U.S.

Department of Transportation
Federal Aviation Administration
Washington, DC

Flight Standardization Board Report

Revision: 4
Date: 05/04/2021

Manufacturer
Eclipse Aerospace, Inc.

Type Certificate Data

TCDS Identifier Marketing Name Pilot Type Rating
Sheet (TCDS)
Eclipse 500
A00002AC EA500 EA-500 or EA-500S
Eclipse 550

Approved by the Aircraft Evaluation Division

Federal Aviation Administration
Small Aircraft Evaluation Group
901 Locust Street, Room 332
Kansas City, MO 64106

Office Telephone: (816) 329-3233

Office Fax: (816) 329-3241
Office Email: 9-AVS-AFS-100@faa.gov
 TABLE OF CONTENTS
Section Page
1. RECORD OF REVISIONS.................................................................................................. 3
2. INTRODUCTION................................................................................................................. 3
3. HIGHLIGHTS OF CHANGE ............................................................................................. 3
4. BACKGROUND ................................................................................................................... 3
5. ACRONYMS ......................................................................................................................... 4
6. DEFINITIONS ...................................................................................................................... 6
7. PILOT TYPE RATING ....................................................................................................... 7
8. RELATED AIRCRAFT ....................................................................................................... 8
9. PILOT TRAINING ............................................................................................................... 8
10. PILOT CHECKING ........................................................................................................... 11
11. PILOT CURRENCY .......................................................................................................... 14
12. OPERATIONAL SUITABILITY...................................................................................... 14
13. MISCELLANEOUS ........................................................................................................... 14
APPENDIX 1. DIFFERENCES LEGEND ............................................................................... 15
APPENDIX 2. MASTER DIFFERENCES REQUIREMENTS (MDR) TABLE ................. 17
APPENDIX 3. DIFFERENCES TABLES ................................................................................ 18

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1. RECORD OF REVISIONS
Revision Number Section(s) Date
Original All 04/09/2007
1 All 04/30/2008
2 All 04/06/2009
3 All 04/04/2019
4 3, 4, 5, 10, Appendices 2 and 3 05/04/2021

2. INTRODUCTION
Aircraft Evaluation Groups (AEG) are responsible for working with aircraft manufacturers
and modifiers, during the development and Federal Aviation Administration (FAA)
certification of new and modified aircraft to determine:

1) The pilot type rating,

2) Flightcrew member training, checking, and currency requirements, and
3) Operational suitability.

This report lists those determinations for use by:

1) FAA employees who approve training programs,

2) FAA employees and designees who certify airmen, and
3) Aircraft operators and training providers, to assist them in developing their flightcrew
member training, checking, and currency.

3. HIGHLIGHTS OF CHANGE
The purpose of this revision is to add Innovative Solutions & Support (IS&S), Inc. Software
Load Version 2.9 that resulted in training and checking requirements. This Supplemental
Type Certificate (STC) expanded the autothrottle (AT) envelope and added a Synthetic
Vision System (SVS) display feature.

4. BACKGROUND
4.1 Flight Standardization Board (FSB). The Small Aircraft AEG formed a Flight
Standardization Board (FSB) that evaluated the EA500 as defined in FAA Type
Certificate Data Sheet (TCDS) No. A00002AC. The evaluation was conducted during
August 2020 using the methods described in the current edition of FAA Advisory
Circular (AC) 120-53B, Change 1, Guidance for Conducting and Use of Flight
Standardization Board Evaluations.

4.2 Flight Evaluations. In April 2018, the FSB conducted flight evaluations of the EA500
with installed software and hardware upgrades that included: 1) EA500 aircraft with
Avio NG software upgrades providing fully Integrated Flight Management System
(IFMS) capabilities, with the option for an antiskid braking system (ABS). Some of
these aircraft were marketed as the “CE;” and 2) EA500 aircraft with additional

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 Avio NG software upgrades, with the option for an autothrottle system (ATS),
marketed as the “SE, TE, 500 Plus, or 550” depending on the optional equipment
installed. They, as well as the associated Airplane Flight Manual (AFM) changes,
were found to be operationally suitable. Training checking and currency requirements
are listed Appendix 2, Master Differences Requirements (MDR) Table, and Appendix 3,
Differences Tables.

4.3 Eclipse EA500 Training Limitation. There is a training limitation in the Limitations
Section of the Airplane Flight Manual (AFM) under Flightcrew Training that directs all
flightcrew training must be completed in accordance with the FAA-approved Eclipse
Original Equipment Manufacturer’s (OEM) training program or equivalent
FAA-accepted/approved training program. The TCDS contains similar wording. The
second part of the training limitation, “equivalent FAA-accepted/approved training
program,” encompasses training programs leading to an EA-500 or EA-500S type rating
offered by other training providers, which may be approved by FAA Flight Standards
offices, under Title 14 of the Code of Federal Regulations (14 CFR) parts 61, 91
subpart K (part 91K), 135, 141, or 142. The FSB has concluded that the meaning of the
word “equivalent” requires that EA-500 or EA-500S type rating programs approved by
the FAA for all other training providers must be equivalent in scope and structure to the
Eclipse OEM “accepted or approved” type rating program.

4.4 The EA500 Aircraft and Subsequent Changes. EA500 airplanes are operating in
several different configurations and will be for some time. It is important for inspectors,
aircraft operators, and training providers to understand the operational capabilities of the
individual aircraft based on installed equipment and the applicable 14 CFR operating
rule.

5. ACRONYMS
• 14 CFR Title 14 of the Code of Federal Regulations
• ABS Antiskid Braking System
• AC Advisory Circular
• ACFT Aircraft
• ACP Autopilot Control Panel
• ACS Airman Certification Standards
• ADF Automatic Direction Finder
• AEG Aircraft Evaluation Group
• AFM Airplane Flight Manual
• AFMS Airplane Flight Manual Supplement
• AGL Above Ground Level
• AHRS Attitude and Heading Reference System
• AMM Airplane Maintenance Manual
• AP Autopilot
• APR Automatic Power Reserve
• AT Autothrottle
• ATP Airline Transport Pilot

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• ATS Autothrottle System
• AV Audiovisual Presentation
• BRG Bearing
• CAS Crew Alerting System
• CDI Course Deviation Indicator
• CPT Cockpit Procedures Trainer
• DC Direct Current
• DECU Digital Electronic Control Unit
• DME Distance Measuring Equipment
• DSU Data Storage Unit
• ECB Electronic Circuit Breaker
• ECL Electronic Checklist
• EFB Electronic Flight Bag
• ETA Estimated Time of Arrival
• ETT Extended Tip Tank
• FAA Federal Aviation Administration
• FADEC Full-Authority Digital Engine Control
• FD Flight Director
• FFS Full Flight Simulator
• FIKI Flight into Known Icing
• FMA Flight Mode Annunciator
• FMS Flight Management System
• FSB Flight Standardization Board
• FSBR Flight Standardization Board Report
• FSTD Flight Simulation Training Device
• FTD Flight Training Device
• GP Glidepath
• GPS Global Positioning System
• HO Handout
• ICBI Interactive Computer-Based Instruction
• IFMS Integrated Flight Management System
• IS&S Innovative Solutions & Support
• ITT Indicated Turbine Temperature
• KEAS Knots Equivalent Airspeed
• LNAV Lateral Navigation
• LPV Localizer Performance with Vertical Guidance
• LSK Line Select Key
• MCT Maximum Continuous Thrust
• MDR Master Differences Requirements
• MFD Multifunction Display
• MFF Mixed Fleet Flying
• MLW Maximum Landing Weight
• MMEL Master Minimum Equipment List
• MRW Maximum Ramp Weight

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 • MTOW Maximum Takeoff Weight
• MZFW Maximum Zero Fuel Weight
• NAS National Airspace System
• NAVAID Navigational Aid
• OAT Outside Air Temperature
• OEM Original Equipment Manufacturer
• PFD Primary Flight Display
• PIC Pilot in Command
• PRAIM Predictive Receiver Autonomous Integrity Monitoring
• PTT Part Task Trainer
• QRH Quick Reference Handbook
• SDU Standby Display Unit
• SIC Second in Command
• STC Supplemental Type Certificate
• SU Stand-Up Instruction
• SVS Synthetic Vision System
• TAS Traffic Advisory System
• TAT Total Air Temperature
• TC Type Certificate
• TCBI Tutorial Computer-Based Instruction
• TCDS Type Certificate Data Sheet
• TLA Thrust Lever Angle
• TOGA Takeoff/Go-Around
• VFE Maximum Flap Extended Speed
• VLE Maximum Landing Gear Extended Speed
• VMC Minimum Control Speed with the Critical Engine Inoperative
• VMO Maximum Operating Limit Speed
• VNAV Vertical Navigation
• VREF Reference Landing Speed
• W&B Weight and Balance

6. DEFINITIONS
These definitions are for the purpose of this report only.

6.1 Base Aircraft. An aircraft identified for use as a reference to compare differences with
another aircraft.

6.2 Current. A crewmember meets all requirements to operate the aircraft under the
applicable operating part.

6.3 Differences Tables. Describe the differences between a pair of related aircraft, and the
minimum levels operators must use to conduct differences training and checking of
flightcrew members. Differences levels range from A to E.

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 6.4 Master Differences Requirements (MDR). Specifies the minimum levels of training
and checking required between a pair of related aircraft, derived from the highest level
in the Differences Tables.

6.5 Mixed Fleet Flying (MFF). The operation of a base aircraft and one or more related
aircraft for which credit may be taken for training, checking, and currency events.

6.6 Operational Evaluation. The AEG process to determine pilot type rating, minimum
flightcrew member training, checking and currency requirements, and unique or special
airman certification requirements (e.g., specific flight characteristics, no-flap landing).

6.7 Operational Suitability. The AEG determination that an aircraft or system may be used
in the National Airspace System (NAS) and meets the applicable operational regulations
(e.g., Title 14 CFR parts 91, 121, 133, and 135).

6.8 Qualified. A flightcrew member holds the appropriate airman certificate and ratings as
required by the applicable operating part.

6.9 Related Aircraft. Any two or more aircraft of the same make with either the same or
different type certificates (TC) that have been demonstrated and determined by the
Administrator to have commonality.

6.10 Seat-Dependent Tasks. Maneuvers or procedures using controls that are accessible or
operable from only one flightcrew member seat.

6.11 Special Emphasis Area. A training requirement unique to the aircraft, based on a
system, procedure, or maneuver, which requires additional highlighting during training.
It may also require additional training time, specialized flight simulation training
devices (FSTD), or training equipment.

6.12 Specific Flight Characteristic. A maneuver or procedure with unique handling or

performance characteristics that the FSB has determined must be checked.

7. PILOT TYPE RATING

7.1 Type Rating. The EA500 type rating designation is EA-500S or EA-500. Airman
certification requirements, airman training, instructor endorsement(s), and the
administration of the practical test differ for each of the two type rating designations.
The privileges and limitations with each type rating are described in the respective
paragraphs below.

7.1.1 EA-500S Type Rating. The EA-500S type rating is issued to pilots who
satisfactorily complete the type rating practical test in the EA500 as a single pilot.
A pilot with the EA-500S type rating must have a second in command (SIC) in
the aircraft if the autopilot (AP) system is inoperative, if a headset-mounted
microphone is inoperative, if the transponder “IDENT” button on the left
sidestick is inoperative, or if the quick reference handbook (QRH) is not

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 available. AFM Limitations, and the approved Master Minimum Equipment List
(MMEL), require a SIC under these conditions.

7.1.2 EA-500 Type Rating. The EA-500 type rating is issued to pilots who
satisfactorily complete the type rating practical test in the EA500 while using a
SIC as a crewmember. The limitation “Second in Command Required” will be
placed on their airman certificate.

7.1.3 Center Thrust Limitation. A pilot who completes an EA-500 or EA-500S type
rating practical test concurrently with an initial airplane multiengine land class
rating practical test is issued a center thrust limitation since the EA500 does not
have a manufacturer’s published minimum control speed with the critical engine
inoperative (VMC).

7.2 Common Type Ratings. Not applicable.

7.3 Military Equivalent Designations. Military aircraft that qualify for the EA-500 or
EA-500S type rating can be found at www.faa.gov under “Licenses & Certificates,”
“Airmen Certification,” “Online Services,” “Aircraft Type Rating Designators.”
This webpage is kept up-to-date and can be found at
https://www.faa.gov/licenses_certificates/airmen_certification/.

8. RELATED AIRCRAFT
8.1 Related Aircraft on Same TCDS. The EA500 related aircraft as specified in
Appendices 2 and 3 of this report include the following:

• EA500.
• EA500 “ETT”.
• EA500 “Avio NG FIKI”.
• EA500 “Avio NG FIKI IFMS”.
• EA500 “SE”/“TE”/“500 Plus”/“550”.

8.2 Related Aircraft on Different TCDS. Not applicable.

9. PILOT TRAINING
9.1 Airman Experience. Airmen receiving initial EA500 training must hold at least a
private pilot certificate in the airplane category with instrument airplane rating.
Additionally, airmen must meet the type rating course prerequisites established in the
approved training program.

9.2 Special Emphasis Areas. Pilots must receive special emphasis on the following areas
during initial ground training. Pilots receiving differences training must receive special
emphasis on new applicable areas not covered during initial training.

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9.2.1 Ground Training:

• High-altitude physiology.
• Donning of oxygen masks.
• Single-pilot resource management, risk assessment, and risk management.
• Relationship of the aircraft computer system, full-authority digital engine
control (FADEC), avionics system, and electronic power distribution system.
• Relationship of electronic and data buses.
• Abnormal and emergency procedures, focusing on avionics, and electronic
power distribution systems.
• Stick pusher system.
• Emergency gear system.
• Use of alternate trim.
• Operations in known icing conditions.
• ABS, if installed.
• ATS, if installed.

9.2.2 Systems integration training (Cockpit Procedures Trainer (CPT), flight training
device (FTD), full flight simulator (FFS), or aircraft):

• Use of primary flight display (PFD), multifunction display (MFD), and

composite mode.
• Setup of the flight director (FD) and autopilot control panel (ACP).
• Use of keyboard, if installed.
• Avio system integration training.
• Crew Alerting System (CAS) logic and abnormal procedures training.
• Avionics system abnormal and emergency procedures.
• Donning of oxygen masks.
• Use of alternate trim.
• Use of ice protection equipment.
• ABS, if installed.
• ATS, if installed.

9.2.3 Pilots must receive special emphasis on, and perform the following areas during,
initial flight training. Pilots receiving differences training must receive special
emphasis on new applicable areas not covered during initial training:

• Use of PFD, MFD, and composite mode.

• Instrument approaches with PFD/MFD in composite mode.
• Use of CAS messaging system.
• High altitude single pilot operations.
• Loss of all direct current (DC) power and effect on the aircraft and the
FADEC system.
• Other electrical system malfunctions.
• Donning of oxygen masks.

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 • Use of emergency gear system.
• Stick pusher system.
• Use of alternate trim.
• Operations in icing conditions, including handling qualities and performance.
• High-speed approaches at airports with high levels of air carrier traffic.
• ABS, if installed.
• ATS, if installed.

9.3 Specific Flight Characteristics. Maneuvers or procedures required to be checked as

referenced in the Airline Transport Pilot (ATP) and Type Rating for Airplane Airman
Certification Standards (ACS). There are no specific flight characteristics.

9.4 Seat-Dependent Tasks. There are no specific seat-dependent tasks. However, the
minimum crew determination listed in the AFM is one pilot in the left seat. As such, the
pilot must occupy the left cockpit seat for all pilot in command (PIC) training.

9.5 Regulatory Training Requirements Which Are Not Applicable to the EA500.
Part 135 Ground Training: Propellers.

9.6 FSTDs. There are no specific systems, procedures, or maneuvers that are unique to the
EA500 that require a specific FSTD for training.

9.7 Training Equipment. There are no specific systems or procedures that are unique to the
EA500 that require specific training equipment.

9.8 Differences Training Between Related Aircraft. Differences training requirements

between the base model and related models are specified in Appendices 2 and 3.

9.9 Special Considerations for Training in the Actual Aircraft. The FSB has identified
the following special considerations when conducting EA500 flight training:

9.9.1 Circuit Breakers. As a general practice, the FSB recommends that instructors not
pull circuit breakers/electronic circuit breakers (ECB) during training in the
aircraft since pulling certain circuit breakers/ECBs may induce the unwanted loss
of other equipment due to the complexity of systems integration in the EA500.
However, there is one exception that the FSB evaluated, which may be used in
training. Since there is no method to simulate the loss of the MFD and use of the
PFD composite mode, the FSB evaluated securing the MFD by pulling the two
MFD ECBs and found there is no detrimental effect on other aircraft systems and
equipment. This allows the pilot to operate the aircraft in the composite mode
using the left PFD with the loss of the MFD screen only. Resetting the two ECBs
will quickly restore the MFD.

9.9.2 Emergency Gear Extension. Activation of the emergency gear system should not
be accomplished in the aircraft during training. If the emergency gear system is
activated, the landing gear may not be operated normally and the aircraft must be

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 landed and inspected in accordance with the EA500 Airplane Maintenance
Manual (AMM).

9.9.3 Automatic Power Reserve (APR) Function. Due to automatic APR functions,
when closing one or both throttles during takeoff and immediately resuming
takeoff with full power, the APR is ON. Instructors must remember to reset the
APR to the AUTO position on the engine synoptic page when any aborted takeoff
scenario is completed.

9.9.4 Engine Shutdown in Flight. For an intentional engine shutdown in flight, the
throttle of the selected engine should be at idle for 1 minute prior to selecting
the (L or R) engine switch to OFF. It is important to emphasize that the
FADEC-limiting protections are not available during an in-flight engine restart,
so the instructor must monitor all engine restart indications and must be prepared
to manually shut down the engine if needed before any limitations are exceeded.
After shutdown, the engine indicated turbine temperature (ITT) should be
permitted to cool to 100°C before attempting a restart.

9.9.5 Ice Protection (If Installed). All instructors who instruct in related aircraft with
flight into known icing (FIKI) approval should be aware of the performance
differences with all ice protection equipment ON.

9.9.6 No-Flap or Nonstandard Flap Approach. Partial or no-flap landings may be

executed in the aircraft for training. If executed in the aircraft, the instructor must
be attentive to the flightcrew’s airspeed control and available runway length and
surface condition.

9.9.7 ABS (If Installed). EA500 ABS provides antiskid protection in the event
excessive pressure is applied to the brakes during a stop. Stopping distances
published in the AFM are to be used in all landing distance calculations. No
landing distance credit for ABS is applied.

9.9.8 ATS (If Installed). Training should cover the independence of the AP and ATS,
all applicable phases of flight, takeoff/go-around (TOGA) functions of the ATS,
FD and airspeed control interfaces, different methods for disabling and inhibiting
the system, and include an underspeed protection demonstration.

10. PILOT CHECKING

10.1 Landing From a No-Flap or Nonstandard Flap Approach. The probability of flap
extension failure on the EA500 is not extremely remote due to system design.
Therefore, demonstration of a no-flap approach and landing during pilot certification
is required. During a § 61.58 proficiency check, § 91.1065 competency check, or
§ 135.293 competency check, this task may be required. Refer to FAA Order 8900.1,
Volume 5, Airman Certification, when the test or check is conducted in an aircraft
versus an FFS.

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10.2 Specific Flight Characteristics. Maneuvers or procedures required to be checked as
referenced in the ATP and Type Rating for Airplane ACS. There are no specific flight
characteristics for this aircraft.

10.3 Seat-Dependent Tasks. There are no seat-dependent tasks. However, the minimum
crew determination listed in the AFM is one pilot in the left seat. As such, the pilot
must occupy the left cockpit seat for all PIC checking.

10.4 Other Checking Items. Pilots receiving an initial type rating check should
demonstrate knowledge on the following:

10.4.1 Stick Pusher. Altitude loss in a stall can be significant if the stick pusher
activates in the EA500.

10.4.2 Total Loss of Electrical Power. The EA500 engines cannot be shut down in the
event of a total loss of electrical power. With both generators offline and all
battery power depleted, the engines cannot be shut down with the engine
selector switches or fire/armed switches. The EA500 engine thrust will be
fixed at the last requested fuel flow setting based on thrust lever angle (TLA)
used at that time. Although this situation is adequately covered in the AFM
emergency procedures, it merits being listed in this report. If this emergency
occurs in flight, the aircraft must be landed before battery power is depleted.

10.4.3 Ice Protection System. EA500 performance is reduced with ice protection
equipment selected ON:

• Pilots should be aware that all operational airspeeds are increased

substantially with ice protection equipment ON and are adjusted on the
airspeed tape.
• Above 15,000 ft with ice protection equipment ON and all engines
operating, the climb performance is zero.
• Above 5,000 ft with ice protection equipment ON and one engine failure,
the aircraft climb performance may be zero.
• During departure with ice protection equipment ON and gear and flaps
retracted, the stall margin may be reduced to 5 knots.
• Use of the windshield heat in the HIGH mode setting during takeoffs and
landings may cause windshield distortion. This may impact the ability to
safely land the aircraft.

10.5 FSTDs. There are no specific systems, procedures, or maneuvers that are unique to the
EA500 that require a specific FSTD for checking.

10.6 Equipment. There are no specific systems or procedures that are unique to the EA500
that require specific equipment.

10.7 Differences Checking Between Related Aircraft. Differences checking requirements

between the base model and related models are specified in Appendices 2 and 3.

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10.8 Special Considerations for Checking in the Actual Aircraft. The FSB has identified
the following special considerations when conducting EA500 checking in flight:

10.8.1 Circuit Breakers. As a general practice, the FSB recommends examiners not
pull circuit breakers/ECBs when administering a check in the aircraft since
pulling certain circuit breakers/ECBs may induce the unwanted loss of other
equipment due to the complexity of systems integration in the EA500.
However, there is one exception that the FSB evaluated, which may be used
during checking by examiners. Since there is no method to simulate the loss of
the MFD and use of the PFD composite mode, the FSB evaluated securing the
MFD by pulling the two MFD ECBs and found there is no detrimental effect
on other aircraft systems and equipment. This allows the pilot to operate the
aircraft in the composite mode using the left PFD with the loss of the MFD
screen only. Resetting the two ECBs will quickly restore the MFD.

10.8.2 Emergency Gear Extension. Activation of the emergency gear system should
not be accomplished in the aircraft during checking. If the emergency gear
system is activated, the landing gear may not be operated normally and the
aircraft must be landed and inspected in accordance with the EA500 AMM.

10.8.3 APR Function. Due to automatic APR functions, when closing one or both
throttles during takeoff and immediately resuming takeoff with full power, the
APR is ON.

NOTE: PICs must remember to reset the APR to the AUTO position on the
engine synoptic page when any aborted takeoff scenario is completed.

10.8.4 Engine Shutdown in Flight. For an intentional engine shutdown in flight, the
throttle of the selected engine should be at idle for 1 minute prior to selecting
the (L or R) engine switch to OFF. It is important to emphasize that the
FADEC-limiting protections are not available during an in-flight engine
restart, so the PIC must monitor all engine restart indications and must be
prepared to manually shut down the engine if needed before any limitations are
exceeded. After shutdown, the engine ITT should be permitted to cool to
100°C before attempting a restart.

10.8.5 Ice Protection (If Installed). All examiners and check airmen who administer
type rating certifications or other flight evaluations in related aircraft with FIKI
approval should be aware of the performance differences with all ice
protection equipment ON.

10.8.6 ABS (If Installed). EA500 ABS provides antiskid protection in the event
excessive pressure is applied to the brakes during a stop. Stopping distances
published in the AFM are to be used in all landing distance calculations. No
landing distance credit for ABS is applied.

10.8.7 ATS (If Installed). If installed and operational, applicants should demonstrate
the ability to safely operate the ATS.

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11. PILOT CURRENCY
There are no additional currency requirements for the EA500 other than those already
specified in parts 61 and 135.

11.1 Differences Currency Between Related Aircraft. Not applicable.

12. OPERATIONAL SUITABILITY

The EA500 is operationally suitable for operations under parts 91 and 135. The FSB
determined operational compliance by conducting an evaluation of the EA500. The list of
operating rules evaluated is on file at the Small Aircraft AEG.

13. MISCELLANEOUS
13.1 Forward Observer Seat. The right cockpit seat is the primary forward observer seat
in the EA500. If the right pilot seat is occupied, the nearest available seat in the cabin
may serve as the alternate forward observer seat to administer a flight check provided
adequate visibility, communications, oxygen, lighting, and ventilation are available.
Certain limitations to perform specific checks may apply and will be determined by
the Administrator for the specific cabin configuration.

13.2 Aircraft Approach Category. Refer to 14 CFR part 97, § 97.3. At maximum landing
weight (MLW) and flaps in the landing position, the EA500 has a reference landing
speed (VREF) of 94 knots. With all ice protection equipment ON, VREF at MLW is
118 knots equivalent airspeed (KEAS). Therefore, the EA500 is considered Category
B aircraft for the purposes of determining “straight-in landing weather minima.”

13.3 Electronic Flight Bag (EFB). The IFMS-capable, Avio NG-installed EFB was
evaluated during the FSB. The integrated avionics system contains a navigation
database, approach charts, an electronic checklist (ECL), takeoff and landing
performance data, and weight and balance (W&B) data. It is noted that the
operator/PIC is responsible for ensuring that the latest revision of all required charts,
manuals, and forms are onboard the aircraft prior to flight. The current edition of
AC 120-76, Authorization for Use of Electronic Flight Bags, was utilized in the review
of the EA500 EFB. This system was found to be operationally suitable for all
approved operations.

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 APPENDIX 1. DIFFERENCES LEGEND
Training Differences Legend
Differences Training Method
Type Conditions
Level Examples
A Self-Instruction • Operating manual revision • Crew has already demonstrated understanding on base aircraft
(handout (HO)) (e.g., updated version of engine).
• Flightcrew operating • Minor or no procedural changes required.
bulletin (HO) • No safety impact if information is not reviewed or is forgotten
(e.g., different engine vibration damping mount).
• Once called to attention of crew, the difference is self-evident.
B Aided • Audiovisual presentation • Systems are functionally similar.
Instruction (AV) • Crew understanding required.
• Tutorial computer-based • Issues need emphasis.
instruction (TCBI) • Standard methods of presentation required.
• Stand-up instruction (SU)
C Systems • Interactive (full-task) • Training can only be accomplished through systems training devices.
Devices computer-based instruction • Training objectives focus on mastering individual systems, procedures,
(ICBI) or tasks versus highly integrated flight operations or “real-time”
• Cockpit Procedures Trainers operations.
(CPT) • Training devices are required to assure attainment or retention of crew
• Part task trainers (PTT) skills to accomplish more complex tasks usually related to aircraft
• Level 4 or 5 flight training systems.
device (FTD 4-5)
D Maneuvers • Level 6 or 7 flight training • Training can only be accomplished in flight maneuver devices in a
Devices device (FTD 6-7) real-time environment.
• Level A or B full flight • Training requires mastery of interrelated skills versus individual skills.
simulator (FFS A-B) • Motion, visual, control-loading, and specific environmental conditions
may be required.
E Level C/D FFS • Level C or D full flight • Motion, visual, control-loading, audio, and specific environmental
or Aircraft simulator (FFS C-D) conditions are required.
• Aircraft (ACFT) • Significant full-task differences that require a high fidelity environment.
• Usually correlates with significant differences in handling qualities.

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 Checking Differences Legend
Differences
Checking Method Examples Conditions
Level
A None None
B • Oral or written exam Individual systems or related groups of
• Tutorial computer-based instruction (TCBI) self-test systems.
C • Interactive (full-task) computer-based instruction (ICBI) • Checking can only be accomplished using
• Cockpit Procedures Trainers (CPT) systems devices.
• Part task trainers (PTT) • Checking objectives focus on mastering
• Level 4 or 5 flight training device (FTD 4-5) individual systems, procedures, or tasks.
D • Level 6 or 7 flight training device (FTD 6-7) • Checking can only be accomplished in
• Level A or B full flight simulator (FFS A-B) flight maneuver devices in a real-time
environment.
• Checking requires mastery of interrelated
skills versus individual skills.
• Motion, visual, control-loading, and
specific environmental conditions may be
required.
E • Level C or D full flight simulator (FFS C-D) Significant full-task differences that require
• Aircraft (ACFT) a high fidelity environment.

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 APPENDIX 2. MASTER DIFFERENCES REQUIREMENTS (MDR) TABLE
These are the minimum levels of training and checking required, derived from the highest level in the Differences Tables in
Appendix 3. Differences levels are arranged as training/checking.
EA500
EA500 EA500 “SE”
To Related From Base EA500 EA500
EA500 “Avio NG “Avio NG “TE”
Aircraft ↓ Aircraft → “ETT” “Avio NG”
FIKI” FIKI IFMS” “500 Plus”
“550”
EA500 Not applicable A/A A/A A/A Not evaluated Not evaluated
EA500
B/A Not applicable B/A B/A Not evaluated Not evaluated
“ETT”
EA500
C/B C/B Not applicable B/A Not evaluated Not evaluated
“Avio NG”
EA500
“Avio NG D/D D/D D/D Not applicable C/B C/B
FIKI”
EA500
“Avio NG D/D D/D D/D D/D Not applicable B/A
FIKI IFMS”
EA500
“SE”
B/B
“TE” D/D D/D D/D D/D D/D
(1)
“500 Plus”
“550”

NOTE: The following software information is included to support transition from Revision 2 to Revision 3 of this report. MDR Tables included in future
versions of this report will only include differences in training requirements and will not denote software version unless required.
• EA500 and EA500 “ETT”: Avidyne displays and software.
• EA500 “Avio NG”: IS&S displays and software (v. 1.0 thru 1.3).
• EA500 “Avio NG FIKI”: IS&S displays and software (v. 1.5 thru 1.7).
• EA500 “Avio NG FIKI IFMS”: IS&S displays and software (v. 2.0 thru 2.5).
• EA500 “SE”/“TE”/“500 Plus”/“550”: IS&S displays and software (v. 2.7).
(1) IS&S Software Load Version 2.9, which includes expanded AT envelope and adds SVS display feature per STC No. SA03359NY.

Page 17 of 47
 APPENDIX 3. DIFFERENCES TABLES
This Design Differences Table, from the Eclipse EA500 to the Eclipse EA500 “ETT”, was proposed by Eclipse Aerospace, Inc., and
validated by the FSB in January 2008. It lists the minimum differences levels operators must use to conduct differences training and
checking of flightcrew members.

FROM BASE
AIRCRAFT:
EA500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500 “ETT”
Weights Maximum ramp weight (MRW): No No B A
Changed.
• WAS: 5,800 lb.
• NOW: 6,029 lb.
Maximum takeoff weight
(MTOW): Changed.
• WAS: 5,760 lb.
• NOW: 5,995 lb.
MLW: Changed.
• WAS: 5,415 lb.
• NOW: 5,600 lb.
Maximum zero fuel weight
(MZFW): Changed.
• WAS: 4,860 lb.
• NOW: 4,922 lb.

Page 18 of 47
FROM BASE
AIRCRAFT:
EA500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500 “ETT”
Limitations Maximum operating limit speed No No B A
(VMO): Changed.
• WAS: 275 KEAS.
• NOW: 285 KEAS.
Maximum landing gear extended
speed (VLE): Changed.
• WAS: 275 KEAS.
• NOW: 285 KEAS.
Dimensions Length: Changed. No No B A
• WAS: 10.1 m.
• NOW: 10.19 m.
Wingspan: Changed.
• WAS: 11.4 m.
• NOW: 11.56 m.

Page 19 of 47
FROM BASE
AIRCRAFT:
EA500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500 “ETT”
Aerodynamic • Bullet fairing: Elongated. No No B A
Modifications • Rudder and elevator trim tabs:
Lengthened; old gurney tabs
removed.
• Aileron fairings: Added to
aileron surface attach points.
• Engine:
o Pylon modified.
o Starter generator cooling
fan intake and exhaust size
reduced.
• Landing gear wheel well:
Fairing added to enclose
wheel.
• Extended tip tanks (ETT):
o WAS: 60.5 in.
o NOW: 78.9 in.

Page 20 of 47
FROM BASE
AIRCRAFT:
EA500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500 “ETT”
AFM Normal Checklist Revised - reflects: No Yes B A
• First flight of day/crew change
items.
• DC voltages and beacon/strobe
moved to Engine Start
Checklist.
• Flaps - no longer required to set
to LDG, then TO; just set to
TO.
• Engine anti-ice protection
check added to Before Taxi
Checklist.
• Brake check added to Before
Landing Checklist.
ATA 22 Margin between natural stall and No No B A
Autoflight stick pusher activation increased
approximately 4 KEAS.
ATA 24 Generator limitations - added to No No A A
Electrical Power AFM Section 2.

Page 21 of 47
FROM BASE
AIRCRAFT:
EA500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500 “ETT”
ATA 24 Battery only load shed updated: No No A A
Electrical Power • Exterior lighting NO
LONGER shed on ground.
• Right PFD NO LONGER shed
on ground.
• Nuisance CAS messages
inhibited.
ATA 24 Data storage unit (DSU), MFD, No Yes A A
Electrical Power and flaps no longer load shed
(ground/flight).
Third Attitude and Heading
Reference System (AHRS) no longer
load shed (flight).

Page 22 of 47
FROM BASE
AIRCRAFT:
EA500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500 “ETT”
ATA 27 Normal nose down trim range No No B A
Flight Controls reduced to 1/5th of the original
size. However, MFD trim tape has
not changed.
• Tape scale is still 0-100% nose
down. However, in the nose
down range, 1% of actual
NOSE DOWN trim movement
now appears on the trim
indicator as 5% movement of
the pointer. This leads to an
apparent increase in the speed
of trim pointer movement in
the NOSE DOWN realm.
• Pitch trim takeoff limit
(green band) reduced.
ATA 27 Pitch trim rate reduced to No No B A
Flight Controls approximately 25% of original.
ATA 33 Exterior lights-position lights: No No A A
Lights Wattage reduced from 3 to 1 watt.
ATA 33 Exterior lights-taxi light: Increased No No A A
Lights wattage from 35 to 50 watts.

Page 23 of 47
FROM BASE
AIRCRAFT:
EA500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500 “ETT”
ATA 34 Stall warning-red low speed band No No B A
Navigation now indicates stall warning instead
of stick pusher activation.
Now based on angle of attack and
rate of angle of attack increase to
increase accuracy.
ATA 34 CAS. All CAS (except ENGINE No No B A
Navigation FAIL) are inhibited above
60 KEAS UNTIL 400 ft above
ground level (AGL).
ATA 35 Oxygen tables: revised in AFM No No A A
Oxygen Section 7. Now provide pounds
per square inch (psi) to liter
conversion chart.
ATA 72 Engine thrust increase: No No A A
Turbine/Turboprop • 3% total increase.
Engine • Increase begins at FL 200 and
is fully available from FL 250
to FL 410.
ATA 72 Ground idle increased at low field No No A A
Turbine/Turboprop elevations (5,000 ft and below).
Engine

Page 24 of 47
FROM BASE
AIRCRAFT:
EA500
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500 “ETT”
ATA 76 ENG TEMP/outside air No No A A
Engine Control temperature (OAT) entry:
• Tolerances for temperature
entry increased. OAT
difference can now be up to
20°C and still allow pilot
entry.
• Entered temperature can now
be up to +20°C or -5°C from
indicated temps.
ATA 77 Oil capacity limitations: Updated No No A A
Engine Indicating in AFM Section 2.
• WAS: 1.65 US gal/engine.
• NOW: 1.50 US gal/engine.

Page 25 of 47
This Design Differences Table, from the Eclipse EA500, EA500 “ETT” to the Eclipse EA500 “Avio NG”, was proposed by
Eclipse Aerospace, Inc. and validated by the FSB in January 2008. It lists the minimum differences levels operators must use to
conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500
“Avio NG”
ATA 23 • COMM 1 and 2 changes in No No B B
Communications AVIO architecture.
• Transponders 1 and 2 changes
in AVIO architecture.
• Audio system changes in
AVIO architecture.
• Audio page display changes.
ATA 27 Stall protection line select No No A A
Flight Controls key (LSK) removed.
Pitch trim display changes.
ATA 30 • OAT and total air temperature No No A A
Ice and Rain Protection (TAT) display locations
change.
• Windshield heat operation
changes.
• Pitot/static heat operation
changes.

Page 26 of 47
FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500
“Avio NG”
ATA 34 • NAV 1 and 2 change in AVIO No No C B
Navigation architecture.
• ADF option added to display
functionality.
• Distance Measuring
Equipment (DME) option
added to display functionality.
• PFD differences in NAV data
locations.
• Third attitude indicator option
added.
ATA 34 Options: ADF added. No Yes B B
Navigation
ATA 34 Options: DME added. No Yes B A
Navigation
ATA 34 Electrical: No Yes B B
Navigation • Five mechanical circuit
breakers added.
• ECB page display changes.
ATA 34 MFD - setup page differences: No Yes C B
Navigation • Sensor page.
• Settings page.

Page 27 of 47
FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500
“Avio NG”
ATA 34 MFD: OPS page differences. No Yes C B
Navigation • Weights page changes.
• OAT and V speeds page
changes.
• System test page changes.
ATA 34 MFD. Single knob replaces rocker No No B A
Navigation switch.
ATA 34 Options: Skywatch Traffic No Yes C B
Navigation Advisory System (TAS) added.
ATA 34 Options: Honeywell Terrain No Yes C B
Navigation Awareness and Warning System
(TAWS) added.
ATA 34 PFD: No Yes C B
Navigation • Timer functionality added.
• Overlay of TAS and radar
functionality.
• Single knob replaces rocker
switch.
• Flight information data location
changes.

Page 28 of 47
FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”
FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500
“Avio NG”
ATA 34 Weather radar: Honeywell weather No Yes C B
Navigation radar system added.

Page 29 of 47
This Design Differences Table, from the Eclipse EA500, EA500 “ETT”, EA500 “Avio NG” to the Eclipse EA500 “Avio NG FIKI”,
was proposed by Eclipse Aerospace, Inc., and validated by the FSB in November 2008. It lists the minimum differences levels
operators must use to conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG” FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500
“Avio NG FIKI”
Weights MRW: Changed. No No B A
• WAS: 6,029 lb.
• NOW: 6,034 lb.
MTOW: Changed.
• WAS: 5,995 lb.
• NOW: 6,000 lb.
Limitations • Multiple for icing to include Yes Yes B B
failure conditions.
• Maximum flap extended speed
(VFE) (flap LDG): Changed.
o WAS: 120 KEAS.
o NOW: 140 KEAS.
ATA 5 • Spring cartridge: 10,000 hr. No No B B
Time Limits/Maintenance • Windshield electrostatic
Checks coating: 50 hr.
• Icephobic (Phazebreak®)
coating: 300 hr.

Page 30 of 47
FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG” FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500
“Avio NG FIKI”
ATA 9 Addition of rudder spring. Yes No B B
Towing & Taxiing
ATA 11 Addition of one anti-ice/deice No Yes B B
Placards & Marking switch to the center switch panel.
ATA 22 Significantly increased AP No Yes D D
Autoflight functionality with expanded
engagement limitations.
ATA 23 Addition of more static wicks. No No B B
Communications Options: addition of XM receiver.
ATA 27 • Advanced stall protection. Yes Yes B B
Flight Controls • Rudder spring.
• Increased VFE.
ATA 30 • Center switch panel anti-ice Yes Yes B B
Ice and Rain Protection switch added.
• Deice boot operation.
• Windshield heat operation.
• Phazebreak®.
• Ice inspection light.
• Icing cues.
• Definition of icing conditions.
• Failure conditions.

Page 31 of 47
FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG” FLT PROC
DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500
“Avio NG FIKI”
ATA 31 VFE for landing flaps increased. No Yes B B
Indicating/Recording
Systems
ATA 33 Ice inspection light. Strobe light No Yes B B
Lights usage with ice accretion on the
wingtips.
ATA 34 • Garmin G400W. No Yes D D
Navigation • FMS overlay.
• PFD LSKs.
• AP connectivity.
ATA 36 Deice boots. Yes Yes D B
Pneumatic
ATA 53 Extra static wicks. No No B B
Fuselage
ATA 55 Extra static wicks. No No B B
Stabilizers
ATA 57 Extra static wicks. Black paint at the No Yes B B
Wings wingtips to help identify ice.

Page 32 of 47
This Maneuver Differences Table, from the Eclipse EA500, EA500 “ETT”, EA500 “Avio NG” to the Eclipse EA500 “Avio NG
FIKI”, was proposed by Eclipse Aerospace, Inc., and validated by the FSB in November 2008. It lists the minimum differences levels
operators must use to conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG” FLT PROC
MANEUVER REMARKS TRAINING CHECKING
CHAR CHNG
TO RELATED
AIRCRAFT:
EA500
“Avio NG FIKI”
ACS Maneuvers Handling/airspeed changes with Yes No D B
ice protection equipment ON.

Page 33 of 47
This Design Differences table, from the Eclipse EA500, EA500 “ETT”, EA500 “Avio NG”, EA500 “Avio NG FIKI” to the Eclipse
EA500 “Avio NG FIKI IFMS”, was proposed by Eclipse Aerospace, Inc., and validated by the FSB in April 2018. It lists the
minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 FLT PROC
DESIGN REMARKS TRAINING CHECKING
“Avio NG FIKI” CHAR CHNG

TO RELATED
AIRCRAFT:
EA500 “Avio
NG FIKI IFMS”
Limitations • Changes to windshield heat No Yes B B
and overheat temperature
changes.
• Approach types.
• Antiskid braking system
AFM Changes ABS (If Installed). IFMS related, No Yes B B
including supplements.
ATA 21 Pressurization synoptic No No A A
Air Conditioning functionality
improvement: AUTO
(FMS) mode addition.
ATA 22 Single-button push to FMS No Yes D D
Autoflight approach (FMS APPR) (2.0.8 and
higher).

Page 34 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 FLT PROC
DESIGN REMARKS TRAINING CHECKING
“Avio NG FIKI” CHAR CHNG

TO RELATED
AIRCRAFT:
EA500 “Avio NG
FIKI IFMS”
ATA 24 ECB changed for addition of No No A A
Electrical Power optional glass-faced windows
(2.0.8 and higher). ABS computer
and brake control module ECB added
and collared (aircraft without ABS).
ATA 28 Fuel gauge changed. Was a red No No A A
Fuel band, now a red line.
ATA 32 IFMS 2.0.8 (or higher) with ABS: No Yes B D
Landing Gear • ARMED/INOP switch added.
• Digital electronic control unit
(DECU) added (ABS
computer).
• Wheel speed transducers added
to main wheel axle.
• Wiring added from
ALL INTERRUPT to
ABS computer.

Page 35 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 FLT PROC
DESIGN REMARKS TRAINING CHECKING
“Avio NG FIKI” CHAR CHNG

TO RELATED
AIRCRAFT:
EA500 “Avio
NG FIKI IFMS”
ATA 34 PFD changes: No Yes D D
Navigation • Course Deviation Indicator
(CDI).
o WAS: Global Positioning
System (GPS) 1, GPS 2.
o NOW: FMS.
• Bearing (BRG).
o WAS: GPS 1, GPS 2.
o NOW: FMS.
(Continued)

Page 36 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 FLT PROC
DESIGN REMARKS TRAINING CHECKING
“Avio NG FIKI” CHAR CHNG

TO RELATED
AIRCRAFT:
EA500 “Avio NG
FIKI IFMS”
ATA 34 • Operational status messages No Yes D D
Navigation added, including types of
(Cont’d) approach.
• Messages added, including LOI,
DR, NAV FAIL, VNAV FAIL,
LNAV ONLY.
• Flight Mode Annunciators (FMA)
added.
• Flight management system (FMS)
navigation mode.
• FMS Vectors (FMS VEC) mode.
• FMS APPR for localizer
performance with vertical
guidance (LPV), lateral navigation
(LNAV)/vertical navigation
(VNAV).
• Glidepath (GP) for LPV.
• Vertical path (VPATH) for
LNAV/VNAV.
• Stormscope added, including
STRIKE and CELL modes.
(Continued)

Page 37 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 FLT PROC
DESIGN REMARKS TRAINING CHECKING
“Avio NG FIKI” CHAR CHNG

TO RELATED
AIRCRAFT:
EA500 “Avio NG
FIKI IFMS”
ATA 34 Addition of FMS pages: No Yes D D
Navigation • ACTV (active).
(Cont’d) • PROG (progress).
• ROUTE.
• NREST (NEAREST).
• VNAV.

Page 38 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 FLT PROC
DESIGN REMARKS TRAINING CHECKING
“Avio NG FIKI” CHAR CHNG

TO RELATED
AIRCRAFT:
EA500 “Avio
NG FIKI IFMS”
ATA 46 • Flight plan displayed on MAP. No Yes C C
Information Systems • Plan view of E-chart overlay
for MAP.
• MAP-viewing options:
o Progressive zoom.
o Equirectangular,
Mercator projections.
• MAP overlays:
o Airspace.
o Airports.
o Navigational Aids
(NAVAID).
ATA 56 Glass-faced windows (available No No A A
Windows option for 2.0.8 and higher).
Windshield heat and overheat
temperature changes.

Page 39 of 47
This Design Differences Table, from the Eclipse EA500, EA500 “ETT”, EA500 “Avio NG”, EA500 “Avio NG FIKI”, EA500
“Avio NG FIKI IFMS” to the Eclipse EA500 “SE”/“TE”/“500 Plus”/“550”, was proposed by Eclipse Aerospace, Inc., and validated
by the FSB in April 2018. It lists the minimum differences levels operators must use to conduct differences training and checking of
flightcrew members.
FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 “Avio
NG FIKI”,
FLT PROC
EA500 “Avio DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
NG FIKI IFMS”

TO RELATED
AIRCRAFT:
EA500
“SE”/“TE”/
“500 Plus”/“550”
Limitations Navigation system limitations for No Yes B B
2.7 now included in the AFM vs. the
Airplane Flight Manual Supplement
(AFMS).
AFM Changes AFM issued as a new part number No Yes B B
for 2.7 aircraft.

Page 40 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 “Avio
NG FIKI”,
FLT PROC
EA500 “Avio DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
NG FIKI IFMS”

TO RELATED
AIRCRAFT:
EA500
“SE”/“TE”/
“500 Plus”/“550”
ATA 22 AT: No Yes D D
Autoflight • Maximum Continuous Thrust
(MCT) mode/FMA.
• SPD HOLD mode/FMA.
• SPD PROT mode/FMA.
• AT annunciator.
• AT DISC annunciator.
• AP/AT DISC annunciator
New CAS Messages:
• AT FAIL.
• SPD PROT FAIL ACP
changes.
• VNAV button added
(placarded inoperable).
• ATS OFF/ON button now
operable.

Page 41 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 “Avio NG
FIKI”, EA500
FLT PROC
“Avio NG FIKI DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
IFMS”

TO RELATED
AIRCRAFT:
EA500
“SE”/“TE”/
“500 Plus”/“550”
ATA 31 • Flap position, landing gear No Yes C C
Indicating/Recording position, and trim position is now
Systems on the upper left of the MFD.
• Third attitude indicator removed;
replace by standby display unit
(SDU).
• SENSORS-GPS page now has
predictive receiver autonomous
integrity monitoring (PRAIM)
ability.
• SENSORS-GPS page now has
satellite status synoptic display.
• OPS page now has the
performance page (PERF) for
takeoff and landing performance
data.

Page 42 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 “Avio
NG FIKI”,
FLT PROC
EA500 “Avio DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
NG FIKI IFMS”

TO RELATED
AIRCRAFT:
EA500
“SE”/“TE”/
“500 Plus”/“550”
ATA 34 • SDU added. No Yes C C
Navigation • Standby probe data and
internal AHRS to produce:
o Attitude.
o Heading.
o Airspeed.
o Altitude.
o Vertical Speed.
• Dual independent FMS:
o FMS Processors now
housed in the PFDs
(was MFD).
o FMS is now accessible in
COMPOSITE mode on
the PFD MAIN tab.
(Continued)

Page 43 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”, EA500
“Avio NG FIKI”,
FLT PROC
EA500 “Avio NG DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
FIKI IFMS”

TO RELATED
AIRCRAFT:
EA500 “SE”/“TE”/
“500 Plus”/“550”
ATA 34 • Range to altitude arc is now shown No Yes C C
Navigation on MAP, ND, and the PFD
(Cont’d) horizontal situation indicator (HSI).
• FMS ACTV page change.
o New line of data in the
waypoint attribute box,
including:
Remaining fuel
(REM FUEL).
Speed constraint at
waypoint (SPEED).
Estimated time of arrival
(ETA).
• NREST page changes:
o Auto-tune frequencies into
standby of COM 1(2) or NAV
1(2).
o Nearest airports now have
runway filtering for length.
(Continued)

Page 44 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 “Avio NG
FIKI”, EA500
FLT PROC
“Avio NG FIKI DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
IFMS”

TO RELATED
AIRCRAFT:
EA500
“SE”/“TE”/
“500 Plus”/“550”
ATA 34 • New nearest pages: No Yes C C
Navigation o NAVAID.
(Cont’d) o NDB.
o FIX.
o ARTCC.

Page 45 of 47
 FROM BASE
AIRCRAFT:
EA500, EA500
“ETT”, EA500
“Avio NG”,
EA500 “Avio NG
FIKI”, EA500
FLT PROC
“Avio NG FIKI DESIGN REMARKS TRAINING CHECKING
CHAR CHNG
IFMS”

TO RELATED
AIRCRAFT:
EA500
“SE”/“TE”/
“500 Plus”/“550”
ATA 46 • Mini-tile where the 3rd attitude No Yes C C
Information Systems indicator was is now selectable
between:
o Mini-MAP.
o Mini-ACTV.
o Mini-PROG.
o Add upper portion of TALL
Charts.
• TALL charts, which display
portrait view charts in full
height: Vertical situation
display selectable with TALL
Charts.
• MAP resolution
improvements, including
displaying towns in yellow
(2.7 and higher).
• ECLs: CHKLST primary
function key now enabled.

Page 46 of 47
This Design Differences Table, from the Eclipse EA500 “SE”/“TE”/“500 Plus”/“550” to the Eclipse EA500 “SE”/“TE”/“500
Plus”/“550” with IS&S Software Load Version 2.9, was proposed by IS&S, Inc., and validated by the FSB in August 2020. It lists the
minimum differences levels operators must use to conduct differences training and checking of flightcrew members.

FROM BASE
AIRCRAFT:
EA500
“SE”/“TE”/
“500 Plus”/“550”

TO RELATED FLT PROC

DESIGN REMARKS TRAINING CHECKING
AIRCRAFT: CHAR CHNG
EA500
“SE”/“TE”/
“500 Plus”/“550”
with IS&S
Software
Load 2.9
ATA 22 AT: Removes automatic No Yes B B
Autoflight disconnect when gear or flaps
extended. Allows AT use down to
minimums. All other functionality
remains the same.
ATA 34 Adds SVS Display. No No B B
Navigation

Page 47 of 47