
Takeoff Rotation
1655
1750
1855
1970
2085
2215
2350
2490
2640
2800
2960
TOTAL
TO CLEAR 50 FT OBS
3830 3615 3410 3220 3035 2860 2700 2545 2400 2265 2140
TOTAL
TO CLEAR 50 FT OBS
ISA +20 C
ISA +20 C
65,0 65,9 66,8 67,7 67,3 68,7 69,6 70,6 71,0
KIAS
1010
1070
1130
1200
1275
1350
1430
1519
1610
1705
1805
ROLL
GRND
71,0 70,6 69,6 68,7 67,7
67,3 66,8
65,9 65,0
2335 2205 2080 1965 1850 1745 1645 1550 1465 1380 1305
KIAS
ROLL
GRND
takeoff climb gradient can not be maintained
* Denotes conditions where the
LBS
3417 3600 3800 4000 3900 4200 4400 4600 4696
1620
1655
1705
1790
1895
2005
2120
2250
2390
2540
2700
TOTAL
Weight Speed
Takeoff Rotation
TO CLEAR 50 FT OBS
LBS
3490 3385 3095 2910 2740 2590 2450 2310 2205 2135 2090
4696 4600 4400 4200 4000
3900 3800
3600 3417
TOTAL
Weight Speed
Takeoff Rotation
TO CLEAR 50 FT OBS
ISA +10 C
985
1010
1040
1090
1155
1220
1295
1370
1460
1550
1645
ROLL
ISA +10 C
GRND
2130 2005 1885 1775 1670 1580 1495 1405 1345 1305 1275
ROLL
GRND
1585
1635
1685
1740
1800
1865
1930
2020
2145
2295
2470
TOTAL
TO CLEAR 50 FT OBS
ISA
3190 2975 2780 2625 2505 2410 2325 2245 2175 2110 2050
TOTAL
TO CLEAR 50 FT OBS
ISA
965
1000
1030
1065
1100
1135
1175
1230
1305
1395
1505
ROLL
GRND
1945 1810 1690 1595 1525 1470 1420 1370 1330 1290 1250
ROLL
GRND
1550 1605
1655
1710
1765
1825
1885
1940
2000
2115
2265
TOTAL
TO CLEAR 50 FT OBS
2930 2735 2585 2510 2435 2360 2285 2215 2145 2075 2005
TOTAL
ISA -10 C
Example refer to 5.4.a
TO CLEAR 50 FT OBS
945 980
1010
1045
1075
1110
1150
1185
1220
1290
1380
ROLL
GRND
ISA -10 C
TAKEOFF DISTANCE
TAKEOFF DISTANCE
1785 1670 1575 1530 1485 1440 1395 1350 1305 1265 1225
ROLL
GRND
e distances by 40% of the "ground roll" figure.
1520 1570
1620
1675
1730
1785
1840
1895
1950
2005
2085
TOTAL
TO CLEAR 50 FT OBS
2695 2585 2515 2445 2375 2305 2235 2165 2100 2030 1965
ISA -20 C
TOTAL
TO CLEAR 50 FT OBS
925 955
990
1020
1055
1085
1120
1155
1190
1225
1270
ROLL
GRND
ISA -20 C
1645 1575 1535 1490 1450 1405 1365 1320 1280 1240 1195
ROLL
GRND
FT
ALT
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
PRESS
FT
S.L.
ALT
9000 8000 7000 6000 5000 4000 3000 2000 1000
10000
PRESS
AT
77
KIAS
50 FT
SPEED
81
AT
KIAS
50 FT
SPEED
LBS
(KG)
4200
For operation with tailwind up to 10 knots, increase distances by 10% for each 2.5 knots. For operation on a dry, grass runway, increas
(1905)
WEIGHT
For operation on a dry, grass runway, increase distances by 40% of the "ground roll" figure. For operation with tailwind up to 10 knots, increase distances by 10% for each 2.5 knots.
LBS
(KG)
4696
(2130)
WEIGHT
CONDITIONS:
2030 RPM - BLEED 2 Landing gear down and flaps 15 111 % Torque or 810 Deg. C TOT
Paved, Level, Dry Runway Zero Wind NOTES: Decrease distances 10% for each 10 knots headwind.
NOTES: Decrease distances 10% for each 10 knots headwind. Zero Wind Paved, Level, Dry Runway 2030 RPM - BLEED 2 Landing gear down and flaps 15 111 % Torque or 810 Deg. C TOT CONDITIONS: Figure 5-5 Fig 5-5 Takeoff (Sheet 1 of 4) Takeoff (Sheet 2 of 4)
04. May 2004 5-15 5-16 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
*
*
*
65,0 65,5 66,6 67,3 67,6 68,6 68,7 69,7 70,7 71,0
ISA
460
520 585 645 705
770
830
890
KIAS
2195 2075 2325 1955
1850 2460 1745 1650 1560 2605
2750
+30 C
TOTAL
TO CLEAR 50 FT OBS
ISA +30 C
KG
950
1550 1600 1700 1769 1800 1900 1905 2000 2100 2130
1340 1265 1420 1195
1125 1500 1065 1005 1585
1680
ROLL
ISA
435
500
570
640
705 775 845 910
980
GRND
Weight Speed
1050
1100
Takeoff Rotation
+20 C
Example refer to 5.4.a
1980 1865 2100 1760
1660 2225 1565 1480 2360
1395 2500
TOTAL
590
665
740
810
885 960
ISA
TO CLEAR 50 FT OBS
1035 1100
1110
1125
1135
+10 C
takeoff climb gradient can not be maintained
* Denotes conditions where the
ISA +20 C
4696 LB (2130 KG)
955 905
850
65,0 65,9 66,8 67,3
67,7 68,7 69,6 70,6 71,0
KIAS
1205 1140 1280 1075
1010 1355
1440
1525
ROLL
GRND
755
840
920
ISA
RATE OF CLIMB (FT/MIN)
1005
1085 1115 1130 1140
1150
1165
1175
LBS
3417 3600 3800 3900
4000 4200 4400 4600 4696
1800 1690 1910 1595
1505 2030 1445 1400 2150
1365 2275
TOTAL
Weight Speed
Takeoff Rotation
TO CLEAR 50 FT OBS
ISA
ISA
435
500 570 635 705 770 840 910 975
1045 1110
1100
1125
1140
1150
1165 1180 1190 1205
1220
1230
1245
-20 C
+30 C
ISA +10 C
975 915 875 850
830
1090 1030 1160
1230
1310
1390
ROLL
GRND
SL
ISA
610
685 760 835 910 985
1055 1130 1205 1280 1335
9000
8000
7000
6000 5000 4000 3000
2000
1000
+20 C
(Feet)
10000
Pressure Altitude
1620 1575 1695 1525
1475 1800 1420 1385 1930
1335 2085
TOTAL
TO CLEAR 50 FT OBS
ISA
785
865 945
ISA
1025 1105 1185 1265 1335 1350 1360 1375
+10 C
CLIMBSPEED87KIAS
985 960 930 905 860 845
815
1030
1095
1175
1270
ROLL
GRND
4200 LB (1905 KG)
975
ISA
RATE OF CLIMB (FT/MIN)
1060 1145 1235 1320 1350 1360 1375 1385 1400 1410
TAKEOFF CLIMB PERFORMANCE
1635 1585 1540 1680 1490 1445 1400 1780 1350
1910
1310
TOTAL
TO CLEAR 50 FT OBS
TAKEOFF DISTANCE
ISA
ISA
540
610
685
755
830 900 975
1335
1360 1375 1390 1400 1415 1430 1445 1455 1470 1485
1045
1120
1190 1265
-20 C
ISA -10 C
+30 C
970 940 910 880 850 825
800
1000
1030
1090
1165
ROLL
GRND
SL
ISA
725
805
885
960
9000 8000 7000 6000 5000 4000 3000 2000 1000
1040 1120 1200
1275
1355
1435 1490
+20 C
(Feet)
10000
Pressure Altitude
1595 1550 1505 1640 1460 1415 1370 1685 1325
1755
1280
TOTAL
TO CLEAR 50 FT OBS
ISA -20 C
910
995
ISA
1085
1170 1255 1340 1425
1500
1515
1530 1545
+10 C
975 945 915 890 860 835 810
780
1000
1030
1070
ROLL
GRND
3900 LB (1769 KG)
ISA
RATE OF CLIMB (FT/MIN)
1100
1195
1295
1390 1485 1520 1530
1540
1550
1565 1575
FT
ALT
S.L.
7000 6000 8000 5000
4000 9000 3000 2000 1000
10000
PRESS
Landing gear down and flaps 15 2030 RPM - BLEED 2
111 % Torque or 810 Deg. C TOT
ISA
AT
74
1500
1530
1540
1555 1570 1585 1595
1610
1625
1635 1650
-20 C
KIAS
50 FT
SPEED
For operation on a dry, grass runway, increase distances by 40% of the "ground roll" figure. For operation with tailwind up to 10 knots, increase distances by 10% for each 2.5 knots.
SL
LBS
(KG)
9000
8000
7000 6000 5000 4000
3000
2000
1000
3900
(Feet)
10000
(1769)
WEIGHT
NOTES: Decrease distances 10% for each 10 knots headwind.
Zero Wind Paved, Level, Dry Runway Landing gear down and flaps 15 2030 RPM - BLEED 2 111 % Torque or 810 Deg. C TOT
Conditions:
Pressure Altitude CONDITIONS: Fig 5-5 Fig 5-5 Takeoff (Sheet 3 of 4) Takeoff (Sheet 4 of 4)
04. May 2004 5-17 5-18 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
CLIMB PERFORMANCE CLIMB PERFORMANCE CLIMB SPEED 110 KIAS CLIMB SPEED 110 KIAS Conditions: Landing gear and flaps UP Conditions: Landing gear and flaps UP 2030 RPM - BLEED 2 2030 RPM - BLEED 2 92 % Torque or 752 Deg. C TOT 92 % Torque or 752 Deg. C TOT
RATE OF CLIMB (FT/MIN) RATE OF CLIMB (FT/MIN) Pressure 3900 LB (1769 KG) Pressure 4696 LB (2130 KG) Altitude Altitude (Feet) ISA ISA ISA (Feet) ISA ISA ISA -20 C +30 C -20 C +30 C SL 1385 1335 1265
SL 1830 1785 1715 1000 1385 1335 1270 1000 1830 1785 1720 2000 1385 1335 1275 2000 1830 1790 1725 3000 1390 1340 1275 3000 1835 1790 1725 4000 1390 1345 1270 4000 1835 1795 1720 5000 1390 1350 1255 5000 1835 1800 1690 6000 1390 1350 1195 6000 1835 1800 1620 7000 1390 1345 1135 7000 1835 1795 1550 8000 1395 1345 1075 8000 1840 1795 1480 9000 1395 1345 1015 9000 1840 1795 1405 10000 1395 1340 955 10000 1840 1790 1335 11000 1395 1340 895 11000 1840 1790 1265 12000 1395 1335 835 12000 1840 1785 1195 13000 1390 1255 775 13000 1835 1675 1125 14000 1390 1165 715 14000 1830 1570 1050 15000 1375 1075 655 15000 1800 1460 980 16000 1260 985 595 16000 1675 1355 910 17000 1155 895 535 17000 1550 1250 840 18000 1045 805 475 18000 1420 1145 770 19000 935 715 415 19000 1295 1040 700 20000 825 625 355 20000 1165 930 625 21000 715 535 295 21000 1040 825 555 22000 605 445 235 22000 915 720 485 23000 500 355 175 23000 785 615 415 24000 390 265 115 24000 660 510 340 25000 280 175 55 25000 535 400 270 Figure 5-6 Figure 5-6 Rate of Climb (Sheet 2 of 2) Rate of Climb (Sheet 1 of 2)
04. May 2004 5-19 5-20 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
TIME, FUEL, AND CLIMB DISTANCE TIME, FUEL, AND CLIMB DISTANCE CLIMB SPEED 110 KIAS CLIMB SPEED 110 KIAS
CONDITIONS: Landing gear and flaps UP CONDITIONS: Landing gear and flaps UP 2030 RPM – BLEED 2 2030 RPM – BLEED 2 92 % Torque or 752 Deg. C TOT 92 % Torque or 752 Deg. C TOT
7 8 0 9 5
1 4 2 3
9 1 0 3 7 6 4
12
16
20
37 33 41 59
19 17 55 15 22 43 13 27 39 11 24 34 31
Dist.
Dist.
2,0 0,0
1,7
1,4
GAL (NM)
0,5 0,0 0,9 2,3 1,8 1,4
GAL (NM)
9 2,4 8 0
6 1 0,3 3 0,7 5 4 1,0
L
2 0 4 9 7 5
L
ISA +30 C
ISA +30 C
0
2 5 9 7
3 0 6 9
Fuel Consump.
Fuel Consump.
16 14 19 10 2,7 21 12 3,1 11 24 13 3,5 11 26 15 3,9 14 29 16 4,3 32 18 4,7 18 34 19 5,1
37 21 5,5 22 40 23 6,0 24
47 26 6,9 30 44 24 6,454 27 30 8,0 51 28 7,5 63 35 9,3 46 59 33 8,7 68 38 10,1 52 74 42 11,0 81 45 12,0 68
96 54 14,2 73 87 49 12,9 63 36 20 5,3 80 44 11,8 32 18 4,7 73 41 10,8 49 29 16 4,2 39 22 5,8 67 37 9,9 25 14 3,7 48 27 7,0 62 34 9,1 22 12 3,2 43 24 6,4 57 32 8,4 52 29 7,7
19 10 2,8
16 12
4696 LB (2130 KG)
3900 LB (1769 KG)
1:42
0
0
:48
:36
9:36 8:30 7:30 6;30 5:36
1:36 4;48 2:24 3:54 3:06
Time
4:06 3:30 4:48 5:30 6:12 1:12 2:54 7:00 2:18 7:48 8:42 9:36
Time
36:48 108 60 15,9 86 31:54 28:06 56:06 149 83 22,0 138 25:00 43:48 123 69 18,2 105 22:24 10:42 20:06 13:18 18:06 12:00 16:24 14:48
10:36 11:36
14:00 12:48 16:54 15:24 20:30 18:36 22:42 25:24 28:42
0 3 9 1 4 7 6
7 0 6 9
2 5 1 4 3
54 38 18 34 16 31 15 21 28 13 20 26 12 23 10
11
13 15 16 17
21 25 31 38 43 49
Dist.
Dist.
3,0
0,0 0,9 0,4 1,3 2,2 1,8
GAL (NM) (min:sec) LB
0,0 1,9 2,9 10
0,7 1,3
GAL (NM) (min:sec) LB
ISA
0 3 2 5 8 7
L
9 2,3
0 7
6 1,6 1 0,3 4 1,0 3 5
L
ISA
0 6 3 9
Fuel Consump.
79 44 11,7 73 41 10,8 48 67 38 10,0 42 98 55 14,4 75 63 35 9,2 87 49 12,9 63 35 19 5,1 58 33 8,6 32 18 4,7 54 30 8,0 29 16 4,3 41 23 6,0 50 28 7,5 26 15 3,9 38 21 5,6 47 26 6,9 23 13 3,4 44 24 6,5 20 11
18 10 2,6
15 12
0
2 7 4 9
Fuel Consump.
15 17 10 2,6 13 20 11 22 12 3,2 11 24 13 3,5 12 26 15 3,8 28 16 4,2 30 17 4,5 33 18 4,8
35 20 5,2 19 38 21 5,6 43 24 6,4 40 23 5,949 23 28 7,3 46 26 6,857 28 32 8,4 53 29 7,8 34 61 34 9,0 66 37 9,7
4696 LB (2130 KG)
3900 LB (1769 KG)
0
:42
0
8:54 8:12 7:24 6:42 9:42 6:00 5:12
1:30 4:30 2:12 3:42 3:00
Time
:36
23:42 21:12 19:12 31:36 17:30 27:00 16:00 14:36 10:30 13:30 12:24 11:24
Time
3:54 4:30 3:18 5:00 5:36 2:48 6:06 1:42 6:42 1:06 2:12 7:18 7:54 8:30
9:18
10:00 11:48 10:54 13:54 12:48 16:42 15:12 18:30 20:42
0 3 8 1 4 7 5
51
22
7 8 0 6 1 5 3 2 4
Dist.
41
Dist.
2,9 10
0,0
2,1 1,7
GAL (NM) (min:sec) LB
2,2
2,8 10 0,3
0,6
GAL (NM) (min:sec) LB
0 3 0,9 2 0,4 5 1,3 8 6
L
8
1 0 0,0 7 1,9
2 6 1,6 4 1,0 5 1,3
L
ISA -20 C
ISA -20 C
0 6 3 9
Fuel Consump.
77 43 11,3 71 40 10,5 45 66 37 9,7 40 33 19 4,9 17 61 34 9,1 37 84 47 12,4 59 31 17 4,5 16 57 32 8,5 33 28 16 4,1 14 36 20 5,3 19 54 30 8,0 30 25 14 3,7 13 42 23 6,1 50 28 7,5 28 23 13 3,3 11 39 22 5,7 20 47 26 7,0 26 44 25 6,6 24 20 11
17 10 2,5 14 11
2 0
4 7 9
Fuel Consump.
15 17 10 2,5 19 11 21 12 3,1 11 13 23 13 3,4 12 25 14 3,7 13 11 27 15 4,1 14 29 16 4,4 15 32 18 4,7 17
34 19 5,0 18 36 20 5,3 19 41 23 6,0 23 38 21 5,6 21 46 26 6,8 27 43 24 6,4 25 52 29 7,7 33 49 27 7,2 30 56 31 8,2 37 60 33 8,8
4696 LB (2130 KG)
3900 LB (1769 KG)
0
:42
8:36 7:54 7:12 6:30 9:18 5:48
5:00 1:24 2:12 4:18 3:36 2:54
Time
0
22:18 20:06 18:18 16:42 25:18 15:24 14:18 10:48 13:18 10:06 12:24 11:30
:30
(min:sec) LB
Time
3:48 4:24 4:54 5:24 3:18 6:00 6:30 1:06 2:42 7:06 1:36 7:36 2:12 8:12
8:48 9:24
10:48 10:00 12:30 11:36 14:42 13:30 16:06 17:48
(min:sec) LB
SL
9000 8000
7000 2000 1000 3000 6000 5000 4000
(Feet)
24000 23000 22000 12000 21000 25000 11000 20000 10000 13000 19000 15000 18000 14000 17000 16000
Altitude
SL
Pressure
7000 8000 1000 9000 6000
2000 5000 3000 4000
(Feet)
10000 11000 12000 13000 14000 15000
16000 17000
19000 18000 21000 20000 23000 22000 24000 25000 Altitude
Pressure Example refer to 5.4.c Figure 5-7 Figure 5-7 Time, Distance, Fuel to Climb (Sheet 1 of 2) Time, Distance, Fuel to Climb (Sheet 2 of 2)
04. May 2004 5-21 5-22 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
ABOVE
LBS KG
C
Example refer to 5.7.4
3900 4696 1769 2130
LBS KG
CRUISE PERFORMANCE
3900 4696 1769 2130
PRESSURE ALTITUDE 2000 FEET
-9 11 41
BELOW STANDARD 30
LBS KG
C
20
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
2030 RPM(*) - BLEED 2
3900 4696 1769 2130
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
92 204 198 238 133 35 208 202 238 133 35 213 208 238 133 35 90 202 196 234 131 35 206 200 234 131 35 211 206 234 131 35 85 196 192 224 125 33 200 196 224 125 33 206 202 224 125 33 80 191 187 214 120 32 195 191 214 120 32 201 197 214 120 32 75 186 182 204 114 30 190 186 204 114 30 196 191 204 114 30 70 181 177 194 108 29 185 180 194 108 29 190 186 194 108 29 65 175 171 184 103 27 179 175 184 103 27 185 180 184 103 27 60 170 165 175 98 26 173 168 175 98 26 179 173 175 98 26 55 164 159 167 93 25 167 162 167 93 25 172 166 167 93 25 50 157 152 158 88 23 160 155 158 88 23 165 159 158 88 23 45 150 144 150 84 22 153 147 150 84 22 157 150 150 84 22
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
WEIGHT
Conditions: Landing gear and flaps UP
Figure 5-8 Figure 5-8 Cruise Performance (Sheet 1 of 14) Cruise Performance (Sheet 2 of 14)
04. May 2004 5-23 5-24 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
ABOVE
LBS KG
ABOVE
C
LBS KG
C
3900 4696 1769 2130
3900 4696 1769 2130
LBS KG
LBS KG
Data is provided for extrapolation purposes.
CRUISE PERFORMANCE
3900 4696 1769 2130
CRUISE PERFORMANCE
3900 4696 1769 2130
PRESSURE ALTITUDE 6000 FEET
PRESSURE ALTITUDE 4000 FEET
-17 3 33
-13 7 37
BELOW STANDARD 30
BELOW STANDARD 30
LBS KG
LBS KG
C
C
20
20
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
2030 RPM(*) - BLEED 2
2030 RPM(*) - BLEED 2
3900 4696 1769 2130
3900 4696 1769 2130
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
92 210 205 232 130 34 214 210 232 130 34 221 216 232 130 34 90 208 203 228 127 34 212 208 228 127 34 219 214 228 127 34 85 203 198 217 121 32 207 203 217 121 32 213 209 217 121 32 80 198 193 207 116 31 202 198 207 116 31 208 204 207 116 31 75 192 188 196 110 29 197 192 196 110 29 203 198 196 110 29 70 187 183 186 104 28 191 187 186 104 28 197 192 186 104 28 65 182 177 176 99 26 186 181 176 99 26 191 186 176 99 26 60 176 171 167 93 25 180 174 167 93 25 185 179 167 93 25 55 169 164 158 88 23 173 167 158 88 23 178 171 158 88 23 50 162 156 149 84 22 166 159 149 84 22 170 163 149 84 22 45 155 148 141 79 21 158 151 141 79 21 162 155 141 79 21
92 207 201 234 131 35 211 206 234 131 35 217 212 234 131 35 90 205 200 230 129 34 209 204 230 129 34 215 210 230 129 34 85 199 195 220 123 33 204 199 220 123 33 210 205 220 123 33 80 194 190 210 117 31 198 194 210 117 31 204 200 210 117 31 75 189 185 200 112 30 193 189 200 112 30 199 195 200 112 30 70 184 180 190 106 28 188 184 190 106 28 194 189 190 106 28 65 178 174 180 101 27 182 178 180 101 27 188 183 180 101 27 60 173 168 171 96 25 176 171 171 96 25 182 176 171 96 25 55 166 161 162 91 24 170 164 162 91 24 175 169 162 91 24 50 160 154 154 86 23 163 157 154 86 23 168 161 154 86 23 45 152 146 145 81 21 155 149 145 81 21 160 153 145 81 21
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
WEIGHT
WEIGHT
Conditions: Landing gear and flaps UP
Conditions: Landing gear and flaps UP
Figure 5-8 Figure 5-8 Cruise Performance (Sheet 3 of 14) Cruise Performance (Sheet 4 of 14)
04. May 2004 5-25 5-26 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
ABOVE
LBS KG
ABOVE
C
LBS KG
C
3900 4696 1769 2130
3900 4696 1769 2130
LBS KG
LBS KG
Data is provided for extrapolation purposes.
Data is provided for extrapolation purposes.
CRUISE PERFORMANCE
3900 4696 1769 2130
CRUISE PERFORMANCE
3900 4696 1769 2130
PRESSURE ALTITUDE 8000 FEET
PRESSURE ALTITUDE 10000 FEET
-21 -1 29
-25 -5 25
BELOW STANDARD 30
BELOW STANDARD 30
LBS KG
C
LBS KG
C
20
20
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
2030 RPM(*) - BLEED 2
2030 RPM(*) - BLEED 2
3900 4696 1769 2130
3900 4696 1769 2130
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
92 214 209 230 129 34 218 213 230 129 34 90 212 207 226 126 33 216 211 226 126 33 223 218 226 126 33 85 206 202 215 120 32 211 207 215 120 32 217 213 215 120 32 80 201 197 204 114 30 206 201 204 114 30 212 207 204 114 30 75 196 192 194 108 29 200 196 194 108 29 207 202 194 108 29 70 191 186 183 102 27 195 190 183 102 27 201 195 183 102 27 65 185 180 173 97 26 189 184 173 97 26 195 189 173 97 26 60 179 173 163 91 24 183 177 163 91 24 188 182 163 91 24 55 172 166 154 86 23 176 170 154 86 23 181 174 154 86 23 50 165 159 145 81 21 169 162 145 81 21 173 166 145 81 21 45 157 151 136 76 20 160 153 136 76 20 165 157 136 76 20
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
92 217 212 229 128 34 222 217 229 128 34 90 215 211 225 126 33 220 215 225 126 33 85 210 206 214 120 32 215 210 214 120 32 222 217 214 120 32 80 205 200 203 113 30 210 205 203 113 30 216 211 203 113 30 75 200 195 192 107 28 204 199 192 107 28 211 205 192 107 28 70 194 189 181 101 27 198 193 181 101 27 205 199 181 101 27 65 188 183 170 95 25 192 187 170 95 25 198 192 170 95 25 60 182 176 160 89 24 186 180 160 89 24 192 185 160 89 24 55 175 169 150 84 22 179 172 150 84 22 184 177 150 84 22 50 168 161 141 79 21 171 164 141 79 21 176 169 141 79 21 45 160 153 132 74 20 163 156 132 74 20 168 160 132 74 20
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
WEIGHT
WEIGHT
Conditions: Landing gear and flaps UP Conditions: Landing gear and flaps UP Figure 5-8 Figure 5-8 Cruise Performance (Sheet 5 of 14) Cruise Performance (Sheet 6 of 14)
04. May 2004 5-27 5-28 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
ABOVE
LBS KG
ABOVE
C
LBS KG
C
3900 4696 1769 2130
3900 4696 1769 2130
LBS KG
LBS KG
Data is provided for extrapolation purposes.
Data is provided for extrapolation purposes.
CRUISE PERFORMANCE
3900 4696 1769 2130
CRUISE PERFORMANCE
3900 4696 1769 2130
PRESSURE ALTITUDE 12000 FEET
PRESSURE ALTITUDE 14000 FEET
-29 -9 21
-33 -13 17
BELOW STANDARD 30
BELOW STANDARD 30
LBS KG
C
LBS KG
C
20
20
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
2030 RPM(*) - BLEED 2
2030 RPM(*) - BLEED 2
3900 4696 1769 2130
3900 4696 1769 2130
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
92 221 216 227 127 34 226 221 227 127 34 90 219 214 223 125 33 224 219 223 125 33 85 214 209 213 119 31 219 214 213 119 31 80 209 204 201 113 30 214 209 201 113 30 220 215 201 113 30 75 203 198 190 106 28 208 203 190 106 28 215 209 190 106 28 70 198 192 179 100 26 202 197 179 100 26 209 202 179 100 26 65 192 186 168 94 25 196 190 168 94 25 202 195 168 94 25 60 185 179 157 88 23 189 183 157 88 23 195 188 157 88 23 55 178 172 147 82 22 182 175 147 82 22 188 180 147 82 22 50 171 164 138 77 20 174 167 138 77 20 179 171 138 77 20 45 162 155 129 72 19 166 158 129 72 19 170 162 129 72 19
92 225 220 225 126 33 90 223 218 221 124 33 228 224 221 124 33 85 218 213 211 118 31 223 218 211 118 31 80 213 208 200 112 30 218 212 200 112 30 75 207 202 189 105 28 212 206 189 105 28 219 213 189 105 28 70 201 196 177 99 26 206 200 177 99 26 213 206 177 99 26 65 195 189 166 93 24 200 193 166 93 24 206 199 166 93 24 60 189 182 155 87 23 193 186 155 87 23 199 191 155 87 23 55 181 174 145 81 21 185 178 145 81 21 191 183 145 81 21 50 174 166 135 75 20 177 170 135 75 20 182 174 135 75 20 45 165 158 125 70 19 169 161 125 70 19 173 165 125 70 19
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
WEIGHT
WEIGHT
Conditions: Landing gear and flaps UP Conditions: Landing gear and flaps UP Figure 5-8 Figure 5-8 Cruise Performance (Sheet 7 of 14) Cruise Performance (Sheet 8 of 14)
04. May 2004 5-29 5-30 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
ABOVE
ABOVE
LBS KG
LBS KG
C
C
3900 4696 1769 2130
3900 4696 1769 2130
LBS KG
LBS KG
Data is provided for extrapolation purposes.
Data is provided for extrapolation purposes.
CRUISE PERFORMANCE
CRUISE PERFORMANCE
3900 4696 1769 2130
3900 4696 1769 2130
PRESSURE ALTITUDE 16000 FEET
PRESSURE ALTITUDE 18000 FEET
-41 -21 9
-37 -17 13
BELOW STANDARD 30
BELOW STANDARD 30
LBS KG
LBS KG
C
C
20
20
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
2030 RPM(*) - BLEED 2
2030 RPM(*) - BLEED 2
3900 4696 1769 2130
3900 4696 1769 2130
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
90 227 222 221 123 33 85 222 217 211 118 31 227 222 211 118 31 80 217 211 200 112 30 222 216 200 112 30 75 211 205 188 105 28 216 210 188 105 28 70 205 199 176 99 26 210 203 176 99 26 217 209 176 99 26 65 199 192 165 92 24 203 196 165 92 24 210 202 165 92 24 60 192 185 153 86 23 196 189 153 86 23 202 194 153 86 23 55 185 177 142 80 21 189 181 142 80 21 194 186 142 80 21 50 177 169 132 74 20 180 172 132 74 20 186 177 132 74 20 45 168 160 123 69 18 171 163 123 69 18 176 168 123 69 18
85 226 221 214 120 32 80 221 215 203 113 30 226 220 203 113 30 75 215 209 190 106 28 220 214 190 106 28 70 209 203 177 99 26 214 207 177 99 26 221 213 177 99 26 65 202 196 165 92 24 207 200 165 92 24 214 206 165 92 24 60 195 188 153 85 23 200 192 153 85 23 206 198 153 85 23 55 188 180 141 79 21 192 184 141 79 21 198 189 141 79 21 50 180 172 130 73 19 184 175 130 73 19 189 180 130 73 19 45 171 163 120 67 18 174 166 120 67 18 179 170 120 67 18
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
WEIGHT
WEIGHT
Conditions: Landing gear and flaps UP Conditions: Landing gear and flaps UP Figure 5-8 Figure 5-8 Cruise Performance (Sheet 9 of 14) Cruise Performance (Sheet 10 of 14)
04. May 2004 5-31 5-32 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
25
23
21
19
17
16
93
85
78
72
66
61
FUEL FLOW
166
153
140
129
118
108
5
ABOVE
LBS KG
ABOVE
30
LBS KG
C
209
201
192
183
173
163
STANDARD TEMP
218
210
201
192
182
172
39001769 4696 2130
3900 4696 1769 2130
27 25
23
21
19
17
16
93
85
78
72
66
61
101
L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
FUEL FLOW
180 166
153
140
129
118
108
-25
LBS KG
STANDARD
LBS KG
211 203
195
187
178
169
158
TEMPERATURE
218 211
204
196
187
177
167
Data is provided for extrapolation purposes.
CRUISE PERFORMANCE
39001769 4696 2130
CRUISE PERFORMANCE
3900 4696 1769 2130
PRESSURE ALTITUDE 20000 FEET
PRESSURE ALTITUDE 22000 FEET
27 25 29
23
21
19
17
16
93
85
78
72
66
61
101
108
FUEL FLOW
180 166 194
153
140
129
118
108
BELOW
-49 -29 1
-45
LBS KG
BELOW STANDARD 30
LBS KG
C
20
20
206 199 213
183
174
165
155
191
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
4696
STANDARD TEMP
Landing gear and flaps UP 2030 RPM(*) - BLEED 2
2030 RPM(*) - BLEED 2
191
213 206 219
199
183
174
164
3900 1769 2130
3900 4696 1769 2130
performance. Display the TRQ indicated in table with N2 = 2030 RPM, then reduce N2 without resetting power lever (within limits permitted by torque).
Indicates performance outside the engine limitations. Data is provided for extrapolation purposes.
Example refer to 5.4.c
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR
(*) Propeller RPM utilzation between 1900 and 2030 RPM is possible without changing
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
70 65 75
60
55
50
45
40
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
70 217 210 176 98 26 65 210 202 165 92 24 215 207 165 92 24 60 203 195 152 85 23 207 199 152 85 23 214 204 152 85 23 55 195 186 140 78 21 199 190 140 78 21 205 195 140 78 21 50 186 177 128 72 19 190 181 128 72 19 196 186 128 72 19 45 176 168 117 65 17 180 171 117 65 17 185 176 117 65 17 40 166 158 107 60 16 170 161 107 60 16 175 166 107 60 16
WEIGHT
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
%
WEIGHT
Conditions:
TRQ Conditions: Landing gear and flaps UP Figure 5-8 Cruise Performance (Sheet 11 of 14) Figure 5-8 Cruise Performance (Sheet 12 of 14)
04. May 2004 5-33 5-34 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
ABOVE
ABOVE LBS KG
C
LBS KG
C
3900 4696 1769 2130
3900 4696 1769 2130
LBS KG
LBS KG
Data is provided for extrapolation purposes.
Data is provided for extrapolation purposes.
CRUISE PERFORMANCE
3900 4696 1769 2130
CRUISE PERFORMANCE
3900 4696 1769 2130
PRESSURE ALTITUDE 24000 FEET
PRESSURE ALTITUDE 25000 FEET
-53 -33 -3
-55 -35 -5
BELOW STANDARD 30
LBS KG
BELOW STANDARD 30
C
LBS KG
C
20
20
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
STANDARD TEMPSTANDARD TEMPERATURE TEMP STANDARD
2030 RPM(*) - BLEED 2
2030 RPM(*) - BLEED 2
3900 4696 1769 2130
3900 4696 1769 2130
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
performance. the TRQ Display N2 = 2030 RPM, then reduce indicated in table with N2 without resettingwithout lever power limits (within permitted torque). by
Indicates performance outside the engine limitations.
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
(*) 1900 and 2030 RPM is possible between changing Propeller without RPM utilzation
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
65 214 206 158 88 23 60 206 198 150 84 22 211 202 150 84 22 55 198 189 140 78 21 203 193 140 78 21 209 199 140 78 21 50 189 180 128 72 19 193 184 128 72 19 199 189 128 72 19 45 179 171 116 65 17 183 174 116 65 17 189 179 116 65 17 40 169 160 105 59 16 173 164 105 59 16 178 168 105 59 16
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
% KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR KTAS KTAS LB/HR L/HR GAL/HR
60 208 200 150 84 22 55 200 191 140 78 21 204 195 140 78 21 211 201 140 78 21 50 191 182 128 72 19 195 186 128 72 19 201 191 128 72 19 45 181 172 116 65 17 185 176 116 65 17 190 181 116 65 17 40 170 162 105 59 16 174 165 105 59 16 179 170 105 59 16
WEIGHT
TRQ FLOW FUEL FLOW FUEL FLOW FUEL
WEIGHT
Conditions: Landing gear and flaps UP Conditions: Landing gear and flaps UP Figure 5-8 Figure 5-8 Cruise Performance (Sheet 13 of 14) Cruise Performance (Sheet 14 of 14)
04. May 2004 5-35 5-36 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
ENDURANCE PROFILE RANGE PROFILE
45 MINUTES RESERVE 45 MINUTES RESERVE 172 GAL, (652 L), (1166 LB) USABLE FUEL 172 GAL, (652 L), (1166 LB) USABLE FUEL
CONDITIONS: 4696 LBS (2130 KG) CONDITIONS: 4696 LBS (2130 KG) Standard Temperature Standard Temperature Zero Wind Zero Wind
NOTE: Endurance includes warmup, taxi, takeoff, max. power NOTE: Endurance includes warmup, taxi, takeoff, max. power climb, descent plus 45 minutes reserve at cruise power. climb, descent plus 45 minutes reserve at cruise power.
Pressure ENDURANCE (HRS) Pressure RANGE (NM) Altitude Altitude (FT) 92% 90% 85% 80% 70% 60% 50% 40% (FT) 92% 90% 85% 80% 70% 60% 50% 40%
0 4,0 4,0 4,2 4,5 5,0 5,6 6,2 7,0 0 786 794 816 841 889 928 950 958
2000 4,0 4,1 4,3 4,6 5,1 5,7 6,4 7,3 2000 817 825 848 873 925 968 995 1008
4000 4,1 4,2 4,4 4,7 5,2 5,9 6,6 7,6 4000 846 855 880 907 961 1008 1042 1062
6000 4,2 4,3 4,5 4,8 5,4 6,0 6,8 7,8 6000 871 882 909 939 998 1051 1090 1117
8000 4,2 4,3 4,6 4,8 5,5 6,2 7,0 8,1 8000 894 905 934 967 1033 1093 1140 1172
10000 4,3 4,3 4,6 4,9 5,5 6,3 7,2 8,4 10000 914 925 956 991 1065 1135 1191 1230
12000 4,3 4,4 4,6 4,9 5,6 6,4 7,4 8,6 12000 940 950 981 1016 1095 1173 1238 1285
14000 4,4 4,7 5,0 5,7 6,5 7,6 8,8 14000 977 1005 1040 1122 1209 1284 1341
16000 4,7 5,0 5,7 6,6 7,7 9,1 16000 1021 1056 1143 1239 1327 1396
18000 4,9 5,6 6,6 7,8 9,3 18000 1058 1154 1262 1365 1448
20000 5,6 6,6 7,9 9,4 20000 1153 1281 1398 1498
22000 6,6 7,9 9,6 22000 1297 1421 1542
24000 6,7 7,9 9,6 24000 1336 1442 1580
25000 7,9 9,6 25000 1450 1588
Indicates performance outside the engine limitations. Indicates performance outside the engine limitations. Data is provided for extrapolation purposes. Data is provided for extrapolation purposes.
Figure 5-9 Endurance Figure 5-10 Range
04. May 2004 5-37 5-38 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
TIME, FUEL, AND DESCENT DISTANCE
* *
ISA 875 800 720 645 565 490 410 335 255
+30 C Conditions: Landing gear and flaps UP 2030 RPM - BLEED 2
ISA
915 835 750 670 585 505 420 335 255
1065 1000 50 % Torque +20 C Speed as shown to maintain constant Vz
Example refer to 5.4.d
ISA
960 865 770 675 580 485 390
1100 1080 1065 1045 Rate of Descent = 2000 FT/MIN +10 C
balked landing climb gradient can not be maintained Pressure DESCENT Fuel Consump. * Denotes conditions where the
4696 LB (2130 KG)
ISA
885 765 650 530
Altitude SPEED Time Dist. RATE OF CLIMB (FT/MIN)
1135 1115 1100 1080 1065 1045 1005 (Feet) KIAS (min:sec) LB L GAL (NM)
ISA
925 750 ISA
930 845 760 675 585 500 415 330 245
1190 1175 1160 1140 1125 1105 1090 1070 1055
1100 1015
-20 C 25000 172 12:30 0 0 0,0 0 +30 C 24000 174 12:00 1 1 0,2 2 23000 175 11:30 2 1 0,3 4
SL
ISA
965 875 780 690 600 510 420
1000 2000 3000 4000 5000 6000 7000 8000 9000
1305 1235 1145 1055
+20 C
(Feet) 22000 176 11:00 3 2 0,5 6 10000
Pressure Altitude 21000 178 10:30 4 2 0,6 8 20000 179 10:00 5 3 0,8 10
ISA
985 885 780 675 570
1340 1325 1305 1285 1195 1090
+10 C 19000 181 9:30 6 4 1,0 12 CLIMB SPEED 80 KIAS
18000 182 9:00 8 4 1,1 14 4200 LB (1905 KG)
ISA
985 855 725
RATE OF CLIMB (FT/MIN)
1375 1355 1340 1320 1305 1280 1245 17000 184 8:30 9 5 1,3 16 1115 16000 185 8:00 10 6 1,5 18 15000 186 7:30 11 6 1,6 20
ISA
980 890 800 705 615 525 435 340 ISA
965
BALKED LANDING CLIMB PERFORMANCE
1255 1165 1070
1435 1420 1400 1385 1365 1350 1330 1315 1300 1160
-20 C 14000 188 7:00 12 7 1,8 22 +30 C 13000 189 6:30 13 7 2,0 24 12000 191 6:00 14 8 2,1 26
SL
ISA
915 820 720 625 525
1475 1405 1305 1210 1110 1015
1000 2000 3000 4000 5000 6000 7000 8000 9000
+20 C
(Feet) 11000 192 5:30 16 9 2,3 28 10000
Altitude Pressure 10000 194 5:00 17 9 2,5 30
ISA
915 800 9000 195 4:30 18 10 2,7 32 690
1510 1495 1475 1455 1360 1245 1135 1025 8000 197 4:00 19 11 2,8 34 +10 C
7000 198 3:30 20 11 3,0 36 3900 LB (1769 KG)
ISA
990 845
RATE OF CLIMB (FT/MIN)
1545 1530 1510 1495 1475 1460 1410 1270 6000 199 3:00 22 12 3,2 37 1130
Landing gear down and flaps 30 2030 RPM - BLEED 2 5000 201 2:50 23 13 3,4 39 111 % Torque or 810 Deg. C TOT 4000 202 2:00 24 14 3,6 41
ISA
1610 1590 1575 1560 1540 1525 1505 1490 1470 1315 1100 3000 204 1:30 25 14 3,8 43 -20 C 2000 205 1:00 27 15 3,9 44
1000 207 0:30 28 16 4,1 46 SL
1000 2000 3000 4000 5000 6000 7000 8000 9000
(Feet)
10000
Conditions:
Altitude SL 207 0 29 16 4,3 48 Pressure
Example refer to 5.4.c Figure 5-12 Figure 5-11 Landing (Sheet 1 of 2) Time, Distance, Fuel to Descent
04. May 2004 5-39 5-40 04. May 2004 Pilot’s Operating Handbook Section 5 EA400-500 Performance
Landing Distances
Associated conditions: Gear extended, Flaps 30°, Airspeed KCAS/KIAS Example: Power setting: Landing Weight Outside air temperature: 25°C flight idle, condition lever fully forward, full stall touchdown, kg (lbs.) at 15 m (50 ft) Pressure altitude: 3000 ft maximum braking, paved level dry runway 1600 (3527) 78/77 Landing weight: 1706 kg (3761 lbs.) Remarks: 1800 (3968) 80/79 Wind: 10 kts Head wind Add 15% to distances, for landing on a dry level grass runway. 2000 (4409) 82/81 Landing distance: 680 m (2230 ft) Reasonable additions have to be used for soft, wet ground, for Landing roll: 295 m (967 ft) snow and melting snow.
Tail Wind 1100 (3609)
Head Wind 1000 (3281)
900 (2953)
800 (2625) ISA 8000 m (ft) Pressure altitude, ft 700 (2297) 6000
4000 600 (1969)
2000 el 500 (1640)
sea lev Landing Distance,
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 (Sheet 2 of 2)
04. May 2004 5-41 Section 5 Pilot’s Operating Handbook Performance EA400-500
INTENTIONALLY LEFT BLANK
5-42 04. May 2004 Pilot’s Operating Handbook Section 5 Section 5 Pilot’s Operating Handbook EA400-500 Performance Performance EA400-500
25000
20000
15000
10000
5000 0
110 KIAS
GLIDE DISTANCE
GEAR UP, FLAPS UP INTENTIONALLY LEFT BLANK
Glide Distance ~ Kt Miles ~ Kt Distance Glide
02468101214161820222426283032343638404244
Pressure Altitude ~ Ft ~ Altitude Pressure
Figure 5-13 Glide Distance
04. May 2004 5-43 5-44 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Section 6 6 Weight and Balance and Equipment List Weight and Balance and Equipment List 6.1 Introduction Table of Contents Section 6 of this handbook provides procedures for establishing Paragraph Page the aircraft’s basic empty weight and moment and procedures for determining the weight and balance for operations. An 6.1 Introduction...... 6-2 equipment list, provided at the end of this section, provides 6.2 Aircraft Weighing Procedures...... 6-2 arms and weights of all equipment available for installation on the aircraft. 6.3 Weight and Balance Record...... 6-4
6.4 Weight and Balance Determination for Flight ...... 6-5 6.2 Aircraft Weighing Procedures 6.4.a Sample ...... 6-5 6.5 Equipment List...... 6-22 Weigh the aircraft and determine the Center of Gravity each 5 years, after installation or removal of equipment or after repairs The procedure as described below shall be followed whenever possible. Its result will be the Basic Empty Weight of the aircraft, so that additions or subtractions in the Basic Empty Weight and Center of gravity Table of Figure 6-1 are not necessary. Normally the aircraft shall be weighed with full oil and operating fluids but no usable fuel. If changes of the procedure are unavoidable (e.g. if defueling of the aircraft is not possible) the respective calculations of the Basic Empty Weight and Center of gravity Table will give the correct results.
Important Weigh, read the scales and calculate with care. Incorrect weighing or determination of Center of Gravity endanger the pilot, the passengers and the aircraft.
Note Weigh the aircraft only on even floors and if possible in closed hangars due to wind protection. In addition: Use three (3) identical scales.
04. May 2004 6-1 6-2 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
6.2a Basic Rules 14 Enter the scale reading, scale error and tare from all three scales in the columns in the Aircraft As Weighed Table of Figure 6-1. 1 Ensure the aircraft is fully equipped with standard and optional Compute and enter values for the Net Weight and Aircraft Total equipment in locations according to the Equipment List, As Weighed columns. enclosed in this section. 15 Determine the CG arm of the aircraft after entering the correct 2 Defuel the aircraft to the undrainable fuel level using the drains. values to the formula in Figure 6-1. Add 14 liters (3.7 U.S. Gallons) to each tank to receive the unusable fuel level or enter 28 liters (7.4 U.S. Gallons) 16 Enter the net weight and CG arm in the Basic Weight and drainable unusable fuel to the “Fuel”-line of the Basic Empty Center of Gravity table columns. Subtract the values for Weight and Center of Gravity table. usable fuel, if aircraft could not be defueled prior weighing, add the value of drainable unusable fuel (28 liters 3 Add engine oil and landing gear hydraulic fluid as required to (7.4 U.S. Gallons)), if fuel system has been completely drained obtain a normal full indication. and for additional equipment, if applicable. Multiply the weight 4 Remove foreign objects (e.g. tools, luggage etc.). entries times the CG arm entries to determine moment entries. Total the weight and the moment columns to determine the 5 Clean and dry the aircraft. basic empty weight and moment. For determining the CG arm 6 Put the aircraft seats to middle position. divide the resulting moment value by the basic empty weight. 7 Retract aircraft flaps and bring control surfaces in neutral Note Make an attempt to verify the results of each weighing, position. when data for comparison are available.
8 Close the lower part of the main door. 17 Enter basic empty weight, CG arm and moment in the Weight and Balance Record (see Figure 6 2). Note Ensure the scales are in calibration and used per the applicable manufacturer’s recommendations.
9 Determine the reference datum (3.115 m/122.64 inch in front of 6.3 Weight and Balance Record the front edge of main wheel bay) and check the values of the landing gear stations (tolerance is 5 mm (o.2 inch) and the The Weight and Balance Record, see Figure 6-2, provides a wheel base. record to reflect the continuous history of changes in aircraft 10 Roll the aircraft onto the scales. Keep brakes released and structure and/or equipment which will affect the weight and secure wheels with wheel chocks. balance of the aircraft. Changes to the structure and equipment shall be entered on the Weight and Balance Record when any 11 Level the aircraft by inflating or deflating the tires. Use a spirit modifications are made to the aircraft. 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 Important It is the responsibility of the aircrafts owner to assure this leveling. record is up to date, as all loadings will be based on the 12 Close upper part of the cabin door. latest entry. 13 Determine scale reading, scale error and tare from all three scales.
04. May 2004 6-3 6-4 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
6.4 Weight and Balance Determination for Flight 4 Determine weight(s) and moment(s) of passenger(s) and baggage from the applicable columns of Figure 6-5 In the following, the procedure of determining of weight and (130 kg/510.9 kgm; 50 kg/252.5 kgm; 12 kg/69 kgm). balance for flight operation is described. Values are for sample 5 Total items 1 and 2 thru 6 to determine appropriate entries for only and refer to the Sample Weight and Balance Loading item 7 (zero fuel weight) (1783 kg/6407.64 kgm). Form, see Figure 6-3. 6 Determine the values for item 8a (fuel loading main tank) from A blank sheet of Weight and Balance Loading Form is provided the applicable columns of Figure 6-6a (293 kg/1104 kgm). for the operator’s convenience as Figure 6-4. 7 Determine the values for item 8b (fuel loading auxiliary tank) if Note The following Figures 6-5 and 6-7 are prepared in either applicable from columns of Figure 6-6b (0 kg/0 kgm). SI or U.S. units. 8 Total items 7 and 8 to determine item 9 (ramp weight) Important It is the responsibility of the pilot to assure, that the aircraft (2076 kg/7511.64 kgm). Refer to the weight and moment limits is loaded properly. The Basic Empty Weight CG is noted on form (Figure 6-7) to ensure values are not out of limits. the aircraft Weighing Form. If the aircraft has been altered, 9 Determine the values for item 10 (less fuel for taxiing) from the refer to the Weight and Balance Record for this applicable columns of Figure 6-6 (7 kg/26.4 kgm). information. 10 Subtract item 10 from item 9 to determine item 11 (takeoff 6.4.a Sample weight) (2069 kg/7485.24 kgm). Enter item 11 in the weight and moment limits from (Figure 6-7) to determine if the loading 1 Take the Basic Empty Weight and Moment as noted on the is within allowable limits. If the determined point falls outside aircraft Weighing Form (Figure 6-1) resp. on the latest entry of of the envelope, it will be necessary to reduce the load or the Weight and Balance Record (Figure 6-2) (convert them into change location of load. U.S. units if necessary using the conversion factors given in Section 1) and enter them in item 1 (Basic Empty Weight) of 11 Refer to Section 5 to determine the fuel quantity required for the Figure 6-4 (1425 kg/5095 kgm). flight. After determining the fuel used, obtain the appropriate weight and moment from Figure 6-6. Enter this weight and 2 Determine arm, weight and moment of the pilot and enter the moment in item 12a and b (less fuel to destination) values in item 3 (2.84 m/86 kg/244.24 kgm). (195.4 kg/736 kgm). 3 Determine arm, weight and moment of the co-pilot and enter the 12 Subtract item 12 from item 11 to determine item 13 (landing values in item 3 (2.95 m/80 kg/236 kgm). weight) (1873.6 kg/6749.24 kgm). Refer to landing weight and moment limits form (Figure 6-7) to ensure values are not out of Note The values for the pilot or co-pilot are applicable only when limits. the CG of the occupant is at location specified.
04. May 2004 6-5 6-6 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Figure 6-1 Figure 6-1 Aircraft Weighing Form (U.S. Units) (Sheet 2 of 2) Aircraft Weighing Form (SI Units) (Sheet 1 of 2)
04. May 2004 6-7 6-8 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Figure 6-2 Figure 6-2 Sample Weight and Balance Record (Sheet 1 of 2) Sample Weight and Balance Record (Sheet 2 of 2)
04. May 2004 6-9 6-10 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Sample Weight and Balance Loading Form Weight and Balance Loading Form (SI units)
Ref Item Arm Weight Moment Ref Item Arm Weight Moment (m) (kg) (kgm) (m) (kg) (kgm) 1 Basic Empty Weight (Sample) 1425 5095 1 Basic Empty Weight (refer to figure 6-2) 2 Pilot (Station 2.825 - 2.981) 2.84 86 244.24 2 Pilot (Station 2.825 - 2.981) 3 Copilot (Station 2.825 - 2.981) 2.95 80 236 3 Copilot (Station 2.825 - 2.981) 4 Passenger(s) on Seats 3 + 4 (Station 3.930) 130 510.9 4 Passenger(s) on Seats 3 + 4 (Station 3.930) (refer to figure 6-5) (refer to figure 6-5) 5 Passenger(s) on Seats 5 + 6 (Station 5.050) 50 252.5 5 Passenger(s) on Seats 5 + 6 (Station 5.050) (refer to figure 6-5) (refer to figure 6-5) 6 Baggage (Station 5.750) (Do not exceed max. 12 69 6 Baggage (Station 5.750) (Do not exceed max. weight in baggage compartment of 90 kg). weight in baggage compartment of 90 kg). (refer to figure 6-5) (refer to figure 6-5) 7 Zero Fuel Weight (sub-total) 1783 6407.64 7 Zero Fuel Weight (sub-total) (Do not exceed max. zero fuel weight of 1945 kg) (Do not exceed max. zero fuel weight of 1945 kg) 8a Fuel Loading main tank (refer to figure 6-6a) 293 1104 8a Fuel Loading main tank (refer to figure 6-6a) 8b Fuel Loading aux tank 0 0 8b Fuel Loading aux tank (if applicable, refer to figure 6-6b) (if applicable, refer to figure 6-6b) 9 Ramp Weight (sub-total) 2076 7511.64 9 Ramp Weight (sub-total) (Do not exceed max. ramp weight of 2130 kg) (Do not exceed max. ramp weight of 2130 kg) 10 Less Fuel For Taxiing (refer to figure 6-6) 7 26.4 10 Less Fuel For Taxiing (refer to figure 6-6) 11 Takeoff Weight 2069 7485.24 11 Takeoff Weight (Do not exceed max. takeoff weight of 2130 kg) (Do not exceed max. takeoff weight of 2130 kg) 12a Less Fuel To Destination main tank 12a Less Fuel To Destination main tank (refer to 195.4 736 (refer to figure 6-6a) figure 6-6a) 12b Less Fuel To Destination aux tank 12b Less Fuel To Destination aux tank 0 0 (if applicable, refer to figure 6-6b) (if applicable, refer to figure 6-6b) 13 Landing Weight 13 Landing Weight 1873.6 6749.24
Figure 6-4 Figure 6-3 Weight and Balance Loading Form (Sheet 1 of 2) Sample Weight and Balance Loading Form
04. May 2004 6-11 6-12 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Weight and Balance Loading Form (U.S. units) Weight and Moment Table (SI units) Passengers and Baggage Ref Item Arm Weight Moment (in.) (lbs.) (in.lbs./ Moment 100) Weight (kgm) 1 Basic Empty Weight (refer to figure 6-2) (kg) Seats 3 + 4 Seats 5 + 6 Baggage Arm: 3.930 m Arm: 5.050 m Arm: 5.750 m 2 Pilot (Station 111.22 in. - 117.36 in.) 10 39.3 50.5 57.5 20 78.6 101.0 115.0 3 Copilot 30 117.9 151.5 172.5 (Station 111.22 in. - 117.36 in.) 40 157.2 202.0 230.0 4 Passenger(s) on Seats 3 + 4 (Station 155 in.) 50 196.5 252.5 287.5 (refer to figure 6-5) 60 235.8 303.0 345.0 5 Passenger(s) on Seats 5 + 6 (Station 199 in.) 70 275.1 353.5 402.5 (refer to figure 6-5) 80 314.4 404.0 460.0 90 353.7 454.5 517.5 6 Baggage (Station 226 in.) (Do not exceed max. 100 393.0 505.0 - weight in baggage compartment of 198 lbs.). 110 432.3 555.5 - (refer to figure 6-5) 120 471.6 606.0 - 7 Zero Fuel Weight (sub-total) (Do not exceed max. 130 510.9 656.5 - zero fuel weight of 4289 lbs) 140 550.2 707.0 - 8a Fuel Loading main tank (refer to figure 6-6a) 150 589.5 757.5 - 160 628.8 808.0 - 8b Fuel Loading aux tank 170 668.1 858.5 - (if applicable, refer to figure 6-6b) 180 707.4 909.0 - 9 Ramp Weight (sub-total) (Do not exceed 190 746.7 959.5 - maximum ramp weight of 4696 lbs.) 200 786.0 1010.0 - 10 Less Fuel For Taxiing (refer to figure 6-6) 210 825.3 1060.5 - 220 864.6 1111.0 - 11 Takeoff Weight (Do not exceed maximum takeoff 230 903.9 1161.5 - weight of 4696 lbs.) 240 943.2 1212.0 - 12a Less Fuel To Destination main tank 250 982.5 1262.5 - (refer to figure 6-6a) 260 1021.8 1313.0 - 270 1061.1 1363.5 - 12b Less Fuel To Destination aux tank (if applicable, 280 1100.4 1414.0 - refer to figure 6-6b) 290 1139.7 1464.5 - 13 Landing Weight 300 1179.0 1515.0 -
Figure 6-4 Figure 6-5 Weight and Balance Loading Form (Sheet 2 of 2) Weight and Moment Table, Passenger & Baggage (Sheet 1 of 2)
04. May 2004 6-13 6-14 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Weight and Moment Table (U.S. units) Weight and Moment Table (SI units) Passengers and Baggage Fuel main tank (max. 440 liters usable) Moment Quantity Weight Arm Moment Weight (in.lbs./100) (1) (kg) (m) (kgm) (lbs.) Seats 3 + 4 Seats 5 + 6 Baggage 20 16,3 3,768 61 Arm: 155 in. Arm: 199 in. Arm: 226 in. 40 32,6 3,768 123 20 31 40 45 60 48,8 3,768 184 40 62 80 90 80 65,1 3,768 245 100 81,4 3,768 307 60 93 119 136 120 97,7 3,768 368 80 124 159 181 140 114,0 3,768 429 100 155 199 226 160 130,2 3,768 491 120 186 239 271 180 146,5 3,768 552 140 217 279 316 200 162,8 3,768 613 160 248 318 362 220 179,1 3,768 675 180 279 358 407 240 195,4 3,768 736 200 310 398 (452) 260 211,6 3,768 797 220 341 438 - 280 227,9 3,768 859 240 372 478 - 300 244,2 3,768 920 260 403 517 - 320 260,5 3,768 981 280 434 557 - 340 276,8 3,768 1043 300 465 597 - 360 293,0 3,768 1104 320 496 637 - 380 309,3 3,768 1166 400 325,6 3,768 1227 340 527 677 - 420 341,9 3,768 1288 360 558 716 - 440 358,2 3,768 1350 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 6-6 a Figure 6-5 Weight and Moment Table / Fuel (Sheet 1 of 2) Weight and Moment Table, Passenger & Baggage (Sheet 2 of 2)
04. May 2004 6-15 6-16 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Weight and Moment Table (U.S. units) Weight and Moment Table (SI units) Fuel main tank (max. 114 gal usable) Fuel aux tank (max. 212 liters usable) Quantity Weight Arm Moment Quantity Weight Arm Moment (U.S. Gallons) (lbs.) (in.) (in.lbs./100) (1) (kg) (m) (kgm) 5 35 148 51 20 16,3 3,9 63 10 70 148 103 40 32,6 3,9 127 15 104 148 154 60 48,8 3,9 190 20 139 148 206 80 65,1 3,9 254 25 174 148 257 100 81,4 3,9 317 30 209 148 309 120 97,7 3,9 381 35 243 148 360 140 114,0 3,9 444 40 278 148 411 160 130,2 3,9 508 45 313 148 463 180 146,5 3,9 571 50 348 148 514 200 162,8 3,9 635 55 382 148 566 212 172,6 3,9 673 60 417 148 617 65 452 148 669 70 487 148 720 75 521 148 771 80 556 148 823 85 591 148 874 90 626 148 926 95 660 148 977 100 695 148 1029 105 730 148 1080 110 765 148 1131 114 790 148 1169
Figure 6-6 a Figure 6-6 b Weight and Moment Table / Fuel (Sheet 2 of 2) Weight and Moment Table / Fuel (Sheet 1 of 2)
04. May 2004 6-17 6-18 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Weight and Moment Limits (SI units) Weight and Moment Table (U.S. units) 15% 20% 25% 30% 35% 40% MAC Fuel aux tank (max. 55 gal usable) kgm Quantity Weight Arm Moment kg
(U.S. Gallons) (lbs.) (in.) (in.lbs./100) 2150 Maximum Ramp 8000 5 35 154 54 and Takeoff Weight 10 70 154 107 2100 15 104 154 161 7750 20 139 154 214 2050 Maximum 25 174 154 268 Landing Weight 30 209 154 321 2000 7500 35 243 154 375 1950 40 278 154 428 7250 45 313 154 482 1900 50 348 154 535 7000 55 382 154 589 1850
1800 6750
1750 6500 1700
6250 1650
1600 6000
1550 5750 1500 5000
5500 1450
1400 5250
3.4 3.45 3.5 3.55 3.6 3.65 3.7 3.75 m aft of ref. datum
Example: At 2076 kg and a Moment of 7511.64 kgm CG Location is 3.618 m aft of Reference Datum
Figure 6-6 b Figure 6-7 Weight and Moment Table / Fuel (Sheet 2 of 2) Weight and Moment Limits (Sheet 1 of 2)
04. May 2004 6-19 6-20 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Weight and Moment Limits (U.S. units) 6.5 Equipment List
15% 20% 25% 30% 35% 40% MAC The equipment list gives a surview of equipment available for
in.lbs/100 the aircraft, the weight and arm of each item for weight and lbs balance and by a check, the information if an item is installed in the aircraft to which this handbook is related. The letter “A” 4800 means, that an item can be used as an alternative to the Maximum Ramp 7000 respective required and/or standard item, the letter “R” means, 4700 and Takeoff Weight that an item is required for type certification, a “S” means, that 4600 this item is part of the standard equipment, and an “O” means, 6750 that this item is defined as optional equipment of the airplane. 4500 Maximum Landing Weight 4400 6500
4300 6250 Equipment list 4200 Weight Arm Qty Item Manufacturer Part Number kg m Remarks 4100 (lbs.) (in.) 6000
4000 Pilot's operating Extra 0,7 3,4 RS 3900 handbook (1,54) (7,49) 5750 3800 21 Air Conditioning
3700 5500 Shut off & Mass Enviro 1300495-1 3,3 0,9 RS flow control valve Systems (7,27) (1,98) 3600 Temperature Enviro 1300330 1,043 1,37 RS 5250 modulating valve Systems (2,30) (3,02) 3500 Primary air to air Behr P/N D8026 2,5 1,6 RS heat exchanger (5,51) (3,53) 34004500 5000 Cabin Air Mass Enviro 1300360-17 0,322 3,7 RS 3300 Flow Controller Systems (0,71) (8,16) Cabin Air Enviro 1300350-27 0,327 3,7 RS 4250 3200 4750 Temperature Systems (0,72) (8,16) Controller 3100 Compressor Enviro 1134410-5 11,8 7,4 S condenser module Systems (26,01) (16,31) 134 136 138 140 142 144 146 148 in. aft of ref. datum Evaporator LH Enviro 1134200-20 2,95 6,25 S Example: At 4578 lbs and a Moment of 6521 in.lbs./100 Systems (6,50) (13,78) CG Location is 142.4 in. aft of Reference Datum Evaporator RH Enviro 1134200-21 2,95 6,25 S
Systems (6,50) (13,78) Figure 6-7 2x Panel Vent-Fan Micronel D603L-024KA-3 0,195 2,24 S (0,43) (4,94) Weight and Moment Limits (Sheet 2 of 2)
04. May 2004 6-21 6-22 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Equipment list Equipment list Weight Arm Weight Arm Qty Item Manufacturer Part Number kg m Remarks Qty Item Manufacturer Part Number kg m Remarks (lbs.) (in.) (lbs.) (in.) Avionics blower Bendix / King 071-4037-01 0,57 2,16 RS 2x Headset Bose AHX-04 0,45 2,9 RS (1,26) (4,76) (0,99) (6,39) Cabin Press U.M.A INC. 11-210-21L 0,142 2,35 RS 2x Headset Bose AHX-04 0,45 3,93 O Indicator (0,31) (5,18) (0,99) (8,66) Cabin Climb U.M.A INC. 8-210-64W 0,225 2,35 RS 2x Headset Bose AHX-04 0,45 5,05 O Indicator (0,50) (5,18) (0,99) (11,13) Cabin Pressure Dukes Inc. 5111-00-3 0,454 2,38 RS Microphone Holmco 85-03-04963-04 0,2 2,4 RS Controller (1,00) (5,25) (0,44) (5,29) Outflow Control Dukes Inc. 5112-00-3 1,45 6,3 RS Com Nav ICOM IC-A22E 0,6 3,4 RS Valve (3,20) (13,89) Handheld (1,32) (7,50) Outflow Safety Dukes Inc. 5113-00-3 1,27 6,3 RS CD-Player Sony CDX-505RF 3,2 3,4 O Valve (2,80) (13,89) (7,05) (7,50) 23 Communications DC-DC Converter Switched SM2430 0,65 3,4 O (24VDC Mode (1,43) (7,50) COM / NAV / Garmin 011-00550-00 3,85 2,16 OA =>12VDC) GPS 1 (GNS 530) (8,49) (4,76) 5) COM / NAV / Garmin 011-00280-00 2,95 2,16 OA 24 Electrical Power GPS 1 (GNS 430) (6,50) (4,76) Alternative Lead Acid Battery Concorde RG-390E/L 28,1 1,75 RS for 5) (61,95) (3,86) COM / NAV / Garmin 011-00280-00 2,95 2,16 OA Starter Generator Aircraft Parts 200SGL129Q 10 1,08 RS GPS 2 (GNS 430) (6,50) (4,76) Corp. (5)-1 (22,05) COM / NAV / GS Bendix / King 069-1024-43 2,49 2,16 RS Generator Control Aircraft Parts GCSG505-21 1,15 1,86 RS 1 (KX 155) (5,49) (4,76) Unit Corp. (2,54) (4,10) COM / NAV / GS Bendix / King 069-1024-43 2,49 2,16 RS Standby alternator B+C BC410-1 2,6 1 RS 2 (KX 155) (5,49) (4,76) (5,73) (2,20) Audio Panel Garmin 011-00401-10 1,74 2,16 OA Alternator B+C BC203-2D 0,2 1,7 RS (GMA 340) (3,84) (4,76) regulator (0,44) (3,75) Intercom PS 11932 0,34 2,16 RS External Power Anderson AN2552-3A 0,35 1,75 RS Engineering (0,75) (4,76) Connector (0,77) (3,86) Transponder Garmin 011-00259-16 1,02 2,16 OA 25 Equipment / Furnishings (GTX 320) (2,29) (4,76) 6) Pilot seat assy (1) Extra EA-75430 11,4 2,9 RS Transponder Garmin 010-00188-00 0,95 2,16 OA (25,13) (6,39) (GTX 327) (2,09) (4,76) 7) Pilot seat belt assy Schroth P/N 1-08-115201 1,8 2,97 RS Transponder Garmin 010-00230-01 1,9 2,16 OA (3,97) (6,55) (GTX 330) (4,18) (4,76) alternative for 6) & 7) Copilot seat assy Extra EA-75440 11,4 2,9 RS (2) (25,13) (6,39) Transponder 1 Bendix / King 066-1062-00 0,89 2,16 RS (KT 76A) (1,96) (4,76) Copilot seat belt Schroth P/N 1-08-110201 1,8 2,97 RS assy (3,97) (6,55) Transponder 2 Bendix / King 066-1062-00 0,89 2,16 RS (KT 76A) (1,96) (4,76) Mid-pax-seat LH Extra EA-75450 6,7 3,93 RS (3) (14,77) (8,66) ELT Pointer INC. P 3000 -11 0,75 7,65 O (1,65) (16,87)
04. May 2004 6-23 6-24 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Equipment list Equipment list Weight Arm Weight Arm Qty Item Manufacturer Part Number kg m Remarks Qty Item Manufacturer Part Number kg m Remarks (lbs.) (in.) (lbs.) (in.) Seat belt assy (3) Schroth P/N 5-02-145701 1,4 3,86 RS 2x Motive Flow Filter Sobek Z-C 1000 0004 0,15 3 RS (3,09) (8,51) (0,33) (6,61) Mid-pax-seat RH Extra EA-75460 6,7 3,93 RS 2x Motive flow pump Pierburg 7.21440.68.0 0,3 3,05 RS (4) (14,77) (8,66) (0,66) (6,72) Seat belt assy (4) Schroth P/N 5-02-140701 1,4 3,86 RS 29 Hydraulic Power (3,09) (8,51) Hydraulic Power Extra EA-5B530 4,25 3,5 RS Rear-pax seat LH Extra EA-75470 6,6 5,05 RS Pack (9,37 (7,72 (5) (14,55) (11,13) Seat belt assy (5) Schroth P/N 5-02-140701 1,4 5,12 RS 30 Ice and Rain protection (3,09) (11,29) Deice boot timer BF-Goodrich 3D2991-14 0,2 2,69 RS Rear-pax-seat RH Extra EA-75480 7,7 5,05 RS (0,44) (5,93) (6) (16,98) (11,13) 2x Ejector flow BF-Goodrich 3D3556-01 0,34 1,9 RS Seat belt assy (6) Schroth P/N 5-02-145701 1,4 5,12 RS control valve (incl. (0,75) (4,19) (3,09) (11,29) press. switch) 26 Fire protection Windshield Heat Kissling AT15.2121 0,1 2,95 RS Controller (0,22) (6,50) Fire Extinguisher Air Total HAL 1; P/N 74- 2,2 3,4 RS Prop Deice BFGoodrich 3E1872-1 0,05 2,24 S 00 (4,85) (7,50) Indicator (mod) (4,94) 27 Flight Controls (Amperemeter) Flap Control Box Kissling EA-85411 0,345 3,8 RS 31 Indicating / recording systems (0,76) (8,38) Annunciator Panel West Coast 90-42192-1 0,24 2,24 RS Flap Motor Engel GNM4175A 2,65 3,93 RS LH Specialities (0,53) (4,94) (5,84) (8,66) Annunciator Panel West Coast 90-42192-2 0,24 2,24 RS 28 Fuel RH Specialities (0,53) (4,94) 4x Filler cap Extra EA-6B215.02 0,105 3,65 RS EFIS Symbol Bendix / King 066-04021-1113 5,7 6,9 RS (0,23) (8,05) Generator (SG 465) (12,57) (15,21) 2x Fuel quantity UMA T18 112F 1000 0,12 2,24 RS EHSI Bendix / King 066-03123-1600 2,6 2,16 RS indicator collector AAW (0,26) (4,94) (ED 461) (5,73) (4,76) compartment EADI Bendix / King 066-03125-2600 2,6 2,16 1) RS 2x Fuel quantity UMA T18 112F 1010 0,12 2,24 RS (ED 462) (5,73) (4,76) indicator main ABW (0,26) (4,94) Clock Benz-Micro 2622 0,1 2,45 RS tank (Grob) (0,22) (5,40) 2x Fuel quantity UMA T18 112F 1020 0,12 2,24 RS 32 Landing gear indicator aux tank ACW (0,26) (4,94) Nose wheel tire Goodyear/Mc 5.00-5 6ply 2,15 1,414 RS Fuel selector valve Allen Aircraft 8BS1001 0,2 2,95 RS Creary/ 1260lbs (4,75) (3,12) (incl. Shut-off) (0,44) (6,50) Michelin Fuel filter Purolator 1743640-06 0,8 1,343 RS Nose wheel Cleveland 40-78B 1,2 1,414 RS Assembly (1,76) (2,96) (2,63) (3,12) 2x El. fuel pump Parker / 2B7-40 1,4 1,88 RS 2x Main wheel tire Goodyear 15x6.00-6 10-ply 3,52 4,07 RS Airborne (3,09) (4,14) (L/H - R/H) Tubeless (7,77) (8,97)
04. May 2004 6-25 6-26 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Equipment list Equipment list Weight Arm Weight Arm Qty Item Manufacturer Part Number kg m Remarks Qty Item Manufacturer Part Number kg m Remarks (lbs.) (in.) (lbs.) (in.) 2x Main wheel (L/H - Cleveland 40-96E 3,2 4,07 RS Servo Altimeter Bendix/King 066-03062-0008 1,36 2,24 OA R/H) (7,07) (8,97) (KEA-346) (3,00) (4,94) 2x Main wheel brake Cleveland / 30-61B (mod) 1,28 4,17 RS Encoding Bendix / King 066-03064-0005 1,04 2,24 OA (L/H - R/H) Extra (2,84) (9,19) Altimeter1 (KEA-130) (2,29) (4,94) 33 Lights Altimeter 2 Revue 3A63.22.35F.28. 0,75 2,24 RS Thommen 1.HS (1,65) (4,94) Recognition Light Whelen 01-0770111-01 0,05 3,3 S Altimeter 2 United 5934-PAD-3 0,41 2,24 OA L. & R. (A775-EXP2) (0,11) (7,28) Instruments (alternative: (0,90) (4,94) ACL / NAV Light Whelen 01-0770054-03 0,2 3,8 RS 5934-PAM-3) Left (A650-PR-28V) (0,44) (8,38) Blind Encoder Shadin 8800 T 0,3 3,6 RS ACL / NAV Light Whelen 01-0770054-01 0,2 3,8 RS (0,66) (7,94) Right (A650-PG-28V) (0,44) (8,38) GPS Receiver Bendix / King 066-04031-1121 2,86 2,16 RS ACL / NAV Light Whelen 01-0770024-01 0,1 9,75 RS (KLN 90B) (6,31) (4,76) Tail (A500AV28) (0,22) (21,50) Directional Gyro Sigma-Tek 1U262-002-32 1,13 2,24 3) OA ACL L. Power Whelen 01-0770028-05 1 3,11 RS Vac. (4000B-22) (2,49) (4,94) Supply Wing (A 413A) (2,20) (6,86) Attitude Gyro Sigma-Tek 1U149-012-2 1 2,24 4) OA ACL L. Power Whelen 01-0267771-00 0,55 7,35 RS Vac. (5000B-52) (2,20) (4,94) Supply Tail (A 490) (1,21) (16,20) Directional Gyro RC- Allen RCA 11 A-17 B 0,7 2,24 RS Ice Light Whelen 01-0790093-00 0,1 1,73 S Vac. (1,54) (4,94) alternative (0,22) (3,81) for 3) Flash Light Mag Lite ML2 0,7 3,4 RS Attitude Gyro RC- Allen RCA 22-11F 0,7 2,24 RS (1,54) (7,50) Vac. (1,54) (4,94) alternative 2x Dome Light Happich 590 H 853 0,13 2,8 RS for 4) (0,27) (6,17) Pneumatic attitude Bendix / King 060-0017-01 1,5 2,24 OA 4x Cabin Light Happich 590 H 853 0,13 4,6 RS gyro (KI 256) (3,31) (4,94) alternative (0,27) (10,14) for 1) 34 Navigation Turn Coordinator S-Tec 6405-28L 0,82 2,24 2) RS DME Bendix/King 066-1066-25 2,5 6,8 OA (1,81) (4,94) (KDM 706A) (5,51) (14,99) Turn & Bank RC Allen RCA 83A-11 0,82 2,24 OA Laser Gyro Litef 141852-1022 2,1 3,6 OA (1,81) (4,94) alternative Platform (AHRS) (LCR 92) (4,63) (7,94) for 2) Directional Gyro Bendix / King 060-0013-01 2,2 3,6 RS VOR / LOC / GS Bendix / King 066-3034-02 0,7 2,24 RS (KSG 105) (4,85) (7,94) Indicator (KI 204) (1,54) (4,94) Navigation Bendix / King 066-01130-0801 1,92 6,8 RS Magnetic direction Airpath C 2400-L4VT 0,3 2,45 RS Receiver (KN 40) (4,23) (14,99) indicator (0,66) (5,40) DME Bendix / King 066-1070-01 1,27 6,8 RS 2x Pitot tube (heated) Aero- AN5812-1 0,4 3,79 RS (KN 63) (2,80) (14,99) instruments (0,88) (8,36) Vertical Gyro Bendix / King 060-0026-00 3,1 3,6 RS 2x Dual static port Extra EA-75123.10 0,12 7 RS (KVG 350) (6,83) (7,94) (only with (heated) (0,26) (15,43) 1) installed) Airspeed Indicator Revue 5A26.22.26K. 0,65 2,24 RS Encoding Revue 21 15522 14 0,75 2,24 RS L/H Thommen 28.1.XX (1,43) (4,94) Altimeter 1 Thommen (1,65) (4,94)
04. May 2004 6-27 6-28 04. May 2004 Pilot’s Operating Handbook Section 6 Section 6 Pilot’s Operating Handbook EA400-500 Weight and Balance and Equipment List Weight and Balance and Equipment List EA400-500
Equipment list Equipment list Weight Arm Weight Arm Qty Item Manufacturer Part Number kg m Remarks Qty Item Manufacturer Part Number kg m Remarks (lbs.) (in.) (lbs.) (in.) Airspeed Indicator Revue 5A16.12.26K. 0,53 2,24 RS Fuel Flow Shadin 912047T-D 0,35 2,24 O R/H Thommen 28.1.XX (1,17) (4,94) indicator / totalizer (Miniflow-L) (0,77) (4,94) Vertical Speed United 7130 0,3 2,24 RS Engine Moritz A1270 2,05 2,16 RS Indicator Instruments (0,66) (4,94) analog/digital (4,52) (4,76) Vertical Speed Thommen 4A16.12.60F. 0,53 2,24 OA indicator (6 Indicator 28.1.H (1,17) (4,94) parameters) Audio-panel (incl. Bendix / King 066-1055-03 0,77 2,16 RS Engine & Electric Moritz A1240 0,8 2,24 RS MKR) (KMA 24) (1,70) (4,76) digital indicator (6 (1,76) (4,94) Lift Detector Safe Flight C-88807-3 0,135 3,4 RS parameters) (0,30) (7,50) 78 Exhaust 36 Pneumatic Exhaust pipe RH Extra EA-6B142.00 1,05 1,086 RS Pneumatic shut off Enviro 1330160-6 0,85 2,2 RS (2,31) (2,39) valve Systems (1,87) (4,85) Exhaust pipe LH Extra EA-6B141.00 1,6 1,086 RS Pressure regulator BF-Goodrich 4D2095-183 0,62 1,34 RS (3,53) (2,39) (1,37) (2,95) 79 Oil Automatic water BF-Goodrich 3D3553-01 0,454 1,85 RS Oil Cooler Behr B4098 3,5 1,6 RS separator (1,00) (4,08) (7,72) (3,53) Gyro air filter Parker- 2J4-4 0,25 1,75 RS Scavenge Lube Purolator Facet 174 000 1-01 0,7 0,85 RS Airborne (0,55) (3,86) Oil Filter (1,54) (1,87) Gyro pressure Parker- 3H64-4 0,099 2,1 RS External Oil Tank Soloy PN 771-2825- 4 0,95 RS regulator Airborne (0,22) (4,63) 1/780-1001 (8,82) (2,09) Gyro pressure UMA 3-102-02 0,135 2,24 RS (mod) gauge (0,30) (4,94) 61 Propellers Propeller MT-propeller MTV-5-1-D-C- 46,5 0,234 RS F-R(A)/CFR210- (102,51) (0,52) 56 Propeller spinner MT-propeller P-629-A included RS in prop- weight 71 Powerplant engine air intake Extra EA-6B138.00 1,8 0,46 RS (3,97) (1,01) 72 Engine Engine Rolls Royce RR250-B17 F/2 96,2 0,913 RS (212,08) (2,01) 3x Shock mounts Barry Controls 96152-01 0,7 0,85 RS (1,54) (1,87) 77 Engine Indicating
04. May 2004 6-29 6-30 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.14.k Engine Starting ...... 7-35 Section 7 7.14.l Engine Air Intake...... 7-37 Description of the Aircraft and Systems 7.14.m Engine Exhaust System ...... 7-37 7.14.n Engine Fuel Pump...... 7-37 Table of Contents 7.14.o Engine Bleed Air System...... 7-38 7.15 Propeller ...... 7-39 Paragraph Page 7.16 Fuel...... 7-41 7.1 General...... 7-4 7.16.a Wing Tanks...... 7-41 7.16.b Fuel Transfer System...... 7-42 7.2 Airframe ...... 7-4 7.16.c Fuel Selector Valve...... 7-43 7.3 Flight Controls ...... 7-5 7.16.d Fuel Vent System...... 7-46 7.3.a Ailerons...... 7-5 7.16.e Fuel Drain Valves...... 7-46 7.3.b Rudder...... 7-5 7.16.f Electrical Fuel Pumps ...... 7-46 7.3.c Elevator and Tab ...... 7-6 7.16.g Fuel Quantity Indicating System ...... 7-47 7.16.h Fuel Transducer ...... 7-47 7.4 Instrument Panel...... 7-7 7.16.i Fuel Pressure/Temperature ...... 7-47 7.5 Flight Instruments ...... 7-8 7.17 Brake System...... 7-48 7.6 Nosewheel Steering System ...... 7-15 7.18 Electrical System...... 7-49 7.7 Ground Control...... 7-15 7.18.a Starter Generator...... 7-50 7.18.b Standby Alternator...... 7-50 7.8 Taxiing And Ground Handling...... 7-15 7.18.c Battery ...... 7-51 7.9 Flaps ...... 7-15 7.18.d External Power...... 7-51 7.18.e Indication...... 7-52 7.10 Landing Gear ...... 7-17 7.10.a Components and System Features ...... 7-19 7.19 Lighting System ...... 7-54 7.19.a External Lights...... 7-54 7.11 Baggage Compartment...... 7-22 7.19.b Internal Lighting ...... 7-55 7.12 Seats, Seat Belts, and Shoulder Harnesses...... 7-23 7.20 Environmental (Bleed Air) Control System ...... 7-57 7.13 Doors, Windows and Exits ...... 7-24 7.20.a General...... 7-57 7.20.b Temperature control...... 7-59 7.14 Engine ...... 7-25 7.20.c Mass Flow Control ...... 7-60 7.14.a General...... 7-25 7.20.d Cabin Air Distribution ...... 7-61 7.14.b Engine Operation ...... 7-26 7.14.c Engine Controls ...... 7-28 7.21 Cabin Pressurization Control System...... 7-61 7.14.d Engine Instruments ...... 7-30 7.21.a Pressurization System Description ...... 7-61 7.21.b Pressurization System Operation ...... 7-63 7.14.e Gas Producer Turbine – Generator (N1)...... 7-31 7.14.f Power Turbine – Generator (N2) ...... 7-31 7.22 Cabin Air Recirculation System (incl. Air conditioning) ...... 7-64 7.14.g Torque Sensor ...... 7-31 7.22.a Air Condition System ...... 7-65 7.14.h Propeller Overspeed Governor...... 7-31 7.14.i Engine Lubrication...... 7-31 7.23 Pitot/Static Pressure Systems...... 7-66 7.14.j Chip Detection ...... 7-35 7.23.a Pitot Head And Static Port Heats...... 7-66
04. May 2004 7-1 7-2 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.24 Pneumatic System ...... 7-67 7 Description of the Aircraft and Systems 7.25 Stall Warning System ...... 7-68 7.25.a Lift Detector Heat ...... 7-68 7.1 General 7.26 Icing Equipment...... 7-69 7.26.a Pneumatic Wing and Empennage De-Icing ...... 7-69 Section 7 of this handbook provides a description and operation 7.26.b Heated Engine Air Inlet ...... 7-70 of the airplane and its systems. 7.27 Ice Inspection Light ...... 7-73 Note Operational procedures for optional systems and equipment are presented in Section 9. 7.28 Electric Propeller De-Icing...... 7-73 7.29 Electrically Heated Windshield ...... 7-73 7.2 Airframe 7.30 Avionics...... 7-74 The aircraft 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.
04. May 2004 7-3 7-4 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.3 Flight Controls 7.3.c Elevator and Tab The flight controls consist of the ailerons, rudder and elevators. The coupling between the control wheels is realized by a lever The right elevator is equipped with a trim tab system. All these system which is connected to a cable segment. From this cable control surfaces are constructed of composite material. The segment the elevator cables run horizontally to the right cabin primary control system is a conventional cable-system side to a 90° pulley and parallel with the rudder cables to the consisting of a double control wheel (pitch and roll) with empennage. They are lead to the elevator in front of the front fin respective coupling systems, hanging control pedals (yaw), spar and are attached to a lever positioned in front of the tubes, levers, pulleys and push-pull rods. horizontal stabilizer front spar, which actuates the two elevator Between ailerons and rudder controls an interconnection, made sides separately by means of push rods. Each elevator is via springs, is installed. attached to the respective horizontal stabilizer by three bearings. The mechanical pitch trim is actuated through a trim wheel in the pedestral. The pitch trim tab is located in the right elevator 7.3.a Ailerons and is linked over a cable-lever system to the trim wheel. The trim bowden cable runs from the middle console down crossing The coupling between the two control wheels is realised by a the cabin floor and is then directed rearwards to the empennage direct cable-chain coupling. The cables are connected to the following the nose section of the fin to the right side elevator. control wheels by means of a longitudinal toothed wheel and run through the windshield centre strut to the wing nose and move outboard. 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.
7.3.b 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.
04. May 2004 7-5 7-6 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
Figure 7-2 LH/RH-Annunciator Panel
7.5 Flight Instruments The aircraft is standard equipped with conventional flight instruments as shown on Figures 7-3, 7-4 and 7-8. The attitude and horizontal situation is displayed on the electronic flight instrument system (EFIS).
Note The electronic altitude indicator may be substituted by a second pneumatic attitude gyro.
Figure 7-1 The attitude and directional gyros on the copilot side are Instrument Panel pressure operated.
7.4 Instrument Panel Figure 7-1 gives a surview of the instrument and circuit breaker resp. switch panels of the aircraft. For details and for identification of controls, switches, circuit breakers and instruments refer to the following figures and to the description of the systems to which these items are related.
04. May 2004 7-7 7-8 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
Figure 7-3 Left Main Panel Figure 7-4 Right Main Panel
04. May 2004 7-9 7-10 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
Figure 7-5 Left Main Panel Switches
Figure 7-6 Left Side Panel
04. May 2004 7-11 7-12 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
Figure 7-7 Figure 7-8 Circuit Breakers Avionic Panel, Center Console and Center Console Panel
04. May 2004 7-13 7-14 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.6 Nosewheel Steering System As the flaps move, an electrical circuit compares the movement of the left and right flaps. If the flaps positions differ by 7° +/- The nosewheel steering system consists of tappets on the nose 3°, the flap motor will be automatically switched off to prevent gear leg linked to the rudder pedals by a cable system and excessive asymmetric conditions. This will be indicated by the springs. Landing gear retraction automatically disengages the red FLAPS warning light located on the annunciator panel. This steering mechanism from the nosewheel and centers the nose light indicates also a failure of the complete flap control. wheel for entry into the wheel well. The nose gear turning angle when extended is 30° to either side. Note In case of the flaps are unbalanced, they rest in the position they have reached when failing and cannot be actuated until airplane has been in maintenance. However in this case the 7.7 Ground Control aircraft can be balanced by slight aileron and/or rudder input. Refer to Section 3, Emergency Procedures. Ground control while taxiing is accomplished through the nose wheel steering by using the rudder pedals; left rudder pedal to Setting the flaps will cause a decrease of airspeed and a steer left and right rudder pedal to steer right. moderate nose down moment. The stall speeds for 2130 kg (4696 lbs), corresponding to the different flap positions, are shown in the following table. 7.8 Taxiing And Ground Handling Minimum turning radius is 20.8 m (68.2 ft) without brakes. A Wing Flap Position Stall Speed (KIAS) manual tow bar can be used to ground handle the aircraft. Wing Flaps UP 80
Wing Flaps 15° 67 7.9 Flaps Wing Flaps 30° 58
The flaps are of the Fowler type. Each flap (two per side), is Caution Before opening cabin door , the flaps should be moved in to attached to the rear wing spar and guided during its movement prevent damage. 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 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 illuminating of relevant green light at the left side of the flaps switch. When flaps are moving an amber light illuminates. If flaps in 0°-position all lights are off.
04. May 2004 7-15 7-16 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.10 Landing Gear The aircraft is equipped with an hydraulically operated, retractable landing gear. The main gear is equipped with an oil shock absorber in a parallel guide rod retracting against flight direction after moving the wheel 90° forward while the nose gear is equipped with an internal shock absorber retracting aft in the nose gear compartment. Nose gear doors are positive guided. During ground operation, accidental gear retraction, regardless of landing gear switch position, is prevented by a safety switch located at the nose gear shock absorber. The hydraulic power system includes equipment required to provide a flow of pressurized hydraulic fluid to the landing gear system as well as to the respective landing gear doors. The operation of the hydraulic system is divided in three circuits actuating the following devices: Firstly the lower main gear doors, secondly the upper main gear doors, thirdly the main landing gear struts and the nose gear strut and doors. The basic gear down cycle is: 1 Opening of the lower main doors, opening of the upper main gear doors, and extracting the three gear units simultaneously. 2 Closing the upper main gear doors. The gear up cycle is: 1 Opening the upper main gear doors. 2 Retracting the three gear units. 3 Closing the upper doors. 4 Closing the lower doors. Changing from gear up to gear down and vice versa is possible if one cycle is completed.
Figure 7-9 Landing Gear Schematic
04. May 2004 7-17 7-18 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.10.a Components and System Features To prevent extending of the landing gear during an intended wheels up landing without battery and generator power, the The hydraulic pump and sump is located in front of the main directional valves are supplied with electrical power by an landing gear attachment frame between the keel beams. The additional circuit which is feeded by the hot bus when airborne. hydraulic valves needed for the sequence operation are located So the landing gear is kept in the up-position. On ground this in the same compartment in front of the hydraulic pump. circuit is cut off by the landing gear safety (squat). The Hydraulic fluid level can be checked on ground by means of an additional circuit is protected by the GEAR AUX 1 and inspection glass with access from the R/H main wheel bay. GEAR AUX 2 circuit breakers located on the left side panel and The landing gear switch is located on the left main panel well in on the DC power distribution box. reach of both pilot seats and has the positions “UP” and “DN” Hydraulic pressure is maintained throughout the flight while the for retracting and extending the landing gear. It is necessary to DC-bus is powered. The system is equipped with a pressure first pull out the landing gear switch handle prior to moving it sensor which will switch the pump on once the pressure drops. up or down. The switch is fitted with a small wheel for easy In this case the hydraulic pump will automatically be switched identification and assisting in moving the switch in rough air. on. A nitrogen accumulator reduces the frequency of hydraulic The downlock information for each wheel separately, is given pump action. The constant system pressure is needed to safely by three green lights located near the landing gear switch. The hold the landing gear and doors in place. Consider that landing red GEAR WARN light on the annunciator panel indicates that gear will slowly extend when electrical and/or hydraulic power the landing gear is not completely retracted or extended. is not available. This case will be indicated by the red GEAR The entire electric control processes signals from limit switches WARN warning light on the annunciator panel. indicating the completion of actions of the respective hydraulic Illumination of the amber HYDRAULIC PUMP caution light circuits and from the landing gear switches. on the annunciator panel indicates the activity of the hydraulic In emergency case it can be deactivated by pulling the landing pump. This light shall be used to monitor the pump cycles and gear control circuit breaker. The directional valves are spring shall normally illuminate during landing gear operation and for loaded and will automatically switch in the gear down position 2 or 3 seconds after periods of several minutes of rest. once electric power for the gear control logic is lost. If the cycle deviates from this (longer pump action or shorter As long as the landing gear switch is in DN-position the gear periods of rest) the aircraft has to be brought to service as soon downlock indication will still be operative, however the as practical, because a leak of hydraulic system must be prescribed re-closing of the upper main doors will not happen assumed. In the case the HYDRAILIC PUMP caution light and the landing gear extension airspeed limitation needs to be illuminates more than 1 minute permanently, or periods of rest applied accordingly. last only several seconds, the HYDR circuit breaker has to be pulled to prevent overheating of the pump motor. In this case the landing gear will slowly extend which is indicated by illuminating of the red GEAR WARN light on the annunciator panel. Airspeed has than to be reduced immediately to maximum 140 KIAS. Flight can be continued.
04. May 2004 7-19 7-20 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
However a significant higher fuel consumption due to landing 7.11 Baggage Compartment gear drag and reduced cruise speed has to be considered. There is a baggage compartment in the aft cabin area behind the passenger seats in the 3rd row. Note Refer to Section 3, Landing Gear Emergencies. It is assessable by swiveling forward the backrest of the right aft passenger seat. The respective release handle is located on the A warning horn combined with the red GEAR WARN light on left side of the backrest. the annunciator panel is furnished to caution the pilot against a landing with landing gear retracted: The baggage compartment is primarily intended for low-density Firstly, the warning light and horn will be activated in case of items such as luggage and briefcases up to a total weight of 90 the throttle is closed beyond the power setting normally used for kg (198 lbs). landing approach, flaps 0° or 15° and the landing gear is not When loading high-density objects, insure that adequate fully extended and locked. If landing is not intended pressing protection is available to prevent damage to any of the aircrafts the GEAR WARN MUTE button located at the left side of the structure. power lever will switch off the horn and the warning light. Luggage loaded to the baggage compartment has to be secured Opening the throttle again will reset this warning system. by the tie down belts, which are fastened to the structure of the Secondly, when the power lever is closed beyond the power compartment. setting normally used for landing approach and wing flaps are in landing position (30°) the warning light will illuminate and Warning Animals and/or people should not be put in the baggage the warning horn will sound independently from the compartment. GEAR WARN MUTE button until landing gear has been completely extended and locked. Hazardous material should not be carried anywhere in the In flight the extension of the landing gear will cause a slight aircraft. nose down moment and a decrease of airspeed. The stall speeds are not affected by landing gear operation. Caution For loading instructions with respect to overall aircraft weight and balance, refer to section 6, weight and balance equipment list.
04. May 2004 7-21 7-22 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.12 Seats, Seat Belts, and Shoulder Harnesses 7.13 Doors, Windows and Exits The pilot’s and copilot’s seats are one piece, four-way The entry door at the left side of the fuselage is a two-section, adjustable seats incorporating energy absorber which reduce outward opening door. The upper part folds up, held in upper forces working on the occupants in case of crash. The seats may position by a gas spring, and the lower part folds down, limited be moved forward, aft, up, and down. The adjustment is made by two cables and provides a step for easy in boarding and by pulling a handle located at the right respective left forward deplaning passengers. underside of the seat to release the fixing mechanism. The horizontal adjustment range is 135 mm, 4 fixed positions are Caution Ensure wing flaps are retracted before opening the door to provided. The vertical adjustment range is 80 mm, 5 fixed avoid damage. positions are provided. Telescopic cylinders support the pilot during the vertical adjustment. The seat belts and the shoulder In an emergency case the upper door can be opened even with harnesses with inertia reels used for the pilot and copilot are wing flaps down. The upper door shall then be strongly pressed attached to the seats. The seat belts provide a conventional against the wing flap edge, which will bend and thus increasing adjustment. Shoulder harness adjustment is not necessary due to the upper door opening angle. This allows deploying the lower the inertia reels, which allow straps to extend and retract as part. required under normal movement. However the reels will lock For opening the door from outside, pull handle out completely, in place in the event of a sudden deceleration. Except the right turn handle clockwise and deploy upper door. Then rotate up aft seat the passenger seats are one piece seats as well but are the sill lever which is now assessable on the lower door, stand placed on a fix position. The backrest of the aft right seat can be clear and deploy the lower door. swiveled forward. For opening the door from inside, press safety button, turn handle counterclockwise and deploy upper door. Then rotate up Warning Ensure backrest is locked by checking the down position of the sill lever which is now assessable on the lower door, stand the release handle before using the seat. clear and deploy the lower door. For closing the doors reverse above given procedure. The seat belts provide a conventional adjustment however the locking mechanism is placed on the inner side of the seat Ensure outer handle is sunk, inner handle is locked and all 8 providing a lock for the shoulder strap which is equipped with inside inspection glasses show green color. inertia reels. The attachments of the seat belts and shoulder harness are integrated in the seat. The aircraft 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 foreseen as an emergency exit window.
For opening the emergency exit window from outside remove the clear plastic cover, turn the handle clockwise as marked and then push window inside and down. For opening the emergency exit window from inside swivel up the handle, turn the handle counterclockwise as marked and then pull window inside and down.
04. May 2004 7-23 7-24 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.14 Engine 7.14.b Engine Operation Intake air enters the engine through an annular casing and is Important If necessary and if more detailed information concerning then ducted toward compressor. The latter consists of four axial engine operation, engine performance and engine compressor stages and one single centrifugal stage assembly to maintenance are needed, refer to Engine Specification, form a whole assembly. Rolls-Royce 250-B17F Series Operation and Maintenance Compressed air is routed around the turbine section by means of Manual. two ducts on both sides of the engine into the combustion 7.14.a General chamber on the rear end of the engine. There fuel is sprayed into the air by a single fuel nozzle. The aircraft is equipped with a ROLLS-ROYCE turbo-propeller mode 250-B17F/2 engine with a rated takeoff power (limited to The air-fuel mixture is first ignited by a spark igniter plug, then 5 minutes) of 450 Shaft Horse Power (SHP) and a maximum combustion continuous as a result of air-fuel mixture flow. continuous power of 380 SHP (ISA conditions at sea level). Gases resulting from combustion expand through a series of turbine stages. The engine main components, see Figure 7-10, are divided into: The two-stage gas producer turbine drives the compressor and accessory gear train. The following two-stage power turbine 1 Compressor furnishes the output power of the engine. The power turbine 2 Combustion Section spool is independent from the gasgenerator spool ("free power 3 Turbine turbine") and drives the propeller shaft through a reduction gear 4 Power and Accessory Gearbox box. 5 Propeller Reduction Gearbox The expanded gas discharges in a downward direction through the twin ducts of the turbine. The subsequent exhaust ducts are The engine is provided with the following major systems: directing the flow backward and discharge into the free stream on the lower sides of the cowling.
1 Starter Generator All engine driven accessories, except power turbine tachometer 2 Power Control System and propeller governor, are installed on accessory gearbox. 3 External Lubrication System 4 Auxiliary Alternator Note The life of the engine is determined by care it receives. 5 Compressor Bleed Air System Efficient engine operation and maximum service life 6 Propeller Reversing System demands careful attention to cleanliness of air and used 7 Anti-Icing System fuels and oil. In addition good maintenance and service executed by qualified maintenance personnel is demanded.
04. May 2004 7-25 7-26 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.14.c Engine Controls
Engine controls are centrally located between the pilot’s and
copilot’s seat on the middle console see Figure 7-11.
1 Power Lever
The Power Lever allows thrust modulation from takeoff to
maximum reverse. The condition lever is mechanically
connected via the coordinator to the propeller turbine governor
assembly, the gas producer fuel control unit and the beta control valve. It influences therefore the fuel control as well as the propeller pitch control system of the engine. In the range from FLIGHT IDLE to MAX POWER Propeller Pitch is adjusted by the Propeller governor to absorb the mechanical power produced by the engine. Advancing the power lever towards MAX POWER increases engine output by increasing the fuel flow to the engine. As no automatic devices exist to avoid violations of the torque or TOT limits of the engine these have to be monitored when increasing engine power. In the range from GROUND IDLE to MAX REVERSE the propeller pitch angle is directly controlled by the Power Lever (hydraulically augmented by the Beta Control valve). The fuel control unit automatically adjusts fuel flow according to the power demand which results from selected propeller pitch and taxi speed. A mechanic lock avoids inadvertent positioning of the Power lever below the flight idle position. The lever has to be lifted to be retarded to ground idle.
2 Condition Lever The condition lever allows engine starting and shutdown, propeller feathering and fuel shutoff, and the capability to vary propeller governor setting to select propeller speed between 1900 and 2030 RPM in flight regimes. The condition lever is mechanically connected via the coordinator to the propeller turbine governor assembly and the gas producer fuel control unit. In the FUEL OFF-FEATHER position the fuel flow to the Figure 7-10 engine is shut off (engine shut down) and the propeller is Engine Main Components feathered. Propeller feathering is accomplished by opening a pilot valve allowing oil to be dumped from the propeller
04. May 2004 7-27 7-28 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
operating piston (zero servo pressure). This allows 7.14.d Engine Instruments counterweight and spring forces to increase blade pitch until the The following engine instruments, providing pilot’s with engine feathering stop is reached and propeller rotation is stopped. operating indications, are installed in the center of instrument In the FUEL ON position the fuel flow to the engine is opened. panel in pilot’s field of view (see Figure 7-12). In addition the pilot valve is closed giving propeller pitch 1 Torquemeter, which indicates engine torque in percent (%). control to the Propeller governor assembly for flight regimes 2 Propeller speed (power turbine N ) indicator, which indicates respective to the beta valve for ground idle and reverse thrust 2 propeller speed in revolutions per minute (RPM). range. 3 TOT indicator, which indicates turbine outlet temperature Advancing the Condition lever further forward up to the MAX measured in degrees centigrade (°C). PROP RPM position continuously increases the Prop-RPM 4 Gas generator (gas producer N ) indicator, indicates gas from 1900 to 2030 RPM. 1 generator rotation speed expressed in percent (%). A mechanic lock avoids inadvertent engine shutdown in flight. 5 Oil temperature indicator which indicates engine oil The lever has to be lifted to be retarded below the “FUEL ON” temperature in degrees centigrade (°C). position. 6 Oil pressure indicator indication engine oil pressure in pounds per square inch (PSI).
Figure 7-11 Engine Control Unit
Figure 7-12 Engine Instruments
04. May 2004 7-29 7-30 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.14.e Gas Producer Turbine – Generator (N1) The oil cooler has an internal by-pass which is controlled by a thermostat which is fitted direct to the oil cooler which features A gas producer turbine “tacho-generator” is attached on a separate port integral with its oil outlet connection for that accessory gearbox. It supplies a variable frequency voltage purpose. which feeds gas producer speed indicator located on engine For a quicker warm up of engine and to prevent oil temperatures instrument panel. below recommended Operation range at low ambient
temperatures, the thermostat Starts to close the internal by-pass 7.14.f Power Turbine – Generator (N ) 2 of the cooler on rise to an oil temperature of 55 °C (131 °F). A power turbine “tacho-generator” is attached to the reduction The internal by-pass is totally closed while oil temperature is gearbox. It supplies a variable frequency voltage which feeds above 78 °C (172 °F) so that all oil is leaded through the oil propeller speed indicator located on engine instrument panel. cooler core. In addition, the thermostat features a pressure control which opens the by-pass in case differential pressure 7.14.g Torque Sensor (core to by-pass) will rise above 25-40 psi at 78 °C (186 °F) oil temperature. Prop shaft torque is measured by hydraulically balancing the Propeller reaction torque in the propeller reduction gear. The 3 Oil Reservoir resulting “torquemeter pressure” is proportional to the The external oil reservoir (oil tank) is attached to the engine developed prop shaft torque and is converted into a voltage by mount tubes, right band of the engine close to the oil cooler. A means of a pressure transducer. The output voltage of this hatch is incorporated to the removable part of the upper right transducer is applied as an input to the torque indicator. band cowling to give unrestricted access to the bayonet type oil tank filler cap, connected with a dip stick, which is marked with 7.14.h Propeller Overspeed Governor the word "OIL" and the permissible oil designation. The propeller overspeed governor is installed in the reduction The full oil volume for the tank is 6 quarts (5.67 liter) and an gearbox. It prevents a propeller overspeed in case of main "add mark on the clipstick at 5 quarts (4.73 liter). propeller governor failure. Propeller overspeed governor is To reduce foaming on the oil at high altitudes that could result equipped with a test solenoid which allows performing ground in slight oil pressure fluctuation and to fullfill requirement for tests by momentary pushing the overspeed test button in the minimum oil pressure above 93 % N l speeds, the external oil instrument panel activates this solenoid which is temporarily tank is slightly pressurized by means of check valves in the vent lowering the overspeed warning threshold of the overspeed line. In addition, this check valve features an internal governor by influencing its internal force balance. This allows depressurization bleed hole in the internal poppet head for to test it’s function at Propeller-speeds above about 1600 RPM. relieving the pressure after engine shutdown and is plumbed to an overboard line leading to the right band exhaust Stack in the 7.14.i Engine Lubrication event of a malfunction of the valve.
1 General 4 Scavenge Filter System Engine lubrication system is a dry sump type with an external An external scavenge lube oil filter is installed between the oil reservoir, scavenge filter, heat exchanger and oil pump. engine scavenge oil outlet and the oil inlet of the oil cooler. It is attached to the bottom engine mount by a steel bracket. 2 Heat Exchanger Flow through its internal by-pass is shown by an extended red The heat exchanger (oil-cooler) is airframe mounted and fixed by-pass indicator button at the bottom of the filter unit. The via its duct outlet to the right side of the non-removable part of indicator can be visual checked through a hole in the right band cowling. The air inlet of the oil cooler is a NACA submerged removable lower part of the cowling. duct type which is an integrated part of the removable upper right band cowling.
04. May 2004 7-31 7-32 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
The filter features an internal by-pass with a valve Cracking pressure of 15 ± 1.5 psi. The by-pass pressure drop is 20 psi. maximum at rated flow and 42 °C (100 °F). On rise to a differential pressure of 11.6 +/- 1.8 psi, the red by-pass indicator button is inoperative at oil temperatures below 42 ° ± 4 °C (100 +/-15 °F). It is manual resetable on ground by depressing while rotating 360°.
5 Engine Oil Pump A gasgenerator driven gear type pressure and scavenge pump assembly is mounted within the power and accessory gearbox.
Note The engine may be operated within the oil temperature range of –54 °C to +82 °C (-65 °F to +180 °F) using specified oils as listed in Section 2, Limitations of this POH.
Oil pressure is indicated at the oil pressure indicator and if pressure drops below 35 psi by Illumination of a red OIL PRESS warning light on the annunciator panel.
Figure 7-13 Engine Lubrication Schematic
04. May 2004 7-33 7-34 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.14.j Chip Detection the starter generator motors the N1 gas producer Generator with de-activated ignition sequence. The MOTORING switch Indicating magnetic ship detector plugs are installed in the function will be used to clear engine after unsuccessful start up engine oil filter housing assembly, the left front of the power (aborted start up) and/or to cool engine down before initiating a and accessory gearbox and the bottom of the propeller reduction second start up sequence. Even for compressor wash gearbox external oil sump. If chips and/or splinter are detected (maintenance) activities the MOTORING function can be used. by the system, an amber CHIP DETECTION advisory light illuminates on the annunciator panel, indicating, that special Ignition Switch inspections are required as soon as practical. The ignition switch is normally set to IGN OFF position if aircraft is on ground and engine shut down. During normal 7.14.k Engine Starting flight and in and under normal flight conditions, the ignition switch can be set to IGN OFF position. 1 General To start engine, the ignition switch momentarily must be set to The engine starting system consists of the engine starting panel START position and than back to IGN to initiate automatically (figure 7-14) with the engine starter switch with three positions, engine start up sequence. START, IGN and IGN OFF and on the left side the cranking (abort/motoring) switch with the positions MOTORING, During start and landing and during critical flight conditions as ABORT and NORMAL. severe weather (e.g. heavy rain and others) the ignition switch should be set to IGN which guaranties “continuous” ignition Engine starting will be performed automatically via the and minimizes possible engine flame out. generator control unit (GCU). Generally during flight and under consideration of the above 2 Engine Starting mentioned, the ignition switch should be set to IGN OFF The engine start up sequence will be initiated by momentarily position to minimize wear and tear of spark plug. switching the starter switch to START position and then back to To initiate GCU controlled engine start up sequence, the IGN. The cranking switch should be in the NORMAL position. ignition switch must be set to START position and after ignition The GCU automatically activates the starter generator which is indicated (engine instruments) released to above mentioned activates the N1, gas producer generator. After reaching switch positions. necessary N1 RPM, the condition lever manually must be set to FUEL ON position to continue start up sequence. To keep both, the N1 RPM and TOT indication in normal ranges, values must be monitored by the pilot during engine start up phase continuously. After reaching safe engine RPM, the GCU automatically switches off.
3 Description of Switches
Cranking Switch Figure 7-14 Set to NORMAL position activates the automatically GCU start Engine Starting Panel sequence and remains Generally in NORMAL position. Switching to ABORT position, the start sequence will be Note Engine starting can also be performed using external power interrupted and the starter de-activated even the starter switch is from a ground power unit (GPU), described in Section 4 of set to IGN (continuous ignition). In the MOTORING position, this POH.
04. May 2004 7-35 7-36 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.14.l Engine Air Intake 7.14.o Engine Bleed Air System Engine air intake is located at front lower section of the engine Two compressor discharge bleed air connections are located cowling. Two separate engine inlet heating devices, one for after the centrifugal compressor stage of the engine from which engine external and one for internal heating are installed. The air is taken for the bleed air system. The extraction of equal external air inlet heating is heated with exhaust gas while the amount of bleed air from both ports is achieved by connecting internal, which is the first stator ring of the engine compressor, both discharge lines by means of a common manifold. is heated with bleed air. Both devices are activated Therefore equal back pressure at both ports ensures equal flow. simultaneously via a push-pull rod, located in the center The bleed air system provides air flow to the cabin console. The engine part is activated with a micro switch pressurization/heat system (primary system), the pneumatic located in the right exhaust stack (activated by push rod de-ice system and the pneumatic gyro installation (secondary position). The micro switch also activates the green INTAKE system). HEAT advisory light on the Annunciator panel. Important To prevent a hot start, no bleed air is extracted from the engine during engine starting caused by two shut off valves, 7.14.m Engine Exhaust System one for the primary and the other for the secondary and gyro system, which automatically close during engine Exhaust gases are discharged by means of two downward- shutdown. backward facing exhaust ducts on both sides of the engine cowling. Note For further information concerning bleed air systems, refer to paragraph Heating, Ventilation, Defrosting & Air Conditioning and Cabin Pressurization in this Section. 7.14.n Engine Fuel Pump The engine driven fuel pump and filter assembly incorporates a single gear-type pumping element, a low pressure barrier filter, a filter bypass valve and a bypass pressure regulating valve. Fuel enters the engine fuel system at the inlet port of the pump and passes through the low pressure filter before entering the gear element. The filter bypass valve allows fuel to bypass the filter element if it becomes clogged.
04. May 2004 7-37 7-38 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.15 Propeller Special operation conditions: All blade pitch angles except for the feather position require The aircraft is equipped with a 5-blade, constant speed servo oil pressure mainly to overcome the force provided by the reversible and full feathering, governor controlled propeller spring in the propeller hub. Therefore all operation conditions with a diameter of 2.10 m. The blades are of laminated wood leading to a loss of servo oil pressure will result in the propeller composite construction with epoxy-fibre glass cover and metal to into the feather pitch angle position. This occurs in normal tipping. operation in case of engine shutdown. Engine or system failures leading to a loss of servo oil pressures also result in the prop to Regulation go into the feather position resulting in minimized drag and For propeller pitch regulation various mechanisms are improved glide performance of the airplane in these emergency responsible depending on operation condition. conditions. In case the prop governor should fail to maintain propeller Normal Flight Operation (Power lever between flight idle and speed below operational limits (system failures) the additional max power): overspeed governor dumps servo oil pressure at 2210RPM In normal flight operation propeller pitch is controlled by the (109%) and in addition reduces fuel supply to minimum flow at propeller governor. The propeller governor regulates the 2290RPM (113%) to avoid an excessive overspeed condition. propeller speed to the speed the pilot has selected with the condition lever. The governor adjusts blade pitch angle so that For operation in icing conditions, the propeller incorporates an the propeller absorbs the mechanic power provided by the electrothermal de-icing device. engine at the selected rotational speed. A heavy spring in the The system is controlled by an ON/OFF switch, located on the propeller hub and the counterweights at the blade roots tend to DEICE panel. Continuous heat provided by the de-ice pads rotate the blades towards coarse pitch up to the mechanic stop reduces the adhesion between the ice and the propeller so that which defines the feather blade angle. This force towards coarse centrifugal force and the blast of the airstream cause the ice to pitch (and therefore lower RPM) is opposed by pressurized be thrown off the propeller blades in small peaces. propeller servo oil provided by the propeller governor which tends to adjust a lower blade pitch angle (and therefore higher Caution Do not operate the propeller heat longer than ten (10) RPM). The governor adjusts servo oil pressure to achieve the seconds when engine in not running. The elements can suitable pitch angle and therefore to maintain selected rotational overheat and damage to the structure can occur. speed. The lowest possible pitch setting is determined by the low pitch stop which is held in the “lowest pitch for flight position” by the beta valve as long as the power lever is not in ground idle position or below.
Normal Ground Operation (Power lever between max reverse and ground idle): In ground operation the propeller pitch is controlled manually (power lever) and the beta valve provides augmentation to achieve the necessary control forces. In this operation mode the propeller is held by servo oil pressure against its low pitch stop. The low pitch stop is adjusted by the beta valve according to the input the pilot gives with the position of the power lever. As a result the propeller pitch is adjusted according to the pilots command input with the power lever position.
04. May 2004 7-39 7-40 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.16 Fuel 7.16.b Fuel Transfer System The aircraft fuel system is a gravity assisted pump feed system The wing tanks are equipped with a fuel transfer system each. where two equal fuel boost pumps deliver fuel from the This system continuously pumps fuel from the auxiliary tank to collector compartment of the main tanks to the engine proper the main tank and from the main tank into its collector flow and pressure. compartment. This ensures that the collector compartments If one of the boost pumps is operational, the other serves as an (fuel supply to the engine) are permanently filled with fuel as inactive backup. long as fuel is available in the main tanks. Each of the two systems is fed by a electric fuel pump, taking the fuel from the Note For fuel capacities and fuel grades refer to relevant respective inner compartment. One electric (“motive”) pump Sections 1 and 2 of this POH. feeds three jet pumps, one located in the main tank near the collector compartment, one outboard in the main tank and one in the auxiliary tank of the respective wing side. The high 7.16.a Wing Tanks pressure, low mass flow to the jet pumps sucks fuel from their compartment (tank) and discharges a low pressure high mass The fuel tank consists of a left hand and right hand integral flow into the collector compartment (respective the main tank main and auxiliary tank between front and rear spar, which for the pump located in the auxiliary tank). Motive pressure extends from the root rib at station 550 to the rib at station 2550 being below the minimum operation pressure is detected by and from there to the rib at station 4300 respectively. Both main pressure switches (one for each transfer system) and indicated tanks incorporate a slosh rib at station 1550. by illumination of an amber FUEL TRANS LEFT or FUEL Fuel is supplied to the engine from the collector compartments TRANS RIGHT caution light on the annunciator panel. This of the main tanks located between stations 550 and 800 on each indicates the system is inoperative or operating below its design side. performance. Each wing tank has two – one for the main and one for the long range tank – flush lightning protected filler caps for gravity This may be caused by the following: refueling. The fuel pick up ports for engine supply are located System has not been activated. in the collector compartments of the main tanks near the wings Fuel supply to the motive pump failed or interrupted (fuel level root ribs. Below the pick up points drainable sumps are located in collector compartment below approx. ¼) System failure inside the wing-fuselage fairing as a trap for water to prevent it (clogged filter or line, component or line failure, electrical to contaminate fuel supply to the engine. failure) After activation of the transfer system the corresponding caution lights have to be monitored. The lights have to extinguish within 10 sec. In case the caution light does not extinguish or the fuel transfer light comes on during operation of the system the system has to be switched off. It may be tried to reactivate the system after checking fuel quantity in the corresponding collector compartment and the corresponding circuit breaker. In case reactivation fails the system has to be switched off. Continuous dry run of the motive flow pump has to be avoided as this may cause excessive wear and overheat of the motive flow pump.
In case the transfer system of one wing is inactive the fuel flow from the main tank towards its collector compartment is maintained by means of gravity (flapper valves), but the fuel
04. May 2004 7-41 7-42 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
level in the collector compartment will not be higher than in the main tank itself. The unusable fuel quantity of the main tanks (incl. their collector compartment) will increase to approx. 35 l with inoperative transfer system. For the fuel in the auxiliary tank no gravity feed to the main tank exits. Therefore fuel in the auxiliary tank may not be used for engine supply with the corresponding transfer system being inoperative.
7.16.c Fuel Selector Valve Fuel runs from the wing tanks through fuel lines passing check valves and meeting in the fuel selector valve, which is located under the cockpit floor. It is direct mechanically linked to the fuel selector handle between the pilot’s and copilot’s seats. The following handle positions are possible: LEFT, BOTH, RIGHT and OFF. During normal cruise flight changes between LEFT, BOTH and RIGHT position of selector valve in intervals can be made.
Caution A fuel unbalance of more than 106 liters (28 U.S. Gallons) must be avoided.
The OFF position is selected, when the aircraft is parked or in several emergency situations as described in Section 3.
Figure 7-15 Fuel System Schematic (Sheet 1 of 2)
04. May 2004 7-43 7-44 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.16.d Fuel Vent System The vent system incorporates two float type check valves for each main and auxiliary wing tank, which close the vent line when the float is pushed upward by the fuel level. The left and right expansion spaces of the main tanks are connected by an interconnecting line as is the long range with the adjacent main tank. To prevent overpressure due to thermal expansion, pressure relief valves are installed in all tanks, the left and right main tanks and the left and right auxiliary tank.
7.16.e Fuel Drain Valves The fuel system has in total twelve (12) fuel drains. Five drains per wing side, one (1) at the selector valve (gascolator position) and one (1) at the fuel filter just in front of the nose gear bottom of the aircraft. The drains provide a device for removing moisture and sediment from the fuel system.
Important For further drain procedures refer to Section 4 and Section 8 of this POH.
7.16.f Electrical Fuel Pumps Two electrical fuel boost pumps are present to ensure correct fuel pressure levels at the engine fuel connection and for vapor suppression. The pumps are installed in the engine compartment, between the fuel filter and the engine. They are in a parallel set up for redundancy reasons. Behind each pump a check valve assures no fuel will return through an eventual inoperative pump. Normally, one pump is operating to provide sufficient pressure at the inlet of the engine driven fuel pump. The second electrical fuel pump is considered as a back up system. During takeoff, approach and landing, both electrical fuel pumps must be switched on.
Fig 7-15 Fuel System Schematic (Sheet 2 of 2)
04. May 2004 7-45 7-46 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.16.g Fuel Quantity Indicating System 7.17 Brake System The fuel quantity is measured by means of a float sensor The aircraft is provided with an independent hydraulically system. Six sensors, three on each side of the wing are installed actuated brake system for each main wheel. A toe actuated at the wing root rib (collector compartment) and on the access hydraulic master cylinder is attached to each rudder pedal. covers of the main and auxiliary tank. Behind every sensor Hydraulic lines and hoses are routed from each master cylinder stands an analog indicator, directly connected. In addition, there to the wheel cylinder on each brake assembly. The brakes can are two amber FUEL LOW LEFT and FUEL LOW RIGHT be actuated from either pilot’s or copilot’s seat. The parking caution lights located on the annunciator panel which will valve system consists of a manually operated control assembly illuminate when the pilot has at least 5 minutes of fuel on the located on the middle console and connected to the parking appropriate tank. In case only one low fuel light illuminates the brake valve. Applying pressure to the brake system by pressing pilot has to switch to the other tank. the toe pedals and pulling the parking brake control sets the parking brake. Pushing the parking brake control forward Note When the collector compartment indication shows zero in releases the brakes. For long term parking wheel chocks and tie level flight, the remaining 14 l (3.7 U.S. Gallons) unusable downs should be used. fuel in this compartment cannot be used safely in flight. Caution It is not advisable to set the parking brake when brakes are overheated, after heavy braking or when outside temperatures are unusually high. Trapped hydraulic fluid 7.16.h Fuel Transducer may expand with heat and damage the system. In addition, a fuel flow transducer is installed upstream of the fuel nozzle of the engine. The relevant indicator is installed on the instrument panel. It is fully independent of the different fuel tank quantity display.
Important For fuel calculations concerning fuel flow, fuel quantity and flight endurance, the SHADIN MINIFLO-L computer system can be applied. For further information refer to Section 4 of this POH.
7.16.i Fuel Pressure/Temperature Fuel pressure and temperature are displayed by two indicators located at the instrument panel. The fuel pressure is measured directly before the engine driven fuel pump and downstream of the engine fuel filter. The fuel temperature is measured in the fuel feed line, before entering the engine compartment. Thus to make sure, that the temperature measured is always on the low side.
04. May 2004 7-47 7-48 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.18 Electrical System 7.18.a Starter Generator The electrical system is a 28 VDC system with negative ground. A starter generator is mounted on the accessory gear box of the The primary DC power source is an engine driven engine. It is a direct driven starter during engine start and a 28 V / 200 Amp starter generator. It is backed up by a gear DC generator driven by the engine during engine operation. The driven 28 V / 20 Amp standby alternator. In addition a valve starter generator is regulated by the GCU (Generator Control regulated lead acid battery (24 V / 28 Ah) is installed in the Unit) to provide an output voltage of 28.5 V DC. It’s rated engine compartment. Normal battery power is sufficient to start capacity is 200 Amperes maximum for continuous operation. engine or for ground check operation. Following engine start, the generator delivers electrical power when the GEN switch on the Generator Control unit (GCU) is An external 28 V DC power receptacle and its circuit breaker is switched to ON position. installed in a hatch right hand at fixed portion of the cowling. In case the generator isn’t switched on or failed the red The main control switches of the electrical power system are GENERATOR FAIL warning light on the annunciator panel located on left cockpit console and marked EXT.-PWR, BATT, illuminates. The starter generator is connected as power source STBY ALT, GEN and GEN TEST. to the aircraft bus system selecting the ON position on the Electrical power from the various power sources is supplied to Generator control switch (GEN) located in the main section of the “DC distribution box” installed on the engine side of the the left side panel. In case the generator was already switched firewall. From there power is distributed to the aircraft main ON during engine start the GCU monitors gasgenerator RPM bus, the hot bus and the load bus which provides electrical (N1) and switches automatically from starter mode to generator power for the vapor cycle air condition. mode as soon as idle RPM is reached. The Generator test switch Inside the left circuit breaker panel in the cockpit power is (GEN TEST, left side panel) enables the pilot to test the further distributed from the main buses through individual bus overvoltage protection function of the GCU (switch position: circuit breakers to the following buses: OV-Test). The second position of this switch gives the opportunity to “trip” the generator by momentarily interrupting DC Bus 1, it’s excitation. Both test functions lead to disengagement of the DC Bus 2, generator from the aircraft bus system. The momentary RESET DC Bus 3, position of the generator switch enables the pilot to energize the Radio Bus 1 and generator field in case problems have occurred trying to connect Radio Bus 2. the generator to the aircraft bus system (switching the generator ON). Resetting the generator is recommended in that case For further information refer to Figure 7-16, Electrical System before trying to switch the generator on again. Schematic.
7.18.b Standby Alternator In case of a starter generator failure a gear driven standby alternator provides an additional power source in excess to the aircraft battery. The standby alternator is controlled by the STDBY ALT switch in the main section of the left side panel. Switching it to the ON position will command the alternator regulating unit to regulate a alternator output voltage of 26 VDC. Therefore as long as bus voltage is higher caused by an active generator the alternator load will be zero. As soon as bus voltage tends to drop below the regulation voltage of the
04. May 2004 7-49 7-50 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
standby alternator the alternator feeds to the bus system. Max. Caution Do not connect ground power units with a capacity greater rated current is 20 Amp which is available with N1 being above than 1200 Amps for engine start. approx 85 %. At 70 % N1 about 10 amps are available. Below 70 % N1 the standby alternator isn’t able to provide a relevant Note It is not possible to connect the starter generator and an current. external (ground-) power source simultaneously to the aircraft bus system. This is to avoid any uncontrolled Note The standby alternator switch must be ON to be on standby. currents between these units.
Operation of the standby alternator is indicated by an amber STANDBY ALTERN ON caution light on the annunciator panel. Continuous illumination of this light signals operation 7.18.e Indication within the 20Amp output limitation. The digital indicator cluster installed in the pilots panel indicates three electric system parameters: Caution If the amber STANDBY ALTERN ON light on annunciator panel starts flashing, the load on the alternator exceeds it’s VDC (bus voltage): capacity and pilot’s must reduce consumption of electrical During normal operation (generator active) a voltage of approx consumers. 28V should be indicated. Battery nominal voltage is 24V. GEN AMP (Generator Load): 7.18.c Battery Generator load is indicated on this indicator as long as the The 24 V DC/28 Ah valve regulated lead acid battery is located generator is active (GENERATOR FAIL warning light off). in the engine compartment, mounted to the pressure bulkhead Generator Load should be kept below 200 A. In case the and protected by a vented aluminum case. Normally the battery generator is offline this indicator automatically displays the is connected to the battery bus. standby alternator load. The battery supplies power to the electrical system when BAT T switch is switched to ON position. BATT AMP: In case of combined generator and alternator failure the battery The battery amp indicator shows load or charging current on the is able to supply the essential loads for at least 30 min when battery. A positive indication means battery is being charged, a following the emergency procedures given in section 3 of this negative indication means battery is discharged (load on part. battery). Low Voltage Warning:
7.18.d External Power An amber LO VOLTAGE caution light in the annunciator panel illuminates as soon as bus voltage drops below 25,5V. An external power receptacle is installed under an access door on the right side of the engine compartment. The use of external power is recommended for engine starting in case aircraft battery is weak, for ground operation of the vapor cycle air condition system or for any prolonged ground operation of aircraft systems. An external power source being connected with the external power receptacle will be indicated by a green EXTERNAL POWER annunciation light in the annunciator panel.
04. May 2004 7-51 7-52 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.19 Lighting System The aircraft lighting system comprises several internal and external lights. They are controlled by switches located in the LIGHTS- Group of the Left Side panel (Figure 7-6). The instrument lighting may be dimmed for several functional groups individually by means of the dimming panel (Figure 7- 8) All instrument, warning and annunciator lights may be tested using the TEST button located beside the Pilots annunciator panel (Figure 7-2). All instrument, warning and annunciator lights may be tested using the “TEST” button located beside the Pilots annunciator panel (Figure 7-2)
7.19.a External Lights The aircraft is equipped with the following exterior lights:
Navigation Lights are installed on left and right wing tip and tip of the vertical fin. They are combined. The Navigation Lights are controlled by the NAV switch located in the left side panel. White Strobe Lights are located on the left and right wing tips and tip of the vertical stabilizer. They are controlled by the STROBE Switch in the left side panel Two Landing Lights are installed on the main landing gear struts illuminating the area in front of the aircraft for taxi, takeoff and landing. Landing lights are controlled by the LDG switch. Operation of landing lights is indicated in the R/H annunciator panel by the green “LANDING LIGHT” annunciation light Two Recognition Lights are installed half of wing span in the nose section of each wing. They are controlled by the RECO switch. Operation of recognition lights is indicated in the R/H annunciator panel by the green RECOGN LIGHT annunciation light An Ice Inspection Light is installed in the left side of the Figure 7-16 cowling illuminating a black ice detection area on the wings Electrical System Schematic leading edge deicer boots. The ice light is controlled by the ICE switch in the lights group of the left side panel.
04. May 2004 7-53 7-54 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.19.b Internal Lighting dimming is deactivated and therefore all annunciator lights are operating with full brightness for sunlight readability. In For internal lightning, the aircraft is equipped with the NIGHT mode the brightness of instrument and annunciator following lights: lights may be adjusted to a suitable level with the rheostats
located in the dim-panel. Dome & Chart lights: Light Test Cockpit illumination is provided by the Dome and chart lights installed in the cockpit ceiling. They are controlled by the Function of Annunciator lights and Instrument Lighting may be switch DOME in the left side panel. The Chart lights are tested pushing the TEST-button located beside the L/H providing a spot light for reading. In addition to the chart light annunciator panel. two dome lights may be switched on additionally when the DOME switch is in the ON-position by two individual switches Note Except the cabin and dome lighting all other lights can be in the ceiling besides the lights. dimmed, separated into independent circuits. Map lights All above mentioned lights are activated by corresponding The map lights are installed in the lower side of the glare shield. switches (see figure 7-6). For test purposes, all Warning. They provide an indirect illumination for the panel and controls. Caution and advisory lights as well as other indication lights They are controlled by the Switch MAP in the left side panel, can be tested (illumination) by pressing relevant TEST buttons. and may be dimmed in night mode by means of the MAP rheostat in the dim-panel below the avionic rack. Cabin Lights The passenger is indirectly illuminated by multiple LEDs installed in the cabin ceiling. Cabin illumination is controlled by the switch CABIN in the left hand side panel. When this switch is in the ON-position the passengers may select additional cabin illumination switching on their individual cabin light by means of the switch nearby the light. Instrument Lights All instrument and control switch markings are individually lighted for night operation. The instrument lights are controlled by means of the INSTR switch in the left side panel. The instrument lights may be dimmed in night operation mode by means of the PANEL rheostat and the switch markings may be dimmed by the SWITCHES rheostat. The annunciator lights may be dimmed for night operation by means of the ANNUNCIATOR rheostat in the dim-panel below the avionics rack. DAY ⇔ NIGHT operation mode selection Day or Night operation mode may be selected by the switch “DAY NIGHT” in the left side panel. In DAY-mode all
04. May 2004 7-55 7-56 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.20 Environmental (Bleed Air) Control System
Note For system overview refer to Figure 7-18
7.20.a General For the pressure cabin engine bleed air is used as a source for pressurized air. A small portion of the compressed air exiting the engine compressor is extracted from the engine by means of two bleed ports. These ports incorporate orifices to limit bleed air (and therefore power) loss in case of rupture or severe leakage of the airplanes bleed air ducting. The main portion of the extracted bleed air is used for cabin pressurization. A shut off valve enables the pilot to shut off cabin bleed air. This valve is operated by the switch ENV BLEED located in the left switch panel (see Figure 7-17). Environmental (cabin) bleed air should be switched off during engine shut down to configure the aircraft for the next engine start with bleed air shut off. Environmental bleed air should also be shut off in some emergency conditions as: -contaminated air entering cabin, -imminent cabin overpressure, or -in case other measures failed to terminate a BLEED OVERTEMP warning, indicated on the annunciator panel. In case ENV BLEED is switched off, ram air, taken from the oil cooler air inlet is directed to the cabin. Max. ram air flow will be achieved with the cabin DUMP switch (see Figure 7-17) set to the on (DUMP) position.
Note Pressurized flight is not possible with the “ENV BLEED” switch in OFF position.
Figure 7-17 Environmental Bleed Control Panel, Part of Switch Panel
04. May 2004 7-57 7-58 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.20.b Temperature control In case, the BLEED OVERTEMP warning light on the annunciator panel illuminates, indicating a temperature Environmental bleed air is used for cabin heat purposes. The controller failure, the temperature can be manually controlled bleed air, exiting the engine is too hot to be used for cabin by means of the MANUAL switch, located on the heating without prior cooling. The amount of cooling required ENVIRONMENTAL BLEED CONTROL panel is dependent on ambient temperature, airspeed, engine power (see Figure 7-17). setting, desired cabin temperature and adequate changes if these parameters change. Selected and held in COOL or WARM position activates the temperature modulating valve manually (overrides the Cooling effectiveness is controlled by routing the environmental controller) causing warm up or cool down of incoming bleed bleed air through the cabin cooler or directly (bypass) to the air. cabin by means of the temperature modulating valve. Operation mode of this valve is selected by the controls grouped in the Caution Avoid unnecessary operation of the environmental bleed ENVIRONMENTAL BLEED CONTROL panel located in the control in manual mode to avoid risk of bleed air RH instrument panel. With the operation mode switch being set overtemperature condition. A sustained bleed air to the AUTO position a computerized cabin temperature overtemperature condition may cause structural overheat controller compares the actual cabin temperature (measured by including structural damage or even risk of fire. a sensor in the cockpit ceiling) to the selected temperature. Selection is being done by means of the cabin temperature rheostat also located in the ENVIRONMENTAL BLEED CONTROL panel (see Figure 7-17). Adjustment range is 7.20.c Mass Flow Control between 13 °C and 30 °C (55 °F to 86 °F). Depending on the difference between actual cabin temperature and selected cabin Environmental bleed air to the cabin is mass flow controlled. A temperature the controller determines a desirable cabin inflow computerized mass flow controller governs the mass flow valve temperature for the environmental bleed air. The actual inflow in the engine compartment. Mass flow control input data comes temperature is measured by a sensor located within the bleed from the mass flow sensor installed in the environmental bleed ducting prior to cabin entry through the front pressure bulkhead. duct (actual massflow) and the position of the CABIN AIR The temperature controller compares this actual inflow switch located on the left side panel (desired massflow). temperature to the desired inflow temperature and adjusts the Three CABIN AIR switch positions are available: temperature modulating valve to match this desired inflow temperature. Position “1” (1,5lbs/min): It is within the nature of this design (bleed air cooling by means • limited to unpressurized flight or pressurized flight up to of an air to air heat exchanger) that cabin bleed air may not be 2 psi differential pressure cooled below ambient temperature before entering the cabin. • should be selected on hot days for ground operation and Therefore an vapour cycle air conditioning system (refer to initial climb to limit heat load on air condition and to chapter 7.22) provides additional cooling capacity for hot achieve maximal cooling efficiency. ambient conditions. • This setting is recommended for low engine power The automatic temperature control limits cabin inflow extraction e.g. for takeoff on hot and high airfields. temperatures to values below 72 °C. An additional independent thermal switch installed in the cabin bleed duct activates the red Position “2” (4lbs/min): BLEED OVERTEMP warning light located on the annunciator • Normal setting for pressurized flight (up to max. operating panel in case the cabin inflow temperature exceeds 85 °C. altitude and max. differential pressure) when no extreme heating or cooling requirements exist.
04. May 2004 7-59 7-60 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
Position “Hi” (6lbs/min): The pressure regulation system consists of a cabin control outflow valve, an unregulated safety valve, the cabin • Setting for maximum cabin air inflow for quick cabin heat pressurization switch, the cabin pressure controller (see Figure up on cold days. This setting is only permitted for ground 7-20), a dump switch (see Figure 7-17), the landing gear squat operation. switch, two indicators, one for cabin altitude and differential pressure and one for cabin rate-of-climb, and pressure switches Note A combination of high altitude and low engine power setting which activate the red CABIN PRESSURE warning light on may produce a PNEUMATIC LOW annunciation. In that annunciator panel if differential pressure is above 5.65 psi or case, the engine power setting must be increased or the mass cabin altitude above 10,000 ft. flow setting reduced. The cabin pressure control system is energized when the cabin PRESS switch is in the ON position. In normal operation the pressure controller (installed in the centre console) will govern the cabin outflow so as to achieve a cabin altitude 700 ft above 7.20.d Cabin Air Distribution the selected (on controllers dial) airport altitude. In case Air, entering the cabin through the cabin inflow check valve in changes in the selected cabin altitude are made by turning the the front pressure bulkhead can be either directed to the dial, the controller will not immediately change the cabin windshield dispensers for defogging or to the cockpit legroom outflow valve setting for the new cabin altitude selected but will dispenser. The respective push-pull control is located in the change this continuously until the new setting is reached to centre console (see Figure 7-8). Pulling the control knob directs avoid sudden cabin pressure changes. The rate of change the air to the windshield. towards the new setting can be adjusted with the rate control knob of the cabin pressure controller. In the 12 o’clock position approx 500 ft/min cabin change rate are achieved. Turning the knob clockwise results in higher rates of changes, turning it 7.21 Cabin Pressurization Control System counter clockwise results in lower rates of change. The aircraft is standard equipped with a pressure cabin, In case the system is not energized (CABIN PRESSURE switch allowing operation up to altitudes of 25000 feet. The max. OFF) the outflow valve remains in the setting (selected cabin operational pressure difference of the cabin is 5.5 psid altitude) it actually has. (380 hPa). This pressure differential results in a cabin altitude of The cabin outflow valve as well as the safety valve have an 7950feet at the max. operating altitude (FL 250). additional mechanical setting for cabin pressure relief not The cabin pressurization system consists of two independent dependent on electric energy or function of the cabin pressure systems: controller. The pressure relief setting of the cabin outflow valve is 5.6 psi, the safety valve opens at 5.7 psi. • The environmental bleed air system (inflow) The safety valve also provides the dump function. When • The cabin pressurization control system (outflow) actuating the DUMP switch the safety valve is electrically actuated to open and allows rapid decompression of the cabin 7.21.a Pressurization System Description e.g. in an emergency. The dump function is also activated by the landing gear squat switch. This avoids inadvertent Cabin pressure is regulated by controlling the airflow leaving pressurization of the plane in ground operation. the cabin through the cabin control outflow valve installed in the rear pressure dome. Warning Landing with differential pressure is prohibited
04. May 2004 7-61 7-62 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
Note Without the cabin pressure control system being energized changes altitude sufficiently to reach the max. differential (cabin PRESS switch in the OFF position) the Dump pressure or descends sufficiently to go below the selected function is not available. airport altitude.
7.21.b Pressurization System Operation 6 When the aircraft reaches the proximity of the destination and starts to descend (see “b” on Figure 7-20), set the selector knob Use the cabin pressure controller (Figure 7-20) as follows and to the published airport altitude. refer to Figure 7-19 sample chart: 1 Activate the pressurization controller by turning the cabin 7 Set the rate such that the selected airport altitude is reached in pressurization switch on. Make sure dump switch is off and the cabin prior to descending to that altitude (650 fpm in the pressurized cabin air is selected on the middle console. sample of Figure 7-20).
When approaching the runway, the pressurization will cease 2 Set the published official airport altitude (such as shown on approximately 700 feet above the landing field prior to landing. flight charts) under the index arrow by turning the center Should any slight pressure remain, the remainder will dump control knob. when the squat switch makes contact. However, this is an additionally safety device, because landing with cabin 3 Turn the index arrow of the rate control knob (lower left corner pressurized is not allowed. of the control) to the 12 o’clock position (approx. 500 fpm). If pressurization mode shall be finished during flight, follow the procedure above, setting the airport altitude equal to the These steps set the system to pressurize at approximately momentary flight altitude. Switch to the depressurized mode not 700 feet above the runway after takeoff. The system will hold before cabin altitude reaches the selected airport altitude is this cabin altitude until the maximum differential altitude is reached. reached (see “Cabin Altitude with minimum Flight Level Setting” line of Figure 7-20) or a different cabin pressure is selected. 7.22 Cabin Air Recirculation System (incl. Air conditioning) 4 After having cleared the airport area and established the climb and being on course to the destination (see “a” on Figure 7-20), For the cabin air a recirculation system exists to provide air select the flight level corresponding to the intended cruise movement for improved cabin ventilation. altitude in the center dial and align that with the index arrow. The recirculation flow is achieved by several electrical blowers: This alignment also indicates the approximate cabin altitude (within approx. 700 feet) at the index on the larger numbers One panel ventilation fan is installed on each panel side (pilot marked “Airport Alt.”. and copilot) for cockpit ventilation. They may be activated individually by switches located besides their air outlets in the 5 Increase or decrease the rate at which the cabin changes altitude instrument panel. for the best comfort level from normal 500 fpm by turning the rate knob counter clockwise for decrease or clockwise for A cabin recirculation blower provides airflow for the cabin increase the rate. overhead ventilation outlets in the cabin. It is activated by the This is usually the best to set the rate to reach the changed cabin switch VENT in the left side panel. pressure (referenced from the Airport Alt.) slightly ahead of The main recirculation flow is provided by the two (cabin-) reaching the cruising altitude (550 fpm in the sample of Figure evaporator blowers installed in the rear part of the pressure 7-20). This selected altitude will be maintained until the aircraft cabin. They may be operated without activation of the vapor
04. May 2004 7-63 7-64 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
cycle air-condition system for ventilation purposes. These fans 7.23 Pitot/Static Pressure Systems circulate air from the rear part of the cabin towards the cockpit zone using the armrest ducts on both sides of the cabin. They Providing pitot and static pressure for the pilot’s and copilot’s may be activated in two selectable stages (Lo, Hi) by means of instruments two independent systems are installed. Each system the VENT located in the left side panel. consists of a heated pitot head located at about 3/4 of the wing span, the tubing, a drain located on the pitot head and the respective instruments. The heated dual static ports with 2 static 7.22.a Air Condition System lines each are located on both sides of the rear fuselage. The The aircraft is standard equipped with an electrically driven two drains are located at the bottom of the fuselage between the vapor cycle air conditioning system as part of the cabin air gear doors behind the nose gear. recirculation system. The electrically driven compressor condenser module is installed in the unpressurized part of the 7.23.a Pitot Head And Static Port Heats tailcone aft of the rear pressure dome. Cooling air for the They are controlled by ON-OFF type PITOT L and PITOT R condenser (circulated by the condensor fan) is taken from an switches located on the DEICE section of the left side panel. inlet in the left fuselage side aft of the cabin door and dumped Circuit protection is provided by PITOT L and PITOT R circuit overboard through an outlet on the same side. breakers in the MAIN BUS section of the pilot’s left side The electric aircondition provides the ability to operate the breaker panel. The pitot heaters are deactivated by the landing system on ground using ground power without the necessity to gear squat switch to avoid overheating on the ground. If either run the aircraft engine. the PITOT L or PITOT R switches are placed in the ON position while the aircraft is on the ground the corresponding Note: It is not possible to operate the aircondition on battery PITOT HEAT light will illuminate on the annunciator panel power as the high current draw would shortly led to a depleted indicating that heating is not active. The pitot heaters can be battery. Therefore for operation either the aircrafts generator ground checked prior to flight by holding the PITOT L or the (engine running) or a sufficient ground power source (capacity PITOT R switch in the TEST position for no longer then min. 100Amps) has to be connected to the aircraft bus system. 10 seconds. While the PITOT L or PITOT R switches are in the The cabin recirculation air is cooled by means of two TEST position the PITOT HEAT L or PITOT HEAT R evaporators installed in the cabin recirculation ducting behind annunciations will not illuminate, indicating the systems are the baggage compartment. Condensation at the evaporators is functional. drained by means of a float type check valve installed in the Caution Do not operate the heating elements longer than 10 seconds lower fuselage side. when on ground or at outside air temperatures above 20°C The aircondition system is activated by the AIR CON switch when airborne. The elements can overheat and damage to located in the left side panel. the structure can occur.
The aircondition will only operate with the cabin blowers operating at least on low intensity.
04. May 2004 7-65 7-66 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.24 Pneumatic System 7.25 Stall Warning System Engine bleed air is used to as a power source for the pneumatic The aircraft is equipped with a heated vane type stall warning system of the aircraft. The secondary (non environmental) bleed switch (lift detector) located on the middle of the left wing air firstly passes the secondary bleed air shut off valve. This leading edge activating the stall warning horn and the red stall valve is automatically controlled by the condition lever closing warning light in the cockpit before angle of attack reaches a this valve during engine start to avoid unnecessary bleed air critical value. The system operates at all wing flap positions and extraction during engine start. Pressure is then regulated to will warn the pilot at 5-10 knots above the respective stall constant 19psig by the pressure regulator and condensed water speeds. is removed by the subsequent water separator. A pressure switch monitors pneumatic pressure. When pneumatic pressure drops below 15psig it activates the amber 7.25.a Lift Detector Heat “PNEUMATIC LOW” annunciation light. It is controlled by PITOT R switch located on the DEICE Pneumatic pressure is used for the pneumatic surface deice section of left side panel. Circuit protection is provided by the system (pneumatic boots) and for the gyro installation. PITOT R circuit breaker in the MAIN BUS section of the The air for the boots normally provides air for the two ejector pilot’s left side breaker panel. The lift detector heat (vane, base valves which evacuate the boots during normal flight operation. plate, and case heat) is deactivated by the landing gear squat When the pneumatic deicer boots are switched on a timer switch to avoid overheating on the ground. If the PITOT R commands the ejector valves periodically to inflate the boots for switch is placed in the ON position while the aircraft is on the a short period of time. Thereafter they are evacuated again. ground the STALL HEAT light will illuminate on the Air for the gyro installation is filtered for contaminants and then annunciator panel indicating that heating is not active. The lift regulated to a pressure of approx. 5”Hg above actual cabin detector can be ground checked prior to flight by holding the pressure by a second pressure regulating valve installed in the PITOT R switch in the TEST position for no longer then cabin. This “instrument bleed air” is then supplied to the 10 seconds. While the PITOT R switch is in the TEST position pneumatic gyro installation in the RH panel as well as the gyro the STALL HEAT annunciation will not illuminate, indicating pressure indicator which is also installed in the RH instrument the system is functional. panel. 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.
04. May 2004 7-67 7-68 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
7.26 Icing Equipment empennage de-icing boots are inflated for approximately six (6) seconds. Warning Flight into known or forecasted icing conditions is After completion of one inflation cycle, vacuum is applied to prohibited. deflate the boots and to maintain the boots in a non-inflated configuration for approximately 48 seconds. Important For further information concerning aircraft ice protection Thereafter to cycle starts again as described above. refer to Section 9 of this POH.
The aircraft is equipped with the following ice protection 7.26.b Heated Engine Air Inlet devices: 1 Pneumatic wing and empennage de-ice boots, The engine inlet may be heated for ice protection by means of 2 electrothermal propeller de-ice pads, exhaust gases. The hot exhaust gases are directed from a ram 3 electrothermal windshield panel de-icing, inlet within the LH exhaust stack into a shroud around the 4 heated lift detector (stall warning), intake duct and then back to into the RH exhaust stack. The ram 5 heated pitot head and static sources, inlet in the LH stack max be opened and closed using the PULL 6 heated engine air inlet. FOR INLET ANTI ICE push pull control located in the centre console. A switch located on the ram inlet activates the green operation indication light INTAKE HEAT in the annunciator 7.26.a Pneumatic Wing and Empennage De-Icing panel. In addition to that a solenoid valve is actuated to direct hot bleed air to the stator vanes in front of the first compressor Caution De-icing operation is limited to an outside air temperature stage for heating. between 71°C (160°F) and – 40°C (-40°F). A margin of 10 kt has to be added to normal stall speed when flying with Caution Intake heat should be activated in all operation conditions activated de-ice system. with visible moisture in the air and outside air temperatures below 10 °C. Aircraft wing and empennage ice protection consists of the pneumatic de-ice boots for the wing, the horizontal stabilizer Activation of the engine air inlet will cause the TOT increasing and the vertical fin. The system is activated by a switch, located significantly with constant engine power output. Therefore at the left cockpit side panel and has the positions ON and OFF. unnecessary activation of the intake heat should be avoided in Two bleed air operated ejector flow valves provide pressure or performance critical phases of flight. vacuum for the operation of the de-ice system. One ejector flow valve supplies the inboard wing de-ice boots, a second the outboard wing and the empennage de-ice boots. Sufficient operation pressure of the system is indicated by illumination a green DEICE BOOTS advisory light on the annunciator panel. If the select switch is set to OFF position, vacuum is applied to the boots to maintain the de-icer boots in a flat, non-inflated position. Activation of the de-icing system, causes a timer switch, who controls the ejector flow valves, to cycle the system in two separate sequences. First, the inboard wing de-icing boots are inflated for approximately six (6) seconds, thereafter the outboard wing and
04. May 2004 7-69 7-70 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
Figure 7-19 Figure 7-18 Cabin Pressure Sample Chart Cabin Climatisation and Pressurization Schematic
04. May 2004 7-71 7-72 04. May 2004 Pilot’s Operating Handbook Section 7 Section 7 Pilot’s Operating Handbook EA400-500 Description of the Aircraft and Systems Description of the Aircraft and Systems EA400-500
WINDSHIELD HEAT ON advisory light on the annunciator panel. Once activated, a temperature regulator monitors via two temperature sensors the temperature and closes a relay to supply the heater with electrical current, when one of the sensors reaches the activation temperature. The regulator opens again the relays when the deactivation temperature is reached. Both sensors are monitored independently. Failures in the system like broken wires, short circuits or an overheat is indicated by illumination of a red WINDSHIELD HEAT FAIL warning light on the annunciator panel. The windshield heating temperature is between 20 °C and 40 °C.
7.30 Avionics
Note For standard avionic equipment refer to the equipment list Figure 7-20 presented in Section 6 of this POH, while for description of Pressure Controller Dial avionics, refer to Section 9 of this POH.
7.27 Ice Inspection Light
Refer to paragraph “Lighting System” in this Section.
7.28 Electric Propeller De-Icing Refer to paragraph “Propeller” in this Section.
7.29 Electrically Heated Windshield
Caution In case the red WINDSHIELD HEAT FAIL warning light
illuminates on the annunciator panel, the system should be switched OFF immediately.
An electrically heated rectangular area including temperature sensors is embedded in the pilot’s windshield. The windshield heat can be activated by switching the WINDSH select switch on the left side de-ice panel to ON position. Proper function is indicated by illumination of a green
04. May 2004 7-73 7-74 04. May 2004 Pilot’s Operating Handbook Section 8 Section 8 Pilot’s Operating Handbook EA400-500 Handling, Servicing and Maintenance Handling, Servicing and Maintenance EA400-500
Section 8 8 Handling, Servicing and Maintenance Handling, Servicing and Maintenance 8.1 Introduction Table of Contents Note The owner of the aircraft is responsible for incorporating
Service Bulletins to the Service Bulletins List in the Paragraph Page Maintenance Manual. 8.1 Introduction...... 8-2 The purpose of Section 8 is to outline the requirements for 8.2 Aircraft Inspection Periods ...... 8-3 maintaining the aircraft in a condition equal to that of its 8.3 Alterations or Repairs to the Aircraft...... 8-3 original manufacturer. The owner and operator of the aircraft is responsible for the 8.4 Ground Handling...... 8-3 maintenance and must ensure that all maintenance is done by 8.4.a Towing...... 8-4 qualified mechanics in conformity with all airworthiness 8.4.b Parking...... 8-4 requirements for this aircraft. 8.4.c Tie Down ...... 8-5 Al limits, procedures, safety practices, time limits, servicing and 8.4.d Jacking ...... 8-5 maintenance requirements contained in this handbook are to be 8.4.e Leveling ...... 8-5 considered mandatory. 8.4.f Aircraft inactive...... 8-5 If a question arises concerning the care of the aircraft, it is 8.5 Servicing ...... 8-6 important to include the aircraft serial number in any 8.5.a Fuel System Servicing ...... 8-6 correspondence. The serial number appears on the model 8.5.b Oil ...... 8-9 designation placard, located on the left hand side of the ventral 8.5.c Reserved...... 8-9 fin. 8.5.d Landing Gear Hydraulic Oil ...... 8-9 8.5.e Air ...... 8-10 Important All maintenance other than preventive maintenance must be accomplished by appropriate licensed personnel. 8.6 Cleaning and Care ...... 8-10 8.6.a Windshield-Windows...... 8-10 Prior to performance of preventive maintenance, review the 8.6.b Painted Surfaces...... 8-11 applicable procedures in the aircraft Maintenance Manual to 8.6.c Propeller Care ...... 8-11 ensure the procedure is properly completed.
04. May 2004 8-1 8-2 04. May 2004 Pilot’s Operating Handbook Section 8 Section 8 Pilot’s Operating Handbook EA400-500 Handling, Servicing and Maintenance Handling, Servicing and Maintenance EA400-500
8.2 Aircraft Inspection Periods 8.4.a Towing Movement of the aircraft on the ground can be achieved either As required by national operating rules, all aircrafts must pass a with a towing vehicle or by hand. complete annual inspection every twelve (12) calendar months. Normal towing is carried out by using a towing bar, connected In addition to the annual inspection, aircrafts must pass a to the nose landing gear wheel. Moving the aircraft without a complete inspection as specified in the EA400-500 Maintenance tractor should be carried out with a appropriate number of Manual. persons. The Airworthiness Authority may require other inspections by the issuance of airworthiness directives applicable to the Caution When towing with a tractor, do not exceed the nose gear aircraft, engine, propeller and components. turning angle of 30° either side of center to avoid damage of The owner is responsible for compliance with all applicable the nose gear. airworthiness directives and periodical inspections. Do no tow or push the aircraft using the propeller, because
serious damage on propeller and/or engine are possible. 8.3 Alterations or Repairs to the Aircraft It is essential that the Airworthiness Authority be contacted prior to any alterations on the aircraft to ensure that 8.4.b Parking airworthiness of the aircraft it not violated. If the aircraft is parked in the open, it must be protected against Alterations or repairs to the aircraft must be accomplished by the effects of weather, the degree of protection depending on licensed personnel. severity of the weather conditions and the expected duration – long or short parking period! Whenever possible, park the 8.4 Ground Handling aircraft headed into the wind, set the parking brake, ground it electrically and install control wheel lock and chock the wheels. Note Tie-down eye bolts, a fuel sample cup and pitot head covers In extreme weather conditions, the aircraft should preferably be are located in the map compartment of the aircraft. hangared.
In addition, engine and cooler inlets, exhaust covers and Caution Do not set the parking brakes during cold weather when propeller tie downs, to protect the engine gearbox against accumulated moisture may freeze brakes or when brakes windmilling, are available. have been overheated.
Allow the engine to cool down before fitting engine covers.
04. May 2004 8-3 8-4 04. May 2004 Pilot’s Operating Handbook Section 8 Section 8 Pilot’s Operating Handbook EA400-500 Handling, Servicing and Maintenance Handling, Servicing and Maintenance EA400-500
8.4.c Tie Down 8.5 Servicing Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie 8.5.a Fuel System Servicing down the aircraft securely, proceed as follows: 1 Install the tie-down eye bolts to the wing jack points. Warning: If the fuel system has been completely drained, the fuel 2 Tie sufficiently strong ropes or chains to the wing tie-down eyes system bleeding procedure must be performed, see and secure each rope or chain to a ramp tie down. maintenance manual. If the fuel system is not free of air, an 3 Install pitot tube covers. engine flame out may be the result.
Important: To prevent lateral fuel unbalance, make sure the left and 8.4.d Jacking right main tank are full before filling any auxiliary tank. Maximum permissible fuel unbalance in flight is 106 liter For jacking procedures refer to the applicable chapter in the (one auxiliary tank). Maintenance Manual. Important Before filling the tanks, connect grounding wire with aircraft structure. Ensure the aircraft is in level before 8.4.e Leveling refueling. Leveling of the airplane is accomplished by inflating or deflating the tires. A spirit level on the upper edge of the lower Note For fuel capacities, fuel grades and types, refer to Section 2 cabin door for longitudinal leveling is installed. Place an of this handbook. additional spirit level on the inner front seat rails for lateral The tanks of the aircraft should be gravity refueled when leveling. aircraft is in ground level.
The tanks are considered full, when fuel completely covers the
bottom of the standpipe. 8.4.f Aircraft inactive After refueling check that fuel filler caps are tight and secured. Important Disconnect battery and check charge level at regular Warning Be sure that a fire extinguishing equipment is available. Do intervals. not operate radios or other electric equipment during If aircraft was not operated for more then 5 days: refueling. Refer to engine operation and maintenance manual, 72-00-00, When refueling is completed, fit the fuel filer caps and table 603, for necessary actions. disconnect the grounding wire from aircraft.
Check the fuel tank vent for clogging before the first flight of If aircraft was not operated for more then 45 days: the day. The vents are located at the rear underside of each wing Refer to engine operation and maintenance manual, 72-00-00, in the near of the wing flap gap. table 603, for necessary actions. Comment on fuel sampling: there are twelve drains to be
checked for water. Five per wing side and two under the plane, one just behind the nose L/G doors and the fuel filter drain, just in front of the nose L/G doors. Fuel samples from the two drains of each tank and from the gascolator drain should be taken before the first flight of the day to check for water, sediment or other contamination. The fuel
04. May 2004 8-5 8-6 04. May 2004 Pilot’s Operating Handbook Section 8 Section 8 Pilot’s Operating Handbook EA400-500 Handling, Servicing and Maintenance Handling, Servicing and Maintenance EA400-500
drains are located near each wing root and at the outer end of Fuel samples taken immediately after refueling may not show each fuel tank, the gascolator drain is located on the right water or sediment due to mixing action of refueling process. underside of the fuselage between the nose gear and the main Allow fuel approximately five (5) minutes to settle down after gear wheel bay. A small plastic cup is supplied in the map refueling so that possible water and/or sediments can settle compartment for obtaining fuel samples. down in tank sump before taking fuel samples.
Warning: Take fuel samples with care. Water remaining in the fuel Warning Take fuel samples with care. Water remaining in the sump system could ice and clog lines or filters or cause an engine could ice and clog the fuel lines. flameout.
Note Take fuel samples only with aircraft on level surface. Draining To collect a fuel sample, push upward the drain valve by means To collect a fuel sample, push upward the drain valve by means of the plastic cup to open the valve momentarily and drain fuel of the plastic cup to open the valve momentarily and drain fuel into the cup. If water and fuel in the cup, a distinct line into the cup. If water and fuel are in the cup a distinct line separating the water from the fuel will be seen through the separating the water from the fuel will be seen through the transparent cup wall. transparent cup wall. Water, being heavier, will settle in the Water, being heavier, will settle to the bottom of the cup, while bottom of the cup, while the (normally oily yellowish) fuel will the colored fuel will remain on the top. remain on the top. If water was detected continue to take fuel If water was detected, continue taking fuel samples until all samples until all water is purged from the tank. water is purged from the tank
When during draining of the outer wing tank drains, wing sump drains or gascolator drains water has been detected, perform the following draining procedure: 1 Verify the aircraft static pitch angle, using the spirit level installed on the upper edge of the lower door. 2 If the reference line is horizontal, all water present in the tank has been drained from the outer wing sump drains. 3 If the reference line was larger than 1° nose down or 2° nose up, bring the aircraft in a horizontal pitch position using the spirit level. After approximately 30 minutes, start draining at wing and sump drains.
When during draining of the drains in the lower wing skin, the wing sump drains, the lower fuel line drain or the fuel filter drain, water has been detected, perform the following draining procedure: 1 Adjust airplane attitude to: - longitudinal (pitch angle) has to be horizontal (check with spirit level installed on the upper edge of the lower door) - lateral (bank angle): bank airplane to one side so as the lower wing tip is at least 0,3m (1’) lower than the other tip.
04. May 2004 8-7 8-8 04. May 2004 Pilot’s Operating Handbook Section 8 Section 8 Pilot’s Operating Handbook EA400-500 Handling, Servicing and Maintenance Handling, Servicing and Maintenance EA400-500
2 Maintain this attitude for at least 30min, after that drain from all 8.5.e Air drain valves until no more water is found. 3 Bank airplane to the other side, wait for 30min and drain all Note For tire pressures and wheel dimensions, refer to Section 2 water from drain valves. of this handbook.
8.5.b Oil Check wheel tire pressure as well as condition of tires, prior to each flight. 1 Engine Oil
Note For oil capacities, oil grades and specifications, refer to 8.6 Cleaning and Care Section 2 of this handbook. 8.6.a Windshield-Windows Oil quantity should be checked prior to each flight. However, if a long distance flight is intended, the oil system shall be filled The acrylic windshield and windows should be cleaned with an to the maximum sump capacity. aircraft windshield cleaner. Apply the cleaner sparingly with The oil filler cap access panel is located on the left top of the soft cloths, and rub with moderate pressure until all dirt, oil upper cowling. A complete oil change should be made by scum and bug stains are removed. Allow the cleaner to dry, then certified personnel. wipe it off with soft flannel cloths.
2 Oil Specification and Temperature Ranges Caution Never use gasoline, benzene, alcohol, acetone, fire If additional information concerning oil specifications are need extinguisher or anti-ice fluid, lacquer thinner or glass and not stated in this handbook, refer to Rolls-Royce engine cleaner to clean plastic. These materials will attack the 250-B17F Operation and Maintenance Manual – Description plastic and may cause it to craze. and Operation, 72-00-00. Follow by carefully washing with a mild detergent and plenty of Oil temperature ranges are listed in this handbook. However, if water. Rinse thoroughly, then dry with a clean moist chamois. additional information are needed, refer to above mentioned Do not rub the plastic with a dry cloth since this builds up an Operating and Maintenance Manual. electrostatic charge which attracts dust. Waxing with a good
commercial wax will finish the cleaning job. A thin, even coat
of wax, polished out by hand with clean soft flannel cloths, will 8.5.c Reserved fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield unless freezing rain or 8.5.d Landing Gear Hydraulic Oil sleet is anticipated since the cover may scratch the plastic surface. Check hydraulic oil level prior to each flight. The respective inspection glass is located in the forward half of the right main wheel bay. Hydraulic oil level is sufficient, if fluid is visible in the inspection glass. The system is a sealed system, so that a loss of fluid indicates a damage of system. In this case the aircraft must be brought to maintenance/service prior to next flight.
04. May 2004 8-9 8-10 04. May 2004 Pilot’s Operating Handbook Section 8 Section 8 Pilot’s Operating Handbook EA400-500 Handling, Servicing and Maintenance Handling, Servicing and Maintenance EA400-500
8.6.b Painted Surfaces
Generally, the painted surfaces can be kept bright by washing
with water and mild soap, followed by a rinse with water and
drying with cloths or a chamois. Harsh or abrasive soaps or
detergents which cause corrosion or scratches should never be
used. Remove stubborn oil and grease with a cloth moistened
with a mild detergent.
To seal any minor surface chips or scratches and protect against
corrosion, the airplane should be waxed regularly with a good
automotive wax applied in accordance with the manufacturer’s
instructions. If the airplane is operated in a seacoast or other salt
water environment, it must be washed and waxed more
frequently to assure adequate protection. A heavier coating of
wax on the leading edges of the wings and tail and on the cowl
nose cap and propeller spinner will help reduce the abrasion
encountered in these areas. Reapplication of wax will generally
be necessary after cleaning with soap solutions or after chemical
de-icing operations.
When the airplane is parked outside in cold climates and it is
necessary to remove ice before flight, care should be taken to
protect the painted surfaces during ice removal with chemical
liquids. Isopropyl alcohol will satisfactorily remove ice INTENTIONALLY LEFT BLANK 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.
8.6.c 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 dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with a mild detergent. A clean propeller blade will assure good performance of the aircraft.
04. May 2004 8-11 8-12 04. May 2004 Pilot’s Operating Handbook Section 9 Section 9 Pilot’s Operating Handbook EA400-500 Supplements Supplements EA400-500
Section 9
Supplements
Table of Contents
Paragraph Page
Section Unit...... Pages 9 Supplements...... 4 P. 901 BENDIX/KING EFIS...... 16 P.
902 BENDIX/KING KLN 90B...... 12 P. 903 BENDIX/KING KT 76A ...... 4 P. 904 BENDIX/KING EHSI/KI 256 ...... 14 P. 905 BENDIX/KING KX 155...... 4 P. 906 BENDIX/KING KN 63...... 2 P. INTENTIONALLY LEFT BLANK 907 BENDIX/KING KSG 105 with KA 51B ...... 2 P. 908 Handheld COM/NAV Icom IC-A22E...... 6 P. 909 BENDIX/KING KMA 24 ...... 4 P. 910 Intercom PS Engineering PM3000...... 4 P. 911 Reserved...... 912 Bose Headset...... 4 P. 913 POINTER 3000 ELT...... 4 P. 914 Flashlight...... 2 P. 915 GARMIN GNS 430...... 6 P. 916 GARMIN GTX 320...... 4 P. 917 GARMIN GMA 340...... 8 P. 918 LITEF LCR-92 with CCU EA-85511...... 4 P. 919 BENDIX/KING KDM 706A ...... 4 P. 920 GARMIN GTX 327...... 6 P. 921 Reserved...... 922 GARMIN GNS 530...... 8 P. 923 Reserved...... 924 GARMIN GTX 330 ...... 8 P.
04. May 2004 9-1 9-2 04. May 2004 Pilot’s Operating Handbook Section 9 Section 9 Pilot’s Operating Handbook EA400-500 Supplements Supplements EA400-500
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 applicable operating limitations, emergency and normal procedures, and performance.
INTENTIONALLY LEFT BLANK
04. May 2004 9-3 9-4 04. May 2004 Pilot’s Operating Handbook Section 901 Section 901 Pilot’s Operating Handbook EA400-500 BENDIX/KING EFIS BENDIX/KING EFIS EA400-500
BENDIX/KING Model EFS 40 two-tube 901 BENDIX/KING EFIS Electronic Flight Instrumentation System 901.1 Section 1 - General
This manual is provided to acquaint the pilot with the limitations as well as normal and emergency operating Table of Contents procedures of the Bendix/ King-Model EFS 40 Two-Tube Electronic Flight Instrument System. The EFS 40 System must Paragraph Page be operated within the limitations specified herein. 901.1 Section 1 - General...... 901-2 Warning Do not attempt any operations in IMC prior to attaining 901.1.a General System Description...... 901-2 proficiency in the use of the EFIS system. Use the Allied 901.1.b System Controls/Displays ...... 901-2 Signal Pilot’s Guide EFS 40/50 (5/96 006-08701-0000). 901.1.c System Power...... 901-11 901.2 Section 2 - Limitations...... 901-11 901.1.a General System Description 901.2.a Placards:...... 901-11 The EFS 40 System consists of a 4"x4" ED-462 Electronic 901.3 Section 3 - Emergency Procedures...... 901-12 Display Unit ADI, a 4"x4" ED-461 Electronic Control Display 901.3.a Emergency Procedures...... 901-12 Unit HSI with integral controls mounted in the bezel, and a 901.3.b Abnormal Procedures...... 901-12 remote mounted SG-465 symbol generator. The symbol generator interfaces with multiple sensors to compute the 901.4 Section 4 - Normal Procedures ...... 901-14 displays and data required by other systems on board on the 901.4.a Pre-flight Check ...... 901-14 aircraft. For EFIS configuration also refer to figure 901-1. The 901.4.b In-Flight Operation...... 901-15 EFS 40 System provides conventional ADI and HSI functions 901.5 Section 5 - Performance ...... 901-16 along with bearings, distances and altitude as would normally be provided by separate RMI, DME and radar altimeter readouts. The displays are multicolored for ease of interpretation and include moving map presentations, weather radar overlays, choices of single-cue vw. split-cue flight directors, and 360° vw. 85° sector compass roses.
Note ADF is not installed in the EA 400-500.
901.1.b 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.
04. May 2004 901-1 901-2 04. May 2004 Pilot’s Operating Handbook Section 901 Section 901 Pilot’s Operating Handbook EA400-500 BENDIX/KING EFIS BENDIX/KING EFIS EA400-500
20 20
10 10
10 10
27 20 20
ED 462 Electronic Display Unit EADI (Single-Cue Localizer Screen shown)
23 25
TST CRS 350 26 4.5NM 3 120 KT REF 1 N 2 23 2 4
L G S N O 1 A C 5 Figure 901-1 V 1
12 S 6 H A S R I C 11 7
DIR BRT SYNC
10 9 8
ED 461 Electronic Control Display Unit EHSI (Standard Screen shown)
Figure 901-2
04. May 2004 901-3 901-4 04. May 2004 Pilot’s Operating Handbook Section 901 Section 901 Pilot’s Operating Handbook EA400-500 BENDIX/KING EFIS BENDIX/KING EFIS EA400-500
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 TST annunciated. To clear the PASS or FAIL annunciations, the HDG ALT REF TST/REF button must be pressed again (The EADI will clear 1 15 2 20 20 14 automatically in 5 seconds). 10 10 When pressed momentarily (for less than three seconds) when 33 not in a MAP mode, DME ground speed readouts can be N V A V O 10 10 converted to time-to-station and vice versa. R 1 20 20 4 RANGE UP BUTTON - Selects the next longer distance range 57.8 NM H A 13 to be displayed when in the NAV MAP or WEATHER mode of S CRS HDG R I 325 012 C operation. 5 RANGE DOWN BUTTON - Selects the next shorter distance BRT 25 DIR SYNC range to be displayed when in the NAV MAP or WEATHER mode of operation. 23 24 Note Available ranges include 5, 10, 20, 40, 80, 160, 240, 320 and 1000 nautical miles. The maximum and minimum selectable ED 461 Electronic Control Display Unit EHSI ranges with radar displayed will be dependent on the (Revisionary Composite Screen shown) maximum and minimum ranges of the radar system installed. Figure 901-3 6 ARC MODE SELECTOR BUTTON - When pushed, converts 1 NAVIGATION (NAV) SENSOR SELECT BUTTON - When the standard 360° compass rose presentation (if being pressed sequentially selects VOR (or LOC) or GPS for display displayed) to a large scale, 85° sector presentation for expanded on the course pointer/ deviation indicator. If the selected primary viewing of the compass rose/weather/moving map display in the sensor is an ILS, the vertical scale will appear on the configured vicinity directly ahead of the aircraft. Sequential button pushes side. The vertical scale may be in view at all times, or provide the following format changes: (1) the compass arc, (2) depending on the configuration option selected at the time of the compass arc with moving map display, (3) the compass arc installation, only when the selected course is within 105° of the with the moving map display and weather radar, (4) the aircraft heading. The vertical two letter identified GS will be compass arc with weather radar (map information decluttered) annunciated in the pointer identifying the deviation source. and (5) back to the compass arc. If pushed when the EHSI 2 NAVIGATION (1/2) SYSTEM SELECT BUTTON - When presentation is in the 360° HSI mode, the initial arc will pressed will alternately select navigation receiver No. 1 or No. 2 duplicate the existing 360° HSI format (See note after Item 12). for presentation. Green annunciations indicate an “on side” ap- 7 HEADING SELECT (SYNC) KNOB - Rotated to position the proach approved NAV system and yellow annunciations indicate heading bug. Pushing in on the center of the knob will sync the the “cross-side” system has been selected. Cyan annunciations bug to the aircrafts present heading under the lubber line. 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.
04. May 2004 901-5 901-6 04. May 2004 Pilot’s Operating Handbook Section 901 Section 901 Pilot’s Operating Handbook EA400-500 BENDIX/KING EFIS BENDIX/KING EFIS EA400-500
8 NO. 2 BEARING POINTER SELECT BUTTON - Sequentially 12 360° HSI MODE SELECTOR BUTTON - When pushed selects navigation sensors for waypoint bearing presentation in converts the sector presentation (if being displayed) to a the manner of an ADF or RMI. The pointer is magenta and standard 360° HSI compass rose. If pushed when already in the double barred. The sequence of presentation includes: (1) 360° HIS mode, will select the following sequential formats: (1) declutter, (2) VOR 2, (3) DME (no pointer) and back to the compass rose with moving map display and (2) the compass declutter. Upon successful signal acquisition the pointer will rose with moving radar. Repeated button pushes will appear, along with a pointer assignment annunciation in the continuously sequence through the available 360° HSI formats. lower right hand corner of the display. Should a flagged 13 COMPOSITE DISPLAY - A reversionary attitude/ navigation condition exist, the pointer will declutter and the pointer display presented on the lower tube when selected. To be used assignment annunciation will be flagged. If VOR 2 is selected only in case of fault with the upper display. Includes a heading and a LOC frequency is tuned, both the pointer and the tape on the horizon line along with heading bug and course assignment annunciation will declutter. If VOR 2 is selected index. along with a MAP presentation, the pointer will declutter and a diamond shape symbol will appear on the map field (if in 14 COMPOSITE DISPLAY HEADING BUG - Moves range). If not in range, the pointer will remain. horizontally along heading tape. 9 DISPLAY BRIGHTNESS (BRT) KNOB - Rotates to control 15 COMPOSITE DISPLAY COURSE INDEX - Moves display brightness (Bezel lighting is controlled through an horizontally along heading tape (replaces course pointer). airframe brightness control). Note Symbology i color coded to indicate the source of data on 10 NO. 1 BEARING POINTER SELECT BUTTON - Sequentially the EHSI. Data which is coded includes the distance and selects navigation sensors for waypoint bearing presentation in ground speed readouts, digital course readout, NAV source the manner of an ADF or RMI. The pointer is light blue and select annunciation, course pointer, coursed-bar, glide slope single barred. The sequence of presentation includes: (1) pointer and inbound courseline, the color of this data is as declutter, (2) VOR 1, (3) ADF, (4) GPS, (5) DME (no pointer) follows: GREEN = (ON-SIDE DATA) NAV 1 (LOC 1) and back to declutter. Upon successful signal acquisition the YELLOW = (CROSS-SIDE DATA) NAV 2 (LOC 2) pointer will appear along with a pointer assignment CYAN = GPS (GREEN WHEN APPROACH APPROVED annunciation in the lower left hand corner of the display. Should RNAV DATA IS DISPLAYED). a flagged condition exist, the pointer will declutter and the pointer assignment annunciation will be flagged. If a VOR is Miscellaneous Controls selected and a LOC frequency is tuned, both the pointer and the assignment annunciation will declutter. If VOR 1 or GPS is 16 EFIS MASTER SWITCH (refer to figure 7-6) - Supplies power selected along with a MAP presentation the pointer will to the EFS 40 system. declutter and a diamond shape symbol will appear on the map 17 FLIGHT DIRECTOR SELECT (FD SEL) SWITCH (Not field (if in range). If not in range, the pointer will remain. shown) - Selects the split cue flight director presentation. 11 COURSE SELECT (DIR) KNOB - Rotated to position the 18 COMPOSITE DISPLAY (CMPST/DISP) ANNUNCIATOR/ course pointer. Pushing in on the center of the knob will slew the SWITCH (See figure 901-1) - Annunciates and switches course pointer on a direct-to course to the selected navigation facility. presentations from a normal EADI/EHSI configuration to a reversionary composite attitude display with compass and naviga- tion information on both display tubes. 19 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.
04. May 2004 901-7 901-8 04. May 2004 Pilot’s Operating Handbook Section 901 Section 901 Pilot’s Operating Handbook EA400-500 BENDIX/KING EFIS BENDIX/KING EFIS EA400-500
20 Dimmer EADI CONTROL KNOB (See figure 901-1) - 25 DISTANCE AND GROUND SPEED DISPLAYS - The EHSI Controls brightness of the EADI. provides three DME data displays in the upper right corner, lower left corner below the #1 bearing pointer sensor 21 DME SWITCH - Refer to sections 906 (if KN 63 installed) or annunciator and lower right corner below #2 bearing pointer 919 (if KDM 706A installed) for location and function. (When GPS sensor annunciator. In the upper right corner an alphanumeric is the selected source for course deviation on the EHSI, the GPS readout annunciates distance in nautical miles from the aircraft will auto tune the DME regardless of switch position). 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 Miscellaneous Displays ground speed in knots or time-to-station (Use the TST/REF 22 MAGNETIC/TRUE HEADING ANNUNCIATIONS (Not button). shown) - Magnetic compass heading is automatically displayed When DME HOLD is selected, the DME distance color changes in VOR/LOC and RNAV. However, when primary NAV source to white. The hold state is indicated by an amber colored letter is GPS, the reference annunciation can be either blank for “H”. magnetic heading or “T” for true heading. If the compass card is In the event that the VORTAC or DME station is out of range in MAG, all bearing pointers may be displayed. The true or not in operation, or if for any reason the DME receiver is sources are converted to magnetic. If the compass card is in operational but not providing computed data, the distance will TRUE, only the GPS, which is providing the MAG VAR be dashed in the original color. If the DME receiver is information, can be displayed. indicating an internal fault, is being tuned by another receiver, 23 DIGITAL COURSE DISPLAYS - In the upper left corner of or is turned off, distance and ground speed readouts will be the EHSI an alphanumeric readout of the course pointer dashed in red. annunciates CRS and indicates the selected navigation course in 26 WINDS ALOFT - A small white arrow in the upper left section degrees. Desired Track readout DTK, generated by the GPS of the EHSI rotates with the heading and indicates the direction system replaces CRS in RNAV mode. The GPS may display of the wind. The velocity of the wind is shown in a white CRS or DTK depending on the GPS mode. numeric readout. 24 DIGITAL HEADING BUG - Present in the composite mode The wind vector will be presented continuously when valid data (On the EHSI when the analog bug is no longer in view such as is received from the GPS. is possible in the sector presentation, a numerical display will appear, color coded to the heading bug, but minus the word 27 RISING RUNWAY/EXPANDED LOCALIZER DEVIATION “HDG”). INDICATOR - Moving green indicator representing an approaching runway. Rises and expands in size with reduced radar altitude and moves left and right in reference to the localizer centerline. Displayed when localizer is selected. 28 DRIFT ANGLE BUG (Not shown) - An unfilled cyan triangular pointer which rotates about the outside of the compass scale. The drift angle bug represents aircraft actual track. The drift angle bug information is provided by the GPS and will only be displayed when the GPS is the selected primary navigation sensor and valid information is present.
04. May 2004 901-9 901-10 04. May 2004 Pilot’s Operating Handbook Section 901 Section 901 Pilot’s Operating Handbook EA400-500 BENDIX/KING EFIS BENDIX/KING EFIS EA400-500
29 MAP MODES (Not shown) - The EHSI provides two map 901.3 Section 3 - Emergency Procedures formats: (1) 360° and (2) an approximate 85° sectored map display in front of the aircraft. 901.3.a Emergency Procedures A four point symbol represents a waypoint as programmed by None. the RNAV. A hexagonal symbol represents a VOR, VOR/DME or VORTAC station. A four-sided symbol represents an airport. 901.3.b Abnormal Procedures Course lines inbound to a waypoint may be cyan if not approach approved (i.e., RNAV enroute) or green if approach approved. 4 If a red ATTITUDE FAIL annunciation appears on the EADI: The outbound course lines are white (inbound course lines from REFER TO ALTERNATE INSTRUMENTS FOR PROPER cross-side sensors are yellow).NO MAP will be annunciated ATTITUDE information. when graphic course lines are not available. 5 In the event of a failure of the EADI display unit: CMPST/DISP button - PRESS to activate the composite reversionary 901.1.c System Power attitude/navigation display on the lower tube. The basic attitude 1 BATTERY (BAT) SWITCH FUNCTIONS - The airplane BAT display will be preserved along with a stabilized heading tape switch functions are unchanged. on the artificial horizon and navigation information presented on an ADI. Weather radar and radar altitude will not be present 2 CIRCUIT BREAKERS - The following circuit breakers are in this mode. used to protect the elements of the Bendix/King EFS 40 Electronic Flight Instrumentation System. LABEL: FUNCTION: Caution If data on the EFS 40 is missing or abnormal in flight, refer EADI 28VDC main power source for the EADI through the symbol to alternate instruments for the remainder of the flight. generator. 6 Automatic built in test and monitoring functions integral to the SYMB GEN 28VDC main power source for the EHSI through the symbol EFS 40 software detect component failures and present failure generator. annunciations on the faces of the EFIS displays. A small red SG annunciation indicates an internal self-test failure. INV 115 VAC reference signal for the SG 7 A compass failure is indicated by a red HDG flag. Simultaneously, the course pointer head and tail will declutter 901.2 Section 2 - Limitations leaving the d-bar (The d-bar will reorient vertically on the face 1 Standby artificial horizon must be operating for departure. of the EHSI providing horizontal deviation in the manner of a CDI). 2 No yellow SG or DU flag may be visible prior to departure (EXCEPTION: A 30 minute ferry flight to a repair facility in 8 If the selected navigation sensor is flagged or indicates an VFR conditions is permissible). internal fault, the affected deviation scale will declutter and be flagged. The affected RMI pointer will declutter and the pointer 3 Composite mode is approved for use only after a failure of the assignment annunciation will be flagged. upper display unit. 9 In the event that the VORTAC or DME station is out of range 901.2.a Placards: or not in operation, or if for any reason the DME receiver is operational but not providing computed data, distance and None. ground speed will be dashed on the EHSI but no flags will be displayed.
04. May 2004 901-11 901-12 04. May 2004 Pilot’s Operating Handbook Section 901 Section 901 Pilot’s Operating Handbook EA400-500 BENDIX/KING EFIS BENDIX/KING EFIS EA400-500
10 If the DME receiver is indicating an internal fault or turned off, 3 A red CP annunciation indicates a control panel failure but distance and ground speed readout will be flagged (dashed in could be as simple as a stuck key. Continue operation with red). caution, verifying the validity of displayed data by reference to alternate instruments. 11 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. 901.4 Section 4 - Normal Procedures 12 If data on the EHSI is missing or abnormal in flight, refer to alternate instruments for useable data for the remainder of the 901.4.a Pre-flight Check flight. 4 Aircraft engines operating. 1 EFS 40 Component Failures 5 EFIS Switch on. Caution Following failure of a red gun in any display tube, red 6 Turn the BRT + EADI Dimmer knobs to obtain the desired warning flags will not be visible. levels of illumination on the display tubes.
2 Symbol Generator Failures 7 Press the TST REF button, hold for three seconds and release to activate the system self test and view the fault presentations. 1 A large red SG annunciation indicates a catastrophic failure of Verify SELF TEST PASS is annunciated. To clear the EHSI the symbol generator. fault presentations (the EADI will clear automatically in 5 seconds),press TST REF again. 2 A yellow SG annunciation indicates a failure of the symbol generator 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 1 A yellow DU annunciation indicates a failure of a display unit cooling fan. 2 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 instruments. c Also, system heating can be reduced by lowering the lighting intensity of the presentation.
04. May 2004 901-13 901-14 04. May 2004 Pilot’s Operating Handbook Section 901 Section 901 Pilot’s Operating Handbook EA400-500 BENDIX/KING EFIS BENDIX/KING EFIS EA400-500
901.4.b In-Flight Operation 901.5 Section 5 - Performance 1 Select the NAV sensor desired through use of the NAV button. No change. 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 conventional CDI presentations (map format) with caution. CDI left-right deviation may appear reversed when traveling outbound on a to indication or inbound on a from indication (localizer CDI left-right deviation is automatically corrected by the EHI 40 to eliminate the need to fly reverse sensing on the back course. BC is annunciated and the CDI is corrected for proper steering commands when the airplane heading deviates more than 105° from the course pointer, the course pointer should be set to the localizer front course inbound heading).
a If GPS MAP is displayed select the desired MAP presentation through momentary sequential button pushes (less than three seconds) of the TST REF button. 4 Course Pointer and Heading Bug Slew Use heading select (SYNC) and course select (DIR) knobs to select the desired bearing or course. The center push buttons in each knob may be used to: (1) rapidly acquire the direct-to course to the station (DIR button) or (2) center the heading bug under the lubber line (SYNC button). 5 RMI/Waypoint Bearing Pointers Use the No. 1 or No. 2 bearing pointer select buttons to display the bearing to the desired station or waypoint through sequential button pushes (DME alone may also be displayed). Note These buttons may be used to display DME alone without a pointer.
04. May 2004 901-15 901-16 04. May 2004 Pilot’s Operating Handbook Section 904 Section 904 Pilot’s Operating Handbook EA400-500 BENDIX/KING EHSI/KI 256 System BENDIX/KING EHSI/KI 256 System EA400-500
BENDIX/KING Model EHSI/KI 256 904 BENDIX/KING EHSI/KI 256 System Flight Instrumentation System 904.1 Section 1 - General
Note The BENDIX/KING EHSI/KI 256 System is an alternative Table of Contents to the EFIS. This manual is provided to acquaint the pilot with the limitations as well as normal and emergency operating Paragraph Page procedures of the Bendix/ King-Model EHSI/KI 256 Flight
Instrumentation System. This system combines the 904.1 Section 1 - General...... 904-2 conventional gyroscopically stabilized bank and pitch indicator 904.1.a General System Description...... 904-2 (KI 256) with the EHSI. The system must be operated within the 904.1.b EHSI Controls/Displays ...... 904-2 limitations specified herein. 904.1.c System Power...... 904-9 Warning Do not attempt any operations in IMC prior to attaining 904.1.d KI 256 Description...... 904-9 proficiency in the use of the EHSI / KI 256 system. Use the 904.2 Section 2 - Limitations...... 904-10 Allied Signal Pilot’s Guide EHI 40 (006-08423-00005). 904.2.a Placards:...... 904-10 904.1.a General System Description 904.3 Section 3 - Emergency Procedures...... 904-10 904.3.a Emergency Procedures...... 904-10 The EHSI/KI 256 System consists of a 3.55"x3.37" KI 256ADI, a 904.3.b Abnormal Procedures...... 904-10 4"x4" ED-461 Electronic Control Display Unit HSI with integral controls mounted in the bezel, and a remote mounted SG- 904.4 Section 4 - Normal Procedures ...... 904-12 465 symbol generator. The symbol generator interfaces with 904.4.a Pre-flight Check ...... 904-12 multiple sensors to compute the displays and data required by 904.4.b In-Flight Operation...... 904-12 other systems on board on the aircraft. For the system configuration 904.5 Section 5 - Performance ...... 904-13 also refer to figure 904-1. The EHSI/KI 256 System provides conventional ADI and HSI functions along with bearings, distances and altitude as would normally be provided by separate RMI, DME and radar altimeter readouts. The EHSI display is multicolored for ease of interpretation and includes moving map presentations, weather radar overlays and choices of 360° vs. 85°sector compass roses.
Note ADF is not installed in the EA 400-500.
904.1.b EHSI Controls/Displays Figure 904-2 illustrates the display units of the EHSI/KI 256 System with standard EHSI display screen shown. The item
04. May 2004 904-1 904-2 04. May 2004 Pilot’s Operating Handbook Section 904 Section 904 Pilot’s Operating Handbook EA400-500 BENDIX/KING EHSI/KI 256 System BENDIX/KING EHSI/KI 256 System EA400-500
Figure 904-1 Figure 904-2
04. May 2004 904-3 904-4 04. May 2004 Pilot’s Operating Handbook Section 904 Section 904 Pilot’s Operating Handbook EA400-500 BENDIX/KING EHSI/KI 256 System BENDIX/KING EHSI/KI 256 System EA400-500
numbers of the figures refer to the appropriate numbered sub- 6 ARC MODE SELECTOR BUTTON - When pushed, converts paragraphs for feature description. the standard 360° compass rose presentation (if being displayed) to a large scale, 85° sector presentation for expanded 1 NAVIGATION (NAV) SENSOR SELECT BUTTON - When viewing of the compass rose/weather/moving map display in the pressed sequentially selects VOR (or LOC) or GPS for display vicinity directly ahead of the aircraft. Sequential button pushes on the course pointer/ deviation indicator. If the selected provide the following format changes: (1) the compass arc, (2) primary sensor is an ILS, the vertical scale will appear on the the compass arc with moving map display, (3) the compass arc configured side. The vertical scale may be in view at all times, with the moving map display and weather radar, (4) the or depending on the configuration option selected at the time of compass arc with weather radar (map information decluttered) installation, only when the selected course is within 105° of the and (5) back to the compass arc. If pushed when the EHSI aircraft heading. The vertical two letter identified GS will be presentation is in the 360° HSI mode, the initial arc will annunciated in the pointer identifying the deviation source. duplicate the existing 360° HSI format. 2 NAVIGATION (1/2) SYSTEM SELECT BUTTON - When 7 HEADING SELECT (SYNC) KNOB - Rotated to position the pressed will alternately select navigation receiver No. 1 or No. 2 heading bug. Pushing in on the center of the knob will sync the for presentation. Green annunciations indicate an “on side” bug to the aircrafts present heading under the lubber line. approach approved NAV system and yellow annunciations indicate the “cross-side” system has been selected. Cyan 8 NO. 2 BEARING POINTER SELECT BUTTON - Sequentially annunciations apply to “on side” non-approach approved NAV selects navigation sensors for waypoint bearing presentation in systems. These color codes apply to the NAV source the manner of an ADF or RMI. The pointer is magenta and annunciation, CRS pointer and deviation scale, CRS line in double barred. The sequence of presentation includes: (1) MAP mode, CRS digital readout, distance and ground speed declutter, (2) VOR 2, (3) DME (no pointer) and back to readout. declutter. Upon successful signal acquisition the pointer will appear, along with a pointer assignment annunciation in the 3 SELF TEST (TST/REF) BUTTON - When pressed and held for lower right hand corner of the display. Should a flagged three seconds, activates an internal self test and displays all fault condition exist, the pointer will declutter and the pointer presentations. Upon completion, PASS or FAIL will be assignment annunciation will be flagged. If VOR 2 is selected annunciated. To clear the PASS or FAIL annunciations, the and a LOC frequency is tuned, both the pointer and the TST/REF button must be pressed again. When pressed assignment annunciation will declutter. If VOR 2 is selected momentarily (for less than three seconds) when not in a MAP along with a MAP presentation, the pointer will declutter and a mode, DME ground speed readouts can be converted to time-to- diamond shape symbol will appear on the map field (if in station and vice versa. range). If not in range, the pointer will remain. 4 RANGE UP BUTTON - Selects the next longer distance range 9 DISPLAY BRIGHTNESS (BRT) KNOB - Rotates to control to be displayed when in the NAV MAP or WEATHER mode of display brightness (Bezel lighting is controlled through an operation. airframe brightness control). 5 RANGE DOWN BUTTON - Selects the next shorter distance 10 NO. 1 BEARING POINTER SELECT BUTTON - Sequentially range to be displayed when in the NAV MAP or WEATHER selects navigation sensors for waypoint bearing presentation in mode of operation the manner of an ADF or RMI. The pointer is light blue and Note Available ranges include 5, 10, 20, 40, 80, 160, 240, 320 and single barred. The sequence of presentation includes: (1) 1000 nautical miles. The maximum and minimum selectable declutter, (2) VOR 1, (3) ADF, (4) GPS, (5) DME (no pointer) ranges with radar displayed will be dependent on the and back to declutter. Upon successful signal acquisition the maximum and minimum ranges of the radar system pointer will appear along with a pointer assignment installed. annunciation in the lower left hand corner of the display. Should
04. May 2004 904-5 904-6 04. May 2004 Pilot’s Operating Handbook Section 904 Section 904 Pilot’s Operating Handbook EA400-500 BENDIX/KING EHSI/KI 256 System BENDIX/KING EHSI/KI 256 System EA400-500
a flagged condition exist, the pointer will declutter and the RNAV mode. The GPS may display CRS or DTK depending on pointer assignment annunciation will be flagged. If a VOR is the GPS mode. selected and a LOC frequency is tuned, both the pointer and the 17 17 DISTANCE AND GROUND SPEED DISPLAYS - The assignment annunciation will declutter. If VOR 1 or GPS is EHSI provides three DME data displays in the upper right selected along with a MAP presentation the pointer will corner, lower left corner below the #1 bearing pointer sensor declutter and a diamond shape symbol will appear on the map annunciator and lower right corner below #2 bearing pointer field (if in range). If not in range, the pointer will remain. sensor annunciator. In the upper right corner an alphanumeric 11 COURSE SELECT (DIR) KNOB - Rotated to position the readout annunciates distance in nautical miles from the aircraft course pointer. Pushing in on the center of the knob will slew to the selected DME or VORTAC station in NAV mode, or to the course pointer on a direct-to course to the selected the waypoint in GPS (RNAV) mode. Below the distance navigation facility readout is an alphanumeric readout which displays the aircraft ground speed in knots or time-to-station (Use the TST/REF 12 360° HSI MODE SELECTOR BUTTON - When pushed button). converts the sector presentation (if being displayed) to a When DME HOLD is selected, the DME distance color standard 360° HSI compass rose. If pushed when already in the changes to white. The hold state is indicated by an amber 360° HSI mode, will select the following sequential formats: (1) colored letter “H”. the compass rose with moving map display and (2) the compass rose with moving radar. Repeated button pushes will In the event that the VORTAC or DME station is out of range continuously sequence through the available 360° HSI formats. or not in operation, or if for any reason the DME receiver is operational but not providing computed data, the distance will Miscellaneous Controls be dashed in the original color. If the DME receiver is 13 EFIS MASTER SWITCH (refer to figure 7-6) - Supplies power indicating an internal fault, is being tuned by another receiver, to the EHSI system. or is turned off, distance and ground speed readouts will be dashed in red. 14 DME SWITCH - Refer to sections 906 (if KN 63 installed) or 919 (if KDM 706A installed) for location and function. 18 WINDS ALOFT - A small white arrow in the upper left section of the EHSI rotates with the heading and indicates the direction Miscellaneous Displays of the wind. The velocity of the wind is shown in a white 15 MAGNETIC/TRUE HEADING ANNUNCIATIONS (Not numeric readout. shown) - Magnetic compass heading is automatically displayed The wind vector will be presented continuously when valid data in VOR/LOC and RNAV. However, when primary NAV source is received from the GPS. is GPS, the reference annunciation can be either blank for magnetic heading or “T” for true heading. 19 DRIFT ANGLE BUG (Not shown) - An unfilled cyan triangular pointer which rotates about the outside of the If the compass card is in MAG, all bearing pointers may be dis- compass scale. The drift angle bug represents aircraft actual played. The true sources are converted to magnetic. If the com- track. pass card is in TRUE, only the GPS, which is providing the MAG VAR information, can be displayed. The drift angle bug information is provided by the GPS and will only be displayed when the GPS is the selected primary 16 DIGITAL COURSE DISPLAYS - In the upper left corner of the navigation sensor and valid information is present. EHSI an alphanumeric readout of the course pointer annunciates CRS and indicates the selected navigation course in degrees. Desired 20 MAP MODES (Not shown) - The EHSI provides two map Track readout DTK, generated by the GPS system replaces CRS in formats: (1) 360° and (2) an approximate 85° sectored map display in front of the aircraft.
04. May 2004 904-7 904-8 04. May 2004 Pilot’s Operating Handbook Section 904 Section 904 Pilot’s Operating Handbook EA400-500 BENDIX/KING EHSI/KI 256 System BENDIX/KING EHSI/KI 256 System EA400-500
A four point symbol represents a waypoint as programmed by reference to a miniature airplane (22), whose wings are an the RNAV. A hexagonal symbol represents a VOR, VOR/DME indice reference, indicates pitch attitude. Angular movements of or VORTAC station. A four-sided symbol represents an airport. the aircraft in roll are indicated by means of a roll indice (23) Course lines inbound to a waypoint may be cyan if not approach and a circular dial ring (24) which is graduated both primary approved (i.e., RNAV enroute) or green if approach approved. and secondary markings. The roll indice is stationary and the The outbound course lines are white (inbound course lines from dial ring moves in direct relationship to the horizon line on the cross-side sensors are yellow). pointer bar, so that as the instrument is banked, the degree of bank is directly indicated by the position of the roll indice NO MAP will be annunciated when graphic course lines are not around the dial ring available.
904.1.c System Power 904.2 Section 2 - Limitations 1 Electrical Power No yellow SG or DU flag may be visible on the EHSI prior to The EHSI is connected to the aircraft electric system. departure (EXCEPTION: A 30 minute ferry flight to a repair facility in VFR conditions is permissible). 1 BATTERY (BATT) SWITCH FUNCTIONS - The airplane BATT switch functions are unchanged. 904.2.a Placards: 2 CIRCUIT BREAKERS - The following circuit breakers are None. used to protect the elements of the Bendix/King EFS 40 Electronic Flight Instrumentation System. 904.3 Section 3 - Emergency Procedures C.B. LABEL: FUNCTION: SYMB GEN 28VDC main power source for the EHSI through the symbol 904.3.a Emergency Procedures generator. None. INV 115 VAC reference signal for the SG 904-10 904.3.b Abnormal Procedures 2 Suction Caution If data on the EHSI/KI 256 system is missing or abnormal The KI 256 is feeded by the aircraft’s vacuum system. The in flight, refer to alternate instruments for the remainder of condition of this system is indicated on the dual suction gage the flight. including source indicator located on the right main panel. 1 Automatic built in test and monitoring functions integral to the 904.1.d KI 256 Description EHSI software detect component failures and present failure annunciations on the faces of the EHSI display. A red or yellow The KI 256 (refer to figure 904-2) is a gyroscopic instrument SG annunciation indicates an internal self-test failure. designed to furnish the aircraft pilot with a visual indication of the aircraft’s pitch and roll attitude with respect to the horizon. 2 A compass failure is indicated by a red HDG cross flag. A self-erecting, universally gimballed high-inertia gyro is the Simultaneously, the course pointer head and tail will declutter heart of the mechanical mechanism that displays pitch and roll leaving the d-bar (The d-bar will reorient vertically on the face attitudes. of the EHSI providing horizontal deviation in the manner of a CDI). Angular displacements of the aircraft in pitch are indicated by a mask type pointer bar (21) which is gyro actuated to remain 3 If the selected navigation sensor is flagged or indicates an parallel to the true horizon. The rise or fall of this pointer bar in internal fault, the affected deviation scale will declutter and be
04. May 2004 904-9 904-10 04. May 2004 Pilot’s Operating Handbook Section 904 Section 904 Pilot’s Operating Handbook EA400-500 BENDIX/KING EHSI/KI 256 System BENDIX/KING EHSI/KI 256 System EA400-500
flagged. The affected RMI pointer will declutter and the pointer assignment annunciation will be flagged. The RMI pointer a Monitor the presentation for an abnormal appearance which will disappears. indicate impending failure. 4 In the event that the VORTAC or DME station is out of range b Although a tube failure is very unlikely, consideration should be or not in operation, or if for any reason the DME receiver is given to shutting off the system and flying with alternate operational but not providing computed data, distance and instruments. ground speed will be dashed on the EHSI but no flags will be displayed. c Also, system heating can be reduced by lowering the lighting intensity of the presentation. 5 If the DME receiver is indicating an internal fault or turned off, distance and ground speed readout will be flagged (dashed in 3 A red CP annunciation indicates a control panel failure but red). could be as simple as a stuck key. Continue operation with caution, verifying the validity of displayed data by reference to 6 In the event of a failure of the heading or course control knobs, alternate instruments. 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 904.4 Section 4 - Normal Procedures alternate instruments for useable data for the remainder of the flight. 904.4.a Pre-flight Check 1 EHSI/KI 256 System Component Failures 1 Aircraft engines operating. Caution Following failure of a red gun in the display tube, red 2 EFIS Switch on. warning flags will not be visible. 3 Turn the BRT knob to obtain the desired levels of illumination on the EHSI display tube. 2 Symbol Generator Failures 4 Press the TST REF button, hold for three seconds and release to 1 A large red SG annunciation indicates a catastrophic failure of activate the system self test and view the fault presentations. the symbol generator. Verify SELF TEST PASS is annunciated. To clear the EHSI fault presentations, press TST REF again. 2 A yellow SG annunciation indicates a failure of the symbol generator cooling fan. 904.4.b In-Flight Operation 3 If a fan failure is indicated in flight: 1 Select the NAV sensor desired through use of the NAV button. a Continue using the symbol generator with caution, verifying the 2 Select NAV system #1 or #2 through the use of the HSI or ARC validity of displayed data by reference to alternate instruments. buttons. b Although a symbol generator failure is unlikely, consideration 3 Select the display mode (map and/or radar) through repeat HSI should be given to securing power to the symbol generator. or ARC button pushes. 3 Control/Display Unit Failures Caution Transition from HSI presentations to conventional CDI 1 A yellow DU annunciation indicates a failure of a display unit presentations (map format) with caution. CDI left-right cooling fan. deviation may appear reversed when traveling outbound on a to indication or inbound on a from indication (localizer 2 If a fan failure is indicated in flight: CDI left-right deviation is automatically corrected by the
04. May 2004 904-11 904-12 04. May 2004 Pilot’s Operating Handbook Section 904 Section 904 Pilot’s Operating Handbook EA400-500 BENDIX/KING EHSI/KI 256 System BENDIX/KING EHSI/KI 256 System EA400-500
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 seconds) of the TST REF button. 4 Course Pointer and Heading Bug Slew Use heading select (SYNC) and course select (DIR) knobs to select the desired bearing or course. The center push buttons in each knob may be used to: (1) rapidly acquire the direct-to course to the station (DIR button) or (2) center the heading bug under the lubber line (SYNC button). 5 RMI/Waypoint Bearing Pointers INTENTIONALLY LEFT BLANK Use the No. 1 or No. 2 bearing pointer select buttons to display the bearing to the desired station or waypoint through sequential button pushes (DME alone may also be displayed). Note These buttons may be used to display DME alone without a pointer.
904.5 Section 5 - Performance Not Applicable.
04. May 2004 904-13 904-14 04. May 2004 Pilot’s Operating Handbook Section 908 Section 908 Pilot’s Operating Handbook EA400-500 Handheld COM/NAV Icom IC-A22E Handheld COM/NAV Icom IC-A22E EA400-500
ICOM IC-A22E 908 Handheld COM/NAV Icom IC-A22E Handheld VHF NAV/COM Transceiver 908.1 Section 1 - General The aircraft is equipped with a handheld NAV/Com transceiver to allow communication and navigation for emergency use after Table of Contents complete failure of the normal equipment. The IC-A22E is located on the top of the stowage rack behind the copilot seat. The IC-A22E is equipped with the CM-167 battery case. Paragraph Page
908.1.a Setting a frequency 908.1 Section 1 - General...... 908-2 1 Using the keypad: 908.1.a Setting a frequency...... 908-2 908.1.b Lock function ...... 908-3 1 Rotate [VOL] to turn power on 908.1.c Transmitting ...... 908-3 2 Push [CLR] to select frequency mode when “M” or “WX” 908.1.d VOR Navigation...... 908-4 appears in the function display 908.2 Section 2 - Limitations...... 908-5 3 Push 5 appropriate digit keys to input the frequency 908.3 Section 3 - Emergency Procedure...... 908-6 a Enter [1] as the 1st digit 908.4 Section 4 - Normal Procedure...... 908-6 When a digit is mistakenly input, push [CLR] to clear the input, 908.5 Section 5 - Performance ...... 908-6 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 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.
04. May 2004 908-1 908-2 04. May 2004 Pilot’s Operating Handbook Section 908 Section 908 Pilot’s Operating Handbook EA400-500 Handheld COM/NAV Icom IC-A22E Handheld COM/NAV Icom IC-A22E EA400-500
908.1.b Lock function COM band frequency range: 118.00 - 136.975 MHz The lock function prevents accidental frequency changes and 2 Push and hold [PTT] to transmit accidental function activation. 3 Speak into the microphone at a normal voice level 1 Push [F] then [(7) KEY LOCK] to turn the function on, the key DO NOT hold the transceiver too close to your mouth or speak signal appears in the display too loudly. This may distort the signal. 2 To turn the function off, repeat step 1. above, the key signal 4 Release [PTT] to return to receive. disappears in the display 1 Receiving 908.1.d VOR Navigation 1 [SQL] maximum clockwise When entering the NAV band, 108.000 - 117.975 MHz, theIC- A22 selects DVOR mode automatically. 2 Rotate [VOL] to turn power ON and adjust the audio level. 1 Select a VOR station on your aeronautical chart and set the 3 Rotate [SQL] counterclockwise until noise is muted. frequency of the station. 4 Set the desired frequency using the tuning dial or keypad. The course indicator indicates where you are located on a VOR Push [LIGHT] to turn the display keypad lighting ON, if radial from a VOR station desired. The course indicator shows “—-” when either your aircraft is 5 Push [ANL] to reduce pulse noise such caused by engine too far away from the VOR station or the frequency is not set ignition systems, if necessary. correctly at the VOR station. “ANL” appears 2 Select the “TO” flag when flying to the VOR station, or select the “FROM” flag when flying away from the VOR station. 6 When a signal is received on the set frequency: To select “TO” push [F] then [(2) TO] The receive indicator appears. To select “FROM” push [F] then [(3) FROM] Squelch opens and audio is emitted from the speaker When using the “TO flag and passing through the VOR station, Note When the [SQL] control is set too “tight” (extremely the ”TO flag changes to the “FROM” flag automatically. counterclockwise), squelch may not open for weak signals. To receive weak signals, set the squelch to a “loose” (more When turning power ON, the “FROM” flag is selected clockwise) position. automatically. 3 Push [F] then [(4) CDI] to select Course Deviation 908.1.c Transmitting Indicator(CDI) mode Caution Transmitting without an antenna may damage the Note When CDI mode is selected, the operating frequency cannot transceiver be changed. To set the operating frequency, select DVOR mode in advance. Note To prevent interference, listen on the frequency before transmit ting. If the frequency is busy, wait until the 4 The course deviation needle appears when your aircraft is off channel is clear. course from the VOR station. 1 Set the desired frequency on COM band using the tuning dial or “” or “” appears to indicate your aircraft is off course to the keypad. right or left, respectively. Correct your course until “” or “”
04. May 2004 908-3 908-4 04. May 2004 Pilot’s Operating Handbook Section 908 Section 908 Pilot’s Operating Handbook EA400-500 Handheld COM/NAV Icom IC-A22E Handheld COM/NAV Icom IC-A22E EA400-500
disappears. Each arrow represents a two-degree deviation A vertical line to the side of the course deviation needles signals an overflow. The overflow indicator appears, the deviation between the desired course and flying course is over 10 degrees. 908.3 Section 3 - Emergency Procedure To exit the CDI mode, push [F] then [(1) DVOR] Remove IC-A22E from the stowage rack if NAC/COM 1 and 2 1 VOR Indicator fail. Safety wire will brake when using normal hand forces. Note “LOC” appears on the function display when a localizer 1 Accessing the 121.5 MHz emergency frequency signal is received, however, the function display does not The IC-A22 can quickly access the 121.50 MHz emergency indicate additional information about the localizer signal. frequency. This function can be activated even when the keypad 2 Entering a desired course lock function is in use. The IC-A22 shows not only the deviation from the VOR station 1 Rotate [VOL] to turn power on but the deviation from the desired course. 2 Push [F] on the keypad, F appears on the LCD screen 5 Set the frequency for the desired VOR station 3 Push [(0) 121.5] to call the emergency frequency To change the to-from flag, push [F] then [(2) TO] or [(3) FROM] 4 Push [CLR] to exit from the emergency frequency 6 Push [F] the [(4) CDI] to select CDI mode. 908.4 Section 4 - Normal Procedure 7 3 Set the desired course to the VOR station using the tuning dial or keypad. Not Applicable. “” or “” appears to indicate your aircraft is off course to the right or left, respectively. Correct your course until “” or “” 908.5 Section 5 - Performance disappears. Each arrow represents a two-degree deviation A vertical line to the side of the course deviation needles signals Not Applicable. an overflow. The overflow indicator appears, the deviation between the desired course and flying course is over 10 degrees.
8 The course deviation needle points to the right when your aircraft is off course to the left. To get back on course, fly right more than the number of degrees indicated by the CDI arrows. If the overflow indicator appears on the right side, select a heading plus 30 degrees to the desired course; if the overflow indicator appears on the left side, select a heading minus 30 degrees.
908.2 Section 2 - Limitations Use only in emergency case. The batteries have to be replaced once a year and after each use.
04. May 2004 908-5 908-6 04. May 2004 Pilot’s Operating Handbook Section 912 Section 912 Pilot’s Operating Handbook EA400-500 Bose Headset Bose Headset EA400-500
Bose Headset 912 Bose Headset 912.1 Section 1 - General
The “Bose Aviation Headset Series II” uses an advanced combination of electro-acoustical noise reduction circuitry and a Table of Contents patented cushioning system to significantly reduce aircraft noise. It actively reduces noise elements in addition to muffling Paragraph Page 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. 912.1 Section 1 - General...... 912-2 912.1.a Interconnect Plug ...... 912-2 Caution With the headset’s combination of both active and passive 912.1.b Microphone Placement...... 912-3 attenuation, typical aircraft sounds (for example, those from 912.1.c Adjusting the Volume ...... 912-3 engine, propeller, warning alarms, and other sound sources) 912.1.d Fail-resistant Operation...... 912-3 may sound different. It is strongly recommended that you 912.2 Section 2 - Limitations...... 912-3 ensure you can hear and recognize these sounds while you are using the BOSE aviation headset while operating the 912.3 Section 3 - Emergency Procedure...... 912-3 aircraft. 912.4 Section 4 - Normal Procedure...... 912-3 In addition, should you choose to listen to in-flight 912.5 Section 5 - Performance ...... 912-4 entertainment through a Bose headset while piloting, we remind you to limit the volume to safe levels so that it does not interfere with your ability to hear informational sounds, such as those emitted by warning alarms.
The headset must be worn with the Bose logo on the earcups facing forward. To achieve comfort and good performance, adjust both sides of the headband equally to provide a comfortable fit. To achieve a good seal, lightly grasp both earcups and position them so that your ears are completely inside the Clear Comfort cushions. Final adjustment is best accomplished in a noisy environment with the headset system turned on. Then, reposition both earcups until the headset seems quietest.
912.1.a Interconnect Plug The headset interconnect plug connects the headset cable to a power source, located in the aircraft control panel. The interconnect plug is designed for quick connection and removal. To ensure correct pin alignment, the plug has a keyway. To insert: rotate the plug until the keyway is aligned; then insert until it locks in place.
04. May 2004 912-1 912-2 04. May 2004 Pilot’s Operating Handbook Section 912 Section 912 Pilot’s Operating Handbook EA400-500 Bose Headset Bose Headset EA400-500
To remove: gently pull back on the sleeve of the connector. 912.5 Section 5 - Performance This automatically unlocks the plug from the socket. Not Applicable. 912.1.b Microphone Placement For good communication clarity and noise rejection, locate the microphone housing so that it just brushes your lips.
912.1.c Adjusting the Volume For the active noise reduction and volume control circuitry to be active, the headset must be turned on using the on/off switch located on the headband arm. The volume for your headset is controlled by the grooved knobs located on the front side of the headband arms. Avoid setting your volume controls at high levels that may affect your hearing during extended periods of headset use.
Note The volume controls and active noise reducing circuitry work only when the headset is turned on. The volume cannot be turned off completely.
912.1.d Fail-resistant Operation The headset provides communication and the ear cups blocks some noise even with the power switch on your headset turned off, bypassing all active noise reducing electronics. Turn the headset off if you suspect there may be a problem.
912.2 Section 2 - Limitations Not Applicable.
912.3 Section 3 - Emergency Procedure Not Applicable.
912.4 Section 4 - Normal Procedure Not Applicable.
04. May 2004 912-3 912-4 04. May 2004 Pilot’s Operating Handbook Section 913 Section 913 Pilot’s Operating Handbook EA400-500 POINTER 3000 ELT POINTER 3000 ELT EA400-500
POINTER 3000 913 POINTER 3000 ELT
EMERGENCY LOCATER TRANSMITTER 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 Table of Contents POINTER 3000 is installed.
Paragraph Page 913.1 Section 1 - General
This airplane is equipped with an Emergency Locator Transmitter 913.1 Section 1 - General...... 913-2 (ELT) of type Pointer 3000. The unit is installed at the left side 913.2 Section 2 - Limitations...... 913-2 tailcone section of the aircraft and accessible after removal of the tailcone access hatch, which is also located on the left side of the 913.3 Section 3 - Emergency Procedure...... 913-3 tailcone. This location is marked by a placard at the outer surface of 913.4 Section 4 - Normal Procedure...... 913-4 the fuselage. 913.4.a Before Takeoff ...... 913-4 The ELT is operated by means of a switch at the front face of the 913.4.b After Landing...... 913-4 unit. In addition, a remote control switch is located in the instrument 913.4.c Other Procedures...... 913-4 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 913.5 Section 5 - Performance ...... 913-4 position, the unit is activated automatically at decelerations exceeding -5g. In the ON position, the unit is switched on and transmits. The ELT is a radio transmitter which upon activation transmits a non-directional signal on the international emergency frequencies 121.5 and 234.0 MHz. In case of a crash landing, the unit is activated automatically by a deceleration switch and transmits a non-directional signal (up- and des welling sound) for a period of 48
hours which can be received at a range of 100 NM at 10000 ft making the localizing of the aircraft possible in case of an emergency.
913.2 Section 2 - Limitations
The following placard must be fixed close to the mounting location at the outer surface of the fuselage.
04. May 2004 913-1 913-2 04. May 2004 Pilot’s Operating Handbook Section 913 Section 913 Pilot’s Operating Handbook EA400-500 POINTER 3000 ELT POINTER 3000 ELT EA400-500
913.3 Section 3 - Emergency Procedure 913.4 Section 4 - Normal Procedure Immediately after an emergency landing if help is needed the ELT should be operated as follows: 913.4.a Before Takeoff 1 Check ELT activation: 1 ELT Switch - AUTO Switch on a communication receiver and select frequency 121.5MHz. If the ELT transmission is audible the ELT has 2 Communication receiver - 121.5 MHz already been activated by the deceleration switch and is 3 ELT transmission - NONE functioning properly. If no ELT transmission is audible set ELT operating switch to ON and check for proper operation by 913.4.b After Landing listening to the communication receiver. 1 ELT switch - AUTO 2 Before search aircraft is in sight: 2 Communication receiver - 121.5 MHz Switch off communication receiver in order to avoid unnecessary battery discharge. 3 ELT transmission - NONE 3 If search aircraft is in sight: 913.4.c Other Procedures Set ELT switch to OFF in order to avoid interference with Refer to original ELT operating instructions. communication transmissions. Try to establish radio contact with search aircraft on frequency 121.5 MHz by using the communication receiver. If no contact is possible immediately 913.5 Section 5 - Performance set back the ELT switch to ON. Not Applicable. 4 After successful identification by the search aircraft:
Set ELT switch back to OFF in order to avoid unnecessary
transmission.
5 Other emergency transmissions:
Refer to original ELT operating instructions.
04. May 2004 913-3 913-4 04. May 2004 Pilot’s Operating Handbook Section 914 Section 914 Pilot’s Operating Handbook EA400-500 Flashlight Flashlight EA400-500
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 Table of Contents stowage rack behind the copilot seat.
Paragraph Page 914.2 Section 2 - Limitations 914.1 Section 1 - General ...... 914-2 Use only in emergency case. 914.2 Section 2 - Limitations ...... 914-2 The batteries have to be replaced once a year and after each use. 914.3 Section 3 - Emergency Procedure ...... 914-2 914.3 Section 3 - Emergency Procedure 914.4 Section 4 - Normal Procedure ...... 914-2 Not Applicable. 914.5 Section 5 - Performance...... 914-2
914.4 Section 4 - Normal Procedure Not Applicable.
914.5 Section 5 - Performance Not Applicable.
04. May 2004 914-1 914-2 04. May 2004 Pilot’s Operating Handbook Section 915 Section 915 Pilot’s Operating Handbook EA400-500 Garmin GNS 430 Garmin GNS 430 EA400-500
GARMIN GNS 430 915 Garmin GNS 430 VHF Communication Transceiver / 915.1 Section 1 - General VOR/ILS Receiver / GPS Receiver 1 The GNS 430 System is a fully integrated, panel mounted instrument, which contains a VHF Communications Transceiver, a VOR/ILS receiver, and a Global Positioning Table of Contents System (GPS) Navigation Computer. The system consists of a GPS antenna, GPS Receiver, VHF and VOR/LOC/GS antenna, VOR/ILS receiver, VHF Communication portion of the Paragraph Page equipment is to facilitate communication with Air Traffic Control. The primary function of the VOR/ILS Receiver portion 915.1 Section 1 - General...... 915-2 of the equipment is to receive and demodulate VOR, Localizer, and Glide Slope signals. The primary function of the GPS 915.2 Section 2 - Limitations...... 915-3 portion of the system is to acquire signals from the GPS system 915.3 Section 3 - Emergency Procedure...... 915-4 satellites, recover orbital data, make range and Doppler 915.3.a Abnormal Procedures...... 915-4 measurements, and process this information in real-time to obtain the users position, velocity, and time. 915.4 Section 4 - Normal Procedure...... 915-5 2 Provided the GARMIN GNS 430’s GPS receiver is receiving 915.5 Section 5 - Performance ...... 915-6 adequate usable signals, it has been demonstrated capable of 915.6 Section 6 – Weight and Balance ...... 915-6 and has been shown to meet the accuracy specifications for: 915.7 Section 7 – Airplane and System Description...... 915-6 a VFR/IFR enroute, terminal, and non-precision instrument approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-DME, RNAV) Operation within the U.S. National Airspace System in accordance with AC20-138. b One of the approved sensors, for a single or dual GNS 430 installation, for North Atlantic Minimum Navigation Performance Specification (MNPS) Airspace in accordance with AC91- 49 and AC 120-33. 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) coordinate reference datum. Navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States of America.
04. May 2004 915-1 915-2 04. May 2004 Pilot’s Operating Handbook Section 915 Section 915 Pilot’s Operating Handbook EA400-500 Garmin GNS 430 Garmin GNS 430 EA400-500
915.2 Section 2 - Limitations d When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than GPS 1 The GARMIN GNS 430 Pilots Guide, P/N 190-00140-00, Rev. or Loran-C navigation, the aircraft must have the operational A, dated December, 1998, or later appropriate revision, must be equipment capable of using that navigation aid, and the required immediately available to the flight crew whenever navigation is navigation aid must be operational. predicated on the use of the system. e VNAV information may be utilized for advisory information 2 The GNS 430 must utilize the following or later FAA approved only. Use of VNAV information for Instrument Approach software versions: Procedures does not guarantee Step-Down Fix altitude Sub-System Software-Version protection, or arrival at approach minimums in normal position to land. Main 2.00 GPS 2.00 5 If not previously defined, the following default settings must be COMM 1.22 made in the SETUP 1 menu of the GNS 430 prior to operation VOR/LOC 1.25 (refer to Pilots Guide for procedure if necessary):
G/S 2.00 a dis, spd nm, kt (sets navigation units to nautical Miles and knots) The Main software version is displayed on the GNS 430 self b alt, vs ft fpm (sets altitude units to feet and feet per test page immediately after turn on for 5 seconds. The minute) remaining system software version can be verified on the AUX group sub-page 2, “SOFTWARE/DATABASE VER”. c map datum WGS 84 (sets map datum to WGS 84, see note below) 3 IFR enroute and terminal navigation predicated upon the GNS 430’s GPS Receiver is prohibited unless the pilot verifies the d posn deg-min (sets navigation grid units to decimal currency of the data base or verifies each selected waypoint for minutes) accuracy by reference to current approved data. Note In some areas outside the United States or Germany, 4 Instrument approach navigation predicated upon the GNS 430’s datums other than WGS-84 or NAD-83 may be used. If the GPS Receiver must be accomplished in accordance with GNS 430 is authorized for use by the appropriate approved instrument approach procedures that are retrieved Airworthiness authority, the required geodetic datum must from the GPS equipment data base. The GPS equipment be set in the GNS 430 prior to its use for navigation. database must incorporate the current update cycle. a Instrument approaches utilizing the GPS receiver must be 915.3 Section 3 - Emergency Procedure conducted in the approach mode and Receiver Autonomous Integrity Monitoring (RAIM) must be available at the Final 915.3.a Abnormal Procedures Approach Fix. 1 If GARMIN GNS 430 navigation information is not available b Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or or invalid, utilize remaining operational navigation equipment any other type of approach not approved for GPS overlay with as required. the GNS 430’s GPS receiver is not authorized. 2 If “RAIM POSITION WARNING” message is displayed the c Use of the GNS 430 VOR/ILS receiver to fly approaches not system will flag and no longer provide GPS based navigational approved for GPS require VOR/ILS navigation data to be guidance. The crew should revert to the GNS 430 VOR/ILS present on the external indicator. receiver or an alternate means of navigation other than the GNS 430s GPS Receiver.
04. May 2004 915-3 915-4 04. May 2004 Pilot’s Operating Handbook Section 915 Section 915 Pilot’s Operating Handbook EA400-500 Garmin GNS 430 Garmin GNS 430 EA400-500
3 If “RAIM IS NOT AVAILABLE” message is displayed in automatically from GPS guidance to localizer / glide slope enroute, terminal, or initial approach phase of flight, continue to guidance at the point of course intercept on a localizer at which navigate using the GPS equipment or revert to an alternate GPS derived course deviation equals localizer derived course means of navigation other than the GNS 430s GPS receiver deviation. If an offset from the final approach course is being appropriate to the route and phase of light. When continuing to flown, it is possible that the automatic switch from GPS course use GPS navigation, position must be verified every 15 minutes guidance to localizer / glide slope course guidance will not using the GNS 430s VOR/ILS receiver or another IFR approved occur. It is the pilots responsibility to ensure correct system navigation system. navigation data is present on the external indicator before continuing a localizer based approach beyond the final approach 4 If “RAIM IS NOT AVAILABLE” message is displayed while fix. 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 915.5 Section 5 - Performance longer provide course guidance with approach sensitivity. Missed approach course guidance may still be available with 1 Not change. nautical mile DCI sensitivity by executing the missed approach. 5 In an in-flight emergency, depressing and holding the COMM 915.6 Section 6 – Weight and Balance transfer button for 2 seconds will select the emergency See current weight and balance data. frequency of 121.500 MHz into the Active frequency window.
915.4 Section 4 - Normal Procedure 915.7 Section 7 – Airplane and System Description See GNS 430 Pilots Guide for a complete description of the 1 Detailed Operating Procedures GNS 430 system. Normal operating procedures are described in the GARMIN
GNS 430 Pilots Guide, P/N 19000140-00, Rev. A, dated December 1998, or later appropriate revision. 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 display above the CDI key. 3 Crossfill between Number One and Two GNS 430 Systems For dual GNS 430 installations, manual crossfill capabilities exist between the number one and number two GNS 430 Systems. Refer to the GARMIN GNS 430 Pilots Guide for detailed crossfill operating instructions. 4 Automatic Localizer Course Capture By default, the GNS 430 automatic localizer course capture feature is enabled. This feature provides a method for system navigation data present on the external indicators to be switched
04. May 2004 915-5 915-6 04. May 2004 Pilot’s Operating Handbook Section 916 Section 916 Pilot’s Operating Handbook EA400-500 GARMIN GTX 320 GARMIN GTX 320 EA400-500
GARMIN GTX 320 916 GARMIN GTX 320 Transponder Ident Button Reply Light
Table of Contents GARMIN GTX 320 IDENT 234 ON Paragraph Page SBY ALT OFF TST 916.1 Section 1 - General...... 916-2 916.1.a Function Selection Knob...... 916-2 916.1.b Code Selection Knob...... 916-3 916.1.c IDENT Button...... 916-4 Function Selection Knob Code Selection Knobs 916.1.d Reply Light...... 916-4 916.2 Section 2 - Limitations...... 916-4 916.1 Section 1 - General 916.3 Section 3 - Emergency Procedure...... 916-4 916.3.a Important Codes...... 916-4 Note The GTX 320 owner accepts all responsibility for obtaining 916.4 Section 4 - Normal Procedure...... 916-4 the proper license before using the transponder. 916.5 Section 5 - Performance ...... 916-4 Note 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.
916.1.a Function Selection Knob The function selection 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
04. May 2004 916-1 916-2 04. May 2004 Pilot’s Operating Handbook Section 916 Section 916 Pilot’s Operating Handbook EA400-500 GARMIN GTX 320 GARMIN GTX 320 EA400-500
320 will also reply to altitude interrogations (Mode C) with 916.1.c IDENT Button signals that do not contain altitude information. On occasion, the controller will request “SQUAWK IDENT”. • ALT - Activates all of the necessary circuitry (transponder to Respond by momentarily pressing and releasing the IDENT optional altitude digitizer and return) to respond to ATC altitude button. Pressing the IDENT button activates the Special interrogations and aircraft identification interrogations with Position Identification Pulse (SPI) for approximately 20 standard pressure altitude (29.92 inches Hg). The ALT position seconds identifying your transponder return from other aircraft may be used in aircraft that are not equipped with the optional on the controller’s scope. altitude digitizer, however, the only response will be discreet signals that do not contain altitude information. 916.1.d Reply Light • TST - Turning the switch to the TST position tests the reply The reply light will blink each time the transponder replies to indicator. The TST position is spring loaded and must be held ground interrogation. The reply light remains lit up during the momentarily. When released, it will automatically return to the IDENT time interval. ALT position. Any time the function switch is in the ON or ALT position the 916.2 Section 2 - Limitations transponder becomes an active part of the beacon system. Select ON or ALT as late as practical prior to takeoff and switch to Not Applicable. OFF or SBY as soon as practical after completing landing roll unless the change to SBY has been accomplished previously at 916.3 Section 3 - Emergency Procedure the request of ATC. 916.3.a Important Codes 916.1.b Code Selection Knob 7600 – Loss of Communications. The code selector consists of four, eight position switches that provide 4,096 active identification codes. Attention should be 7500 – Hijacking (Never assigned by ATC without prior paid to the selected identification code. The selected code notification of the pilot that his or her aircraft is subject to should be in accordance with instructions for IFR flight or rules unlawful interference). applicable to transponder utilization for VFR flight. When 7700 – Emergency (All secondary surveillance radar sites are making routine code changes, you should avoid inadvertent ready to receive this code at all times). See the Airman’s selection of codes 7500, 7600, or 7700 thereby causing Information Manual (AIM) for a detailed explanation of momentary false alarms at automated ground facilities. For identification codes. 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 non discrete code 7500 and all discrete 916.4 Section 4 - Normal Procedure codes in the 7600 and 7700 series (i.e., 7600-7677, 7700-7777) which trigger special indicators in automated facilities. Only Not Applicable. non discrete code 7500 will be decoded as the hijack code. An aircraft’s transponder code (when available) is utilized to 916.5 Section 5 - Performance enhance the tracking capabilities of the ATC facility, therefore your should not turn the GTX 320 to SBY when making routine Not Applicable. code changes.
04. May 2004 916-3 916-4 04. May 2004 Pilot’s Operating Handbook Section 917 Section 917 Pilot’s Operating Handbook EA400-500 GARMIN GMA 340 GARMIN GMA 340 EA400-500
GARMIN GMA 340 917 GARMIN GMA 340 Audio Panel 917.1 Section 1 - General
Table of Contents 12313 18 16 17
GARMIN GMA 340 MKR Paragraph Page AOM COM1 COM2 COM3 NAV1 NAV2 DME ADF TEST MUTE
SQ HI SPKR PILOT SQ LO OFF/ COM1 COM2 COM3 COM CABIN AUDIO CS ISOLATION VOL 917.1 Section 1 - General...... 917-2 VOL MIC MIC MIC 1/2 SENS PA CREW PULL PASS 917.1.a Front Panel Controls...... 917-2 PILOT VOL COPILOT 917.1.b On, Off, and Fail-Safe Operation ...... 917-3 917.1.c Lighting...... 917-3 917.1.d Transceivers ...... 917-3 564 14 15 12 11 10 9 78 917.1.e Split COM...... 917-3 917.1.f Aircraft (A/C) Radios & Navigation ...... 917-4 Figure 917-1 917.1.g Speaker Output...... 917-4 917.1.h PA Function ...... 917-4 917.1.a Front Panel Controls 917.1.i Auxiliary Entertainment Inputs ...... 917-4 1 Marker Beacon Lights 917.1.j Intercom System (ICS)...... 917-5 2 Marker Beacon Receiver Audio Select/Mute Button 917.1.k Marker Beacon Receiver...... 917-6 3 Marker Beacon Receiver Sensitivity Indicator LEDs 917.2 Section 2 - Limitations...... 917-8 4 Marker Beacon Receiver Sensitivity Selection Button 5 Unit On/Off, Pilot Intercom System (ICS) Volume 917.3 Section 3 - Emergency Procedure...... 917-8 6 Pilots ICS Voice Activated (VOX) Intercom Squelch Level 917.4 Section 4 - Normal Procedure...... 917-8 7 Copilot (IN) and Passenger (Out) ICS Volume Control (Pull 8 for Passenger Volume)Passenger and Copilot VOX Intercom 917.5 Section 5 - Performance ...... 917-8 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
04. May 2004 917-1 917-2 04. May 2004 Pilot’s Operating Handbook Section 917 Section 917 Pilot’s Operating Handbook EA400-500 GARMIN GMA 340 GARMIN GMA 340 EA400-500
917.1.b On, Off, and Fail-Safe Operation copilots mic will be output over the cabin speaker when keyed. A second press of the PA button will return the copilot to normal split The GMA 340 is powered off when the left inner knob (item 5 com operation as described above. in figure 916-1) is at the full CCW position. To activate the unit, turn the knob clockwise until it clicks. The knob then Note If the COM radios in the installation utilize a transmit functions as the pilot ICS volume control. A fail-safe circuit interlock system, the split COM function may not work connects the pilots headset and microphone directly to COM1 in properly unless the interlock feature is disabled. Refer to the event that power is interrupted or the unit is turned off. the radios installation manual for guidance. GARMIN makes no expressed or implied guarantees regarding the 917.1.c Lighting suitability of this feature in a given installation. The intensity of the LED Button annunciators and marker 917.1.f Aircraft (A/C) Radios & Navigation beacon lamps are controlled by a built-in-photocell on the front panel. Nomenclature backlighting is controlled by the aircraft Note Audio level controlled via selected NAV radio volume dimmer buss. See installation wiring diagrams in Appendix B control. for guidance on connecting the dimmer buss to the GMA 340. Pressing NAV1, NAV2, DME, ADF (16), or MKR (2) (see MKR beacon operation) selects that audio source. 917.1.d Transceivers 1 Audio level controlled via selected COMM volume control. 917.1.g Speaker Output Single action selection of either COM1, COM2, or COM3 (13) Pressing the SPKR button (12) normally causes the selected for both MIC and audio source is accomplished by pressing A/C radios to be heard on the cabin speaker. The speaker output is either COM1 MIC, COM2 MIC; or COM3 MIC (14). muted when a COM microphone is keyed. Speaker level is Additionally, each audio source can be selected independently adjustable through an access hole in the top of the unit. by pressing COM1, COM2, or COM3 (13). When selected in this way, they remain active as audio sources independently of 917.1.h PA Function which transceiver has been selected as the active microphone The PA mode is activated by pressing the PA button (11). Then, source. When a microphone is keyed, the active transceivers MIC button LED blinks at approximately a 1 Hz rate to indicate when either the pilots or copilots microphone is keyed, the the TX is active. corresponding mic audio is output over the cabin speaker. If the SPKR button is also active, then any previously active speaker audio will be muted while the microphone is keyed. The SPKR 917.1.e Split COM button does not have to be previously active in order to use the PA Pressing the COM 1/2 button (15) invokes the split com function. Pilot and copilot PA microphone speaker levels are function. While this mode is active, COM2 is dedicated solely adjustable through an access hole in the top of the unit. to the copilot as a MIC/audio source while COM1 is dedicated to the pilot as a MIC/audio source. The pilot can still listen to 917.1.i Auxiliary Entertainment Inputs COM3, NAV1, NAV2, DME, ADF, and MKR. The pilot and copilot can simultaneously transmit in this mode. The split com The GMA 340 provides two stereo entertainment inputs: MUSIC1 mode is cancelled by pressing the COM 1/2 button a second and MUSIC2. MUSIC1 is soft-muted during all A/C radio activity and normally during ICS activity. MUSIC2 is a non- muted input. time. An added feature while in the split com mode is the ability for the copilot to make PA announcements while allowing the These inputs are compatible with popular portable entertainment pilot to continue using COM1 independently. When the PA devices such as cassette tape or CD players. The headphone outputs of these devices are used and plugged into MUSIC1 or button is pressed after the split com mode is activated, the MUSIC2. Two 3.5 mm stereo phone jacks should be installed is a
04. May 2004 917-3 917-4 04. May 2004 Pilot’s Operating Handbook Section 917 Section 917 Pilot’s Operating Handbook EA400-500 GARMIN GMA 340 GARMIN GMA 340 EA400-500
convenient location for this purpose. MUSIC1 and MUSIC2 have • CREW mode places the pilot and copilot on a common ICS characteristics that are affected by the active intercom mode (see communication channel. The passengers are on their own paragraph 917.1j). intercom channel and can communicate with each other, but cannot communicate with the crew or hear the aircraft radios. 917.1.j Intercom System (ICS) • ALL mode allows full intercom communication between Intercom volume and squelch (VOX) are adjusted using the everyone plugged in to the GMA 340. Aircraft radios are also following front panel knobs: heard by all. • LEFT INNER KNOB - Unit on/off power control and Pilot ICS • MUSIC1 and MUSIC2 stereo entertainment inputs are affected volume. Full CCW is OFF position (click). by the intercom mode selected. The following table summarizes the ICS operation for the different modes supported by the • LEFT OUTER KNOB - PILOT ICS mic VOX level. CW GMA 340. rotation increases the amount of mic audio (VOX level) required to break squelch. Full CCW is the hot MIC position. Mode Pilot Copilot Passengers MUSIC1 Muting Triggered By hears hears hear • RIGHT INNER KNOB - In position: Copilot ICS volume. Out position: Passenger ICS volume. PILOT Selected Copilot Passengers Copilot or passenger ICS Radios Passengers Copilot activity. • RIGHT OUTER KNOB - Copilot and passenger mic VOX Pilot MUSIC1 MUSIC1 level. CW rotation increases the amount of mic audio (VOX CREW Selected Selected Passengers A/C radio activity. MKR level) required to break squelch. Full CCW is the hot MIC Radios Radios MUSIC2. activity. Pilot or Copilot ICS position. Pilot Pilot activity. Each microphone input (six total) has a dedicated VOX circuit to Copilot Copilot ensure that only the active microphone(s) is/are heard when MUSIC1 MUSIC1 squelch is broken. This represents a vast improvement over single- ALL Selected Selected Selected A/C radio activity. MKR gate systems and reduces the amount of background noise in the Radios Radios Radios activity. ICS activity. headphones during cockpit communications. After the operator has Pilot Pilot Pilot stopped talking, the intercom channel remains momentarily open to Copilot Copilot Copilot avoid closure between words or normal pauses. The GMA 340 Passengers Passengers Passengers provides three intercom modes to further simplify workload and MUSIC1 MUSIC1 MUSIC1 minimize distractions during all phases of flight: PILOT, Crew and The MUSIC1 mute trip level is adjustable through an access ALL. The mode selection is accomplished using the PILOT and hole in the top of the unit. CREW buttons. Pressing a button activates the corresponding ICS mode. A second press deactivates the mode. The operator can 917.1.k Marker Beacon Receiver switch directly from PILOT to CREW or from CREW to PILOT by pressing the other mode button. ALL mode is active when The marker beacon is used as part of an ILS approach, and in neither PILOT or CREW mode has been selected. These modes certain instances, to identify an airway. In addition to the allow different degrees of interaction between the crew and normal marker beacon functions, the GMA 340 provides an passengers: intuitive audio muting function. The lamps illuminate, and an associated keyed-tone is heard (when MKR audio is selected), • PILOT mode basically isolates the pilot from everyone else and when the aircraft passes over a 75 MHz marker beacon dedicates the aircraft radios to the pilot exclusively. The copilot transmitter. and passengers share communications between themselves but cannot communicate with the pilot or hear the aircraft radios
04. May 2004 917-5 917-6 04. May 2004 Pilot’s Operating Handbook Section 917 Section 917 Pilot’s Operating Handbook EA400-500 GARMIN GMA 340 GARMIN GMA 340 EA400-500
The lamp and audio keying for ILS approach operation are summarized below. 917.2 Section 2 - Limitations Not Applicable. Audio Frequency Audio Keying Lamp Actuated 400 - - - - - Blue (Outer) 917.3 Section 3 - Emergency Procedure 1300 • - • - • - • - Amber (Middle) Not Applicable. 3000 • • • • • • • • White (Airway/Inner) The marker beacon audio level is aligned at the factory to 917.4 Section 4 - Normal Procedure produce its rated audio output. However, the output level is adjustable through an access hole in the top cover of the unit. Not Applicable. The GMA 340’s marker beacon receiver controls are located on the left side of the front panel (1-4). The SENS button selects 917.5 Section 5 - Performance either high or low sensitivity allows operation over airway Not Applicable. markers or to get an earlier indication of nearing the outer marker during an approach. The marker audio is selected initially by pressing the MKR/mute button (2). If no marker beacon signal is being received, then a second button press will de-select the marker audio. This operation is similar to selecting any other audio source on the GMA 340. However, if the second button press occurs after a marker beacon signal is being received, then the marker audio is muted but not de-selected. The buttons LED will remain lit to indicate that the source is still selected. When the current marker signal is no longer being received, the audio is automatically un-muted. While in the muted state, pressing the MKR/mute button deselects the marker audio. The buttons LED will extinguish to indicate that the marker audio is no longer selected. In all cases, the marker beacon lamps operate independently of any audio selection and cannot be defeated. The GMA 340 can drive external marker lamps if required. Maximum source current is 125 mA (8 V DC max.).
04. May 2004 917-7 917-8 04. May 2004 Pilot’s Operating Handbook Section 918 Section 918 Pilot’s Operating Handbook EA400-500 LITEF LCR-92 with CCU EA-85511 LITEF LCR-92 with CCU EA-85511 EA400-500
LITEF LCR-92 with CCU EA-85511 918 LITEF LCR-92 with CCU EA-85511 Attitude and Heading Reference System 918.1 Section 1 - General with Remote Panel The LITEF LCR-92 Attitude and Heading Reference System generates data to be displayed on the EHSI and the EADI. The attitude accuracy is better than 2°. The horizontal gyro is Table of Contents aligned for a magnetic declination of 1° west. The Compass Control Unit is located on the left side of the left Paragraph Page main panel. The unit provides selectable “slaved gyro” or “free gyro” modes (upper switch). Operating in the free mode the 918.1 Section 1 – General ...... 918-2 LCR-92 has a drift rate of 918.2 Section 2 - Limitations ...... 918-2 better than 9°/hour. 918.3 Section 3 - Emergency Procedure...... 918-2 Manual slaving capability “cw” (clockwise) and “ccw” 918.4 Section 4 - Normal Procedure ...... 918-2 (counterclockwise) is 918.5 Section 5 - Performance...... 918-4 available when the system is in “free gyro” mode while a visual meter displays the slaving error.
918.2 Section 2 - Limitations Not Applicable.
918.3 Section 3 - Emergency Procedure Not Applicable.
918.4 Section 4 - Normal Procedure Not Applicable.
04. May 2004 918-1 918-2 04. May 2004 Pilot’s Operating Handbook Section 918 Section 918 Pilot’s Operating Handbook EA400-500 LITEF LCR-92 with CCU EA-85511 LITEF LCR-92 with CCU EA-85511 EA400-500
918.5 Section 5 - Performance Not Applicable.
120°E 150°E 180°
Southern Limit of recommended free mode operation area
Area of recommended free mode operation
Compiled from data obtained from
World Data Center C2 for Geomagnetism, Kyoto World
IGRF (International Geomagnetism Reference Field)
70°S 50°S 60°S 80°S
180° 150°W 120°W 90°W 60°W 30°W 0° 30°E 60°E 90°E
0° 80°N 70°N 60°N 50°N Figure 918-1
04. May 2004 918-3 918-4 04. May 2004 Pilot’s Operating Handbook Section 919 Section 919 Pilot’s Operating Handbook EA400-500 BENDIX/KING KDM 706A BENDIX/KING KDM 706A EA400-500
BENDIX KDM 706A 919 BENDIX/KING KDM 706A DME System 919.1 Section 1 - General
The KDM 706A is a remote mounted 200 channel DME. DME information, when available, is displayed for the selected NAV Table of Contents sources associated with the course deviation display. DME information can be displayed for each of the bearing pointers if Paragraph Page enabled by the pilot.
The GNS 430/530 NAV-1 and NAV-2 will transmit the 919.1 Section 1 - General...... 919-2 relevant frequencies via an ARINC 429 data bus to the unit. 919.2 Section 2 - Limitations...... 919-2 In selected NAV-1 Mode, range, speed and time to station will be displayed at the left and right lower corner of the EHSI ED- 919.3 Section 3 - Emergency Procedure...... 919-3 461. 919.4 Section 4 - Normal Procedure...... 919-3 If NAV-2 Mode is selected, in the upper right corner an 919.5 Section 5 - Performance ...... 919-3 alphanumerical readout annunciates distance in nautical miles from aircraft to the selected primary NAV station when in VOR, TACAN, ILS or MLS Mode to the waypoint in LNAV or RNAV Mode. An alphanumeric readout of the aircraft groundspeed in knots (kt) or time-to-station in minutes will be displayed below the distance readout if such information is provided by the primary NAV sensor system. The maximum displayable ground speed is 999 kts, time-to- station is 511 minutes and distance is 4.095 NM. When the selected bearing pointer source has associated distance information, the associated distance will be displayed below the bearing pointer source annunciator. 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.
04. May 2004 919-1 919-2 04. May 2004 Pilot’s Operating Handbook Section 919 Section 919 Pilot’s Operating Handbook EA400-500 BENDIX/KING KDM 706A BENDIX/KING KDM 706A EA400-500
919.3 Section 3 - Emergency Procedure Not Applicable.
919.4 Section 4 - Normal Procedure Not Applicable.
919.5 Section 5 - Performance Not Applicable.
INTENTIONALLY LEFT BLANK
04. May 2004 919-3 919-4 04. May 2004 Pilot’s Operating Handbook Section 922 Section 922 Pilot’s Operating Handbook EA400-500 GARMIN GNS 530 GARMIN GNS 530 EA400-500
GARMIN GNS 530 922 GARMIN GNS 530 VHF Communication Transceiver/ VOR/ISL Receiver / GPS Receiver 922.1 Section 1 - General 1 The GNS 530 System is a fully integrated, panel mounted Table of Contents instrument, which contains a VHF Communications Transceiver, a VOR/ILS receiver, and a Global Positioning System (GPS) Navigation computer. The system consists of a Paragraph Page GPS antenna, GPS Receiver, VHF VOR/LOC/GS antenna, VOR/ILS receiver, VHF COMM antenna and a VHF 922.1 Section 1 - General...... 922-2 Communications Transceiver. The primary function of the VHF Communication portion of the equipment is to facilitate 922.2 Section 2 - Limitations...... 922-3 communication with Air Traffic Control. The primary function 922.3 Section 3 - Emergency Procedure...... 922-5 of the VOR/ILS Receiver portion of the equipment is to receive 922.3.a Abnormal Procedures...... 922-5 and demodulate VOR, Localizer, and Glide Slope signals. The primary function of the GPS portion of the system is to acquire 922.4 Section 4 - Normal Procedure...... 922-5 signals from the GPS system satellites, recover orbital data, 922.5 Section 5 - Performance ...... 922-7 make range and Doppler measurements, and process this information in real-time to obtain the user’s position, velocity 922.6 Section 6 - Weight and Balance ...... 922-7 and time. 922.7 Section 7 - Airplane and System Descriptions...... 922-7 2 Provided the GARMIN GNS 530’s GPS receiver is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications for: a VFR/IFR en-route, terminal, and non-precision instrument
approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-DME, RNAV) operation within the U.S. National Airspace System in accordance with AC 20-138.
b One of the approved sensors, for a single or dual GNS 530
installation, for North Atlantic Minimum Navigation Performance Specification (MNPS) Airspace in accordance with AC 91-49 and AC 120-33.
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) coordinate reference datum. Navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States of America.
04. May 2004 922-1 922-2 04. May 2004 Pilot’s Operating Handbook Section 922 Section 922 Pilot’s Operating Handbook EA400-500 GARMIN GNS 530 GARMIN GNS 530 EA400-500
922.2 Section 2 - Limitations b Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved for GPS overlay with 1 The GARMIN GNS 530 Pilot’s Guide, P/N 190-00181-00, Rev. the GNS 530’s GPS receiver is not authorized. A, dated April 2000 or later appropriate revision must be immediately available to the flight crew whenever navigation is c Use of the GNS 530 VOR/ILS receiver to fly approaches not predicated on the use of the system. approved for GPS requireVOR/ILS navigation data to be present on the external indicator. The GARMIN 500 Series Pilot’s Guide Addendum, Display Interface for Traffic and Weather Data, must be immediately d When an alternate airport is required by the applicable operating available to the flight crew if the BFGoodrich WX-500 rules, it must be served by an approach based on other than GPS Stormscope or the BFGoodrich SKYWATCHTM Traffic or Loran-C navigation, the aircraft must have the operational Advisory System (TAS) is installed. equipment capable of using that navigation aid, and the required navigation aid must be operational. 2 The GNS 530 must utilize the following or later FAA approved software versions: e VNAV information may be utilized for advisory information only. Use of VNAV information for Instrument Approach Sub-System Software Version Procedures does not guarantee step-down fix altitude protection, Main 2.00 or arrival at approach minimums in normal position to land. GPS 2.00 5 If not previously defined, the following default settings must be made in the „SETUP 1“ menu of the GNS 530 prior to COMM 1.22 operation (refer to Pilot’s Guide for procedure if necessary): VOR/LOC 1.25 a dis, spd nm, kt (sets navigation units to „nautical miles“ G/S 2.00 and „knots“)
The Main software version is displayed on the GNS 530 self b alt, vs ft fpm (sets altitude units to „feet“ and „feet per test page immediately after turn-on for 5 seconds. The minute“) remaining system software versions can be verified on the AUX c map datum WGS 84 (sets map datum to WGS 84, see note group sub-page 2, „SOFTWARE/DATABASE VER“. below) 3 IFR enroute and terminal navigation predicated upon the GNS d posn deg min (sets navigation grid units to decimal 530’s GPS Receiver is prohibited unless the pilot verifies the minutes) currency of the data base or verifies each selected waypoint for accuracy by reference to current approved data. Note In some areas outside the United States, datums other than WGS-84 or NAD-83 may be used. If the GNS 530 is 4 Instrument approach navigation predicated upon the GNS 530’s authorized for use by the appropriate Airworthiness GPS Receiver must be accomplished in accordance with ap authority, the required geodetic datum must be set in the proved instrument approach procedures that are retrieved from GNS 530 prior to its use for navigation. the GPS equipment data base. The GPS equipment database must incorporate the current update cycle. a Instrument approaches utilizing the GPS receiver must be conducted in the approach mode and Receiver Autonomous Integrity Monitoring (RAIM) must be available at the Final Approach Fix.
04. May 2004 922-3 922-4 04. May 2004 Pilot’s Operating Handbook Section 922 Section 922 Pilot’s Operating Handbook EA400-500 GARMIN GNS 530 GARMIN GNS 530 EA400-500
922.3 Section 3 - Emergency Procedure 2 Pilot’s Display The GNS 530 System data will appear on the Pilot’s HSI. The 922.3.a Abnormal Procedures source of data is either GPS or VLOC as annunciated on the 1 If GARMIN GNS 530 navigation information is not available display above the CDI key. or invalid, utilize remaining operational navigation equipment 3 Reserved as required. 4 Crossfill Operations 2 If „RAIM POSITION WARNING“ message is displayed the system will flag and no longer provide GPS based navigational Crossfill capabilities exist between the GNS 530 and GNS 430 guidance. The crew should revert to the GNS 530 VOR/ILS Systems. Refer to the GARMIN GNS 530 Pilot’s Guide for receiver or an alternate means of navigation other than the GNS detailed crossfill operating instructions. 530’s GPS Receiver. 5 Automatic Localizer Course Capture 3 If „RAIM IS NOT AVAILABLE“ message is displayed in the By default, the GNS 530 automatic localizer course capture enroute, terminal or initial approach phase of flight, continue to feature is enabled. This feature provides a method for system navigate using the GPS equipment or revert to an alternate navigation data present on the external indicators to be switched means of navigation other than the GNS 530’s GPS Receiver automatically from GPS guidance to localizer / glide slope appropriate to the route and phase of flight. When continuing to guidance as the aircraft approaches the localizer course inbound use GPS navigation, position must be verified every 15 minutes to the final approach fix. If an offset from the final approach using the GNS 530’s VOR/ILS receiver or another IFR- course is being flown, it is possible that the automatic switching approved navigation system. from GPS course guidance to localizer / glide slope course 4 IF „RAIM IS NOT AVAILABLE“ message is displayed while guidance will not occur. It is the pilot’s responsibility to ensure on the final approach segment, GPS based navigation will correct system navigation data is present on the external continue for up to 5 minutes with approach CDI sensitivity (0.3 indicator before continuing a localizer based approach beyond nautical mile). After 5 minutes the system will flag and no the final approach fix. Refer to the GNS 530 Pilot’s Guide for longer provide course guidance with approach sensitivity. detailed operation instructions. Missed approach course guidance may still be available with 1 6 Display of Lightning Strike Data nautical mile CDI sensitivity by executing the missed approach. Lightning strike data detected by the BFGoodrich WX-500 5 In an in-flight emergency, depressing and holding the COMM Stormscope or compatible systems will appear on the moving transfer button for 2 seconds will select the emergency map and weather pages of the GNS 530. For detailed operating frequency of 121.500 MHz into the „Active“ frequency instructions regarding the interface of the GNS 530 with the window. WX-500, refer to the WX-500 Pilot’s Guide and the GNS 530 Pilot’s Guide Addendum for the WX-500 Stormscope interface. 922.4 Section 4 - Normal Procedure 7 Display of Traffic Advisory Data 1 Detailed Operation Procedures Traffic data detected by the BFGoodrich SKYWATCHTM Traffic Advisory System (TAS) or compatible systems will Normal operating procedures are described in the GARMIN appear on the moving map and traffic display pages of the GNS GNS 530 Pilot’s Guide, P/N 190-00181-00, Rev. A, dated April 530. For detailed operating instructions regarding the interface 2000, or later appropriate revision. 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
04. May 2004 922-5 922-6 04. May 2004 Pilot’s Operating Handbook Section 922 Section 922 Pilot’s Operating Handbook EA400-500 GARMIN GNS 530 GARMIN GNS 530 EA400-500
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.
INTENTIONALLY LEFT BLANK
04. May 2004 922-7 922-8 04. May 2004