King Air Pilot's Guide P3d.pdf

Beechcraft

Super King Air B200 PILOT'S GUIDE

TABLE OF CONTENTS Introduction

………………………………………………………………………………………………………………………………………........

Important Information ………………………………………………………………………………………………………………………....... Computer Performance …………………………………………………………………………………………………………..................... Downloading With Vista or Windows 7 ........................................................................................................... Repainting Your King Air .................................................................................................................................... Reinstalling Your Software ………………………………………………………………………………………………………................... Aircraft Data …………………………………………………………………………………………………………………………...................... Symbols and Abbreviations ………………………………………………………………………………………………………................. Selecting Your Aircraft .................................................................................................................................. Selecting Your Aircraft's Interior Scheme …………………………………………………………………………………………………….. Creating a New Default Flight ............................................................................................................................ Safe Startup ....................................................................................................................................................... Maintenance Module ......................................................................................................................................... 2D Pop-Up Panels …………………………………………………………………………………………………………………………………… Exterior Aircraft Lighting and Animations …………………………………………………………………………………………………….. Virtual Cockpit ……………………………………………………………………………………………………………………………………………. Garmin G1000 Primary Flight Display …………………………………………………………………………………………………………. Garmin G1000 Multi-Function Display ……………………………………………………………………………………………………….. Flight Planning ……………………………………………………………………………………………………………………………………………… Flight Director and Autopilot ……………………………………………………………………………………………………………………….. Audio Panel …………………………………………………………………………………………………………………………………………………. Copilot’s Subpanel ……………………………………………………………………………………………………………………………………….. Pilot’s Subpanel ………………………………………………………………………………………………………………………………………….. Pilot's Yoke-Mounted Digital Clock .................................................................................................................... Overhead Lighting Control Panel …………………………………………………………………………………………………………………. Fuel Control Panel ……………………………………………………………………………………………………………………………………….. Master Warning System ……………………………………………………………………………………………………………………………… Standby Instruments ……………………………………………………………………………………………………………………………………. Center Pedestal ……………………………………………………………………………………………………………………………………………. Engine Management ……………………………………………………………………………………………………………………………………. Cabin Pressurization ……………………………………………………………………………………………………………………………………. Supplemental Oxygen Supply System …………………………………………………………………………………………………………. Limitations ………………………………………………………………………………………………………………………………………………….. Emergency Procedures ……………………………………………………………………………………………………………………………….. Normal Procedures ……………………………………………………………………………………………………………………………………… Cold Weather Operations …………………………………………………………………………………………………………………………….. Performance Tables ……………………………………………………………………………………………………………………………………. Balanced Field Length Tables ……………………………………………………………………………………………………………………….. This manual is current through Version 1.3, Date 11-09-13

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Introduction

The twin-turboprop Beechcraft Super King Air 200 first flew on October 27, 1972 and received civil certification in December 1973. In continuous production since 1974, the Super King Air has outlasted virtually all other designs in its class. The B200 was introduced in 1981, and incorporated a number of changes to improve performance. The standard configuration of the B200 features an eight passenger cabin and seating for two in the cockpit. When equipped with a three-axis autopilot, the Super King Air B200 is fully certified to fly without a copilot. The Blackhawk Modifications XP52 Upgrade package, featuring Pratt & Whitney PT6A-52 engines, has been available since 2008. Without increasing weight, these engines use a larger compressor section to improve the efficiency of the PT6A design, resulting in a 275 horsepower increase over the -42 engines found on the stock B200. A Super King Air B200 equipped with the Blackhawk XP52 and Raisbeck EPIC packages will cruise at speeds in excess of 310 knots true and climb from sea level to FL260 in just over thirteen minutes. In 2009, Garmin began offering a G1000 avionics retrofit package featuring their signature 15” multi-function display and 10.4” primary flight displays for both pilot and copilot. The G1000 system includes a digital, dual-channel Automatic Flight Control System (AFCS), Global Position System (GPS), Wide Area Augmentation System (WAAS), mapping, obstacle database, traffic monitoring, and SafeTaxiTM. Should you want to fly that high, a G1000-equipped Super King Air B200 is Reduced Vertical Separation Minimums (RVSM) capable. The Flight1 Beechcraft Super King Air B200 represents an overhauled 1984 B200 refurbished with the Blackhawk Modifications XP52 Upgrade, Raisbeck EPIC modifications, and the Garmin G1000 system. On behalf of Flight1 Software and the Beechcraft Super King Air B200 team members, I invite you to experience the Flight1 Software Beechcraft Super King Air B200 for Prepar3Dv2 and thank you for your continued patronage.

Jim Rhoads Flight1 Software www.flight1.com

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Important Information About This Pilot’s Guide Please read through this Pilot’s Guide to become familiar with the Flight1 Software Beechcraft Super King Air B200. This King Air includes many avionics and features that you will want to familiarize yourself with. Taking time to do this now will allow you to get the most enjoyment out of your new software. This software is designed for entertainment purposes only. Although we have designed the Beechcraft Super King Air B200 for Prepar3Dv2 to resemble and function as closely as possible the real full-scale aircraft, it is not designed as a training device. Not all systems have been simulated, and some of those that have been simulated may not be entirely functional or simulated to 100% accuracy. Flight1 Software is not responsible for errors due to differences in functionality between any parts of the Beechcraft Super King Air B200 for Prepar3Dv2 and the real full-scale aircraft. This includes, but is not limited to, the aircraft model, flight performance and instruments, including the Garmin G1000 flight deck.

Prepar3D SP2 Requirements The Flight1 Software Beechcraft Super King Air B200 requires Lockheed Martin Prepar3D SP2 or Acceleration. This software is NOT compatible with Flight Simulator X SP1. For more information, and to download Flight Simulator X SP2, please visit the Microsoft FSInsider website at www.fsinsider.com.

Printing This Pilot’s Guide Even though this Pilot’s Guide is designed in color to make it easy to read on your computer screen, if you wish to print this Pilot’s Guide and save ink at the same time, please choose to print in Grayscale, via your computer’s print dialog screen. To ensure that the entire Pilot’s Guide prints, make sure to choose Reduce to Printer Margins, Auto-Rotate, and Center in your Adobe Reader print dialog box.

Customer Support Flight1 Software strives to provide timely, reliable support. The following support options are available:   

For support related to passwords, order numbers, and key files, please visit our Automated Support System at www.flight1.com/view.asp?page=service If you need further support related to one or more of the items above, please use our Support Ticket System at www.flight1.com/ticket.asp For technical product support related specifically to the Beechcraft Super King Air B200 software package, please visit our technical support forum at www.simforums.com/forums/

Please note that the Support Ticket System should not be used for technical product support.

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Important Information Pilot's Guide Overview This Pilot’s Guide is laid out in a way that makes it as easy as possible for you to become familiar with the Beechcraft Super King Air B200 software package. This Pilot’s Guide covers many aspects of the Beechcraft Super King Air B200, including, but not limited to, the virtual cockpit, gauges, click-spots, major aircraft systems, aircraft limitations, checklists, and performance charts. This Pilot’s Guide details the most important aspects of the Garmin G1000 PFD and MFD. For more in-depth information, please download and read the Garmin G1000 King Air B200 Pilot’s Guide at: http://static.garmincdn.com/pumac/190-00928-02_0A_web.pdf Although we have striven to model as many important features in this version of the G1000 PFD and MFD, not all features have been simulated, and some of those that have been simulated may not be entirely functional. Pilot’s Guide Layout Example Nearly every knob, switch, button, key, and lever in the Beechcraft Super King Air B200 can be clicked on and has an associated function. The different sections of this Pilot’s Guide detail each of the cockpit selections and associated aircraft function. Items that animate when clicked on are indicated with a numbered red pointer and items that have an associated feature or function but do not animate when clicked on are indicated with a numbered orange pointer. The click-spots around knobs, levers and switches are indicated with a yellow box. Certain items, such as keys, buttons, and two-position switches can be turned ON and OFF simply by clicking on them, and therefore no separate yellow box is shown. Each numbered pointer corresponds to a numbered description of the specific feature and its function. See the example below: Most aircraft system features are detailed and explained in the associated panel section. Some aircraft systems that require more detailed explanations have their own separate sections. Items that don’t have a click-spot or function reference associated with them are not modeled in this simulation.

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Important Information Navigation Data The G1000 features Navigraph FMS AIRAC data. If you would like to update the FMS AIRAC data cycle, you will need to contact Navigraph directly at www.navigraph.com. They provide support and upgrade services for this data. Currently installed Navigraph AIRAC data cycle information can be found in your Lockheed Martin Prepar3D/Navigraph/Navdata folder. WAAS approach data is provided by Flight1 Software and is separate from all other navigation data. To check for updates to WAAS approach data, please visit www.flight1software.com. Installing the GCU 477 MFD Controller Android Application

The Flight1 Beechcraft Super King Air B200 includes a custom-coded Android application simulating the GCU 477 MFD Controller. When connected to the flight simulator, the app provides all the functions of the GCU 477 within the sim, but without taking up screen real estate or requiring a camera move, without any frame rate cost. (See page 31 of this manual for an explanation of GCU 477 operation, which will include instructions for use of this app.) Before you begin, you must obtain an Android application installer from Google Play. We recommend "Appinstaller", which is free, and more than adequate to the task. To install the Flight1 King Air Android application: 1. Connect your Android device to your computer via USB. 2. Using Windows Explorer, double click on your Android device's Internal storage drive and open the "Download" folder. 3. Open the "android app" folder within your main P3Dv2 directory. 4. Locate the file named "Flight1KingAir.apk" and copy it to your Android device's "Download" folder. 5. On your Android device, open the Settings application, select "Security" and ensure there is a check in the box next to "Unknown sources". 6. On your Android device, use your application installer to install Flight1KingAir.apk to your device. To uninstall the Flight1 Kingair app from your Android device, open the Settings application, select "Apps", select the "Flight1 Kingair" app, then click the Uninstall button. 4

Computer Performance In general, Prepar3D is more demanding on system resources than any version of Flight Simulator to date. This is mostly due to the added complexity that comes with displaying scenery at a much higher resolution, with more autogen, more highly detailed 3D models, moving traffic, etc. A complex aircraft like the Beechcraft Super King Air B200 featuring the G1000 PFD and MFD glass panel places an even greater demand on your system. It is important for you to optimize your system for the best performance. If your system is at the high end of the recommended system specifications, you should have no trouble running the Beechcraft Super King Air B200. If, however, your PC is near the lower end of the system recommendations, you may need to reduce some of your Flight Simulator settings to increase system performance. Proper video card settings can significantly improve system performance. We’ve listed some recommendations to help improve system performance if you experience problems. Since computer systems are so widely varied, these should be considered general recommendations. They may not help in all cases. You may need to experiment with different settings until you are satisfied with the results.   

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Ensure that you have installed the latest updates for both Windows and Prepar3D, and defragment your hard drive regularly. Many computer systems have programs running in the background that are not necessary for use during gaming. Many of these background tasks can be temporarily shut down to free up more processing power for Prepar3D. Before launching Prepar3D, shut down any non-essential background tasks. Adjust the settings for your video card directly through your video card and not through Prepar3D. In most cases, allowing your video card to control Anti-Aliasing and Anisotropic Filtering is preferable to allowing Prepar3D to control these settings. Keep in mind that although higher Anti-Aliasing and Anisotropic Filtering settings result in superior visuals, these settings can negatively affect Prepar3D performance. You may need to lower these settings to find a balance between high-quality visuals and acceptable performance. For ATI users, we recommend using ATI Tray Tools. For nVidia users, we recommend using nVidia nHancer.

Prepar3Dv2 performance is significantly affected by the settings for autogen, AI aircraft, road traffic, scenery complexity, and water effects. These settings can cause even more of a performance hit if you are using add-on software that enhances these aspects of Prepar3Dv2. You may need to lower one or more of these settings to find a balance between high-quality visuals and acceptable performance. Again, it will be up to you to experiment with settings until you are satisfied with the results.

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Downloading With Vista or Windows 7 Quite often, users of Vista or Windows 7 experience difficulty during download and installation. This is often caused by the security settings within the operating system, since Microsoft essentially "locked down" the operating system to provide greater security for inexperienced users. As a result, we often need to work around them.

BEFORE DOWNLOADING Make sure that:   

Windows Defender is OFF Any Antivirus software is OFF Your Firewall is OFF

DO NOT download with Google Chrome! AFTER DOWNLOADING      



Turn off User Account Control (UAC) Reboot your system Disable 3rd party firewalls Disable Windows Defender Right Click on the Flight1 Beechcraft Super King Air B200 installer and select "Run as Administrator" After the installation completes, follow your antivirus software's instructions to exclude the following files: o f1kab200.dll o F1B200.dll o kab200svc.dll Turn your antivirus ON

Detailed instructions for all of these procedures (and more) can be found here: http://www.flight1software.com/help/gettingstartedb200.html

Repainting Your King Air Have a favorite King Air you want to fly in P3D? Sure! You'll find the paint kit here: http://library.flight1.net/?cat=31 Please remember to upload your finished repaints to the Flight1 library, so that others can enjoy them. If you have any questions about repainting the King Air, or if you're looking for ideas, you'll find help in the Flight1 King Air B200 forum.

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Reinstalling Your Software Backing Up Your Original Download File and Your Key File: After you've installed your software, please take a moment to back up your original download file (the file you downloaded when you purchased the product - it has a red airplane icon and is labeled Flight One Purchasing Module) and your key file, both of which are saved to your hard disc in the folder that you specified before the download process. Both of these files should be backed up to a CD-ROM or a DVD-ROM so that you can reinstall the product in the future without needing to re-download it. Do not back up the Extracted Program File that's located in your C:\Flight One Software folder. In most cases this file cannot be used to reinstall the product. If you reinstall the product using this file, you will most likely receive a license error when you run the software. Always be sure to back up and reinstall from the original file that you downloaded when you first made your purchase. Re-Installing Your Software Temporarily turn off any anti-virus software and any other disc utilities that may be running in the background. Double-click the original download file (the Flight One Purchasing Module) to run the installation wrapper. If your PC is NOT connected to the Internet, choose the License Transfer option and follow the on-screen prompts. On the main installation wrapper screen, press the Click Here to Reinstall button, or press the Optional Flight1 Login if you originally chose the keyless installation method.

Ensure that your PC is connected to the Internet, then follow the on-screen prompts to select your key file and enter your password (or enter your Flight1 login and password). Once your purchasing information is validated, the software will be extracted to your hard disc and the installation will start automatically. After the installation completes, reboot your computer before running the software for the first time. This will ensure that any DLLs, fonts, etc., register with Windows and will ensure trouble-free use. If you're using the Windows Vista or the Windows 7 operating system and are having trouble reinstalling your software, please visit the Flight1 Windows Vista Online FAQ here: http://www.flight1.com/view.asp?page=vista

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Aircraft Data Engines Number of Engines..........................................................................................................................................................2 Manufacturer .................................................................................................... Pratt & Whitney Aircraft of Canada, Ltd. Model ................................................................................................................................................................... PT6A-52 Engine Type..............................................................................................................................................Turbo-propeller Number of Drive Shafts ..................................................................................................................................................2 1 Compressor (Gas Generator) Shaft 1 Power Turbine Shaft Engine Shaft Horsepower Rating .........................................................................................................................850 SHP Compressor (Gas Generator) Shaft Rotational Speed (N1) Limits............................................. 101.5% N1 (38,100 rpm) Propeller Number of Propellers.......................................................................................................................................................2 Manufacturer ..................................................................................................................................Hartzell Propeller Inc. Model ...............................................................................................................................................................HC-D4N-3A Number of Blades ............................................................................................................................................................ 4 Maximum Diameter............................................................................................................................................ 94 Inches Propeller Rotational Speed (N2) Limits: Maximum Takeoff/Maximum Continuous....................................................................................................... 2000 RPM Continuous Operation on Ground.................................................................................................................... 1150 RPM Fuel Recommended Fuel Grades ................................................................................................................Jet A, Jet A-1, Jet B Emergency Fuel Grades ....................................................................................................80 Red, 100LL Blue, 100 Green Maximum Usable Fuel Quantity..............................................................................................................544 U.S. Gallons Main Fuel System....................................................................................................................................386 U.S. Gallons Auxiliary Fuel System ............................................................................................................................... 158 U.S. Gallons Oil Total Oil Capacity .................................................................................................................... 14 U.S. Quarts per Engine Drain and Refill Quantity....................................................................................................... 12.5 U.S. Quarts per Engine Oil Quantity Operating Range........................................................................................MAX to 4 Quarts Low on dipstick Maximum Certificated Weights Maximum Ramp Weight..................................................................................................................... 12,590 pounds Maximum Take-off Weight ................................................................................................................. 12,500 pounds Maximum Landing Weight.................................................................................................................. 12,500 pounds Maximum Zero-fuel Weight................................................................................................................10,400 pounds Maximum Weight in Baggage Compartment (equipped with fold-up seats)..........................................370 pounds

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Aircraft Data Accomodations (as cofigured) Seats ...................................................................................................................................10 (2 Crew and 8 Passengers) Maximum Operating Altitudes Normal Operation....................................................................................................................................35,000 Feet Operation With Yaw Damp System Inoperative......................................................................................17,000 Feet Operation with Aviation Gasoline: Both Standby Pumps Operative...............................................................................................................31,000 Feet Airspeeds for Safe Operation (at 12,500 lbs) Air Minimum Control Speed (Vmca)...............................................................................................................91 KIAS Take-off (Flaps UP): Rotation..................................................................................................................................................94 Knots 50 ft. Speed...........................................................................................................................................103 Knots Take-off (Flaps APPROACH): Rotation..................................................................................................................................................96 Knots 50 ft. Speed...........................................................................................................................................105 Knots Two-Engine Best Rate-of-Climb (Vy).............................................................................................................121 KIAS Cruise Climb: Sea Level to 10,000 feet.......................................................................................................................160 Knots 10,000 to 20,000 feet...........................................................................................................................140 Knots 20,000 to 25,000 feet...........................................................................................................................130 Knots 25,000 to 35,000 feet...........................................................................................................................120 Knots Turbulent Air Penetration.............................................................................................................................170 KIAS Landing Approach (Flaps DOWN)....................................................................................................................97 KIAS Intentional One-engine Inoperative Speed (Vsse).......................................................................................110 KIAS

LANDING APPROACH SPEEDS (VREF) WEIGHT ~LBS APPROACH SPEED ~KNOTS 12,500 97 12,000 95 11,000 90 10,000 85 9,000 80

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Symbols and Abbreviations General Airspeed Terminology CAS

Calibrated Airspeed is the indicated airspeed of an aircraft corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level.

GS

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

IAS

Indicated Airspeed is the speed of an aircraft as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error.

KCAS

Calibrated Airspeed expressed in knots.

KIAS

Indicated Airspeed expressed in knots.

M

Mach Number is the ratio of true airspeed to the speed of sound.

TAS

True Airspeed is the airspeed of an aircraft relative to undisturbed air, which is the CAS corrected for altitude, temperature, and compressibility.

KTAS

True Airspeed expressed in knots.

V1

Take-off Decision Speed.

VR

Rotation Speed.

V2

Take-off Safety Speed.

VA

Maneuvering Speed is the maximum speed at which full application of available aerodynamic control will not overstress the airplane.

VF

Design Flap Speed is the highest speed permissible at which wing flaps may be actuated.

VFE

Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.

VLE

Maximum Landing Gear Extended Speed is the maximum speed at which and aircraft can be safely flown with the landing gear extended.

VLO

Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted.

VS

Stalling Speed or the minimum steady flight speed at which the airplane is controllable.

VSO

Stalling Speed in the landing configuration.

VMCA

Air Minimum Control Speed is the minimum flight speed at which the aircraft is directionally controllable as determined in accordance with Federal Aviation Regulations. The airplane certification conditions include one engine becoming inoperative and windmilling, a 5-degree bank towards the operative engine, take-off power on operative engine, landing gear up, flaps in take-off position, and most rearward C.G. For some conditions of weight and altitude, stall can still be encountered at speeds above VMCA as established by the certification procedure described above, in which event stall speed must be regarded as the limit of directional control.

VMCG

Ground Minimum Control Speed.

VSSE

Intentional One-Engine-Inoperative Speed is a speed above both VMCA and stall speed, selected to provide a margin of lateral and directional control when one engine is suddenly rendered inoperative. Intentional failing of one engine below this speed is not recommended.

VMO

Maximum Operating Limit Speed is the speed limit that may not be deliberately exceeded in normal flight operations, expressed in knots.

MMO

Maximum Operating Limit Speed expressed in Mach Number.

VX

Best Angle of Climb Speed provides the best altitude gain per unit of horizontal distance, and is usually used for clearing obstacles during takeoff. Best Rate of Climb Speed provides the best altitude gain in the shortest amount of time.

VY

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Symbols and Abbreviations Meteorological Terminology OAT

Outside Air Temperature is the free air static temperature obtained either from in-flight temperature indications or ground meteorological sources, adjusted for instrument error and compressibility effects.

ISA

Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 1000 feet of altitude.

PA

Pressure Altitude is altitude measured from the standard sea level pressure of 29.92 in Hg by a pressure of barometric altimeter.

Power Terminology Beta Range Cruise Climb

The region of the Power Lever control which is aft of the Idle Stop and forward of the reversing range where blade pitch angle can be changed without a change of gas generator rpm. Is the maximum power approved for normal climb. These powers are torque or temperature (ITT) limited.

High Idle

Obtained by placing the Condition Lever in the High Idle position. This limits the power operation to a minimum of 70% of N1 rpm.

Low Idle

Obtained by placing the Condition Lever in the Low Idle position. This limits the power operation to a minimum of 60% of N1 rpm.

Maximum Continuous Power

Is the highest power rating not limited by time. Us of this rating is intended for emergency situations at the discretion of the pilot.

Maximum Is the highest power rating for cruise and is not time limited. Cruise Power Reverse

Reverse thrust is obtained by lifting the Power Levers and moving them aft of the Beta range.

SHP

Shaft Horsepower.

Take-off Power Is the maximum power rating and is limited to a maximum of 5 minutes operation. Use of this rating should be limited to normal take-off operations and emergency situations. Control and Instrument Terminology Condition Lever

The Condition Lever actuates a valve in the fuel control unit which controls the flow of fuel at the fuel control outlet and regulated the idle range from Low to High Idle.

ITT (Interstage Eight probes wired in parallel indicate the temperature between the compressor and the power Turbine turbines. Temperature) Gas Generator The tachometer registers the rpm of the gas generator with 100% representing a gas generator speed RPM (N1) of 37,500 rpm. Power Lever

This lever serves to modulate engine power from full reverse thrust to take-off. The position for idle represents the lowest recommended level of power for flight operation.

Propeller

This lever requests the Propeller Governor to maintain rpm at a selected value and, in the maximum 11

Symbols and Abbreviations Control Lever decrease rpm position, feathers the propeller. Propeller Governor

This governor will maintain the selected speed requested by the propeller control lever, except on reverse selection where the power lever interconnection to the integral pneumatic area of the governor will select a lower speed. The pneumatic area during normal selection will act as an overspeed limiter.

Torquemeter

The torquemeter system determines shaft output torque. Torque values are obtained by tapping into two outlets on the reduction gear case and recording the differential pressure from the outlets. Instrument readout is in foot-pounds.

Weight and Balance Terminology Empty Weight The weight of an empty airplane before and oil or fuel has been added. This includes all permanently installed equipment, fixed ballast, full hydraulic fluid, full chmical toilet fluid, and all other operating fluids full, except that the engines, tanks, and lines do not contain any engine oil or fuel. Basic Empty Weight

The weight of an empty airplane including full engine oil and unusable fuel. This equals the empty weight plus the weight of unusable fuel, and the weight of all the engine oil required to fill the lines and tanks. Basic empty weight is the basic configuration from which loading data is determined.

Landing Weight

The weight of the airplane at landing touchdown.

Maximum Weight

The greatest weight allowed by design, structural, performance, or other limitations.

PPH

Pounds Per Hour.

Ramp Weight The weight of the airplane before engine start. It includes the take-off weight plus a fuel allowance for start, taxi, run-up, and take-off ground roll to liftoff. Take-off Weight

The weight of the airplane at liftoff from the runway.

KING AIR FLYING TIP Because our B200 is equipped with the Blackhawk XP52 engine upgrade, we're most often going to fly it just below or even into the RVSM region, which is generally where the jets are, and above where the bulk of the other turboprops are. At times, it's going to seem like ATC is using every excuse they can think of to get you to descend early and get out of the way of the tubeliners. When that happens (and it will happen), don't go for the usual "three nautical miles per thousand feet" descent profile because you'll just get down too early and have to spend a lot of time bumping along in the lower air. Instead, pull the power back less dramatically, say to 86% N1, and dial in a -1000 foot per minute rate of descent. You'll save on fuel and gain a few knots in the process.

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Selecting Your Aircraft The Flight1 Software Beechcraft Super King Air B200 is located under Beechcraft [Flight 1]in the Flight Simulator Aircraft Manufacturer drop-down box and under Flight One Software in the Flight Simulator Publisher dropdown box. Four different stock liveries with two different crew variations are available to choose from:    

N252JR - White, Black, and Gold N520YK - White, Blue, Gray, and Gold NZ1883 - White, Gray, Dark Blue and Light Blue OO-SKM - White, Gray and Blue

In order to see all available liveries, make sure that "Show All Variations" is selected in the Flight Simulator aircraft selection screen.

Selecting Your Aircraft's Interior Scheme

You can use the Flight1 King Air B200 Visual Options program to change the color scheme of your King Air’s cockpit and cabin, and to remove the fingerprints and smudges from the G1000 screens in the virtual cockpit. The Flight1 Beechcraft Super King Air B200 installer has placed a shortcut on your desktop. When P3D is not running, double-click on the desktop King Air Options shortcut and select the desired interior color. Check the blue box if you do prefer a cleaner look for your G1000 screens, without fingerprints and smudges. Close the Flight1 King Air B200 Visual Options program by clicking on the ‘x’ in the upper right corner of the program window. 13

Creating a New Default Flight When you load the Default Flight in Prepar3D, you will be flying out over water. This is not the best situation for loading your aircraft, so we recommend creating a new default flight to load your Beechcraft Super King Air B200 from. To create a new default flight, first load the default Flight Simulator flight, move the aircraft to the active runway or parking spot of your choice, then save the flight as the new default flight. Load the new default flight, then SWITCH to the Beechcraft Super King Air B200 (using the Aircraft drop-down selection in the Flight Simulator Menu Bar) and set up your flight parameters, such as location, time, weather, etc. To prevent problems with panel initialization and aircraft performance upon loading the Beechcraft Super King Air B200 into Prepar3Dv2, we strongly advise that you first load the Prepar3Dv2 Default Flight, then switch to the Beechcraft Super King Air B200. This will ensure that previously saved panel settings from previous aircraft will not interfere with the operation of the Beechcraft Super King Air B200. Just some of the problems you might encounter if you don't load the Beechcraft Super King Air B200 as suggested are fuel draw imbalance issues, unusual autopilot behavior and flight trimming issues.

Safe Startup It is very important that you start FSX in a clean configuration before loading the King Air. This is actually very important for any complex aircraft. The Flight1 Beechcraft Super King Air B200 installation includes a very basic "safe startup" flight that should allow you to load any complex aircraft should you still be experiencing difficulty after creating your own simple flight. The program P3DSafeStartup.exe can be found in the Airplanes/F1_Kingair B200 folder, and we strongly urge you to run it. After you do, the P3D Startup for Complex Aircraft flight will show in your regular Flights menu in P3D. You can re-save the flight in a new geographic location, with different weather and start up times, but do not change anything else when saving this flight. Important! You MUST start P3Dv2 with this flight for it to be effective. If you start P3D with another flight, load this one, then go to your complex aircraft, you may get undesirable results.

The Flight1 Software Beechcraft Super King Air B200 comes standard with Navigraph FMS data. The AIRAC cycle that ships with this product is 1306, valid from 05/30/2013 to 06/26/2013. If you would like the Navigraph AIRAC data to be current, you will need to contact Navigraph directly at www.navigraph.com, as they provide support and upgrade services for this data. Flight1 Software is not responsible for errors in AIRAC cycle data. Navigraph support e-mail: [email protected] Navigraph support forum: http://forum.navigraph.com Currently installed Navigraph AIRAC data information can be found in your Lockheed Martin Prepar3D/Navigraph/Navdata folder.

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Maintenance Module Overview The Maintenance Module is included in order to enhance the simulation of the Beechcraft Super King Air B200. The MM makes provision for line services requests, and monitors aircraft usage at the system level, persistently tracking wear and tear on the engines, propellers, tires, brakes, and flaps. The engines consume oil while they are running, and it is possible to mismanage engine operation on the ground in a way that can damage them. Pilots may affect repairs from within the MM, and are able to enable or disable wear and damage features independently. For those who do not desire this feature, all failure and damage realism settings can be disabled. Opening and Closing the Maintenance Module The Maintenance Module can be accessed any time the Flight1 Beechcraft Super King Air B200 is loaded into Flight Simulator, regardless of the current view. Open the Maintenance Module by choosing the Add-ons > Flight1 B200 > Settings option from the Flight Simulator Menu Bar. Close the Maintenance Module by clicking the “OK” button or by clicking the blue “X” in the upper right corner of the Maintenance Module window.

Maintenance Module functions Allow Failures - Click on the box to check/uncheck. When the box is checked, the failures listed in the Realism page may be selected individually. When the box is unchecked, all failures listed in the Realism page are disabled. Allow Wear - Click on the box to check/uncheck. When the box is checked, the MM tracks aircraft system wear as listed in the Maintenance & Repairs page. When the box is unchecked, aircraft system wear is disabled. NOTE If you choose to allow Failures and Wear, study the rest of the Maintenance Module section carefully. 15

Maintenance Module Maintenance & Repairs

Airframe Hours - This is the total number of hours logged on the aircraft itself. Left Engine Hours - This is the total run time of the left engine in hours and tenths. Right Engine Hours - This is the total run time of the right engine in hours and tenths. Landings - This is the total number of landings, useful in determining the number of flight cycles. Clear Maintenance History - Resets your King Air to "as delivered" state. Rate of Wear - The rate at which wear occurs. Can be set to Fast, Medium, or Normal. Fix Failures - Click the PERFORM button after selecting from among the following drop-down menu items: Fix Failures - Repairs any equipment or system failures to the aircraft. Top off Engine Oil - Refills the engine oil tanks to their maximum quantity by adding to the oil existing in the engine oil tanks. Perform when engine oil levels are less than ¾ full.

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Maintenance Module Fix Failures, continued... Oil Change - Drains the old oil from the engine oil tanks and fills them to their maximum quantity with fresh oil. Perform every 9 months. Tire Change - Replaces all tires. Perform when tires are significantly worn. Left Prop Change - Replaces the left propeller. Perform when Left Prop Time to Inspection reaches zero. Right Prop Change - Replaces the right propeller. Perform when Right Prop Time to Inspection reaches zero. Left Engine Change - Replaces the left engine. Perform when Left Engine Time to Inspection reaches zero. Right Engine Change - Replaces the right engine. Perform when Right Engine Time to Inspection reaches zero. Replace Brake Pads - Replaces the wheel brake pads. Perform before brake condition indicator shows significant wear on the brake pads. Reload Aircraft - Reloads the aircraft within the sim. The regular P3D “reload aircraft” will not reload the G1000, so it is strongly recommended that you use this function, should you need to reload the B200. Call Fuel Truck - Summons a fuel truck when parked at an airport equipped with fuel trucks. Fix Engine Fire - After an engine fire, this repairs all fire damage. Cold and Dark Startup - To facilitate easy startup, certain cockpit switches in the King Air B200 have been defaulted to their “ON” positions. Select this option to ensure all switches are in their “OFF” positions. Follow your checklists. Left Prop Time to Inspection - This bar graph graphically shows the remaining time before mandatory inspection of the left propeller. Left Engine Time to Inspection - This bar graph graphically shows the remaining time before mandatory inspection for the left engine. Left Engine Oil - This bar graph graphically shows the remaining oil in the left engine oil tank. Brake Condition - This bar graph graphically shows the remaining time before mandatory propeller inspection. Right Prop Time to Inspection - This bar graph graphically shows the remaining time before mandatory inspection of the right propeller. Right Engine Time to Inspection - This bar graph graphically shows the remaining time before mandatory inspection of the right engine. Right Engine Oil - This bar graph graphically shows the remaining oil in the right engine oil tank. Tires - This bar graph graphically shows the amount of wear on the tires. 17

Maintenance Module Options

Open Main Exit - Opens and closes the main exit door. (Can also be performed within P3D by pressing SHIFT+E.) Wheels Chocked - Sets the wheel chocks on both main wheels and the nose wheel. Tie Down - Sets the pitot covers, engine intake and engine exhaust covers in place. Turn Off Copilot's PFD - When checked, disables the copilot's PFD to improve frame rates. Disable Switch Sounds - When checked, disables the clicking sounds associated with cockpit switches. Scale Beta Prop Sounds - When checked, permits the beta sounds to be adjusted for user preference. Use the slider below by clicking on the "-" arrow to decrease the beta sound volume or the "+" arrow to increase the beta sound volume.

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Maintenance Module Realism

Engine Wear - Engine performance will decrease as the engine builds up hours. The Time Between Overhauls for a PT6A-52 engine is 3,500 hours, so you will not see a degradation in performance for quite some time. Should you operate the engines with ITT above 790oC at frequent intervals and/or for long periods of time, the cost of engine repairs/overhauls will be significantly higher than when the engine is operated at cooler temperatures. Flap Damage - If the pilot extends the flaps to APPROACH above 200 KIAS, or to FULL above 157 KIAS, flap damage or failure may occur. Although there is a safety buffer (just as there is in the real aircraft), it's strongly advised to keep within the prescribed speeds. Landing Gear Damage - Extended the landing gear at speeds greater than 181 KIAS, or retracting it at speeds greater than 163 KIAS will result in gear damage or outright failure. As with the flaps, there is a safety margin, but a good pilot observes the aircraft limitations. Hot Start - This is a situation in which, during engine start, the pilot adds fuel before there is enough airflow through the turbine to keep the combustion chamber from getting too hot. Excess ITT can cause serious damage to an engine, so it is essential that the pilot avoid adding fuel before N1 is at least 12%, and preferably higher. FOD - There are any number of things on the ground that can be easily ingested by an engine and cause significant damage. A wise pilot always extends his airplane's ice vanes during ground operations. Brake Fade - King Airs are notoriously hard on brake pads, so it's always best to use them as sparingly as possible. Manage your taxi speed by using your engines' Beta range, lest you find yourself without brakes on a landing rollout. 19

2D Pop-up Panels Even though this aircraft features a complete Virtual Cockpit, several 2D pop-up panels are included. These panels are accessed either with the mouse or keyboard shortcuts. The following 2D pop-up panels are featured:    

Enlarged Primary Flight Display (Click PFD or press Shift+2 to Open and Close) Enlarged Multi-Function Display (Click MFD or press Shift+3 to Open and Close) Enlarged GCU 477 Control Unit (Click MFD or press Shift+4 to Open and Close) Enlarged AFCS Control Unit (Click MFD or press Shift+5 to Open and Close)

CAUTION: DO NOT PRESS SHIFT+1, AS THIS WILL TURN OFF YOUR G1000 DISPLAYS

THIS SPACE INTENTIONALLY BLANK

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Exterior Lighting and Animations This section describes the aircraft’s exterior lighting model along with the exterior animations. In addition to the standard exterior aircraft animations, such as moving control surfaces, nose gear strut, wheels, propeller and engine startup exhaust, the custom animations that are simulated are detailed below. ❶❷❸

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❺❻ ❾ 1) ANTI-COLLISION (STROBE) LIGHTS - Turned ON and OFF using the STROBE switch on the pilot’s subpanel. One strobe light is mounted on each wing tip separate from the navigation lights. 2) NAVIGATION LIGHTS - Turned ON and OFF using the NAV switch on the pilot’s subpanel. One green navigation light is mounted on the right wing tip and one red navigation light is mounted on the left wing tip. A white navigation light is also mounted on the back of the fuselage, at the base of the rudder. 3) RECOGNITION LIGHTS - Turned ON and OFF using the RECOG switch on the pilot’s subpanel. A white light is mounted on each wingtip. 4) BEACON LIGHTS - Turned ON and OFF using the BEACON switch on the pilot’s subpanel. A red beacon light is mounted on the B200’s belly and on top of the tail. 5) TAXI LIGHT - Turned ON and OFF using the TAXI switch on the pilot’s subpanel. The taxi light is the lower of the three lights mounted on the nose landing gear. 6) LANDING LIGHTS - Turned ON and OFF using the LAND switch on the pilot’s subpanel. The landing lights are mounted on the nose landing gear. 7) PILOT/COPILOT - The pilot's and copilot's heads move right and left and up and down, and their eyes blink. 8) CABIN DOOR - The cabin door is opened and closed using the Shift+E or the Shift+E+1 key, or via the Maintenance Module. 9) ICE LIGHTS – Turned ON and OFF using the ICE switch on the pilot’s subpanel. 10) TAIL ILLUMINATION - Turned ON and OFF using the TAIL switch on the pilot’s subpanel. 21

Virtual Cockpit Virtual Cockpit Overview The Virtual Cockpit is an immersive 3D environment that features many different animations and several lighting options, in addition to the fully-clickable instrument panel and related flight controls. You can navigate to the Virtual Cockpit by pressing F9 on your keyboard. Use the standard Flight Simulator view commands to navigate within the Virtual Cockpit. Use keystrokes to move your view back and forth and up and down, and hold down the space bar while you move your mouse to pivot your view. Default Flight Simulator view commands can be found by choosing Options | Settings | Controls | Buttons/Keys | Views from the Flight Simulator Menu Bar. This aircraft is designed to be flown in the 3D environment of the Virtual Cockpit. It does not include a 2D instrument panel. Virtual Cockpit Views In addition to the main Virtual Cockpit view, pressing the 'A' key on your keyboard will cycle through the following custom views: Left Seat Look Left > Left Seat Oblique Left > Left Seat Oblique Right > Left Seat Look Right > Right Seat Look Forward > Right Seat Oblique Left > Power Levers > PFD and Switch Panels. Due to the way Flight Simulator views works, when you cycle through the available views, there will be a blank view (no Virtual Cockpit displayed). To return to the Virtual Cockpit, press the 'A' key again.

Virtual Cockpit Interaction - Click-Spots Interaction with VC functions, such as switches, knobs, levers, etc., is done using left mouse clicks and/or your mouse's rotary knob. If a function can be clicked on, your mouse pointer will turn into a hand when you hover over the switch, knob, lever, etc. 

Two-Position Switches - For two-position switches, such as the lighting switches, circuit breakers, G1000 softkeys, etc., left-click on the switch or soft-key to move it.



Three-Position Switches - For three position switches, such as the standby battery switch and the propeller heat switch, click above or below the switch to move the switch up and down. You will notice that when you hover your mouse over the click-spots on these switches, a '+' or '-' sign will appear in the hand, indicating the direction of switch travel. '+' for up and '-' for down.

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Rotary Knobs - For rotary knobs, such as the G1000, the click-spot locations will vary. In general, click on the left side of the knob to rotate it counter-clockwise and click on the right side of the knob to rotate it clockwise. You will notice that when you hover your mouse over the click-spots on these knobs, a '+' or '-' sign will appear in the hand, indicating the direction of switch travel. '+' for clockwise and '-' for counter-clockwise.

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Levers - For levers, such as the throttle mixture controls, flap switch and magnetos switch, use the click-and-drag method to control them. Left-click and HOLD, then move the mouse in the desired direction of travel.

Most functions can also be controlled using your mouse's scroll wheel. Using the scroll wheel is especially convenient when used with rotary knobs and levers.

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Virtual Cockpit Animations In addition to the standard animations, such as knobs, switches, keys, dials, levers, control yokes and rudder pedals, this section lists the other custom animations that are available in the Virtual Cockpit.

    

Sun Visors - Click anywhere on each sun visor to raise or lower them. Cockpit Sliding Doors - Click anywhere on each door to open or close them. Cockpit Arm Rests - Click on each arm rest to raise or lower them. Passenger Tables - Click anywhere on each table to open or stow them. Icing - Airframe icing is simulated on the windshield and aircraft leading edges, in addition to pitot icing.

Hiding the Control Yokes To make it easier to access switches behind the control yokes, the control yokes can be hidden. Click the base of the control yokes to Hide or Show them.

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Virtual Cockpit Instrument Panel Overview The Garmin G1000 PFD and MFD present to the pilot all of the information necessary for flight, navigation and situational awareness. The G1000 Avionics System is the centerpiece of the instrument panel. It's comprised of two 10.4 inch LCD PFD displays and one 15 inch LCD MFD display, an MFD controller, two digital audio panels and an integrated three-axis autopilot. The PFDs and the MFD feature a screen resolution of 1024 x 768. The Super King Air B200 instrument panel consists of six different sections. Within these sections are groups of instruments, switches and controls that are laid out in such a way that they are easily viewed and accessed by the flight crew. These instrument panel sections are outlined below and on the next page. Cockpit Layout The virtual cockpit features an instrument panel in which are mounted the three G1000 LCD display units; a pilot’s subpanel containing controls for electrical power, exterior lighting, and anti-icing; a copilot’s subpanel with interior lighting and environmental controls, an overhead light control panel; a fuel control panel; and a center pedestal containing controls for the engines, trim, pressurization, and the MFD.

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1) 2) 3) 4) 5)

Garmin G1000 Primary Flight Displays (Page 26) Garmin G1000 Multi Function Display (Page 31) GCU 477 MFD Controller (Page 33) AFCS Controller (Page 47) Audio Panel (Page 51)

6) 7) 8) 9)

Pilot’s Subpanel (Page 54) Copilot’s Subpanel (Page 52) Overhead Light Control Panel (Not shown, Page 58) Fuel Control Panel (Page 59)

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Virtual Cockpit G1000 PFD overview The Garmin G1000 configuration in the Beechcraft Super King Air B200 features two Primary Flight Displays (PFD) which replace the traditional “six pack” flight instrument clusters for the pilot and copilot . Each PFD is a 10.4 inch LCD providing all necessary flight instrument displays and basic avionics indications. The PFDs also offer controls for the creation and modification of flight plans and for NAV and COM frequency selection. Although we have striven to model as many important features as possible in this version of the G1000 PFD, not all real world features have been simulated, and some that have been simulated may not be entirely functional. The PFD display screen presents graphical flight instrumentation (attitude, heading, airspeed, altitude and vertical speed) which replaces the traditional flight instrument cluster. Both COM and NAV radios, navigation information, wind speed and direction, moving map and flight plan information are also displayed. The airspeed indicator, altitude indicator and turn coordinator display trends, and the airspeed indicator displays airspeed references. Autopilot modes are also displayed. All of this information is presented to the pilot in an easy-to-view format that streamlines and lessens the pilot's workload.

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Garmin G1000 Primary Flight Display G1000 PFD Controls The PFD controls are located on the PFD bezels and are discussed on the following pages.

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1) NAV Frequency Transfer Key - The NAV frequency transfer key toggles the standby and active NAV frequencies. Active NAV frequencies are displayed in green when the CDI for the specific active frequency (either NAV1 or NAV2) is selected. 2) NAV - The NAV control knob is a three-function knob. Turn the larger outer knob (upper click-spots) to change MHz (large number) and turn the smaller inner knob (lower click-spots) to change KHz (small number). Turn the knobs to the right to increase the frequency values and turn the knobs to the left to decrease the frequency values. Press the smaller inner knob to switch the cyan tuning box between NAV1 and NAV2. You can only tune frequencies that are surrounded by the cyan tuning box. Active frequencies are displayed in green and standby frequencies are displayed in white. 3) COM SWAP - The COM frequency swap key toggles the standby and active COM frequencies. Active COM frequencies are displayed in green. 4) COM - The COM control knob is a three-function knob. Turn the larger outer knob (upper click-spots) to change MHz (large number) and turn the smaller inner knob (lower click-spots) to change KHz (small number). Press the smaller inner knob to switch the cyan tuning box between COM1 and COM2. Turn the knobs to the right to increase the frequency values and turn the knobs to the left to decrease the frequency values. You can only tune frequencies that are surrounded by the cyan tuning box. Active frequencies are displayed in green and standby frequencies are displayed in white. 26

Garmin G1000 Primary Flight Display G1000 PFD Click-Spots And Functions, Continued...

❺❻❼❽❾❿⓫⓬ 5) BARO - The BARO adjustment knob is a two-function knob. Turn the knob to adjust the barometer setting. Push the inner knob to sync the CDI to the current VOR. 6) RANGE - The range joystick is used to adjust the range of the inset map. Rotate the joystick to the left to decrease the range value (zoom in) and rotate the joystick to the right to increase the range value (zoom out). Values range from 500 feet to 4000 miles. The range value is displayed in cyan in the lower right corner of the inset map. 7) D - The Direct To key allows you to enter a destination waypoint and establish a direct course to it from the current position. 8) FPL - The FPL key displays the active flight plan page in the PFD. Press the FPL key once to open the flight plan display and press the FPL a second time to close the flight plan display. 9) CLR - The CLR key clears information, clears entries or clears page menus, depending on the current option. 10) PROC - The PROC key accesses the IFR departure, arrival, and approach procedures for the current flight plan. 11) MENU - The MENU key displays a list of options and additional menu features that can be selected. An option (such as Direct To or FPL) must first be displayed prior to using the menu key to access that option's menu functions. Not all options have an associated menu option. 12) ENT - The ENT key confirms a menu selection or data entry. 27

Garmin G1000 Primary Flight Display G1000 PFD Click-Spots And Functions, Continued...

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13) SOFTKEYS - The softkeys along the bottom of the PFD are used to control a number of different features. These keys do not have a specific function, rather, they control different functions at different times. Some or all of the softkeys have labels displayed directly above the softkey. The labels will change depending upon pilot settings. When the label for a specific function is toggled OFF, the text is white on a black background and when the label for a specific function is toggled ON, the text is black on a gray background. 14) FMS - The FMS control knob is a three-function knob and is used to input and modify the flight plan. It is also used to input and modify information in the ADF/DME and TMR/REF display screens. Press the smaller inner knob to turn the selection cursor ON and OFF. When the selection cursor is ON, data can be entered into the highlighted field. Turn the larger outer knob (upper click-spots) to move the cursor up and down to different fields. Turn the smaller inner knob (lower click-spots) to input characters into the highlighted data field. When you open an option display screen by pressing its related function key, press the function key a second time to close the option display screen. For example, press the PROC key to open the procedures option display screen. To close the procedures option display screen, press the PROC key a second time. For information about working with flight plans, see the Flight Planning section on pages 39 - 47.

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Garmin G1000 Primary Flight Display Softkey Flow Chart Overview And Functions This section describes the softkey menu options that are available, along with the corresponding sub-menu options. Most options are self-explanatory, however, we've provided more information on some of the options for further clarification.

               

ADF/DME - Press to toggle the ADF/DME display screen ON and OFF. ALT UNIT - Press to toggle between options to display the altimeter and barometer settings in metric units. BRG1 and BRG2 - Press to toggle the BRG1 and BRG2 display screens ON and OFF and to toggle between different BRG1 and BRG2 navigation sources. CDI - Press to toggle between VOR1, VOR2, and GPS navigation sources. CODE - Press to input the numerical transponder code. DCLTR - Press to toggle between three different levels of declutter on the inset map. DFLTS - Press to reset PFD options to the default selections. DME - Press to toggle the DME display screen ON and OFF. FD FRMT - Press to toggle between single cue and cross cue flight director options. TMR/REF - Press to toggle the timer and reference display screens ON and OFF. This display screen is used to set timers and V-Speeds. MSG - Displays various messages referencing airspace boundaries. NRST - Press to toggle the Nearest Airports display screen ON and OFF. STD BARO - Press to set the barometer to the standard setting (29.92"). TOPO - Press to toggle topography on the inset map ON and OFF. TRAFFIC - Press to toggle traffic information ON and OFF on the inset map. WIND - Press to toggle between direction and speed display, direction with head and crosswind speed components display, and to turn the wind display screen OFF.

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Garmin G1000 Primary Flight Display Softkey Flow Chart Overview And Functions, Continued... Tuning ADF Frequencies and Changing DME Sources To tune an ADF frequency or change the DME source, press the ADF/DME softkey to open the ADF/DME Tuning display screen. The cursor will flash over the standby ADF frequency. Use the FMS Inner knob to tune the desired ADF frequency, then press the ENT key to activate the standby ADF frequency (the two frequencies will swap and the active frequency will be displayed in green). To change DME sources, use the FMS Outer knob to scroll down and highlight DME MODE NAV1. Turn the FMS Inner knob to open the DME sources options (Nav1 or Nav2), turn the FMS Outer knob to highlight the desired DME source, then press the ENT key. ADF MODE and VOL cannot be changed. Changing V-Speeds To change V-Speeds, press the TMR/REF softkey to open the References display screen. The cursor will flash over the START option. Turn the FMS Outer knob to scroll down and highlight the desired V-Speed you would like to change. Turn the FMS Inner knob to set the desired V-Speed value. To turn a V-Speed ON or OFF, turn the FMS Outer knob to highlight or for the desired V-Speed, then turn the FMS Inner knob to turn the V-Speed ON or OFF. When ON, the V-Speed will be displayed on the PFD speed tape. When OFF, no V-Speed will be displayed on the PFD speed tape. Using the Count Up Timer To use the count up timer, press the TMR/REF softkey to open the References display screen. The cursor will flash over the START option. Press the ENT key. The count up timer will start and the cursor will flash over the STOP? option. Press the ENT key to stop the count up timer, then press the ENT key again to RESET the count up timer. Inputting Transponder Codes To input transponder codes, press the XPDR softkey to view the transponder options. Press the CODE softkey, then use the numerical softkeys to enter the desired transponder code (provided by ATC). The transponder code you entered will be shown in the PFD XPDR display screen. You can change the transponder code to a VFR flight transponder code quickly and easily by pressing the VFR softkey. We recommend leaving the transponder mode set to GND (ground). The transponder mode will change automatically to ALT once airborne and will change automatically back to GND when you touch down. 30

Garmin G1000 Multifunction Display G1000 MFD Overview The Garmin G1000 system installed in the Beechcraft Super King Air B200 features a center-mounted 15 inch Multifunction Display (MFD). The MFD provides a moving map and the Engine Indication System. The majority of MFD displays the moving map, which indicates current aircraft position, topography, aviation facilities (such as airports, VORs, NDBs, etc.). The left side of the MFD displays the Engine Indication System information. Flight planning is also accomplished through the MFD, using the GCU 477 MFD/FMS controller. The GCU 477 consists of a three-function rotary knob, a joystick, FMS function keys, and an alphanumeric keypad to quickly and easily input letters and numbers. Moving through the different display screens in the MFD is also accomplished using the MFD/FMS controller knob. This section provides an overview of the Garmin G1000 MFD and its basic functions. For more in-depth user information, please download and read the Garmin G1000 King Air B200 Pilot's Guide at: http://static.garmincdn.com/pumac/190-00928-02_0A_web.pdf Although we have striven to model as many important features in this version of the G1000 MFD, not all features have been simulated, and some of those that have been simulated may not be entirely functional. G1000 MFD Display Screen The MFD display screen presents the Engine Indication System and the moving map, which indicates aircraft position, topography, aviation facilities (such as airports, VORs, NDBs, etc.). It is controlled using the GCU 477 MFD Controller described previously and softkeys along the bottom of the unit’s bezel. The softkeys correspond to different functions displayed directly above the particular softkey, and can control a number of different features. These keys do not have a single specific function, but instead control different functions at different times. Some or all of the softkeys have labels displayed directly above the softkey. When a specific function is toggled off, the softkey label text is white on a black background, and when toggled on, the softkey label text is black on a gray background.

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Garmin G1000 Multifunction Display G1000 MFD Engine Indication System The left side of the MFD consists of critical engine and and fuel flow parameters. These include the Interstage Turbine Temperature, torque, propeller and gas generator RPM gauges, fuel flow gauges, and the oil pressure and oil temperature gauges. Each gauge and indicator features a color code. Normal operating range is within the green range. Operating with indications above the red line is prohibited. Operating with indications in the yellow range should be avoided.

① Interstage Turbine Displays Interstage Turbine Temperature Temperature (ITT) in degrees Celsius (oC)

② Torque

Displays torque in foot-pounds

③ Propeller Sync

Displays a diamond when propellers are in sync. Indicates when propellers are out of sync by changing the diamond to an arrowhead which points toward the propeller turning at a higher speed.

④ Tachometer (PROP RPM)

Displays propeller speed in revolutions per minute (rpm); the red band indicates propeller overspeed

⑤ Turbine Speed (TURB % RPM)

Displays turbine speed in percentage of the maximum turbine revolutions per minute

⑥ Fuel Flow (FFLOW PPH)

Displays current fuel flow in pounds per hour (pph)

⑦ Oil Pressure (OIL PSI)

Displays engine oil pressure in pounds per square inch (psi)

⑧ Oil Temperature (OIL oC)

Displays the engine oil temperature in degrees Celsius (oC)

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Garmin G1000 Multifunction Display GCU 477 MFD/FMS Controller Click-Spots and Functions The FMS knob is the main control for selecting most MFD functions. For data entry, the alphanumeric keypad is used. The range joystick allows you to change the zoom level of the moving map. ❷

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1) Dual FMS Knob The Flight Management System control knob is a three-function knob used during flight planning and to navigate through the various MFD pages as displayed in the lower right corner of the moving map. Turn the larger outer knob (upper click spots) to display page groups and turn the smaller, inner knob (lower click spots) to display pages with a selected group. Press the smaller inner knob (center click spot) to turn the selection cursor on and off. When the selection cursor is on, data can be entered into the highlighted field. Turn the larger outer knob (upper click spots) to move the cursor between fields. Turn the smaller inner knob (lower click spots) to input characters into the highlighted data field. This knob also provides tuning capability for the COM and NAV radios when the appropriate COM or NAV key is pressed. 2) FPL The Flight Plan key displays the active flight plan page in the MFD. Press the FPL key once to open the flight plan and press the FPL key a second time to close the flight plan page. Use the FMS knob to enter or edit a flight plan when the flight plan page is open. 3) D The Direct To key allows you to enter a destination waypoint and establish a direct course to it from the airplane’s current position. 4) MENU The Menu key displays a list of options and additional features that can be selected. 5) PROC The Procedure key accesses the IFR departure, arrival, and approach procedures for the currently loaded flight plan. 33

Garmin G1000 Multifunction Display G1000 MFD Click-Spots and Functions, Continued...

❻ ⓭ ❼ ⓮ ⓯ ⓬ ❾❿⓫ ❽ 6) RANGE The Range joystick is used to adjust the range of the moving map. Turn the joystick to the left to decrease the range scale (zoom in) and turn the joystick to the right to increase the range scale (zoom out). The range value is displayed in cyan in the lower right corner of the moving map. The PAN function is not modeled. 7) ALPHANUMERIC KEYS The alphanumeric keys allow quick and easy entry of airports, waypoints, and other data. 8) FMS Sets the FMS knob to control FMS functions on the MFD. When pressed, an annunciator next to the key illuminates indicating adjustment of the FMS knob will affect FMS functions. 9) COM Sets the FMS knob to control tuning of the COM radios. Press once to select COM1. Press again to select COM2. The COM radio which will be controlled by the FMS knob is indicated by an illuminated “1” or “2” next to the COM key. Use the FMS knob to enter the selected COM radio standby frequency. 10) FREQUENCY TRANSFER Switches the active and standby COM or NAV frequencies. 11) NAV Sets the FMS knob to control tuning of the NAV radios. Press once to select NAV1. Press again to select NAV2. The NAV radio which will be controlled by the FMS knob is indicated by an illuminated “1” or “2” next to the NAV key. Use the FMS knob to enter the selected NAV radio standby frequency. 12) ENT The Enter key confirms a menu selection or data entry. 13) CLR The Clear key erases information, clears entries, or removes page menus. 14) SPC The Space key adds a space character. 15) BKSP The Backspace key moves the cursor back one space.

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Garmin G1000 Multifunction Display Using the GCU 477 MFD/FMS Controller Android Application To set up your GCU 477 MFD Controller Android application for use, perform the following steps: ① Determine your computer's IP address by clicking on the Windows "Start" button and typing "cmd" in the search field. ② Run the program called "cmd.exe". ③ At the prompt, type "ipconfig" and click enter. Locate and make a note of the Ethernet adapter LAN or Wireless LAN Adapter IPv4 IP address. ④ Start P3D in the Free Flight mode, select one of the Flight1 Beechcraft Super King Air B200s, and wait for it to initialize. ⑤ In the King Air, switch the BATTERY to ON. ⑥ Open the Flight1 King Air application on your Android device and in the orange box, enter the Wireless LAN Adapter IPv4 IP determined in step ③. ⑦ Press the "connect" button on the Flight1 King Air application startup page. The GCU 477 MFD Controller face will appear on your device. ⑧ Confirm that the GCU 477 Android app is connected to the sim by tapping on the upper right clickspot for the FMS outer knob and verify that the MFD Page Group changes. ⑨ Use the GCU 477 Android app as described on pages 33-34 of this manual. G1000 MFD Page Groups and Softkeys All of the information that the MFD can display to the pilot is categorized in separate groups and individual pages within those groups. In addition, each page group features its own set of softkey functions. This section describes the page groups that are displayed, along with the individual pages within a specific page group and their related softkey functions. Turn the FMS Outer knob to display page groups and turn the FMS Inner knob to display individual pages within the page group. Some pages simply display information. Other pages feature interactive elements, allowing feature changes or alphanumeric input.

35

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... MAP Group The Map Group consists of two pages:



Navigation Map – Displays visual information pertinent to the aircraft’s current location and flight plan track. The map displays features such as topography, water, airports, and other navigational aids. Digital flight information is provided, including GS, DTK, TRK, and ETE. When the map range is set to 3NM or less, this feature displays taxiway information in a manner similar to Garmin SafeTaxiTM to facilitate ground operations. The AUX Group GPS Status page features several softkey functions: 

MAP - Press to display the softkeys that toggle TOPOgraphy and TRAFFIC.



DCLTR - Press to cycle through the four levels of map declutter.

36

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... MAP Group (cont'd)



Traffic Map – Displays the traffic around your aircraft. The display range can be changed using the RANGE joystick on the MFD Controller. Traffic alerts are also displayed.

37

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... Garmin SafeTaxiTM Emulation



SafeTaxiTM offers additional information when viewing airports at close range on the MAP - Navigation Map, WPT - Airport Information page, NRST - Nearest Airports page, AUX - Trip Planning page, and PFD Inset Map displays. When the map range is set to 3 NM or less, taxiways and their identifying letters and numbers are shown, along with hold short lines and airport ramps. When the MFD display is set to these ranges, the airplane icon provides enhanced position awareness.

38

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... WPT Group The Waypoint Group consists of four pages:



Airport Information – Use the cursor to input an airport identifier to display that specific airport’s information, including airport type, location, elevation, runways, and COM frequencies. When the map range is set to 3NM or less, this feature displays taxiway information in a manner similar to Garmin SafeTaxiTM to facilitate ground operations.



Intersection Information – Use the cursor to input an intersection identifier to display that specific intersection’s information.



NDB Information – Use the cursor to input an NDB identifier to display that specific NDB’s information, including location and frequency.



VOR Information – Use the cursor to input a VOR identifier to display that specific VOR’s information, including location and frequency. 39

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... AUX Group The AUX Group consists of four pages:



Trip Planning – Operates in Automatic Mode. It displays a number of different telemetry and trip statistics regarding the current flight operation.

40

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... AUX Group (cont'd)



GPS Status – Provides a number of different statistics regarding GPS system status. Aircraft position, altitude, ground speed, and track are also displayed. The AUX Group GPS Status page features several softkey functions: 

GPS1 - Press to display the status of the GPS1 receiver.



GPS2 - Press to display the status of the GPS2 receiver.



RAIM - Press to view the RAIM (Receiver Autonomous Integrity Monitoring) prediction field.



SBAS - Press to view the SBAS (Satellite Based Augmentation System) field.

41

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... AUX Group (cont'd)



System Setup – Use the cursor to make system setup selections to suit your preference. Choices include the Time Format, the Temperature Display, PFD/MFD map orientation, the Selected Altitude Intercept Arc (SEL ALT ARC) display, and the MFD Data Bar fields. Turn the outer FMS knob to move the cursor to highlight the field, then move the inner FMS knob to see the list of choices. Press the ENT key to make your choice.

To make system setup changes, do the following: Push the FMS Inner knob to display the cursor. Turn the FMS Outer knob to highlight the option you would like to change, then turn the FMS Inner knob to display a list of available options. Turn the FMS Outer knob to highlight the desired option, then press the ENT key. Selected Altitude Intercept Arc "The Banana" 42

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... AUX Group (cont'd)



System Status – Displays the status of a number of different aircraft systems and includes information on the various databases included. The AUX Group System Status page features several softkey functions: 

LRU - Press to highlight the LRU (Line Replacement Unit) field. Displays the status, serial number and version of specific aircraft systems.



ARFRM - Press to highlight the Airframe reference field.



DBASE - Press to highlight the Database field. Scroll down to view the database information for a number of different installed databases.

43

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... NRST Group The NRST Group consists of four pages: 

Nearest Airports – Use the cursor to highlight and display information about the airports that are nearest your aircraft’s current position. When an airport is highlighted, that airport’s information is displayed and a white line is drawn on the map from your aircraft to the highlighted airport. This feature displays taxiway information in a manner similar to Garmin SafeTaxiTM to facilitate ground operations. Being centered on the aircraft, this page may offer greater situational awareness than the WPT Group Airport Information page. The NRST Group - Nearest Airports page features several softkey functions: 

MAP - Press to open the map options. Allows you to toggle traffic information ON and OFF on the moving map and turn topography ON and OFF on the moving map.



APT - Press to highlight the Nearest Airports field. Scroll to highlight an airport code to view information about that specific airport.



RNWY - Press to highlight the Runways field. Scroll to highlight a runway (if the airport features multiple runways) to view information about that specific runway.



FREQ - Press to highlight the Frequencies field. Scroll to highlight a frequency (if multiple frequencies are displayed). Press the ENT key to tune the COM1 standby frequency.



APR - Press to highlight the Approaches field (if an approach is available). Scroll to highlight an approach (if multiple approaches are displayed). When an approach is highlighted, press the LD APR key to load the approach into the flight plan.



LD APR - Press to load a highlighted approach from the Approaches field into your flight plan. This option is only available if the airport features an approach.

44

Garmin G1000 Multifunction Display G1000 MFD Page Groups and Softkeys, Continued... NRST Group, Continued... 

Nearest Intersections – Use the cursor to highlight and display information about the intersections that are nearest to your aircraft’s current position. When an intersection is highlighted, that intersection’s information is displayed and a white line is drawn on the map from your aircraft to the highlighted intersection.



Nearest NDB – Use the cursor to highlight and display information about the NDBs that are nearest to your aircraft’s current position. When an NDB is highlighted, that NDB’s information is displayed and a white line is drawn on the map from your aircraft to the highlighted NDB.



Nearest VOR – Use the cursor to highlight and display information about the VORs that are nearest to your aircraft’s current position. When a VOR is highlighted, that VOR’s information is displayed and a white line is drawn on the map from your aircraft to the highlighted VOR. The NRST Group - Nearest VOR page features several softkey functions: 

VOR - Press to highlight the Nearest VOR field. Scroll to highlight a VOR to view information about that specific VOR.



FREQ - Press to highlight the Frequency field. Scroll to highlight the frequency, then press the ENT key to tune the NAV1 standby frequency.

If desired, you can display a Direct To line from your aircraft to any airport, intersection, NDB or VOR by using the FMS control knob to highlight the desired airport, intersection, NDB or VOR in its respective page list. Remember, turn the FMS Outer knob to move the cursor to highlight values and turn the FMS Inner knob to change values. You cannot change pages or page groups when the cursor is Active. Make sure that you push the FMS Inner knob to turn the cursor OFF prior to changing pages or page groups.

Flight Planning Flight Planning Overview This section details how to create and modify flight plans. Covered are topics ranging from inputting flight plan waypoints and Activating your flight plan, to modifying your flight plan by entering a Direct To and selecting, loading, and Activating departures (SIDS), arrivals (STARS) and approaches. Flight plans can be created and modified through either the MFD or the PFD, using the FMS control knob. When you create or modify a flight plan in one display (for instance, the MFD), the same entries and selections are automatically made in the other display (in this case, the PFD). A flight plan can be created manually or a flight plan can be created prior to your flight through the Flight Simulator flight planner. Once the Flight Simulator flight plan is saved and you load the aircraft, the saved flight plan will be automatically displayed on the MFD when the aircraft is loaded. 45

Flight Planning Flight Planning Overview, Continued... Press the Scroll Lock key on your keyboard to allow you to enter alphanumeric data into the PFD or the MFD via your keyboard. On some Flight Simulator installations, pressing the Scroll Lock key also opens the Flight Simulator ATC dialog box. If this occurs, delete or reassign that key assignment using the Flight Simulator Options | Settings | Controls drop-down menu. Loading a Flight Simulator Flight Plan Create a flight plan from within Flight Simulator (using the Flight Simulator Flight Planner) and save it. Load the Beechcraft Super King Air B200. The flight plan will be displayed on the moving map and the waypoints will be shown on the Active Flight Plan page. Your Flight Simulator flight plan MUST include four waypoints (including departure and destination airports) in order to be displayed. If your Flight Simulator flight plan does not feature four waypoints, the flight plan will not display. For example, if you're flying a short route from your departure airport to your arrival airport without any enroute waypoints. In this case you would need to manually enter your flight plan into the MFD or PFD. Creating a Flight Plan To create a flight plan, press the FPL key. The Active Flight Plan page will be displayed.

Press the FMS Inner knob to display the cursor. If you're flight planning through the PFD, the cursor is already displayed, so there's no need to press the FMS Inner knob. Turn the FMS Inner knob right or left to display the waypoint information page. Enter the airport identifier for your departure airport using the FMS Outer and Inner knobs, the GCU 477 keyboard, or your keyboard (scroll lock ON), then press the ENT key. Remember, to enter alphanumeric values turn the FMS Inner knob (lower click-spots) and to move the cursor turn the FMS Outer knob (upper click-spots). Repeat the previous two procedures to enter the remainder of the waypoints, including your arrival airport. The flight plan will be displayed on the moving map and the first leg of your flight plan will automatically Activate as shown by the magenta arrow in the Active Flight Plan page. Press the FPL key to close the Active Flight Plan page. The first leg of your flight plan will be displayed along the top of the PFD, along with distance and bearing information. 46

Flight Planning Deleting a Waypoint To delete a waypoint from an active flight plan, press the FPL key to open the Active Flight Plan page, then press the FMS Inner knob to display the cursor. If you're flight planning through the PFD, the cursor is already displayed, so there's no need to press the FMS Inner knob. Turn the FMS Outer knob to highlight the waypoint you want to delete, then press the CLR key. The next waypoint in your flight plan will Activate as shown by the magenta arrow. Press the FPL key to close the Active Flight Plan page. Adding a Waypoint To add an additional waypoint to an active flight plan, press the FPL key to open the Active Flight Plan page, then press the FMS Inner knob to display the cursor. If you're flight planning through the PFD, the cursor is already displayed, so there's no need to press the FMS Inner knob.

Turn the FMS Outer knob to highlight the waypoint below the new waypoint you want to add. Turn the FMS Inner knob to display the waypoint information page. Enter the identifier for the waypoint you want to add using the FMS Outer and Inner knobs, the GCU 477 keyboard, or your keyboard (scroll lock ON), then press the ENT key. Your new waypoint will be added to your flight plan. Press the FPL key to close the Active Flight Plan page. Inverting a Flight Plan The active flight plan can quickly and easily be inverted. This is useful for return trips that follow the same course as your outbound trip. This saves you from having to reinput the flight plan for the trip back. To invert your flight plan, press the FPL key to open the Active Flight Plan page. Press the MENU key, then turn the FMS Outer knob to highlight the Invert Flight Plan option. Press the ENT key to invert the flight plan. After inverting the flight plan, you must Activate the first leg of your flight plan. To do this, turn the FMS Outer knob to highlight the waypoint directly below your departure airport, then press the MENU key and select the Activate Leg option. Press the ENT key to Activate that leg of your flight plan, as shown by the magenta arrow in the Active Flight Plan page, press the FPL key to close the Active Flight Plan page, then press the FPL key to close the Active Flight Plan page.

47

Flight Planning Deleting a Flight Plan To delete your flight plan, press the FPL key to open the Active Flight Plan page. Press the MENU key, then turn the FMS Outer knob to highlight the Delete Flight Plan option. Press the ENT key to delete your flight plan, then press the FPL key to close the Active Flight Plan page. Entering a Direct To A Direct To can be entered at any time during flight to alter the course to a specifically chosen waypoint. The waypoint can be an airport, VOR, NDB or intersection.

To enter a Direct To, press the D key on the GCU 477 MFD Controller. The Direct To page will be displayed. Enter the identifier for your Direct To destination using the FMS Outer and Inner knobs, the GCU 477 keyboard, or your keyboard (scroll lock ON). Remember, to enter alphanumeric values turn the FMS Inner knob (lower click-spots) and to move the cursor turn the FMS Outer knob (upper click-spots). Press the ENT key. ACTIVATE? will flash in the lower right corner. Press the ENT key a second time to verify that you want to Activate the Direct To. Once activated, the Direct To page will close and the magenta course will update on the moving map to display the new Direct To course. D and distance and bearing information will also be displayed along the top of the PFD. Cancelling a Direct To To cancel a Direct To, press the D key. The Direct To page will be displayed and the current Direct To identifier will be highlighted. Press the MENU key to open the Options page. Cancel Direct-To NAV will be displayed. Press the ENT key to cancel the Direct To.

48

Flight Planning Loading a Departure (SID) The G1000 features a number of departure procedures that can be selected. A flight plan must be loaded and Activated to choose a departure procedure. Not all airports feature departures. If a departure is not available, the Departure menu will be blank. To load a departure, press the PROC key to open the Procedures menu.

Turn the FMS Outer knob to highlight the Select Departure option, then press the ENT key to see a list of available departure procedures. If a departure is not available, the Departure menu will be blank.

Turn the FMS Outer knob to highlight your desired departure procedure, then press the ENT key and a list of runways will be displayed. Turn the FMS Outer knob to highlight your desired takeoff runway.

49

Flight Planning Loading a Departure (SID), Continued... Press the ENT key and list of departure transitions will be displayed (if available). Turn the FMS Outer knob to highlight your desired departure transition.

Press the ENT key. The departure sequence will be displayed and LOAD will flash in the lower right corner. Press the ENT key a second time to load the selected departure. The Procedures menu will close, the first waypoint in the departure procedure will automatically be Activated and your updated flight plan will be displayed on the moving map. After loading your approach, open your flight plan and scroll through the waypoint entries to ensure that there are no errors. You can also zoom out the moving map to visually view the flight plan. Deleting a Departure (SID) To delete a departure procedure, press the FPL key to open the Active Flight Plan page.

Press the FMS Inner knob to display the cursor. The cursor will flash over the name of the departure procedure at the top of the flight plan. Press the CLR key to delete the departure procedure. After deleting the departure procedure, you must Activate the first leg of your flight plan. To do this, turn the FMS Outer knob to highlight the waypoint directly below your departure airport, then press the MENU key and select the Activate Leg option. Press the ENT key to Activate that leg of your flight plan, as shown by the magenta arrow in the Active Flight Plan page, then press the FPL key to close the Active Flight Plan page. Individual waypoints within a departure procedure cannot be deleted, however, you can skip a waypoint by entering a Direct To to the waypoint following the waypoint you want to skip. 50

Flight Planning Loading an Arrival (STAR) The G1000 features a number of arrival procedures that can be selected. A flight plan must be loaded and Activated to choose an arrival procedure. Not all airports feature arrivals. If an arrival is not available, the Arrival menu will be blank. To load an arrival, press the PROC key to open the Procedures menu.

Turn the FMS Outer knob to highlight the Select Arrival option, then press the ENT key to see a list of available arrival procedures. If an arrival is not available, the Arrival menu will be blank. Turn the FMS Outer knob to highlight your desired arrival procedure, then press the ENT key and a list of arrival transitions will be displayed (if available). Turn the FMS Outer knob to highlight your desired arrival transition. Press the ENT key. The arrival sequence will be displayed and LOAD will flash in the lower right corner. Press the ENT key a second time to load the selected arrival. The Procedures menu will close and your updated flight plan will be displayed on the moving map. After loading your approach, open your flight plan and scroll through the waypoint entries to ensure that there are no errors. You can also zoom out the moving map to visually view the flight plan. Deleting an Arrival (STAR) To delete an arrival procedure, press the FPL key to open the Active Flight Plan page. Press the FMS Inner knob to display the cursor, turn the FMS Outer knob to highlight the name of the arrival procedure, then press the CLR key to delete the arrival procedure. After deleting the arrival procedure, the first leg in your flight plan will Activate automatically, as shown by the magenta arrow in the Active Flight Plan page. Individual waypoints within an arrival procedure cannot be deleted, however, you can skip a waypoint by entering a Direct To to the waypoint following the waypoint you want to skip. Loading and Activating an Approach The G1000 features a multitude of different types of airport approaches and transitions that can be selected for your destination airport. A flight plan must be loaded and Activated to choose an approach procedure. Not all airports feature approaches. If an approach is not available, the Approach menu will be blank.

51

Flight Planning Loading and Activating an Approach, Continued... Press the PROC key to open the Procedures menu. By default, the Select Approach option will be highlighted.

Press the ENT key to see a list of available approaches for your arrival airport, then turn the FMS Outer knob to highlight your desired approach procedure. Press the ENT key and a list of transitions will be presented. Turn the FMS Outer knob to highlight your desired approach transition, then press the ENT key. The approach sequence will be displayed and LOAD? will flash. Choosing the VECTORS transition will load the Vector-to-Final approach option. This loads an approach which consists of the Final Approach Fix (FAF), the runway and the missed approach vectors, allowing you to follow ATC commands to the Final Approach Fix. You can choose either to LOAD or ACTIVATE your approach. Loading your approach allows you Activate the approach at a later time. Loading an Approach If you choose to LOAD your approach, press the ENT key. The approach menu will close and the approach will be loaded into the FMS and can be Activated later. Activating an Approach If you choose to ACTIVATE your approach, turn the FMS Outer knob to highlight ACTIVATE?, then press the ENT key. The approach menu will close and the approach will be loaded and Activated. If your aircraft is flying on autopilot with GPSS steering, the aircraft will immediately turn to the first approach waypoint. Activating a Loaded Approach Press the PROC key to open the Procedures menu. By default, the cursor highlights the Select Approach option. Turn the FMS Outer knob to highlight the Activate Approach option. Press the ENT key. The approach menu will close and the approach will be Activated. If your aircraft is flying on autopilot with GPSS steering, the aircraft will immediately turn to the first approach waypoint. Deleting an Approach To delete an approach procedure, press the FPL key to open the Active Flight Plan page. Press the FMS Inner knob to display the cursor, turn the FMS Outer knob to highlight the name of the approach procedure, then press the CLR key to delete the approach procedure.

52

Flight Planning Deleting an Approach, Continued... After deleting the approach procedure, you must Activate the first leg of your flight plan. To do this, turn the FMS Outer knob to highlight the waypoint directly below the first waypoint in your flight plan, then press the MENU key and select the Activate Leg option. Press the ENT key to Activate that leg of your flight plan, as shown by the magenta arrow in the Active Flight Plan page, then press the FPL key to close the Active Flight Plan page. Activating Vector-to-Final Press the PROC key to open the Procedures menu. By default, the cursor highlights the Select Approach option. Turn the FMS Outer knob to highlight the Activate Vector-to-Final option. Press the ENT key. Your approach will be deleted except for the FAF, the runway and the missed approach vectors, allowing you to follow ATC commands to the Final Approach Fix.

Flight Director and Autopilot Flight Director and Autopilot Overview The Automatic Flight Control System or AFCS provides flight guidance and automatic flight control. It consists of two primary functions: the flight director (FD) and the autopilot (AP). When engaged, the autopilot commands the aircraft to follow the flight director by providing signals to the pitch and roll trim servos.

The AFCS status box consists of three sections. The left-side section displays autopilot lateral modes, the center section displays autopilot status and the right-side section displays autopilot vertical modes.

The color of status indicators varies: 

Green - Function is Active



White - Function is Armed

The following Vertical modes are supported*:       

Pitch Hold (PIT) Selected Altitude Capture (ALTS) Altitude Hold (ALT) Vertical Speed (VS) Flight Level Change (FLC) Glidepath (GP) - WAAS Approaches Only Glideslope (GS)

The following Lateral modes are supported*:    

Roll Hold (ROL) Heading Select (HDG) Navigation - (GPS) / (VOR) / (LOC) / (BC) Approach - (GPS) / (VOR) / (LOC)

*AFSC Status Box Annunciations in Parenthesis 53

Flight Director and Autopilot Flight Director and Autopilot Overview, Continued... The flight director provides pitch and roll commands to the autopilot and displays them on the PFD. With the flight director turned ON and lateral and/or vertical functions Active, the aircraft can be hand-flown to follow the command bars. When the autopilot is engaged, the autopilot will follow the command bars. The flight director can be turned ON separately from the autopilot, however, when the autopilot is engaged, the flight director will always be ON. The FD key is disabled when the autopilot is engaged. Autopilot Click-Spots and Functions The autopilot is controlled using the autopilot function keys and the ALT control knob located on both the PFD and the MFD. The AFCS status box on the PFD indicates the status of Active and Armed flight modes. Do not Engage the autopilot while on the ground. In addition to being incorrect operation, Flight Simulator features a bug that moves the elevator pitch trim to one extreme resulting in elevator trim problems.

❸

❷

❶

❺

❹

1) AP - Press the AP key to Engage or Disengage the autopilot. When the autopilot is engaged, the flight director command bars are displayed, ROL and PIT modes are Active and ALTS mode is Armed. ROL mode commands the aircraft to hold wings level and PIT mode commands the aircraft to hold the current pitch angle. When the autopilot is disengaged, ROL and PIT modes remain Active, ALTS mode remains Armed and the flight director remains ON. 2) FD - Press the FD key to turn the Flight Director ON or OFF. When the flight director is turned ON, ROL and PIT modes are Active, ALTS mode is Armed and the flight director command bars are displayed. Turn the flight director OFF to clear all AFCS modes. The autopilot must be disengaged to turn the flight director OFF and clear all AFCS modes. 3) HDG - Press the HDG key to Engage or Disengage Heading Select mode and to switch between HDG and ROL mode. HDG mode is a lateral mode that commands the aircraft to fly the current heading displayed by the Heading Bug on the HSI. The heading bug can be moved by turning the HDG control knob on the PFD or MFD. When the HDG key is pressed a second time, ROL mode is selected. 4) ALT - Press the ALT key to Engage or Disengage Altitude Hold mode and to switch between ALT mode, PIT mode and ALTS mode. ALT mode is a vertical mode that commands the aircraft to hold the current altitude at the time the selection is made. ALT mode is automatically armed when the flight director is in ALTS mode. ALTS mode automatically transitions to ALT mode when the altitude error is less than ~50 feet. In the default configuration, ALTS mode is Armed (this is not a mode that can be manually engaged or disengaged). ALTS mode commands the autopilot to capture the altitude displayed in the Selected Altitude box above the altitude tape on the PFD. When the aircraft is within ~200 feet of the Selected Altitude, ALTS mode will become Active and capture the selected altitude, at which time ALT mode will become Active. 5)

YD - Press the YD key to Engage or Disengage the yaw damper. If the AP is on, pressing YD will switch off both the autopilot and the yaw damper. 54

Flight Director and Autopilot Autopilot Click-Spots and Functions, Continued...

❻❼ ❽

❾

❿ ⓫

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6) APR - Press the APR key to Engage or Disengage Approach mode. APR mode is both a vertical and lateral mode that commands the aircraft to capture and track the WAAS glide path or the ILS glideslope on approach. The aircraft is able to fly both WAAS approaches and fully-coupled ILS approaches with glideslope tracking. To ensure correct ILS tracking, use APR mode. 7) BC - Press the BC key to Engage or Disengage Backcourse mode. When selected, backcourse mode captures and tracks the localizer in the backcourse direction. 8) NAV - Press the NAV key to Engage or Disengage Navigation mode. NAV mode is a lateral mode that commands the aircraft to fly the current navigation course, either GPS or VOR. If the CDI is in VOR mode and NAV is pressed, the autopilot will arm VOR mode. When the aircraft is within intercept capture range, the aircraft will turn torward and follow the VOR radial. If the CDI is in GPS mode and NAV is pressed, the autopilot will arm GPS mode. WHen the aircraft is within intercept capture range, the aircraft will turn toward and follow the GPS flight path. Press the CDI softkey on the PFD to change NAV sources. 9) ALT SEL - The ALT control knob is used to input the selected altitude that the autopilot will command the aircraft to level off at. This knob includes four different click-spots. The two upper click-spots increase and decrease the altitude in 1000 foot increments and the two lower click-spots increase and decrease the altitude in 100 foot increments. Turn the knob to the right to increase the altitude select value and turn the knob to the left to decrease the altitude select value. The selected altitude is displayed Selected Altitude box above the altitude tape. 10) VS - Press the VS key to Engage or Disengage Vertical Speed mode. VS mode is a pitch mode that commands the aircraft to climb or descend at a specific rate as selected using the NOSE UP and NOSE DOWN keys. While in VS mode, the aircraft will attempt to hold the currently selected VS setting regardless of power setting. While in VS mode, it's important to watch your airspeed closely to prevent stalling, particularly at higher altitudes. 11) VS WHEEL – Rotate forward or backward to adjust the vertical speed in PIT mode, VS mode, and FLC mode. VS mode is a pitch mode that commands the aircraft to either climb or descend at the selected rate in Feet Per Minute (FPM). Click at the bottom of the VS wheel to raise the nose in PIT mode, change vertical speed in +100 foot increments in VS mode, or decrease commanded climb speed in FLC mode. Click at the top of the VS wheel to lower the nose in PIT mode, change vertical speed in -100 foot increments in VS mode, or to increase climb speed in FLC mode. At either click spot, the mouse wheel can be used to scroll forward for nose down, or backward for nose up. 12) FLC - Press the FLC key to Engage or Disengage Flight Level Change mode. FLC mode is a vertical mode that maintains the current airspeed while the aircraft is either climbing or descending to the selected altitude. The autopilot will command aircraft pitch changes in an attempt to hold the current airspeed. The current selected airspeed is indicated in a window above the airspeed tape and can be adjusted using the VS wheel. The airplane should be in a climb or a descent prior to engaging Flight Level Change mode. For the best results, FLC mode should be used during climb and VS mode should be used during descent. 13) SPD – Press to toggle airspeed reference between IAS and Mach in FLC mode. 55

Flight Director and Autopilot Autopilot Click-Spots and Functions, Continued...

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14) HDG KNOB - Adjusts the selected heading and bug in 1o increments on the HSI (both PFDs). Click the center to synchronize the selected heading to the current heading. 15) CRS KNOBS - Adjusts the selected course (while in VOR, LOC, or OBS mode) in 1o increments on the HSI of the corresponding PFD. Click the center to re-center the Course Deviation Indicator (CDI) and return course pointer directly TO the bearing of the active waypoint or station..

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Audio Panel Audio Panel Overview An audio panel is installed on the instrument panel between the G1000 PFD and MFD. It features a marker beacon receiver and controls for selecting and managing different audio sources, including two COM receivers, two NAV receivers, and ADF and DME receivers. Audio Panel Click-Spots and Functions The audio panel functions are controlled using the various function keys. An orange annunciator above each function key indicates that the current function is Active.

❶ COM1 MIC - Selects the COM1 transmitter. Pressing COM1 MIC also turns COM1 audio ON. ❷ COM1 - Press to turn COM1 audio OFF and ON. ❸ COM2 MIC - Selects the COM2 transmitter. Pressing COM2 MIC also turns COM2 audio ON. ❹ COM2 - Press to turn COM2 audio OFF and ON. ❺ MKR MUTE - Press to turn the Marker Mute function ON and OFF. When the MKR MUTE annunciator is illuminated, marker beacon sounds will be heard. To mute marker beacon sounds, press the MKR MUTE button (annunciator extinguished). ❻ DME - Press to turn DME receiver ident audio ON and OFF. ❼ NAV1 - Press to turn NAV1 receiver ident audio ON and OFF. ❽ ADF - Press to turn ADF receiver ident audio ON and OFF. ❾ NAV2 - Press to turn NAV2 receiver ident audio ON and OFF.

Active audio functions display an orange annunciator above the function button. Both COM1 and COM2 can be selected simultaneously, allowing you to hear audio from both the COM1 and COM2 receivers at the same time. COM1 MIC and COM2 MIC cannot both be selected at the same time. Active COM and NAV frequencies are displayed in green on the PFD and MFD. In order to hear COM, NAV, DME and ADF audio, a valid frequency must be tuned and the aircraft must be within receiving range. 57

Copilot's Subpanel Copilot’s Subpanel Overview The copilot’s subpanel contains the cabin lighting controls, air conditioning system controls, stall warning test and fire extinguishing system test controls. Also located here are the gauges for propeller de-ice, gyro suction, pneumatic pressure, and the oxygen system. These are all clustered in one easy-to-see and easy-to-access location. Copilot’s Subpanel Click-Spots and Functions Rotary knobs can be turned using click-spots on both the left and right sides of the knobs. They can also be rotated using your mouse’s scroll wheel. Two-position switches can be flipped by clicking in the middle of the switch. Threeposition switches can be flipped using +/- click-spots above and below the switch. Items described in red are animated but serve no function in the simulator. Be sure to follow the aircraft checklists to ensure that the settings are maintained for the different phases of flight. ⓳ ❶ ❷ ❸ ❹ ❺ ❻ ⓴

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1) START/BRIGHT – DIM – OFF Controls the cabin lights. 2) NO SMOKE & FSB – OFF – FSB Controls the passenger warning signs. 3) MANUAL TEMP INCR – DECR Provides regulation of the temperature level when the CABIN TEMP MODE selector is in either MAN HEAT or MAN COOL. 4) VENT BLOWER HIGH – LO – AUTO Controls the forward vent blower. Must be set to HI or LO when ELEC HEAT – OFF switch is set to ELEC HEAT. 5) CABIN TEMP Provides regulation of the temperature level when the CABIN TEMP MODE selector is in AUTO. 6) CABIN TEMP MODE Provides for selection of automatic or manual air conditioning control. 58

Copilot's Subpanel 7) PROP AMPS Indicates the electrical current being drawn by the propeller de-ice. Should read between 18 and 24 amps when PROP AUTO switch is set to AUTO. 8) LEFT AND RIGHT BLEED AIR VALVES Three position switches controlling bleed air from the left and right engines. In the OPEN position, provides bleed air to the pneumatically operated systems, environmental systems, and vacuum air to the standby gyro. In the ENVIR OFF position, provides bleed air to the pneumatic systems and vacuum air to the standby gyro. In the INSTR & ENVIR OFF position, both the environmental and pneumatic flow valves are closed. NOTE: At least one bleed air switch must be in the OPEN position for pressurized flight. 9) STALL WARN TEST Used before flight to test the stall warning system. Simulates a stall condition and sounds the stall warning horn. 10) AFT BLOWER Controls the aft vent blower. Must be ON when the ELEC HEAT – OFF switch is set to ELEC HEAT. 11) ELEC HEAT – OFF Turns the supplemental cabin heating system on and off. When in the ELEC HEAT position, illuminates the [ELEC HEAT ON] annunciator. 12) ENG FIRE EXT TEST A six-position rotary switch that permits testing of each of the three fire detection circuits in each nacelle (DET 1 – 2 – 3, testing both sides simultaneously) and the status of the installed fire extinguishers in each nacelle (EXT L – EXT R). NOTE: During the test, the pilot’s and copilot’s red MASTER WARNING switches will flash and the [L ENG FIRE] and [R ENG FIRE] warning annunciators will illuminate. 13) CABIN AIR Used to help regulate cockpit comfort when the cockpit partition doors are closed. 14) COPILOT’S AIR Used to help regulate cockpit comfort when the cockpit partition doors are closed. 15) GYRO SUCTION Indicates gyro suction is available to run the standby gyro. 16) CABIN AIR GAUGE Indicates something, but I don’t know what. Oh, yeah. Indicates that the Cabin Air knob has been pulled out. 17) PNEUMATIC PRESSURE Indicates bleed air pressure is available for de-icing systems, vacuum system, bleed air warning, rudder boost, and the cabin door seal. 18) OXYGEN SUPPLY PRESSURE Indicates the amount of pressure in the oxygen system. When the oxygen masks are deployed, this pressure will gradually decrease. 19) FURN ON - COFFEE OFF - OFF Supplies power to the galley in the cabin. (You'll probably have to get your own coffee.) 20) MIC NORMAL - OXYGEN MASK Switches between the headset microphone and the oxygen mask microphone. 59

Pilot's Subpanel Pilot’s Subpanel Overview The pilot’s subpanel contains the controls for the aircraft electrical system, engine start and ignition, aircraft ice protection, exterior lighting, autofeather system, and landing gear. These are all clustered in one easy-to-see and easyto-access location. Pilot’s Subpanel Click-Spots and Functions Rotary knobs can be turned using click-spots on both the left and right sides of the knobs. They can also be rotated using your mouse’s scroll wheel. Two-position switches can be flipped by clicking in the middle of the switch. Threeposition switches can be flipped using +/- click-spots above and below the switch. Items described in red are animated but serve no function in the simulator. Be sure to follow the aircraft checklists to ensure that the settings are maintained for the different phases of flight. ⓭ ❶

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OPERATIONAL NOTE The Hot Battery Bus is powered by the battery regardless of the position of the Master Battery switch. It supplies the firewall shutoff valves, clocks, standby boost pumps, and engine fire extinguishers. SOFTWARE NOTE Default battery drain times in P3D are unrealistically short, and the Flight1 Beechcraft Super King Air B200 does not model external power. For users without the payware version of FSUIPC, we recommend Flight1 Software's BAT-X battery extension utility.

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1) AVIONICS MASTER PWR – OFF Provides power to the Flight Director, AFCS, COM and NAV radios. 2) MASTER BATTERY ON – OFF In the ON position, provides power from the battery to the electrical power buses. 3) GEN 1 GEN RESET – ON – OFF Controls the left engine generator. If the generator is OFF, the switch must be moved to GEN RESET and then to ON. Spring loaded to ON from the GEN RESET position. 4) GEN 2 GEN RESET – ON – OFF Controls the right engine generator. If the generator is OFF, the switch must be moved to GEN RESET and then to ON. Spring loaded to ON from the GEN RESET position. 60

Pilot's Subpanel 5) MASTER SWITCH GANG BAR Useful for simultaneously switching off both generators and the master battery switch. 6) PARKING BRAKE Sets the parking brake. The parking brake may be released by pressing on the toe brakes. 7) IGNITION AND ENG START LEFT ON – OFF – STARTER ONLY Move the switch to the ON position to apply power to the left engine starter/generator and illuminates the [L IGNITION ON] annunciator. Move the switch to OFF when N1 rpm is greater than 50% and before switching GEN1 to ON. Move the switch to STARTER ONLY when performing the Engine Clearing Checklist (page 87). 8) IGNITION AND ENG START RIGHT ON – OFF – STARTER ONLY Move the switch to the ON position to apply power to the right engine starter/generator and illuminates the [R IGNITION ON] annunciator. Move the switch to OFF when N1 rpm is greater than 50% and before switching GEN2 to ON. Move the switch to STARTER ONLY when performing the Engine Clearing Checklist (page 87). 9) AUTOFEATHER ARMED – OFF – TEST When this switch is in the ARMED position, the power levers are advanced to a position that should produce approximately 90% N1 rpm and the engines are producing at least 400 ft-lbs torque, illuminates the [L AUTO FEATHER] and [R AUTO FEATHER] annunciators. Should one engine fail to produce at least 400 ft-lbs of torque, the other engine’s autofeather will disarm. Should the failed engine’s torque then fall to below 200 ft-lbs, its propeller will automatically be feathered. The TEST position is used to bypass the power lever positioning requirement so that the autofeather system can be tested on the ground under reduced power. 10) PROP GOV TEST – OFF When in the TEST position, sets the prop governor to limit prop speed to 1830 – 1910 rpm. (See Before Takeoff (RUNUP) checklist, page 61.) 11) LEFT AND RIGHT ENGINE ANTI-ICE EXTEND – RETRACT Controls the position of the engine ice vanes. 12) LEFT AND RIGHT ENG AUTO IGNITION ARM – OFF When set to the ARM position and engine torque falls below 400 ft-lbs, DC power is applied to the ignition system and the appropriate [IGNITION ON] annunciator will illuminate. 13) MIC NORMAL - OXYGEN MASK Switches between the headset microphone and the oxygen mask microphone.

KING AIR FLYING TIP It's a good idea to get in the habit of extending the ice vanes (engine anti-ice) any time you're running the engines on the ground. What you've got just to the right and left of the cockpit are two big fans that are really good at kicking up pebbles, metal debris, and trash so that they can be sucked up by the giant vacuum cleaners that are your PT6A turbines. Unless you're landing at a mountain airfield on a very hot day with a fully loaded aircraft, we also recommend extending the ice vanes while you're on approach so that they're already extended when you land. 61

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1) LEFT AND RIGHT ICE VANE MANUAL OVERRIDE T-HANDLES May be used to extend the left and right ice vanes manually. Airspeed should be reduced to below 160 KIAS prior to using the ice vane manual override system. 2) LANDING LIGHTS Switches the landing lights on and off when the landing gear is extended. If switched on while the landing gear is retracted, the [LDG/TAXI LIGHT] annunciator will illuminate. 3) TAXI LIGHT Switches the taxi light on and off when the landing gear is extended. If switched on while the landing gear is retracted, the [LDG/TAXI LIGHT] annunciator will illuminate. 4) ICE LIGHT When ON, illuminates the left wing to permit visual inspection of ice accumulation at night. 5) NAV LIGHTS Switches the navigation lights on and off. 6) RECOG LIGHTS Switches the recognition lights on and off. 62

7) PILOT AND COPILOT WSHLD ANTI-ICE NORMAL – OFF – HI Both windshields are heated by means of elements embedded in the glass. A thermal sensor monitors glass temperature to maintain a constant temperature between 95 – 105oF, though at colder temperatures and high airspeeds, the system may not be capable of maintaining an ice-free windshield. The NORMAL position provides heat to the broadest area. The HI position applies higher intensity heat to a smaller area. The thermal sensor prevents overheating, so the windshield antiice system may be used on the ground or in flight. 8) PROP AUTO – OFF Switches the propeller de-icing system on or off. When the possibility of ice accumulation exists, the switch should be moved to the AUTO position. This begins the timer sequenced propeller de-icing process. Monitor the PROP AMPS ammeter on the Copilot’s Subpanel to ensure current flow to the propeller heating elements. 9) PROP MANUAL – OFF Provides a manual backup in case automatic sequencing of the prop de-ice fails to occur. To operate, hold the switch in the MANUAL position for 90 seconds, then release. 10) LEFT AND RIGHT FUEL VENT HEAT When ON, applies heat to the left and right fuel vents. 11) BRAKE DEICE When the landing gear is extended in icing conditions, the BRAKE DEICE switch may be moved to the UP position, illuminating the[BRAKE DEICE ON] annunciator, and providing hot, high pressure bleed air to the brake assemblies on each main landing gear. May be used in flight or on the ground. 12) DEICE CYCLE SINGLE – OFF – MANUAL Controls the operation of the pneumatic deice boots on the wings and horizontal stabilizers. Spring loaded to the OFF position. When one-half to one inch of ice has accumulated on the wings, select the SINGLE position and release to actuate the deice boots for one cycle. If the boots fail to function sequentially, select the MANUAL position and release to actuate all of the deice boots simultaneously for one cycle. 13) STALL WARN HEAT When ON, applies heat to the stall sensor. 14) LEFT AND RIGHT PITOT HEAT When ON, applies heat to the pitot tubes. 15) LANDING GEAR HANDLE AND INDICATOR LIGHTS Raises and lowers the landing gear. Illuminates RED while the landing gear are transitioning from DOWN to UP or from UP to DOWN. If any landing gear fails to lock down, the handle will remain illuminated RED. The three-segment light to the right of the gear handle indicates green when each landing gear is down and locked. While the landing gear are transitioning or retracted, the lights are extinguished. 16) BEACON Switches the beacon on and off. 17) STROBE Switches the strobe lights on and off. 18) TAIL FLOOD Switches the tail illumination lights on and off.

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19) HYD FLUID SENSOR TEST Press to test the hydraulic fluid level. If the [HYD FLUID LOW] annunciator illuminates, the hydraulic fluid should be replenished. 20) PROP SYNC Controls DC power to the synchrophasing system, which matches the rpm and blade phase of the propellers in order to reduce cabin noise. The Flight1 Beechcraft Super King Air B200 has a Type II sychrophasing system which is certified for use during takeoff and landing. KING AIR FLYING TIP Let's take a minute to think about properly landing the King Air B200. It should go without saying (but it doesn't) that one should use the proper approach and touchdown speeds. You'll find the approach speeds on page 9 of this manual. Go ahead and look, I'll wait. Notice that the approach speeds decrease as the aircraft weight decreases. This is because the approach speed (also known as VREF) is calculated as 1.3 times the stall speed, and since stall speed varies with weight, so does the approach speed. But, what is the approach speed, exactly? Well, I'll tell you, in bold letters, because it's important: It's your target speed for a point 50 feet above touchdown. Approach Speed is not your actual speed while on approach, nor is it your touchdown speed. In a genuinely stabilized approach, you'd fly VREF speed all the way from the Final Approach Fix to 50 feet above touchdown. This technique works great in jets, but it just isn't necessary in turboprops, nor is it desirable. What you want in a turboprop is to maintain your single-engine best rate-of-climb speed for as long as possible, in case you have a balked landing (which is what a missed approach is called in a King Air) and a failed engine. So, in visual conditions, your best approach is flown gradually decelerating to about 121 KIAS, flaps to APPROACH, until you're at about 500 feet above touchdown. At that point, select FULL FLAPS, and you'll slow to about 105 KIAS pretty quickly. After that, you can slowly pull the power off to reach VREF at 50 feet above the runway threshold. Aim for touchdown about 1,000 feet down the runway, slowing your rate of descent to just one or two hundred feet per minute. Your airspeed will bleed off naturally, and the King Air will deliver you a nice, smooth landing.

Pilot's Yoke-Mounted Digital Clock Pilot's Yoke-Mounted Digital Clock Overview The pilot's yoke-mounted digital clock normally displays the current time in a 24-hour format, and provides for display of the date, and a digital count-up timer. It functions independently of the digital clock and timer features in the G1000.

Pilot's Yoke-Mounted Digital Clock Click-Spots and Functions Three pushbuttons mounted below the clock's digital display permit control of the functions of the clock as described below. Once started, the timer will continue to run, even if the display is switched to timer mode.

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Pilot's Yoke-Mounted Digital Clock

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1) MODE toggles between timer and clock, as indicated by the LCD marker below the digital readout. 2) SET - RST resets the stopped timer to zero. 3) DT-AV/ST-SP starts and stops the time when in timer mode, displays the date when in clock mode.

Overhead Lighting Control Panel Overhead Lighting Control Panel Overview The overhead lighting control panel contains the controls for the aircraft panel lighting, windshield wipers, and meters supporting the aircraft electrical system. These are all clustered in one easy-to-see and easy-to-access location.

Overhead Lighting Control Panel Click-Spots and Functions Multi-position rotary knobs can be turned using click-spots on both the left and right sides of the knobs. They can also be rotated using your mouse’s scroll wheel. Two-position switches can be flipped by clicking in the middle of the switch. The volt/ammeters have a press-to-test voltage button on their lower left.

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Overhead Lighting Control Panel

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4) WINDSHIELD WIPERS PARK – OFF – SLOW – FAST Controls the windshield wipers. SLOW and FAST speeds are available. PARK moves the wipers to a position near the windshield center strut to minimize their effect on forward visibility. When switching wipers off, move the switch to PARK until the wipers are positioned near the center strut and then move the switch to OFF. Wipers may be used in flight or on the ground. 5) PANEL FLOOD LIGHTS Controls indirect lighting mounted under the glareshield which illuminate the main panel. 6) OVERHEAD DOME LIGHT Controls the lights positioned for general illumination of the entire cockpit. 7) AVIONIC G1000 LIGHTS Controls the back lit illumination of the G1000 avionics. 8) INSTRUMENT LIGHTS Controls the lights which illuminate the analog instruments such as the volt/ammeters and fuel guages. 9) SIDE AND LOWER PANEL LIGHTS Controls illumination of the left and right side panels. 66

Overhead Lighting Control Panel 10) CENTER CONSOLE LIGHTS Controls the illumination of the center console elements. 11) OVERHEAD PANEL LIGHTS Controls the illumination of the overhead panel back lighting. 12) LEFT GENERATOR VOLT/AMMETER Normally displays the load on the left generator as a percentage of maximum rated load (250 amps). When pressed, the button at the lower left of the meter will cause the meter to display system voltage. 13) RIGHT GENERATOR VOLT/AMMETER Normally displays the load on the right generator as a percentage of maximum rated load (250 amps). When pressed, the button at the lower left of the meter will cause the meter to display system voltage. 14) BATTERY AMMETER Displays the battery charge or discharge rate (-60 amps to +60 amps). The charge rate should be 0 to +10 amps for takeoff. 15) MAGNETIC COMPASS

Fuel Control Panel Fuel Control Panel Overview The fuel control panel contains the controls and displays associated with the aircraft fuel system. These are all clustered in one easy-to-see and easy-to-access location. Fuel Control Panel Click-Spots and Functions Two-position switches can be flipped by clicking in the middle of the switch. Three-position switches can be flipped using +/- click-spots above and below the switch and returned to center by clicking on the click-spot at the center of the switch. Be sure to follow the aircraft checklists to ensure that the settings are maintained for the different phases of flight.

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1) LEFT STANDBY PUMP ON – OFF Controls the left backup electrically driven fuel pump. Used in the event of a failure of the left engine-driven fuel boost pump or if using aviation gasoline above 20,000 feet. Should be OFF during crossfeed operations. 2) CROSSFEED FLOW – OFF Controls fuel crossfeed operations, which is conducted only during single-engine operations. Move the switch toward the side being crossfed TO. This will cause the [FUEL CROSSFEED] annunciator to illuminate. The standby pump on the delivery side will be turned on. Fuel will stop transferring from the auxiliary fuel tank on the receiving side, illuminating the NO TRANSFER light on that side (unless that auxiliary fuel tank is empty). 3) RIGHT STANDBY PUMP ON – OFF Controls the right backup electrically driven fuel pump. Used in the event of a failure of the right engine-driven fuel boost pump or if using aviation gasoline above 20,000 feet. Should be OFF during crossfeed operations. 68

Fuel Control Panel 4) LEFT AUX TRANSFER OVERRIDE – AUTO Normally left in the AUTO position. During normal operations, the left engine draws fuel first from the left auxiliary fuel tank. Should this fail to occur, move the switch to the OVERRIDE position to apply DC power to the motive pump in order to draw fuel from the left auxiliary tank. 5) LEFT FUEL QUANTITY GAUGE Displays the fuel quantity in the left main or auxiliary tank, as selected by the FUEL QUANTITY MAIN – AUXILIARY switch. 6) FUEL QUANTITY MAIN – AUXILIARY Controls display of either main or auxiliary fuel quantities in both FUEL QUANTITY GAUGES. 7) RIGHT FUEL QUANTITY GAUGE Displays the fuel quantity in the right main or auxiliary tank, as selected by the FUEL QUANTITY MAIN – AUXILIARY switch. 8) RIGHT AUX TRANSFER OVERRIDE – AUTO Normally left in the AUTO position. During normal operations, the left engine draws fuel first from the right auxiliary fuel tank. Should this fail to occur, move the switch to the OVERRIDE position to apply DC power to the motive pump in order to draw fuel from the right auxiliary tank. 9) LEFT NO TRANSFER LIGHT Indicates that fuel is present in the left auxiliary fuel tank but is not being transferred to the engine. It is normal for this light to illuminate during left engine start and remain lit for 30 to 50 seconds, until fuel starts being drawn from the left auxiliary tank. 10) RIGHT NO TRANSFER LIGHT Indicates that fuel is present in the right auxiliary fuel tank but is not being transferred to the engine. It is normal for this light to illuminate during right engine start and remain lit for 30 to 50 seconds, until fuel starts being drawn from the right auxiliary tank. 11) LEFT FIREWALL SHUTOFF VALVE OPEN – CLOSED When CLOSED, fuel is cut off from the left engine. Note that the valve is closed when the red switch guard is open. 12) RIGHT FIREWALL SHUTOFF VALVE OPEN – CLOSED When CLOSED, fuel is cut off from the right engine. Note that the valve is closed when the red switch guard is open.

MASTER WARNING SYSTEM Master Warning System Overview The Master Warning System consists of two flashers located directly in front of each pilot (one, in red, labeled MASTER WARNING and the other, in yellow, labeled MASTER CAUTION), a warning annunciator panel with red indicators located on the center of the glare shield, and a caution-advisory annunciator panel with yellow and green indicators located between the pilot's and copilot's subpanels. A press-to-test switch next to the Warning Annunciator Panel is used to illuminate all of the annunciator lights and flashers.

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MASTER WARNING SYSTEM GLARESHIELD FLASHERS

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OPERATIONAL NOTE A fault requiring the immediate attention of the pilot will be indicated by one of the master flashers and by individual annunciators in the associated annunciator panel. Clicking on the flasher will extinguish it, leaving the annunciator illuminated until the fault is cleared.

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1) MASTER WARNING Flasher - Alerts the pilot to a warning condition indicated by a warning annunciator. 2) MASTER CAUTION Flasher - Alerts the pilot to a caution condition indicated by a caution annunciator. WARNING ANNUNCIATORS

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1) STBY Instrument Lighting Control - Controls the illumination of the standby instruments. 2) Master Warning System Press-to-Test - Illuminates all system annunciators and flashers.

NOMENCLATURE L ENG FIRE CABIN/DOOR ALT WARN R ENG FIRE L FUEL PRESS R FUEL PRESS L OIL PRESS L GEN OVHT A/P TRIM FAIL R GEN OVHT R OIL PRESS L CHIP DETECT L BL AIR FAIL A/P FAIL R BL AIR FAIL R CHIP DETECT

COLOR RED RED RED RED RED RED RED RED RED RED RED RED RED RED RED RED

CAUSE FOR ILLUMINATION Fire in left engine compartment Cabin door open or not secure Cabin altitude exceeds 12,500 feet Fire in right engine compartment Fuel pressure failure on left side Fuel pressure failure on right side Low oil pressure left engine Left generator temperature too high Improper trim or no trim from autopilot trim command Right generator temperature too high Low oil pressure right engine Contamination is detected in left engine oil Melted or failed plastic left bleed air failure warning line Autopilot is disconnected Melted or failed plastic right bleed air failure warning line Contamination is detected in right engine oil 70

MASTER WARNING SYSTEM CAUTION AND ADVISORY ANNUNCIATORS

NOMENCLATURE L DC GEN HYD FLUID LOW PROP SYNC ON RVS NOT READY

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R DC GEN DUCT OVERTEMP L ICE VANE BATT CHARGE EXT PWR R ICE VANE L AUTOFEATHER

AMBER AMBER AMBER AMBER AMBER AMBER GREEN

ELEC TRIM OFF

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AIR COND N1 LOW R AUTOFEATHER

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L ENG ANTI-ICE BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON R ENG ANTI-ICE L IGNITION ON

GREEN GREEN GREEN GREEN GREEN GREEN

L BL AIR OFF FUEL CROSSFEED R BL AIR OFF R IGNITION ON

GREEN GREEN GREEN GREEN

CAUSE FOR ILLUMINATION Left generator off line Hydraulic fluid in the landing gear system is low Synchrophaser is turned on with the landing gear extended Propeller levers are not in the high-rpm, low-pitch position with the landing gear extended Right generator off line Duct air too hot Left ice vane malfunction. Ice vane has not attained proper position Excessive charge rate on the battery External power connector is plugged in Right ice vane malfunction. Ice vane has not attained proper position Autofeather armed with power levers advanced above approximately 90% N1 power lever position Electric trim deenergized by a trim disconnect switch on the control wheel with the system power switch on the pedestal turned on Right engine rpm is too low for air conditioning load Autofeather armed with power levers advanced above approximately 90% N1 power lever position Left ice vane extended Brake deice has been selected Landing lights on with landing gear up Oxygen is available to the passengers Right ice vane extended Left starter/ignition switch is in the engine/ignition mode or left autoignition system is armed and left engine torque is below 400 ft-lbs Left environmental bleed-air valve is closed Crossfeed has been selected Right environmental bleed-air valve is closed Right starter/ignition switch is in the engine/ignition mode or right autoignition system is armed and right engine torque is below 400 ft-lbs

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Standby Instruments Standby Instruments Overview Four standby instruments are provided. These include an attitude indicator, an altimeter, an airspeed indicator, and a compass. They are arranged vertically, to the right of the pilot’s Primary Flight Display. Except for their internal lighting, the standby flight instruments function independently from the aircraft electrical system. Illumination controls for the standby instruments are located to the left of the Warning Annunciator Panel on the glare shield. Standby Attitude Indicator The standby attitude indicator provides pitch and roll information. Power for the standby attitude indicator is provided by gyro suction from the engine bleed air system on either engine. At least one engine must be running and its associated bleed air switch set to ENVIR OFF or OPEN for the standby attitude indicator to function. A Pull to Cage knob is provided to prevent damage to the internal gyro when the unit is not powered up. Electrical power is used for internal illumination. The standby attitude indicator is also equipped with Course Deviation Indicator (CDI) and Glide Slope (GS) needles. When electrical power is functioning, the avionics switch is ON, and the NAV1 radio is tuned to a station that is close enough to receive, the standby attitude indicator CDI and GS needles will display course and glide slope deviation, respectively. A red flag is displayed for each needle when no navigation signal is present. Standby Altimeter The standby altimeter displays barometric-corrected aircraft altitude information on both a digital readout and a circular dial. The Kollsman knob permits the manual setting of barometric information, which is displayed digitally on the face of standby altimeter in both millibars (MB) and inches of mercury (HG). It is a mechanical instrument requiring no power to operate, however, electrical power is used to power an internal vibrator which minimizes pointer sticking, and for internal lighting. The OFF flag indicates no power is applied to the unit.

Standby Airspeed Indicator The standby airspeed indicator is a purely mechanical instrument that provides airspeed information. It is marked in accordance with the airspeeds called out in the airplane’s POH. Electrical power is used only for internal lighting.

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Center Pedestal Center Pedestal Overview The copilot’s subpanel contains the cabin lighting controls, air conditioning system controls, stall warning test and fire extinguishing system test controls. Also located here are the gauges for propeller de-ice, gyro suction, pneumatic pressure, and the oxygen system. Center Pedestal Click-Spots and Functions ① 1) FLAPS Indicator - Indicates the position of the flaps. 2) GO AROUND Button - When pressed, sets the Flight Director cue to a nose-up, wingslevel position. On the ground, sets the G1000 to Takeoff (TO) mode, with the FD cue at 8.6o nose up. In the air, sets the G1000 to Go Around (GA) mode, with the FD cue at 8o nose up. 3) Pitch Trim Wheel - Adjusts pitch trim. 4) Power Levers - Control engine N1 speed when forward of the flight idle gate or in the reverse range. Control propeller pitch in the beta range between flight idle and reverse. 5) Aileron Trim knob - Adjusts roll trim. 6) Propeller Levers - Control propeller RPM by adjusting blade angle (pitch). Pulled all the way aft, they place the propeller blade angle in "feather" to minimize drag from a failed engine in flight, or to minimize noise while on the ramp. 7) Rudder Trim knob - Adjusts yaw trim. 8) Flap Handle - Controls the position of the wing flaps. There are three positions: UP, APPROACH (40% extension), and DOWN. ❷ ❸ ❹

❺

❻

❼

❽

❾

9) Condition Levers - Control the idle speed of the engines. On the Flight1 Beechcraft Super King Air B200, low idle is set to 66% N1, and high idle is set to 70% N1. These figures are attainable only on the ground; condition lever position has no effect on the aircraft in flight.

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Engine Management Starting Despite what you may have heard about starting PT6-powered King Airs, there are a number of different starting techniques that are correct. It is not within the scope of this manual to explain them all, so I'll mostly cover the procedure recommended by Beechcraft, and which is outlined for you in the ENGINE STARTING checklist on page 87, and I'll offer you a couple of options. For detailed discussions of other techniques, I'll refer you to Tom Clements' excellent The King Air Book. To begin, set the power levers so that the rear edge of the lever arms is at approximately the midpoint of the FLIGHT IDLE "box" etched onto the center pedestal, set the parking brake, and turn the battery switch ON. On the overhead panel, push the buttons on the volt/loadmeters and ensure that the battery voltage is at least 24 volts. Now, the checklist calls for you to start the right engine first, and if you did that every time, you would not be wrong. But in doing this, eventually, you'll notice a difference in the run times between the engines, with the right engine seeing more use than the left. To balance the wear and tear on our engines, it's perfectly acceptable to alternate which engine you start first. Another thing to consider is whether you start the engines with the prop levers full forward (as called for in the checklist) or with them pulled back in the feathered position. Again, either method is acceptable and correct, so the choice is yours. Consider starting the engines with the props feathered if you're on an icy, slippery ramp and the brakes aren't going to be of much use in holding you in place with all the torque that comes with a props-full-forward start. Or, if you've got ramp workers close by, a less-noisy feathered start could be considered a kindness. Otherwise, use the props-full-forward method outlined in the checklist. Okay, you've flipped the start switch on the first engine. Verify that the green [IGNITION] advisory annunciator is illuminated, and watch for the red [FUEL PRESS] warning annunciator to extinguish. Next, watch the %N1 gauge climb (it should now be past 10%) and wait for it to reach its maximum, which should be between 16% and 20%. We want the engine turning as fast as possible before we introduce fuel, because the engine uses about 75% of its airflow for cooling. Introduce fuel too early, and you'll get a hot start, and end up needing a costly engine overhaul. Note that the 12% N1 speed called for in the checklist is the MINIMUM safe starting rpm. The engines on the Flight1 Beechcraft Super King Air B200 won’t “light” until N1 is at least 13-14%, anyhow, and the earlier you add fuel, the higher your ITT will be during the start. Adding fuel too early won’t make the engine start sooner, but the extra fuel you’ve pumped in before it lights will make it start hotter. By now, you've got N1 stabilized between 16% and 20%, the [IGNITION] annunciator is on and the [FUEL PRESS] annunciator is extinguished, so you can add fuel. Move the condition lever to LOW IDLE, and the N1 should start to rise fairly rapidly. As it does, note the ITT. If the needle goes above 900oC, pull the condition lever to cut off IMMEDIATELY. Performed correctly, your starts should see ITTs well below 800oC. Also note that if the N1 doesn't begin to rise within ten seconds of when you set the condition lever to LOW IDLE, you should abort the start by pulling the condition lever back to cut off. If the oil pressure is climbing or in the normal range, and N1 is above 50%, move the condition lever to HIGH IDLE and move the start switch to OFF. 74

Engine Management Starting, cont... Once the engine is stable, you can switch on the generator. This is a two-step process: move the generator switch to RESET, then release it, and it will snap to the ON position. Observe the amber [BATT CHARGE] caution annunciator illuminates for several seconds. If you like, you can watch the battery ammeter as the charge cycle progresses. Once the charge is complete, switch the generator OFF. Starting the second engine is slightly more complex, because Beechcraft has us switch on the first engine's generator after the initial battery-powered spool-up, to assist in starting the second engine. As with the first engine, move the start switch to the ON position and observe the [IGNITION] annunciator come on and the [FUEL PRESS] annunciator extinguish. Move the second engine's condition lever to LOW IDLE and then switch on the first engine's generator again (remember: RESET, then ON). Monitor the ITT on the second engine and be sure to move the condition lever to fuel cut off if there's a hint of a hot start. You'll also see the [BATT CHARGE] annunciator illuminate after you switch on the generator again; this is because you've used the battery again for an engine start. Once the second engine is stable and has good oil pressure, you can switch on its generator, as well. With both generators online, move the first engine's condition lever to LOW IDLE and check BOTH volt/loadmeter pushbuttons again. You should see 28V DC on both meters. Ready to go, right? Wrong! Before you leave the ramp, extend the ice vanes. It's not called for in the checklist, but it's good advice. Extending your ice vanes can keep your engines from ingesting foreign objects and debris (FOD) while you're conducting ground operations. Again, it's not a requirement, but you'll certainly regret not making a habit of extending the ice vanes if one of your engines ever finds a screw or a rock and tries to pull it through the compressor section. Setting Takeoff Power If you've spent much time flying a stock King Air B200 with PT6A-41 or -42 engines, you've grown accustomed to operating at or near the ITT limits for those engines. The Blackhawk XP52 modification installed on our King Air effectively does away with that by raising the ITT limit by 80oC. Even with the ice vanes extended, you’ll have enough power to get the airplane off of even short runways. The preferred takeoff method in a King Air is the Standing Start. Line up on the runway and come to a stop. Hold the brakes while you advance the power levers just far enough for the [AUTOFEATHER] annunciators to illuminate. This happens when the power levers are positioned to command 90% N1, which is, coincidentally, the correct power setting for takeoff. Wait until the props stabilize at 2000 rpm and release the brakes. ITT will increase a bit during the takeoff roll, but you’re unlikely to ever exceed that 830oC ITT limitation. What you should be more worried about is exceeding the torque limitations. That will happen at 92% N1, so don’t advance the power levers much beyond where the [AUTOFEATHER] annunciators illuminate. You can also perform a rolling takeoff in the King Air B200. As you line up on the runway centerline, smoothly advance the power levers until the [AUTOFEATHER] annunciators illuminate. When the props come up to speed, they’ll fluctuate 75

Engine Management Setting Takeoff Power, cont... a little before settling onto the governors at 2000 rpm, and the airplane will wobble laterally until they do. Yes, it’s uncomfortable for the passengers, and that’s why we prefer a standing start. Don’t fight the wobble, just keep the plane on the runway centerline until it subsides after a second or two. Managing Climb Power This is where the Blackhawk Modifications XP52 package really comes into its own. Once the gear and flaps are up, set the props to 1800 rpm and trim the airplane for 160 KIAS (on the AFCS, set the vertical speed to 2000 fpm). Climb rpm for the stock B200 is 1900, but we get more power with the -52 engines, so we can get away with 1800. Push the power levers forward until the torques read between 2100 ft-lbs and redline at 2230 ft-lbs. As the airplane climbs, power will drop off, so you’ll need to push the power levers forward every now and then to keep the torques in the target range. Keep an eye on the ITT. It’s not likely that you’ll get anywhere near the limit, but if you do, reduce power. Under most conditions, you should be able to keep the engines at or near their torque limits all the way up to about 24,000 feet, when you’ll run out of power lever travel. Another difference between our King Air and the stock B200 is the climb profile. In a -41 or -42 powered airplane, you’d allow your airspeed to decrease as you climb: 160 KIAS to 10,000 feet, 140 KIAS to 20,000 feet, 130 KIAS to 25,000 feet, and 120 KIAS above 25,000. With the power in the -52 engines, our B200 will climb very fast at these speeds, but the nose will be too high to safely observe other aircraft, and the deck angle will be uncomfortable for our passengers. You can use those airspeeds, but it’s better to lower the nose a bit and climb at around 2000 fpm. Setting Cruise Power In the fifty years since the first King Air flew, there have been quite a few techniques suggested for setting cruise power. Some, like the old, "set the hotter engine to the ITT limit and then match the torques" and "match the ITTs at 20oC below the limit" arguments are pretty much useless, considering the higher ITT limits of our King Air’s PT6A-52 engines. What we're left with the method that's been correct all along: Matching the torques at the value shown on the Normal Cruise Power tables in the POH. (You'll find them starting on page 95.) Above 24,000 feet or so, it’s likely that you’ll have reached the limits of the power lever travel, so simply set one power lever against the forward stop and adjust the other to match the torques; that should get you very close to the settings called for in the performance tables. Increased ITT limits notwithstanding, you'd still be wise to pull the power back to keep the ITT at or below 790oC, since running the engines harder than that will tend to wear them out more quickly, and that can get expensive. If you start getting close to Vmo/Mmo as indicated on the G1000 PFD, pull the power back a little bit. It is quite possible to overspeed this airplane in level flight.

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Engine Management Managing Power in the Descent and Landing The B200 is surprisingly easy to manage in the descent and on approach. At the top of descent, pull the power levers back to set 80% N1, and dial in a 1500 fpm rate of descent using VS mode on the AFCS. Leave the prop levers where they are. The result is a good rate of descent at a manageable airspeed. As you descend, you’ll need to adjust the power levers to maintain 80% N1, and you can even pull them back a little further if you need to, but don’t go below 74% N1. Below that engine speed, there’s not enough bleed air to maintain pressurization. As you level off before crossing the Final Approach Fix, with power set at 80% N1, your airspeed will decrease fairly rapidly to around 160 KIAS. Set the flaps to approach and drop the landing gear just before you start your final descent. I make it a habit to extend the ice vanes at this point, since we’ll need them extended on the ground and it’s one less thing to worry about during the landing rollout. You can leave the power right where it is until you have the landing made. Note the torque your engines are producing. If you lose an engine now, you can still fly the approach by setting double the torque on the good engine. With the gear down, you have three yellow caution annunciators: the glareshield Master Caution flasher, [PROP SYNC ON], and [RVS NOT READY]. Clear the flasher, but ignore the other two until you have the landing made, then switch Prop Sync off, select full flaps, and set power to between 600-650 ft-lbs torque. That’ll give you around 105 KIAS, and as you flare, your speed should decrease to VREF. King Airs will float if you let them, so fly it right down onto the runway at 100 to -200 feet per minute. At touchdown, push the prop levers to full forward then pull the power levers all the way aft into reverse. Don't worry that the props don't go right up to 2,000 rpm. What we actually want at this point is for the props to be slightly slower than 2,000 rpm, so that we're assured that the blades are on the low pitch stops when we move the power levers into the reverse range. Doing that helps get the engines into reverse quicker and helps stop the airplane more efficiently. This is why it's important to be at VREF as you start your flare. The only way to be assured that the blades will be against the low pitch stops is if the engine power and the airspeed combined are low enough to permit the props to drop below the governor setting. Carrying too much speed into your landing can cause the props to windmill, and actually prevent you from getting into reverse! At 80 knots, you can get on the brakes as you need to. (But only as much as you need, since King Airs can be hard on the brake pads.) Slowing through 60 KIAS, bring the engines out of reverse into beta. Continue braking, and exit the runway at 10-15 knots. You can almost always maintain taxi speed with the engines in beta, but don't forget to take them out of beta and put them on the flight idle gate before shut down.

77

Cabin Pressurization Cabin Pressurization Overview The Cabin Pressurization Controls provide for the adjustment of cabin altitude and the rate of change when climbing or descending. Also included here is the ability to depressurize the cabin and enable or disable the rudder boost system and elevator trim. Cabin Pressurization Click-Spots and Functions

❶

❷

❸

1) Cabin Pressure switch - Normally left in the PRESS (center) position, which enables the cabin to pressurize based on the CABIN ALT setting. When placed in the DUMP (forward) position, the cabin will depressurize and remain depressurized until the switch is returned to the PRESS position. The TEST position bypasses the landing gear safety switch to permit cabin pressurization tests while the aircraft is on the ground. 2) Rudder Boost switch - When in the ON position, and there is bleed air supplied by either engine, the RUDDER BOOST system is enabled. This aids the pilot in maintaining rudder positioning to compensate for asymmetrical thrust in the event of a loss of power in one engine. 3) ELEV TRIM switch - Enables electrical control of elevator trim. This switch is not illuminated, but if it is turned OFF, the [ELEC TRIM OFF] advisory annunciator will illuminate.

❹

❺

4) RATE knob - Controls the rate at which cabin pressure changes from its current altitude to the selected altitude. The rate of change may be adjusted from approximately 200 to 2000 feet per minute. When set to the index mark, the rate of change is 600 feet per minute. 5) CABIN ALT knob - Controls the cabin altitude by setting the maximum altitude at which the aircraft may fly without exceeding the maximum pressure differential. Prior to climb, turn the CABIN ALT knob to set the inner scale to the expected cruise altitude. If a change in cruise altitude is required, set the aircraft altitude on the inner scale accordingly. After beginning descent for landing, set the destination field altitude on the outer scale. OPERATIONAL NOTE The Flight1 Super King Air B200 is capable of maintaining a pressurized cabin altitude of 10,400 feet at the aircraft's maximum altitude of 35,000 feet. 78

Cabin Pressurization Monitoring Cabin Pressurization The current status of cabin pressure altitude may be monitored on the Cabin Altimeter and Cabin Climb Indicator, located just forward of the throttle quadrant. Actual cabin pressure altitude is read in thousands of feet on the outer scale of the Cabin Altimeter, while the Cabin differential pressure is read in psi on the inner scale. The rate of cabin altitude change is read in thousands of feet per minute on the Cabin Climb Indicator.

KING AIR FLYING TIP The official Beechcraft checklists call for the cabin pressurization controller to be set at cruising or destination altitude plus 500 feet. According to Tom Clements' The King Air Book, their reasoning was that particulates from tobacco smoke would gradually clog the cabin pressurization outflow valve, creating a situation in which the passengers' ears would frequently pop while at cruise altitude. These days, far fewer people smoke, so the outflow valve clogging is pretty much a thing of the past, and the 500 foot altitude buffer is no longer necessary. You can set your Cabin Pressurization Controller to the correct altitude.

Supplemental Oxygen Supply System The Flight1 Super King Air B200 is equipped with an emergency oxygen supply system that will deploy automatically if cabin altitude exceeds 12,500 feet. Oxygen will flow to the masks automatically until the cabin altitude decreases to below 12,500 feet. The system is operated by means of two push-pull switches located on the aft overhead in the cockpit.

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Supplemental Oxygen Supply System

❷

❶

1) PULL ON-SYS READY Operates a cable which opens and closes the oxygen bottle shut off valve. When pushed in, no oxygen supply is available. Pull the handle out prior to flight. When the PULL ON-SYS READY handle is pulled, should cabin altitude exceed 12,500 feet, as indicated by illumination of the red [ALT WARN] annunciator, the passenger oxygen masks will deploy and oxygen will begin to flow. 2) PASSENGER MANUAL O’RIDE When pulled, deploys the passenger oxygen masks and starts the flow of oxygen regardless of cabin altitude. KING AIR FLYING TIP In the B200, there are an thirteen switches that must be set whenever you encounter icing conditions. They are: Two engine auto ignition switches, two engine anti-ice switches (ice vanes), two windshield anti-ice switches, two pitot heat switches, two fuel vent switches, a stall warning heat switch, a propeller deice switch, and a surface deice switch. Granted, the last two have more than one switch, but since you only use one at a time, they count as one apiece. (Flight1 has graciously combined the two pitot heat switches into a single click-spot, so really, it's only a dozen switches to manipulate when you encounter icing.) Save yourself some trouble and, when icing conditions are reported or likely, switch everything on except the two engine anti-ice switches, the prop deice switch, and the surface deice switch. Everything else will place a minimal load on the generators, and won't greatly affect the plane's performance. When you do encounter icing conditions, such as visible moisture at below +5oC, flip those four switches on and accept the performance loss until you're clear of the visible moisture. 80

LIMITATIONS AIRSPEED LIMITATIONS SPEED Maneuvering Speed VA (12,500 pounds) Maximum Flap Extension/ Extended Speed VFE Approach Position - 40% Full Down Position - 100% Maximum Landing Gear Operating Speed VLO Extension Retraction Maximum Landing Gear Extended Speed VLE Air Minimum Control Speed VMCA Maximum Operating Speed VMO MMO

KCAS 182

KIAS 181

REMARKS Do not make full or abrupt control movements above this speed.

200 144

200 146

Do not extend flaps or operate with flaps in prescribed position above these speeds.

182 164

181 163

Do not extend or retract landing gear above the speeds given.

182

181

91

86

Do not exceed this speed with landing gear extended. This is the lowest airspeed at which the airplane is directionally controllable when one engine suddenly becomes inoperative and the other engine is at take-off power.

260 .52 Mach

259 .52 Mach

AIRSPEED INDICATOR MARKINGS MARKING Red Line White Arc Wide White Arc

KIAS 86 75 to 146 75 to 99

Narrow White Arc

99 to 146

White Triangle Blue Line Red & White Hash-Marked Band

200 121 259 .52 Mach

REMARKS Air Minimum Control Speed (VMCA) Full-flap Operating Range Lower limit is the Stalling Speed (VSO) at maximum weight with full flaps (100%) and idle power. Lower limit is the Stalling Speed (VS) at maximum weight with Flaps Up (0%) and idle power. Upper limit is the maximum speed permissible with flaps extended beyond approach (more than 40%). Maximum Flaps to Approach (40%) Speed One-Engine-Inoperative Best Rate-of-Climb Speed Maximum Speed for any operation.

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LIMITATIONS ENGINE OPERATING LIMITS OPERATING CONDITION

SHP

------850 850

TORQUE FT-LBS (1) ------2230 2230 (7)

MAXIMUM OBSERVED ITToC 1000 (3) 660 (4) --830 830

STARTING LOW IDLE HIGH IDLE TAKEOFF (6) MAX CONT AND MAX CRUISE CRUISE CLIMB AND REC CRUISE MAX REVERSE (8) TRANSIENT

GAS GENERATOR RPM N1 RPM % 60(min) (5) 101.5 101.5

PROP RPM N2 ------2000 2000

OIL PRESS PSI (2) --60(min) --105 to 135 105 to 135

22,500 --38,100 38,100

850

2230 (7)

830

-----

--2750 (3)

830 850

OIL TEMP -40(min) -40 to -99 -40 to -99 10 to 99 10 to 99

38,100

101.5

2000

105 to 135

0 to 99

--38,500(9)

88 102.6(9)

1900 2200(3)

105 to 135 ---

0 to 99 0 to 104(6)

FOOTNOTES: (1) Torque limit applies within range of 1600-2000 propeller rpm. Below 1600 rpm, torque is limited to 1100 ft-lbs (2) When gas generator speeds are above 27,000 rpm (72% N1) and oil temperatures are between 60oC and 71oC, normal oil pressures are: 105 to 135 psi below 21,000 feet; 85 to 135 psi at 21,000 feet and above. During extremely cold starts, oil pressure may reach 200 psi. Oil pressure between 60 and 85 psi is undesirable; it should be tolerated only for the completion of the flight and then only at a reduce power setting not exceeding 1100 ftlbs. torque. Oil pressure below 60 psi is unsafe; it requires that either the engine be shut down, or that a landing be made as soon as possible, using the minimum power to sustain flight. Fluctuations of plus or minus 10 psig are acceptable. (3) These values are time limited to 5 seconds. (4) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm. (5) At approximately 70% N1 (6) These values are time limited to 5 minutes. (7) Cruise torque value vary with altitude and temperature. (8) This operation is limited to one minute. (9) These values are time limited to 10 seconds.

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Emergency Procedures EMERGENCY ENGINE SHUTDOWN -

ENGINE TORQUE DECREASE – UNSCHEDULED (Ground or Flight)(Not responsive to Power Lever Movement) ENGINE FIRE IN FLIGHT ENGINE FAILURE IN FLIGHT

Affected Engine: 1. Condition Lever – CUT-OFF 2. Propeller Lever – FEATHER 3. Fuel Firewall Valve – CLOSED 4. Fire Extinguisher – ACTUATE (if required) 5. Engine Auto-ignition – OFF 6. Generator – OFF 7. Propeller Synchrophaser – OFF 8. Electrical Load – MONITOR ENGINE FIRE ON GROUND Affected Engine: 1. 2. 3. 4.

Condition Lever – CUT-OFF Propeller Lever – FEATHER Fuel Firewall Valve – CLOSED Fire Extinguisher – ACTUATE (if required)

ENGINE FAILURE DURING GROUND ROLL 1. Power Levers – IDLE 2. Brakes – AS REQUIRED 3. Operative Engine – MAXIMUM REVERSE WARNING Extreme care must be exercised when using single-engine reversing on surfaces with reduced traction. If Insufficient Runway Remains for Stopping: 4. Condition Levers – CUT-OFF 5. Fuel Firewall Valves – CLOSED 6. Master Switch – OFF (Gang bar down) 7. ENGINE FAILURE AFTER LIFT-OFF (If conditions preclude and immediate landing) 1. Power – MAXIMUM ALLOWABLE 2. Airspeed – MAINTAIN (take-off speed or above) 3. Landing Gear – UP

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Emergency Procedures NOTE If the autofeather system is being used, do not retard the failed engine power lever until the autofeather system has completely stopped propeller rotation. To do so will deactivate the autofeather circuit and prevent automatic feathering. 4. 5. 6. 7.

Propeller (inoperative engine) – FEATHER Airspeed – BEST RATE-OF-CLIMB SPEED (after obstacle clearance altitude is reached) Flaps – UP Clean-up (inoperative engine): a. Condition Lever – CUT-OFF b. Fuel Firewall Valve – CLOSED c. Engine Auto-ignition – OFF d. Autofeather Switch – OFF e. Generator – OFF 8. Electrical Load – MONITOR ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED (Vmca) 1. 2. 3. 4.

Reduce power on operative engine as required to maintain control Lower nose to accelerate above minimum control speed Adjust power as required Secure affected engine as in EMERGENCY ENGINE SHUTDOWN

ENGINE FAILURE (AUTOPILOT ENGAGED) 1. 2. 3. 4. 5.

YD key – PRESS and RELEASE Emergency Engine Shutdown Procedure – COMPLETE Trim Tabs – MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS Autopilot – PRESS 'AP' BUTTON (if desired) to RE-ENGAGE Rudder Tab – MANUALLY ADJUST AS REQUIRED AFTER POWER AND CONFIGURATION CHANGES

ENGINE FLAMEOUT (2nd Engine) 1. 2. 3. 4.

Power Lever – IDLE Propeller – DO NOT FEATHER Condition Lever – CUT-OFF Conduct Air Start Procedures NOTE The propeller will not unfeather without engine operating.

AIR START STARTER ASSIST 1. Cabin Temp Mode – OFF: Blower – AUTO: Aft Blower – OFF 2. Radiant Heat – OFF 3. Windshield Heat – OFF 84

Emergency Procedures 4. Power Lever – IDLE 5. Condition Lever – CUT-OFF 6. Fuel Firewall Valve – OPEN NOTE If conditions permit, retard operative engine ITT to 700oC or less to reduce the possibility of exceeding ITT limit. Reduce electrical load to minimum consistent with flight conditions. 7. 8. 9. 10. 11. 12. 13. 14.

Ignition and Engine Start Switch – ON [IGNITION] Annunciator – ILLUMINATED Condition Lever – LOW IDLE Ignition and Engine Start Switch – OFF (N1 above 50%) Propeller Lever – AS REQUIRED Power Lever – AS REQUIRED Generator – RESET, then ON Engine Auto-ignition – ARM Electrical Equipment – AS REQUIRED

WINDMILLING ENGINE AND PROPELLER (No Starter Assist) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

Cabin Temp Mode – OFF: Blower – AUTO: Aft Blower – OFF Radiant Heat – OFF Windshield Heat – OFF Power Lever – IDLE Propeller Lever – FULL FORWARD Condition Lever – CUT-OFF Fuel Firewall Valve – OPEN Generator (inoperative engine) – OFF Airspeed – 140 KNOTS MINIMUM Altitude – BELOW 20,000 FEET Engine Auto-ignition – ARM Condition Lever – LOW IDLE Power – AS REQUIRED (after ITT has peaked) Generator – RESET, then ON Electrical Equipment – AS REQUIRED

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Normal Procedures Procedures by Flight Phase BEFORE ENGINE STARTING 1. Elevator Trim – 0o SET 2. Cabin Door – LOCKED 3. Load and Baggage – SECURE 4. Weight and CG – CHECKED 5. Brakes – SET 6. Switches – OFF 7. Landing Gear Switch Handle – DOWN 8. Power Levers – IDLE 9. Propeller Controls – FULL FORWARD 10. Condition Levers – CUT-OFF 11. Cabin Sign – FSB & NO SMOKE 12. Cabin Temp Mode – OFF 13. Vent Blower – AUTO 14. Aft Blower – OFF 15. Elec Heat – OFF 16. Oxygen Supply Pressure – CHECK 17. Oxygen Supply Control Handle – PULL ON SYS READY 18. Fuel Firewall Valves – CLOSED 19. Standby Pumps – ON (Listen for Operation) 20. Battery Switch – ON [FUEL PRESS] annunciators – ON 21. Fuel Firewall Valves – OPEN [FUEL PRESS] annunciators – OFF 22. Standby Pumps – OFF [FUEL PRESS] annunciators – ON 23. Crossfeed – ALTERNATELY LEFT AND RIGHT [FUEL CROSSFEED] – ON, [FUEL PRESS] – OFF 24. Crossfeed – OFF 25. Auxiliary Transfer Switches – AUTO 26. NO TRANSFER lights – PRESS TO TEST 27. Fuel Quantity – CHECK (Main and Auxiliary) 28. DC Volt/Loadmeters – PRESS TO CHECK VOLTAGE 29. Stall Warning – TEST 30. Fire Detectors and Fire Extinguishers – TEST 31. Annunciator Lights – TEST 32. Database – REVIEW FOR VALID OPERATING DATES AND CYCLE NUMBER 33. Rotating Beacons Switch – ON Items in BOLD may be omitted for quick turn-around at pilot’s discretion.

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Normal Procedures ENGINE STARTING NOTE The BATTERY CHG annunciator will illuminate for approximately six seconds after generator is online. 1. 2. 3. 4. 5. 6. 7. 8. 9.

10. 11. 12. 13. 14.

Right Ignition and Engine Start Switch – ON [R FUEL PRESS] annunciator – OFF Right Condition Lever – LOW IDLE (after N1 rpm stabilizes; 12% minimum) ITT and N1 – MONITOR (1000oC maximum) Right Oil Pressure – CHECK Right Condition Lever – HIGH IDLE Right Ignition and Engine Start Switch – OFF (at 50% N1 or above) Right Generator – RESET, then ON. CHARGE BATTERY until loadmeter reads approximately .50, then OFF Left Ignition and Engine Start Switch – ON [L FUEL PRESS] annunciator – OFF As Left N1 RPM accelerates through 12%: a. Left Condition Lever – LOW IDLE b. Right Generator – RESET, then ON ITT and N1 – MONITOR (1000oC maximum) Left Oil Pressure – CHECK Left Ignition and Engine Start Switch – OFF (at 50% N1 or above) Left Generator – RESET, then ON Right N1 – REDUCE TO LOW IDLE CAUTION If no ITT rise is observed within 10 seconds after moving the Condition Lever to LOW IDLE, move the Condition Lever to CUT-OFF. Allow 60 seconds for fuel to drain and starter to cool, then follow ENGINE CLEARING procedures.

ENGINE CLEARING 1. Condition Lever – CUT-OFF 2. Ignition and Start Switch – STARTER ONLY (for a minimum of 15 seconds) CAUTION Do not exceed the starter time limits; see LIMITATIONS Section 3. Ignition and Start Switch – OFF AFTER STARTING, AND TAXIING 1. DC Voltage and Loadmeters – CHECK 2. Avionics Master – ON 3. Lights – AS REQUIRED 4. Cabin Temperature and Mode – AS REQUIRED 5. Instruments – CHECK 6. Brakes – CHECK NOTE Propeller Beta Range may be used during taxi with minimum blade erosion up to the point where N1 increases. Care must be exercised when taxiing on unimproved surfaces. If possible, conduct engine check-out on a hard surface free of sand and gravel to preclude pitting of propeller blades and airplane surfaces. 87

Normal Procedures BEFORE TAKEOFF (RUNUP) 1. Avionics – CHECK 2. Pressurization – SET

3. 4. 5. 6. 7.

a. Cabin Altitude Selector Knob – ADJUST SO THAT INNER SCALE (ACFT ALT) INDICATES PLANNED CRUISE ALTITUDE PLUS 500 FEET or MAXIMUM OPERATING PRESSURE ALTITUDE, WHICHEVER IS LOWER. (If this setting does not result in an outer scale (CABIN ALT) indication of at least 500 feet above the take-off field pressure altitude, adjust as required.) b. Rate Control Selector Knob – SET INDEX AT 12-O’CLOCK POSITION Autopilot – CHECK Trim Tabs – SET Flaps – CHECK AND SET Flight Controls – CHECK FOR PROPER DIRECTION OF TRAVEL AND FREEDOM OF MOVEMENT Overspeed Governors and Rudder Boost – TEST a. b. c. d.

Rudder Boost Control Switch – ON Propeller Controls – FULL FORWARD (balance of test is performed on individual engines.) Prop Test Switch – HOLD TO PROP GOV TEST Power Lever – INCREASE UNTIL PROP IS STABILIZED AT 1830 TO 1910 RPM. CONTINUE TO INCREASE UNTIL RUDDER MOVEMENT IS NOTED. (Observe ITT and Torque Limits.) e. Power Lever – IDLE f. Prop Test Switch – RELEASE. Repeat steps c, d, e, and f on the opposite engine. 8. Primary Governors – EXERCISE AT 1800 RPM 9. Instrument Vacuum/Deice Pressure System – CHECK (at 1800 rpm) a. Both Bleed Air Valves – INSTR & ENVIR OFF i. Pneumatic Pressure Gauge – SHOULD INDICATE ZERO PRESSURE ii. Both [BL AIR FAIL] annunciators – ILLUMINATED b. Both Bleed Air Valves – ENVIR OFF or OPEN as desired i. Pneumatic Pressure Gauge – SHOULD INDICATE IN GREEN ARC ii. Gyro Suction Gauge – SHOULD INDICATE IN WIDE GREEN ARC iii. Both [BL AIR FAIL] annunciators – EXTINGUISHED 10. Engine Ice Vanes – CHECK (at 1800 rpm): EXTEND (check torque drop): RETRACT (retain original torque): MONITOR Ice Vane Annunciators during check. 11. Autofeather – CHECK a. Power Levers – APPROXIMATELY 500 FT-LBS TORQUE b. Autofeather Switch – HOLD TO TEST (both autofeather annunciators illuminated) c. Power Levers – RETARD INDIVIDUALLY i. At Approximately 400 ft-lbs – OPPOSITE ANNUNCIATOR OUT ii. At Approximately 220 ft-lbs – BOTH ANNUNCIATORS OUT (propeller starts to feather) NOTE Autofeather annunciator lights will cycle on and off with each fluctuation of torque as the propeller feathers. d. Power Levers – BOTH RETARDED (both lights out, neither propeller feathers) Items in BOLD may be omitted for quick turn-around at pilot’s discretion. 88

Normal Procedures 12. Autofeather Switch – ARM 13. Propeller Feathering (manual) – CHECK 14. Fuel Quantity, Flight and Engine Instruments - CHECK BEFORE TAKEOFF (FINAL ITEMS) 1. Bleed Air Valves – OPEN 2. Annunciator Lights – EXTINGUISHED or considered 3. Transponder – CHECKED 4. Ice Protection – AS REQUIRED 5. Engine Auto-ignition – AS REQUIRED 6. PFD Attitude and Heading – NORMAL 7. GPS Position – VALID, ‘LOI’ NOT ANNUNCIATED on HSI 8. Standby Attitude Indicator – ERECT and NORMAL, Fail Flag not in view ON TAKEOFF ROLL 1. [AUTOFEATHER] Annunciators – ILLUMINATED 2. [IGNITION ON] Annunciators – EXTINGUISHED 3. Verify correspondence of PFD airspeed display and standby airspeed TAKEOFF - Rotate at 94 KIAS - Monitor ITT and engine torque. Increasing airspeed will cause torque and ITT to increase. CLIMB 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Landing Gear – UP Flaps – UP Yaw Damp – ON Climb Power – SET (Observe maximum ITT, torque, and N1 rpm limits.) Propeller – 1800 RPM Propeller Synchrophaser – ON Autofeather – OFF Engine Instruments – MONITOR Taxi and Landing Lights – OFF Cabin Sign – AS REQUIRED Cabin Pressurization – CHECK Aft Blower – OFF

CRUISE 1. Cruise Power – SET per CRUISE POWER TABLES 2. Engine Instruments – MONITOR 3. Auxiliary Fuel Gauge – MONITOR (to ensure fuel is being transferred from auxiliary tanks) CABIN PRESSURIZATION FOR CRUISE If revised flight plan calls for an altitude increase of 1000 feet or more, select the new cruise altitude plus 1000 feet on the ACFT ALT dial of the cabin pressurization controller.

89

Normal Procedures DESCENT 1. Cabin Pressurization Controller – SET a. Cabin Altitude Selector Knob – SET TO LANDING FIELD PRESSURE ALTITUDE PLUS 500 FEET. b. Rate Control Selector Knob – SET INDEX AT 12 O’CLOCK POSITION 2. Altimeter – SET 3. Cabin Sign – AS REQUIRED 4. Windshield Anti-Ice – AS REQUIRED (NORMAL or HI well before descent into warm, moist air, to aid in defogging) 5. Power – AS REQUIRED to give desired rate of descent NOTE Approximately 75% N1 is required to maintain the pressurization schedule during descent. APPROACH CAUTION Propeller operation in the range of 1750-1850 rpm should be avoided as it may cause ILS glide slope interference. To ensure consistent reversing characteristics, the propeller control must be in FULL INCREASE RPM position. NOTE If crosswind landing is anticipated, immediately prior to touchdown, lower up-wind wing and align the fuselage with the runway. During rollout, hold aileron control into the wind and maintain directional control with rudder and brakes. Use propeller reverse as desired. 1. 2. 3. 4. 5. 6. 7.

Pressurization – CHECK Cabin Sign – ON Autofeather Switch – ARM Flaps – APPROACH Landing Gear – DOWN Landing and Taxi Lights – AS REQUIRED Propeller Synchrophaser – OFF

WHEN LANDING ASSURED 1. Flaps – DOWN (100%) 2. Yaw Damp – OFF 3. Propeller Levers – FULL FORWARD AFTER TOUCHDOWN 4. Power Levers – BETA RANGE OR REVERSE (AS REQUIRED)

90

Normal Procedures MAXIMUM REVERSE THRUST LANDING 1. Condition Levers – HIGH IDLE 2. Propeller Levers – FULL FORWARD 3. Power Levers – LIFT AND REVERSE AFTER TOUCHDOWN 4. Condition Levers – LOW IDLE CAUTION If possible, propellers should be moved out of reverse at approximately 40 knots, to minimize propeller blade erosion. Care must be exercise when reversing on runways with loose sand or dust on the surface Flying gravel will damage propeller blades, and dust may impair the pilot’s forward field of vision at low airplane speeds. BALKED LANDING 1. Power – MAXIMUM ALLOWABLE 2. Airspeed – ESTABLISH 100 KNOTS (When clear of obstacles, establish normal climb.) 3. Flaps – UP 4. Landing Gear – UP AFTER LANDING 1. Landing and Taxi Lights – AS REQUIRED 2. Ice Protection – OFF 3. Engine Auto-Ignition – OFF 4. Electrical Load – OBSERVE LIMITS 5. Trim – SET 6. Flaps – UP SHUTDOWN AND SECURING 1. Parking Brake – SET 2. Avionics Master – OFF 3. Autofeather Switch – OFF 4. Light Switches – OFF 5. Cabin Temp Mode – OFF 6. Vent Blower – AUTO 7. Radiant Heat – OFF 8. Battery – CHARGED 9. ITT – STABILIZED AT MINIMUM TEMPERATURE FOR ONE MINUTE 10. Condition Levers – CUT-OFF 11. Propellers – FEATHERED 12. DC Volt/Loadmeters – CHECK VOLTAGE 13. Overhead Panel Switches – OFF 14. Battery and Generator Switches – OFF 15. Oxygen Supply Control Handle – PUSH OFF 16. Wheel Chocks – INSTALL 17. Tiedowns – AS REQUIRED 18. External Covers – INSTALL

91

Normal Procedures Pressurization System FUNCTIONAL CHECK DURING RUNUP 1. Bleed Air Valves – OPEN 2. Cabin Pressure Controller – SET a. Cabin Altitude Selector Knob – ADJUST SO THAT CABIN ALT DIAL INDICATES AN ALTITUDE 500 FEET BELOW FIELD PRESSURE ALTITUDE b. Rate Control Selector Knob – SET INDEX BETWEEN 9- and 12-O’CLOCK POSITIONS 3. Pressurization Switch – HOLD AT THE “TEST” POSITION 4. Cabin Altitude Indicator Dial – CHECK FOR DESCENT INDICATION 5. Pressurization Switch – RELEASE TO THE “PRESS” POSITION when pressurizing is confirmed. 6. Pressurization – SET (See BEFORE TAKEOFF procedure.)

92

Cold Weather Operations INTRODUCTION This section deals with operations in snow, ice, rain, and cold temperatures. Use this section in conjunction with the NORMAL OPERATIONS section. After general discussion of icing conditions and anti-ice system usage, adverse weather operations are dealt with by phase of flight. ICING CONDITIONS Icing conditions exist when the OAT on the ground and inflight is +5oC or below and visible moisture in any form is present. Visible moisture may be fog with visibility of 1 mile or less, rain, snow, sleet, or ice crystals. Icing conditions also exist when the OAT on the ground or inflight is +5oC or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on engines or nacelles. Every pilot should be intimately familiar with the definitions for ice intensity and accumulation as listed below: Intensity

Ice Accumulation

Trace

Ice accumulation becomes perceptible. Rate of accumulation slightly greater than the rate of sublimation. It is not hazardous even though deicing/anti-icing equipment is not utilized, unless encountered for an extended period of time (over 1 hour).

Light

The rate of accumulation may create a problem if flight is prolonged in this environment (over 1 hour). Occasional use of deicing/anti-icing equipment will prevent or remove accumulation. It does not present a problem if deicing/anti-icing equipment is used.

Moderate

The rate of accumulation is such that even short encounters become potentially hazardous and use of deicing/anti-icing equipment, or diversion, is necessary.

Severe

The rate of accumulation is such that deicing/anti-icing equipment fails to reduce or control the hazard. Immediate diversion is necessary.

FLUTTER When ice is permitted to accumulate, disturbed airflow over the surface of the aircraft may cause aerodynamic surfaces to vibrate. Should these vibrations increase, they can cause control surfaces to flutter, leading to structural failure and an in-flight breakup of the airplane. If flutter occurs, immediately activate the surface deice boots. 93

Cold Weather Operations ANTI-ICE SYSTEMS USAGE Activate deice and anti-icing systems before entering an area of moisture where you are likely to go through a freezing level. All the following systems should be on when in icing conditions: Engine ice vanes, propeller deice, surface deice, windshield anti-ice, L and R fuel vent heat, alternate static heat, and use the wing ice lights when needed. ENGINE ICE PROTECTION The engine anti-ice shall be used before visible moisture is encountered at -5oC and below, or at night when freedom from visible moisture is not assured at +5oC and below. WARNING If in doubt, actuate the Engine Anti-Ice System. Engine icing can occur though no surface icing is present. If freedom from visible moisture cannot be assured, engine ice protection should be actuated. Visible moisture is moisture in any form: clouds, ice crystals, snow, rain, sleet, hail, or any combination of these. ELECTROTHERMAL PROPELLER DEICE Turn the prop deice ON prior to entering icing conditions or at least at the first indication of icing conditions. Once ice has built up on the propellers, it is harder to remove the ice than if the ice protection was on at the onset of icing conditions. The propeller deice system is normally used in the AUTO mode. FLIGHT OPERATIONS IN ICING CONDITIONS TAXIING Avoid taxiing in deep snow and slush. Keep flaps retracted during taxi to avoid possible damage or ice accumulation. Spotty ice cover is difficult to see, therefore taxi slowly and allow extra clearance when taxiing the aircraft in close proximity to other aircraft or buildings. When taxiing in snow, slush, loose ice, or water, use the ice vanes to keep these substances out of the engine inlets. When parking the airplane, it will be of some help to avoid setting the parking brake immediately. NOTE Differential braking and thrust, rather than nosewheel steering, are the most effective means of steering on ice or snow. Taxi very slowly under these conditions.

CAUTION Taxi slowly, maintain greater-than-normal distance from the airplane ahead, and maintain minimum thrust to avoid blowing slush or snow against the tail surfaces or other airplanes. Avoid taxiing in deep snow or slush as steering is difficult, and brakes, gear, and flaps may freeze after takeoff. 94

NORMAL CRUISE POWER 1600 RPM ISA -30oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C -10 -14 -18 -22 -25 -29 -33 -36 -40 -44 -

OAT

o

C -15 -19 -23 -27 -31 -35 -39 -43 -47 -51 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 442 883 429 857 416 832 405 810 394 788 384 768 376 753 368 737 361 721 353 706 -

12,000 LBS

IAS 238 236 233 231 230 228 226 223 221 218 -

TAS 226 230 234 237 244 249 253 258 263 268 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 240 237 234 232 232 229 227 224 222 220 -

TAS 227 231 235 238 246 250 254 259 264 270 -

IAS 240 238 236 233 232 230 228 225 224 221 -

TAS 227 232 236 239 246 251 255 260 266 271 -

95

NORMAL CRUISE POWER 1600 RPM ISA -20oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 0 -4 -8 -11 -15 -19 -23 -26 -30 -34 -37 -41 -45 -

OAT

o

C -5 -9 -13 -17 -21 -25 -29 -33 -37 -41 -45 -49 -53 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 446 893 434 867 421 842 410 820 399 798 389 778 380 760 372 745 365 731 358 717 352 704 348 695 344 688 -

12,000 LBS

IAS 236 235 233 230 228 226 223 221 218 217 214 211 208 -

TAS 228 233 238 241 246 251 256 261 266 273 277 283 288 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 237 236 234 232 229 227 224 222 220 218 215 213 210 -

TAS 229 234 239 243 247 252 257 262 268 274 279 285 290 -

IAS 238 237 235 232 230 228 225 224 221 219 217 214 211 -

TAS 230 235 240 243 248 253 258 264 269 275 281 286 292 -

96

NORMAL CRUISE POWER 1600 RPM ISA -10oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. 3. OBSERVE MMo LIMITATION WHERE APPLICABLE. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 10 6 2 -1 -5 -9 -12 -16 -20 -23 -27 -31 -34 -38 -42 -44 -

OAT

o

C 5 1 -3 -7 -11 -15 -19 -23 -27 -31 -35 -39 -43 -47 -50 -52 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 451 903 438 877 427 853 415 830 404 808 394 788 385 770 377 755 370 741 363 727 357 714 352 705 349 698 347 693 350 701 350 700 -

AIRSPEED - KNOTS 12,000 LBS 11,000 LBS 10,000 LBS

IAS 236 233 230 228 226 224 221 219 217 214 211 209 206 203 199 197 -

TAS 232 236 239 244 249 254 259 264 270 275 280 286 292 297 301 304 -

IAS 236 234 231 229 227 225 222 220 219 216 213 210 208 205 201 199 -

TAS 232 237 240 245 250 255 260 265 272 277 282 288 295 300 304 307 -

IAS 237 235 232 230 228 226 223 221 220 217 214 211 209 207 202 202 -

TAS 233 238 241 246 251 256 261 267 273 278 284 289 296 302 306 310 -

97

NORMAL CRUISE POWER 1600 RPM ISA NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. 3. OBSERVE MMo LIMITATION WHERE APPLICABLE. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 20 16 13 9 5 1 -2 -6 -10 -13 -17 -21 -24 -28 -32 -34 -38 -42 -47

OAT

o

C 15 11 7 3 -1 -5 -9 -13 -17 -21 -25 -29 -33 -37 -40 -42 -46 -50 -54

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2179 2108 1940 1750 1558

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 456 912 442 885 431 861 419 838 409 818 398 796 389 778 382 764 375 750 368 736 362 725 358 717 355 710 356 711 342 684 331 662 317 634 278 556 251 501

AIRSPEED - KNOTS 12,000 LBS 11,000 LBS 10,000 LBS

IAS 234 231 229 227 224 221 220 218 215 212 209 207 204 201 196 192 182 170 157

TAS 234 238 242 247 251 256 262 268 273 278 283 290 296 301 304 303 299 291 280

IAS 235 232 230 228 225 223 221 219 216 214 210 209 206 203 199 194 185 174 162

TAS 235 239 243 248 253 258 263 270 274 280 285 292 298 304 308 307 303 297 288

IAS 235 233 231 229 226 224 221 220 217 214 212 210 207 205 200 197 188 177 166

TAS 235 240 244 249 254 259 264 271 276 281 287 294 300 306 310 310 307 302 294

98

NORMAL CRUISE POWER 1600 RPM ISA +10oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 30 27 23 19 15 12 8 4 0 -3 -7 -10 -15 -19 -23 -25 -29 -33 -38

OAT

o

C 25 21 17 13 9 5 1 -3 -7 -11 -15 -19 -23 -27 -30 -32 -36 -40 -44

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2170 2016 1890 1822 1674 1504 1330

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 462 924 447 895 434 869 424 847 413 826 402 804 395 790 387 774 379 758 372 744 366 733 368 736 351 702 328 656 308 616 298 595 275 549 251 501 225 451

12,000 LBS

IAS 232 230 228 225 223 221 218 215 212 210 207 204 199 190 181 177 166 154 139

TAS 237 240 245 250 255 260 265 270 275 281 287 291 293 291 288 287 281 270 255

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 233 231 229 225 224 221 219 217 214 211 209 205 201 192 184 179 170 159 146

TAS 238 241 246 251 256 261 266 272 277 283 289 293 296 294 283 291 287 278 267

IAS 233 232 230 227 225 222 221 218 215 213 210 207 202 194 186 182 173 163 151

TAS 238 242 247 252 257 262 268 273 278 285 290 295 298 297 296 295 292 284 275

99

NORMAL CRUISE POWER 1600 RPM ISA +20oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 40 37 33 29 25 22 18 14 11 7 3 -1 -5 -9 -14 -16 -20 -25 -29

OAT

o

C 35 31 27 23 19 15 11 7 3 -1 -5 -9 -13 -17 -20 -22 -26 -30 -34

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2144 1968 1810 1664 1543 1483 1345 1191 1031

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 467 934 453 906 440 881 429 857 418 835 407 813 399 797 391 782 384 768 383 766 361 722 334 668 310 621 288 576 269 538 259 519 238 475 215 429 192 384

12,000 LBS

IAS 229 228 226 223 221 218 216 214 211 208 201 192 182 173 164 159 147 131 -

TAS 237 242 247 252 257 262 268 273 278 283 284 281 276 271 267 265 255 237 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 230 229 226 224 222 219 218 215 212 209 204 194 185 176 167 163 152 139 121

TAS 238 243 248 253 258 263 270 275 280 285 287 284 280 276 272 271 263 251 228

IAS 231 230 227 225 223 221 219 216 213 211 205 196 187 178 170 166 156 144 131

TAS 239 244 249 254 259 265 271 276 281 287 289 286 283 279 277 276 269 260 247

100

NORMAL CRUISE POWER 1600 RPM ISA +30oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 50 47 43 39 36 32 28 24 20 16 12 8 4 0 -5 -7 -11 -

OAT

o

C 45 41 37 33 29 25 21 17 13 9 5 1 -3 -7 -10 -12 -16 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2212 2078 1943 1819 1631 1480 1345 1223 1162 1030 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 474 947 459 918 446 892 434 869 423 845 413 825 407 813 395 791 371 742 347 694 326 652 299 598 275 551 254 508 234 468 224 448 203 407 -

12,000 LBS

IAS 230 228 224 222 220 217 214 210 203 195 187 176 165 155 142 135 111 -

TAS 241 246 250 255 260 265 270 274 273 271 269 262 256 249 239 231 200 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 231 229 225 223 220 219 216 212 204 197 189 178 169 159 148 142 127 -

TAS 242 247 251 256 261 267 272 276 275 274 272 266 261 255 249 243 227 -

IAS 232 229 226 224 222 219 216 213 206 198 190 181 172 162 152 147 136 -

TAS 243 247 252 257 263 268 273 277 277 276 274 269 265 260 255 251 241 -

101

NORMAL CRUISE POWER 1600 RPM ISA +37oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 58 54 50 46 43 39 35 31 27 23 19 15 10 6 1 -1 -

OAT

o

C 52 48 44 40 36 32 28 24 20 16 12 8 4 0 -3 -5 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2207 2102 1989 1864 1733 1616 1446 1288 1131 973 889 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 477 953 462 924 450 899 437 874 439 877 416 862 394 787 371 742 348 695 325 650 302 605 278 555 254 507 229 459 206 412 194 388 -

12,000 LBS

IAS 228 226 224 220 220 215 208 201 194 185 177 166 152 137 113 -

TAS 242 247 252 256 263 266 265 265 264 261 259 251 240 225 195 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 229 227 225 222 221 216 209 202 195 187 179 168 157 143 126 113 -

TAS 243 248 253 258 264 267 267 267 266 264 262 255 247 235 215 198 -

IAS 230 228 226 223 222 217 211 204 197 189 181 171 160 148 133 123 -

TAS 244 249 254 259 265 268 269 269 268 266 265 259 252 242 227 215 -

102

NORMAL CRUISE POWER 1700 RPM ISA -30oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C -10 -14 -18 -22 -25 -29 -33 -39 -40 -44 -

OAT

o

C -15 -19 -23 -27 -31 -35 -39 -43 -47 -51 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 458 915 444 889 431 862 420 840 408 817 398 796 390 780 382 764 374 747 366 732 -

12,000 LBS

IAS 244 242 239 236 236 234 231 229 227 224 -

TAS 231 235 239 243 249 254 260 265 270 275 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 245 243 240 237 237 234 232 230 227 226 -

TAS 232 236 240 244 251 255 261 266 271 277 -

IAS 245 244 241 234 237 235 233 231 229 226 -

TAS 232 237 241 245 251 256 262 267 273 278 -

103

NORMAL CRUISE POWER 1700 RPM ISA -20oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 0 -4 -8 -11 -15 -19 -23 -26 -30 -34 -37 -41 -45 -

OAT

o

C -5 -9 -13 -17 -21 -25 -29 -33 -37 -41 -45 -49 -53 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 463 925 449 899 436 872 425 850 414 827 403 807 394 788 386 772 379 757 371 742 365 729 360 721 357 713 -

12,000 LBS

IAS 242 240 238 236 234 231 229 227 224 223 219 217 214 -

TAS 233 238 243 247 252 257 263 268 273 280 284 290 295 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 243 241 239 238 235 232 230 228 226 224 221 219 216 -

TAS 234 239 244 249 253 258 264 269 275 281 286 292 297 -

IAS 244 242 240 238 236 233 231 229 227 225 223 220 217 -

TAS 235 240 245 249 254 259 265 271 276 282 288 293 299 -

104

NORMAL CRUISE POWER 1700 RPM ISA -10oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. 3. OBSERVE MMo LIMITATION WHERE APPLICABLE. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 10 6 2 -1 -5 -9 -12 -16 -20 -23 -27 -31 -34 -38 -42 -44 -

OAT

o

C 5 1 -3 -7 -11 -15 -19 -23 -27 -31 -35 -39 -43 -47 50 -52 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2167 2099 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 468 935 454 909 442 884 430 860 419 837 408 817 399 798 391 782 384 767 377 753 370 739 365 730 362 723 359 718 353 706 342 683 -

AIRSPEED - KNOTS 12,000 LBS 11,000 LBS 10,000 LBS

IAS 241 239 236 234 232 230 227 225 223 220 217 215 212 209 202 198 -

TAS 237 241 245 250 255 261 266 271 277 282 287 293 299 305 306 305 -

IAS 241 240 234 235 233 230 228 225 224 222 219 216 214 211 204 200 -

TAS 237 242 246 251 256 262 267 272 279 284 289 295 301 308 309 308 -

IAS 242 241 238 236 234 231 229 227 225 222 220 217 215 212 205 202 -

TAS 238 243 247 252 257 263 268 274 280 285 291 296 303 310 311 311 -

105

NORMAL CRUISE POWER 1700 RPM ISA NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. 3. OBSERVE MMo LIMITATION WHERE APPLICABLE. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 20 16 13 9 5 1 -2 -6 -10 -13 -17 -21 -24 -28 -32 -34 -38 -42 -47

OAT

o

C 15 11 7 3 -1 -5 -9 -13 -17 -21 -25 -29 -33 -37 -40 -42 -46 -50 -54

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2217 2051 1984 1826 1647 1467

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 473 945 458 917 446 892 434 868 424 847 412 825 403 806 396 792 389 778 381 763 376 751 371 743 368 735 366 733 354 708 343 685 317 634 288 576 260 519

AIRSPEED - KNOTS 12,000 LBS 11,000 LBS 10,000 LBS

IAS 239 236 235 232 229 227 225 223 221 218 215 214 210 206 200 196 186 175 162

TAS 239 243 248 253 257 263 269 275 280 285 291 299 303 307 310 309 305 298 287

IAS 240 237 236 233 231 229 226 225 221 219 217 215 211 208 203 199 189 179 167

TAS 240 244 249 254 259 265 270 277 281 287 293 301 305 310 314 313 309 304 295

IAS 240 238 237 234 232 230 227 226 223 220 218 217 213 210 204 201 192 182 171

TAS 240 245 250 255 260 266 271 278 283 288 295 303 307 312 316 316 313 309 301

106

NORMAL CRUISE POWER 1700 RPM ISA +10oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 30 27 23 19 15 12 8 4 0 -3 -7 -10 -15 -19 -23 -25 -29 -33 -38

OAT

o

C 25 21 17 13 9 5 1 -3 -7 -11 -15 -19 -23 -27 -30 -32 -36 -40 -44

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2175 2017 1885 1820 1673 1505 1336

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 479 957 463 927 450 900 439 878 428 855 416 833 409 818 401 802 393 786 386 771 380 759 376 753 366 731 341 682 320 639 309 619 285 571 261 521 235 469

12,000 LBS

IAS 238 235 233 231 229 226 224 221 218 216 213 210 205 196 187 183 172 160 146

TAS 242 246 251 256 262 267 272 277 282 288 294 300 302 299 296 296 290 280 266

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 239 236 234 232 230 227 225 223 220 217 215 212 207 198 189 185 176 165 153

TAS 243 247 252 257 263 268 273 279 284 290 296 302 305 302 300 300 296 288 278

IAS 239 237 235 233 231 228 226 223 220 219 216 213 208 200 192 188 179 169 158

TAS 243 248 253 258 264 269 275 280 285 292 297 304 307 305 304 304 301 294 286

107

NORMAL CRUISE POWER 1700 RPM ISA +20oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 40 37 33 29 25 22 18 14 11 7 3 -1 -5 -9 -14 -16 -20 -25 -29

OAT

o

C 35 31 27 23 19 15 11 7 3 -1 -5 -9 -13 -17 -20 -22 -26 -30 -34

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2194 2019 1848 1696 1569 1508 1369 1214 1055

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 484 967 470 939 456 913 444 888 433 866 421 843 413 826 405 810 398 796 391 782 379 758 352 703 326 652 302 604 282 563 271 543 249 497 225 450 201 402

12,000 LBS

IAS 235 233 231 229 226 224 222 219 216 213 209 200 190 180 171 166 155 139 -

TAS 243 248 253 259 264 269 275 280 285 290 295 292 287 282 279 276 268 251 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 236 234 232 230 227 225 224 221 218 215 212 203 193 184 174 170 160 148 132

TAS 244 249 265 260 265 270 277 282 287 292 298 295 291 287 284 282 276 265 247

IAS 237 235 233 231 228 227 225 222 219 216 213 204 195 186 178 173 163 153 142

TAS 245 250 255 261 266 272 278 283 288 294 300 297 294 290 289 287 282 274 266

108

NORMAL CRUISE POWER 1700 RPM ISA +30oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 50 47 43 39 36 32 28 24 20 16 12 8 4 0 -5 -7 -11 -

OAT

o

C 45 41 37 33 29 25 21 17 13 9 5 1 -3 -7 -10 -12 -16 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2216 2082 1955 1829 1712 1535 1393 1266 1151 1093 970 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 491 982 476 951 462 925 450 900 438 876 428 855 419 838 395 791 371 742 347 694 326 652 299 598 275 551 254 508 234 468 224 448 203 407 -

12,000 LBS

IAS 235 233 230 228 225 223 219 211 203 195 187 176 166 155 142 135 112 -

TAS 247 252 256 262 267 272 276 274 273 271 270 263 257 250 239 232 200 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 236 234 231 229 226 224 221 212 205 197 189 179 169 159 149 143 128 -

TAS 248 253 257 263 268 274 278 276 275 274 273 267 262 256 249 244 227 -

IAS 237 234 232 230 228 225 222 213 206 199 191 181 172 162 153 148 136 -

TAS 249 253 258 264 270 275 279 277 277 276 275 270 266 261 255 252 241 -

109

NORMAL CRUISE POWER 1700 RPM ISA +37oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 58 54 50 46 43 39 35 31 27 23 19 15 10 6 1 -1 -

OAT

o

C 52 48 44 40 36 32 28 24 20 16 12 8 4 0 -3 -5 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2166 2077 1978 1872 1755 1631 1521 1361 1212 1064 916 837 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 494 988 479 958 466 932 453 906 442 884 431 862 394 787 371 742 348 695 325 650 302 605 278 555 254 507 229 459 206 412 194 388 -

12,000 LBS

IAS 234 232 229 226 223 215 208 201 194 185 177 166 153 137 113 -

TAS 248 253 259 263 267 266 265 265 264 262 259 252 241 225 195 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 235 232 230 228 224 216 209 203 195 187 179 169 157 144 125 113 -

TAS 249 254 260 265 268 267 267 267 266 265 262 256 248 235 215 197 -

IAS 236 233 231 229 225 217 211 204 197 189 182 171 161 148 133 123 -

TAS 250 255 261 266 269 268 269 269 268 267 265 260 253 242 227 214 -

110

NORMAL CRUISE POWER 1800 RPM ISA -30oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C -10 -14 -18 -22 -25 -29 -33 -39 -40 -44 -

OAT

o

C -15 -19 -23 -27 -31 -35 -39 -43 -47 -51 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 473 947 460 920 447 894 435 869 422 844 411 822 403 806 396 791 388 777 381 763 -

12,000 LBS

IAS 251 249 246 244 242 240 238 235 233 231 -

TAS 237 242 246 251 256 261 267 272 277 283 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 252 250 247 245 243 241 239 236 234 232 -

TAS 238 243 247 252 257 262 268 273 278 284 -

IAS 253 250 248 246 244 242 240 237 235 233 -

TAS 239 243 248 253 258 263 269 274 280 285 -

111

NORMAL CRUISE POWER 1800 RPM ISA -20oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. 3. OBSERVE MMo LIMITATION WHERE APPLICABLE. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 0 -4 -8 -11 -15 -19 -23 -26 -30 -34 -37 -41 -45 -

OAT

o

C -5 -9 -13 -17 -21 -25 -29 -33 -37 -41 -45 -49 -53 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 478 957 464 928 452 904 440 879 428 857 418 836 409 818 402 803 394 789 387 773 380 760 375 749 370 741 -

AIRSPEED - KNOTS 12,000 LBS 11,000 LBS 10,000 LBS

IAS 249 246 244 242 240 238 236 233 231 228 226 223 220 -

TAS 240 244 249 254 259 265 270 275 281 286 292 297 303 -

IAS 250 247 245 243 241 239 236 234 232 230 227 224 222 -

TAS 241 245 250 255 260 266 271 276 282 288 293 299 305 -

IAS 250 248 246 243 241 240 237 235 233 231 228 225 223 -

TAS 241 246 251 255 260 267 272 277 283 289 295 300 307 -

112

NORMAL CRUISE POWER 1800 RPM ISA -10oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. 3. OBSERVE MMo LIMITATION WHERE APPLICABLE. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 10 6 2 -1 -5 -9 -12 -16 -20 -23 -27 -31 -34 -38 -42 -44 -

OAT

o

C 5 1 -3 -7 -11 -15 -19 -23 -27 -31 -35 -39 -43 -47 50 -52 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2074 2008 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 482 965 469 938 457 914 446 891 434 869 424 848 415 830 407 813 399 797 391 781 384 769 379 758 376 751 372 744 352 703 341 681 -

AIRSPEED - KNOTS 12,000 LBS 11,000 LBS 10,000 LBS

IAS 247 245 242 240 237 236 233 231 229 226 223 221 218 215 206 202 -

TAS 242 247 251 256 261 268 273 278 284 289 295 301 308 314 311 311 -

IAS 248 246 243 241 238 237 234 232 230 227 224 222 220 217 208 204 -

TAS 243 248 252 257 262 269 274 279 285 291 296 303 310 316 314 314 -

IAS 249 246 244 242 239 238 235 232 230 228 226 223 220 218 210 206 -

TAS 244 248 253 258 263 270 275 280 286 292 298 304 311 318 317 317 -

113

NORMAL CRUISE POWER 1800 RPM ISA NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. 3. OBSERVE MMo LIMITATION WHERE APPLICABLE. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 20 16 13 9 5 1 -2 -6 -10 -13 -17 -21 -24 -28 -32 -34 -38 -42 -47

OAT

o

C 15 11 7 3 -1 -5 -9 -13 -17 -21 -25 -29 -33 -37 -40 -42 -46 -50 -54

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2200 2089 1962 1896 1747 1573 1400

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 489 977 474 949 461 922 449 898 438 877 428 856 419 838 411 822 404 807 395 790 388 777 384 768 381 761 362 723 340 681 330 659 305 610 278 555 249 499

AIRSPEED - KNOTS 12,000 LBS 11,000 LBS 10,000 LBS

IAS 245 242 240 238 236 233 231 229 227 223 221 218 215 207 199 194 185 174 161

TAS 245 249 254 259 265 270 276 281 287 292 298 304 310 310 308 307 303 296 285

IAS 245 243 241 239 237 234 232 229 227 225 222 220 216 210 201 197 188 177 165

TAS 245 250 255 260 266 271 277 282 288 294 299 306 312 313 312 311 307 301 292

IAS 246 244 242 240 238 235 233 230 228 226 223 221 218 211 203 199 190 180 169

TAS 246 251 256 261 267 272 278 283 289 295 301 308 314 315 314 314 311 306 298

114

NORMAL CRUISE POWER 1800 RPM ISA +10oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 30 27 23 19 15 12 8 4 0 -3 -7 -10 -15 -19 -23 -25 -29 -33 -38

OAT

o

C 25 21 17 13 9 5 1 -3 -7 -11 -15 -19 -23 -27 -30 -32 -36 -40 -44

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2230 2095 1940 1803 1688 1631 1495 1340 1190

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 494 987 479 959 466 932 454 908 443 885 431 862 423 846 415 830 407 813 399 799 393 785 375 750 349 698 326 651 305 610 295 591 273 546 248 496 223 446

12,000 LBS

IAS 243 240 238 236 233 232 229 226 225 221 219 211 201 193 184 180 171 159 145

TAS 247 251 256 262 267 273 278 283 290 295 301 301 297 295 293 292 287 278 264

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 244 241 239 237 235 232 230 228 226 223 220 212 204 195 187 183 174 162 151

TAS 248 252 257 263 269 274 279 285 292 297 303 303 300 299 297 296 292 284 274

IAS 244 242 240 238 236 233 231 228 227 224 221 214 205 197 189 186 176 166 155

TAS 248 253 258 264 270 275 280 286 293 299 304 305 302 301 300 300 296 290 282

115

NORMAL CRUISE POWER 1800 RPM ISA +20oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 40 37 33 29 25 22 18 14 11 7 3 -1 -5 -9 -14 -16 -20 -25 -

OAT

o

C 35 31 27 23 19 15 11 7 3 -1 -5 -9 -13 -17 -20 -22 -26 -30 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2230 2230 2230 2147 2032 1916 1758 1611 1476 1367 1314 1189 1046 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 501 1001 485 971 471 942 458 916 447 893 435 871 427 854 418 836 411 822 381 763 359 718 333 665 309 617 285 570 266 531 256 512 235 470 212 423 -

12,000 LBS

IAS 242 238 236 234 233 230 227 225 219 211 204 194 185 175 166 161 149 132 -

TAS 250 253 258 265 271 276 281 287 288 288 288 284 280 275 270 269 258 238 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 243 239 237 236 234 231 229 226 220 213 206 197 187 179 169 165 154 140 -

TAS 251 254 259 267 272 277 283 288 290 290 291 287 283 279 275 274 267 253 -

IAS 243 240 238 237 235 232 230 227 221 214 207 198 189 181 172 168 158 146 -

TAS 251 255 260 258 273 278 284 290 291 292 292 289 286 283 280 279 273 263 -

116

NORMAL CRUISE POWER 1800 RPM ISA +30oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 50 47 43 39 36 32 28 24 20 16 12 8 4 0 -5 -7 -11 -

OAT

o

C 45 41 37 33 29 25 21 17 13 9 5 1 -3 -7 -10 -12 -16 -

TORQUE PER ENGINE FT-LBS 2230 2230 2230 2230 2230 2203 2088 1972 1853 1732 1617 1453 1316 1192 1079 1021 902 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 507 1013 490 981 477 954 464 928 453 905 441 882 417 833 392 785 368 736 345 690 323 645 296 592 273 546 251 501 231 462 221 442 201 402 -

12,000 LBS

IAS 240 237 235 233 231 228 220 212 205 197 188 177 166 155 142 135 -

TAS 252 256 262 268 273 278 277 276 276 274 271 265 257 249 239 231 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 241 239 237 234 231 229 221 214 207 198 191 180 170 159 148 142 127 -

TAS 253 258 264 269 274 279 278 278 278 276 274 269 263 256 248 243 227 -

IAS 241 239 237 235 232 230 222 215 208 200 193 182 172 163 153 147 134 -

TAS 253 258 265 270 275 281 280 280 279 278 277 272 266 262 255 251 239 -

117

NORMAL CRUISE POWER 1800 RPM ISA +37oC NOTE: 1. IOAT, TORQUE AND FUEL FLOW BASED ON 11,000 POUNDS GROSS WEIGHT. 2. DURING OPERATION WITH ICE VANES EXTENDED, TRUE AIRSPEED WILL BE REDUCED IFORIGINAL TORQUE IS NOT OR CANNOT BE RESET, BUT WILL BE UNCHANGED IF ORIGINAL TORQUE IS RESET. PRESSURE ALTITUDE

FEET 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 20,000 22,000 24,000 26,000 28,000 29,000 31,000 33,000 35,000

IOAT

o

C 58 54 50 46 43 39 35 31 27 23 19 15 10 6 1 -

OAT

o

C 52 48 44 40 36 32 28 24 20 16 12 8 4 0 -3 -

TORQUE PER ENGINE FT-LBS 2230 2230 2185 2114 2036 1951 1857 1761 1653 1539 1430 1280 1136 995 849 -

FUEL TOTAL FLOW FUEL PER FLOW ENGINE LBS/HR LBS/HR 510 1019 494 989 477 953 455 911 435 871 412 824 390 779 368 735 344 689 322 643 300 601 275 549 250 501 227 455 203 406 -

12,000 LBS

IAS 238 236 232 227 221 216 209 202 194 186 178 166 152 137 -

TAS 253 258 262 264 265 267 266 267 265 263 260 251 240 225 -

AIRSPEED - KNOTS 11,000 LBS 10,000 LBS

IAS 239 237 233 228 222 217 210 204 196 189 181 169 157 144 126 -

TAS 254 259 263 265 266 268 268 269 268 266 264 256 247 235 215 -

IAS 240 238 234 229 224 217 211 205 198 190 183 172 160 148 133 -

TAS 255 260 264 266 268 269 269 271 270 268 267 260 252 242 226 -

118

BALANCED FIELD LENGTH TABLE (FLAPS UP)(ZERO WIND) NOTE: FOR OPERATION WITH ICE VANES EXTENDED, ADD 10oC TO THE ACTUAL OAT BEFORE ENTERING TABLE WGT SEA LEVEL 2000 PA 4000 PA LBS TORQUE = 2230 12500 1550 2850 2900 1650 3075 3150 1800 3275 3550 11500 1450 2700 2500 1550 2925 2750 1700 3125 3150 ISA -30 oC 10500 1350 2575 2050 1450 2700 2400 1600 2900 2800 9000 1300 2400 1600 1400 2525 1850 1550 2725 2250 TORQUE = 2230 TORQUE = 2230 TORQUE = 2230 12500 1625 3000 3100 1750 3175 3350 1900 3425 3850 11500 1525 2850 2700 1650 3025 2950 1800 3275 3450 ISA -20 oC 10500 1425 2725 2250 1550 2800 2600 1700 3025 3100 9000 1375 2550 1800 1500 2625 2050 1650 2850 2550 TORQUE = 2230 TORQUE = 2230 TORQUE = 2230 12500 1700 3150 3300 1850 3300 3650 2000 3575 4150 11500 1600 3000 2900 1750 3150 3250 1900 3425 3750 ISA o -10 C 10500 1500 2875 2550 1650 2925 2900 1800 3175 3400 9000 1450 2700 2000 1600 2750 2350 1750 2975 2850 TORQUE = 2230 TORQUE = 2230 TORQUE = 2190 12500 1800 3275 3500 1950 3500 3900 2150 3750 4450 11500 1700 3125 3100 1850 3350 3500 2050 3600 4050 ISA 10500 1600 3000 2750 1750 3125 3150 1950 3350 3700 9000 1550 2825 2200 1700 2950 2600 1900 3125 3150 TORQUE = 2230 TORQUE = 2190 TORQUE = 2090 12500 1850 3350 3700 2050 3650 4200 2300 3950 5050 11500 1750 3200 3300 1950 3500 3800 2200 3800 4650 ISA o +10 C 10500 1650 3075 2950 1850 3275 3450 2100 3550 4300 9000 1600 2900 2400 1800 3100 2900 2050 3325 3750 TORQUE = 2080 TORQUE = 2015 TORQUE = 1970 12500 2000 3500 4000 2200 3850 4700 2500 4175 5950 11500 1900 3325 3600 2100 3700 4300 2400 4025 5550 ISA +20 oC 10500 1800 3200 3250 2000 3475 3950 2300 3775 5200 9000 1750 3025 2700 1950 3300 3400 2250 3550 4650 TORQUE = 1900 TORQUE = 1870 TORQUE = 1830 12500 2200 3775 4900 2400 4075 5700 2700 4450 7150 11500 2100 3600 4500 2300 3925 5300 2600 4300 6750 ISA o +30 C 10500 2000 3475 4050 2200 3700 4950 2500 4050 6400 9000 1950 3300 3600 2150 3525 4400 2450 3825 5850 Column 1: Normal Take-Off Distance ~ FT Column 2: Accelerate – Stop Distance ~ FT Column 3: Accelerate – Go Distance ~ FT

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BALANCED FIELD LENGTH TABLE (FLAPS APPROACH)(ZERO WIND) NOTE: FOR OPERATION WITH ICE VANES EXTENDED, ADD 10oC TO THE ACTUAL OAT BEFORE ENTERING TABLE WGT SEA LEVEL 2000 PA 4000 PA LBS TORQUE = 2230 12500 1950 3000 3300 2100 3250 3700 2325 3450 4150 11500 1550 2400 2500 1700 2650 2700 1925 2950 3100 ISA -30 oC 10500 1350 2300 2200 1500 2550 2500 1725 2800 2500 9000 1100 2200 1800 1250 2450 1850 1475 2600 2000 TORQUE = 2230 TORQUE = 2230 TORQUE = 2230 12500 2050 3150 3600 2250 3400 4000 2475 3600 4550 11500 1650 2550 2800 1800 2675 3000 2075 2800 3300 ISA -20 oC 10500 1450 2450 2400 1600 2575 2500 1875 2700 2700 9000 1200 2350 1900 1350 2500 1900 1625 2650 2050 TORQUE = 2230 TORQUE = 2230 TORQUE = 2230 12500 2175 3300 3900 2375 3600 4300 2600 3750 4950 11500 1725 2700 2950 1975 2875 3100 2175 3050 3600 ISA o -10 C 10500 1600 2600 2450 1775 2775 2800 2000 2900 2900 9000 1350 2500 1950 1525 2700 2000 1750 2850 2100 TORQUE = 2230 TORQUE = 2230 TORQUE = 2190 12500 2300 3500 4100 2525 3750 4700 2775 4000 5350 11500 1750 2900 3150 2125 3075 3500 2350 3200 3900 ISA 10500 1700 2800 2800 1925 2875 2900 2175 2950 3100 9000 1450 2700 2000 1675 2800 2200 1925 2900 2300 TORQUE = 2230 TORQUE = 2190 TORQUE = 2090 12500 2425 3700 4400 2700 4000 5000 3025 4250 6000 11500 1900 3100 3200 2300 3250 3600 2600 3400 4300 ISA o +10 C 10500 1700 3000 2850 2100 3100 2950 2350 3200 3500 9000 1400 2900 2050 1850 3000 2250 2175 3150 2400 TORQUE = 2080 TORQUE = 2015 TORQUE = 1970 12500 2600 3900 4900 2950 4200 5800 3350* 4600 7400 11500 2050 3300 3800 2550 3450 4200 2925 3600 5100 ISA +20 oC 10500 1850 3200 2900 2350 3300 3300 2675 3400 4000 9000 1500 3100 2100 2100 3200 2350 2500 3300 2600 TORQUE = 1900 TORQUE = 1870 TORQUE = 1830 12500 3000 4100 6100 3300* 4500 7500 3775* 4800 9500 11500 2350 3500 4300 2600 3700 5000 2900 3800 6100 ISA o +30 C 10500 2100 3400 3500 2300 3500 4000 2600 3600 4700 9000 1700 3300 2400 1900 3400 2600 2100 3500 3000 Column 1: Normal Take-Off Distance ~ FT WEIGHT ~ LBS VR ~ KIAS V2 ~ KIAS Column 2: Accelerate – Stop Distance ~ FT 12500 96 105 Column 3: Accelerate – Go Distance ~ FT 12000 92 101 Data marked with an asterisk indicates flaps up recommended 11700 90 99 11550 88 98 11000 87 98 10000 87 98 9000 87 98

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