B200 Poh1.pdf

101-590010-425TC7_lotc.fm Page 1 Monday, June 10, 2013 7:56 AM

LOG OF TEMPORARY CHANGES Model B200/B200C Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual P/N 101-590010-425

June, 2013 Temporary Changes to this manual must be in the airplane for all flight operations.

PART NUMBER

SUBJECT

DATE

101-590010-425TC1

Rescinded By 101-590010-425TC3 November, 2003

101-590010-425TC2

Rescinded By 101-590010-425TC4 June, 2004

101-590010-425TC3

Single DME-4000 Receivers (affects SYSTEMS DESCRIPTION section)

November, 2004

101-590010-425TC4

Flap Override Switch Inoperative (rescinded when Kit P/N 101-3283-0001 is installed) (affects ABNORMAL PROCEDURES and SYSTEMS DESCRIPTION sections)

November, 2004

101-590010-425TC5

Not yet issued

---

101-590010-425TC6

Not yet issued

---

101-590010-425TC7

Revise Power Plant Instrument Markings table to add (White) to ITT and N1 Normal Operating Ranges. (affects LIMITATIONS section)

June, 2013

NOTE: This page should be filed in the front of the manual immediately in front of the Log Of Revisions page(s). This page replaces any Log Of Temporary Changes page dated prior to the date of this Log.

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Model B200/B200C

THIS PAGE INTENTIONALLY LEFT BLANK

P/N 101-590010-425TC7 2 of 4

June, 2013

101-590010-425TC7_text.fm Page 3 Monday, June 10, 2013 8:42 AM

Model B200/B200C

LIMITATIONS POWER PLANT INSTRUMENT MARKINGS INSTRUMENT

GREEN DISPLAY NORMAL OPERATING RANGE

YELLOW DISPLAY CAUTION RANGE

RED DISPLAY MINIMUM/MAXIMUM

ITT (starting) °C

< 800 or > 800 < 850 < 20 sec or > 850 < 1000 < 5 sec (White)

---

> 800 < 850 > 20 sec or > 850 < 1000 > 5 sec or > 1000

ITT (running) °C

< 800 (White)

> 800 < 850 < 5 sec

> 800 < 850 > 5 sec or > 850

Torque Ft-lbs (Prop RPM greater than 1600)

< 2230 or > 2230 < 2275 for < 5 min

> 2275 < 2750 < 5 sec or > 2230 < 2275 for > 5 min & < 7 min

> 2275 < 2750 > 5 sec or > 2230 < 2275 > 7 min or > 2750

Torque Ft-lbs (Prop RPM less than 1600)

< 1100

> 1100 < 2750 < 5 sec

> 1100 < 2750 > 5 sec or > 2750

PROP RPM (starting)

< 2000 or > 2000 < 2040 < 5 min

> 2040 < 2200 < 5 sec or > 2000 < 2040 for > 5 min < 7 min

> 2040 < 2200 > 5 sec or > 2000 < 2040 > 7 min or > 2200

PROP RPM (running)

> 1180 < 2000 or > 2000 < 2040 < 5 min

> 2040 < 2200 < 5 sec or > 2000 < 2040 for > 5 min < 7 min or < 1180

> 2040 < 2200 > 5 sec or >2000 < 2040 > 7 min or > 2200

% N1 (starting)

< 101.5 (White)

> 101.5 < 102.6 < 10 sec

> 102.6 or > 101.5 < 102.6 > 10 sec

% N1 (running)

> 61(or) > 60* < 101.5 (White)

< 61 (or) < 60* or > 101.5 < 102.6 < 10 sec

> 102.6 or > 101.5 < 102.6 > 10 sec

FUEL FLOW

> 0 < 800

---

---

OIL TEMP (starting) °C

> -40 < 99

> 99 < 104 < 10 minutes

> 99 < 104 > 10 min or < -40 or > 104

OIL TEMP (running) °C

> 0 < 99

> 99 < 104 < 10 minutes or < 0

> 99 < 104 > 10 min or > 104

OIL PRESS (psi)

> 100 < 135

> 60 < 100 or > 135 < 200

< 60 or > 200

CONTINUED ON NEXT PAGE

June, 2013

P/N 101-590010-425TC7 3 of 4

101-590010-425TC7_text.fm Page 4 Monday, June 10, 2013 8:42 AM

Model B200/B200C The pilot is responsible for monitoring all engine limits, including transient limits not accounted for by the EIS as defined in Engine Operating Limits. * Display will vary with software version. Either display is correct.

P/N 101-590010-425TC7 4 of 4

June, 2013

Section 5 Performance

Model B200/B200C

Left Fold Under

5-46

November, 2004

101-590010-425_LOS_Oct_2016.fm Page 1 Tuesday, November 1, 2016 2:43 PM

LOG OF SUPPLEMENTS Super King Air® B200/B200C Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual P/N 101-590010-425

October, 2016 FAA Supplement must be in the airplane for all flight operations when subject equipment is installed. PART NUMBER

SUBJECT

REV NO.

DATE

101-590010-279

High Flotation Landing Gear

3

April, 2007

101-590010-389

Artex C406-2 Emergency Locator Transmitter (ELT) System and/or Emergency Exit Lighting System

3

April, 2007

101-590010-405

Fairchild FA2100 Cockpit Voice Recorder

2

April, 2007

101-590010-445

Airplanes Operating With The Electric Heating System Inoperative (In Accordance With MOD Drawing 101M550371)

April, 2004

101-590010-449

Airplanes Registered In Argentina

Aug, 2004

101-590010-451

KANNAD 406AF Emergency Locator Transmitter

1

April, 2007

101-590010-469

EU-OPS 1 Operations

3

Jan, 2013

101-590010-471

Data for Flight Test and Training

101-590010-503

Flight Operations in High Latitude Regions

101-590010-0565 Rockwell Collins TDR-94D Transponder with ADS-B Out (DO 260B)

Nov, 2005 3

July, 2014 Oct, 2016

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101-590010-425_LOS_Oct_2016.fm Page 2 Tuesday, November 1, 2016 2:43 PM

Log Of Supplements (Cont’d) P/N 101-590010-425 October, 2016 PART NUMBER

SUBJECT

REV NO.

DATE

101-590168-0057 Airplanes with Kit 101-3299 Installed (Cargo Door Wiring Modification)

1

Nov, 2014

130-590031-145

Emergency Crash Axe and/or Fairchild FA2100 Cockpit Voice Recorder and/or Artex 110-406 or C406-2 Emergency Locator Transmitter (ELT) System

8

July, 2014

130-590031-241

Mode S Enhanced Surveillance Transponder (For Airplanes Which Have Mode S Enhanced Surveillance Transponder Installed at the Factory or Airplanes Modified by Kit 1013504 or 101-3505)

3

July, 2014

337-00-0014

Collins FMS-3000 LPV Upgrade (STC SA10970SC)

2

Mar 9, 2012

AMI-03-B2P21S

Airplanes Qualified for Operations in Reduced Vertical Separation Minimum (RVSM) Airspace

A

Dec 15, 2003

NOTE: Supplements are provided in a supplement pack that includes all supplements for a particular flight manual. All applicable supplements must be inserted in the manual. Supplements not applicable to an airplane, due to airworthiness authority certification requirements or equipment configuration, may be omitted from the manual. Flight Manual Supplement Packs are available on the web at http://pubs.beechcraft.com.

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CONTENTS SECTION 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 3A - ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 4 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 5 - PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . . . . . . Page 4 SECTION 7 - SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 8 - HANDLING, SERVICING AND MAINTENANCE. . . . . . . . . Page 4

SECTION 1 - GENERAL The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual when the airplane is operated with High Flotation Gear in accordance with Hawker Beechcraft Corporation-approved data. The information in this supplement supersedes or adds to the basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual only as set forth within this document. Users of the handbook are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane. When the high flotation landing gear (22x6.75-10 tires on 6.50x10 wheels) is installed, the pilot will find the use of the performance data contained in this supplement more convenient and expeditious if the entire contents of Section 5, PERFORMANCE of the handbook are relocated to the back of the handbook, and the PERFORMANCE portion of this supplement inserted behind the PERFORMANCE divider tab.

SECTION 2 - LIMITATIONS No Change

SECTION 3 - EMERGENCY PROCEDURES No Change

SECTION 3A - ABNORMAL PROCEDURES No Change

FAA Approved Revised: April, 2007 P/N 101-590010-279

3 of 4

SECTION 4 - NORMAL PROCEDURES No Change

SECTION 5 - PERFORMANCE A complete PERFORMANCE Section for the high flotation landing gear is provided at the end of this supplement. If the airplane is equipped with the high flotation landing gear, the PERFORMANCE data included in this supplement totally replaces all PERFORMANCE data provided in Section 5, PERFORMANCE of the basic POH/AFM.

SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST No Change

SECTION 7 - SYSTEMS DESCRIPTION No Change

SECTION 8 - HANDLING, SERVICING AND MAINTENANCE No Change

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FAA Approved Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

SECTION 5 PERFORMANCE TABLE OF CONTENTS SUBJECT

PAGE

Introduction To Performance and Flight Planning . . . . . . . . . . . . . . . . . . . 5-5 Comments Pertinent to the Use of Performance Graphs . . . . . . . . . . . . 5-15 Graphs: Airspeed Calibration - Normal System - Take-off Ground Roll . . . . . . . . . . . Airspeed Calibration - Normal System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airspeed Correction - Normal System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airspeed Calibration - Alternate System . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airspeed Correction - Alternate System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicated Outside Air Temperature Correction - ISA . . . . . . . . . . . . . . . . . . . ISA Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fahrenheit to Celsius Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . Stall Speeds - Power Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Altitude for Various Airplane Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Take-off Weight Permitted by Enroute Climb Requirement . . . . .

5-19 5-20 5-21 5-22 5-23 5-24 5-25 5-26 5-27 5-28 5-29

Take-off Weight to Achieve Positive One-Engine -Inoperative Climb at Lift-off - Flaps 0% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30 Take-off Weight to Achieve Positive One-Engine -Inoperative Climb at Lift-off - Flaps 40% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31 Maximum Enroute Weight (14 CFR Part 135 Operations). . . . . . . . . . . . . . . 5-32 Take-off Weight - Flaps 0% - To Meet 14 CFR Part 25 Take-off Climb Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34 Take-off Weight - Flaps 40% - To Meet 14 CFR Part 25 Take-off Climb Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35 Minimum Take-off Power at 2000 RPM With Ice Vanes Retracted (65 Knots) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36 Minimum Take-off Power With Ice Vanes Extended (65 Knots) . . . . . . . . . . 5-37 Take-off Flight Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wind Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Take-off Distance - Flaps 0%. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerate-Stop - Flaps 0% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerate -Go - Flaps 0%. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Net Gradient of Climb - Flaps 0% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Take-off Distance - Flaps 40%. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerate-Stop - Flaps 40% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerate-Go - Flaps 40% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revised: April, 2007 P/N 101-590010-279

5-38 5-39 5-40 5-41 5-42 5-43 5-44 5-45 5-46 5-1

Super King Air B200/B200C

SECTION 5 PERFORMANCE TABLE OF CONTENTS (CONT’D) SUBJECT

PAGE

Net Gradient of Climb - Flaps 40% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47 Take-off Distance - Flaps 0% - Grass Surface . . . . . . . . . . . . . . . . . . . . . . . . 5-48 Take-off Distance - Flaps 40% - Grass Surface . . . . . . . . . . . . . . . . . . . . . . . 5-49 Climb - Two Engines - Flaps 0% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50 Climb - Two Engines - Flaps 40% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51 Climb - One-Engine-Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-52 Service Ceiling - One-Engine-Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-53 Time, Fuel and Distance to Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55 Tables: Normal Cruise Power at 1700 RPM - ISA -30°C . . . . . . . . . . . . . . . . . . . . . . 5-56 Normal Cruise Power at 1700 RPM - ISA -20°C . . . . . . . . . . . . . . . . . . . . . . 5-57 Normal Cruise Power at 1700 RPM - ISA -10°C . . . . . . . . . . . . . . . . . . . . . . 5-58 Normal Cruise Power at 1700 RPM - ISA. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59 Normal Cruise Power at 1700 RPM - ISA +10°C . . . . . . . . . . . . . . . . . . . . . . 5-60 Normal Cruise Power at 1700 RPM - ISA +20°C . . . . . . . . . . . . . . . . . . . . . . 5-61 Normal Cruise Power at 1700 RPM - ISA +30°C . . . . . . . . . . . . . . . . . . . . . . 5-62 Normal Cruise Power at 1700 RPM - ISA +37°C . . . . . . . . . . . . . . . . . . . . . . 5-63 Graphs: Normal Cruise Speeds at 1700 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64 Normal Cruise Power at 1700 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65 Fuel Flow at Normal Cruise Power at 1700 RPM . . . . . . . . . . . . . . . . . . . . . . 5-66 Range Profile - Normal Cruise Power at 1700 RPM. . . . . . . . . . . . . . . . . . . . 5-67 Tables: Maximum Cruise Power at 1700 RPM - ISA -30°C . . . . . . . . . . . . . . . . . . . . 5-68 Maximum Cruise Power at 1700 RPM - ISA -20°C . . . . . . . . . . . . . . . . . . . . 5-69 Maximum Cruise Power at 1700 RPM - ISA -10°C . . . . . . . . . . . . . . . . . . . . 5-70 Maximum Cruise Power at 1700 RPM - ISA. . . . . . . . . . . . . . . . . . . . . . . . . . 5-71 Maximum Cruise Power at 1700 RPM - ISA +10°C . . . . . . . . . . . . . . . . . . . . 5-72 Maximum Cruise Power at 1700 RPM - ISA +20°C . . . . . . . . . . . . . . . . . . . . 5-73 Maximum Cruise Power at 1700 RPM - ISA +30°C . . . . . . . . . . . . . . . . . . . . 5-74 Maximum Cruise Power at 1700 RPM - ISA +37°C . . . . . . . . . . . . . . . . . . . . 5-75 Graphs: Maximum Cruise Speeds at 1700 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-76 Maximum Cruise Power at 1700 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-77 Fuel Flow at Maximum Cruise Power at 1700 RPM . . . . . . . . . . . . . . . . . . . . 5-78 Range Profile - Maximum Cruise Power at 1700 RPM. . . . . . . . . . . . . . . . . . 5-79

5-2

Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

SECTION 5 PERFORMANCE TABLE OF CONTENTS SUBJECT

PAGE

Tables: Normal Cruise Power at 1800 RPM - ISA -30°C . . . . . . . . . . . . . . . . . . . . . . Normal Cruise Power at 1800 RPM - ISA -20°C . . . . . . . . . . . . . . . . . . . . . . Normal Cruise Power at 1800 RPM - ISA -10°C . . . . . . . . . . . . . . . . . . . . . . Normal Cruise Power at 1800 RPM - ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Cruise Power at 1800 RPM - ISA +10°C. . . . . . . . . . . . . . . . . . . . . . Normal Cruise Power at 1800 RPM - ISA +20°C. . . . . . . . . . . . . . . . . . . . . . Normal Cruise Power at 1800 RPM - ISA +30°C. . . . . . . . . . . . . . . . . . . . . . Normal Cruise Power at 1800 RPM - ISA +37°C. . . . . . . . . . . . . . . . . . . . . .

5-80 5-81 5-82 5-83 5-84 5-85 5-86 5-87

Graphs: Normal Cruise Speeds at 1800 RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Cruise Power at 1800 RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Flow at Normal Cruise Power at 1800 RPM . . . . . . . . . . . . . . . . . . . . . Range Profile - Normal Cruise Power at 1800 RPM . . . . . . . . . . . . . . . . . . .

5-88 5-89 5-90 5-91

Tables: Maximum Cruise Power at 1800 RPM - ISA -30°C . . . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM - ISA -20°C . . . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM - ISA -10°C . . . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM - ISA . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM - ISA +10°C. . . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM - ISA +20°C. . . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM - ISA +30°C. . . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM - ISA +37°C. . . . . . . . . . . . . . . . . . . .

5-92 5-93 5-94 5-95 5-96 5-97 5-98 5-99

Graphs: Maximum Cruise Speeds at 1800 RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Flow at Maximum Cruise Power at 1800 RPM . . . . . . . . . . . . . . . . . . Range Profile - Maximum Cruise Power at 1800 RPM . . . . . . . . . . . . . . . .

5-100 5-101 5-102 5-103

Tables: Maximum Range Power at 1800 RPM - ISA -30°C . . . . . . . . . . . . . . . . . . . Maximum Range Power at 1800 RPM - ISA -20°C . . . . . . . . . . . . . . . . . . . Maximum Range Power at 1800 RPM - ISA -10°C . . . . . . . . . . . . . . . . . . . Maximum Range Power at 1800 RPM - ISA . . . . . . . . . . . . . . . . . . . . . . . . Maximum Range Power at 1800 RPM - ISA +10°C . . . . . . . . . . . . . . . . . . Maximum Range Power at 1800 RPM - ISA +20°C . . . . . . . . . . . . . . . . . . Maximum Range Power at 1800 RPM - ISA +30°C . . . . . . . . . . . . . . . . . . Maximum Cruise Power at 1800 RPM - ISA +37°C. . . . . . . . . . . . . . . . . . .

5-104 5-105 5-106 5-107 5-108 5-109 5-110 5-111

Revised: April, 2007 P/N 101-590010-279

5-3

Super King Air B200/B200C

SECTION 5 PERFORMANCE TABLE OF CONTENTS (CONT’D) SUBJECT

PAGE

Graphs: Range Profile - Maximum Range Power at 1700 RPM . . . . . . . . . . . . . . . . 5-112 Range Profile - Full Main and Full Aux Tanks . . . . . . . . . . . . . . . . . . . . . . . 5-114 Endurance Profile - Full Main and Full Aux Tanks . . . . . . . . . . . . . . . . . . . . 5-115 Range Profile - Full Main Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-116 Endurance Profile - Full Main Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-117 Tables: One-Engine-Inoperative Maximum Cruise Power at 1900 RPM - ISA -30°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-118 One-Engine-Inoperative Maximum Cruise Power at 1900 RPM - ISA -20°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-119 One-Engine-Inoperative Maximum Cruise Power at 1900 RPM - ISA -10°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-120 One-Engine-Inoperative Maximum Cruise Power at 1900 RPM - ISA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-121 One-Engine-Inoperative Maximum Cruise Power at 1900 RPM - ISA +10°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-122 One-Engine-Inoperative Maximum Cruise Power at 1900 RPM - ISA +20°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-123 One-Engine-Inoperative Maximum Cruise Power at 1900 RPM - ISA +30°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-124 One-Engine-Inoperative Maximum Cruise Power at 1900 RPM - ISA +37°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-125 Graphs: Pressurization Controller Setting For Landing . . . . . . . . . . . . . . . . . . . . . . . 5-126 Holding Time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-127 Time, Fuel and Distance to descend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-129 Climb - Balked Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-131 Normal Landing Distance Without Propeller Reversing - Flaps 100% . . . . . 5-132 Landing Distance Without Propeller Reversing - Flaps 0% . . . . . . . . . . . . . 5-133 Landing Distance Without Propeller Reversing Flaps 100% - Grass Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-135 Landing Distance With Propeller Reversing - Flaps 100% . . . . . . . . . . . . . . 5-136 Landing Distance With Propeller Reversing - Flaps 0% . . . . . . . . . . . . . . . . 5-137

5-4

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

Super King Air B200/B200C

INTRODUCTION PLANNING

TO

PERFORMANCE

AND

FLIGHT

The graphs and tables in this Section present performance information for takeoff, climb, landing and flight planning at various parameters of weight, power, altitude and temperature. All FAA-approved performance information is included within this Section. Examples have been presented on all performance graphs. The following example presents calculations for flight time, block speed and fuel required for a proposed flight from departure to destination using the conditions listed below.

CONDITIONS At Departure: Outside Air Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28°C (82°F) Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5333 feet Altimeter Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.82 in. Hg Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330° at 10 knots Runway 35L Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,500 feet ROUTE MAGNETIC MAGNETIC DISTANCE SEGMENT COURSE VARIATION NM

WIND AT FL 260 DIR/ KNOTS

OAT AT FL 260 °C

OAT AT ALTIMETER 18,000 FT SETTING °C IN. HG

LEG A

265°

13°E

143

350°/40

-10

-6

LEG B

270°

15°E

192

350°/40

-10

-7

29.82 29.82

LEG C

249°

16°E

81

340°/35

-20

0

29.75

LEG D

250°

16°E

145

340°/35

-20

0

29.75

LEG E

227°

17°E

146

290°/45

-20

-4

29.60

At Destination: Outside Air Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32°C (90°F) Field Elevation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4412 feet Altimeter Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.60 in. Hg Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270° at 5 knots Runway 25 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6101 feet To determine the pressure altitude at departure and destination airports, add 1000 feet to field elevation for each 1.00 in. Hg that the reported altimeter setting value is below 29.92 in. Hg, and subtract 1000 feet for each 1.00 in. Hg above 29.92 in. Hg. First, find the difference between 29.92 in. Hg and the reported altimeter setting. Then multiply the answer by 1000 to find the difference in feet between field elevation and pressure altitude.

Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-5

Section 5 HFG Performance

Super King Air B200/B200C

Pressure Altitude at departure: 29.92 in. Hg - 29.82 in. Hg = 0.10 0.10 x 1000 feet = 100 feet The pressure altitude at departure is 100 feet above field elevation. Pressure Altitude at departure = 5333 + 100 = 5433 feet. Pressure Altitude at destination: 29.92 in. Hg - 29.60 in. Hg = 0.32 0.32 X 1000 feet = 320 feet The pressure altitude at destination is 320 feet above field elevation. Pressure Altitude at destination = 4412 + 320 = 4732 feet.

PERFORMANCE EXAMPLE TAKE-OFF WEIGHT Maximum take-off weight limit (from Section II, LIMITATIONS) = 12,500 pounds. A summary of graphs provided in this handbook to restrict take-off weight is presented below: 1. MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE CLIMB REQUIREMENT (No Restriction) 2. TAKE-OFF WEIGHT TO ACHIEVE POSITIVE ONE-ENGINEINOPERATIVE CLIMB AT LIFT-OFF (separate graphs for Flaps 0% and Flaps 40%.) (Optional) 3. MAXIMUM ENROUTE WEIGHT (14 CFR PART 135 OPERATIONS) (Required for 14 CFR Part 135 operations.) 4. TAKE-OFF WEIGHT TO MEET 14 CFR PART 25 TAKE-OFF CLIMB REQUIREMENTS (separate graphs for Flaps 0% and Flaps 40%.) (Optional)

MAXIMUM TAKE-OFF WEIGHT PERMITTED BY ENROUTE CLIMB REQUIREMENT There is no weight restriction to meet Enroute Climb Requirements. Maximum allowable take-off weight = 12,500 pounds.

TAKE-OFF WEIGHT TO ACHIEVE INOPERATIVE CLIMB AT LIFT-OFF

POSITIVE

ONE-ENGINE-

Enter the graphs at 5433 feet and 28°C to determine the maximum weight at which the accelerate-go procedures should be attempted. Maximum Accelerate-Go Weight (Flaps 0%) . . . . . . . . . . . . . . . . .12,500 pounds Maximum Accelerate-Go Weight (Flaps 40%) . . . . . . . . . . . . . . . .12,450 pounds HIGH FLOTATION GEAR 5-6

Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

Section 5 HFG Performance

MAXIMUM ENROUTE WEIGHT (14 CFR PART 135 OPERATIONS) To determine the maximum take-off weight, the weight of the fuel used to reach the MEA is added to the maximum enroute weight. From the TIME, FUEL, AND DISTANCE TO CLIMB graph, the time, fuel and distance required to climb from 5433 feet (28°C) to 18,000 feet (-6°C) are: Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 3 = 8 minutes Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 - 43 = 110 pounds Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 - 7 = 24 nautical miles Enter the MAXIMUM ENROUTE WEIGHT (14 CFR Part 135 OPERATIONS) graph at the conditions for the worst route segment of the trip, i.e., 0°C, 18,000 feet, and 29.75 in. Hg: Maximum Enroute Weight to Meet 14 CFR Part 135 = 12,350 pounds Requirements + 110 pounds Maximum Take-off Weight

= 12,460 pounds

TAKE-OFF WEIGHT TO MEET 14 CFR PART 25 TAKE-OFF CLIMB CRITERIA The following information has been presented to provide the option of limiting weight to obtain the performance specifications of 14 CFR Part 25 during the critical take-off and initial climb flight segments. Their use is not mandatory and full compliance with other regulations applicable to 14 CFR Part 25 is not implied. The criteria for limiting weight involves the selection from the Take-off Weight graphs of the most adverse conditions of: 1. One-engine-inoperative climb 2. Field length to accelerate-stop 3. Field length to accelerate-go 4. The take-off flight path required to clear known obstacles beyond the runway.

Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-7

Section 5 HFG Performance

Super King Air B200/B200C

The performance graphs associated with the above conditions are: TAKE-OFF WEIGHT - TO MEET 14 CFR PART 25 TAKE-OFF CLIMB REQUIREMENTS graphs ACCELERATE-STOP graphs ACCELERATE-GO graphs NET GRADIENT OF CLIMB graphs TAKE-OFF FLIGHT PATH graph (Reference 14 CFR Part 25.109, 25.111, 25.115 and 25.121) The performance presented using this criteria is predicated on the autofeather system being armed and operable. The Ground Minimum Control Speed (VMCG) has been determined to be 84 knots. At this speed, control within 25 feet of the runway center line is possible. The following example illustrates the procedures required to obtain a take-off weight value using the CONDITIONS specified below, and illustrated by the TAKE-OFF FLIGHT PATH diagram. CONDITIONS (These conditions do not pertain to any particular airport location.): Outside Air Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28°C Field Elevation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5330 feet Altimeter Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.82 in. Hg Surface Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140° at 11 knots Runway 17 Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6486 feet Pressure Altitude (29.92 - 29.82 = 0.10 in. Hg) 5330 + 100. . . . . . . 5430 feet Headwind Component (From WIND COMPONENTS graph) . . . . . 9.5 knots Obstacles (Height above runway): • 20-foot-high wires 300 feet beyond end of runway • 175-foot-high ridge 3000 feet beyond end of runway

TAKE-OFF FLIGHT PATH 1. From the TAKE-OFF WEIGHT - TO MEET 14 CFR PART 25 TAKE-OFF CLIMB REQUIREMENTS graphs, determine that the maximum take-off weights to meet 14 CFR Part 25 climb requirements are 12,500 pounds with flaps at 0% and 12,000 pounds with flaps at 40%. 2. From the ACCELERATE-STOP graphs, using 12,500 pounds with flaps at 0%, and 12,000 with flaps at 40%, determine that the resulting distances are less than the runway length. Therefore, accelerate-stop is not a limiting factor. 3. From the ACCELERATE-GO graphs, using 12,500 pounds with flaps at 0%, and 12,000 with flaps at 40%, determine that the resulting distances are greater than the available accelerate-go distance of 6786 feet. (Refer to the TAKE-OFF FLIGHT PATH diagram.) HIGH FLOTATION GEAR 5-8

Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

Section 5 HFG Performance

4. Using the ACCELERATE-GO graphs, enter in reverse using the 6786 feet value and determine the weight for which this accelerate-go distance is possible. a. Take-off weight of 10,600 pounds with flaps at 0% b. Take-off weight of 11,380 pounds with flaps at 40% 5. Enter the TAKE-OFF FLIGHT PATH graph to determine the minimum gradient of climb which will result in a flight path clear of the 175-foot-high ridge 3000 feet beyond the end of the runway. (Refer to the TAKE-OFF FLIGHT PATH diagram.) a. Ridge = 175 feet AGL b. From Reference Zero (9486 - 6786) = 2700 feet c. Minimum Gradient of Climb = 5.2% 6. Enter the NET GRADIENT OF CLIMB - FLAPS 0% graph at 10,600 pounds and the NET GRADIENT OF CLIMB - FLAPS 40% graph at 11,380 pounds. • Both resulting gradients are less than 5.2%. 7. Enter in reverse the NET GRADIENT OF CLIMB graphs using the 5.2% net gradient of climb value to determine the weights for which a climb at this value is possible. a. Flaps 0% = 9700 pounds b. Flaps 40% = 9000 pounds

Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-9

5-10

HIGH FLOTATION GEAR 6786 FEET 9486 FEET

6486 FEET

6786 FEET

300 FEET CLEARWAY 3000 FEET

20 FEET

* THE MAXIMUM ALLOWABLE CLEARWAY FOR THIS RUNWAY IS 1621 FEET. (25% of 6486)

6486 FEET

ACCELERATE - STOP DISTANCE AVAILABLE

ACCELERATE - GO DISTANCE AVAILABLE

175 FEET

Section 5 HFG Performance Super King Air B200/B200C

BB05C 030760AA.AI

TAKE-OFF FLIGHT PATH DIAGRAM

Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

Section 5 HFG Performance

8. Using the weight of 9700 pounds with the flaps at 0%, and 9000 pounds with the flaps at 40%, the accelerate-go distance will be shortened. This in turn will decrease the minimum gradient of climb value required to clear the ridge. The allowable take-off weights to meet these requirements are between 10,600 pounds and 9700 pounds with the flaps at 0%, or between 11,300 pounds and 9000 pounds with the flaps at 40%. Exact weight can be determined by an iterative process of assuming new weight halfway between these weights and using the procedures outlined in Steps 3, 5, 6, 7 and 8. Determine new weights for first iteration as follows: a. Flaps 0%: 10,600 - 9700 = 900 900 ÷ 2 = 450 450 + 9700 = 10,150 pounds b. Flaps 40%: 11,380 - 9000 = 2380 2380 ÷ 2 = 1190 1190 + 9000 = 10,190 pounds 9. (Step 3 procedures): From the ACCELERATE-GO graphs, using 10,150 pounds for flaps at 0% and 10,190 pounds for flaps at 40%, the resulting distances are within the available accelerate-go distance of 6786 feet. a. 6050 feet with flaps at 0% b. 5000 feet with flaps at 40% 10. (Step 5 procedures): Enter the TAKE-OFF FLIGHT PATH graph and adjust the horizontal distance from Reference Zero and determine minimum gradient of climb. a. Flaps 0% - From Reference Zero (9486 - 6050) = 3436 feet Minimum Gradient of Climb = 4.0% b. Flaps 40% - From Reference Zero (9486 - 5000) = 4486 feet Minimum Gradient of Climb = 3.1% 11. (Step 6 procedures): Enter the NET GRADIENT OF CLIMB - FLAPS 0% graph at 10,150 pounds for a 4.7% net gradient of climb. Enter the NET GRADIENT OF CLIMB - FLAPS 40% graph at 10,190 pounds for a 3.5% net gradient of climb. a. Since these results are greater than the minimum value, the take-off weights of 10,150 pounds with flaps at 0% or 10,190 pounds with flaps at 40% may be used. b. If an exact value is required, complete the next step and repeat Steps 3, 5, 6, 7 and 8. 12. (Step 7 procedures): Enter in reverse the NET GRADIENT OF CLIMB FLAPS 0% graph using minimum gradient of climb of 4.0% for a take-off weight of 10,800 pounds and the NET GRADIENT OF CLIMB - FLAPS 40% graph using minimum gradient of climb of 3.1% for a take-off weight of 10,550 pounds. Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-11

Section 5 HFG Performance

Super King Air B200/B200C

13. (Step 8 procedures): Use the weights of Step 8 and Step 12 to obtain a new assumed weight. a. Flaps 0%: 10,800 - 10,150 = 650 650 ÷ 2 = 325 325 + 10,150 = 10,475 pounds b. Flaps 40%: 10,550 - 10,190 = 360 360 ÷ 2 = 180 180 + 10,190 = 10,370 pounds Use these assumed weights for second iteration. 14. After several additional iterations, the exact weights which will satisfy all the given conditions are: a. Flaps 0% = 10,310 pounds with a 4.5% Net Gradient of Climb. b. Flaps 40% = 10,360 pounds with a 3.3% Net Gradient of Climb. The fuel quantity required for start and taxi can be added to these weights.

TAKE-OFF DISTANCE Enter the TAKE-OFF DISTANCE graphs at 28°C, 5433 feet pressure altitude, 12,500 pounds and 9.5 knots headwind component and obtain the following results:

FLAPS 0%

FLAPS 40%

Ground Roll. . . . . . . . . . . . . . . . . . . . . . . . . . . Total Distance Over 50-foot Obstacle . . . . . . Take-off Speed

2870 feet 4900 feet

2700 feet 3750 feet

At VR. . . . . . . . . . . . . . . . . . . . . . . . . . .

96 knots

94 knots

At V2. . . . . . . . . . . . . . . . . . . . . . . . . . . .

121 knots

106 knots

FLIGHT PLANNING The following calculations provide information for flight planning at various parameters of weight, power, altitude and temperature. Graphs and tables are included for: TIME, FUEL, AND DISTANCE TO CLIMB; TIME, FUEL, AND DISTANCE TO DESCEND; NORMAL CRUISE POWER AT 1700 RPM; MAXIMUM CRUISE POWER AT 1700 RPM; NORMAL CRUISE POWER AT 1800 RPM; MAXIMUM CRUISE POWER AT 1800 RPM; MAXIMUM RANGE POWER AT 1700 RPM; and HOLDING TIME.

HIGH FLOTATION GEAR 5-12

Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

Section 5 HFG Performance

Calculations for flight time, block speed and fuel requirements for a proposed flight are detailed below. Enter the ISA CONVERSION graph at the conditions indicated: DEPARTURE Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5433 ft OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28°C ISA Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA + 23°C LEG A - LEG C Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,000 ft OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -10°C ISA Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA + 27°C LEG C - LEG E Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26,000 ft OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -20°C ISA Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA + 17°C DESTINATION Pressure Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4732 ft OAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32°C ISA Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISA + 27°C Enter the TIME, FUEL, AND DISTANCE TO CLIMB graph at 28°C to 5433 feet and to 12,500 pounds, and enter at -10°C to 26,000 feet and to 12,500 pounds and read: Time to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 - 3 = 18 minutes Fuel Used to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . 251 - 43 = 208 pounds Distance Traveled . . . . . . . . . . . . . . . . . . . . . . . . . . 65 - 7 = 58 nautical miles Enter the TIME, FUEL, AND DISTANCE TO DESCEND graph at 26,000 feet and enter again at 4732 feet and read: Time to Descend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 - 3 = 14 minutes Fuel Used to Descend. . . . . . . . . . . . . . . . . . . . . . . . . 163 - 37 = 126 pounds Descend Distance . . . . . . . . . . . . . . . . . . . . . . . . . 81 - 14 = 67 nautical miles The estimated average cruise weight is approximately 11,600 pounds. Enter the tables for NORMAL CRUISE POWER at 1800 RPM for ISA + 10°C, ISA + 20°C and ISA + 30°C and read the cruise speeds for 26,000 feet at 12,000 pounds and 11,000 pounds.

Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-13

Section 5 HFG Performance

Super King Air B200/B200C

CRUISE TRUE AIRSPEEDS - (FL 260) 12,000 POUNDS

11,000 POUNDS

ISA + 10°C

ISA + 20°C

ISA + 30°C

ISA + 10°C

ISA + 20°C

ISA + 30°C

272

270

266

277

274

272

Interpolate between these speeds for ISA + 27°C and ISA + 17°C at 11,600 pounds. Cruise True Airspeed (IAS + 27°C) . . . . . . . . . . . . . . . . . . . . . . . . .269 knots Cruise True Airspeed (IAS + 17°C) . . . . . . . . . . . . . . . . . . . . . . . . .273 knots Enter the *NORMAL CRUISE POWER at 1800 RPM graph at 26,000 feet and read the recommended torque setting for ISA + 27°C (-3°C IOAT) and ISA + 17°C (-13°C IOAT): ISA + 27°C (-3°C IOAT) . . . . . . . . . . . . . . . . . . 1434 ft-lbs torque per engine ISA + 17°C (-13°C IOAT) . . . . . . . . . . . . . . . . . 1501 ft-lbs torque per engine Enter the *FUEL FLOW at NORMAL CRUISE POWER at 1800 RPM graph at 26,000 feet and read the fuel flow for ISA + 27°C (-3°C IOAT) and ISA + 17°C (-13°C IOAT): ISA + 27°C (-3°C IOAT) Fuel Flow Per Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 lbs/hr Total Fuel Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .526 lbs/hr ISA + 17°C (-13°C IOAT) Fuel Flow Per Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .273 lbs/hr Total Fuel Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546 lbs/hr *NOTE: For flight planning, enter these graphs at the ISA condition forecast; for enroute power settings and fuel flow, enter the graphs at the actual IOAT. Time = Distance ÷ Ground Speed Fuel Used = (Time) x (Total Fuel Flow)

HIGH FLOTATION GEAR 5-14

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

Super King Air B200/B200C Results are as follows:

ROUTE

DISTANCE

ESTIMATED GROUND SPEED

TIME AT CRUISE ALTITUDE

FUEL USED FOR CRUISE

NM

KNOTS

HRS:MIN

LBS

LEG A

85*

254

:20

176

LEG B

192

250

:46

404

LEG C

81

262

:19

169

LEG D

145

261

:33

303

LEG E

79*

240

:20

180

TOTAL

582

2:18

1232

* Distance required to climb or descend has been subtracted from segment distance.

TIME, FUEL, AND DISTANCE ITEM

TIME HRS:MIN

FUEL POUNDS

DISTANCE NM

00:00

90

0

00:18 2:18 00:14 2:50

208 1232 126 1656

58 582 67 707

Start, Run-up, Taxi, and Take-off Acceleration Climb Cruise Descent TOTAL

Block Speed: 707 NM ÷ 2 hours, 50 minutes = 250 knots

RESERVE FUEL Reserve Fuel (45 minutes at Maximum Range Power): Assume weight at end of cruise to be 11,000 pounds. Enter the tables for MAXIMUM RANGE POWER at 1700 RPM for ISA + 10°C and ISA + 20°C, and read the fuel flow for 26,000 feet at 11,000 pounds: ISA + 10°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416 lbs/hr Total Fuel Flow ISA + 20°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416 lbs/hr Total Fuel Flow Interpolate to find fuel flow at ISA + 17°C: Total fuel flow for reserve = 416 + 0 = 416 lbs/hr Reserve Fuel = 45 minutes x 416 lbs/hr = 312 lbs

Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-15

Section 5 HFG Performance

Super King Air B200/B200C

TOTAL FUEL REQUIREMENT 1656 + 312 = 1968 lbs

ZERO FUEL WEIGHT LIMITATION For example, the following conditions were assumed: Ramp Weight = 12,590 pounds Weight of Usable Fuel Onboard = 1968 pounds Zero Fuel Weight = Ramp Weight - Weight of Usable Fuel Onboard Zero Fuel Weight = 12,590 - 1968 = 10,622 pounds Maximum Zero Fuel Weight (from Section II, LIMITATIONS) = 11,000 pounds Maximum Zero-Fuel-Weight Limitation has not been exceeded. Anytime the Zero Fuel Weight exceeds the Maximum Zero Fuel Weight Limit by X pounds, at least X pounds of payload must be off-loaded. If desired, additional fuel may then be added until the maximum ramp weight limitation of 12,590 pounds is again reached.

LANDING INFORMATION The estimated Landing Weight is determined by subtracting the fuel required for the trip from the Ramp Weight: Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12,590 pounds Fuel Required for Total Trip . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1656 pounds Landing Weight (12,590 - 1656). . . . . . . . . . . . . . . . . . . . . . . .10,934 pounds NOTE: For the remainder of this example, a landing weight of 10,937 pounds has been assumed. Enter the LANDING DISTANCE WITHOUT PROPELLER REVERSING - FLAPS 100% graph at 32°C, 4732 feet, 10,937 pounds and 4.7 knots headwind component: Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1850 feet Total Over 50-foot Obstacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3000 feet Approach Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99 knots Enter the CLIMB - BALKED LANDING graph at 32°C, 4732 feet and 10,937 pounds. Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1450 feet per minute Climb Gradient . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.8%

HIGH FLOTATION GEAR 5-16

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

Super King Air B200/B200C

COMMENTS PERTINENT PERFORMANCE GRAPHS

TO

THE

USE

OF

1. In addition to presenting the answer for a particular set of conditions, the example on the graph also presents the order in which the various scales on the graph should be used. For instance, if the first item in the example is OAT, then enter the graph at the known OAT. 2. The reference lines indicate where to begin following guidelines. Always project to the reference line first, then follow the guidelines to the next known item by maintaining the same PROPORTIONAL DISTANCE between the guideline above and guideline below the projected line. For instance, if the projected line intersects the reference line in the ratio of 30% down/70% up between the guidelines, then maintain this same 30%/70% relationship between the guidelines all the way to the next known item or answer. 3. The associated conditions define the specific conditions from which performance parameters have been determined. They are not intended to be used as instructions; however, performance values determined from charts can only be achieved if the specific conditions exist. 4. Indicated airspeeds (IAS) were obtained by using the Airspeed Calibration - Normal System graph. 5. The full amount of usable fuel is available for all approved flight conditions. 6. Notes have been provided on various graphs and tables to approximate performance with ice vanes extended. The effect will vary, depending upon airspeed, temperature, altitude and ambient conditions.

Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-17

Section 5 HFG Performance

Super King Air B200/B200C

THIS PAGE INTENTIONALLY LEFT BLANK

HIGH FLOTATION GEAR 5-18

Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

Section 5 HFG Performance

AIRSPEED CALIBRATION – NORMAL SYSTEM

Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-19

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-20

Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

HIGH FLOTATION GEAR 5-21

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-22

Revised: April, 2007 P/N 101-590010-279

Super King Air B200/B200C

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

HIGH FLOTATION GEAR 5-23

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-24

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-25

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-26

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-27

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-28

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-29

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-30

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-31

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-32

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Super King Air B200/B200C

Section 5 HFG Performance

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Revised: April, 2007 P/N 101-590010-279

HIGH FLOTATION GEAR 5-33

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-34

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-35

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-36

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-37

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-38

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-51

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-52

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-53

Section 5 HFG Performance

Super King Air B200/B200C

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HIGH FLOTATION GEAR 5-54

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-55

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-56

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-57

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-58

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-59

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-60

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-61

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-62

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-63

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-64

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-65

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-66

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-67

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-68

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-69

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-70

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-71

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-72

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-73

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-74

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-75

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-76

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-77

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-78

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-79

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-80

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-81

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-82

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-83

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-84

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-85

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-86

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-87

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-88

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Super King Air B200/B200C

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

HIGH FLOTATION GEAR 5-89

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-90

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Super King Air B200/B200C

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

HIGH FLOTATION GEAR 5-91

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-92

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-93

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-94

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Super King Air B200/B200C

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

HIGH FLOTATION GEAR 5-95

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-96

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Super King Air B200/B200C

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

HIGH FLOTATION GEAR 5-97

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-98

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Super King Air B200/B200C

Revised: April, 2007 P/N 101-590010-279

Section 5 HFG Performance

HIGH FLOTATION GEAR 5-99

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-100

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-101

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-102

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-103

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-104

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-105

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-106

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-107

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-108

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-109

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-110

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-111

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-112

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Super King Air B200/B200C

Section 5 HFG Performance

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HIGH FLOTATION GEAR 5-113

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-114

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-115

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-116

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-117

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-118

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-119

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-120

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-121

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-122

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-123

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-124

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-125

Section 5 HFG Performance

Super King Air B200/B200C

HIGH FLOTATION GEAR 5-126

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-127

Section 5 HFG Performance

Super King Air B200/B200C

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HIGH FLOTATION GEAR 5-128

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-129

Section 5 HFG Performance

Super King Air B200/B200C

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HIGH FLOTATION GEAR 5-130

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-133

Section 5 HFG Performance

Super King Air B200/B200C

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HIGH FLOTATION GEAR 5-134

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Super King Air B200/B200C

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Section 5 HFG Performance

HIGH FLOTATION GEAR 5-137

Section 5 HFG Performance

Super King Air B200/B200C

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HIGH FLOTATION GEAR 5-138

Revised: April, 2007 P/N 101-590010-279

101-590010-469R3_titlepg.fm Page 1 Tuesday, January 29, 2013 8:42 AM

Super King Air® B200/B200C Super King Air® B200GT/B200CGT Pilot’s Operating Handbook and Approved* Airplane Flight Manual Supplement for EU-OPS 1 Operations

This Supplement is Applicable to the Following Manual(s): 101-590010-425 101-590010-479 101-590168-1 *See page 2 of this Supplement for a list of Approving Aviation Authorities

Copyright © 2013 Hawker Beechcraft Corporation. All rights reserved. Hawker and Beechcraft are trademarks of Hawker Beechcraft Corporation.

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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101-590010-469R3_LOR.fm Page 1 Tuesday, January 29, 2013 8:50 AM

LOG OF REVISIONS Super King Air® B200/B200C Super King Air® B200GT/B200CGT Pilot’s Operating Handbook and Approved* Airplane Flight Manual Supplement for EU-OPS 1 Operations REV NO.

PAGES

0

1 thru 8

Original Issue

1

1 thru 15

Revised Title Page, Log of Revisions, pages 4 thru 15 and added pages 16 thru 28

October, 2006

2

1 thru 28

Revised Title Page P/N effectivity and changed “JAR” to “EU”

January, 2009

3

1 thru 28

Revised pages 10, 13, 23 and 24 to add performance data applicability for airplanes with STC SA02131SE installed. Redated all pages.

January, 2013

DESCRIPTION

P/N 101-590010-469

DATE OF REV November, 2005

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CONTENTS SECTION 1 – GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 2 – LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 7 SECTION 3 – EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 7 SECTION 3A – ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 7 SECTION 4 – NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . Page 7 SECTION 5 – PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 9 SECTION 6 – WEIGHT & BALANCE/EQUIPMENT LIST . . . . . . . . . . . . Page 27 SECTION 7 – SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . Page 27 SECTION 8 – HANDLING, SERVICING & MAINTENANCE . . . . . . . . . . Page 27

SECTION 1 - GENERAL The information in this supplement is FAA Approved on behalf of the aviation authorities listed on page 2 and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual for airplanes using EU-OPS 1 Operations in accordance with Hawker Beechcraft Corporation approved data. This supplement contains takeoff and landing data for operations on wet or dry runways and contaminated runways to comply with EU-OPS 1, Subpart H requirements for Class B airplanes. Wet or dry runway takeoff and landing performance incorporates the factors prescribed by EU-OPS 1.530, 1.550, and 1.555. Contaminated runway takeoff and landing performance is based on guidance provided by Acceptable Means of Compliance (AMC) 25.1591. The contaminated runway performance data in this Supplement is limited to standing water, slush, wet snow, dry snow, and compacted snow, as defined in this Section, up to a maximum depth of 15 mm. The properties for these contaminants are derived from a review of the available test and research data and are considered to be acceptable for use by operators. The information in this supplement supersedes or adds to the basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) only as set forth within this document. Users of the manual are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane.

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GRAPH AND TABULAR TERMINOLOGY The following terms supersede or are in addition to those found in Section 1, GENERAL of the POH/AFM. Accelerate-Stop The length of the take-off run available plus the length of Distance Available stopway, if such stopway is declared available by the appropriate Authority and is capable of bearing the weight of the airplane under the prevailing operating conditions. Compacted Snow

Snow which has been compressed into a solid mass such that the airplane wheels, at representative operating pressures and loadings, will run on the surface without causing significant rutting.

Contaminated Runway

A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following: (i) Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent to more than 3 mm (0.125 in) of water; (ii) Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or (iii) Ice, including wet ice.

Dry Runway

A dry runway is one which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain “effectively dry” braking action even when moisture is present.

Dry Snow

Fresh snow that can be blown, or, if compacted by hand, will fall apart upon release (also commonly referred to as loose snow), with an assumed specific gravity of 0.2. The assumption with respect to specific gravity is not applicable to snow which has been subjected to the natural ageing process.

Ice

Water which has frozen on the runway surface, including the condition where compacted snow transitions to a polished ice surface.

Index Value

A number used to convert the take-off and landing distances found in the POH/AFM to the corresponding values required by EU-OPS 1 requirements. For takeoff performance, the Index Value is the POH/AFM takeoff distance to 50 feet. For landing performance, the Index Value is the POH/AFM flaps down landing distance over a 50 foot obstacle.

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Index values may be determined for the following airplane configurations: Wet or Dry Runways Takeoff - Flaps Up or Approach Landing - Flaps Down, With or Without Reversing Contaminated Runways Takeoff - Flaps Approach Landing - Flaps Down, Without Reversing Landing Distance Available

The length of the runway which is declared available by the appropriate authority and suitable for the ground run of an airplane landing.

Slush

Partly melted snow or ice with a high water content, from which water can readily flow, with an assumed specific gravity of 0.85. Slush is normally a transient condition found only at temperatures close to 0C.

Specially Prepared A runway, with a frozen surface of compacted snow and/or Winter Runway ice which has been treated with sand or grit, or has been mechanically or chemically treated to improve runway friction. The runway friction is measured and reported on a regular basis in accordance with national procedures. Specific Gravity

The density of the contaminant divided by the density of water.

Standing Water

Water of a depth greater than 3 mm. A surface condition where there is a layer of water of 3 mm or less is considered to be wet.

Take-off Distance Available

The length of the take-off run available plus the length of the clearway available.

Take-off Run Available

The length of the runway which is declared available by the appropriate Authority and suitable for the ground run of an airplane taking off.

Wet Runway

A runway is considered wet when the runway surface is covered with water, or equivalent, less than or equal to 3 mm deep, or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water.

Wet Snow

Snow that will stick together when compressed, but will not readily allow water to flow from it when squeezed, with an assumed specific gravity of 0.5.

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SECTION 2 - LIMITATIONS CONTAMINATED RUNWAY Performance shown in this Supplement for contaminated runways is valid only for contaminant depths of 15 mm and less. The contaminated runway performance in this supplement is limited to standing water, slush, wet snow, dry snow, and compacted snow as defined in Section 1 of this Supplement. Takeoff and Landing operations from ice contaminated runways are prohibited.

SECTION 3 - EMERGENCY PROCEDURES ENGINE FAILURE DURING TAKEOFF (AT OR BELOW V1) TAKEOFF ABORTED 1. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND FINE 2. Brakes . . . . . . . . . . AS REQUIRED TO ACHIEVE STOPPING DISTANCE 3. Operative Engine . . . MAXIMUM REVERSE SLOW TO 55 KNOTS; THEN SELECT GROUND FINE

Extreme care must be exercised when using single-engine reversing on surfaces with reduced traction.

SECTION 3A - ABNORMAL PROCEDURES No change.

SECTION 4 - NORMAL PROCEDURES PREFLIGHT INSPECTION When operating from contaminated runways, it is recommended that the ramp area (approximately 5 ft diameter) beneath each propeller be swept clean.

TAXI The engine anti-ice should be on and the minimum power required to taxi should be used. Additionally, making turns into the wind will help minimize the risk of propeller erosion, contaminant ingestion by the engines, and contaminant impingement on the airframe.

TAKEOFF A rolling takeoff is recommended on contaminated runways where reduced friction may prevent holding Minimum Take-off Power, or there is a possibility that

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runway contaminants may cause propeller blade erosion or foreign object damage to the engines. The following procedure is recommended in such situations.

ROLLING TAKEOFF (INCREASE SCHEDULED CONTAMINATED RUNWAY TAKEOFF DISTANCES BY 500 FT) 1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE 2. Power . . . . . . . . . . . . . . . . . . . . ADJUST SMOOTHLY TO SET MINIMUM TAKE-OFF POWER WITHIN 10 SECONDS OF BRAKE RELEASE, OBSERVE ITT 3. [L AFX] & [R AFX] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ILLUMINATED (or, [L AUTOFEATHER] & [R AUTOFEATHER] - Illuminated

NOTE Increasing airspeed will cause torque and ITT to increase. 4. Landing Gear (when positive climb established). . . . . . . . . . . . . . . . . . . UP 5. Flaps (at 121 knots minimum). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

The presentation of performance data in this supplement for wet and contaminated runways should not be taken as implying that the ground handling characteristics on these surfaces will be as good as can be obtained on dry or wet runways, in particular, following engine failure, operations in crosswinds, and use of reverse thrust. While adequate directional control is theoretically adequate for takeoffs and landings on wet and contaminated runways, pilots should be aware that extra care will be required during such opeations. Refer to Cold Weather Procedures in Section 4, NORMAL PROCEDURES, of the POH/AFM. Landing distances in this supplement assume the airplane is established on a steady glidepath at the required approach speed by 50 feet above the surface. At this point, the power is brought to idle and the airplane is landed using the minimum flare and a firm touchdown. Using this procedure on wet and contaminated runways is increasingly important as it ensures a proper touchdown speed and establishes full weight of the airplane on the tires in the shortest amount of time. All of this combines to improved braking performance and decrease landing distance.

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SECTION 5 - PERFORMANCE TAKE-OFF WEIGHT In determining take-off weight requirements, the following variables affecting performance must be taken into account. 1. 2. 3. 4. 5. 6.

The weight of the airplane at the commencement of the take-off run. The pressure altitude at the airport. The ambient temperature at the airport. The runway surface condition and the type of runway surface. The runway slope in the direction of takeoff; and The headwind or tailwind. Takeoff Distance, Accelerate-Stop, and Accelerate-Go graphs in the POH/AFM automatically decrease the headwind by 50% and increase the tailwind by 150%. Thus, the reported headwind or tailwind may be used when entering the graph.

TAKE-OFF WEIGHT - FLAPS APPROACH TO ACHIEVE EU-OPS CLIMB REQUIREMENTS This graph presents the maximum weight allowable to achieve take-off and landing climb requirements.

TAKE-OFF FLIGHT PATH EFFECT OF BANK ANGLE ON NET TAKE-OFF FLIGHT PATH The following provides corrections to be applied to the NET GRADIENT OF CLIMB - FLAPS UP and NET GRADIENT OF CLIMB - FLAPS APPROACH graphs in the POH/AFM, when turns are required.

Bank Angle

Correction to be Applied to Net Gradient of Climb

15°

-0.7 Percentage Points

LANDING WEIGHT In determining landing weight requirements, the following variables affecting performance must be taken into account. 1. 2. 3. 4. 5. 6.

The weight of the airplane at the estimated time of landing. The pressure altitude at the airport. The ambient temperature at the airport. The runway surface condition and the type of runway surface. The runway slope in the direction of landing; and The headwind or tailwind. The Flaps Down Landing Distance graphs in the POH/AFM automatically decrease the headwind by 50% and increase the tailwind by 150%. Thus, the reported headwind or tailwind may be used when entering the graph.

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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WET OR DRY RUNWAY PERFORMANCE TAKE-OFF DISTANCE TAKEOFF - FLAPS UP OR FLAPS APPROACH WET OR DRY RUNWAY LEVEL TO 2% DOWNSLOPE (OR 2% UPSLOPE) These tables are used when taking off on wet or dry runways. Performance is provided for runway slopes of “Level to 2% Downslope”, and “2% Upslope”. The wet or dry runway takeoff performance is obtained by first determining the runway takeoff distance to 50 feet from the TAKE-OFF DISTANCE - FLAPS UP or TAKE-OFF DISTANCE - FLAPS APPROACH graph in the POH/AFM. This is the Index Value that is used to enter either table. The “Level or 2% Downslope” table provides EU-OPS 1 performance by multiplying the Index Value by the following factors to arrive at the take-off distances. Index Value x 1.25 = Minimum Take-off Run Available (No Stopway and/or Clearway) Index Value x 1.00 = Minimum Take-off Run Available (With Stopway and/or Clearway) Index Value x 1.15 = Minimum Take-off Distance Available (With Stopway and/ or Clearway) Index Value x 1.30 = Minimum Accelerate Stop Distance Available (With Stopway and/or Clearway) The “Level to 2% Downslope” EU-OPS 1 Distances are increased an additional 10% to obtain the EU-OPS 1 take-off performance shown in the second table for “2% Upslope”. No reductions in level performance are provided for downslopes. Interpolation between Index Values and between the two take-off distance tables is permitted. With BLR Ultimate Performance Package Supplemental Type Certificate (STC) SA02131SE installed, use the take-off speeds and associated distances from BLR AFMS-B250-1 or latest revision to obtain the appropriate takeoff speeds and index values for use in computing wet or dry minimum takeoff run available, minimum takeoff distance available and minimum accelerate-stop distance available for either wet or dry runway conditions.

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In the following example, the “TAKEOFF - FLAPS UP OR FLAPS APPROACH, Wet or Dry Runway, 2% Upslope” table was used to determine distances. This methodology also applies to the “TAKEOFF - FLAPS UP OR FLAPS APPROACH, Wet or Dry Runway, Level to 2% Downslope” table. EXAMPLE: Runway Condition

Wet or Dry

Flap Setting

Approach

OAT

28°C

Pressure Altitude

5433 ft

Take-off Weight

12,500 lbs

Headwind Component

9.5 knots

Runway Slope

2% Upslope

Ground Roll

2700 ft

(From POH/AFM)

Total Over 50 ft Obstacle

3750 ft

(From POH/AFM)

Index Value

3750 ft

(=Total Over 50 ft Obstacle)

Stopway and/or Clearway Available? Minimum Take-off Run

Minimum Take-off Distance Minimum AccelerateStop Distance

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

Yes 4180 ft

(Using next highest index value of 3800 ft)

4125 ft

(Using interpolation)

4807 ft

(Using next highest index value of 3800 ft)

4744 ft

(Using interpolation)

5434 ft

(Using next highest index value of 3800 ft)

5363 ft

(Using interpolation)

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LANDING DISTANCE LANDING - WITH OR WITHOUT REVERSING - FLAPS DOWN WET OR DRY RUNWAY LEVEL TO 2% UPSLOPE (OR 2% DOWNSLOPE) These tables are used when landing on wet or dry runways. Performance is provided for runway slopes of “Level to 2% Upslope”, and “2% Downslope”. The wet or dry runway landing performance is obtained by first determining the runway landing distance over a 50 foot obstacle from the NORMAL LANDING DISTANCE WITHOUT PROPELLER REVERSING - FLAPS DOWN or the LANDING DISTANCE WITH PROPELLER REVERSING - FLAPS DOWN graph in the POH/AFM. This is the Index Value that is used to enter either table. The Index Value is 70% of the corresponding EU-OPS 1 Dry Runway performance. The Wet Runway EU-OPS 1 distance is 15% greater than the Dry Runway distance. The “Level to 2% Upslope” EU-OPS 1 Distances are increased an additional 10% to obtain the “2% Downslope” distances. No reductions in level performance are provided for upslopes. Interpolation between Index Values and between the two landing distance tables is permitted. EXAMPLE: In the following example, the “LANDING - WITH OR WITHOUT REVERSING FLAPS DOWN, Wet or Dry Runway, Level to 2% Upslope” table was used to determine distances. This methodology also applies to the “LANDING - WITH OR WITHOUT REVERSING - FLAPS DOWN, Wet or Dry Runway, 2% Downslope” table. Runway Condition Reversing OAT Pressure Altitude

Wet Without 32°C 4732 ft

Landing Weight

10,937 lbs

Headwind Component

4.7 knots

Runway Slope

Level

Ground Roll

1850 ft

(From POH/AFM)

Total Over 50 ft Obstacle

3000 ft

(From POH/AFM)

Index Value

3000 ft

(=Total Over 50 ft Obstacle)

Minimum Landing Distance Available (Over a 50-ft Obstacle)

4929 ft

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CONTAMINATED RUNWAY PERFORMANCE All contaminated runway performance is based on analytical corrections of dry, hard surface flight test data. The analytical corrections are based on guidance provided by the Acceptable Means of Compliance (AMC) 25.1591. The contaminated runway performance assumes that: 1. The contaminant is spread over the entire runway surface to an even depth (although rutting, for example, may have taken place). 2. The contaminant is of a uniform specific gravity as listed below.

Contaminant

Specific Gravity

Standing Water

1.00

Slush

0.85

Wet Snow

0.50

Dry Snow

0.20

3. Where the contaminant has been sanded, graded (mechanically leveled) or otherwise treated before use, that it has been done in accordance with agreed national procedures. Operation on runways contaminated with standing water, slush, wet snow, dry snow, compacted snow, or other contaminants implies uncertainties with regard to runway friction and contaminant drag and therefore to the achievable performance and control of the airplane during takeoff, since the actual conditions may not completely match the assumptions on which the performance is based. Where possible, every effort should be made to ensure that the runway surface is cleared of any significant contamination. The provision of performance information for contaminated runways should not be taken as implying that ground handling characteristics on these surfaces will be as good as can be achieved on dry or wet runways, in particular following engine failure, operating in crosswinds or when using reverse thrust. See Section 4, Normal Procedures in this Supplement. Tests on contaminated runways have not identified clear, consistent trends with respect to the effect of ambient temperature on braking action for a specific runway contaminant. The case where the surface temperature is just at the melting point (i.e., about 0°C) may be an exception as a water film may form by surface melting and result in reduced friction and consequently braking performance. The guidance provided in this supplement does not address surfaces comprised of multiple contaminant types such as loose snow, slush or standing water covering compacted snow or any other cases where multiple contaminant types are present. Contaminated takeoff distance data contained within this supplement are not applicable to airplanes with STC SA02131SE installed. Landing distance in the referenced table remains unchanged and is applicable. Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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Actual runway conditions that differ from the definitions contained in this supplement may lead to performance that is different from that shown herein. Interpolation between tabulated contaminated runway depths (i.e. 3, 6, 9, 12, and 15 mm) is not permitted. For conservative performance, contaminant depths that lie between the values provided should be rounded up (for take-off performance) or rounded down (for landing performance) to the closest value for which performance is shown. The contaminated runway performance information does not in any way replace or amend the Operating Limitations and Performance information listed in the POH/AFM unless otherwise stated in this Supplement.

TAKE-OFF DISTANCE TAKEOFF - FLAPS APPROACH CONTAMINATED RUNWAY (DEPTH = XX MM) LEVEL (OR NON-LEVEL) These tables are used when taking off on contaminated runways. Performance is provided for slopes of “Level” and “Non-Level”, at contaminant depths of 3, 6, 9, 12 and 15 mm for each of the slopes. The type of contaminant (standing water, slush, wet snow, dry snow, or compacted snow) is not required when using the tables as they are based on the type of contaminant that produces the least performance. The contaminated runway take-off performance is obtained by first determining the runway take-off distance to 50 feet from the TAKE-OFF DISTANCE - FLAPS APPROACH graph in the POH/AFM. This is the Index Value that is used to enter the table. Use the table with a contaminant depth equal to the existing runway conditions. If conditions do not match the contaminant depths provided, round the existing depth up to the next higher value for which a table is provided. The “Level” EU-OPS 1 distances are increased an additional 10% to obtain the “Non-Level” distances. Interpolation between Index Values is permitted.

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In the following example, the “TAKEOFF - FLAPS APPROACH, Contaminated Runway, Non-Level Runway (2% Upslope or 2% Downslope)” table was used to determine distances. This methodology applies to all other contaminated runway take-off performance tables. EXAMPLE: Runway Condition Flap Setting

Standing Water of 10 mm depth Approach

OAT

28°C

Pressure Altitude

5433 ft

Take-off Weight

12,500 lbs

Headwind Component

9.5 knots

Runway Slope

2% Upslope

Ground Roll

2700 ft

(From POH/AFM)

Total Over 50 ft Obstacle

3750 ft

(From POH/AFM)

Index Value

3750 ft

(= Total Over 50 ft Obstacle)

Minimum Take-off Run

8903 ft

(Using next highest index value of 3800 ft)

9403 ft

(Using next highest index value of 3800 ft and rolling takeoff adjustment).

8810 ft

(Using interpolation)

9310 ft

(Using interpolation between index values and rolling takeoff adjustment).

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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LANDING DISTANCE LANDING - WITHOUT REVERSING - FLAPS DOWN CONTAMINATED RUNWAY (DEPTH = XX MM) LEVEL TO 2% UPSLOPE (OR 2% DOWNSLOPE)

NOTE Use the Compacted Snow Landing Distances for landings on runways contaminated by wet snow with depths less than 5 mm, and dry snow with depths of less than 20 mm. These tables are used when landing on contaminated runways. Performance is provided for runway slopes of “Level to 2% Upslope”, “2% Downslope”, and contaminant depths of 3, 6, 9, 12, and 15 mm plus compacted snow for each of the slopes. The type of contaminant (standing water, slush, wet snow, or dry snow) is not required when using the tables as they are based on the type of contaminant that produces the least performance. The contaminated runway landing performance is obtained by first determining the landing distance over a 50 foot obstacle from the NORMAL LANDING DISTANCE WITHOUT PROPELLER REVERSING - FLAPS DOWN graph in the POH/AFM. This is the Index Value that is used to enter the table. The EU-OPS 1 landing distance, corrected for the contamination, is found under the column for Compacted Snow, or the column for the appropriate Contaminant Depth. Use a contaminant depth equal to the existing runway condition. If conditions do not match the contaminant depths provided, round the existing depth down to the next lower value provided in the table. The “Level to 2% Upslope” EU-OPS 1 Distances are increased an additional 10% to obtain the “2% Downslope” distances. No reductions in level performance are provided for upslopes. Interpolation between Index Values and between the two landing distance tables is permitted.

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In the following example, the “LANDING - WITHOUT PROPELLER REVERSING - FLAPS DOWN, Contaminated Runway, Level To 2% Upslope” table was used to determine distances. This methodology applies to the other contaminated runway landing performance table. EXAMPLE: Runway Condition

Standing Water of 10 mm depth

Reversing OAT Pressure Altitude

Without 32°C 4732 ft

Landing Weight

10,937 lbs

Headwind Component

4.7 knots

Runway Slope

Level

Ground Roll

1850 ft

(From POH/AFM)

Total Over 50 ft Obstacle

3000 ft

(From POH/AFM)

Index Value

3000 ft

(= Total Over 50 ft Obstacle)

Minimum Landing Distance Available (Over a 50 ft Obstacle)

5394 ft

(Using Contaminant depth of 9 mm)

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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TAKE-OFF WEIGHT - FLAPS APPROACH TO ACHIEVE EU-OPS CLIMB REQUIREMENTS

ASSOCIATED CONDITIONS: AIRPLANE........AIRBORNE POWER ..........TAKE-OFF FLAPS...........APPROACH INOPERATIVE PROPELLER.....FEATHERED

A

°C

IS +

R AI

°C 37

E ID TS

10000 10,000

30

OU

EXAMPLE: PRESSURE ALTITUDE ....543O FT OAT ..................28°C NOTE: FOR OPERATION WITH ICE TAKE-OFF WEIGHT.......12,5OO LB VANES EXTENDED, NO OFF LOADING IS REQUIRED

M TE PE

9000

RA TU RE

8000

6000

5000 MAXIMUM TAKE-OFF WEIGHT

PRESSURE ALTITUDE ~ FEET

7000

4000

3000

2000

BLAATOOO1C

1000

0 SL 9,000 9000

10,000

11,000

12,000

WEIGHT ~ POUNDS

3500

4000

4500

WEIGHT ~ KILOGRAMS

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1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400 6600 6800 7000 7200 7400 7600 7800 8000

1750 2000 2250 2500 2750 3000 3250 3500 3750 4000 4250 4500 4750 5000 5250 5500 5750 6000 6250 6500 6750 7000 7250 7500 7750 8000 8250 8500 8750 9000 9250 9500 9750 10000

1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400 6600 6800 7000 7200 7400 7600 7800 8000

1610 1840 2070 2300 2530 2760 2990 3220 3450 3680 3910 4140 4370 4600 4830 5060 5290 5520 5750 5980 6210 6440 6670 6900 7130 7360 7590 7820 8050 8280 8510 8740 8970 9200

1820 2080 2340 2600 2860 3120 3380 3640 3900 4160 4420 4680 4940 5200 5460 5720 5980 6240 6500 6760 7020 7280 7540 7800 8060 8320 8580 8840 9100 9360 9620 9880 10140 10400 BL05C 060564AB.AI

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400 6600 6800 7000 7200 7400 7600 7800 8000

1925 2200 2475 2750 3025 3300 3575 3850 4125 4400 4675 4950 5225 5500 5775 6050 6325 6600 6875 7150 7425 7700 7975 8250 8525 8800 9075 9350 9625 9900 10175 10450 10725 11000

1540 1760 1980 2200 2420 2640 2860 3080 3300 3520 3740 3960 4180 4400 4620 4840 5060 5280 5500 5720 5940 6160 6380 6600 6820 7040 7260 7480 7700 7920 8140 8360 8580 8800

1771 2024 2277 2530 2783 3036 3289 3542 3795 4048 4301 4554 4807 5060 5313 5566 5819 6072 6325 6578 6831 7084 7337 7590 7843 8096 8349 8602 8855 9108 9361 9614 9867 10120

2002 2288 2574 2860 3146 3432 3718 4004 4290 4576 4862 5148 5434 5720 6006 6292 6578 6864 7150 7436 7722 8008 8294 8580 8866 9152 9438 9724 10010 10296 10582 10868 11154 11440 BL05C 060565AB.AI

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1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800

2200 2515 2828 3143 3457 3772 4085 4400 4715 5028 5343 5657 5972 6285 6600 6915 7228 7543 7857 8172 8485 8800 9115

2530 2892 3253 3615 3975 4337 4698 5060 5422 5783 6145 6505 6867 7228 7590 7952 8313 8675 9035 9397 9758 10120 10482 BL05C 060567AB.AI

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800

2000 2286 2571 2857 3143 3429 3714 4000 4286 4571 4857 5143 5429 5714 6000 6286 6571 6857 7143 7429 7714 8000 8286

2300 2629 2957 3286 3614 3943 4271 4600 4929 5257 5586 5914 6243 6571 6900 7229 7557 7886 8214 8543 8871 9200 9529 BL05C 060566AB.AI

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Index Value (ft) From POH/AFM Compacted Snow 1400 2559 1600 2888 1800 3208 2000 3521 2200 3826 2400 4124 2600 4414 2800 4698 3000 4976 3200 5247 3400 5513 3600 5773 3800 6028 4000 6278 4200 6523 4400 6765 4600 7002 4800 7235 5000 7465 5200 7692 5400 7916 5600 8137 5800 8356 6000 8573

Minimum Takeoff Run Available (ft) Contaminant Depth (mm) 3 6 9 12 2912 2966 3027 3111 3307 3390 3495 3611 3692 3802 3947 4094 4066 4203 4385 4561 4431 4592 4809 5012 4786 4969 5220 5446 5131 5336 5617 5866 5466 5692 6001 6271 5793 6037 6372 6661 6111 6372 6732 7038 6419 6697 7079 7402 6720 7012 7416 7754 7012 7319 7742 8094 7296 7616 8058 8423 7573 7906 8365 8778 7843 8187 8663 9123 8106 8461 8953 9457 8362 8728 9235 9782 8612 8989 9511 10100 8856 9243 9780 10411 9095 9492 10045 10717 9329 9736 10304 11021 9558 9976 10561 11322 9784 10212 10814 11624

15 3221 3806 4368 4906 5423 5918 6392 6847 7284 7703 8105 8493 8866 9228 9704 10164 10611 11050 11486 11924 12369 12826 13301 13801

6200

8789

10005

10444

11066

11927

14331

6400 6600 6800

9003 9216 9428

10224 10439 10653

10674 10902 11129

11316 11566 11818

12233 12545 12863

14898 15509 16170

7000

9640

10864

11355

12071

13191

BLABTO001A

16890 BL05C 062210AA.AI

Contaminated takeoff distance data contained within this supplement are not applicable to airplanes with STC SA02131SE installed. Landing distance in the referenced table remains unchanged and is applicable.

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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Index Value (ft) From POH/AFM Compacted Snow 1400 2815 1600 3176 1800 3529 2000 3873 2200 4209 2400 4536 2600 4856 2800 5168 3000 5474 3200 5772 3400 6064 3600 6350 3800 6631 4000 6906 4200 7176 4400 7441 4600 7702 4800 7958 5000 8211 5200 8461 5400 8707 5600 8951 5800 9192 6000 9431

Minimum Takeoff Run Available (ft) Contaminant Depth (mm) 3 6 9 12 3203 3262 3330 3422 3638 3729 3844 3972 4061 4183 4342 4504 4473 4623 4824 5017 4874 5051 5290 5513 5264 5466 5742 5991 5644 5869 6178 6452 6013 6261 6601 6898 6372 6640 7010 7327 6722 7009 7405 7742 7061 7366 7787 8142 7392 7714 8158 8529 7713 8051 8517 8903 8026 8378 8864 9265 8331 8696 9202 9656 8627 9006 9529 10035 8916 9307 9848 10402 9198 9601 10159 10760 9473 9888 10462 11109 9742 10167 10758 11452 10005 10441 11049 11789 10262 10710 11335 12123 10514 10973 11617 12454 10762 11233 11895 12786

15 3544 4187 4805 5397 5965 6510 7032 7532 8012 8473 8916 9342 9753 10150 10674 11180 11672 12155 12635 13116 13606 14109 14631 15181

6200

9668

11006

11489

12172

13119

15764

6400 6600 6800

9903 10138 10371

11246 11483 11718

11742 11993 12242

12448 12723 12999

13456 13799 14150

16388 17059 17787

7000

10604

11951

12491

13278

14510

BLABTO001A

18579 BL05C 062211AA.AI

Contaminated takeoff distance data contained within this supplement are not applicable to airplanes with STC SA02131SE installed. Landing distance in the referenced table remains unchanged and is applicable.

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Index Value (ft) From POH/AFM 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800

Minimum Landing Distance Available Over a 50 ft Obstacle (ft) Contaminant Depth (mm) Compacted Snow 3 6 9 12 15 2262 2616 2462 2382 2338 2293 2674 2989 2813 2722 2672 2621 3087 3363 3165 3063 3006 2949 3500 3737 3517 3403 3340 3276 3913 4325 4078 3909 3790 3676 4326 4914 4640 4415 4240 4076 4739 5502 5202 4921 4691 4476 5152 6091 5763 5427 5141 4875 5565 6679 6325 5933 5591 5275 5978 7458 7002 6560 6171 5814 6391 8238 7679 7188 6750 6353 6803 9017 8355 7815 7329 6892 7216 9796 9032 8443 7909 7431 7629 10575 9709 9070 8488 7970 8042 11355 10386 9697 9068 8508 8455 12134 11062 10325 9647 9047 8868 12913 11739 10952 10226 9586 9281 13692 12416 11580 10806 10125 9694 14472 13093 12207 11385 10664 10107 15251 13770 12835 11964 11203 10519 16030 14446 13462 12544 11742 10932 16809 15123 14090 13123 12281 11345 17589 15800 14717 13702 12820

BLABLD001A

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

BL05C 062212AA.AI

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Index Value (ft) From POH/AFM 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 BLABLD001A

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Minimum Landing Distance Available Over a 50 ft Obstacle (ft) Contaminant Depth (mm) Compacted 3 6 9 12 15 Snow 2056 2378 2238 2165 2125 2085 2431 2718 2558 2475 2429 2383 2807 3057 2877 2784 2732 2681 3182 3397 3197 3094 3036 2979 3557 3932 3708 3554 3445 3342 3933 4467 4218 4014 3855 3705 4308 5002 4729 4474 4264 4069 4683 5537 5239 4934 4674 4432 5059 6072 5750 5394 5083 4796 5434 6780 6365 5964 5610 5285 5810 7489 6981 6534 6136 5775 6185 8197 7596 7105 6663 6265 6560 8906 8211 7675 7190 6755 6936 9614 8826 8246 7717 7245 7311 10322 9442 8816 8243 7735 7686 11031 10057 9386 8770 8225 8062 11739 10672 9957 9297 8715 8437 12448 11287 10527 9823 9205 8812 13156 11903 11098 10350 9695 9188 13864 12518 11668 10877 10184 9563 14573 13133 12238 11403 10674 9939 15281 13748 12809 11930 11164 10314 15990 14364 13379 12457 11654 BL05C 062213AA.AI

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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SECTION 6 - WEIGHT & BALANCE/EQUIPMENT LIST No change.

SECTION 7 - SYSTEMS DESCRIPTION No change.

SECTION 8 - HANDLING, SERVICING & MAINTENANCE No change.

Approved Performance Data Revised: January, 2013 P/N 101-590010-469

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Approved Performance Data Revised: January, 2013 P/N 101-590010-469

Super King Air® B200/B200C Pilot’s Operating Handbook and Approved* Airplane Flight Manual Supplement for the Data for Flight Test and Training This Supplement is Applicable to the Following Manual(s): 101-590010-425 *See page 2 of this Supplement for a list of Approving Aviation Authorities

Copyright © 2005 Raytheon Aircraft Company. All rights reserved.

Approved Performance Data Issued: November, 2005 P/N 101-590010-471

1 of 8

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LIST OF APPROVING AVIATION AUTHORITIES

This supplement is approved by the FAA on behalf of the following AVIATION AUTHORITIES:

Aviation Authority

Aviation Authority Delegation/Reference Date

1. European Aviation Safety Agency (EASA) ......Tech Visa Against Project # EASA.IM.A.S.01013 Dated 12/22/05

Copyright © 2005 Raytheon Aircraft Company. All rights reserved. 2 of 8

Approved Performance Data Issued: November, 2005 P/N 101-590010-471

LOG OF REVISIONS Super King Air® B200/B200C Pilot’s Operating Handbook and Approved* Airplane Flight Manual Supplement for the Data for Flight Test and Training REV NO.

PAGES

DESCRIPTION

DATE OF REV

0

1 thru 8

Original Issue

November, 2005

P/N 101-590010-471

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CONTENTS SECTION 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 3A - ABNORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 4 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 5 - PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5 SECTION 6 - WEIGHT & BALANCE/EQUIPMENT LIST . . . . . . . . . . . . . . Page 8 SECTION 7 - SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . Page 8 SECTION 8 - HANDLING, SERVICING & MAINTENANCE. . . . . . . . . . . . Page 8

SECTION 1 - GENERAL The information in this supplement is FAA Approved on behalf of the aviation authorities listed on page 2 and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual for airplanes using Data for Flight Test and Training, in accordance with Raytheon Aircraft approved data. The information in this supplement supersedes or adds to the basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) only as set forth within this document. Users of the manual are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane.

GRAPH AND TABULAR TERMINOLOGY The following term supersedes or is in addition to those found in Section 1, GENERAL of the POH/AFM. Gross Performance

The average performance which a fleet of airplanes can be expected to achieve if satisfactorily maintained and flown in accordance with the associated techniques described in the manual.

SECTION 2 - LIMITATIONS No Change

SECTION 3 - EMERGENCY PROCEDURES No Change

SECTION 3A - ABNORMAL PROCEDURES No Change

SECTION 4 - NORMAL PROCEDURES No Change

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Approved Performance Data Issued: November, 2005 P/N 101-590010-471

SECTION 5 - PERFORMANCE GROSS PRESSURE RATE-OF-CLIMB WITH ONE ENGINE INOPERATIVE The gross pressure rate-of-climb, with one engine inoperative, may be obtained from the GROSS PRESSURE RATE-OF-CLIMB - ONE ENGINE INOPERATIVE chart for varying weight, altitude and air temperature. The performance scheduled is “gross” data, and is the expected performance of an average airplane of its type and no margins have been subtracted. The rates of climb are “pressure” rates and may be directly compared with performance measured by the airplane’s altimeter set to 1013.2 millibars. Stall speeds have been scheduled for a center of gravity location of 185 inches (19.56% MAC) for use in airworthiness test flights.

Approved Performance Data Issued: November, 2005 P/N 101-590010-471

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Approved Performance Data Issued: November, 2005 P/N 101-590010-471

Approved Performance Data Issued: November, 2005 P/N 101-590010-471

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SECTION 6 - WEIGHT & BALANCE/EQUIPMENT LIST No Change

SECTION 7 - SYSTEMS DESCRIPTION No Change

SECTION 8 - HANDLING, SERVICING & MAINTENANCE No Change

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Approved Performance Data Issued: November, 2005 P/N 101-590010-471

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LOG OF REVISIONS Super King Air® B200, B200GT, B200C & B200CGT (Serials BB-1834, BB-1843 and After, BL-148 and After; Serials BY-1 and After; BZ-1 and After; and Airplanes with Kit 101-9113)

Super King Air® 350, 350ER, 350i, 350iER, 350C & 350CER (Model B300/B300C) (Serials FL-493, FL-500 and After; FM-14 and After; Heavy Weight Aircraft with or without Extended Fuel Capabilities)

Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for Flight Operations in High Latitude Regions REV NO.

PAGE NO(S).

DATE OF REV.

DESCRIPTION

0

1 thru 4

Original Issue

Feb, 2009

1

1 thru 3

Redated pages.

Mar, 2009

4

Added Attitude Heading Reference System (AHRS) limitations and redated page.

2

1 thru 4

Added Super King Air® B300/B300C to effectivity and redated all pages.

Jan, 2011

3

1 thru 4

Revised Hawker Beechcraft Corporation to Beechcraft Corporation and added the 130-590031-499 POH/AFM to the supplement applicability. Redated all pages.

July, 2014

2 of 4

P/N 101-590010-503

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CONTENTS SECTION 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 3A - ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 4 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 5 - PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . . . . . . Page 4 SECTION 7 - SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 8 - HANDLING, SERVICING AND MAINTENANCE. . . . . . . . . Page 4

SECTION 1 - GENERAL The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual when the airplane is operated in high latitude regions. The information in this supplement supersedes or adds to the basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual only as set forth within this document. Users of the handbook are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane.

SECTION 2 - LIMITATIONS FLIGHT MANAGEMENT SYSTEM (FMS) 1. The FMS-3000 Flight Management System must have software version 3.4 installed. 2. All FMS navigation operations are approved within the U.S. National Airspace System and latitudes bounded by 60° North latitude and 60° South latitude at any longitude. • Operation to 70° North latitude is acceptable east of 75° West longitude and west of 120° West longitude. • Operation to 80° North latitude is acceptable east of 50° West longitude and west of 70° East longitude. • Operation to 70° South latitude is acceptable except for the 45° between 120° East and 165° East longitude. • The WGS-84 coordinate reference datum in accordance with the criteria of AC 20-130A, AC 91-49 CHG 1, and AC 20-138 must be used. Satellite navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States.

FAA Approved Revised: July, 2014 P/N 101-590010-503

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ATTITUDE HEADING REFERENCE SYSTEM (AHRS) Operation within the U.S. National Airspace System and latitudes bounded by 60° North latitude and 60° South latitude at any longitude are approved. • Operation to 70° North latitude is acceptable east of 75° West longitude and west of 120° West longitude. • Operation to 80° North latitude is acceptable east of 50° West longitude and west of 70° East longitude. • Operation to 70° South latitude is acceptable except for the 45° between 120° East and 165° East longitude.

SECTION 3 - EMERGENCY PROCEDURES No change.

SECTION 3A - ABNORMAL PROCEDURES No change.

SECTION 4 - NORMAL PROCEDURES No change.

SECTION 5 - PERFORMANCE No change.

SECTION 6 - WEIGHT & BALANCE/EQUIPMENT LIST No change.

SECTION 7 - SYSTEMS DESCRIPTION No change.

SECTION 8 - HANDLING, SERVICING AND MAINTENANCE No change.

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LOG OF REVISIONS Super King Air® B200 & B200C (Pro Line 21 Avionics Equipped Airplanes only)

Super King Air® B200GT (Pro Line 21 Avionics Equipped Airplanes only)

Super King Air® 350, 350ER, 350i, 350iER, 350C & 350CER (Models B300 & B300C) (Pro Line 21 Avionics Equipped Airplanes only)

Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for Rockwell Collins TDR-94D Transponder with ADS-B Out (DO 260B) (Airplanes with Kit 101-3416) REV NO.

PAGE NO(S).

0

1 thru 6

2 of 6

DESCRIPTION Original Issue

DATE OF REV October, 2016

P/N 101-590010-0565

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CONTENTS SECTION 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 3A - ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 4 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5 SECTION 5 - PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5 SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . . . . . . Page 5 SECTION 7 - SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . Page 5 SECTION 8 - HANDLING, SERVICING & MAINTENANCE . . . . . . . . . . . Page 5

SECTION 1 - GENERAL This supplement is part of, and must be placed in, the basic FAA Approved Airplane Flight Manual for Beechcraft B200 and B300 airplanes equipped with Kit P/N 101-3416, Transponder with Enhanced Surveillance and ADS-B Out (DO 260B). The information contained herein supplements the information of the basic FAA Approved Airplane Flight Manual. For limitations, procedures and performance information not contained in this supplement, consult the basic FAA Approved Airplane Flight Manual. The limitations, procedures and information contained in other sections of the Airplane Flight Manual are applicable, except were superseded by the information listed in this supplement. The Automatic Dependent Surveillance-Broadcast (ADS-B) Out function of the transponder periodically broadcasts the aircraft's identification, position, altitude, velocity, and other information to Air Traffic Control and other appropriately equipped aircraft. Aircraft position is obtained from the GNSS sensors. All installed GPS sensors are directly connected to both transponders. The transponder only transmits ADS-B Out information and does not receive ADS-B In information. The transponder must be ON during all phases of flight and during airport surface movement operations when ADS-B Out is required. If the transponder is not ON, ADS-B Out is not functional. The installed transponders meet the requirements of 14 CFR 91.227, TSOC166b Class A3- Transmit Only, and DO 260B and is compliant with the requirements of CS ACNS.D.ADSB and the guidance provided in AC 20-165B and AMC 20-24. Enhanced Mode S capability, which was optional equipment in the basic POH/ AFM, is included in Kit P/N 101-3416. The parameters available to be transmitted, and compliance with ICAO Document 7030/4 Regional Supplementary Procedures for SSR Mode S Enhanced Surveillance in designated European FAA Approved Issued: October, 2016 101-590010-0565

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airspace, are shown in POH/AFM Supplements 101-590168-29 or 130-590031241 as applicable. This installation is also compliant with the requirements of CS.ACNS.D.ELS and CS.ACNS.D.EHS.

SECTION 2 - LIMITATIONS No change.

SECTION 3 - EMERGENCY PROCEDURES No change.

SECTION 3A - ABNORMAL PROCEDURES AVIONICS TRANSPONDER FAIL A transponder failure indication means either a transponder device has failed or only the ADSB Out function of that transponder has failed. If the transponder device is failed, both normal transponder functions and ADS-B Out functions are inoperative. If only the ADS-B Out function has failed, the other modes of the transponder will continue to operate. Any of the indications below indicate a transponder failure: • PFD - an amber “F” displayed at the end of the ident code. Example - ATC5446F. • CDU - an amber XPDR FAIL on the TUNE (1/2) page indicates either the transponder device has failed (ATC digits on CDU will be amber) or the ADS-B Out function has failed (ATC digits on CDU will be green; amber or white GNSS NOT AVAILABLE may be present in the CDU scratchpad). ADS-B Out function is inoperative. • RTU - an amber XPDR FAIL displayed next to the ATC1 or ATC2 field indicates either the transponder device has failed (ATC digits on RTU will be amber) or the ADS-B Out function has failed (ATC digits will be green). ADS-B Out function is inoperative. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . SELECT OTHER TRANSPONDER If amber XPDR FAIL remains displayed on CDU or RTU: Notify ATC of inoperative ADS-B Out or Transponder Procedure Completed If amber XPDR FAIL clears from CDU or RTU: Periodically check the RTU or CDU TUNE (1/2) page for XPDR FAIL Procedure Completed

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FAA Approved Issued: October, 2016 101-590010-0565

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RTU FAILURE 1. RTU Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK 2. RTU/CDU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SELECT CDU 3. Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TUNE FROM CDU 4. CDU TUNE (1/2) Page . . . . . . . . . . . . . . . . . . . . . PERIODICALLY CHECK FOR XPDR FAIL

SECTION 4 - NORMAL PROCEDURES BEFORE TAXI Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON WHEN ADS-B OUT IS REQUIRED

AFTER LANDING Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMAIN ON WHEN ADS-B OUT IS REQUIRED

SHUTDOWN AND SECURING Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY

SECTION 5 - PERFORMANCE No change.

SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST No change.

SECTION 7 - SYSTEMS DESCRIPTION No change.

SECTION 8 - HANDLING, SERVICING & MAINTENANCE No change.

FAA Approved Issued: October, 2016 101-590010-0565

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FAA Approved Issued: October, 2016 101-590010-0565

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LOG OF REVISIONS Super King Air® B200C (Serials BL-148 and After)

Super King Air® B200CGT (Serials BZ-1 and After)

Super King Air® 350C & 350CER (Serials FM-12 and After)

Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for Airplanes with Kit 101-3299 Installed Cargo Door Wiring Modification REV NO.

PAGE NO(S).

DESCRIPTION

DATE

0

1 thru 6

Original Issue

Oct, 2014

1

1 thru 6

Added B200CGT airplanes (BZ-1 and after) to the effectivity.

Nov, 2014

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P/N 101-590168-0057

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CONTENTS SECTION 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 3A - ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 4 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 5 - PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 6 - WEIGHT & BALANCE/EQUIPMENT LIST . . . . . . . . . . . . . Page 4 SECTION 7 - SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . Page 5 SECTION 8 - HANDLING, SERVICING & MAINTENANCE . . . . . . . . . . . Page 5

SECTION 1 - GENERAL The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual when the Cargo Door Wiring Modification Kit 101-3299 is installed. The information in this supplement supersedes or adds to the basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual only as set forth within this document. Users of the handbook are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane.

SECTION 2 - LIMITATIONS No change.

SECTION 3 - EMERGENCY PROCEDURES No change.

SECTION 3A - ABNORMAL PROCEDURES No change.

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SECTION 4 - NORMAL PROCEDURES PROCEDURES BY FLIGHT PHASE PREFLIGHT INSPECTION CABIN/COCKPIT Read the following procedure in place of the existing POH/AFM Airstair Door Circuitry check: Airstair and Cargo Door Circuitry . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK a. Airstair and Cargo Door . . . . . . . . . CONFIRM CLOSED AND LOCKED b. Cargo Door Closed but Not Latched [DOOR UNLOCKED] . . . . . . . . . . . . . . . . . . . . . . . . . . . .ILLUMINATED c. Cargo Door Open, Handles in Locked Position [DOOR UNLOCKED] . . . . . . . . . . . . . . . . . . . . . . . . . . . .ILLUMINATED d. Cargo Door Closed and Locked, Airstair Door Closed but Not Latched [DOOR UNLOCKED] . . . . . . . . . . . . . . . . . . . . . . . . . . . .ILLUMINATED e. Airstair Door Open, Handle in Locked Position [DOOR UNLOCKED] . . . . . . . . . . . . . . . . . . . . . . . . . . . .ILLUMINATED

SECTION 5 - PERFORMANCE No change.

SECTION 6 - WEIGHT & BALANCE/EQUIPMENT LIST No change.

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SECTION 7 - SYSTEMS DESCRIPTION AIRSTAIR ENTRANCE DOOR With Kit 101-3299 installed, the DOOR UNLOCKED annunciator will illuminate when the battery switch is ON and the airstair door is not closed and securely latched. When the battery switch is OFF, the DOOR UNLOCKED annunciator no longer illuminates if the airstair door is closed but not securely latched. All other functions are as described in the POH/AFM.

CARGO DOOR With Kit 101-3299 installed, when the battery switch is ON, the DOOR UNLOCKED annunciator will be illuminated if either the airstair door or the cargo door is not closed and securely latched. When the battery switch is OFF, the DOOR UNLOCKED annunciator no longer illuminates if the airstair door is closed but not securely latched. All other functions are as described in the POH/AFM.

SECTION 8 - HANDLING, SERVICING & MAINTENANCE No change.

FAA Approved Revised: November, 2014 P/N 101-590168-0057

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FAA Approved Revised: November, 2014 P/N 101-590168-0057

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LOG OF REVISIONS Super King Air® B200 & B200C (BB-1834, BB-1843 thru BB-1987, except BB-1978; BL-148 thru BL-151)

Super King Air® B200GT & B200CGT (BY-1 and After; BZ-1 and After; and Airplanes with Kit 101-9113)

Super King Air® 350, 350ER, 350i, 350iER, 350C & 350CER (Models B300 & B300C) (FL-1 and After; FM-5 and After; FN-1 and After)

Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for the Emergency Crash Axe and/or Fairchild FA2100 Cockpit Voice Recorder and/or Artex 110-406 or Artex C406-2 Emergency Locator Transmitter (ELT) System REV NO.

PAGE NO(S).

0

1 thru 8

Original Issue

March, 2000

1

1 thru 8

Revised Heading and ELT information

Nov, 2000

2

1 thru 8

Revised Title Page and added ELT information

April, 2001

3

1 thru 8

Added Log of Revisions, revised Cockpit Voice Recorder information, and shifted data

June, 2002

4

1 thru 8

Added 130-590031-181 POH/AFM to the Title Page

Sept, 2003

5

1 thru 8

Added 101-590010-425 and130-590031-235 effectivity to the Title Page and re-dated all pages.

August, 2006

6

1 thru 8

Added 130-590031-245 effectivity to the Title Page, changed Raytheon Aircraft Company to Hawker Beechcraft Corporation, editorial changes and redated all pages.

March, 2009

7

1 thru 8

Added 101-590168-1 effectivity and 350i and 350iER to the Title Page and EMERGENCY CRASH AXE, and redated all pages.

March, 2010

2 of 10

DATE OF REV

DESCRIPTION

P/N 130-590031-145

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Log Of Revisions (Cont’d) P/N 130-590031-145 Revision 8 - July, 2014 REV NO.

8

PAGE NO(S).

DESCRIPTION

1 thru 10 Revised Hawker Beechcraft Corporation to Beechcraft Corporation and added the 130-590031-499 POH/AFM to the supplement applicability. Redated all pages, shifted data and updated Contents to reflect the shifted data.

P/N 130-590031-145

DATE OF REV

July, 2014

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CONTENTS SECTION 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5 SECTION 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 5 SECTION 3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 6 SECTION 3A - ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 6 SECTION 4 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . Page 6 SECTION 5 - PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 7 SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . . . . . . Page 7 SECTION 7 - SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . Page 7 SECTION 8 - HANDLING, SERVICING & MAINTENANCE . . . . . . . . . . Page 10

SECTION 1 - GENERAL The information in this supplement is FAA approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual when the airplane is operating with an Emergency Crash Axe and/or Fairchild FA2100 Cockpit Voice Recorder and/or Artex 110-406 or Artex C406-2 Emergency Locator Transmitter (ELT) System in accordance with Beechcraft Corporation approved data. The information in this supplement supersedes or adds to the basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual only as set forth within this document. Users of the manual are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane.

SECTION 2 - LIMITATIONS PLACARDS Located in the cockpit:

CRASH AXE UE02C 000824AA

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SECTION 3 - EMERGENCY PROCEDURES (FL-80 AND AFTER; FM-5 AND AFTER; FN-1 AND AFTER) Delivered by Beechcraft Corporation or Installed by Kit 130-3402-3, 130-3408-1 or 130-3408-3:

GLIDE After last step in POH/AFM, add the following: • ELT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON; Yellow [XMT] - BLINKING

SECTION 3A - ABNORMAL PROCEDURES No change.

SECTION 4 - NORMAL PROCEDURES PREFLIGHT INSPECTION (FL-80 AND AFTER; FM-5 AND AFTER; FN-1 AND AFTER) Delivered by Beechcraft Corporation or Installed by Kit 130-3402-3, 130-3408-1 or 130-3408-3: Delete reference to arming the ELT.

BEFORE ENGINE STARTING

NOTE Items marked with an “*” may be omitted at pilot’s discretion after the first flight of the day. (FL-80 AND AFTER; FM-5 AND AFTER; FN-1 AND AFTER) Delivered by Beechcraft Corporation or Installed by Kit 130-3402-3, 130-3408-1 or 130-3408-3: • ELT Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM; Yellow [XMT] - EXTINGUISHED

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(FL-30, FL-52, FL-62, FL-63, FL-65, FL-73, FL-84, FL-87, FL-114 AND AFTER) Delivered by Beechcraft Corporation or Installed by Kit 130-3407-1: 1. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 2. Cockpit Voice Recorder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK *

a. Headset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PLUG INTO CVR JACK b. CVR Test Button . . . . . . . . . PRESS AND HOLD (5 seconds minimum)

*

• Listen for test tone in headset. • Observe meter needle in green band.

*

c. Speak into area mic on glareshield. Voice should be heard in the headset.

SECTION 5 - PERFORMANCE No change.

SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST No change.

SECTION 7 - SYSTEMS DESCRIPTION CABIN FEATURES EMERGENCY CRASH AXE (BB-1834, BB-1843 THRU BB-1987, EXCEPT BB-1978; BL-148 THRU BL151) (BY-1 AND AFTER; BZ-1 AND AFTER; AND AIRPLANES WITH KIT 1019113) (FL-1 AND AFTER) Delivered by Beechcraft Corporation or Installed by Kit 130-5300-1: When installed, the crash axe is located on the forward side of the right forward cabin partition. It is secured to the partition by a heavy leather cover and has an insulated rubber handle. One side of the axe is designed to punch holes in the metal skin of the airplane. The other side of the axe is designed to cut or split openings to exit the airplane.

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AVIONICS SYSTEM COCKPIT VOICE RECORDER (CVR) (FL-30, FL-52, FL-62, FL-63, FL-65, FL-73, FL-84, FL-87, FL-114 AND AFTER) Delivered by Beechcraft Corporation or Installed by Kit 130-3407-1: Airplanes equipped with an L3 Communications Fairchild Model FA2100 cockpit voice recorder have either a 30-minute (Model 2100-1010) or a 2-hour (Model 2100-1020) capacity. The CVR system consists of a cockpit voice recorder, a control unit, an area microphone, and an impact switch. Electrical power to the recorder is provided by the triple-fed bus. The recorder and impact switch are located in the aft avionics bay behind the pressure bulkhead. The control unit is located in the cockpit pedestal. The area microphone is located in the leading edge of the glareshield to the right of the fire extinguisher switch. Input to the CVR recorder comes from the following four sources: • Cabin Pager (What the pilot or copilot transmit over the cabin pager.) • Copilot’s Audio (What the copilot hears or transmits over the boom mic, hand mic, or oxygen mask mic.) • Pilot’s Audio (What the pilot hears or transmits over the boom mic, hand mic, or oxygen mask mic.) • Area Mic The CVR recorder is capable of reproducing the recorded audio data in one of the following formats: Both CVRs will reproduce the last 30 minutes of audio recorded by the above channels in a high quality format on four separate channels. Additionally, when CVR Model 2100-1020 is installed, the last 2 hours of audio recorded by the above channels may be reproduced in a standard quality format on two channels, which contain the following material: • A combination of the pilot, copilot, and cabin pager audio data. • Area Mic audio data. The control unit contains the test switch, erase switch, indicating meter, and headset jack. The test switch and indicating meter provide a test of the recorder. The headset jack provides a means of monitoring all audio data that is being input to the CVR recorder to ensure that the recorder is receiving the proper audio signals. Pressing the test switch should result in the following indications if the recorder is functioning properly:

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A delayed one- to two-second tone will be heard in the headset (if plugged into the control unit) when the test switch is pressed and held. The tone will then stop and the needle will move into the green arc on the meter and stay there as long as the switch is pressed. The erase switch may be used to erase the entire recording after a routine flight, and will only work when the landing gear is down and the weight of the airplane is on the landing gear. To prevent accidental erasures, a time delay circuit makes it necessary to hold the erase switch down for two seconds to start the erasure process. If a headset is plugged into the control unit, a proper erasure is indicated by a tone in the headset that occurs when the erase switch is released. The tone will last for approximately 5 seconds.

EMERGENCY LOCATOR TRANSMITTER (ELT) WITH REMOTE SWITCH (FL-80 AND AFTER; FM-5 AND AFTER; FN-1 AND AFTER) Delivered by Beechcraft Corporation or Installed by Kit 130-3402-3, 130-3408-1 or 130-3408-3: The Artex 110-406 or Artex C406-2 Emergency Locator Transmitter (ELT) System, if installed, is designed to meet the requirements of TSO C91a and C126. The system consists of the ELT transmitter and an alert horn located in the aft fuselage area, an antenna mounted on the aft fuselage, and a remote switch with a yellow transmit light located on the left cockpit sidewall next to the OAT gage. The purpose of the alert horn is to notify personnel that the ELT has been activated. The remote switch is lever-locked in the ARM and the ON positions. Neither this switch nor the switch on the ELT transmitter can be positioned to prevent the automatic activation of the ELT transmitter. The system is independent from other airplane systems except for the transmit light, which is hot-wired to the airplane battery, and the edge lit panel, which is controlled by the side panel light’s rheostat located on the overhead panel. Upon activation, the ELT will sound the alert horn and transmit a sweeping tone on 121.5 and 243.0 MHz. An additional frequency of 406.025 MHz is also transmitted, which is used by orbiting satellites to assist in determining airplane location. This activation is independent of the remote switch setting or availability of airplane power. The remote switch is installed to perform the following functions: • Test the ELT. • Deactivate the ELT if it has been inadvertently activated by the “G” switch. • Activate the ELT in an in-flight emergency if an off-airport landing is anticipated. • Activate the ELT after an off-airport landing, if the impact did not automatically activate it. The ELT should be tested once a month using the following procedures. Testing in excess of once a month is not recommended, as it will shorten the battery life. FAA Approved Revised: July, 2014 P/N 130-590031-145

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• Tests should be conducted between the times of on-the-hour until 5 minutes after the hour. • Notify any nearby control towers.

NOTE Do not allow the test duration to exceed 15 seconds. The satellite system recognizes 406.025 MHz transmissions in excess of 15 seconds to be a valid distress signal. • Provide power to an airplane radio and tune it to 121.5 MHz. • Place the ELT remote switch ON. Wait for at least 3 sweeping tones on the airplane radio, which will take about 1 second, then return the switch to ARM. • The test is successful if the sweeping tones are heard and the transmit light next to the switch illuminates immediately. If there is a delay in the illumination of the transmit light, the system is not working properly. The sounding of the alert horn does not predicate a successful ELT test nor is failure of the alert horn to sound an indication of ELT failure. • When the ELT remote switch is returned to the ARM position, the transmit light will stay illuminated for approximately 1 second and then extinguish. If the microprocessor in the ELT detects a problem, the transmit light will blink a specific number of times following the 1 second illumination to indicate the following faults: Listed in order of priority with the highest priority being 1 blink: 1 Blink - Indicates a G-switch loop open failure. 3 Blinks - Indicates a 406.025 MHz transmitter problem. 5 Blinks - Indicates there is no navigation data present. Since the Model . . B300 does not provide navigation data to the ELT, this coded signal will always be present. 7 Blinks - Indicates a battery problem. The Artex 110-406 will only indicate the fault with the highest priority. The Artex C406-2 will indicate all faults in order from highest priority to lowest priority. If the ELT should be inadvertently activated by the “G” switch, the alert horn will sound and the transmit light next to the switch will blink. The ELT can be deactivated by momentarily placing the remote switch ON and then back to ARM. For test procedures on the 406.025 MHz frequency, refer to the Artex Installation and Operation Manual.

SECTION 8 - HANDLING, SERVICING & MAINTENANCE No change.

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LOG OF REVISIONS Super King Air® B200 & B200C (BB-1834, BB-1843 and After; BL-148 and After)

Super King Air® 350, 350ER, 350i, 350iER, 350C & 350CER (Models B300 & B300C) (FL-381, FL-383 and After; FM-12 and After)

Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for the Mode S Enhanced Surveillance Transponder (For Airplanes That Have Mode S Enhanced Surveillance Transponder Installed at the Factory or Airplanes Modified by Kit 101-3504 or 101-3505)

REV NO.

PAGE NO(S).

DATE OF REV

DESCRIPTION

0

1 thru 4 Original Issue

Dec, 2006

1

1 thru 4 Add P/N 101-590010-479 to Applicable Manuals.

Jan, 2008

2

1 thru 4 Add P/N 130-590031-245 to Applicable Manuals.

Aug, 2008

3

1 thru 4 Revised Hawker Beechcraft Corporation to July, 2014 Beechcraft Corporation and added P/N 130590031-499 to Applicable Manuals. Redated all pages.

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CONTENTS SECTION 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 3 SECTION 3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 3A - ABNORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 4 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 5 - PERFORMANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . . . . . . Page 4 SECTION 7 - SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 8 - HANDLING, SERVICING & MAINTENANCE . . . . . . . . . . . Page 4

SECTION 1 - GENERAL The information in this supplement is FAA approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual when the airplane is operated with Mode S Enhanced Surveillance Transponder in accordance with Beechcraft Corporation approved data.

SECTION 2 - LIMITATIONS AVIONICS LIMITS MODE S ENHANCED SURVEILLANCE TRANSPONDER The installed Mode S system satisfies the data requirements of the International Civil Aviation Organization (ICAO) Doc. 7030/4, Regional Supplementary Procedures for SSR Mode S Enhanced Surveillance in designated European airspace. The capability to transmit data parameter is designated in the table below.

Parameter

Available

Barometer Pressure Setting

Yes

Groundspeed

Yes

Indicated Airspeed

Yes

Mach Number

Yes

Magnetic Heading

Yes

Position Lat, Long

Yes

Roll Angle

Yes

Selected Altitude

Yes

Track Angle Rate

Yes

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Parameter

Available

True Airspeed

Yes

True Track Angle

Yes

Vertical Rate

Yes

SECTION 3 - EMERGENCY PROCEDURES No Change.

SECTION 3A - ABNORMAL PROCEDURES No Change.

SECTION 4 - NORMAL PROCEDURES No Change.

SECTION 5 - PERFORMANCE No Change.

SECTION 6 - WEIGHT AND BALANCE/EQUIPMENT LIST No Change.

SECTION 7 - SYSTEMS DESCRIPTION No Change.

SECTION 8 - HANDLING, SERVICING & MAINTENANCE No Change.

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LOG OF REVISIONS Super King Air® B200/B200C Super King Air® B200GT/B200CGT Super King Air® 350, 350ER, 350i, 350iER, 350C & 350CER Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for Collins FMS-3000 LPV Upgrade

Revision 2 - March 9, 2012 REV NO.

PAGE NO(S).

IR

ALL

Initial Release

Feb 8, 2010

1

ALL

Reformatted and redated all pages. Shifted data.

Mar 4, 2011

DATE

4

Revised Contents. Added Collins and Users sentence.

5

Changed aircraft to airplane and TSOC129A Class B1/C1 to TSO-C146C Class Delta 4.

6 thru 8

2 of 26

DESCRIPTION

Added RNP-1 and RNP-5 to Navigational Capabilities.

8

Added a period (4 places) and a hyphen.

9

Added a hyphen (2 places). Removed http://. Added a period (2 places). Changed AC 90-94 to AC 90-105.

10

Added a period. Changed aircraft to airplane.

11

Removed RNP.

12

Added FIR...Flight Information Region.

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Log Of Revisions (Cont’d) P/N 337-00-0014 Revision 2 - March 9, 2012 REV NO.

2

PAGE NO(S).

DESCRIPTION

13

Added LIMITS and GENERAL. Revised item 1.

14

Changed aircraft to airplane. Added a period and a colon. Changed East to east (2 places) and West to west (2 places).

15

Removed item 5, and renumbered remaining items.

16

Changed aircraft to airplane. Removed item 12.

17

Changed 15 to 11, MS to FMS and aircraft to airplane.

18

Changed 15 to 11.

19

Changed aircraft to airplane (2 places).

20

Changed requires to require (2 places) and aircraft to airplane (3 places).

21

Changed aircraft to airplane (3 places).

22

Changed aircraft to airplane (2 places).

25

Changed aircraft to airplane. Added a period (7 places). Changed AND to &. Removed Section 9 and Section 10.

ALL

Redated all pages.

1

Added 101-590010-425 and 130590031-181 to applicable manuals.

10

Removed reference to (Q) routes.

P/N 337-00-0014

DATE

Mar 9, 2012

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CONTENTS SECTION 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4 SECTION 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 13 SECTION 3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . Page 16 SECTION 3A - ABNORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . Page 17 SECTION 4 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . Page 18 SECTION 5 - PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 25 SECTION 6 - WEIGHT & BALANCE/EQUIPMENT LIST . . . . . . . . . . . . . Page 25 SECTION 7 - SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . Page 25 SECTION 8 - HANDLING, SERVICING & MAINTENANCE. . . . . . . . . . . Page 25

SECTION 1 - GENERAL The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual when the Collins FMS-3000 is used for LPV Approaches. The information in this supplement supersedes or adds to the basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual only as set forth within this document. Users of the handbook are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane. This supplement is part of, and must be placed in, the basic FAA Approved Airplane Flight Manual for airplanes equipped with the Collins Pro Line 21 Avionics System installed in accordance with STC No. SA10970SC. The information contained herein supplements the information of the basic FAA Approved Airplane Flight Manual (AFM) and the approved Pro Line 21 Airplane Flight Manual Supplement (AFMS). For limitations, procedures and performance information not contained in this supplement, consult the basic FAA Approved Airplane Flight Manual. This airplane is certified in accordance with FAR 23 Commuter Category (B300/ B300C) and Normal Category (B200/B200C/B200GT/B200CGT).

FLIGHT MANAGEMENT SYSTEM NAVIGATIONAL OPERATIONAL CAPABILITIES The Collins FMS-3000 provides centralized control for navigation, flight planning, radio tuning, and fuel management functions. For additional information, refer to The Operator’s Guide, FMS-3000 v4.0 Flight Management System for King Air Series Aircraft. Publication Number 5230816977-002117, 2nd Edition, dated 06 February 2009 or later.

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NOTE Use of joystick on Cursor Control Panel (CCP-3000) to enter waypoint should only be done in the PLAN MAP mode. Do not use the joystick waypoint function on the Present Position (PPOS) map. When FMS is the selected NAV source, Course Deviation Indicator (CDI) scaling is as follows: SCALE

OCEANIC ENROUTE TERMINAL (OCEANIC (TERM ANNUNCIATED) ANNUNCIATED)

VOR/DME/ GPS RNAV APPROACH APPROACH (GPS APPR (APPR ANNUNCIATED) ANNUNCIATED)

Lateral

4 nm

2 nm

1 nm

1 nm

0.3 nm

Vertical

500 ft

500 ft

500 ft

250 ft

250 ft

SCALE

GPS SBAS APPROACH (LPV APPR or L/V APPR ANNUNCIATED)

Lateral

Angular Deviation

Vertical

Angular Deviation

Although most scale changes occur in a seamless manner, the pilot should expect to occasionally observe “jumps” in the lateral and vertical scale presentations as the airplane transitions through various phases of the approach. Laterally -

Oceanic to En Route En Route to Terminal Terminal to GPS or GPS SBAS Approach

Vertically -

En Route VNAV to GPS, GPS SBAS or VOR/DME RNAV Approach

NAVIGATIONAL CAPABILITIES The single or dual Collins FMS (Flight Management System) is approved under Technical Standard Orders (TSO) TSO-C115b and TSO-C146c Class Delta 4. When the FMS is receiving appropriate navigation signals, it meets the accuracy specifications for the following operations:

OCEANIC AND REMOTE In accordance with AC 20-130A and AC 20-138A, two FMS systems must be operating and receiving usable signals from two operating Collins GPS sensors and used in conjunction with a Pre-Departure GPS Coverage Predictor Program such as the Rockwell Collins, CPN 523-0778332-006117, Rev —, or later revision. For routes approved for single GPS navigation, a single FMS must be operFAA Approved Revised: March 9, 2012 P/N 337-00-0014

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ating and receiving usable signals from the single GPS sensor and used in conjunction with the Collins GPS Coverage Prediction Program listed above.

NOTE This does not constitute an operational approval.

NORTH ATLANTIC (NAT) MINIMUM NAVIGATIONAL PERFORMANCE SPECIFICATIONS (MNPS) AIRSPACE In accordance with the criteria of AC 91-49 and AC 20-138A, two FMS systems must be operating and receiving usable signals from two operating Collins GPS sensors and used in conjunction with a Pre-Departure GPS Coverage Predictor Program such as the Rockwell Collins, CPN 523-0778332-006117, Rev —, or later revision.

NOTE This does not constitute an operational approval.

RNP-1 The FMS is capable of operations on RNP-1 Departure Procedures and STARS within the U.S. Airspace in accordance with the criteria of FAA AC 90-105, provided that: 1. The FMS is receiving usable signals from a single GPS. 2. The following messages are not displayed on any PFD or CDU: • FMS DR • VOR/DME ONLY or V/D ONLY • VOR/DME DIST > 40 NM And for procedures that require GPS or GPS is the only sensor available: • GNSS NOT AVAILABLE • GNSS-FMS DISAGREE • LOSS OF INTEGRITY 3. The crew has entered NOTAM’d navaids on the CDU VOR/DME CONTROL page. 4. The operator/pilot has confirmed that a Type 2 Letter of Authorization is valid for the navigation database. This is available from Rockwell Collins, Inc. by accessing the following website: www.rockwellcollins.com/fms.

NOTE The following condition only applies when WAAS is NOTAM’d as not available or the airplane is outside the WAAS coverage area and the procedure requires GPS or GPS is the only available sensor.

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5. The confirmation of the availability of receiver autonomous integrity monitoring (RAIM) for the intended flight (route and time) should be confirmed using all available information. Dispatch should not be made in the event of predicted continuous loss of RAIM of more than 5 minutes for any part of the intended flight. Predictions may be performed using the following tools: a. Collins Pre-Departure GPS Coverage Predictor Program, CPN 8323443-008, Rev —, or later version. b. The FAA website www.raimprediction.net

RNP-5 The FMS is capable of operations on designated RNP-5 routes in Amman, Beirut, Cairo, Damascus and Tel Aviv FIRs, in accordance with the criteria of ICAO Doc 7030/5 Amendment No. 2, 25 August 2009, provided all of the following are true: 1. The FMS is receiving usable signals from at least: • One or more DME receivers with VOR/DME auto-tune selected. OR • One or more GPS receivers. 2. None of the following messages are displayed on any PFD: • LOI • FMS DR • IRS ONLY • V/D ONLY 3. None of the following messages are displayed on any CDU: • LOSS OF INTEGRITY • FMS DR • IRS ONLY • VOR/DME ONLY • VOR/DME DIST > 40 NM • GNSS NOT AVAILABLE while operating on a route that requires GPS 4. The crew has entered NOTAM’d navaids on the CDU VOR/DME CONTROL page. 5. It is assumed that the operator will be operating within full scale CDI deflection when the intended operation is to operate on the RNP-5 route.

NOTE The following condition only applies when the airplane procedure requires GPS or GPS is the only available sensor.

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6. The availability of receiver autonomous integrity monitoring (RAIM) for the intended flight (route and time) has been confirmed using all available information. Dispatch should not be made in the event of predicted continuous loss of RAIM (fault detection) of more than 5 minutes for any part of the intended flight. Predictions may be performed using the following tools: • Collins Pre-Departure GPS Coverage Predictor Program, CPN 8323443-008, Rev —, or later version.

RNP-10 AIRSPACE In accordance with the criteria of FAA Order 8400.12A without time limitations, the FMS meets the minimum requirements for Required Navigation Performance-10 (RNP-10). Two FMS systems must be operating and receiving usable signals from two operating Collins GPS sensors and used in conjunction with a Pre-Departure GPS Coverage Predictor Program such as the Rockwell Collins, CPN 523-0778332-006117, Rev —, or later version.

NOTE This does not constitute an operational approval.

P-RNAV In accordance with the criteria of JAA TGL-10 and AC 90-96A, the FMS is capable of P-RNAV operations provided the FMS is not in Dead Reckoning (“FMS DR” displayed on the PFD, MFD, or CDU) and is receiving usable signals from one or more of the following: • One GPS. • Multiple DMEs. • A single DME with auto-tune selected. Determine the requirements of the national, area, or local air traffic control agency for determining the availability of GPS RAIM for the intended route of flight prior to departure. Some terminal areas may require dual, operating FMS and GPS equipment. The operator/pilot must confirm that a Type 2 Letter of Authorization is valid for the navigation database. This is available from Rockwell Collins, Inc. by accessing the following website: www.rockwellcollins.com/fms.

NOTE This does not constitute an operational approval.

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NOTE P-RNAV and B-RNAV operations utilizing GPS as the only NAV sensor requires the following pre-flight planning: During the pre-flight planning phase, the crew must confirm, for the intended flight (route and time), the availability of receiver autonomous integrity monitoring (RAIM) with the latest information from the U.S. Coast Guard giving details of satellite non-availability (see www.navcen.uscg.gov). The U.S. Notices to Airmen (NOTAM) Office also provides satellite non-availability data. The confirmation of the availability of RAIM should be obtained from a Pre-Departure GPS Coverage Predictor Program such as the Rockwell Collins, CPN 523-0778332006117, Rev —, or later version. Dispatch should not be made in the event of predicted continuous loss of RAIM of more than 5 minutes for any part of the intended flight. The use of the EURO CONTROL AUGUR tool may be used to satisfy this requirement. See augur.ecacnav.com/.

ENROUTE AND TERMINAL, INCLUDING B-RNAV In accordance with AC 90-45A, AC 90-96A, AMC 20-4, and AMC 20-5, the FMS is capable of enroute and terminal operations, including B-RNAV, provided the FMS is receiving usable signals from one or more of the following: • VOR/DME with auto-tune selected or multiple DMEs. • One GPS. • A single DME with auto-tune selected.

NOTE The FMS must not be in Dead Reckoning (FMS DR displayed on the PFD, MFD or CDU).

NOTE This does not constitute an operational approval.

NON-PRECISION APPROACH RNAV (GPS) or GPS Overlay Non-Precision Approach – In accordance with AC 20-130A, AC 20-138A, and AC 90-105, the FMS must be receiving usable signals from at least one GPS sensor, and the LPV APPR, L/V APPR, or GPS APPR annunciation must be displayed at the final approach fix.

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VOR/DME Approach (non-GPS overlay) – In accordance with TSO C115B and AC 20-130A, the FMS must be receiving the approach reference VOR/DME station, GNSS sensors disabled and the APPR annunciation must be displayed at the final approach fix. VOR, TCN, NDB (non-GPS overlay) – The FMS is not authorized to provide guidance for an approach that does not have a GPS overlay. In the terminal area, NO APPR will be annunciated in white on the PFD and APPR FOR REF ONLY in white on the CDU. Depending on database coding, the FMS may provide approach guidance (APPR) for some VOR approaches based on a VOR/DME or VORTAC.

NOTE Some approaches are not included in the database.

US RNAV/SIDS/STARS The FMS is capable of operations on U.S. Area Navigation routes, RNAV 1 and RNAV 2, SIDS and STARS in accordance with the criteria of FAA AC 90-100A, provided that: 1. The FMS is receiving usable signals from the DME and IRS, or GPS. 2. The following messages are NOT DISPLAYED on any PFD or CDU: a. FMS DR b. IRS ONLY c. VOR/DME ONLY or V/D ONLY d. VOR/DME DIST > 40 NM 3. For procedures requiring GPS or GPS is the only sensor available, the following messages are NOT DISPLAYED on any PFD or CDU: a. NO GNSS RAIM b. GNSS NOT AVAILABLE c. GNSS-FMS DISAGREE d. LOSS OF INTEGRITY 4. The crew has entered NOTAM’d navaids on the CDU VOR/DME CONTROL page. 5. The operator/pilot has confirmed that a Type 2 Letter of Authorization is valid for the navigation database. This is available from Rockwell Collins, Inc. by accessing the following website: www.rockwellcollins.com/fms.

NOTE The following condition only applies when WAAS is NOTAM’d as not available or the airplane is outside the WAAS coverage area and the procedure requires GPS or GPS is the only available sensor.

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6. The confirmation of the availability of RAIM should be obtained from the Collins Pre-Departure GPS Coverage Predictor Program, CPN 832-3443008, Rev —, or later version. The FAA website www.raimprediction.net may also be used.

RNAV APPROACH WITH BAROMETRIC VNAV The FMS VNAV system is capable of BARO-VNAV operations down to LNAV/ VNAV DA minima in accordance with FAA AC 90-105. The FMS must be receiving usable signals from at least one GPS sensor, and the GPS APPR annunciation must be displayed at the final approach fix. A current altimeter setting for the landing airport is required. Where remote altimeter minima are shown, the VNAV function may be used only to the published MDA. In accordance with FAA AC 20-129, the VNAV system is approved for en route, terminal, and approach operations.

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SYMBOLS, ABBREVIATIONS AND TERMINOLOGY ACT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Active ACT FPLN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Active Flight Plan AFD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Adaptive Flight Display APT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airport BOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Bottom of Climb CRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Course DCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Display Control Panel DEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delete DEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Destination DEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Deviation DIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct-To DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Distance FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Flight Management System FACF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Final Approach Course Fix FAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Final Approach Fix FIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Information Region FPLN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan FPTA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Plan Target Altitude GNSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Global Navigation Satellite System GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Global Positioning System GS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glideslope HAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horizontal Alert Limit HPL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horizontal Precision Lateral IAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initial Approach Fix INBD CRS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Inbound Course INTC CRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intercept Course LDA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Localizer Directional Aid LP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Precision LPV . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lateral Precision with Vertical Guidance LSK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Line Select Keys MFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multifunction Display NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation NPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non Precision Approach OFST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Offset ORIG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Origin

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PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Precision Approach PERF INIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Initialization PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Primary Flight Display POS INIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Position Initialization PPOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Present Position SBAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Satellite Based Augmentation System SEC FPLN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secondary Flight Plan SEL APT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Select Airport SID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Instrument Departure SLOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Strategic Lateral Offset Procedures SP RNG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specific Range SP RNG GS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specific Range Groundspeed SP RNG TAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Specific Range True Airspeed SPD/ALT LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed/Altitude Limit STAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Terminal Arrival Route TAE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Track Angle Error TOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top of Descent TRANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transition VAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Altitude Limit VECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vectored VNAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Navigation VPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Vertical Path Angle WAAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wide Area Augmentation System WPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waypoint XTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cross Track Distance XTK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cross Track

SECTION 2 - LIMITATIONS AVIONICS LIMITS GENERAL 1. The following guides must be immediately available to the pilot at all times: • Operator’s Guide, FMS-3000 v4.0 Flight Management System for King Air Series Aircraft. Publication Number 523-0816977-002117, 2nd edition, dated 06 February 2009 or later.

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FLIGHT MANAGEMENT SYSTEM (FMS) GENERAL 1. IFR en route and terminal navigation is prohibited unless the pilot verifies either the currency of the database or the accuracy of each selected waypoint and NAVAID by reference to current approved data. 2. If the Satellite Based Augmentation System is not available or disabled, the airplane must have additional navigation equipment appropriate to the intended route, and it must be operational. 3. The WGS-84 or NAD-83 coordinate reference datum in accordance with the criteria of AC 20-130A, AC 91-49 Change 1, and AC 20-138A must be used. Satellite navigation data is based upon use of only the Global Positioning System (GPS) operated by the United States. 4. The FMS is authorized for SBAS operations with WAAS only. 5. The FMS position must be checked for accuracy prior to use as a means of navigation. 6. The FMS must not be used for navigation unless it is receiving suitable navigation information from one or more of the following: • One VOR/DME with auto tune selected or multiple DMEs. • One GPS. 7. The system program displayed on the STATUS page of the FMS must be: • SCID 832-4120-064 with Search and Rescue OR • SCID 832-4120-063 without Search and Rescue 8. During oceanic, en route and terminal area operation with the FMS DR annunciator illuminated, the flight crew must verify the FMS position using VOR/DME raw data or other appropriate means. 9. All FMS navigation operations are approved within the U.S. National Airspace System and latitudes bounded by 60° North latitude and 60° South latitude at any longitude, with AHC attitude and heading reference system. • Operation to 70° North latitude is acceptable east of 75° West longitude and west of 120° West longitude. • Operation to 80° North latitude is acceptable east of 50° West longitude and west of 70° East longitude. • Operation to 70° South latitude is acceptable except for the 45° between 120° East and 165° East longitude. 10. Fuel management parameters are advisory only and do not replace the primary fuel quantity indications. 11. RNP operations are not authorized, except as noted in Navigation Operational Capabilities. 12. The FMS is not approved for primary means of navigation in the DR mode.

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13. The display of Geometric Altitude, GNSS HT or GNSS ALT, shall not be referenced for compliance with published or controller-issued altitudes.

VERTICAL NAVIGATION 1. When using FMS VNAV, the barometric altimeters must be used as the primary altitude reference for all operations. 2. Use of VNAV guidance for a V-MDA approach that includes a step-down fix between the final approach fix and missed approach point is prohibited. 3. VNAV altitudes must be displayed on the MFD map page or CDU legs page when utilizing VNAV for flight guidance. 4. Use of VNAV while conducting a missed approach procedure is prohibited. 5. Provided the FMS is receiving adequate usable sensor inputs, it has been demonstrated capable of and has been shown to meet the accuracy specifications of VNAV operation in accordance with AC 20-129. 6. RNAV (GPS) Approaches - The Collins FMS-3000 meets the requirements of AC 20-130A for GPS based RNAV approaches. This includes RNAV approaches labeled as RNAV (GPS), provided GPS sensor data is valid. 7. BARO-VNAV approach guidance to a DA is not authorized if the reported surface temperature exceeds the Baro-VNAV temperature limitations specified on the applicable approach procedure chart. LPV and L/V approaches are not subject to temperature restrictions.

NOTE Barometric VNAV guidance during approach including the approach transition, final approach segment and the missed approach procedure is not temperature compensated. Operating at uncompensated minimum IFR altitudes will not provide expected terrain and obstacle clearance for temperature below ISA.

APPROACH 1. FMS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the FMS navigation database. The FMS database must incorporate the current update cycle. 2. The FMS with inputs from the GPS may only be used for approach guidance if the reference coordinate data system for the instrument approach is WGS-84 or NAD-83. 3. Use of barometric VNAV Decision Altitude (DA) is not authorized with a remote altimeter setting. A current altimeter setting for the landing airport is required. Where remote altimeter minima are shown, the VNAV function may be used only to the published MDA.

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4. ILS, LOC, LOC-BC, LDA and SDF approaches using the FMS for approach guidance are prohibited. If an ILS, LOC-BC, LDA or SDF approach is loaded from the database, the pilot must ensure that the active NAV source transitions from FMS to short range NAV prior to the FAF. 5. When the approach at the destination is based on GPS guidance and the Satellite Based Augmentation System (SBAS) is not available or disabled, an alternate airport required by operating rules must be served by an approach based on other than GNSS navigation. The airplane must have operational equipment capable of using that navigation aid, and the required navigation aid must be operational. 6. IFR non-precision approach approval is limited to published approaches within the U.S. National Airspace System. Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority. 7. Inserting waypoints on a published approach is prohibited. 8. Approaches copied from the SEC FLPN must be re-entered if previously flown. 9. An FMS APPR (green), GPS APPR (green), LPV APPR (green) or L/V APPR (green) annunciator in the PFD must be illuminated at the FAF in order to conduct the instrument approach procedure. Use of FMS guidance for conducting instrument approach procedures is prohibited with the FMS annunciation NO APPR illuminated. 10. The use of manually inserted runway coordinates of FMS Visual Approaches is limited to VFR operations only. 11. Use of FMS to capture and track a DME arc outside the published end points is prohibited.

NOTE Not all published approaches are in the FMS database. The flight crew must ensure that the planned approach is in the database.

SECTION 3 - EMERGENCY PROCEDURES No change.

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SECTION 3A - ABNORMAL PROCEDURES AVIONICS FMS CAUTION MESSAGES The yellow MSG displayed on each PFD indicates presence of an FMS message on the CDU that requires pilot awareness and may require pilot action. Refer to the Collins FMS-3000 Flight Management System Pilot’s Operating Manual, under Messages and Annunciations, Section 11.

APPR NOT AVAILABLE (CDU MFD) This message is displayed in the terminal area (31 nm from the origin or destination) when the FMS determines the system does not meet the navigational requirements for approach operations. • Select an approach not based on GNSS or proceed to the alternate airport if an approach cannot be completed in visual conditions.

CHK SBAS SVC PRVDR (CDU) This message is displayed when Satellite Based Augmentation System is not available or is not enabled. • Verify the SBAS provider is enabled.

CRS TO FAF > 45 DEG (CDU) This message is displayed after executing a direct-to the FAF with an INTC CRS greater than 45 degrees from the final approach course. The FMS will not transition to the approach mode and SEQ INHB will be displayed on the PFD in yellow. If the approach is flown with this message displayed, the FMS will not provide guidance beyond the FAF to track the final approach course. • Perform a direct-to the FAF with an INTC CRS within 45 degrees of the final approach course.

HALF BANK SELECTED (CDU) This message is displayed when the autopilot/flight director 1/2 BANK and NAV modes are active, an approach is in the flight plan and the airplane is within 31 nm of the approach airport. The message is also displayed within 1 minute of entering a holding pattern. • Deselect 1/2 BANK mode prior to commencing the approach or entering a holding pattern.

GNSS NOT AVAILABLE (CDU) This message is displayed when the FMS cannot use any of the enabled GNSS sensors or the crew has disabled all GNSS sensors via the GNSS CTL page. • Continue FMS navigation with remaining valid sensors appropriate for the route of flight. FAA Approved Revised: March 9, 2012 P/N 337-00-0014

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LOI (PFD) AND LOSS OF INTEGRITY (CDU MFD) This message is displayed when the FMS detects that the GNSS position does not meet the requirements for navigational use in the current phase of flight. • Select a navigation source other than FMS. OR • Deselect the GNSS receivers and continue FMS navigation with remaining valid sensors in accordance with airspace requirements.

NO APPR (PFD) This message is displayed when the FMS is in approach mode and the FMS determines the system does not meet the navigational requirements for approach operations. • Execute a go-around if the approach cannot be completed in visual conditions.

USE LNAV MINIMUM (CDU MFD) This message is displayed when the GNSS vertical signal is inadequate for operating to the LPV or SBAS L/V minimums. This message will be accompanied with the LPV NOT AVAILABLE or L/V NOT AVAILABLE message. • Select BARO via the ARR DATA page and fly the approach utilizing BARO VNAV to LNAV/VNAV minimums or LNAV minimums. The selection of BARO must be executed prior to the FAF.

SECTION 4 - NORMAL PROCEDURES AVIONICS FMS MESSAGE The white MSG displayed on each PFD indicates presence of an FMS white message that requires pilot awareness and may require pilot action. Refer to the Collins FMS-3000 Flight Management System Pilot’s Operating Manual, under Messages and Annunciations Section 11. MFD FMS map source data is controlled by the menu button on the CCP, when a map is displayed on the MFD. The EFIS transition altitude FL alert caution setting is controlled from the FMS VNAV setup page.

FMS APPROACH PROCEDURE WITH BARO-VNAV

Use of the autopilot/flight director 1/2 BANK mode may result in excessive deviation from the course during an approach or holding pattern due to the limits these modes place on autopilot command authority.

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1. On the CDU, press the DEP ARR function key to show the ARRIVAL page.

NOTE Either an origin (ORIG) or a destination (DEST) airport must be specified in the flight plan for approach selections to be available on the ARRIVAL page. When the DEP ARR key is pressed, one of three pages is shown: DEPART, ARRIVAL, or DEP/ARR INDEX. If the airplane is on the ground, or airborne less than 50 nm from the origin airport, or less than halfway to the destination airport, the DEPART page for the ORIGIN airport shows. If the airplane is airborne and more than halfway to the destination airport, the ARRIVAL page for the destination airport is shown. 2. Press the line select button adjacent to the desired approach. 3. Press the line select key button adjacent to the desired transition.

NOTE If the desired approach or transition is not visible under the APPROACHES or TRANS list, press the NEXT or PREV function keys to scroll through additional selections. 4. Via the ARR DATA page, select BARO if the approach is a LPV or L/V as set by the database. 5. Once the approach, approach transition and BARO (if required) have been selected, press the EXEC function key to add the approach to the flight plan.

NOTE When an approach is added to a flight plan from the ARRIVAL page, a discontinuity may be added immediately before the approach procedure in the flight plan. 6. To intercept the final approach course via vectors, select the flight director NAV or APPR mode. When flying an approach via a transition other than vectors and APPR is the desired vertical mode to complete the approach, verify APPR mode is selected prior to 2 nm from the final approach fix. 7. If VNAV path guidance is desired for a non-precision approach, select VNAV mode prior to the final approach fix. The FMS will provide a vertical path for those approaches with a vertical angle displayed on the CDU LEGS page to the altitude at the runway or missed approach point.

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Approaches without a vertical angle will display V-MDA above the missed approach point altitude on the CDU LEGS page. If APPR mode is selected on the FCP, a white GP annunciation will be displayed no later than 2 nm from the final approach fix. This indicates the system is armed to capture and track a VNAV glidepath past the final approach fix. After glidepath capture, the annunciation will change to VGP in green. In VGP mode, the VNAV system will not level at the preselected altitude. The preselector can be set to the missed approach altitude. Operation in VGP mode is similar to GS mode for an ILS approach and is appropriate when operating to a DA. If NAV mode is selected on the FCP, a white PATH annunciation will be displayed no later than 2 nm from the final approach fix. This indicates the system is armed to capture and track a VNAV path past the final approach fix. After path capture, the annunciation will change to VPATH in green. In VPATH mode, the VNAV system will level at the preselected altitude or VNAV reference altitude whichever is higher. There may be subsequent stepdown fixes after the FAF that require pilot action to continue the descent to the MDA. VNAV path guidance after the FAF is not available for those approaches with VMDA displayed above the missed approach point altitude on the CDU. If flying level to the FAF, the airplane will remain in an altitude hold mode past the FAF unless another flight director vertical mode is selected for descent to the desired MDA. If descending to the FAF via a VNAV defined path the flight director will revert to PTCH mode at the FAF and the airplane will continue the descent at the airplane pitch value present at the transition to PTCH mode. There may be subsequent step-down fixes after the FAF that require pilot action to continue the descent to the MDA.

FMS LPV OR L/V APPROACH PROCEDURE

Use of the autopilot/flight director 1/2 BANK mode may result in excessive deviation from the course during an approach or holding pattern due to the limits these modes place on autopilot command authority.

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1. On the CDU, press the DEP ARR function key to show the ARRIVAL page.

NOTE Either an origin (ORIG) or a destination (DEST) airport must be specified in the flight plan for approach selections to be available on the ARRIVAL page. When the DEP ARR key is pressed, one of three pages is shown: DEPART, ARRIVAL, or DEP/ARR INDEX. If the airplane is on the ground, or airborne less than 50 nm from the origin airport, or less than halfway to the destination airport, the DEPART page for the ORIGIN airport shows. If the airplane is airborne and more than halfway to the destination airport, the ARRIVAL page for the destination airport is shown. 2. Select an RNAV (GNSS) approach that is authorized for SBAS-VNAV. 3. Press the line select button adjacent to the desired transition.

NOTE If the desired approach or transition is not visible under the APPROACHES or TRANS list, press the NEXT or PREV function keys to scroll through additional selections. 4. Once the approach and transition have been selected, press the EXEC function key to add the approach to the flight plan. The FMS annunciates “LPV TERM” or “L/V TERM” on the PFD when the airplane is within the terminal area (31 nm) of the selected facility.

NOTE When an approach is added to a flight plan from the ARRIVAL page, a discontinuity may be added immediately before the approach procedure in the flight plan. 5. To intercept the final approach course via vectors, select the flight director APPR mode. When flying an approach via a transition other than vectors, verify APPR mode is selected prior to 2 nm from the final approach fix.

NOTE Approaches conducted utilizing SBAS-VNAV are not subject to temperature limitations.

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6. Select VNAV mode prior to the final approach fix (FAF). RWY is annunciated on the PFD when within 500 ft (approximately 2 dots) of the LPV vertical path. If APPR mode is selected on the FGP, a white GP annunciation will be displayed no later than 2 nm from the final approach fix. This indicates the system is armed to capture and track a glidepath past the final approach fix. After glidepath capture, the annunciation will change to VGP in green. In VGP mode, the VNAV system will not level at the preselected altitude. The preselector can be set to the missed approach altitude. Operation in VGP mode is similar to GS mode for an ILS approach and is appropriate for operations to a DA. 7. When the flight plan leg after the FACF becomes active and the airplane meets the lateral capture criteria, the PFD annunciates LPV APPR or L/V APPR and displays angular lateral and vertical deviation for the SBASVNAV approach. RWY will be annunciated on the PFD in the VNAV target altitude field after LPV or L/V APPR is annunciated and the airplane is within 500 ft of the SBAS vertical path.

NOTE The TOD displayed past the FACF is based on a barometric VNAV path to the final approach fix altitude until the FMS transitions to LPV APPR or L/V APPR mode. After transition to either FMS approach mode, the TOD represents the intercept point of the SBAS vertical path. 8. The FMS transitions to LPV APPR or L/V APPR mode under any of the following conditions: a. The FACF is sequenced and flying on the published procedure. b. Intercepting inside the FACF via HDG mode and within 0.2 nm of the lateral path. c. If a direct-to the FAF was selected with an INTC course within 45 degrees of the final approach course, LPV APPR or L/V APPR will be annunciated 2 nm prior to the FAF. d. If a vertical direct-to to FAF was selected, LPV APPR or L/V APPR will be annunciated 2 nm prior to FAF. e. If the FACF is deleted, LPV APPR or L/V APPR will be annunciated after sequencing the next step down fix or in absence of any step down fixes 2 nm prior to the FAF. If the last step down altitude is less than 2 nm from the FAF, either FMS approach mode activates 2 nm prior to the FAF. f. If step down altitudes between the FACF and FAF have been modified with an AT constraint altitude, LPV APPR or L/V APPR will activate after the last modified step down altitude. If the last step down altitude is less than 2 nm from the FAF, either FMS approach mode activates 2 nm prior to the FAF.

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g. When flying parallel to the final approach course in heading mode, LPV APPR or L/V APPR will activate crossing the 2 nm radius circle around the FAF.

MISSED APPROACH PROCEDURE Missed approach procedures are automatically added to the flight plan with the selection of an approach. The missed approach procedure begins on the LEGS page with the leg immediately following the MISSED APPR label. It will also display on the ACT/MOD FPLN page as MISSED APPROACH. A missed approach is activated by pressing the GA button. 1. If a missed approach is required from a localizer based approach: a. Select the GA button to initiate the go-around and missed approach procedure. b. Set power, configure, and climb on course as required. c. On the LEGS page, verify AUTO sequence is selected. d. Select FMS as the active NAV source. e. Set the appropriate lateral and vertical flight director modes. f. Engage the autopilot (if desired). 2. If a missed approach is required from an FMS based approach: a. Select the GA button to initiate the go-around and missed approach procedure. b. Set power, configure, and climb on course as required. c. On the LEGS page, verify AUTO sequence is selected. d. Set the appropriate lateral and vertical flight director modes. e. Engage the autopilot (if desired).

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NON-PRECISION APPROACH RAIM PAGE

This function is only required when conducting a GPS based approach outside of WAAS coverage or when WAAS is NOTAM’d as unavailable. Verification of Non Precision Approach RAIM availability is not required when conducting SBAS based approaches.

FMS NAV-TO-NAV OPERATION 1. FMS NAV-to-NAV operation did not change as a result of this installation. The following explanation provides additional information for the white “NO APPR” message on the PFD. 2. The white “NO APPR” message is displayed on the PFD within 31 nm of the destination airport and a localizer based approach is in the flight plan when a condition exists that will inhibit the automatic transition from FMS to LOC navigation source. These conditions include: a. The NO APPR indication is displayed on the PFD when APPR is selected more than 31 nm from the airport. When within the 31 nm radius of the airport, selecting NAV and then APPR will clear the NO APPR indication. b. The NO APPR indication is displayed on the PFD when the localizer is not tuned to the proper frequency.

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3. The crew must select APPR (on the Flight Guidance Panel) after the FMS completes the NAV-to-NAV set-up for the automatic transition from FMS to LOC navigation to occur. The crew can confirm that the FMS has completed the NAV-to-NAV set-up for the selected approach by observing the following on the PFD displays when the airplane is in the terminal area: a. Localizer is tuned to the ILS frequency corresponding to the selected approach. b. Localizer course is set. c. LOC is the preselected navigation source.

SECTION 5 - PERFORMANCE No change.

SECTION 6 - WEIGHT & BALANCE/EQUIPMENT LIST No change.

SECTION 7 - SYSTEMS DESCRIPTION No change.

SECTION 8 - HANDLING, SERVICING & MAINTENANCE No change.

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FAA Approved Revised: March 9, 2012 P/N 337-00-0014