KA B200 - B200GT - 250 PL21 Pilot Training Manual

KING AIR B200/B200GT/250
WITH PRO LINE 21

PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
“The best safety device in any aircraft is a well-trained crew.”™ KING AIR B200/ Revision 0.3
B200GT/250
WITH PRO LINE 21 FlightSafety International, Inc.
PILOT TRAINING Marine Air Terminal, LaGuardia Airport
MANUAL Flushing, New York 11371
Revision 0.3 (718) 565-4100
www.flightsafety.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals.
It is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our training
program.

Courses for the King Air B200/B200GT/250 with Pro Line 21™ are taught at:
FlightSafety International
Hawker Beechcraft Learning Center
9720 E. Central Avenue
Wichita, KS 67206
(316) 612-5300
(800) 488-3747
Fax (316) 612-5399
Copyright © 2014 by FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
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Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Original.................. 0 ........ September 2008 Revision............... 0.2 ......... December 2012

Revision............... 0.1 ....... September 2011 Revision............... 0.3 .................. May 2014
Dates of issue for original and changed pages are:

NOTE:
For printing purposes, revision numbers in footers occur at the
bottom of every page that has changed in any way (grammatical or
typographical revisions, reflow of pages, and other changes that do
not necessarily affect the meaning of the manual).
*Zero in this column indicates an original page.
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CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 16A WIDE AREA AUGMENTATION SYSTEM (WAAS)
Chapter 17 OXYGEN SYSTEM
Chapter 18 WATER AND WASTE
Chapter 19 MANEUVERS AND PROCEDURES
Chapter 20 WEIGHT AND BALANCE
Chapter 21 FLIGHT PLANNING AND PERFORMANCE
Chapter 22 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A TERMINOLOGY
APPENDIX B ANSWERS TO QUESTIONS
ANNUNCIATOR PANEL
1 AIRCRAFT GENERAL
KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
AIRCRAFT SYSTEMS........................................................................................................... 1-2
Electrical Power System................................................................................................... 1-2
Lighting............................................................................................................................ 1-2
Master Warning System................................................................................................... 1-3
Fuel System...................................................................................................................... 1-3
Powerplant........................................................................................................................ 1-3
Fire Detection and Protection........................................................................................... 1-4
Bleed-Air System............................................................................................................. 1-5
Ice and Rain Protection.................................................................................................... 1-5
Air Conditioning and Heating.......................................................................................... 1-6
Pressurization................................................................................................................... 1-6
Landing Gear and Brakes................................................................................................. 1-7
Flight Controls.................................................................................................................. 1-8
Oxygen System................................................................................................................ 1-9
AIRCRAFT STRUCTURES................................................................................................... 1-9
Fuselage.......................................................................................................................... 1-12
Doors.............................................................................................................................. 1-15
Emergency Exit.............................................................................................................. 1-17
Cabin Windows.............................................................................................................. 1-18
Control Locks................................................................................................................. 1-18
Revision 0.3 FOR TRAINING PURPOSES ONLY 1-i

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 External Power Socket................................................................................................. 1-2

1-2 Overhead Light Control Panel..................................................................................... 1-2
1-3 Fuel Control Panel....................................................................................................... 1-4
1-4 Bleed-Air Valves Control............................................................................................ 1-5
1-5 Ice Protection Switches—Pilot Right Subpanel.......................................................... 1-5
1-6 Windshield Wipers Control Switch............................................................................. 1-6
1-7 Parking Brake Handle.................................................................................................. 1-7
1-8 Flight Control Surfaces............................................................................................... 1-8
1-10 Flap Control Lever....................................................................................................... 1-9
1-9 Trim Tab Controls and Indications.............................................................................. 1-9
1-11 Cockpit Oxygen Handles............................................................................................. 1-9
1-12 King Air B200/B200GT Aircraft Dimensions........................................................... 1-10
1-13 King Air 250/250C Aircraft Dimensions................................................................... 1-11
1-14 Fuselage Stations and Compartments........................................................................ 1-12
1-15 Cockpit Layout (Prior to BB-1988)........................................................................... 1-13
1-16 Cockpit Layout (BB-1988 and Subsequent, and BY-1 and Subsequent)................... 1-14
1-17 Cabin Door................................................................................................................ 1-15
1-18 Door Handles............................................................................................................. 1-15
1-19 Placard and Inspection Port....................................................................................... 1-16
1-20 Latch Bolt.................................................................................................................. 1-16
1-21 Cargo and Airstair Doors........................................................................................... 1-17
1-22 Emergency Exit Release Handles.............................................................................. 1-17
1-23 Control Locks............................................................................................................ 1-18
Revision 0.3 FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
TABLES
Table Title Page
1-1 Cabin Altitudes..............................................................................................................1-6
1-iv FOR TRAINING PURPOSES ONLY Revision 0.3

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems for the
King Air B200/B200GT aircraft. This information is intended as an instructional aid only; it
does not superseded, nor is meant to substitute for, any of the manufacturer’s systems or operat-
ing manuals. All subsequent changes in aircraft appearance or system operation will be covered
during academic training and subsequent revisions to this manual.
GENERAL
The aircraft is an all metal aircraft with a fully flight as a Normal Category Aircraft. By carrying
cantilevered, low-wing design. The aircraft required operational equipment the aircraft can
has two Pratt and Whitney turboprop engines be used during visual flight rules and instrument
enclosed by nacelles located on each wing with flight rules and in known icing conditions.
a T-tail empennage. The aircraft is certificated for
Revision 0.3 FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
AIRCRAFT SYSTEMS
ELECTRICAL POWER SYSTEM
The electrical system is a 28 VDC system,
which receives power from a 24 volt, 42 amp/
hour lead acid gel cell battery and two 250 amp
starter-generators.
External Power
An external power socket (receptacle) is on the
underside of the right wing, outboard of the
engine nacelle (Figure 1-1). The aircraft accepts
28 volts DC power from a ground power unit
([GPU] if the polarity is correct and if the GPU PRIOR TO BB-1988
voltage is below 32 volts or above 24 volts).
Figure 1-1. External Power Socket

BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT
LIGHTING Figure 1-2. Overhead Light Control Panel
Interior
An overhead light control panel controls all cock-
pit and instrument lights (Figure 1-2).
1-2 FOR TRAINING PURPOSES ONLY Revision 0.3

1 AIRCRAFT GENERAL
Exterior Lights The auxiliary fuel system has a tank in the wing
inboard of the engine nacelle. The tank is filled
The control switches for exterior lights are on the separately through an overwing filler and has an
pilots right subpanel. The exterior lights are in the automatic fuel transfer system that supplies fuel
following locations: to the main system. When the auxiliary tanks
• Two landing and one taxi light are on the contain fuel that fuel is used first, which is then
nose gear strut. transferred automatically into the nacelle tank.
• Navigation lights are on each wing tip and A crossfeed system is available for single engine
the tailcone. operation.
• Recognition lights are on the forward side
of each wing Each engine drives a high-pressure fuel pump and
a low-pressure boost pump. An electrical low-
• Tail floodlights are on the underside of the pressure standby boost pump is in the bottom of
horizontal stabilizer. each nacelle tank. The standby boost pump:
• Beacon lights are on top of the vertical sta- • Serves as a backup for the engine-driven
bilizer and the underside of the fuselage fuel boost pump.
• Wing ice lights are on the outside of each • Pumps aviation gasoline when flying above
nacelle 20,000 feet.
• Airstair floodlight is under the left wing • Pumps fuel during crossfeed operation.
and is operated by the airstair door
If the electric standby boost pump fails, crossfeed
MASTER WARNING SYSTEM is impossible from that side. If aviation gasoline
is used, there is a limitation of 150 hours of
The annunciator system consists of a red warning operation of AVGAS use per engine before
annunciator panel in the center of the glareshield, overhauls must be observed. The system has
and a amber caution/green advisory annunciator two firewall shutoff valves, each controlled by a
panel on the center subpanel. red guarded FIREWALL SHUTOFF VALVE–
OPEN–CLOSED switch on the fuel control panel
Two red MASTER WARNING FLASHERS in the (Figure 1-3). The switch is guarded to the OPEN
glareshield (in front of each pilot) are part of the position.
system, as are two amber MASTER CAUTION
flashers and a PRESS TO TEST button immediately Fuel quantity is measured by a capacitance sys-
to the right of the warning annunciator panel. tem, which displays fuel quantity in pounds on the
left and right fuel gauges (Figure 1-3). A FUEL
The annunciators are of the word-readout type. QUANTITY switch between the gauges allows
Whenever a condition monitored by the annun- monitoring of MAIN or AUXILIARY fuel levels.
ciator system occurs, a signal is generated and the
appropriate annunciator illuminates.
POWERPLANT
FUEL SYSTEM The aircraft is powered by two Pratt and Whitney
turbopropeller PT6A engines, each rated at 850
The aircraft fuel system has two separate tank shaft horsepower (SHP).
systems, connected by a common crossfeed line.
Each tank system is divided into a main system Each engine has a three-stage, axial-flow, single-
and an auxiliary system. Each main system has stage centrifugal flow compressor (rpm indicated
a nacelle tank, two wing leading-edge tanks, two as N1), which is driven by a single-stage reaction
box section bladder tanks, and an integral wing turbine. The power turbine is a two-stage reaction
tank, all of which gravity feed into the nacelle turbine counter rotating with the compressor
tanks. The tank filler is on top of the wing near turbine.
the wingtip.

1 AIRCRAFT GENERAL
Figure 1-3. Fuel Control Panel
An accessory gearbox (AGB) at the rear of the FIRE DETECTION AND

engine drives the: PROTECTION
• Fuel pumps
The fire detection system has a temperature
• Fuel control sensing cable for each engine. Each system has
• Oil pump red warning annunciators and a test function.
• Refrigerant compressor (right engine) The optional engine fire extinguisher system
adds an extinguisher cylinder within each engine
• Starter-generator nacelle. The system, when installed, includes
• N1 tachometer transmitter glareshield control switches and additional
positions on the TEST switch (one for each
Pneumatic fuel control schedules fuel flow. extinguisher cartridge).
Propeller speed remains constant within the
governing range for any given propeller control The aircraft has two portable fire extinguish-
lever position. ers for cabin fire protection. One extinguisher is
under the copilot seat, and the other is near the
The engines provide electrical power bleed air for entrance door.
heating/cooling and pressurization.
Engine parameters are displayed at the top of the BLEED-AIR SYSTEM

multifunction display (MFD) as the engine indi- Each engine compressor supplies bleed air for
cating system (EIS). the environmental and pneumatic systems. The
bleed air used for pressurization is routed from
the engine to a flow control unit, and then into

1 AIRCRAFT GENERAL
the pressure vessel. This same air is conditioned ICE AND RAIN PROTECTION
for environmental use. The bleed air used for the
pneumatic system is routed through a shutoff Ice Protection
valve to a regulator. The pneumatic air is used for:
Ice protection is accomplished pneumatically and
• Surface deice electrically (Figure 1-5). Pneumatic ice protec-
• Rudder boost tion uses engine bleed air for surface deicing of
wing and horizontal stabilizer leading edges, and
• Door seal if installed, for hot brakes. Electrical heating ele-
• Bleed-air warning system ments are used for:
• Flight hourmeter • Windshield heating
• Brake deice (if installed) • Fuel vent heat
• Landing gear hydraulic reservoir • Propeller deicing
• Pitot mast heat
The bleed-air systems are controlled through the
INSTR/PNEU & ENVIR BLEED AIR VALVES • Stall warning vane heat
OPEN switches on the copilot left subpanel
(Figure 1-4).
PRIOR TO BB-1988
Figure 1-5. I ce Protection Switches—

Pilot Right Subpanel
The engine uses two types of anti-ice protection.

The air inlet is protected by engine exhaust gases
directed toward the air inlet lip. The engine is
BB-1988 AND SUBSEQUENT protected by ice vanes, when activated by switches
AND BY-1 AND SUBSEQUENT on the pilot left subpanel, move into the airstream,
Figure 1-4. Bleed-Air Valves Control deflect the entering airflow, and introduce a turn
in the airstream.
A venturi vacuum is used for the pressurization The accelerated moisture particles enter the
controller operation and deice boots. One engine discharge port instead of the engine. A second
can supply sufficient bleed air for all associated electric actuator is a backup to the normal system.
systems.
The green L or R ENG ANTI-ICE annunciators
illuminate to indicate normal operation of ice
vanes. The amber L or R ENG ICE FAIL annunci-
ators illuminate to indicate possible malfunction.
An optional brake deice system allows hot bleed

1 AIRCRAFT GENERAL
air flow to the brakes. If installed, operation is Electric Heat

controlled by a switch on the pilots right subpanel
(see Figure 1-5) and indicated by a green BRAKE An electric heating system is available for ground
DEICE ON annunciator. operation only. A GPU must be used before engine
start or generator power must be used after engine
start in order to use the electric heat system.
Rain Protection
The aircraft has dual, two-speed, electric wind- The electric heat system is for ground operation
shield wipers, controlled by a switch on the only and is used in conjunction with either manual
overhead light control panel (Figure 1-6). The heat or automatic temperature control. A green
PARK position on the control switch sets the wip- annunciator illuminates when power is supplied
ers to the inboard position. to the unit. Both the vent blower and aft blower
must be operating when using the electric heater.
On aircraft models BB-1978, BB-1988 and subse-

quent, and models BY-1 and subsequent, electric
heat is used by positioning the ECS switch to
ELECT HEAT. An amber annunciator illuminates
when power is supplied to the unit. The forward
blower defaults to high regardless of the cockpit
blower knob position.
PRESSURIZATION
The pressurization system provides normal
working pressure differential of 6.5 ± 0.1 psid
when flying at the following altitudes (Table 1-1).
Figure 1-6. Windshield Wipers Table 1-1. CABIN ALTITUDES

Control Switch FLIGHT ALTITUDE CABIN ALTITUDE
ALTITUDES ARE IN FEET
20,000 2,800
AIR CONDITIONING 30,000 8,600
AND HEATING 35,000 10,400
Cabin air conditioning is provided by a refrigerant
gas vapor cycle refrigeration system. The Engine bleed air from the compressor section
compressor is on the right engine accessory pad. supplies aircraft pressurization. Bleed air, which
The refrigerant is routed to the condenser coil, mixes with ambient air to form a suitable mixture,
receiver-dryer, expansion and bypass valves, and is controlled by the flow control unit and the
evaporator in the aircraft nose. BLEED AIR VALVES switches on the copilots
left subpanel (see Figure 1-4).
The compressor is deenergized any time the
ambient temperature is below 50°F and the right
engine speed is below 62% N1. Attempting to use
air conditioning when N1 is below the above val-
ues illuminates the green AIR COND N1 LOW
annunciator.

1 AIRCRAFT GENERAL
When the switches are positioned to ENVIR OFF Nosewheel Steering

or INST/PNEU & ENVIR OFF, the bleed-air
valve is closed. When positioned to OPEN, air The rudder pedals control nosewheel steering
is routed through a heat exchanger and a mixing when the gear is down. The nosewheel steering
plenum. The air is mixed with recirculated air, and rudder deflection each receive inputs from
routed to the outlet ducts, and introduced into the rudder pedal motion, but in varying proportions
cabin. depending on the wheel speed.
The outflow valve on the aft pressure bulkhead When the wheel brakes are applied during rudder
controls the pressurized air in the aircraft. The pedal deflection creates a greater steering effect.
pressure and rate of cabin pressure changes are During nose gear retraction, it is mechanically
controlled by vacuum-operated modulation of the self-centered and receives no further rudder pedal
outflow valve. A vacuum-operated safety valve steering force.
next to the outflow valve:
• Provides positive pressure relief if the out- Brake System
flow valve malfunctions. Dual hydraulic brakes are operated by pressing
• Allows depressurization when the either the pilot or copilot rudder pedals. Both sets
CABIN– PRESS–DUMP–TEST switch is of pedals operate the brakes. A parking brake
positioned to DUMP. (Figure 1-7) can be used to lock the pressure
within the brake lines. Repeatedly pressing the
• Maintains an unpressurized state while toe brakes locks in a greater parking brake force.
on the ground when the left landing gear To release the parking brake, press the toe brakes
safety switch is pressed. first, and then squeeze the parking brake buttons
• Prevents negative differential. and push in the lever.
LANDING GEAR AND BRAKES

The tricycle landing gear is operated by an
electrically-driven hydraulic pump. The gear
is controlled with a landing gear control switch
handle on the pilot subpanel. Three hydraulic
actuators provide motive power for gear
operation. Individual gear position lights provide
gear position indication and two red indicators in
the gear control handle. Additionally, a warning
horn sounds if all three gears are not down and
locked when flap position and/or power lever
settings are in the landing configuration. The
hydraulic wheel brake system is pressurized by
master cylinders actuated by the pilot or copilot
rudder pedals. Optional bleed-air deicing of the
brakes is provided for cold weather operation.
Nosewheel steering is mechanical, actuated by

the rudder pedals. Braking and differential thrust
can be used to supplement steering. Figure 1-7. Parking Brake Handle

1 AIRCRAFT GENERAL
FLIGHT CONTROLS Fowler type flaps increase the wing area and

change the camber line when increase as the
The aircraft uses conventional ailerons and lift coefficient flaps also provide additional
rudders (Figure 1-8). A T-tail horizontal stabilizer drag. Flaps are electrically driven. A pneumatic
and elevator are at the top of the vertical stabilizer. rudder boost system assists in directional control
Interconnected conventional control columns in if an engine fails. Rudder, elevator, and aileron
the cockpit control the ailerons and elevators. trims are adjustable with controls on the center
Interconnected rudder pedals allow pilot or pedestal. Elevator trim is manual or electrical. A
copilot operation of the rudder. Dual flaps are on position indicator is on each pedestal tab control
each wing. The flight controls are cable operated (Figure 1-9).
and require no power assistance.
LEGEND
ELEVATORS
RUDDER
FLAPS
AILERON
TRIM TABS
Figure 1-8. Flight Control Surfaces

1 AIRCRAFT GENERAL
Figure 1-11. Cockpit Oxygen Handles
When the handle is pushed in, no oxygen is

available anywhere in the aircraft. The handle is
to be pulled out prior to engine start to ensure
available oxygen when needed.
The primary oxygen system delivers oxygen to

the two crew masks, the first aid outlet in the toi-
Figure 1-9. Trim Tab Controls let area, and the passenger oxygen system shutoff
and Indications valve.
A lever on the control pedestal (Figure 1-10)

controls the two flaps on each wing. A wing flap AIRCRAFT
percentage indicator is on the pedestal next to the
cabin climb rate indicator.
STRUCTURES
The aircraft is 43 feet 9 inches, with standard
landing gear, from the nose to the aft point of
the horizontal stabilizer (Figure 1-12 and Figure
1-13). The King Air B200/B200GT have a
wingspan of 54 feet 6 inches, while the King Air
250 (with the BLR Winglets) have a wingspan of
57 feet 11 inches.
(Figure 1-12). The aircraft consists of:

• Fuselage
• Nose section
• Cockpit
Figure 1-10. Flap Control Lever • Cabin
• Foyer and aft cabin
OXYGEN SYSTEM • Aft fuselage
The aircraft has an autodeployment oxygen • Wings—Center section and two outboard
system for passengers and diluter-demand masks, assemblies
which are one-hand, quick-donning masks, for Empennage—Vertical stabilizer with high
the crew. Oxygen supply is controlled by the T-tail horizontal stabilizer
PULL ON-SYSTEM READY push-pull handle
on the left side of the pedestal (Figure 1-11).

1 AIRCRAFT GENERAL
43 FT. 10 IN. (1)

43 FT. 9 IN. (2)
14 FT. 10 IN. (1)

14 FT. 6 IN. (2)
17.25 IN. (1)

16.79 IN. (2) 14 FT. 11.5 IN. (1)
32.1 IN.
14' 11.4 IN. (2)
WING AREA: 303.0 SQUARE FEET CONFIGURATION:

(1) STANDARD LANDING GEAR
(2) HIGH FLOTATION LANDING GEAR
18 FT. 5 IN.
54 FT. 6 IN.
7 FT. 9 IN. DIAMETER
17 FT. 2 IN.
Figure 1-12. King Air B200/B200GT Aircraft Dimensions

1 AIRCRAFT GENERAL
43 FT. 10 IN. (1)

43 FT. 9 IN. (2)
14 FT. 10 IN. (1)

14 FT. 6 IN. (2)
14 FT. 11 IN.
CONFIGURATION:
(1) STANDARD LANDING GEAR
(2) HIGH FLOTATION LANDING GEAR
18 FT. 5 IN.
57 FT. 11 IN.
17 FT. 2 IN.
Figure 1-13. King Air 250/250C Aircraft Dimensions

1 AIRCRAFT GENERAL
FUSELAGE
The nose section is an unpressurized equipment
storage area, separated from the cockpit area by FS 30
the forward pressure bulkhead (Figure 1-14). The
cockpit is separated from the cabin by a sliding
door for privacy and to prevent light spilling
between compartments. Figure 1-15 illustrates
a typical instrument panel for aircraft prior FORWARD
to BB-1988. Figure 1-15 illustrates a typical FS 84 PRESSURE
BULKHEAD
instrument panel for BB-1988 and subsequent,
and BY-1 and subsequent.
COCKPIT
The aircraft can have various configurations
of passenger seats and couches. The seat back CREW: FS 129
of each occupied aft-facing seat must be in the
upright position and the headrest fully extended FS 152
for takeoff and landing. FS 163
ROW 1: FS 175
CAUTION
Before takeoff and landing, adjust the
headrest as required to support the ROW 2: FS 212 CABIN
head and neck when the passenger
leans against the seatback.
Couches, if installed, are not adjustable. The cabin ROW 3: FS 259

is separated from the foyer by another sliding
door to provide privacy for the toilet in the foyer. FS 279
When the toilet is not in use, seat cushions can be L1: FS 293 FOYER
converted to another passenger seat.
FS 305
The aft cabin can have one or two optional folding
seats. When not needed, the seats can be folded AFT CABIN
against the cabin sidewall, and baggage can be
AFT
stored in the entire aft cabin. Items stowed in this FS 348 PRESSURE
area are easily accessible in-flight. BULKHEAD
OCCUPANT CENTROID
CAUTION CREW FS 129
ROW 1 FS 175
Use webs to secure baggage and other
ROW 2 FS 212
objects to prevent shifting under turbu-
lent air conditions. ROW 3 FS 259
L1 FS 293
Figure 1-14. Fuselage Stations

and Compartments

1 AIRCRAFT GENERAL
Figure 1-15. Cockpit Layout (Prior to BB-1988)

1 AIRCRAFT GENERAL
Figure 1-16. Cockpit Layout (BB-1988 and Subsequent, and BY-1 and Subsequent)

1 AIRCRAFT GENERAL
DOORS CAUTION
Cabin Door Only one person at a time can be on the
door stairway.
The cabin door is on the left side of the fuselage in
the foyer. The cabin door is hinged at the bottom
and swings out and down when opened (Figure The plastic handrail is used when closing the door
1-17). from the inside. The door is closed against an
inflatable rubber seal around the opening. When
the weight of the aircraft is off the landing gear,
pneumatic air inflates the door seal through a
4-psi regulator.
The door-locking mechanism is operated by either

the outside or inside door handle, which rotates
simultaneously. A release button (Figure 1-18)
is next to each handle and must be pressed and
held in in order to rotate the handle. The handle
requires a two-hand operation, thereby ensuring a
deliberate action.
The release button has a pressure-sensing

diaphragm. If pressure differential occurs between
the inside and outside, the pressure on the release
button must be increased proportionally to prevent
inadvertently opening the door while pressurized.
Figure 1-17. Cabin Door
A hydraulic damper ensures a slow opening.

A stairway is on the inboard side for entry and
exit. Two steps fold flat against the door when it
is closed. When the door is fully extended, it is
supported by a plastic-encased cable, which also
serves as a handrail. A second handrail is along
the other side of the steps to support both sides
of the door.
Figure 1-18. Door Handles

1 AIRCRAFT GENERAL
Never attempt to check or unlock the door in flight.

If the red DOOR UNLOCKED annunciator is
illuminated, or if door security is uncertain, direct
all occupants to remain seated with seatbelts
secured, descend as necessary, and depressurize
the aircraft. After stopping the aircraft and
depressurizing the cabin, check the door security.
When closing the door from inside, pull up on the

handrail until the airstair door reaches the door
frame.
Rotate the door handle up as far as possible,

pulling inward on the door. The door should
seal; then rotate the handle down to lock the door Figure 1-20. Latch Bolt
(Figure 1-19).
Cargo Door
A large, swing-up cargo door, hinged at the top,
provides access for loading and unloading large
cargo. The airstair door is an integral part of the
cargo door and is to be closed and latched when
the cargo door is opened (Figure 1-21).
The cargo door latches can be operated only by

using the two handles inside the aircraft. The
handle in the upper part of the door controls the
rotating latches in the forward and aft sides. The
handle in the lower, forward part of the door
actuates four pin lug latches along the bottom of
Figure 1-19. Placard and Inspection Port
the door. Once the latches are retracted, initial
pressure must be exerted outward to start the
opening action. After the sequence begins, gas
To ensure positive locking, attempt to rotate the springs the door open the rest of the way. The
handle without pressing the release button and door is counterbalanced and stays open. The gas
verify that the handle does not move. springs resist the effort to close the door, and that
pressure must be overcome manually until the
A placard beneath the folded step below the door is almost closed.
door handle shows how to check the locks in the
inspection port windows near each corner of the When the door is almost closed, the gas spring
door (Figure 1-19). A green stripe on each of the overcenter mechanism redirects the spring pres-
four latch bolts aligns with its respective black sure toward the closed position, assisting the
pointer when the door is positively closed (Fig- latching cycle. The door closes against a rubber
ure 1-20). seal to maintain the pressure vessel integrity. The
seal inflates as cabin pressurized air seeps into
holes on the inside of the seal, allowing greater
sealing when there is a high pressure differential.

1 AIRCRAFT GENERAL
The window is released from the inside using

the pull down handle, or from the exterior (if it
is unlocked) using the flush-mounted, pull out
handle.
The window is a plug-type exit, which is removed

completely from the frame and taken into the
cabin. The exit is locked from the inside. The
exit can be opened from the inside even when it
is locked. The locking mechanism is activated by
pulling out a handle below the door release han-
dle (Figure 1-22).
CARGO AND AIRSTAIR DOORS CLOSED
CARGO DOOR OPEN

Figure 1-21. Cargo and Airstair Doors
Figure 1-22. Emergency Exit
Release Handles
EMERGENCY EXIT
The emergency exit window, placarded EXIT-
PULL is at the forward right side of the passenger
compartment (Figure 1-22).

1 AIRCRAFT GENERAL
CABIN WINDOWS The pins lock the primary flight controls and the
U-shaped clamp fits around the engine control
Each cabin window pane is a sheet of polyvinyl levers. A pin is inserted through the control
butyral between two transparent sheets of acrylic column to lock the ailerons and elevator. A second
plastic. Each window is stressed to withstand the pin is inserted through a hole in the floor, which
cabin pressure differential. Two dust panes are locks the rudder bellcrank.
inboard of the cabin window each composed of
polarized film. The inboard pane can be rotated to All locks must be installed and removed together
permit light regulation. to preclude taxiing or flying with the engine
control levers released but the flight controls
locked.
WARNING
Do not look directly at the sun, even WARNING
through polarized windows. Doing so
can cause eye damage. Remove the locks before starting the
engines.
CAUTION
CAUTION
When parking the aircraft in areas
exposed to intense sunlight, rotate the Remove the control locks before tow-
polarized windows to the clear posi- ing the aircraft. Towing the aircraft with
tion to prevent deterioration of the a tug while the rudder lock is installed
polarized material. The aircraft has suf- seriously damages the steering linkage.
ficient ultraviolet protection to prevent Do not tow the aircraft with a flat shock
upholstery fading. strut.
CONTROL LOCKS
The flight and engine controls are mechanically
locked by a U-shaped clamp and two pins within
the cockpit (Figure 1-23).
CONTROL LOCKS ON CONTROL LOCKS WITH RUDDER

Figure 1-23. Control Locks

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION................................................................................................................... 2-1
SYSTEMS
DC POWER SYSTEM............................................................................................................ 2-1
Description....................................................................................................................... 2-1
Components...................................................................................................................... 2-2
Controls and Indications................................................................................................... 2-9
Operation........................................................................................................................ 2-10
AC POWER SYSTEM........................................................................................................... 2-11
Description..................................................................................................................... 2-11
Controls and Indications................................................................................................. 2-11
Operation........................................................................................................................ 2-12
LIMITATIONS....................................................................................................................... 2-12
Generator Limits............................................................................................................ 2-12
Starters............................................................................................................................ 2-12
Circuit Breakers.............................................................................................................. 2-12
EMERGENCY/ABNORMAL............................................................................................... 2-12
QUESTIONS......................................................................................................................... 2-20
Revision .3 FOR TRAINING PURPOSES ONLY 2-i

ILLUSTRATIONS
Figure Title Page
2-1 Electrical Component Location................................................................................... 2-2

2-2 Hot Battery Bus........................................................................................................... 2-3
2 ELECTRICAL POWER
2-3 Volt-Loadmeters-Battery Ammeter............................................................................. 2-3
SYSTEMS
2-4 Electrical Distribution................................................................................................. 2-4
2-5 Circuit Breaker Panels—Pilot..................................................................................... 2-5
2-6 Circuit Breaker Panels—Copilot................................................................................. 2-6
2-7 Starter-Generator......................................................................................................... 2-7
2-8 Generator Control Circuit............................................................................................ 2-7
2-9 External Power Socket (Receptacle)............................................................................ 2-8
2-10 Electrical Control Switches......................................................................................... 2-9
2-11 Starter Switches........................................................................................................... 2-9
2-12 Avionics Power Distribution...................................................................................... 2-10
2-13 Loadmeters................................................................................................................ 2-10
2-14 Annunciators.............................................................................................................. 2-11
2-15 Inverter....................................................................................................................... 2-11
2-16 Copilot Left Subpanel................................................................................................ 2-11
Revision .3 FOR TRAINING PURPOSES ONLY 2-iii

TABLES
Table Title Page
2-1 Limitations—Ground Operations................................................................................2-12

2-2 Circuit Breakers...........................................................................................................2-13
2 ELECTRICAL POWER
SYSTEMS
2-iv FOR TRAINING PURPOSES ONLY Revision .3

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter describes the electrical power systems on the King Air B200/B200GT aircraft. The
aircraft has DC and AC power systems. The DC electrical power system has DC generation, dis-
tribution, storage, control, and monitoring components. The AC system consists of an inverter
used for four in-cabin power outlets.
DC POWER SYSTEM
DESCRIPTION
The DC power is supplied by a 24-volt battery are necessary for normal operation of the aircraft.
and by two 30-volt, regulated to 28.25 ± 0.25 However, the battery, if it is the only source of
volts, 250 amps starter-generators (Figure 2-1). power, does have a limited life.
Each component of the electrical power systems
is capable of supplying power to all systems that
Revision .3 FOR TRAINING PURPOSES ONLY 2-1

INVERTER
BATTERY
EXTERNAL POWER
CONNECTOR
2 ELECTRICAL POWER
SYSTEMS
STARTER–
GENERATOR
Figure 2-1. Electrical Component Location
COMPONENTS • Avionics (Batt, Gen off)

• RTU and COM1
Battery
• Engines
A single, 24-volt, 42 amp/hour sealed lead acid
gel cell battery is in the right wing center section • Instruments and Propellers
forward of the main spar. A hot battery bus is • Fire extinguishers (optional L/R)
provided for operation of essential equipment
when the battery and generators are not on (Figure • Fuel Firewall shutoff valves (L/R)
2-2). Power to the main bus from the battery is • Lights
routed via the battery relay, which is controlled
by the BATT ON–OFF switch. A BATT AMPS °° Entry lights
gauge provides a direct reading of the charge or
discharge rate of the battery (–60 to 60 amps) °° Baggage light
(Figure 2-3 and Figure 2-4). The charge rate must °° Threshold and under wing lights
be 0 to 10 amps for takeoff in order to have 30
minutes of battery power if both generators fail. °° External power light
The battery is connected to the hot battery bus, • Battery relay
which powers:
• Ground communications
• FWD blower (electric heat) (BB-1998 and
subsequent and BY-1 and subsequent)
2-2 FOR TRAINING PURPOSES ONLY Revision .3

BATT EXT PWR

RELAY RELAY
EXT PWR
RECEPTICAL
BATTERY
AMMETER BATT SW BATT SW
BATTERY
HOT BAT BUS
LEFT START
RELAY
2 ELECTRICAL POWER
MAIN BATTERY BUS
SYSTEMS
LEGEND
BATTERY
325 325
TO SYSTEMS ISOLATION BUS TO SYSTEMS
Figure 2-2. Hot Battery Bus
PRIOR TO BB-1988
BB-1988 AND SUBSEQUENT, BY-1 AND SUBSEQUENT

Figure 2-3. Volt-Loadmeters-Battery Ammeter

BAT. EXT. PWR.

RELAY RELAY
TO BATTERY EXT. PWR
AMMETER BATTERY RECEPTICAL
BAT. SW. BAT. SW.
2 ELECTRICAL POWER
HOT BAT BUS

SYSTEMS
LEFT LINE LEFT START RIGHT START

RELAY RIGHT LINE
CONTACTOR RELAY CONTACTOR
MAIN BATTERY BUS
LEFT GEN. RIGHT GEN.
SWITCH SWITCH
GENERATOR LEFT RIGHT GENERATOR

LEFT VOLT/ CONTROL STARTER/ STARTER/ CONTROL RIGHT VOLT/
LOADMETER UNIT GENERATOR GENERATOR UNIT LOADMETER
TO ANNUNCIATOR TO ANNUNCIATOR
325 325
ISOLATION BUS
60 60
50 NO. 1 DUAL-FED BUS 50
60 60
60 60
RIGHT GENERATOR BUS

LEFT GENERATOR BUS
15 10 AMP 5 ESIS BATTERY BUS

ESIS
BATTERY
60 60
40 AVIO. RELAY
30 AVIONICS BUS NO. 1
AVIO. RELAY
40
AVIONICS BUS NO. 2 30
AVIO. RELAY
40 30 AVIONICS BUS NO. 3
50 50
NO. 1 SUBPANEL BUS NO. 2 SUBPANEL BUS
Figure 2-4. Electrical Distribution

When the battery is on, power is fed to the main No. 1 and No. 2 dual-fed buses, and four are on
battery bus, which is connected through the start the fuel panel circuit breaker bus for the No. 3 and
relays to both starter-generators. The main battery No. 4 buses. Of those items with paired circuits,
bus feeds the isolation bus, and through two 325 the distribution is such that the left circuit is on
amps current limiters, connects the left and right the No. 1 or No. 3 dual-fed bus and the right is on
generator buses. the No. 2 or No. 4.
When the battery or generators are providing With a few exceptions, dual-fed buses No. 1 and
power, the isolation bus, left generator bus, and No. 2 run in alternating rows on the copilot CB
2 ELECTRICAL POWER
right generator bus function as one unit, as long panel (excluding the avionics section). Also with
as both current limiters are closed. a few exceptions, dual-fed buses No. 3 and No. 4
SYSTEMS
are on the pilot CB panel. Figure 2-5 shows the
The left and right generator buses both feed four pilot CB panel distribution. Figure 2-6 shows the
dual-fed subbuses (No. 1 through No. 4). Each copilot CB panel distribution.
dual-fed bus is fed from either side through a 60
amp current limiter, a 70 amp diode, and a 50 The DC electrical system is activated by turning
amp circuit breaker—only the circuit breakers the BATT switch ON, then after the engines are
accessible by the crew. stabilized, turning the generators on. Monitor the
generator loadmeters and all electrical indica-
The generator buses have eight 50-amp feeder tions throughout the flight.
breakers. Four are on the copilot side panel for the
Figure 2-5. Circuit Breaker Panels—Pilot

2 ELECTRICAL POWER
SYSTEMS
TAWS
PRIOR TO BB-1988, EXCEPT BB-1978, PRIOR TO BL-150
BB-1978, BB-1988 AND AFTER, BL-150 AND SUBSEQUENT, BY-1 AND AFTER
Figure 2-6. Circuit Breaker Panels—Copilot

Generators Starter power to each starter-generator is provided

from the main battery bus through a starter relay.
Two 30-volt, regulated to 28.25 ± 0.25 volts, During an engine start, the starter-generator drives
250-amps starter-generators connected in parallel the compressor section of the engine through the
provide normal DC power (Figure 2-7). Either accessory gearing.
generator can supply the entire electrical load.
The starter-generator, in start mode, can initially
NOTE draw 1,000 amps for 5 seconds, 500 amps for 2
Optional 300-amps starter-generators minutes, and then drop rapidly to about 300 amps
2 ELECTRICAL POWER
are available on some aircraft. as the engine reaches 20% N1. When the engine
reaches approximately 35%, it drives the starter.
SYSTEMS
After the CONDITION lever is set to HIGH IDLE
(approximately 70%), the generator can be
turned on.
Figure 2-8 shows that power to the bus system

from the generators is protected by generator
control units (GCU). The GCU operates a line
contactor relay to protect the generator if an out
of tolerance situation occurs.
These GCUs, maintain a constant voltage during

variations in engine speed and electrical load
requirements. The voltage regulating circuit
automatically connects or disconnects generator
output to the bus.
Figure 2-7. Starter-Generator
EXT PWR
BATT
RELAY LEGEND
RELAY
EXT PWR BATTERY
RECEPTICAL GROUND
BATTERY
BATTERY
HOT BAT BUS
LEFT LINE LEFT START RIGHT START RIGHT LINE
CONTACTOR RELAY RELAY CONTACTOR
MAIN BATTERY BUS
LEFT GEN RIGHT GEN

SW SW
LEFT STARTER- RIGHT STARTER-
GENERATOR GENERATOR
LEFT VOLT/ GENERATOR GENERATOR RIGHT VOLT/
LOADMETER CONTROL CONTROL LOADMETER
UNIT UNIT
325 325
ISOLATION BUS
LEFT GENERATOR BUS
RIGHT GENERATOR BUS
Figure 2-8. Generator Control Circuit

The load on each generator is indicated by CAUTION

the respective left and right volt-loadmeter on
the overhead panel which reads in percent of Never connect an external power
the generator maximum continuous capacity. source to the aircraft unless a battery
Normally, this value is 250 amps (Figure 2-8). indicating a charge of at least 20 volts
Therefore, a loadmeter reading of 0.5, or 50%, is is in the aircraft. If the battery voltage
equal to 125 amps of generator output. is less than 20 volts, the battery must
be recharged, or replaced with a battery
NOTE indicating at least 20 volts, before con-
2 ELECTRICAL POWER
The generators drop off the line if necting ground power.

underexcitation, overexcitation, over-
SYSTEMS
voltage, or undervoltage conditions Observe the following precautions when using a

exist or when the starter switch is ground power source:
selected to start.
• Use only a ground power source that is
External Power Socket negatively grounded.
(Receptacle) • Before connecting a GPU, turn off the
AVIONICS MASTER POWER switch and
For ground operation, an external power socket the generator switches, and turn the BATT
(receptacle) under the right wing outboard of switch on.
the nacelle, is provided for connecting a ground
power unit (GPU) (Figure 2-9).
CAUTION
Voltage is required to energize the avi-
onics master power relays to remove
the power from the avionics equip-
ment. Therefore, never apply ground
power to the aircraft without first
applying battery voltage. If the bat-
tery is removed from the aircraft or if
the BATT switch is placed in the OFF
position, turn each individual radio and
other avionics equipment off.
Figure 2-9. External Power

Socket (Receptacle) After the external power plug is con-
nected and power is applied, leave the
battery on during the entire ground
power operation to protect transis-
A relay in the external power circuit closes only if: torized equipment against transient
voltage spikes.
• Ground power source polarity is correct
• BATT SWITCH is on
• GPU voltage is not >32 volts or <24 volts
For starting, an external power source capable of
supplying up to 1,000 amps for 5 seconds, 500
amps for 2 minutes and 300 amps continuously.

CONTROLS AND INDICATIONS

Electrical control switches are on the pilot sub-
panel (Figure 2-10). The BATT switch and the
GEN 1 and GEN 2 switches are under the hinged
MASTER SWITCH flap, commonly referred
to as a gang bar. When the flap is pressed, the
BATT and the GEN 1 and GEN 2 switches are
switched to their OFF positions. Electrical indica-
2 ELECTRICAL POWER
tions are through the annunciator panel or meters
on the overhead panel.
SYSTEMS
BATT ON–OFF Switch Figure 2-11. Starter Switches
The BATT ON–OFF switch controls power from
the battery, through the battery relay, to the main The ON (up) position mechanically locks
bus (Figure 2-10). the switch; the switch must be pulled out
in order to reposition it.When held to the
STARTER ONLY (down) position, the associ-
GEN 1 and GEN 2 Switches ated engine motors, but ignition does not occur.
To activate either generator the respective When released, the spring-loaded switch moves
GEN 1 or GEN 2 control switch must be held to the OFF (center) position.
upward in the GEN RESET position for at least
1 second, and then released to the ON position AVIONICS MASTER POWER
(Figure 2-10).
Switch
IGNITION AND ENGINE START The AVIONICS MASTER POWER ON–OFF
switch is immediately above the MASTER
Switches SWITCH gang bar (Figure 2-10). The avion-
The start cycle is controlled by a three-position ics power relays are normally closed and supply
IGNITION AND ENGINE START ON– power to the buses. Note that the relays require
OFF–STARTER ONLY switch for each engine DC power to open and disconnect the avionics
(Figure 2-11). buses (Figure 2-12).
Figure 2-10. Electrical Control Switches

LEGEND Generator Loadmeters

BATTERY
The generator loadmeters indicate generator
GROUND amperage in percent of 250 amps per generator
(Figure 2-13). The associated meter button must
BATTERY AVIONICS AVIONICS
be pressed to indicate bus voltage.
SWITCH MASTER MASTER
POWER POWER
SWITCH
2 ELECTRICAL POWER
OFF NO. 1 DUAL-FED BUS

ON
OFF
SYSTEMS
ON
Figure 2-13. Loadmeters

NO. 1 AVIONICS
LEFT GEN BUS

L or R DC GEN Annunciator
Whenever a generator is off line, the respective
amber L or R DC GEN annunciator illuminates
NO. 3 AVIONICS (Figure 2-14).
EXT PWR Annunciator

An amber EXT PWR annunciator on the caution/
advisory annunciator panel alerts the flight crew
when a ground power plug is connected to the
aircraft (Figure 2-14).
An electronic circuit using the small pin of the

plug allows the hot battery bus to illuminate the
EXT PWR annunciator regardless of the battery
switch position and whether or not the GPU is on
or off.
NO. 2 AVIONICS RIGHT GEN BUS Illumination of the EXT PWR annunciator only
indicates the presence of a plug in the receptacle.
Figure 2-12. Avionics Power Distribution
BATT AMPS Gauge OPERATION

The BATT AMPS gauge provides a direct reading The DC electrical system is activated by turning
of the charge or discharge rate of the battery (–60 the BATT switch ON, then after each engine has
amps to +60 amps) (see Figure 2-3). The charge stabilized, turning on the respective generator.
rate must be 0 to +10 amps for takeoff in order to Monitor the generator loadmeters and all electri-
have 30 minutes of battery power if both genera- cal indicating lights throughout the flight.
tors fail.

2 ELECTRICAL POWER
SYSTEMS
Figure 2-14. Annunciators
AC POWER SYSTEM
DESCRIPTION
A single inverter in the center wing section
outboard of the right engine provides power to
four in-cabin AC outlets (Figure 2-15).
The inverter provides 115-volt, 60-Hz power

through a standard polarized three-prong recep-
tacle for the use of laptops or other electronic
devices. The four outlets are each covered by the
spring-loaded 115 VAC plate. Lifting the plate
reveals the three-prong plug hole outlet.
BB-1988 AND SUBSEQUENT
BY-1 AND SUBSEQUENT
Figure 2-15. Inverter

PRIOR TO BB-1988
Figure 2-16. Copilot Left Subpanel

The FURN ON – COFFEE OFF – OFF (furnish-
ings) switch on the copilot subpanel controls
inverter input power (Figure 2-16).

OPERATION STARTERS
To allow use of the inverter the switch must Use of the STARTER is limited to 40 seconds
be positioned to COFFEE OFF or FURN ON. ON, 60 seconds OFF, 40 seconds ON, 60 seconds
Depending on what is connected to the outlets, OFF, 40 seconds ON, and then 30 minutes OFF.
the input amperage ranges from 0.5 to 20
amps. However, its total continuous output limit
is 4 amps. CIRCUIT BREAKERS
Table 2-2 shows circuit breaker titles, values, and
2 ELECTRICAL POWER
The inverter shuts down if its input voltage is the circuits they control. The circuit breakers are
over or under set limits and for high internal grouped by panel location.
SYSTEMS
temperatures. It automatically resets when these

conditions are corrected. The inverter also shuts
down for an output short circuit, which must be
corrected manually by positioning the FURN EMERGENCY/
ON–COFFEE OFF–OFF switch to OFF, and then
back to COFFEE OFF or FURN ON. Note that
ABNORMAL
only maintenance can fix the circuit protection For specific information on emergency/abnormal
that exists at the input of the inverter. procedures, refer to the appropriate abbreviated
checklists or the FAA-approved Aircraft Flight
Manual (AFM).
LIMITATIONS
GENERATOR LIMITS
Maximum sustained generator load is limited as
follows:
In-Flight:
Sea level to 31,000 feet altitude........ 1.00 (100%)
Above 31,000 feet altitude.................. 0.88 (88%)
Ground operation................................ 0.85 (85%)
During ground operation, also observe the

limitations in Table 2-1.
Table 2-1. LIMITATIONS—GROUND

OPERATIONS
GENERATOR MINIMUM GAS
LOAD GENERATOR RPM—N1
WITHOUT AIR WITH AIR
CONDITIONING CONDITIONING
0 to 80% 61% 62%
80 to 85% 65% 65%

Table 2-2. CIRCUIT BREAKERS

CIRCUIT
BREAKER CAPACITY PROVIDES POWER TO
NAME
FUEL CONTROL CIRCUIT BREAKER PANEL
FUEL
FIREWALL FIREWALL VALVE SWITCH
5 AMP
2 ELECTRICAL POWER
VALVE (L&R) FIREWALL VALVE
STANDBY STANDBY PUMP SWITCH
10 AMP
PUMP (L&R) AUX TRANSFER PCB
SYSTEMS
TRANSFER SELECT SWITCH
AUX
NO TRANSFER LIGHT
TRANSFER 5 AMP
AUX TANK FLOAT SWITCH
(L&R)
MOTIVE FLOW VALVE
QTY IND
5 AMP INDICATOR POWER
(L&R)
FUEL PRESS SWITCH
PRESS
5 AMP FUEL PRESS WARNING ANNUNCIATOR
WARN (L&R)
AUX FUEL TRANSFER MODULE
CROSSFEED SWITCH
CROSSFEED 5 AMP CROSSFEED VALVE
AUX FUEL TRANSFER MODULE
POWERPLANT
IGNITOR
IGNITER POWER
POWER (L 5 AMP
FUEL PURGE VALVE
& R)
ENGINE START SWITCH
START
STARTER RELAY
CONTROL 5 AMP
IGNITOR AND FUEL PURGE VALVE CONTROL
(L & R)
AUTOIGNITION CONTROL SWITCH
DCU (NO. 1
2 AMP NO. 1 & 2 DATA CONCENTRATOR UNIT
& 2)
EDC (NO. 1
2 AMP NO. 1 & 2 ENGINE DATA CONCENTRATOR
& 2)
TORQUE (L
5 AMP L & R TORQUE PRESSURE TRANSMITTER
& R)
OIL
PRESSURE 5 AMP L & R OIL PRESSURE TRANSMITTER
(L & R)
DCU SEC NO. 1 & 2 DATA CONCENTRATOR UNIT
2 AMP
(NO. 1 & 2) (SECONDARY POWER SUPPLY)
PROP GOV 5 AMP OVERSPEED GOVERNOR TEST SWITCH
FLIGHT CONTROLS
FLAP
20 AMP FLAP MOTOR RELAY AND MOTOR POWER
MOTOR
FLAP POSITION TRANSMITTER
FLAP SPLIT FLAP
5 AMP
CONTROL FLIGHT HOUR METER
FLAP POSITION INDICATOR
ICE PROTECTION
PROP DEICE
25 AMP MANUAL DEICE POWER
(L & R)
PROP DEICE
5 AMP MANUAL SWITCH POWER
CONTROL

Table 2-2. CIRCUIT BREAKERS (Cont)

CIRCUIT
NAME
AVIONICS
ESIS BAT
15 AMP ESIS BATTERY
CHG
2 ELECTRICAL POWER
ELECTRICAL DISTRIBUTION
BUS
FEEDERS 50 AMP NO. 3 & 4 DUAL-FED BUS
SYSTEMS
(NO. 3 & 4)
NO. 3 POWERS THE FOLLOWING CBs:
• PILOT INST LTS CONT
• FGC SEVO NO. 1
• DBU
• LEFT IAPS
• PILOT PFD HEATER
R CB PANEL
25 AMP NO. 4 POWERS THE FOLLOWING CBs:
(NO. 3 & 4)
• MFD HEATER
• RIGHT IAPS
• EGPWS
• FGC SERVO NO. 2
• COPLT INST LTS CONT
• PED LTS CONT
BUS
FEEDERS 50 AMP NO. 3 & 4 DUAL-FED BUS
(NO. 3 & 4)
RIGHT SIDE CIRCUIT BREAKER PANEL
ENGINES
PROPELLER SYNCHRONIZER CONTROL
PROP SYNC 5 AMP
PROPELLER BALANCE CONTROL
AUTO POWER LEVER ARM SWITCHES
5 AMP
FEATHER AUTOFEATHER ARM SWITCHES (400 & 260 FT-LBS TORQUE)
CHIP DETR L & R CHIP DETECTORS
5 AMP
(L & R) L & R CHIP DETECTOR ANNUNCIATORS
FIRE DETECTORS
FIRE DETR 5 AMP
TEST SWITCH
STBY ENG L & R STANDBY ENG ANTI-ICE CONTROL SWITCHES
ANTI-ICE 5 AMP STANDBY ENG ANTI-ICE SENSE MODULE
(L & R) STANDBY ENG ANTI-ICE ACTUATOR
MN ENG L & R MAIN ENG ANTI-ICE CONTROL SWITCHES
ANTI-ICE 5 AMP MAIN ENG ANTI-ICE SENSE MODULE
(L & R) MAIN ENG ANTI-ICE ACTUATOR
FUEL
L & R FUEL CONTROL HEATER SWITCHES
CONTROL 7½ AMP
(CONDITION LEVERS)
HEAT (L & R)
L ENG INST POWER POWERS THE FOLLOWING CBs:
• LEFT TORQUEMETER
• LEFT OIL PRESS
ENG INST • NO. 1 DCU SEC
POWER 7½ AMP
(L & R) R ENG INST POWER POWERS THE FOLLOWING CBs:
• RIGHT TORQUEMETER
• LEFT OIL PRESS
• NO. 2 DCU SEC
OIL PRESS
WARN 5 AMP L & R OIL PRESS ANNUNCIATORS
(L & R)


CIRCUIT
NAME
LIGHTS
AVIONICS
5 AMP AVIONICS PUSH-BRIGHT/DIM RHEOSTAT
ANN
2 ELECTRICAL POWER
READING 5 AMP CABIN READING LIGHTS
NO SMK
FSB & 10 AMP NO SMK & FSB SWITCH, CABIN LIGHTS SWITCH
SYSTEMS
CABIN
INSTR
5 AMP INSTRUMENT INDIRECT LIGHTS SWITCH/RHEOSTAT
INDIRECT
PLT FLT
5 AMP PILOT FLT & SIDE PNL LIGHTS SWITCH/RHEOSTAT
SIDE PNL
COPLT FLT
5 AMP PILOT FLT LIGHTS SWITCH/RHEOSTAT
INSTR
FGP 5 AMP FGP LIGHTS
SUB PNL
OVHD & 7½ AMP SUB PNL OVHD & CONSOLE SWITCH/RHEOSTAT
CONSOLE
PILOT PFD
5 AMP PILOT PFD & DCP LIGHTS
& DCP
COPILOT
5 AMP COPILOT PFD & DCP LIGHTS
PFD & DCP
MFD & RTU 5 AMP MFD & RTU LIGHTS
PILOT INST
7½ AMP PILOT INSTRUMENT PANEL POWER CONTROL
CONT
PED CONT 7½ AMP PEDESTAL POWER SUPPLY
COPILOT
7½ AMP COPILOT INSTRUMENT PANEL POWER CONTROL
INST CONT
CDU LIGHTS 7½ AMP CDU LIGHTS
ESIS PNL 3 AMP ESIS PANEL LIGHTS
ENVIRONMENTAL
OXYGEN
5 AMP PASSENGER OXYGEN 12,500 FT PRESSURE SWITCH
CONTROL
LEFT SQUAT SWITCH
PEDESTAL PRESSURE CONTROL SWITCH
PRESS
5 AMP SAFETY VALVE DUMP SOLENOID
CONTROL
EVAPORATOR DOOR SOLENOID
CABIN DOOR SOLENOID
VENT BLOWER CONTROL SWITCH
TEMP LEFT SQUAT SWITCH
5 AMP
CONTROL AMBIENT AIR VALVES AND PCB
CABIN TEMP MODE SELECTOR SWITCH
L & R BLEED AIR CONTROL SWITCH
L & R BLEED AIR OFF ANNUNCIATORS
BLEED AIR
L & R FLOW CONTROL PACKAGE
CONTROL 5 AMP
L & R PNEUMATIC SHUTOFF VALVE
(L & R)
RUDDER BOOST
(Electrical shutoff when either BLEED AIR VALVE switch is in the INSTR & ENVIR OFF position)


CIRCUIT
NAME
FURNISHINGS
FURNISHINGS SWITCH
MASTER TOILET
10 AMP
POWER L REFRESHMENT BAR
2 ELECTRICAL POWER
CABIN OUTLET INVERTER

CIGAR
5 AMP PEDESTAL AND CABIN CIGAR LIGHTERS
SYSTEMS
LIGHTER
ESIS
ESIS REMOTE CONTROL CIRCUIT BREAKER (RCCB)
BATT CONT ½ AMP
ESIS BATTERY
BUS CONT 5 AMP ESIS REMOTE CONTROL CIRCUIT BREAKER (RCCB)
DISP 3 AMP ESIS DISPLAY
HDG SNSR 2 AMP ESIS MAGNETOMETER
WARNINGS
STALL
5 AMP STALL WARNING LIFT COMPUTER
WARN
BLEED AIR
L & R BLEED AIR FAIL ANNUNCIATORS
WARN 5 AMP
BLEED AIR WARNING PRESSURE SWITCHES
(L & R)
LANDING
GEAR WARNING HORN
GEAR 5 AMP
GEAR WARNING HORN SILENCE BUTTON
(WARN)
LANDING GREEN GEAR DOWN LIGHTS
5 AMP
GEAR (IND) RED GEAR HANDLE LIGHTS
28V ANNUNCIATOR CONTROL CARD
ANN POWER 7½ AMP MASTER WARNING FLASHERS
MASTER CAUTION FLASHERS
WARNING PANEL
ANN IND 5 AMP
CAUTION/ADVISORY PANEL
FLIGHT
FGC SERVO INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS)
5 AMP
(NO. 1 & 2) FLIGHT GUIDANCE PANEL (FGP)
PITCH TRIM 3 AMP ELECTRIC TRIM MOTOR
PEDESTAL RUDDER BOOST SWITCH
RUDDER
5 AMP DIFFERENTIAL PRESSURE SWITCH
BOOST
RUDDER BOOST SOLENOIDS
OAT PROCESSOR
OUTSIDE
5 AMP OAT INDICATOR
AIR TEMP
OAT PROBE
WEATHER
FUEL VENT HEATER SWITCHES
5 AMP
(L & R) HEATER ELEMENTS
SURFACE DEICE SWITCH
SURF DEICE 5 AMP DEICE DISTRIBUTOR VALVE
TIME DELAY PCB
WSHLD OVERHEAD PANEL WINDSHIELD WIPER SWITCH
10 AMP
WIPER WIPER MOTOR POWER
LEFT UPLIMIT SWITCH
BRAKE
5 AMP BRAKE DEICE SWITCH
DEICE
DEICE BLEED AIR VALVES


CIRCUIT
NAME
ELECTRICAL
GEN
GENERATOR CONTROL SWITCH
CONTROL 10 AMP
GENERATOR CONTROL PANEL
(L & R)
2 ELECTRICAL POWER
BUS
FEEDERS
50 AMP NO. 1 & 2 DUAL-FED BUS
SYSTEMS
NO. 1 & 2
(2 ea)
AVIONICS
NO. 1 DC CONVERTER
Pilot PFD
DC CONV AHC1 Secondary
15 AMP
(NO. 1 & 2) NO. 2 DC CONVERTER
MFD
AHC2 Secondary
VOICE
3 AMP COCKPIT VOICE RECORDER
RCDR
AVIONICS
5 AMP AVIONICS MASTER SWITCH
MASTER
AURAL
3 AMP AVIONICS MASTER CONTROL CB
WARN
AVIONICS
30 AMP AVIONICS BUS NO.1 FEEDER
NO.1
AVIONICS
NO.2
AVIONICS
NO.3
CABIN
7½ AMP CABIN ADDRESS AMPLIFIER
AUDIO
PILOT
AUDIO 1 AMP PILOT AUDIO PANEL
CONT
PILOT
3 AMP PILOT AUDIO AMPLIFIER
AUDIO
RTU 2 AMP RADIO TUNING UNIT
COPILOT
AUDIO 1 AMP COPILOT AUDIO PANEL
CONT
COPILOT
3 AMP COPILOT AUDIO AMPLIFIER
AUDIO
PILOT PFD 10 AMP PILOT PFD
PILOT DCP 2 AMP PILOT DCP
ATC
3 AMP TRANSPONDER (NO. 1 & 2)
(NO. 1 & 2)
NAV (NO. 1 & 2)
NAV
3 AMP ADF 1 is contained in NAV 1
(NO. 1 & 2)
ADF 2 is contained in NAV 2 (if installed)
AHC SEC
2 AMP AHC (NO. 1 & 2)
(No 1 & 2)


CIRCUIT
NAME
COPILOT
10 AMP COPILOT PFD
PFD
COPILOT
2 AMP COPILOT DCP
DCP
2 ELECTRICAL POWER
MFD 10 AMP MFD

RADIO ALTM 2 AMP RADIO ALTIMETER
SYSTEMS
RADAR 7½ AMP WEATHER RADAR RECEIVER/ANTENNA

TCAS 5 AMP TCAS COMPUTER
PCD 3000 SERIAL PORT
DBU 2 AMP
DATABASE UNIT
EGPWS 3 AMP EGPWS COMPUTER
IAPS (L & R) 7½ AMP IAPS (L & R)
MFD HTR 10 AMP MFD HEATER
PFD HTR
(PILOT & 10 AMP PILOT AND COPILOT PFD HEATER
COPILOT)
NOSE EQPT
1 AMP NOSE COOLING FAN
COOLING
FLIGHT INST
1 AMP FLIGHT INSTRUMENT COOLING FAN
COOLING
DME
2 AMP DME (NO. 1 & 2)
(NO. 1 & 2)
IEC 7½ AMP IAPS ENVIRONMENTAL CONTROL POWER
CDU
3 AMP CDU (NO. 1 & 2)
(NO. 1 & 2)
GPS
3 AMP GPS (NO. 1 & 2)
(NO. 1 & 2)
AHC
2 AMP AHC (NO. 1 & 2)
(NO. 1 & 2)
ADC
2 AMP ADC (NO. 1 & 2)
(NO. 1 & 2)
COM
10 AMP COM (NO. 1 & 2)
(NO. 1 & 2)
HF COM 25 AMP
HF ANT 5 AMP
SELCAL 1 AMP
RADIO
TEL 7½ AMP
DIALER
CCP
FSU FAN
CMU
FSU PRI
FSU SEC
COM NO. 3


CIRCUIT
NAME
PILOT SUBPANEL CIRCUIT BREAKER AND CIRCUIT BREAKER-TYPE SWITCHES
LANDING LANDING GEAR CONTROL SWITCH
GEAR 2 AMP HYD FLUID LOW ANNUNCIATOR
RELAY RVS NOT READY ANNUNCIATOR
2 ELECTRICAL POWER
ICE PROTECTION
PITOT PITOT HEAT ELEMENTS
SYSTEMS
7½ AMP
(L & R) L & R PITOT HEAT ANNUNCIATORS
PROP PROP DEICE AMMETER
25 AMP
(AUTO/OFF) DEICE TIMER
STALL
15 AMP STALL WARN HEAT CONTROL RELAY
WARN
LIGHTS
LDG (L & R) 10 AMP LANDING LIGHTS
TAXI 15 AMP TAXI LIGHT
ICE 5 AMP ICE LIGHTS
NAV 5 AMP NAV LIGHTS
RECOG 7½ AMP RECOGNITION LIGHTS
UPPER ROTATING BEACON
BEACON 10 AMP
LOWER ROTATING BEACON
STROBE POWER SUPPLY
STROBE 5 AMP
STROBE TUBES
TAIL FLOOD 15 AMP TAIL FLOODLIGHTS

QUESTIONS
1. What is the rating for the battery? 7. When a generator is off line, what indication
is present?
A. 28-volt, 24 amp/hours
B. 24-volt, 34/36 amp/hours A. An amber L or R GEN light is on
C. 28-volt, 34/36 amp/hours B. No indications are present
D. 24-volt, 42 amp/hours C. A green DC GEN light is on
2 ELECTRICAL POWER
D. A red DC GEN light is on

2. Where is the battery?
SYSTEMS
8. Where is the external power recepticle?

A. In the left wing center section
B. In the aft compartment A. Under the left wing
C. In the right wing center section B. On the left aft fuselage
D. In the nose compartment C. Under the right wing, outboard of the
engine nacelle
3. What is the individual generator rating? D. On the right forward fuselage
A. 30-volt, 200 amps
9. How much continuous current must the
B. 24-volt, 300 amps external power unit be capable of supplying?
C. 28-volt, 250 amps
A. 100 amps
D. 32-volt, 250 amps
B. 300 amps
C. 800 amps
4. Where are the generator switches?
D. 1,000 amps
A. Under a gang bar on the overhead panel
B. On the center instrument panel 10. What indication is provided to alert the
C. Under a gang bar on the pilot left operator that an external power plug is
subpanel connected to the aircraft?
D. On the copilot subpanel A. An audible tone
B. An EXT PWR light
5. How is a generator turned on?
C. A master warning light
A. Move the switch to OFF, then to ON D. Fluctuating generator meters
B. Hold the switch to RESET for one
second and release to ON 11. What is the minimum required battery
C. Move the switch to ON voltage before using an external power unit?
D. Hold the switch to ON for 1 second A. 28 volts
B. 24 volts
6. When an engine is being started, in what
C. 22 volts
position should its GEN switch be?
D. 20 volts
A. RESET
B. ON
C. OFF

12. The BATT switch must be left on during use

of external power to?
A. Charge the battery
B. Energize the GCU
C. Power the volt-loadmeters
D. Protect against voltage spikes
2 ELECTRICAL POWER
13. What are the starter limits?
A. 40 seconds ON, 60 seconds OFF,
SYSTEMS
40 seconds ON, 60 seconds OFF,
40 seconds ON, 30 minutes OFF
B. 10 seconds ON, 30 seconds OFF,
60 seconds ON, 90 seconds OFF
C. 20 seconds ON, 60 seconds OFF,
D. 15 seconds ON, 50 seconds OFF,

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Cabin................................................................................................................................ 3-2
Cockpit............................................................................................................................. 3-3
EXTERIOR LIGHTS............................................................................................................... 3-6
3 LIGHTING
Landing Lights................................................................................................................. 3-6
Taxi Light......................................................................................................................... 3-7
Wing Ice Lights................................................................................................................ 3-7
Navigation Lights............................................................................................................. 3-7
Recognition Lights........................................................................................................... 3-7
Beacon Lights................................................................................................................... 3-7
Tail Floodlights................................................................................................................. 3-7
Strobe Lights.................................................................................................................... 3-7
Airstair Floodlight............................................................................................................ 3-8
Understep Lighting........................................................................................................... 3-8
QUESTIONS........................................................................................................................... 3-9

ILLUSTRATIONS
Figure Title Page
3-1 Threshold Light........................................................................................................... 3-2

3-2 Fluorescent Light Switch............................................................................................. 3-2
3-3 Passenger Warning Signs............................................................................................. 3-3
3-4 Reading Lights............................................................................................................. 3-3
3-5 Overhead Lighting Controls........................................................................................ 3-4
3-6 Copilot Subpanels........................................................................................................ 3-4
3-7 Pilot Subpanel.............................................................................................................. 3-5
3-8 Instrument Indirect Lights........................................................................................... 3-5
3-9 FREE AIR TEMP Gauge............................................................................................. 3-6
3 LIGHTING
3-10 Landing and Taxi Lights.............................................................................................. 3-6
3-11 Exterior Lights............................................................................................................. 3-7
3-12 Airstair Floodlight....................................................................................................... 3-8
3-13 Understep Lighting...................................................................................................... 3-8

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
This chapter describes the lighting system in the King Air B200/B200GT aircraft.
GENERAL
The cockpit panels are illuminated with back reading lights. Threshold and aisle lights operate
lighting and each avionics display is a self- from operation of the airstair door. Aft of the
illuminating liquid crystal display (LCD). airstair is the baggage light switch. The passenger
fasten seatbelt–no smoking signs are provided.
General cabin lighting consists of overhead
fluorescent lights and individual passenger

Both the airstair and baggage area are illumi-

nated. Exterior lights consist of:
• Landing
• Taxi
• Ice inspection
• Navigation
• Recognition
• Beacon
• Strobe
• Area around the airstair door
• Optional vertical tail fin lighting
INTERIOR LIGHTING
CABIN PRIOR TO BB-1988
Threshold and Aisle Lights

3 LIGHTING
A light at floor level forward of the airstair door

illuminates the threshold (Figure 3-1). Another
light at floor level aft of the spar cover illuminates
the aisle. Both lights illuminate automatically
when the door is opened if the adjacent rocker
switch is positioned to ON. The lights extinguish
automatically when the door is closed and locked.

Figure 3-1. Threshold Light BY-1 AND SUBSEQUENT
Figure 3-2. Fluorescent Light Switch
Fluorescent Lights Passenger Warning Signs

The fluorescent cabin lights are controlled by the The three-position NO SMOKE & FSB–OFF–
START/BRIGHT–DIM–OFF switch on the copi- FSB switch on the copilot subpanel controls the no
lot subpanel (Figure 3-2). smoking and fasten seat belts signs (Figure 3-3).

wired to the hot battery bus and does not auto-

matically extinguish the baggage area light when
the airstair is closed.
Passenger Oxygen Switch

When oxygen flows into the passenger oxygen
system supply line, a pressure-sensitive switch
in the line closes a circuit, which illuminates the
green PASS OXY ON annunciator.
Figure 3-3. Passenger Warning Signs
The switch also illuminates the cabin lights, vesti-
bule light, and baggage compartment light to full
The NO SMOKE & FSB position illuminates intensity, regardless of the position of the cabin
both the no smoking and fasten seatbelts sign lights switch.
with accompanying chimes, while the FSB posi-
tion illuminates the fasten seatbelts portion.
COCKPIT
Reading Lights The instrument panel and cockpit lighting
controls are on an overhead light control panel
Switches next to each overhead reading light con- in the cockpit (Figure 3-5). Each light group
trol the individual reading lights (Figure 3-4). has an individual BRT–DIM/OFF rheostat. The
3 LIGHTING
MASTER PANEL LIGHTS switch controls
Baggage Area Light power to all bottom row rheostats except for the
pilot and copilot displays cannot be turned off.
A switch inside and aft of the airstair doorframe
controls the baggage area light. The switch is
Figure 3-4. Reading Lights

PRIOR TO BB-1988
PRIOR TO BB-1988
3 LIGHTING

BY-1 AND SUBSEQUENT
Figure 3-6. Copilot Subpanels
The pilot right subpanel has the following

switches (Figure 3-7):
• Landing lights
• Taxi light
• Ice lights
• Navigation lights
BB-1988 AND SUBSEQUENT, • Recognition lights
BY-1 AND SUBSEQUENT • Beacons
Figure 3-5. Overhead Lighting Controls • Strobe lights
The START/BRIGHT–DIM–OFF switch on the Another switch on the pilot right subpanel con-
copilot subpanel controls the fluorescent overhead trols the tail floodlights, if the aircraft has tail
cabin lights (Figure 3-6). floodlights.

Pilot Instrument Panel Lights

The PILOT INSTR PNL rheostat controls the
backlighting for the:
• Audio panel
• Flight guidance panel (FGP)
• Reversionary panel
• Pilot primary flight display (PFD)
Figure 3-7. Pilot Subpanel • Multifunction display (MFD)
• Radio tuning unit (RTU)
CONTROLS AND INDICATIONS • Control display unit (CDU)
Overhead Floodlights • Electronic standby instrument system

(ESIS)
The overhead floodlights illuminates the cockpit
area. The OVERHEAD FLOOD rheostat on the Pilot Display
overhead panel controls the floodlights. The pilot
and copilot floodlights are not individually con- The PILOT DISPLAY rheostat controls LCD
trolled, but each light can be aimed where needed. brightness for the pilot PFD, MFD, and CDU.
Individual dimming controls are on the PFD,
3 LIGHTING
MFD, and CDU for additional brightness or dim-
Instrument Indirect Lights ming. The dimming controls allow matching of
The instrument lights are under the glareshield individual intensities on the PFD, MFD, or CDU.
and illuminate the instrument panel (Figure 3-8).
Figure 3-8. Instrument Indirect Lights

Overhead Pedestal and

Subpanel Lights
The OVHD PED & SUBPANEL rheostat con-
trols the lighting for the overhead panel, pedestal,
both pilot and copilot subpanels, and the throttle
console.
Side Panel Lights

A SIDE PANEL LIGHTS rheostat controls the
lights on the left and right side panels.
Figure 3-9. FREE AIR TEMP Gauge
COPILOT INSTR PNL Rheostat
The COPILOT INSTR PNL rheostat controls EXTERIOR LIGHTS
backlighting for the audio panel and the copilot
PFD buttons.
LANDING LIGHTS
Copilot Display Two sealed-beam landing lights are on the nose
gear (Figure 3-10). The lights are controlled by
The COPILOT DISPLAY rheostat controls LCD an individual circuit breaker LANDING–LEFT–
3 LIGHTING
bright/brightness for the copilot PFD. The DIM RIGHT switch in the lighting group on the pilot
rocker switch on the bottom right corner of the right subpanel.
PFD allows fine tuning of brightness if the over-
head rheostat does not illuminate the PFD to the
desired intensity.
MASTER PANEL LIGHTS ON–

OFF Switch
The MASTER PANEL LIGHTS ON–OFF switch
controls power to each bottom row rheostat on the
overhead panel, except for the pilot and copilot
PFDs. These lights are adjusted with individual
rheostats, but are extinguished or illuminated
with the MASTER PANEL light switch (see Fig-
ure 3-5).
FREE AIR TEMP Gauge

The FREE AIR TEMP gauge is a digital display
on the sidewall. The switch indicates the free air
temperature in Celsius. When the PUSH FOR °F
is pressed, the temperature is displayed in Fahren-
heit (Figure 3-9).
Figure 3-10. Landing and Taxi Lights

TAXI LIGHT STROBE LIGHTS

The single, sealed-beam taxi light is on the nose A strobe light is in each wingtip and the tip of
gear below the landing lights (Figure 3-10). The the tail cone (see Figure 3-11). A STROBE circuit
circuit breaker TAXI switch controls the light and breaker switch on the pilot right subpanel con-
is on the pilot right subpanel. The taxi light and trols the strobe lights.
landing lights do not extinguish automatically
on gear retraction. A green advisory LDG/TAXI RECOGNITION STROBE NAVIGATION
light illuminates any time gear is retracted and LIGHTS LIGHT LIGHT
either landing light or taxi light switch is on.
WING ICE LIGHTS

The ice inspection lights are on the outside of
each nacelle and illuminate the wing leading edge
(Figure 3-11). The ICE circuit breaker switch on
the pilot right subpanel controls the wing ice
lights.
NAVIGATION LIGHTS
Navigation lights are in each wingtip and the hor-
3 LIGHTING
izontal stabilizer tail cone (Figure 3-11).The NAV
circuit breaker switch on the pilot right subpanel BEACON
LIGHT
controls the navigation lights.
RECOGNITION LIGHTS
Recognition lights are located forward in each
wingtip (Figure 3-11). The RECOG circuit
breaker switch on the pilot right subpanel control
the lights.
BEACON LIGHTS
A beacon is on top of the vertical stabilizer and
another beacon is on the bottom of the fuselage
(Figure 3-11). A BEACON circuit breaker switch
on the pilot right subpanel controls the beacon
lights.
TAIL FLOODLIGHTS WING ICE LIGHT BEACON LIGHT
Optional tail floodlights, on the underside of the

horizontal stabilizer, illuminate the identification
on the vertical stabilizer (Figure 3-11).
The TAIL FLOODLIGHT circuit breaker switch TAIL FLOODLIGHT

on the pilot right subpanel controls the lights.
Figure 3-11. Exterior Lights

AIRSTAIR FLOODLIGHT
A flush-mounted floodlight forward of the flaps
in the bottom of the left wing illuminates the
bottom of the airstair door (Figure 3-12). The
floodlight is connected to the hot battery bus and
is controlled by the threshold light switch. The
floodlight extinguishes automatically whenever
the cabin door is closed.
Figure 3-13. Understep Lighting

3 LIGHTING
Figure 3-12. Airstair Floodlight
UNDERSTEP LIGHTING
A light under each step illuminates the airstair
door (Figure 3-13). The threshold light switch
controls the under step lights, which extinguish
automatically when the airstair door is closed.

QUESTIONS
1. Where are most of the cockpit lighting 6. What bus powers the airstair floodlight?
controls?
A. No. 1 dual-fed bus
A. Pilot right subpanel B. Hot battery bus
B. Overhead panel C. No. 2 dual-fed bus
C. Copilot left subpanel D. Isolation bus
D. Pilot side panel
7. After takeoff how are the landing lights
2. Where is the baggage area light switch extinguished?
located?
A. Automatically as the gear doors close
A. Inside and aft of the airstair doorframe B. Automatically as the aircraft lifts off
B. Within the baggage compartment C. By turning off the LANDING light
C. On the overhead panel switches
D. On the pilot left subpanel D. By turning off the TAXI light switch
3. How are the threshold and aisle lights 8. Where are the ice lights mounted?
illuminated?
A. On the outside of each engine nacelle
3 LIGHTING
A. With a switch aft of the doorframe B. On the wingroot
B. Automatically, when the battery switch C. On the nose
is turned off
D. On either side of the fuselage
C. With a switch on the pilot right subpanel
D. Automatically, when the airstair door is 9. What is the MASTER PANEL LIGHTS
opened and the threshold switch is on switch used for?
A. To control bottom row of lights on the
4. Where is the switch for the strobe lights
overhead panel excluding pilot and copi-
located?
lot display rheostats
A. On the overhead panel B. To shut off all cockpit lights
B. On the copilot side panel C. To intensify all cockpit panel lights
C. On the pilot right subpanel D. To shut off all lights
D. On the pilot side panel
5. Where are the recognition lights mounted?

A. In each wingtip
B. In the nose fuselage area
C. In each wingroot
D. On the vertical stabilizer

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
COMPONENTS...................................................................................................................... 4-4
Dim Mode........................................................................................................................ 4-4
Test Mode......................................................................................................................... 4-4
Glareshield Flashers......................................................................................................... 4-4
Warning Annunciator Panel (Red)................................................................................... 4-4
Caution/Advisory Annunciator Panel (Amber/Green)..................................................... 4-6
EMERGENCY/ABNORMAL ................................................................................................ 4-6
QUESTIONS........................................................................................................................... 4-8
4 MASTER WARNING SYSTEM

ILLUSTRATIONS
Figure Title Page
4-1 Component Locations.................................................................................................. 4-2

4-2 MASTER WARNING and MASTER CAUTION Flashers........................................ 4-4
4-3 Warning Annunciator Panel......................................................................................... 4-5
4-4 Caution/Advisory Annunciator Panel.......................................................................... 4-6
TABLES
Table Title Page
4-1 Warning Annuciators.....................................................................................................4-5

4-2 Caution/Advisory Annunciators....................................................................................4-7

CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION
This chapter describes the master warning system on the King Air B200/B200GT aircraft. The
master warning system consists of a warning annunciator panel with red readouts in the center of
the glareshield, a caution/advisory annunciator panel with amber and green readouts in the cen-
ter subpanel, and two flashers in front of each pilot on the glareshield (red MASTER WARNING
and amber MASTER CAUTION). Adjacent to the warning annunciator panel on the glareshield
is a PRESS TO TEST pushbutton, which illuminates the annunciators and flashers (Figure 4-1).
GENERAL
The annunciators are word readout type MASTER WARNING or MASTER CAUTION
annunciators. When a fault condition covered by flashers. The warning annunciator panel has 20
the annunciator system occurs, a signal is generated lights and 10 legends and the caution/advisory
and the appropriate annunciator illuminates. annunciator panel has 36 lights and 26 legends.
This action, in turn, illuminates either the

PRIOR TO BB-1988
Figure 4-1. Component Locations (Sheet 1 of 2)

Figure 4-1. Component Locations (Sheet 2 of 2)

COMPONENTS WARNING flasher—even if the fault is not

corrected. In such a case, the MASTER WARN-
ING flashers are reactivated if another warning
DIM MODE annunciator illuminates. When a warning fault
is corrected, the affected warning annuncia-
The warning annunciators (red), caution tor extinguishes, but the MASTER WARNING
annunciators (amber), advisory annunciators flashers continue flashing until either switchlight
(green), amber MASTER CAUTION and red is pressed to reset the circuit.
MASTER WARNING flashers each have a bright
mode and a dim mode.
Master Caution Flashers
The dim mode is selected automatically when When an annunciator-covered fault occurs that
all of the following conditions are met: a genera- requires pilot attention, the appropriate amber cau-
tor is online; the MASTER PANEL switch is on; tion annunciator illuminates and both MASTER
the OVERHEAD FLOODLIGHTS are off; the CAUTION lights flash (Figure 4-2). The flashing
PILOT INSTR lights are on; and the ambient light MASTER CAUTION flashers are extinguished
level in the cockpit (as sensed by a photoelectric by pressing either flasher to reset the circuit. Sub-
cell in the overhead light control panel) is below a sequently, when any other caution annunciator
preset value. Unless all of the conditions are met, illuminates, the MASTER CAUTION flashers are
the bright mode is selected automatically. reactivated. The illuminated caution annunciators
remain on until the fault condition is corrected, at
TEST MODE which time they extinguish. The MASTER CAU-
TION flashers continue flashing until either light
The lamps in the annunciator system must be is pressed.
tested before every flight, and at any other time
the integrity of a lamp is in question. Pressing
the PRESS TO TEST button to the right of the
warning annunciator panel in the glareshield, MASTER MASTER
illuminates the annunciators, both MASTER WARNING CAUTION
WARNING flashers, both MASTER CAUTION
PRESS TO RESET PRESS TO RESET
flashers, and the FIRE indication in both torque/
ITT displays on the MFD engine indicating sys-

tem (EIS). Also included in the test are the GPWS Figure 4-2. M
ASTER WARNING and
annunciators and the reversionary panel annun- MASTER CAUTION Flashers
ciators. The amber NO TRANSFER annunciators
on the fuel panel are not included in the test,
since they do not affect the MASTER WARN-
ING or MASTER CAUTION flashers when a NO WARNING ANNUNCIATOR
TRANSFER condition exists. Any lamp that fails PANEL (RED)
to illuminate when tested must be replaced.
Description
GLARESHIELD FLASHERS When a fault indicated by an illuminated warning
annunciator is cleared, the annunciator extin-
Master Warning Flashers guishes automatically. Figure 4-3 shows the
If a fault requires immediate attention, the appro- warning annunciator panel.
priate red warning annunciator illuminates and
both MASTER WARNING flashers flash (Figure Illumination Causes
4-2). Illuminated lenses in the warning annun-
ciator panel remain illuminated until the fault Table 4-1 lists colors and causes for illumination
is corrected. The MASTER WARNING flashers in the aircraft.
are extinguished by pressing either MASTER

Figure 4-3. Warning Annunciator Panel
Table 4-1. WARNING ANNUCIATORS

NOMENCLATURE CAUSE FOR ILLUMINATION
FIRE IN LEFT ENGINE

COMPARTMENT
CABIN/CARGO DOOR OPEN OR

NOT SECURE
CABIN ALTITUDE EXCEEDS

12,500 FEET
FIRE IN RIGHT ENGINE

COMPARTMENT

FUEL PRESSURE LOW ON LEFT
SIDE
FUEL PRESSURE LOW ON

RIGHT SIDE
LOW OIL PRESSURE LEFT

ENGINE
LOW OIL PRESSURE RIGHT

ENGINE
MELTED OR FAILED PLASTIC

LEFT BLEED AIR FAILURE
WARNING LINE
MELTED OR FAILED PLASTIC

RIGHT BLEED AIR FAILURE
WARNING LINE

CAUTION/ADVISORY condition indicated on the illuminated lens. Fig-

ANNUNCIATOR PANEL ure 4-4 shows the annunciator panel.
(AMBER/GREEN)
Illumination Causes
Description Table 4-2 lists the aircraft warning legends
If a cautionary fault exists, the appropriate amber nomenclatures, colors, and illumination causes
annunciator illuminates. When the indicated (starting at the top left and moving to the right).
cautionary fault is cleared, the annunciator
extinguishes automatically.
The caution annunciator panel also has green

EMERGENCY/
annunciators. No master flashers are associated ABNORMAL
with green annunciators since these annunciators
indicate functional situations that do not demand For specific information on emergency/abnormal
immediate attention or reaction. A caution annun- procedures, refer to the appropriate abbreviated
ciator is extinguished only by correcting the checklists or the FAA-approved AFM.
PRIOR TO BB-1988
BB-1988 AND SUBSEQUENT, AND BY-1 AND SUBSEQUENT

Figure 4-4. Caution/Advisory Annunciator Panel

Table 4-2. CAUTION/ADVISORY ANNUNCIATORS

NOMENCLATURE CAUSE FOR ILLUMINATION NOMENCLATURE CAUSE FOR ILLUMINATION
ENGINE ANTI-ICE VANE

LEFT GENERATOR OFF LINE
EXTENDED
HYDRAULIC FLUID IN THE BRAKE DEICE HAS BEEN

LANDING GEAR SYSTEM IS LOW SELECTED
PROPELLER LEVERS ARE NOT

IN THE HIGH-RPM, LOW-PITCH LANDING LIGHT OR TAXI LIGHT
POSITIO WITH LANDING GEAR ON WITH LANDING GEAR UP
EXTENDED
OXYGEN IS AVAILABLE TO THE
RIGHT GENERATOR OFF LINE PASSENGERS
CABIN ELECTRIC HEAT IS ON,

METAL CONTAMINATION IN THE
PRIOR TO BB-1988
LEFT ENGINE OIL IS DETECTED
CABIN ELECTRIC HEAT IS ON,

DUCT AIR TOO HOT
BY-1 AND SUBSEQUENT
RIGHT ENGINE ANTI-ICE VANE

METAL CONTAMINATION IN THE
EXTENDED
RIGHT ENGINE OIL IS DETECTED
LEFT STARTER/IGNITION
LEFT ENGINE ANTI-ICE SWITCH IS IN THE ENGINE/
MALFUNCTION. ICE VANE HAS IGNITION MODE OR LEFT
NOT ATTAINE PROPER POSITION AUTOIGNITION SYSTEM IS
ARMED AND LEFT ENGINE
LEFT PITOT HEAT ELEMENT IS TORQUE IS BELOW 400 FOOT-
NOT ENERGIZED (SWITCH IS POUNDS
OFF OR ELEMENT HAS FAILED)
LEFT ENVIRONMENTAL BLEED-

EXTERNAL POWER CONNECTOR AIR VALVE IS CLOSED
IS PLUGGED IN
CROSSFEED HAS BEEN

RIGHT PITOT HEAT ELEMENT
SELECTED
IS NOT ENERGIZED (SWITCH IS
OFF OR ELEMENT HAS FAILED)
RIGHT ENGINE ANTI-ICE RIGHT ENVIRONMENTAL BLEED-
MALFUNCTION. ICE VANE AIR VALVE IS CLOSED
HAS NOT ATTAINED PROPER
POSITION RIGHT STARTER/IGNITION
SWITCH IS IN THE ENGINE/
AUTOFEATHER ARMED WITH
IGNITION MODE OR RIGHT
POWER LEVERS ADVANCED
AUTOIGNITION SYSTEM IS
ABOVE APPROXIMATELY 90% N1
ARMED AND RIGHT ENGINE
POWER LEVER POSITION
TORQUE IS BELOW 400 FOOT-
POUNDS
RIGHT ENGINE RPM IS TOO LOW
FOR AIR CONDITIONING LOAD * Optional Equipment
AUTOFEATHER ARMED WITH

POWER LEVERS ADVANCED
ABOVE APPROXIMATELY 90% N1
POWER LEVER POSITION

QUESTIONS
1. How are the MASTER CAUTION flashers
dimmed?
A. By using the BRT DIM switch
B. With the overhead control rheostats
C. Automatically relative to cockpit light
intensity
D. With the CAUTION switch on the copi-
lot subpanel
2. How are the annunciators tested?

A. By pressing each light legend
B. By positioning the CAUTION switch
to ON
C. With the APPROACH PLATE rheostat
D. With the PRESS TO TEST switch
3. To extinguish a MASTER WARNING

flasher, what action must be taken?
A. Position the CAUTION switch to OFF
B. Press either MASTER WARNING
flasher
C. Press the PRESS TO TEST button
D. Clear the illuminating fault
4. When does a red annunciator extinguish?

A. When the indicated fault is cleared
B. When the MASTER WARNING flasher
is pressed
C. When the RESET button is pressed
D. When the TEST button is pressed

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
MAIN AND AUXILIARY FUEL SYSTEMS......................................................................... 5-2
COMPONENTS...................................................................................................................... 5-2
Firewall Shutoff Valve...................................................................................................... 5-2
Engine-Driven Boost Pump.............................................................................................. 5-4
Standby Boost Pump........................................................................................................ 5-5
Firewall Fuel Filter........................................................................................................... 5-5
Fuel Heater....................................................................................................................... 5-5
High-Pressure Engine Fuel Pump.................................................................................... 5-6
Fuel Manifold Clearing.................................................................................................... 5-6
CONTROLS AND INDICATIONS......................................................................................... 5-7
Low Fuel Pressure Switch................................................................................................ 5-7
Fuel Flow Transmitter and Indications............................................................................. 5-8
OPERATION........................................................................................................................... 5-8
Routing to the Engine....................................................................................................... 5-8
Auxiliary Fuel Transfer System....................................................................................... 5-8
Fuel Crossfeed System................................................................................................... 5-10
Fueling............................................................................................................................ 5-11
5 FUEL SYSTEM

LIMITATIONS....................................................................................................................... 5-11
Approved Fuel Grades and Operating Limitations........................................................ 5-11
Approved Fuel Additives................................................................................................ 5-12
Fueling Considerations................................................................................................... 5-13
Zero-Fuel Weight............................................................................................................ 5-13
QUESTIONS......................................................................................................................... 5-14
5 FUEL SYSTEM
5-ii FOR TRAINING PURPOSES ONLY Revision 0.3

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System Schematic................................................................................................ 5-3

5-2 Fuel Pressure Warning Lights...................................................................................... 5-4
5-3 Fuel Control Panel....................................................................................................... 5-5
5-4 Fuel Purge System....................................................................................................... 5-6
5-5 Fuel Flow Indications.................................................................................................. 5-8
5-6 Auxiliary Fuel Transfer System................................................................................... 5-9
5-7 Fuel Crossfeed System.............................................................................................. 5-10
5-8 FUEL CROSSFEED Annunciator............................................................................. 5-11
5-9 Fuel Temperature (OAT) Versus Minimum Oil Temperature Graph.......................... 5-12
TABLES
Table Title Page
5-1 Drain Locations.............................................................................................................5-7
5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter describes the fuel system of the King Air B200/B200GT aircraft. The fuel system
consists of two separate wing fuel systems connected by a common crossfeed line and solenoid-
operated crossfeed valve. Each wing system is further divided into a main and an auxiliary
system. The main system employs a total of 386 gallons of usable fuel; the auxiliary system, 158
gallons. At 6.7 pounds per gallon, these totals convert to 2,586 pounds in the main system and
1,058 pounds in the auxiliary system. Total usable fuel is 544 gallons, or 3,644 pounds.
GENERAL
Each main fuel system is fueled through a filler improperly or lost in flight. The auxiliary fuel
5 FUEL SYSTEM
opening on top of each wing at the outer wingtip. system in each wing consists of a rubber bladder-
Fuel flows by gravity to the nacelle tank. Each type tank in each wing center section from which
auxiliary fuel system is fueled through its own auxiliary fuel is transferred by a jet pump to the
filler port. An antisiphon valve at each filler nacelle tank in the main fuel system.
point prevents fuel loss if the filler cap secured

Additionally, the fuel system has a fully automatic usable fuel capacity of the main fuel system is 386
vent system; a capacitance fuel gauging system gallons. The filler cap for the main fuel system is
on each side, which provides separate quantity on top of the leading edge of the wing, near the
readings for each main and auxiliary fuel system; tip. The cap has an antisiphon valve. Fuel flows
and a fuel filter system with a filter bypass that by gravity from the main tank to the nacelle tank.
enables fuel feed to the engine if the filter becomes
iced or clogged.
The auxiliary fuel system consists of a fuel tank
A high-pressure fuel pump and a low-pressure in each wing center section, with a total usable
boost pump are engine-driven through the capacity of 79 gallons per side. Each auxiliary
accessory drive section. The high-pressure fuel fuel system is equipped with its own filler port
pump delivers fuel to the engine. and antisiphon valve. While the auxiliary fuel
system is being used, fuel is transferred from the
The engine-driven boost pump delivers low- auxiliary tank to the nacelle tank by a jet transfer
pressure fuel to the high-pressure fuel pump to pump, which is adjacent to the outlet strainer and
prevent cavitation and ensure continuous fuel drain in the auxiliary fuel cell.
flow. If the engine-driven boost pump fails, the
electric standby boost pump must be actuated. A swing check valve in the gravity feed line pre-
vents reverse flow into the outboard tanks when
The low-pressure standby boost pump is the auxiliary transfer system is in use. When aux-
electrically powered and is submerged in the iliary fuel is exhausted, normal gravity flow from
bottom of the nacelle tank. the outboard tanks to the nacelle tanks begins.
A pneumatic pressure fuel purge system delivers

fuel remaining in the engine fuel nozzle manifolds
at engine shutdown to the combustion chamber
COMPONENTS
for burning.
FIREWALL SHUTOFF VALVE
A fuel crossfeed system is available for, and
limited to, single-engine operation to crossfeed The fuel system has two in-line motor-driven
from the main fuel system. However, if needed, firewall shutoff valves, one on each side. Each is
all published usable fuel in either wing system is controlled by a corresponding (guarded) switch
available for crossfeed to either engine. near the circuit breakers on the fuel control panel
(see Figure 5-3). The switches are LEFT and
Approved fuel grades, operating limitations, RIGHT FIREWALL SHUTOFF VALVE, OPEN,
and fueling considerations are covered in the and CLOSED.
“Limitations” section of this chapter.
A red guard (guarded open) over each switch
The fuel system is covered in this chapter up to the prevents inadvertent activation to the closed
high-pressure, engine-driven fuel pump, at which position. The firewall shutoff valves, like the
point fuel system operation becomes a function standby boost pumps, are powered by the No. 3
of the engine. Refer to Chapter 7—“Powerplant” left and No. 4 right dual-fed buses. The firewall
for additional information. shutoff valves also are powered from the hot
battery bus.
MAIN AND AUXILIARY Therefore, they can be operated with the bat-
5 FUEL SYSTEM
tery switch in any position. When the valves are

FUEL SYSTEMS closed, fuel is cut off from the engine.
Each fuel system is divided into a main and an

auxiliary fuel system, with a total usable fuel
capacity of 544 gallons (Figure 5-1). The total

ENGINE FUEL
MANIFOLD
Revision 0.3
FUEL FLOW TRANSMITTER AND INDICATOR
P3 BLEED-AIR LINE
ENGINE-DRIVEN HIGH PRESS FUEL PUMP

LEGEND
UNPRESSURIZED FUEL FUEL HEATER
PRESSURIZED FUEL AIR FILTER
FUEL PURGE TANK
TRANSFER JET FUEL FUEL CONTROL PURGE LINE
FIREWALL FUEL FILTER
FUEL VENT LEFT FUEL PRESSURE ANNUNCIATOR
PRESSURE SWITCH ENGINE DRIVEN BOOST PUMP
P3 BLEED AIR
CHECK VALVE
FUEL QUANTITY PROBE FIREWALL SHUTOFF VALVE
GRAVITY FLOW CHECK VALVE
STANDBY BOOST PUMP
MOTIVE FLOW VALVE
PRESSURE SWITCH FOR LEFT NO FUEL NACELLE TANK 57 GALLONS
TRANSFER LIGHT ON CAUTION PANEL
VENT FLOAT VALVE
WS 290.92
DRAIN VALVE
PRESSURE RELIEF VALVE
CROSSFEED VALVE
WING LEADING EDGE WING LEADING EDGE STRAINER, DRAIN

13 GALLONS 40 GALLONS AND FUEL SWITCH

INTEGRAL 25 GALLONS 23 GALLONS
(WET CELL) BOX SECTION BOX AUXILIARY
35 GALLONS SECTION
AIR INLET 79 GALLONS

TRANSFER
RECESSED VENT FLOAT CHECK VALVE
VENT FLOAT VALVE JET PUMP
HEATED RAM VENT DRAIN VALVE
DRAIN
FLAME ARRESTOR
Figure 5-1. Fuel System Schematic
5-3
5 FUEL SYSTEM
ENGINE-DRIVEN BOOST PUMP light illuminates when pressure decreases below

10 ± 1 psi. Activation of the standby boost pump
The low-pressure, engine-driven boost pump is on the side of the failure increases the pressure
on a drive pad on the aft accessory section of the and extinguishes the light.
engine. The boost pump delivers low-pressure
fuel to the engine high-pressure fuel pump, thus
preventing cavitation. CAUTION
The boost pump is protected against contamination Engine operation with the fuel pres-
by a strainer, and has an operating capacity of sure annunciator illuminated is limited
1,250 pph at a pressure of 25 to 30 psi. to 10 hours before overhaul or replace-
ment of the high-pressure main engine
Since it is engine driven, the pump operates fuel pump.
any time the gas generator (N1) is turning and
provides sufficient fuel to the high-pressure pump
for all flight conditions. When using aviation gas in climbs above 20,000
feet, the first indication of insufficient fuel
An exception exists with aviation gasoline pressure is an intermittent flicker of the red FUEL
where flight above 20,000 feet altitude requires PRESS switchlights.
both standby boost pumps to be operational and
crossfeed to be operational. Fuel flow and torque also can fluctuate greatly.
These conditions are eliminated by activating the
If a low-pressure engine-driven boost pump fails, standby pumps.
the L or R red FUEL PRESS light illuminates on
the warning annunciator panel (Figure 5-2). The
5 FUEL SYSTEM
Figure 5-2. Fuel Pressure Warning Lights

STANDBY BOOST PUMP FIREWALL FUEL FILTER

An electrically-driven, low-pressure standby Fuel is filtered through a 20-micron filter on the
boost pump in the bottom of each nacelle tank is firewall, which incorporates an internal bypass.
used for: The bypass opens to permit uninterrupted fuel
supply to the engine in case of filter icing or
• Backup pump for use in the event of an blockage. In addition, there is a screen strainer at
engine-driven fuel boost pump failure each tank outlet before fuel reaches the fuel boost
• Used with aviation gas above 20,000 feet and auxiliary transfer pumps.
• During crossfeed operation
FUEL HEATER
If a standby pump becomes inoperative, crossfeed
can be accomplished only from the side of the Fuel is heated prior to entering the fuel control
operative standby pump. unit by an oil-to-fuel heat exchanger. An engine
oil line is in close proximity with the fuel line
Electrical power for standby pump operation is and, through conduction, a heat transfer occurs.
controlled by the STANDBY PUMP ON–OFF The purpose of heating the fuel is to remove
lever-lock switches on the fuel control panel (see any ice formation which can have occurred or
Figure 5-3) and DC power is supplied from the preclude any ice from forming, and which can
dual fed buses. With the master switch on, power result in fuel blockage at the fuel control unit. See
is supplied from the No. 3 left or No. 4 right bus “Limitations” at the end of this chapter. The fuel
feeders through the STANDBY PUMP circuit heater is thermostatically controlled to maintain
breakers on the fuel control panel to the pumps. a fuel temperature of 70° to 90°F (21° to 32°C)
under normal conditions. If the fuel temperature
5 FUEL SYSTEM
Figure 5-3. Fuel Control Panel

rises above 90°F (32°C), the fuel automatically lever is placed in the fuel cutoff position and the
bypasses the fuel heater. fuel pressure in the fuel manifold decreases (Fig-
ure 5-4.
If the fuel is extremely cold, and the oil temper-
ature is too low, the unit can not be capable of Fuel enters the fuel manifolds in the normal
preventing icing in the FCU. If a recommended manner via the flow divider. Incorporated in the
oil temperature of 55°C is not obtained, the oil flow divider is the dump valve which functions to
vs. fuel temperature graph in the “Limitations” prevent fuel from the fuel control from entering
section specifies under what conditions icing can the purge line while the engine is in operation.
occur. The fuel heater is automatic and requires P3 air is extracted from the engine compressor
no pilot action. and sent to the airframe services (pressurization/
pneumatics) just aft of the fireseal.
HIGH-PRESSURE
At the point where the airframe services
ENGINE FUEL PUMP distribution is separated, a small line is tapped off
The high-pressure engine fuel pump is engine and P3 air is sent via a filter and check valve to
driven and is on the accessory drive in conjunc- the purge tank.
tion with the fuel control unit. The gear-type pump
supplies the fuel pressure needed for a proper The output end of the purge tank also has a check
spray pattern in the combustion chamber. Failure valve, working in conjunction with the dump
of this pump results in an immediate flameout. valve, which prevents the return of fuel or air
from the fuel manifolds to the purge tank.
FUEL MANIFOLD CLEARING In normal operation, the P3 air generated by
the engine is held within the purge tank by the
Fuel Purge System input check valve and fuel pressure which holds
The fuel purge system uses P3 bleed air to purge the dump valve shuttle closed. When the engine
the fuel manifolds of fuel when the condition
FUEL
FLOW
FUEL ENGINE
FUEL FUEL CONTROL
HEAT PUMP UNIT
FROM
DUMP P3 AIR
VALVE
POPPET
VALVE
FIRESEAL
PURGE
LINE
CHECK CHECK
VALVE VALVE
PURGE TANK
FILTER
TO
PNEUMATICS
5 FUEL SYSTEM
TO
FLOW
LEGEND PACKAGE
BOOST PUMP PRESSURE
HIGH-PRESSURE FUEL
ENGINE BLEED AIR
Figure 5-4. Fuel Purge System

is shut down, fuel pressure on the dump valve Power is supplied through the capacitance probes
shuttle decreases. to the quantity indicator.
The shuttle valve opens when P3 pressure is greater

than fuel manifold pressure. This allows P3 air to Antisiphon Valve
enter the fuel manifolds, forcing the remaining fuel An antisiphon valve at each filler port prevents
in the manifolds into the burner can. loss of fuel in the event of improper securing or
loss of the filler cap in-flight.
Since combustion has not ceased, this small
amount of fuel from the manifolds is now burned,
which can result in a small rise in ITT and N1. Vent System
Refer to Chapter 7—“Powerplant” for additional The two wing fuel systems are vented through
information on the purge system. recessed ram vents coupled to protruding heated
ram vents on the underside of the wing adjacent
Fuel Gauge System to the nacelle. One vent on each side is recessed
and aerodynamically prevents ice from forming.
A capacitance-type fuel gauge system monitors The other vent is protruding and is heated to
fuel quantity in either the main or auxiliary fuel prevent icing. Refer to Chapter 10—“Ice and
system for each side. Two fuel gauges, one for Rain Protection” for additional information.
each wing fuel system, are on the fuel control
panel (see Figure 5-3). An air inlet at the wingtip vents all seven tanks.
Quantity is read directly in pounds. An error of Fuel Drains

3% maximum can be encountered in the sys-
tem. The readings are compensated for density Each wing has five sump drains and a firewall fil-
changes caused by temperature variations. A ter drain. Table 5-1 shows the drain locations.
FUEL QUANTITY–MAIN–AUXILIARY switch
on the fuel control panel allows monitoring of
the main or auxiliary system fuel quantity. The
switch is springloaded to the main system and
CONTROLS AND
must be held in the auxiliary position for reading. INDICATIONS
The fully independent indicating system on each
side of the aircraft has eight probes:
LOW FUEL PRESSURE SWITCH
• One inboard box fuel cell
A fuel pressure-sensing switch is on top of the
• One nacelle fuel cell firewall fuel filter. If an engine-driven boost
• Two integral wet-wing cell pump fails or any other failure causing low
pressure in the fuel line occurs, the respective fuel
• Two inboard leading edge cell pressure switch closes and the red FUEL PRESS
• Two auxiliary tank switchlight illuminates (seeFigure 5-2).
Table 5-1. DRAIN LOCATIONS

DRAINS LOCATION
5 FUEL SYSTEM
Leading edge tank Outboard of nacelle underside of wing

Integral tank Underside of wing forward of aileron
Firewall fuel filter Underside of cowling forward of firewall
Sump strainer Bottom center of nacelle forward of the wheel well
Gravity feed line Outboard side of nacelle
Auxiliary tank At wing root just forward of the flap

The switchlight illuminates any time pressure Fuel is then directed through the dual fuel mani-
decreases below 10 ±1 psi. The switchlight fold to the fuel sprayer nozzles and into the
normally extinguishes when the standby boost annular combustion chamber. Fuel also is taken
pump on that side is switched on. from just downstream of the firewall fuel filter
to supply the auxiliary tank transfer system with
This switch also sends a signal to the auxiliary motive fuel flow.
fuel transfer printed circuit board advising the
system if fuel pressure is not available for aux-
iliary tank transfer with the corresponding NO AUXILIARY FUEL TRANSFER
TRANSFER annunciator illuminated. SYSTEM
When auxiliary fuel is available, the auxiliary
FUEL FLOW TRANSMITTER fuel transfer system automatically transfers fuel
AND INDICATIONS from the auxiliary tank to the nacelle tank. No
pilot action is involved. The jet transfer pump in
The fuel flow gauges readout on the engine indi- the auxiliary tank operates on the venturi prin-
cating system (EIS) indicates fuel flow in pounds ciple using the fuel and boost pump for motive
per hour (Figure 5-5). flow. The engine-driven or electric low-pressure
boost pump routes fuel through the motive flow
valve–which normally is closed, through the jet
pump, and into the nacelle tank. Fuel moving
through the jet pump venturi creates suction in
the jet pump, which draws fuel from the auxiliary
tank.
During engine start, a 30- to 50-second delay is

in the automatic transfer system and allows all
fuel pressure to be used for engine starting. At
the end of the delay, the motive flow valve opens
automatically and fuel transfer begins. Monitor
Figure 5-5. Fuel Flow Indications the NO TRANSFER annunciators on the fuel
panel to ensure that the annunciators extinguish
30 to 50 seconds after engine start. Monitor the
The fuel flow transmitters are downstream of the auxiliary fuel level at the beginning of flight to
fuel control unit to only indicate fuel used for ensure that fuel transfer is occurring.
combustion.
Fuel pressure from either the engine-driven
boost pump or the electric standby boost pump
OPERATION (normally 25 to 30 psi) opens a fuel pressure
sensing switch and extinguishes the red L or R
FUEL PRESSURE switchlight (see Figure 5-2).
ROUTING TO THE ENGINE A minimum pressure of 10 ± 1 psi is required to
extinguish the light.
After exiting the main fuel system, fuel passes
through the firewall shutoff valve. Immediately The same L or R FUEL PRESSURE switchlight
downstream of this valve is the low-pressure, also sends a signal to the auxiliary fuel transfer
5 FUEL SYSTEM
engine-driven boost pump. From this pump, fuel printed circuit board to indicate that motive flow
is routed to the firewall fuel filter and pressure is available for fuel transfer. If the auxiliary tank
switch, through a fuel heater, which uses heat has fuel, the circuit board opens the motive flow
from engine oil, to the engine fuel pump and the valve within 30 to 50 seconds. With the motive
fuel control unit (FCU), and then through the fuel flow valve open, fuel is permitted to flow through
flow transmitter. the auxiliary transfer line.

If fuel pressure in the auxiliary transfer line is at TRANSFER annunciator on the applicable side of
least 4 to 6 psi, a pressure switch, which normally the fuel control panel. The motive flow valve can
is closed, opens and extinguishes the amber NO be manually energized open by positioning the
TRANSFER annunciator on the fuel panel. When AUX TRANSFER OVERRIDE–AUTO switch to
the auxiliary tank empties, a float switch in the OVERRIDE. The switch normally is positioned
auxiliary tank transmits a signal to close the to AUTO (see Figure 5-3).
motive flow valve.
This procedure bypasses the automatic feature
The motive flow valve normally closes after a in the auxiliary transfer system and sends DC
delay of 30 to 60 seconds to prevent cycling of power directly to the motive flow valve. The
motive flow valve due to sloshing fuel. The valve amber NO TRANSFER annunciator extinguishes
closure does not illuminate the NO TRANSFER if the motive flow valve opens and fuel pressure
annunciator because no fuel is left to transfer. is sensed downstream of the valve (Figure 5-6).
If the motive flow valve or its associated circuitry The amber NO TRANSFER lights are dimmed
fails, the valve closes (normal position). Loss through the automatic dimming system.
of motive flow pressure with fuel remaining
in the auxiliary tank illuminates the amber NO
AUX TRANSFER
AUX SWITCH
TRANSFER OVERRIDE
MOTIVE FLOW
AUTO FLOAT 6-PSI PRESSURE
SWITCH SWITCH NO TRANSFER
TEST SWITCH
NOT EMPTY
EMPTY
CROSSFEED 30-60 SEC

ON AUTOMATIC
FUEL DELAY
TRANSFER
PCB JET
NC TRANSFER
PUMP TO
NACELLE
TANK
MOTIVE
FLOW VALVE
FROM
BOOST AUX TANK
PUMP 10-PSI SUMP
PRESSURE
SWITCH PRESSURE
WARNING
TO ANNUNCIATOR
FROM
TO ENGINE BOOST
PUMP
Figure 5-6. Auxiliary Fuel Transfer System

5 FUEL SYSTEM

FUEL CROSSFEED SYSTEM Positioning the CROSSFEED switch LEFT or

RIGHT directly affects four circuits and can indi-
Crossfeeding is conducted only during single- rectly cause a fifth indication:
engine operation, when it can be necessary to
supply fuel to the operative engine from the fuel • Green FUEL CROSSFEED annunciator
system on the opposite side (Figure 5-7). illuminates (Figure 5-8).
• CROSSFEED valve opens.
The simplified crossfeed control positions are • Standby boost pump on the delivery side
CROSSFEED FLOW and OFF (see Figure is activated.
5-3). The STANDBY PUMP switches must be
positioned to OFF for crossfeeding. • The motive flow valve on the receiving
side closes, stopping auxiliary tank fuel
transfer.
CAUTION • If fuel is in the receiving side auxiliary
tank, then the NO TRANSFER annuncia-
The auxiliary transfer switch must be tor illuminates as a result of the motive
positioned to AUTO on the side being flow valve closing. Note that this does not
crossfed. If auxiliary fuel supply is occur if no auxiliary fuel is available.
required from the inoperative engine
side, the firewall valve must be opened Illumination of the green FUEL CROSSFEED
provided engine shutdown was not due switchlight indicates crossfeed is selected, not
to a fuel leak or fire. that the crossfeed valve has moved. The “Before
Engine Starting” checklist includes a crossfeed
test to ensure operation of this valve.
During the test, ensure that both red FUEL PRESS

switchlights extinguish when the CROSSFEED
switch is positioned to LEFT or RIGHT, indicat-
ing the valve has opened.
10 PSI FUEL 10 PSI FUEL

PRESSURE PRESSURE
LIGHT SWITCH LIGHT SWITCH
UNPRESSURIZED FUEL
LOW-PRESSURE PRESSURIZED FUEL
ENGINE-DRIVEN
TRANSFER JET FUEL
FUEL PUMP
MOTIVE FUEL VENT
FIREWALL
FLOW
MOTIVE SHUTOFF
FIREWALL VALVE
FLOW VALVE
SHUTOFF VALVE
VALVE
STANDBY
BOOST
PUMP
CROSSFEED
VALVE
5 FUEL SYSTEM
Figure 5-7. Fuel Crossfeed System

Figure 5-8. FUEL CROSSFEED Annunciator
FUELING rate equals the number of hours to be charged

against time between overhauls (TBO).
Fuels and fueling considerations are covered in
the “Limitations” section of this chapter.The pro- The pilot must be familiar with the consumption
cedure for blending anti-icing additive with fuel rate of his aircraft and record the number of gallons
is accomplished during fueling, and is covered in taken aboard for each engine. It is recommended
the “Normal Procedures” section of the Aircraft that the pilot refer also to the “Limitations chart”
Flight Manual (AFM). in the POH concerning standby boost pumps and
crossfeed operations when aviation gasoline is
used.
LIMITATIONS Takeoff is prohibited if either fuel quantity gauge
indicates less than 265 pounds of fuel or is in the
APPROVED FUEL GRADES yellow arc. Crossfeed is used for single-engine
AND OPERATING LIMITATIONS operation only.
Commercial grades Jet A, Jet A-1, and Jet B, and Operation of either engine with its corresponding
Military grades JP-4 and JP-5 are recommended fuel pressure warning annunciator (L or R FUEL
fuels for use in the aircraft. They can be mixed in PRESS) illuminated is limited to 10 hours
any ratio. between overhaul or replacement of the high-
pressure main engine fuel pump.
Aviation gasoline Grades 80 Red (formerly 80/87),
91/98, 100LL Blue (same as 100L Green in some NOTE
countries), 100 Green (formerly 100/130), and Windmilling time is not charged
115/145 Purple are emergency fuels. Emergency against this time limit. The maximum
fuels can be mixed with recommended fuels in
5 FUEL SYSTEM
allowable fuel imbalance is 1,000

any ratio. pounds.
However, when aviation gasoline is used, operation
is limited to 150 hours between engine overhauls.
The number of gallons taken aboard for each
engine divided by the engine fuel consumption

Figure 5-9. Fuel Temperature (OAT) Versus Minimum Oil Temperature Graph
APPROVED FUEL ADDITIVES CAUTION

Anti-icing additive conforming to specifica- Anti-icing additive must be properly
tion MIL-I-27686 or MIL-I-85470 are the only blended with the fuel to avoid deteri-
approved fuel additives. oration of the fuel cells. The additive
concentration by volume shall be a
Engine oil is used to heat the fuel on entering the minimum of 0.10% and a maximum of
fuel control. Since no temperature measurement 0.15 %.
is available for the fuel at this point, it must be
assumed to be the same as the OAT. Figure 5-9 is
supplied for use as a guide in preflight planning,
based on known or forecast operating conditions, CAUTION
to allow the operator to become aware of operating Anti-icing additive per MIL-I-27686 is
temperatures at which icing of the fuel control blended in JP-4 fuel per MEL-T-5624
could occur. at the refinery, and no further treatment
is necessary. Some fuel suppliers blend
If oil temperature versus OAT indicates that ice anti-icing additive in their storage
formation can occur during takeoff or in flight, tanks. Prior to refueling, check with
anti-icing additive per MIL-I-27686 or MIL-I- the fuel supplier to determine whether
85470 must be mixed with the fuel at refueling to or not the fuel has been blended. To
ensure safe operation. assure proper concentration by volume
of fuel on board, only enough additive
5 FUEL SYSTEM
for the unblended fuel must be added.

FUELING CONSIDERATIONS
Do not put any fuel into the auxiliary tanks unless
the main tanks are full. The aircraft must be stati-
cally grounded to the servicing unit. The servicing
unit must also be grounded.
The fuel filler nozzle must not be allowed to rest

in the tank filler neck as the filler neck might be
damaged.
It is recommended that a period of 3 hours be

allowed to elapse after refueling so that water and
other fuel contaminants have time to settle.
A small amount of fuel must then be drained from

each drain point and checked for contamination.
In addition, fuel filters must be cleaned whenever
fuel is suspected of being contaminated.
ZERO-FUEL WEIGHT
The maximum zero-fuel weight is 11,000 pounds.
EMERGENCY/
ABNORMAL
For specific information on emergency/ abnormal
procedures, refer to the appropriate abbreviated
checklists or the FAA-approved AFM.
5 FUEL SYSTEM

QUESTIONS
1. Fuel is heated prior to entering the fuel con- 5. When is crossfeed use authorized?
trol unit by:
A. For single-engine operation
A. Bleed air from the engine compressor B. For climbs above 20,000 feet when avia-
B. Engine oil, through an oil-to-fuel heat tion gas is used
exchanger C. When one standby pump is inoperative
C. The friction heating caused by the boost D. When fuel pressure decreases below 10
pump ± 1psi
D. An air-to-fuel heat exchanger prior to
the fuel control unit 6. Which of the following limitations applies
to operation with aviation gas?
2. Which of the following is not affected when
A. A maximum altitude of 20,000 feet with
the crossfeed switch is moved to the right or
both standby boost pumps operative and
left?
150 hours between overhauls
A. The override function for auxiliary fuel B. A maximum altitude of 31,000 feet with
transfer standby boost pump inoperative and 150
B. The crossfeed valve hours between overhauls
C. The standby pump on the side supplying C. A maximum altitude of 20,000 feet with
the fuel one standby pump inoperative and 150
D. The motive flow valve on the side being hours between overhauls
fed D. A maximum of 150 hours between over-
hauls
3. Which of the following is electrically pow-
ered? 7. Operation of the engine with the L or R
FUEL PRESS annunciator illuminated is
A. Engine-driven boost pump
limited to which of the following?
B. Standby boost pump
A. Ten hours of engine operation between
C. Engine fuel pump
main engine fuel pump overhauls or
D. Fuel manifold pump before replacement.
B. Ten hours of operation above 20,000
4. Which of the following is a function of the feet.
electric standby boost pump?
C. Unlimited operation below 20,000 feet.
A. It functions as a backup pump for use in D. Respective engine shutdown.
the event of boost pump failure
B. It is used with aviation gas in climbs
above 20,000 feet
C. It is used in crossfeed operation
D. All of the above
5 FUEL SYSTEM

6 AUXILIARY POWER
SYSTEM
The information normally contained in this chapter is not
applicable to this particular aircraft.

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION................................................................................................................... 7-1
7 POWERPLANT
GENERAL............................................................................................................................... 7-1
ENGINE................................................................................................................................... 7-2
Description....................................................................................................................... 7-2
Major Sections.................................................................................................................. 7-2
Operation.......................................................................................................................... 7-5
ENGINE LUBRICATION SYSTEM...................................................................................... 7-6
Components...................................................................................................................... 7-6
Operation.......................................................................................................................... 7-7
ENGINE FUEL SYSTEM....................................................................................................... 7-9
Components...................................................................................................................... 7-9
Operation.......................................................................................................................... 7-9
ENGINE IGNITION SYSTEM............................................................................................. 7-12
Description..................................................................................................................... 7-12
Components.................................................................................................................... 7-12
Controls And Indications................................................................................................ 7-12
Operation........................................................................................................................ 7-13

PROPELLER......................................................................................................................... 7-14
Description..................................................................................................................... 7-14
Operation........................................................................................................................ 7-17
Powerplant...................................................................................................................... 7-19
7 POWERPLANT
Engine Indicating System (EIS)..................................................................................... 7-22

Propeller Feathering....................................................................................................... 7-24
Limitations..................................................................................................................... 7-28
Approved Fuels.............................................................................................................. 7-28
Propeller......................................................................................................................... 7-29
Powerplant Engine Indicating System Colors................................................................ 7-31
QUESTIONS......................................................................................................................... 7-36

ILLUSTRATIONS
Figure Title Page
7-1 King Air B200/B200GT.............................................................................................. 7-2

7-2 PT6A Engine............................................................................................................... 7-3
7-3 Engine Cutaway........................................................................................................... 7-3
7 POWERPLANT
7-4 Compressor Bleed Valve(s)......................................................................................... 7-4
7-5 Engine Stations............................................................................................................ 7-6
7-7 CHIP DETECT Annunciators..................................................................................... 7-7
7-6 Oil Pressure/Temperature Indications......................................................................... 7-7
7-8 Oil System Schematic.................................................................................................. 7-8
7-9 Fuel Low Pressure Annunciators................................................................................. 7-9
7-10 Fuel Flow Indicators.................................................................................................... 7-9
7-11 Simplified Fuel Control Schematic........................................................................... 7-10
7-12 IGNITION AND ENGINE START Switches........................................................... 7-12
7-13 ENG AUTO IGN Switches........................................................................................ 7-13
7-14 Ignition System Schematic........................................................................................ 7-13
7-15 Propeller.................................................................................................................... 7-14
7-16 PROP GOV TEST Switch......................................................................................... 7-16
7-17 Propeller Onspeed Schematic.................................................................................... 7-17
7-18 Overspeed Governor Schematic................................................................................ 7-18
7-19 Propeller Overspeed Schematic................................................................................. 7-18
7-20 Propeller Underspeed Schematic............................................................................... 7-19
7-21 Powerplant Control Levers........................................................................................ 7-20
7-22 Beta and Reverse Control.......................................................................................... 7-21
7-23 Propeller Control Lever............................................................................................. 7-21
7-24 Friction Control Knobs.............................................................................................. 7-22

7-25 Engine Indicating System.......................................................................................... 7-23

7-26 Propeller Synchroscope............................................................................................. 7-24
7-27 Propeller Synchroscope and Switches (Type II)........................................................ 7-24
7-28 Type II System Schematic......................................................................................... 7-25
7-29 AUTOFEATHER Switch........................................................................................... 7-25
7 POWERPLANT
7-30 AUTO FEATHER Annunciators............................................................................... 7-26

7-31 Autofeather System Schematic
(Both Power Levers at Approximately90% N1; Right Engine Has Failed)............... 7-27
7-32 Autofeather Test Schematic (Left Power Lever Below 200 Foot-Pounds; Right Power
Lever Above 400 Foot-Pounds)................................................................................. 7-28
TABLES
Table Title Page
7-1 Engine Operating Limits (PT6A-42 Engine)..............................................................7-30

7-2 Power Plant Instrument Markings (PT6A-42 Engine)................................................7-32
7-3 Engine Operating Limits (PT6A-52 Engine)..............................................................7-34

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
This chapter describes the powerplant of the King Air B200/B200GT aircraft. All values, such
as pressures, temperatures, rpm, and power are used for illustrative meanings only. Actual values
must be determined from the appropriate sections of the approved flight manual. Information in
this chapter must not be construed as being equal to or superseding any information issued by or
on behalf of the various manufacturers or the Federal Aviation Administration (FAA).
GENERAL
The aircraft is powered by two wing-mounted, incorporate full feathering and full reversing capa-
turboprop engines, manufactured by Pratt and bilities in addition to ground fine mode control
Whitney Aircraft of Canada Limited, a Division for ground operation. On the ground, the propel-
of United Technologies (Figure 7-1). The engines ler is feathered when the engine is shut down and
drive four-blade, constant-speed propellers which unfeathered when the engine is restarted.

7 POWERPLANT
Figure 7-1. King Air B200/B200GT
ENGINE MAJOR SECTIONS

For the purpose of this chapter, the engine is
DESCRIPTION divided into the following seven major sections
(Figure 7-3):
The engines used on the aircraft are designated as
PT6A-42/52. • Air intake section
• Compressor section
The PT6A is a free-turbine, reverse-flow, lightweight
turboprop engine, capable of developing 850-shaft • Combustion section
horsepower or 903 equivalent shaft horsepower • Turbine section
(ESHP) (Figure 7-2 and Figure 7-3).
• Exhaust section
PT6 engine development began about 1960. The • Reduction gear section
first certificated engine, the PT6A-6, entered ser-
vice in 1962, rated at 450-shaft horsepower. Since • Accessory drive section
then, the output of the PT6A has almost tripled to
1,300-shaft horsepower on the PT6A-68A.There Air Intake Section
are no apparent outward changes on the engine.
The air intake section consists of a circular screen-
covered, aluminum casting. Air is directed to the
air intake by the nacelle air scoop on the lower
side of the nacelle. The function of the air intake
section is to direct airflow to the gas generator
compressor.

STARTER-GENERATOR
OPTIONAL
ACCESSORY FUEL PUMP/FCU
DRIVES
TACHOMETER-
GENERATOR
7 POWERPLANT
(NG)
OIL SCAVENGE PROPELLER

PUMPS AND GOVERNOR
FUEL BOOST PUMP
AFT
TACHOMETER-
GENERATOR
(NF)
PROPELLER
TORQUE OVERSPEED
LIMITING GOVERNOR
DEVICE
FRONT
Figure 7-2. PT6A Engine
Figure 7-3. Engine Cutaway

Compressor Section forward, the low-pressure valve is at the 9 o’clock

position and the high pressure valve is at the 3
The compressor section consists of a four-stage o’clock position. These valves prevent compressor
compressor assembly, made up of three axial stalls and surges in the low N1 rpm range.
stages and one centrifugal stage. The compressor
compresses and supplies air for combustion, At low N1 rpm, both valves (-42) are in the open
combustion cooling, pressurization and position. At approximately 65% N1 the low
pneumatics, compressor bleed valve operation, pressure bleed valve closes. At takeoff and cruise
and bearing sealing and cooling. N1 rpm, above approximately 90%, both bleed
valves close. For the -52 engine, the single bleed
7 POWERPLANT
Compressor Bleed Valves valve closes at approximately 85% N1 rpm.

At low N1 rpm, the compressor axial stages
produce more compressed air than the centrifugal Both compressor bleed valves remaining closed
stage can use. below approximately 90% N1 results in a
compressor stall. If one or both valves remains
Compressor bleed valve(s) compensate for this open, ITT increases and torque decreases while
excess airflow at low rpm by overboarding, or N1 rpm remains constant.
bleeding axial stage air to reduce backpressure on
the centrifugal stage (Figure 7-4). Combustion Section
The PT6 engine uses an annular combustion
The pressure relief helps prevent compressor stall chamber. Two, high-energy igniter plugs are in
of the centrifugal stage. The compressor bleed the combustion chamber as well as 14 equally-
valves, one on each side of the compressor for spaced simplex fuel nozzles.
the -42 and only one for the -52, are pneumatic
pistons, which reference the pressure differential
between the axial and centrifugal stages. Looking
AMBIENT PRESSURE
CONTROL PRESSURE
FINAL
ORIFICE
PRIMARY
ORIFICE
PISTON DAMPER
(SPRING LOAD)
DELIVERY
AIR PASSAGE
SLEEVE P3 LEGEND
AMBIENT PRESSURE
P2.5 COMPRESSOR DISCHARGE AIR
Figure 7-4. Compressor Bleed Valve(s)

Turbine Section The accessory section drives the engine and

aircraft accessories, which include:
The PT6A uses three reaction turbines:
• One single-stage compressor turbine • Fuel control unit (FCU) and high-pressure
fuel pump
• Two 2-stage axial propeller (power)
turbines • Lubricating pump/scavenge pumps
• N1 tachometer-generator
The single-stage compressor turbine extracts
energy from the combustion gases to drive the • DC starter-generator
7 POWERPLANT
gas generator compressor and the accessory gear • Refrigerant compressor (right engine only)
section. This combination is defined as N1.
• Low-pressure fuel boost pump
The 2-stage power turbines extract energy from
the combustion gases to drive the propeller and Other drive pads are provided for optional
its accessories through the planetary reduction operator equipment (see Figure 7-2).
gears. This combination is defined as NP.
OPERATION
Exhaust Section When the engine is rotating, air is inducted
The exhaust section is immediately aft of the through the nacelle air scoop to the engine air
reduction gear section and consists of: intake (Figure 7-5). Airflow is turned 180° in
• Annular exit plenum a forward direction and is then progressively
increased in pressure by a three-stage axial-flow
• Heat-resistant cone and a single-stage centrifugal-flow compressor.
It is then directed forward through diffuser ducts
• Two exhaust outlets at the 9 o’clock and 3 toward the forward side of the combustion cham-
o’clock positions ber. The airflow is again turned 180° and enters
• Reduction Gear Section the combustion chamber, where metered fuel is
added by 14 fuel spray nozzles.Two high-energy
The reduction gear section at the front of the igniter plugs ignite the gas mixture. The expand-
engine is a two-stage, planetary type. The pri- ing gases move rearward through the combustion
mary function of the reduction gear section is chamber and turn 180° forward to enter the tur-
to reduce the high rpm of the free turbine to the bine section. The compressor turbine extracts
value required for propeller operation. The reduc- sufficient energy from the expanding gases to
tion gear section also is used for torquemeter drive the four-stage compressor and the accessory
operation and consists of: gear section. The remaining two stages of the free
power turbine extract the maximum remaining
• Drive sections for the propeller governor energy from the combustion gases to drive the
(with fuel topping governor sensing) propeller and propeller accessories through the
• Propeller overspeed governor reduction gearbox. The two-stage power turbine
is a free turbine and is only aerodynamically (not
• Propeller tachometer-generator mechanically) connected to the gas generator.
(see Figure 7-2) The gases from the turbine continue forward into
an exhaust plenum where they are directed to the
Accessory Drive Section atmosphere by exhaust nozzles at the 9 o’clock
The accessory drive section forms the aft portion and 3 o’clock positions on the exhaust section of
of the engine. The accessory section is driven by the engine.
the compressor turbine through a shaft extending
aft through the oil tank to the accessory gearbox.

COMPRESSOR SECTION
7 POWERPLANT
POWER SECTION
LEGEND
COMPRESSOR SECTION
POWER SECTION
Figure 7-5. Engine Stations
ENGINE LUBRICATION Pumps

SYSTEM The oil pumps consist of a pressure element
and four scavenge elements. The pressure pump
The engine lubrication system is a completely self- supplies lubrication pressure to the bearings and
contained and fully automatic system. It provides the accessory system drive gears. In addition, the
cooling and lubrication of the engine bearings pressure pump supplies oil to the propeller control
and reduction and accessory drive gears. It also system, the torquemeter system, reduction gears,
provides for operation of the propeller control and the torque limiter.
system, torquemeter system, torque limiter, and
fuel heater system. The engine oil system is a dry- Oil Cooler
sump system consisting of pressure, scavenge,
and centrifugal air breather systems. An oil radiator is inside the lower nacelle for oil
cooling. The oil cooling system is fully automatic
COMPONENTS and uses a thermal sensor to control the position
of a door that regulates air flow through the oil
cooler.
Oil Tank
The oil tank forms an integral part of the engine
between the aft end of the compressor air inlet Fuel Heater
and the forward end of the accessory gearbox. Oil scavenged from the accessory gearcase is
directed through an oil-to-fuel heater prior to its
A filler and dipstick are at the 11 o’clock position return to the oil tank.
on the accessory case. The oil tank is vented
to a centrifugal breather to provide for air-oil
separation.

CONTROLS AND INDICATIONS Chip Detection

The caution annunciator panel contains two
Engine Oil Pressure amber L and R CHIP DETECT annunciator.
Engine oil pressure is sensed by a transmitter in (Figure 7-7). The are operated by a magnetic chip
the pressure pump outlet line where the numerical detector at the bottom of each reduction gearbox.
pounds per square inch (psi) value can be seen When either annunciator illuminates, it indicates
on the engine indicating system (EIS) in the that ferrous metal particles in the oil have been
multifunction display (MFD) (Figure 7-6). The attracted to the chip detector magnets.
oil pressure system requires DC power.
7 POWERPLANT
OPERATION
When the engine is running, the oil pressure
pump draws oil from the tank, develops a higher
pressure with the oil, and directs pressurized oil
through various filters to the engine bearings, the
accessory and reduction drive gears, the propeller
governor, and the engine torquemeter system
(Figure 7-8).Oil pressure is regulated and limited
by a relief valve. Oil pressure and temperature are
sensed and transmitted to the cockpit gauges. All
oil is scavenged to the accessory gearcase except
the reduction gearcase oil, which goes directly to
Figure 7-6. Oil Pressure/Temperature the oil cooler. A screened scavenge pump returns
Indications the gearcase oil to the tank through the oil-fuel
heater.
Engine Oil Temperature

Oil temperature is sensed by a resistance bulb and
its numerical degree Celsius (°C) can be seen on
the EIS (Figure 7-6). The power supply for the
transmitter is from the DC power system.
Figure 7-7. CHIP DETECT Annunciators

7 POWERPLANT
7-8
FROM COOLER
OIL TANK BREATHER
PROPELLER GOVERNOR TORQUEMETER OIL OIL DIPSTICK

AND BETA CONTROL CONTROL VALVE
TO COOLER
DIVERTER
VALVE
OIL FILTER AND
CHECK VALVE OIL
TANK
FUEL
HEATER
OIL SUPPLY
TO PROPELLER BYPASS VALVE
OVERPRESSURE
RELIEF VALVE SCAVENGE
PUMP
PRESSURE
REGULATING TANK
TORQUEMETER TORQUEMETER VALVE ACCESSORY
CHIP PRESSURE DRAIN
& TORQUE LIMITER GEARBOX
DETECTOR (INDICATOR) DRAIN
TO OIL PRESSURE BYPASS

INDICATOR VALVE
TO OIL TEMPERATURE TO OIL PRESSURE

INDICATOR ANNUNCIATOR

LEGEND
PRESSURE OIL
PROPELLER SUPPLY OIL
SCAVENGE OIL
BREATHER AIR
TORQUEMETER PRESSURE
Figure 7-8. Oil System Schematic
Revision 0.3
ENGINE FUEL SYSTEM

COMPONENTS
The engine fuel system consists of:
• Engine-driven low-pressure boost pump
• Oil-to-fuel heater
• Engine-driven high-pressure fuel pump
7 POWERPLANT
• Fuel control unit (FCU)
• Flow divider Figure 7-10. Fuel Flow Indicators
• Two fuel manifolds each with seven sim-
plex fuel nozzles Fuel Flow
Fuel flow information is sensed by a transmitter
CONTROLS AND INDICATIONS in the engine fuel supply line and its numerical
pounds per hour (PPH) is displayed on the EIS
Fuel Pressure (Figure 7-10).
The L and R FUEL PRESS annunciators on the
warning panel are operated by pressure switches OPERATION
that sense outlet pressure at the engine-driven
boost LP pump (Figure 7-9). The annunciators Two valves included in the FCU ensure consistent
illuminate to indicate abnormally low (10 ±1 psi) and cool engine starts. When the ignition or start
fuel pressure to the HP engine pump. system is energized, the purge valve is electrically
opened to clear the FCU of vapors and bubbles.
The excess fuel flows back to the nacelle fuel
tank. The spill valve, referenced to atmospheric
pressure, adjusts fuel flow for cooler high-altitude
starts.
Figure 7-9. Fuel Low Pressure Annunciators

Fuel Control Unit (FCU) cockpit. In addition, the minimum pressurizing

valve prevents fuel flow to the engine until fuel
The FCU has multiple functions, but its main pressure increases enough to ensure proper fuel
purpose is to meter the proper fuel amount to atomization at the nozzles. Once the minimum
the nozzles in all modes of engine operation pressure valve has opened, fuel flows to the flow
(Figure 7-11). It is calibrated for starting flow divider and the fuel nozzles.
rates, acceleration, and maximum power. The
FCU compares gas generator speed (N1) with the Aside from opening and closing the fuel cutoff
power lever setting and regulates fuel to the engine valve, the CONDITION lever adjusts N1 speed
fuel nozzles. The FCU also senses compressor from LOW IDLE to HIGH IDLE. The POWER
7 POWERPLANT
section discharge pressure, compares it to rpm, lever, by adjusting the FCU governor position,
and establishes acceleration and deceleration fuel adjusts the fuel metering valve to allow more
flow limits. or less fuel to the spray nozzles. In summary,
the power lever controls fuel to the engine by
Fuel flow to the engine is dependent on the adjusting the governor position, which in turn
position of the fuel cutoff valve, which is manually repositions the fuel-metering valve in the FCU.
operated by the CONDITION lever in the
TORQUE LIMITER
TO GRAVITY
FEED LINE
PURGE VALVE
CONDITION LEVER
FUEL
PURGE P3
MINIMUM
N2
PRESSURIZING
VALVE
MINIMUM FLOW DIVIDER
FLOW STOP AND DUMP VALVE
FUEL CUT-OFF
VALVE
POWER LEVER
ENGINE DRIVEN
HP PUMP
PA
P3 INLET FUEL SUPPLY

N1
GOVERNOR
Figure 7-11. Simplified Fuel Control Schematic

The fuel control system for PT6A engines is to open the minimum-pressurizing valve. The
essentially a fuel governor that increases or engine-driven HP fuel pump maintains this
decreases fuel flow to the engine to maintain required pressure. If the pump fails, the valve
selected engine operating speeds. At first glance, closes and the engine flames out.
the system can appear quite complicated. The
engine fuel control system consists of the Downstream from the minimum pressurizing
following: valve in the FCU is the fuel cutoff valve. The
CONDITION lever controls this valve, either
• Fuel cutoff valve open or closed. There is no intermediate position
of this valve. For starting, fuel flows initially
7 POWERPLANT
• Primary LP boost pump through the flow divider valve to the primary fuel
• Oil-to-fuel heat exchanger spray nozzles in the combustion chamber.
• High-pressure fuel pump As the engine accelerates through approximately
• Fuel control unit 40% N1, fuel pressure is sufficient to open the
transfer valve to the secondary fuel nozzles. At
• Fuel flow transmitter this time all 14 nozzles are delivering atomized
• Flow divider fuel to the combustion chamber. This progressive
sequence of primary and secondary fuel nozzle
• Dual fuel manifold with 14 simplex nozzles operation provides cooler starts. On engine
startups, there is a definite surge in N1 speed
The LP boost pump is engine-driven and operates when the secondary fuel nozzles cut in.
when the gas generator shaft (N1) is turning
to provide sufficient fuel head pressure to the During engine shutdown any fuel in the manifold
high pressure pump to maintain proper cooling is forced out through the nozzles and into the
and lubrication. The oil-to-fuel heat exchanger combustion chamber by purge tank pressure. As
uses warm engine oil to maintain a desired fuel the fuel is burned, a momentary surge in N1 rpm
temperature at the fuel pump inlet to prevent icing is observed. The entire operation is automatic and
at the pump filter. This is done with automatic requires no input from the crew.
temperature sensors and requires no action by the
pilot.
Fuel Control Unit Operation
Fuel enters the engine fuel system through the The pneumatic section of the FCU determines
oil-to-fuel heat exchanger, and then flows into the fuel flow rate to the engine for all operations.
high-pressure engine-driven fuel pump and on The power levers control engine power from idle
into the FCU. through takeoff power by operation of the gas
generator (N1) governor in the FCU. Increasing
The HP fuel pump is an engine-driven gear-type N1 rpm increases engine power.
pump with an inlet and outlet filter. Flow rates and
pressures vary with gas generator (N1) rpm. Its For explanation purposes, consider the N1
primary purpose is to provide sufficient pressure governor bellows as a diaphragm. P3 air is
at the fuel nozzles for a good spray pattern at introduced into the bellows in a manner that
all modes of engine operation. The HP pump sets up differential pressure on each side of the
supplies fuel at approximately 800 psi to the fuel diaphragm. Therefore, any change in P3 pressure
side of the FCU. moves the diaphragm. When pressure is increased,
the fuel metering valve on the bellows moves in
Between the FCU fuel valve and the engine an opening direction to increase fuel flow and N1
combustion chamber and part of the FCU, a rpm.
minimum pressurizing valve cuts off fuel flow
during starts until fuel pressure builds sufficiently As P3 pressure decreases, fuel flow also decreases,
to maintain a proper spray pattern in the which reduces the N1 rpm. The N1 governor
combustion chamber. About 70 psid is required increases or decreases P3 pressure in the bellows

by varying the opening of relief orifices in the cranking and ignition operation.The STARTER
bellows. ONLY position is a momentary (spring-loaded
to center hold down) position and it provides for
The FCU controls engine power by maintaining engine motoring only. In this position the igniters
the requested N1 rpm through the N1 governor. do not function.
If actual N1 rpm is lower than the desired setting,
the N1 governor closes the P3 orifice, allowing
pressure to increase. Autoignition
As the pressure increases, the diaphragm moves
7 POWERPLANT
to open the metering valve, which increases fuel

flow, which in turn increases the N1 rpm to the
speed requested by the governor. When N1 rpm
reaches the desired speed, the governor adjusts
the P3 orifice to reduce pneumatic pressure to
match the fuel pressure required to maintain the
desired N1 rpm.
The fuel topping (power turbine) governor

protects against power turbine overspeed. If an
overspeed occurs, and the propeller goes beyond
106% of the requested propeller rpm, the fuel
topping governor vents air to reduce fuel flow.
Reducing fuel flow decreases N1 speed and Figure 7-12. IGNITION AND ENGINE
decreases power turbine speed accordingly. With START Switches
propellers in reverse, the fuel-topping governor
restricts fuel flow to 95% of the requested
propeller rpm. The autoignition system is controlled by the two
LEFT and RIGHT ENG AUTO IGN switches
ENGINE IGNITION with ARM and OFF positions (Figure 7-13 and
Figure 7-14). Positioning either ENG AUTO IGN
SYSTEM switch to ARM arms the igniter circuit to an
engine torque switch, which normally is open
when the engine is developing more than 400
DESCRIPTION foot-pounds of torque.
The engine ignition system is a high-energy,
capacitance-type system with a dual-circuit The system must be armed prior to takeoff and
igniter box and two igniter plugs in the combus- for all phases of flight, and must be turned off
tion chamber. The system is divided into starting only after landing. If engine torque drops to 400
ignition and autoignition. foot-pounds or less when the autoignition is
armed, the ignition system energizes to prevent
engine flameout if the power loss was caused by a
COMPONENTS momentary fuel or air interruption.
Starting Ignition CONTROLS AND INDICATIONS
A three-position lever lock switch for each engine
controls this system. The switch is on the left Illumination of the green L and R IGNITION
switch panel (Figure 7-12). The switch has three ON annunciators indicates that the igniters are
positions: ON–OFF–STARTER ONLY. The ON receiving power (see Figure 7-7).
(up) position is lever locked and is used for engine

OPERATION
Starting Ignition
When DC power is available, positioning the
IGNITION AND ENGINE START switch to ON
applies DC power to the L or R IGNITION ON
annunciator, the FCU purge valve, and the ignition
exciter (Figure 7-14). The exciter, which operates
at three cycles per second, applies high power to
7 POWERPLANT
the igniter plugs in the combustion chamber.
Figure 7-13. ENG AUTO IGN Switches
IGNITER PLUGS
IGN EXCITER
TORQUE SW
CLOSE
400 FOOT-POUNDS
IGN ON
AUTO- ARM ON
IGNITION OFF OFF
IGNITION STARTER ONLY
AND
ENGINE STARTER
L IGNITER POWER
DC POWER
Figure 7-14. Ignition System Schematic

PROPELLER constant speed range. A preset oil-operated

overspeed governor is provided in case of failure
of the normal propeller governor. In addition to
DESCRIPTION the normal and overspeed propeller governors, a
fuel topping function, integral with the primary
The PT6A engine drives a four blade propeller governor, provides protection against propeller
mounted on the forward end of the engine (Figure overspeed, as well as limits rpm in the reverse
7-15). The propeller blades for the B200 and ranges.
B200GT aircraft are constructed of aluminium.
The King Air 250 propeller blades are constructed
Feathering
7 POWERPLANT
of composite material. The composite propeller

is available through STC for B200 and B200GT Feathering is a function of counterweights on each
aircraft. blade root and of spring forces in the propeller
cylinder.
The propeller control system provides for constant-
speed operation, full feathering, reversing, and
Ground Fine mode control. Feathering is induced Unfeathering and Reversing
by propeller counterweights and concentric Unfeathering and reversing functions are done
springs. by hydraulic (engine oil) pressure developed by a
high-pressure oil pump, which is an integral part
If an engine flames out in-flight or if the of the propeller primary governor.
CONDITION lever is positioned to CUTOFF,
the propeller does not feather because of
the windmilling effect and governor action. The Hartzell propeller operates in two modes:
Feathering in flight must be manually selected by propeller-governing constant-speed mode or
using the PROPELLER control lever. ground fine reverse propeller blade angle control
mode.
A conventional oil-operated propeller governor
achieves normal propeller operation in the
Figure 7-15. Propeller

Basic Principles • Shutoff governor-boosted high oil pressure

to the propeller servo piston and connect
Constant speed propellers operate in three the piston chamber to the oil sump, allow-
conditions under the control of a propeller ing the counterweights and propeller spring
governor: force to increase the blade angle, to include
feather if desired.
• Onspeed—The condition in which the • When the speeder spring and flyweight
selected rpm and actual rpm are the same. forces are equal, the pilot valve is posi
• Overspeed—The condition in which actual tioned appropriately to maintain a constant
7 POWERPLANT
rpm is greater than selected rpm. blade angle.
• Underspeed—The condition in which Overspeed Control
actual rpm is less than selected rpm.
The normal rpm control range of the primary
governor is from 1,600 rpm to 2,000 rpm; the
CONTROLS AND INDICATIONS latter is 100% rpm.
Control
If the primary governor fails to limit rpm to
Speed (rpm) control is a function of the propeller 2,000, a second (overspeed) governor, driven by
governor. This unit is engine-driven and operates the reduction gearbox, operates in parallel with
on the principle of balancing two opposing the primary governor. This is called the overspeed
forces, both of which are variables. These forces governor.
are speeder spring force and flyweight force.
The overspeed governor has a preset speeder
Speeder Spring Force spring tension that limits propeller rpm to the
preset limit of 2,120 which is 106% of the primary
Speeder spring force is a function of, and varied governor maximum setting.
by, the propeller control lever position.
If the propeller blades are stuck or move too
slowly and fail to limit rpm, a fuel topping section
Flyweight Force of the primary governor limits rpm to 106% of the
Flyweight force is a function of, and varied by, propeller rpm selected by the propeller control
propeller rpm through a reduction gear section. lever (2,120 being the highest setting, propeller
levers full forward).
If the speeder spring force is greater than flyweight
force, the propeller is operating in an underspeed Test System
condition. The overspeed governor incorporates a test
system controlled by the two-position PROP GOV
If the flyweight force is greater than speeder TEST–OFF switch for both propellers (Figure
spring force, the propeller is operating in an 7-16). The switch is on the pilot left subpanel.
overspeed condition.
When the speeder spring and flyweight forces are A solenoid valve is associated with each overspeed
equal, the propeller is onspeed. governor. The valve is energized when the
PROP GOV TEST switch is positioned to TEST.
Unbalance of speeder spring and flyweight forces When energized, the valve applies governor
is used to position a pilot valve to accomplish the pump pressure to change the fixed value of the
following: overspeed governor as listed above, to a range of
1,800 to 1,910 rpm.
• Direct governor boosted high oil pressure
to the propeller servo piston to reduce the
blade angle.

The propeller rpm at which the FTG activates is

determined by propeller control lever position.
With the propeller locked, the FTG reduces fuel
flow when the overspeed reaches approximately
106% of the selected propeller rpm.
The FTG uses the same flyweights and pilot

valve mechanism as the primary governor. If
the primary governor fails, the FTG may not be
7 POWERPLANT
operational.
Ground Fine Mode Control

Ground fine control defines a range of operation in
which the pilot can reduce the residual idle thrust
of the propeller by reducing blade angle. This
Figure 7-16. PROP GOV TEST Switch reduction in blade angle and, therefore, propeller
thrust, is accomplished by lifting the power levers
aft into the ground fine range.
Operating Principles
With the engine running and the PROPELLER The propeller includes a beta valve, which forms
control lever full forward, positioning the an integral part of the propeller governor. The
PROP GOV TEST–OFF switch to TEST opens pilot can mechanically position this valve, within
a solenoid valve and admits primary governor a limited (ground) range described above, to
pump pressure to a hydraulic reset valve on the change propeller blade angle.
overspeed governor.
Propeller servo piston movement is fed back to the
Positioning the reset valve raises the pilot valve, valve by a mechanical follow-up system to null
simulating an overspeed and allowing governor the beta valve when the blades reach the desired
pump pressure to drain to the reduction gearcase angle, and approximately 5° blade angle remains
through the pilot valve of the overspeed governor. constant until the pilot selects another angle.
If the power lever is advanced, the rpm stabilizes Reverse Operation

at the TEST reset value of the overspeed governor, When full reverse is selected, the power levers
which is between 1,800 and 1,910 rpm. send three commands:
Fuel Topping (Power • Spool compressor to 83% ± 5% N1 with a

Turbine) Governor fuel flow increase.
If a mechanical failure causes the propeller to • Decrease propeller blade angle to –11.2°.
lock or stick, it does not respond to oil pressure
changes. The primary and overspeed governors, • Reset FTG to 95% of rpm selected by pro-
although still operating normally, are unable to peller lever.
control propeller rpm with oil pressure. The fuel The maximum allowable propeller speed in
topping governor (FTG), an integral part of the reverse is 1,900 rpm; however, this is not an
primary governor, acts to reduce fuel flow, which overspeed limitation for the propeller. The 1,900-
in turn reduces propeller rpm. With a locked rpm limit, which is controlled by the FTG, assures
propeller (fixed pitch propeller), a power reduction that the propeller does not attain selected rpm,
controls rpm as long as airspeed is not increased which brings the propeller onspeed and begins to
excessively. The FTG vents air pressure from interfere with the reverse operation.
the FCU, which results in a fuel flow reduction.

OPERATION the selected rpm. The increased flyweight force

raises the governor pilot valve and reduces oil
Propeller Operating pressure at the propeller piston, allowing the
counterweights and spring to increase blade angle
Principles Onspeed and to decelerate the propeller until an onspeed
When the upward force of the governor flyweights condition occurs.
is equal to the downward force of the speeder
spring, the governor pilot valve is positioned
to shut off the governor pump pressure from Underspeed
the propeller piston and isolate the propeller When an underspeed condition occurs, the
7 POWERPLANT
cylinder from the gearcase drain (Figure 7-17). propeller decelerates below the selected rpm and
This, in effect, hydraulically locks the blades at the speeder spring force overcomes the force of
a specific angle. This condition does not prevail the flyweights (Figure 7-20). As a result, the pilot
for very long as changes in altitude, temperature, valve moves down and allows the governor pump
airspeed, and inherent leakage at the prop transfer to apply oil pressure to the propeller servo piston,
sleeve require blade angle changes. In effect, in resulting in decreased blade angle. This allows
any constant-speed condition, the governor is the propeller to accelerate until the flyweight
hunting through a very narrow range to maintain force equals the speeder spring force and pressure
the selected rpm. is again restricted from the propeller servo piston.
Overspeed
When an overspeed condition occurs, the
governor flyweight force exceeds the speeder
spring force (Figure 7-18 and Figure 7-19). This
occurs when the propeller has accelerated above
OIL REVERSE
PROP HYDRAULIC
LEVER LEVER OVERSPEED
GOVERNOR
PRIMARY PROP GOVERNOR

1,600–2,000 RPM GOVERNOR 2,120 RPM
PUMP NORMAL
OVERSPEED
PILOT
VALVE
BETA TO
TO VALVE CASE
CASE
AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-17. Propeller Onspeed Schematic


FAILED
OIL REVERSE
PROP HYDRAULIC
GOVERNOR
GOVERNOR APPROX. 2,120 RPM

PUMP 1,800 TO 1,910 RPM NORMAL
IN TEST MODE OVERSPEED
PILOT
VALVE
7 POWERPLANT
BETA TO
TO VALVE CASE
CASE
AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-18. Overspeed Governor Schematic

OIL REVERSE HYDRAULIC
PROP
GOVERNOR
PRIMARY PROP GOVERNOR 2,120 RPM

1,600–2,000 RPM NORMAL
OVERSPEED GOVERNOR
PUMP OVERSPEED
PILOT
VALVE
BETA TO
VALVE CASE
TO
CASE AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-19. Propeller Overspeed Schematic

OIL REVERSE HYDRAULIC

PROP OVERSPEED
LEVER LEVER
GOVERNOR
1,600–2,000 RPM 2,120 RPM
UNDERSPEED GOVERNOR
NORMAL
PUMP
OVERSPEED
PILOT
VALVE
7 POWERPLANT
BETA TO
TO VALVE CASE
CASE AUTOFEATHER SOLENOID (NC)
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-20. Propeller Underspeed Schematic
POWERPLANT fuel flow that sustains approximately 61% (or

necessary to maintain 1,180 propeller rpm) gas
Power Control generator, or N1 rpm. HIGH IDLE establishes
fuel flow that sustains approximately 70% N1
The engine-propeller combination is controlled rpm. There is a progressive increase in fuel flow
by the interaction of (Figure 7-21): as the CONDITION lever is moved from LOW
IDLE to HIGH IDLE, and any N1 rpm can be
• CONDITION lever selected between LOW IDLE and HIGH IDLE.
• POWER lever POWER Levers
• PROP lever POWER levers are on the POWER lever quadrant
(the first two levers on the left side) on the center
CONDITION Levers pedestal (Figure 7-21) and they are mechanically
The CONDITION levers are mechanically interconnected through a cam box to the FCU, the
connected to the FCU to operate a fuel cutoff valve beta valve and follow-up mechanism, and the fuel
that shuts off metered fuel to the fuel manifold topping (NP) governor.
(Figure 7-21).
The POWER lever quadrant permits movement
The CONDITION levers are on the power lever of the POWER lever in the forward thrust (alpha)
quadrant (the last two levers on the right side) range from IDLE to maximum thrust and in the
in the center pedestal and have three positions: GND FINE or REVERSE range from IDLE
FUEL CUTOFF, LOW IDLE, and HIGH IDLE. to maximum reverse. A detent in the power
The FUEL CUTOFF position shuts off fuel to the lever quadrant at the IDLE position prevents
engine and the LOW IDLE position establishes inadvertent movement of the lever into the GND
FINE or REVERSE range. The pilot must lift

PROPELLER
LEVERS
POWER CONDITION
LEVERS LEVERS
7 POWERPLANT
Figure 7-21. Powerplant Control Levers
the power levers up and over this detent to select The geometry of the POWER lever linkage
GND FINE or REVERSE. through the cam box is such that power lever
increments from idle to full forward thrust have
The function of the POWER levers in the forward no effect on the position of the beta valve (Figure
thrust (alpha) range is to establish gas generator 7-22).
rpm through the gas generator governor (N1) and
fuel flow that produces and maintains the selected When the power lever is positioned from IDLE
N1 rpm. into the REVERSE range, which requires lifting
the power levers over a second gate, it positions
Ground Fine and Reverse the beta valve to direct governor pressure to the
propeller piston, decreasing blade angle through
Control zero into a negative range (Figure 7-22).
In the GND FINE (beta) range, the POWER levers
are used to reduce the propeller blade angle, thus The travel of the propeller servo piston is fed back
reducing residual prop thrust and reset the fuel to the beta valve to null its position and, in effect,
topping governor (NP) from its normal 106% to provide many negative blade angles all the way to
a range of approximately 95%. In the REVERSE full reverse. The opposite occurs when the power
(gama) range, the power lever functions to: lever is positioned from full REVERSE to any
forward position up to IDLE, therefore providing
• Select a blade angle proportionate to the aft the pilot with manual blade angle control for
travel of the lever. ground handling.
• Select a fuel flow that sustains the selected
reverse power.

FX LO HI
PROP
LEVER
REV IDLE LO HI
OIL POWER/REVERSE HYDRAULIC
LEVER OVERSPEED
POWER GOVERNOR
LEVER
2,120 RPM
7 POWERPLANT
GOVERNOR NORMAL
PUMP OVERSPEED
1,600 – 2,000 RPM PILOT APPROXIMATELY
VALVE 1,870 RPM IN TEST
MODE
TO
BETA CASE
TO VALVE NC DRAIN
CASE DRAIN
LOW PITCH
(HIGH OIL PRESSURE)
TRANSFER
GLAND
Figure 7-22. Beta and Reverse Control
PROP Control Levers

The PROP control levers operate in the throttle
quadrant on the center pedestal (Figure 7-23)
and are mechanically connected to the primary
propeller governor. In the forward thrust, or
constant-speed range, the PROP control lever
selects rpm from low rpm to high rpm (1,600 to
2,000 rpm) by changing the setting of the primary
propeller governor.
The PROP control lever also is used to feather

the propeller by moving the lever aft into the
FEATHER detent position. This action positions
the primary propeller governor pilot valve to
dump oil from the propeller servo piston chamber
and allows the propeller counterweights and
springs to move the propeller blades to the full
FEATHER position. A detent at the low rpm
position prevents inadvertent movement of the
PROP lever into the FEATHER range. Figure 7-23. Propeller Control Lever

Friction Control ENGINE INDICATING SYSTEM

Four FRICTION LOCK knobs are on the center (EIS)
pedestal (Figure 7-24). Rotating the knobs
counterclockwise increases friction or locks the Engine Temperature (ITT)
levers in any desired position. All engine instrumentation is in the top portion
of the MFD. This display is capable of changing
colors when values exceed operating limits.
It also has the capability of monitoring how long

7 POWERPLANT
values have been exceeded in order to change

from amber to red, indicating a more extreme
condition.
The EIS is handled by four units in the nose

avionics bay:
Figure 7-24. Friction Control Knobs
• Two engine data concentrators (EDC)
• Two data concentration units (DCU)
PROP Control Levers One EDC and one DCU is responsible for the
The PROP control levers operate in the throttle operating parameters of each engine to provide
quadrant on the center pedestal (Figure 7-23) redundancy if either unit fails. In addition each
and are mechanically connected to the primary DCU is dual powered from a dual-fed bus and
propeller governor. In the forward thrust, or from the main isolation bus.
constant-speed range, the PROP control lever
selects rpm from low rpm to high rpm (1,600 to If an EDC and a DCU for an engine provides
2,000 rpm) by changing the setting of the primary different values a flag appears next to the
propeller governor. appropriate engine parameter.
The PROP control lever also is used to feather This is called an engine miscompare and the
the propeller by moving the lever aft into the engine power must be reduced to keep values
FEATHER detent position. This action positions below red line, if practical, for the current phase of
the primary propeller governor pilot valve to flight. The level of difference for each parameter
dump oil from the propeller servo piston chamber is as follows:
and allows the propeller counterweights and
springs to move the propeller blades to the full • ITT—40°C (104°F) difference
FEATHER position. A detent at the low rpm
position prevents inadvertent movement of the • Torque—50 foot-pound difference
PROP lever into the FEATHER range. • Prop RPM—50 rpm difference
• N1—5% difference
Friction Control
If one EDC or DCU does not receive data from
Four FRICTION LOCK knobs are on the the other engine (ENG 1 or ENG 2), a white
center pedestal (Figure 7-24). Rotating the label appears on the primary flight display (PFD)
knobs counterclockwise reduces friction on the indicating this loss.
powerplant control levers. Rotating the knobs
clockwise increases friction or locks the levers in
any desired position.

This indicates either ENG 1 or ENG 2, depending planetary reduction gearbox is fixed in rotary
on whether it is occurring to the left or right direction, but it can move a limited amount
engine. No in-flight action is required. in axial direction because of helical splines.
Therefore, the first-stage ring gear is a reaction
If both the EDC and DCU for one engine member that reacts to an increase or decrease of
become unpowered or if one of the parameters applied torque by moving aft as engine torque is
from both units becomes invalid, dashes replace increased and moving forward as engine torque
the displayed number and any associated needle is decreased. The axial motion of the ring gear
displays disappear. is balanced by oil pressure in a metered chamber
called a torquemeter chamber. The pressure in the
7 POWERPLANT
torquemeter chamber is sensed by a transmitter
The EIS can be moved to the pilot and copilot and sent to the EDCs and DCUs, which in turn
PFDs if the MFD fails. Refer to Chapter display the torque value in foot-pounds as well
16—“Avionics” for more information. as a normally green double-lined arrow displayed
concurrently with the ITT.
Engine operating temperature at station T5 is
sensed by eight thermocouple probes between Torque Limiter
the gas generator turbine and the first stage power
turbine. The probes are connected in parallel to Engine torque is automatically limited to a preset
provide the best average reading. value by a torque limiter that is supplied with
a torque pressure signal from the torquemeter.
At a predetermined torque pressure of 2,368 to
ITT measurement is calibrated to provide a very
2,447 foot-pounds, the torque limiter bleeds off
accurate reading. This is done by a temperature
and changes the pneumatic servo pressures in the
trimmer on top of the engine. This temperature
fuel control unit. This action reduces metered fuel
trimmer is connected in parallel with the ITT
flow and thus reduces gas generator power to the
harness, and it is factory preset. The temperature
preset limit of the torque limiter.
sensed by the thermocouples is sent to the EDCs
and DCUs, which in turn display the value on
the EIS. The temperature can be seen in degrees The system is designed only to protect the nose
Celsius (°C) and by a normally white T-tipped gearbox and reduction gears from excessive
needle displayed concurrently with torque (Figure torque. It does not prevent exceedance of the
7-24). certified maximum torque of 2,230 foot-pounds.
Engine Power (Torque) Propeller RPM

Engine power is a measurement of that portion Propeller rpm output is sent to the DCUs and
of the power developed by the engine that EDCs, which in turn display the value on the EIS.
is transmitted to the propeller. This power is Both the actual rpms and a normally green needle
measured in foot-pounds and is designated as can be seen for each engine (see Figure 7-25).
engine TORQUE. The ring gear of the first-stage
Figure 7-25. Engine Indicating System

Engine RPM (N1) Control

Engine or gas generator (N1) rpm is also sent to The system is controlled by a two-position push
the DCUs and EDCs, which send the value to button at the far left of the reversionary panel.
the EIS. Both the percentage of N1 and a normally When the system is on, a green ON annunciator
white needle can be seen for each engine (see illuminates in the button. When the system is off,
Figure 7-25). no annunciator is seen in the button (Figure 7-27).
Synchroscope and
Synchrophasing
7 POWERPLANT
A synchroscope (Figure 7-26) is at the right side

of the EIS below the oil temperature readout. It
consists of a series of open boxes that slide right
or left depending on which propeller is spinning
at the faster rpm. For instance, if the series of
boxes are sliding to the right the right propeller Figure 7-27. Propeller Synchroscope
has a faster rpm. This movement, however, stops and Switches (Type II)
when the propellers are synchronized or when an
engine has failed.
Operation
Pushing the control switch ON supplies DC
power to the electronic control box. Input signals
representing propeller rpm are received from
magnetic pickups on each propeller.
The computed input signals are corrected to a

command signal and sent to an rpm trimming coil
on the propeller governor of the slow engine and
its (propeller) rpm is adjusted to that of the other
propeller.
Figure 7-26. Propeller Synchroscope NOTE

If the synchrophaser is on and fails to
synchronize the propellers, turn it off,
Type II System then manually synchronize the propel-
lers and turn it back on.
The Type II synchrophaser system is an electronic
system, certified for takeoff and landing (Figure
7-28). It functions to match the rpm of both PROPELLER FEATHERING
propellers and establish a blade phase relationship
between the right and left propellers to reduce The Hartzell propellers on the aircraft are full-
cabin noise to a minimum. feathering propellers.
The system cannot reduce the rpm of either The propeller servo piston is spring-loaded to
propeller below the datum selected by the FEATHER. The counterweights attached to
propeller control lever. Therefore, no warning or each blade near the root are supplemented by
caution annunciator is associated with the Type II feathering springs. The centrifugal forces exerted
system. by the counterweights and spring forces tend to
induce high blade angles or toward feather.

PROPELLER SPINNER
PROPELLER GOVERNOR (PRIMARY)
7 POWERPLANT
RPM SENSOR RPM SENSOR
SYNC
CONTROLLER
PROP SYNC
OFF
DC BUS
SYNCHROSCOPE
Figure 7-28. Type II System Schematic
Feathering is normally accomplished with the Control

PROP control lever (see Figure 7-21). Moving this
lever aft to the FEATHER position mechanically Autofeather is controlled by the
raises the governor pilot valve and dumps oil AUTOFEATHER ARM–OFF–TEST switch
from the propeller cylinder. The counterweights (Figure 7-29) for both propellers.
and springs then rapidly feather the propeller.
Also, if the engine is shut down on the ground using

the CONDITION lever, the oil pressure decreases
and the centrifugal force of the counterweights
plus the springs eventually feather the propeller.
However, this is not a recommended procedure.
The propeller must be feathered with the PROP Figure 7-29. AUTOFEATHER Switch
control lever.
Arming
Autofeathering Positioning the switch to ARM applies power to
An autofeather system is available in the event a microswitch in each power lever quadrant. The
that an engine fails. The system rapidly feathers switches close when the power levers are advanced
the affected propeller by opening a solenoid valve to a position that produces approximately 90% N1
on the overspeed governor and dumping propeller rpm. When this occurs, electrical power is finally
control oil. The counterweights and springs transmitted to torque switches. Once engine torque
feather the propeller rapidly. is over 400 foot-pounds, the opposite engine L or
R AUTO FEATHER annunciator illuminates.

Indication Operating Principles

Two green L and R AUTO FEATHER annunciator Assume that the autofeather system is armed for
on the caution/advisory panel (Figure 7-30) and takeoff. As the power levers are advanced, the
green AFX letters in the torque/ITT gauge on microswitches close at a position in the quadrant
the EIS illuminate if: representing 90% N1 rpm. Electrical power is
now applied to engine torque-sensitive switches
• Autofeather system is armed (two for each engine). One switch on each engine
is set to open at approximately 200 foot-pounds
• Power levers are advanced to approxi- of torque and the second switch on each engine
7 POWERPLANT
mately 90% N1 rpm or greater opens at approximately 400 foot-pounds of

torque.
• Engines are developing power in excess of
400 foot-pounds of torque
When passing through 90% N1, a green L or R
Testing AUTO FEATHER annunciator and the green
The TEST position of the AUTOFEATHER AFX letters in the EIS for each engine must be
ARM–OFF–TEST switch is used to bypass the illuminated indicating a fully armed condition for
power lever microswitches and to induce arming both engines.
at a much lower power setting to test the integrity
of: Autofeathering
If an engine fails (Figure 7-31) (for example,
• Torque switches during takeoff), a torque switch closes when
• Arming relays torque decays to 400 foot-pounds and the L or
R AUTO FEATHER annunciator and the green
• Dump solenoid valve AFX letters in the EIS of the operating engine
• Arming lights/annunciator without high extinguish, indicating that its autofeather circuit
power settings is disarmed.
The autofeather system is for use only during
critical power periods such as takeoff, climb, As torque on the failing engine decays to 200
approach, and landing and must be turned off foot-pounds, a second torque switch closes. The
during cruise operations. arming relay is energized, and the dump valve on
the overspeed governor opens to dump propeller
servo oil and to produce rapid feathering, and
Figure 7-30. AUTO FEATHER Annunciators

TORQUE
SWITCH
TORQUE 200
SWITCH
ARMING
400 RELAY
LEFT NC
POWER
LEVER
SWITCH
DUMP
7 POWERPLANT
VALVE
C/B ARM
AUTOFEATHER OFF AUTOFEATHER

ANNUNCIATORS
TEST
NC
RIGHT
POWER
LEVER
SWITCH
DUMP
* CLOSED AT VALVE
HIGH N1
400
TORQUE 200
SWITCH
ARMING
RELAY TORQUE
SWITCH
Figure 7-31. Autofeather System Schematic (Both Power Levers

at Approximately90% N1; Right Engine Has Failed)
the L or R AUTO FEATHER annunciator for the unfeather cycle begins. The propeller does not
failed engine extinguishes. completely feather during the test because the
engine is still producing torque.
Autofeather Test
NOTE
The TEST position (Figure 7-32) of the AUTO
FEATHER ARM–OFF–TEST switch bypasses If the CONDITION levers are not set
the power lever 90% N1 switches. at LOW IDLE, then torque cannot be
reduced below 200 foot-pounds, which
prevents propeller cycling during the
With both engines set to approximately 500 foot- test.
pounds of torque, positioning the switch to TEST
and reducing power slowly on one engine, the
opposite engine AUTO FEATHER annunciator When the autofeather system is activated, a dump
must extinguish at approximately 400 foot- valve on the overspeed governor is energized
pounds of torque. open, connecting the propeller servo piston
chamber directly to the drain line and dumping
Continued power reduction causes the other propeller oil into the reduction gearcase. The
AUTOFEATHER annunciator to extinguish at counterweights and springs position the blades to
200 foot-pounds, and then flash as the feather/ full-feather.

TORQUE
SWITCH
TORQUE 200
SWITCH
ARMING
400 RELAY
LEFT NC
POWER
LEVER
SWITCH
DUMP
VALVE
7 POWERPLANT
C/B ARM
AUTOFEATHER OFF AUTOFEATHER

ANNUNCIATORS
TEST
NC
RIGHT
POWER
LEVER
SWITCH
* CLOSED DUMP
APPROXIMATELY VALVE
90% N1
400
TORQUE 200
SWITCH
TORQUE
SWITCH
Figure 7-32. Autofeather Test Schematic (Left Power Lever Below 200
Foot-Pounds; Right Power Lever Above 400 Foot-Pounds)
Unfeathering Powerplant
With the PROP levers positioned full forward, Manufacturer: Pratt & Whitney Aircraft of
propeller unfeathering occurs automatically with Canada LTD, Engine Model No. PT6A-42/52.
oil pressure as the engine is started and blade angle
decreases to the datum set by the beta/reverse
mechanism. As there are no unfeathering pumps Engine Operating Limits
on the aircraft, the engine must be operating to The limitations in Table 7-1 and Table 7-2 must
unfeather the propeller. be observed.
LIMITATIONS The limits presented do not necessarily occur

simultaneously. Refer to Pratt & Whitney
The limitations contained in Section II of the Pilot Maintenance Manual for specific actions required
Operating Handbook (POH) and FAA-approved if limits are exceeded.
Aircraft Flight Manual (AFM) must be observed
during operation of the aircraft.
APPROVED FUELS
Refer to Chapter 5—“Fuel System” for more
information.

PROPELLER
Manufacturer:
• Hartzell Propeller
• Diameter 93 inches
Rotational Speed Limits:

• 2,200 rpm (Transient)—Not exceeding
7 POWERPLANT
• 5 seconds
• 1,900 rpm—Reverse
• 2,000 rpm—All other conditions
• Up to 2,040 rpm for 7 minutes
Propeller Rotational Overspeed

Limits
The maximum propeller overspeed limit is
2,200 rpm and is limited to 5 seconds. Sustained
propeller overspeed faster than 2,000 rpm indicate
failure of the primary governor.
Flight can continued at propeller overspeed up

to 2,120 rpm provided torque is limited to 1,800
foot-pounds. Sustained propeller overspeed
faster than 2,120 rpm indicate failure of both the
primary governor and secondary governor, and
such overspeed are unapproved.

Table 7-1. ENGINE OPERATING LIMITS (PT6A-42 ENGINE) (Sheet 1 of 2)

OPERATING SHP TORQUE MAXIMUM GAS PROP OIL OIL TEMP
CONDITION FT-LBS OBSERVED GENERATOR RPM PRESS °C (3) (4)
(1) ITT °C RPM N1 N2 PSI (2)
RPM %
STARTING --- --- 1000 (5) --- --- --- --- –40 (min)
LOW IDLE --- --- 750 (6) 22,875 --- 1180 60 (min) -40 to +110
HIGH IDLE --- --- --- --- (7) --- --- -40 to +110
7 POWERPLANT
TAKEOFF & 850 2230 820 39,000 104 2000 90 to 135 0 to +110
MAX CONT (13) (11)
MAX CRUISE 850 2230 (8) 820 39,000 104 2000 90 to 135 0 to +99
(13) (11)
CRUISE 850 2230 (8) 775 39,000 104 2000 90 to 135 0 to +110
CLIMB AND (13) (11)
REC
(NORMAL)
CRUISE
MAX REVERSE (9) 800 --- 750 --- 88 1900 90 to 135 0 to +99
TRANSIENT --- 2750 850 39,000 104 2200 40 to 200 0 to +110
(5) (10) (10) (5) (10)
FOOTNOTES:
1. Torque limit applies within range of 1600 — 2000 propeller rpm (N2). Below 1600 propeller 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 +60°C and
+71°C, normal oil pressures are:. 100 to 135 psi below 21,000 feet; 85 to 135 psi at 21,000 feet and above.
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 reduced power setting not exceeding 1100 ft-lbs torque. Oil pressure below 60
psi is unsafe; it requires that either the engine be shut down, or that a landing be made at the nearest
suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or minus 10 psi are
acceptable. During extremely cold starts, oil pressure may reach 200 psi.
3. A minimum oil temperature of +55°C is recommended for fuel heater operation at take-off power.
4. Oil temperature limits are -40°C and +99°C. However, temperatures of up to +104°C are permitted for a
maximum time of 10 minutes.
5. These values are time limited to 5 seconds.
6. High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm.
7. At approximately 70% N1.
8. Cruise torque values vary with altitude and temperature.
9. This operation is time limited to 1 minute.
10. Values above +99°C are time limited to 10 minutes.
11. To account for power setting accuracy and steady state fluctuations, inadvertent propeller excursions up to
2040 rpm are time limited to 7 minutes.

FOOTNOTES (Cont):
12. To account for power setting accuracy and steady state fluctuations, inadvertent propeller
excursions up to 2040 rpm are time limited to 7 minutes.
PROP SPEED
RPM (%)
7 POWERPLANT
2200 110% TRANSIENT
EXCEEDENCE
2040 102%
TRANSIENT
2000 100%
5 10 20 300 420
15
TIME (seconds) BB07C
032534AA.AI
13. To account for power setting accuracy and steady state fluctuations, inadvertent torque
excursions up to 2275 ft-lbs are time limited to 7 minutes.
TORQUE
FT-LBS (%)
2750 123%
TRANSIENT
TRANSIENT
EXCEEDENCE
2275 102%
TRANSIENT
2230 100%
5 10 15 20 300 420
032533AA.AI
POWERPLANT ENGINE
INDICATING SYSTEM COLORS
The EIS colors are given in Table 7-2 and Table 7-3.

Table 7-2. POWER PLANT INSTRUMENT MARKINGS (PT6A-42 ENGINE)

INSTRUMENT GREEN DISPLAY NORMAL YELLOW DISPLAY RED DISPLAY
OPERATING RANGE CAUTION RANGE MINIMUM/MAXIMUM
ITT ≤ 800 --- ≥ 800 ≤ 850
(starting) °C or ≥ 20 sec
≥ 800 ≤ 850 or
≤ 20 sec ≥ 850 ≤ 1000
or ≥ 5 sec
≥ 850 ≤ 1000 or
≤ 5 sec ≥ 1000
7 POWERPLANT
ITT ≤ 800 ≥ 800 ≤ 850 ≥ 800 ≤ 850

(running) °C ≤ 5 sec ≥ 5 sec
or
≥ 850
Torque Ft-lbs ≤ 2230 ≥ 2275 ≤ 2750 ≥ 2275 ≤ 2750
(Prop RPM greater or ≤ 5 sec ≥ 5 sec
than 1600) ≥ 2230 ≤ 2275 or or
for ≤ 5 min ≥ 2230 ≤ 2275 ≥ 2230 ≤ 2275
for ≥ 5 min & ≤ 7 min ≥ 7 min
or
≥ 2750
Torque Ft-lbs ≤ 1100 ≥ 1100 ≤ 2750 ≥ 1100 ≤ 2750
(Prop RPM less ≤ 5 sec ≥ 5 sec or
than 1600) ≥ 2750
PROP RPM ≤ 2000 ≥ 2040 ≤ 2200 ≥ 2040 ≤ 2200
(starting) or ≤ 5 sec ≥ 5 sec
≥ 2000 ≤ 2040 or or
≤ 5 min ≥ 2000 ≤ 2040 ≥ 2000 ≤ 2040
for ≥ 5 min ≤ 7 min ≥ 7 min
or
≥ 2200
PROP RPM ≥ 1180 ≤ 2000 ≥ 2040 ≤ 2200 ≥ 2040 ≤ 2200
(running) or ≤ 5 sec ≥ 5 sec
≥ 2000 ≤ 2040 or or
≤ 5 min ≥ 2000 ≤ 2040 ≥ 2000 ≤ 2040
for ≥ 5 min ≤ 7 min ≥ 7 min
or or
≤ 1180 ≥ 2200
% N1 ≤ 101.5 ≥ 101.5 ≤ 102.6 ≥ 102.6
(starting) ≤ 10 sec or
≥ 101.5 ≤ 102.6
≥ 10 sec
% N1 ≥ 60 (or) ≥ 60* ≤ 60 (or) ≤ 60* ≥ 102.6
(running) ≤ 101.5 or or
≥ 101.5 ≤ 102.6 ≥ 101.5 ≤ 102.6
≤ 10 sec ≥ 10 sec
FUEL FLOW ≥ 0 ≤ 800 --- ---
OIL TEMP ≥ –40 ≤ 99 ≥ 99 ≤ 104 ≥ 99 ≤ 104
(starting) °C ≤ 10 minutes ≥ 10 min
or ≤ –40
or ≥ 104
OIL TEMP ≥ 0 ≤ 99 ≥ 99 ≤ 104 ≥ 99 ≤ 104
(running) °C ≤ 10 minutes ≥ 10 min
or ≤ 0 or ≥104
OIL PRESS ≥ 100 ≤ 135 ≥ 60 ≤ 100 ≤ 60
(psi) or ≥ 135 ≤ 200 or ≥ 200
The pilot is responsible for monitoring all engine limits, including transient limits not accounted for by the EIS as defined in Engine
Operating Limits.
* Dislay will vary with software version. Either display is correct.

Starter Limits
Use of the starter is limited to:
40 seconds............................... ON
60 seconds............................. OFF
Then, if necessary:
40 seconds............................... ON
60 seconds............................. OFF
7 POWERPLANT
Then, if necessary:
40 seconds............................... ON
30 minutes............................. OFF
EMERGENCY/
ABNORMAL
For information on emergency/abnormal


OPERATING SHP TORQUE MAXIMUM GAS PROP OIL OIL
CONDITION FT-LBS (1) OBSERVED GENERATOR RPM PRESS TEMP
ITT °C RPM N1 N2 PSI (2) °C (3) (4)
RPM %
STARTING --- --- 1000 (5) --- --- --- --- –40 (min)
LOW IDLE --- --- 750 (6) 22,875 --- 1180 60 (min) –40 to
+110
7 POWERPLANT
HIGH IDLE --- --- --- --- (7) --- --- –40 to
+110
TAKEOFF & 850 2230 820 39,000 104 2000 90 to 135 0 to +110
MAX CONT (13) (12)
MAX CRUISE 850 2230 (8) 820 39,000 104 2000 90 to 135 10 to +99
(13) (12)
CRUISE 850 2230 (8) 775 39,000 104 2000 90 to 135 0 to +110
CLIMB AND REC (13) (12)
(NORMAL) CRUISE
(9) MAX REVERSE 800 --- 750 --- 88 1900 90 to 135 0 to +99
TRANSIENT --- 2750 850 39,000 104 2200 40 to 200 0 to +110
(5) (10) (5) (11)
FOOT NOTES:
1. Torque limit applies within range of 1600–2000 propeller rpm (N2). Below 1600 propeller 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 +60°C and +71°C, normal
oilpressures are: 100 to 135 psi at 21,000 feet; 85 to 135 psi at 21,000 feet and above. 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 reduced power setting not
exceeding 1100 ft-lbs torque. Oil pressure below 60 psi is unsafe; it requires that either the engine be shut down, or that a
landing be made a the nearest suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or
minus 10 psi are acceptable. During extremely cold starts, oil pressure may reach 200 psi.
3. A miminum oil temperature of +55°C is recommended for fuel heater opeartion at take-off power.
4. Oil temperature limits are –40°C and +110°C. However, temperatures of between +99°C and +110°C are permitted for a
maximum time of 10 minutes.
6. High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm.
7. At approximately 70% N1.
8. Cruise torque values vary with altitude and temperature.
9. This operation is time limited to 1 minute.
11. Values above +99°C are time limited to 10 minutes.

FOOTNOTES (Cont):
12. To account for power setting accuracy and steady state fluctuations, inadvertent propeller
excursions up to 2040 rpm are time limited to 7 minutes.
PROP SPEED
RPM (%)
7 POWERPLANT
2200 110% TRANSIENT
EXCEEDENCE
2040 102%
TRANSIENT
2000 100%
5 10 20 300 420
15
032534AA.AI
13. To account for power setting accuracy and steady state fluctuations, inadvertent torque
excursions up to 2275 ft-lbs are time limited to 7 minutes.
TORQUE
FT-LBS (%)
2750 123%
TRANSIENT
TRANSIENT
EXCEEDENCE
2275 102%
TRANSIENT
2230 100%
5 10 15 20 300 420
032533AA.AI

QUESTIONS
1. The PT6A engine power sectionconsists of: 5. When the AUTO–ENG–IGN switch is posi
tioned to ARM, ignition is:
A. One compression stage and four turbine
stages. A. Continuous.
B. A two-stage power turbine. B. Inactive but armed if torque is greater
C. A two-stage turbine and a centrifugal than 400 foot-pounds.
compressor. C. Controlled by the stall warning system.
7 POWERPLANT
D. Twin-spool, two-stage turbines. D. Continuous when torque is greater than

400 foot-pounds.
2. The reduction gear system provides gear
reduction: 6. After lift-off, if an autofeather is initiated,
the immediate requirement is to:
A. For the propeller
B. Between the compressor and power A. Continue flying the aircraft and allow
turbine the propeller to feather.
C. For the aircraft accessory drive section B. Position the POWER lever to IDLE
D. Between the compressor and the com- C. Position the CONDITION lever to
pressor turbine CUTOFF.
D. Reduce electrical loads.
3. Max RPM in reverse?
7. Which of the following is the most accurate
A. 1,900
definition of engine torque readout?
B. 2,200
A. Power developed by the gas generator
C. 1,830
B. Thrust supplied by the propeller
D. 2,000
C. Ratio of compressor inlet to exhaust
outlet
4. During a ground start of the right engine,
the R IGNITION ON annunciator must D. Power delivered to the propeller
illuminate:
A. At 10% N1 rpm.
B. When the CONDITION lever is posi-
tioned to LOW IDLE.
C. At a stabilized 12% N1.
D. When the IGNITION AND ENGINE
START switch is positioned to IGNI-
TION and ENGINE START.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................... 8-1
FIRE-DETECTION................................................................................................................. 8-2
Components...................................................................................................................... 8-2
FIRE-EXTINGUISHING........................................................................................................ 8-2
8 FIRE PROTECTION
Operation.......................................................................................................................... 8-2
System Testing.................................................................................................................. 8-5
PORTABLE FIRE EXTINGUISHERS................................................................................... 8-6
LIMITATIONS......................................................................................................................... 8-6
EMERGENCY/ABNORMAL................................................................................................. 8-6
QUESTIONS........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Fire-Detection System................................................................................................. 8-3

8-2 Fire-Extinguishing System.......................................................................................... 8-4
8-3 Gauge Location........................................................................................................... 8-5
8-4 Portable Fire Extinguisher........................................................................................... 8-6
TABLES
Table Title Page
8-1 Temperature Vs. Pressure Data......................................................................................8-5
8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
This chapter describes the fire protection system on the King Air B200/B200GT aircraft. The
two engines each have independently operating fire-detection systems. A temperature-sensing
cable turns on the appropriate warning light. Separate fire-extinguishing systems are available
as an option. Crew activation is required to release the extinguishing chemical agent into the
nacelle with the fire.

FIRE-DETECTION CONTROLS AND INDICATIONS

A three-lens control indicator is on the glareshield
COMPONENTS when the optional extinguisher system is
incorporated (Figure 8-2). The three lenses are:
The system consists of a temperature-sensing
tube for each engine; a L–R ENG FIRE TEST– • Red—L or R ENG FIRE PUSH TO EXT
DET–OFF switch on the copilot left subpanel and
a FIRE DET circuit breaker on the right CB panel • Amber—DISCH
(No. 1 dual fed bus) (Figure 8-1). • Green—OK
CONTROLS AND INDICATIONS The red L or R ENG FIRE PUSH TO EXT lens
indicates a detected fire. The three-lens control
When the temperature-sensing tube is activated indicator is pushed to activate the appropriate
indicating a possible fire, the appropriate extinguisher.
annunciator on the red annunciator panel
illuminates and the red FIRE indication appears The amber DISCH lens indicates that the
on the appropriate ITT/torque display on the EIS. extinguisher has been discharged and the supply
cylinder is empty.
Assuming the integrity of the wiring or sensor
tube has not been compromised and the fire goes The green OK lens confirms circuit continuity
8 FIRE PROTECTION
out, the light extinguishes. Both systems can during the test function.
again detect the outbreak of fire.
Fire warning is indicated by the L or R ENG FIRE OPERATION

PUSH TO EXT guarded switchlights (if installed) When a red MASTER WARNING indicates a fire
on the glareshield at each end of the warning and it is confirmed by the pilot, the appropriate (L
annunciator. Fire warning is also simultaneously or R) engine must be shut down and the L or R
indicated by the red warning annunciators and the ENG FIRE switchlight depressed.
red FIRE annunciators in the EIS.
This fires the appropriate squib, releasing the
contents through the tubing. When the bottle is
FIRE-EXTINGUISHING discharged, the amber DISCH illuminates.
Fire in either engine compartment is smothered The pressure gauges, one on each fire-extinguish-
by engulfing the nacelle compartment with ing supply cylinder, reflect the contents of the
bromotrifluoromethane (CBrF3) pressurized with bottle. They can be read only while on the ground
dry nitrogen. There are three spraybars per engine because they are in the wheel wells. Figure 8-3
compartment, each one supplied by one common and Table 8-1 show temperatures vs. pressure
fire extinguisher supply cylinder per engine. data and gauge location.
One squib per bottle incorporates a pyrotechnic
cartridge which releases the entire contents. The
squib is fired by depressing the switchlight on the
glareshield.
Each engine has its own independent system, and

both circuit breakers are fed from the hot battery
bus (Figure 8-2).

DETAIL A
L
DET
R
FIRE SENSOR
OFF ELEMENT
TEST SWITCH
ENG FIRE SYS PRINTED
CIRCUIT
DETAIL B CARDS
(WITHOUT FIRE EXTINGUISHER)
PRIOR TO BB-1988
8 FIRE PROTECTION
FIRE SENSOR
DETAIL B ELEMENT
(WITHOUT FIRE EXTINGUISHER)
BB-1978, BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT
BATT EXT PWR

RELAY RELAY
EXT PWR
RECEPTICAL
BATTERY
BATTERY
HOT BAT BUS
LEFT START
RELAY
DETAIL B MAIN BATTERY BUS
325 325
ISOLATION BUS
TO SYSTEMS TO SYSTEMS
SENSOR RESPONDER
SIMPLIFIED CIRCUIT
RESPONDER ALARM
A SWITCH (N.O.)
28 VDC
SENSOR ELEMENT
SENSOR ELEMENT
TEST SWITCH SENSOR
B RESPONDER
DETAIL C C
ISOLATOR
D
INTEGRITY SWITCH
N.C. — HELD CLOSED BY
NORMAL SENSOR PRESSURE
LEFT OR RIGHT
ENGINE FIRE
Figure 8-1. Fire-Detection System

DETAIL A
C
B
L MONITOR
MODULE
8 FIRE PROTECTION
R MONITOR
MODULE
FIRE-EXTINGUISHER
SUPPLY CYLINDER
DETAIL B
(WITH FIRE EXTINGUISHER)
BB-1978, BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT
L L
EXT DET EXPLOSIVE
SQUIB
R R
PRESSURE
GAUGE
OFF
TEST SWITCH
ENG FIRE SYS
DETAIL B
(WITH FIRE EXTINGUISHER)
PRIOR TO BB-1988
EXCEPT BB-1978 DETAIL C
Figure 8-2. Fire-Extinguishing System

8 FIRE PROTECTION
Figure 8-3. Gauge Location
Table 8-1. TEMPERATURE VS. PRESSURE DATA

–40°C/ –29°C/ –18°C/ –6°C/ 4°C/ 16°C/ 27°C/ 38°C/ 48°C/
TEMPERATURES
–40°F –20°F 0°F 20°F 40°F 60°F 80°F 100°F 120°F
PSI MINIMUM 190 220 250 290 340 390 455 525 605
PSI MAXIMUM 240 275 315 365 420 480 550 635 730
NOTE:
PRESSURES ARE EXTRACTED FROM THE BEST AVAILABLE INFORMATION AND CAN ONLY BE USED AS A GUIDE.
SYSTEM TESTING During testing, the pilot and copilot red MASTER
WARNING light flashes, and, if the optional
The TEST switches allow ground or inflight extinguisher system is present, the red lenses
testing of the detection system (see Figure 8-1 placarded L ENG FIRE–PUSH TO EXT and
and Figure 8-2). R ENGINE FIRE–PUSH TO EXT illuminate.
Failure of the fire detection annunciators in any
When the switch is placed in the DET (L) LEFT of the test positions indicates a malfunction
or DET (R) RIGHT position, the illumination in that system. When the light fails to come on
of the corresponding ENG FIRE light and during testing, a no-go situation exists. If there
appearance of the fire label in the ITT/TORQ is no response in any position, check the circuit
assures the integrity of the cable and continuity breaker.
of the electrical wiring.

For testing the extinguishing systems, the circuitry

of the squib is checked for continuity by switching
the TEST SWITCH FIRE DET and FIRE EXT to
the (LEFT and RIGHT) EXT positions.
The amber DISCH light and the green OK light

should illuminate, indicating that the bottle charge
detector circuitry and squib-firing circuitry are
operational and that the squib is in place (see Fig-
ure 8-2).
PORTABLE FIRE
EXTINGUISHERS
The aircraft has two portable fire extinguishers
– one in the cabin and one in the cockpit. The
cabin fire extinguisher normally is on the floor on
the left side of the aircraft forward of the airstair
entrance door, just aft of the rearmost seat or aft
8 FIRE PROTECTION
of the airstair door on the sidewall (Figure 8-4).

The cockpit fire extinguisher is underneath the
copilot seat.
LIMITATIONS Figure 8-4. Portable Fire Extinguisher
The detection system is operable when electrical

power is applied to the aircraft. But the EMERGENCY/
extinguishing system can be discharged at any ABNORMAL
time since it is operated from the hot battery bus.
Therefore, even though the aircraft is parked with For specific information on emergency/abnormal
the engines off, the fire-extinguishing system procedures, refer to the appropriate abbreviated
could be discharged. checklists or the FAA-approved Aircraft Flight
Manual (AFM).
Each engine has its own self-contained
extinguishing system, which can be used only
once between recharging. This system cannot be
used to extinguish a fire in the opposite engine.

QUESTIONS
1. How many times can the fire-extinguishing
system be fired between supply cylinder
recharges, per engine?
A. One
B. Two
C. Three
D. Four
2. The amber discharge (D) light, when illu-

minated (other than for test purposes),
indicates:
A. The supply cylinder is full.
B. The supply cylinder is half empty.
C. The extinguisher has been discharged,
and the supply cylinder is empty.
8 FIRE PROTECTION
D. The supply cylinder is available for
discharge.
3. The fire detection system is tested by the

flight crew using the TEST switch. The
switch:
A. Supplies an electrical signal similar to
the one that the detectors send to the
warning annunciating system.
B. Heats up an infrared source by each
detector.
C. Only checks the annunciator system
operation.
D. Directs a small amount of bleed air to
heat the detectors.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
DESCRIPTION........................................................................................................................ 9-3
Pneumatic and Vacuum Systems...................................................................................... 9-3
Bleed-Air Warning System.............................................................................................. 9-4
Door Seal System............................................................................................................. 9-5
Controls And Indications.................................................................................................. 9-6
LIMITATIONS......................................................................................................................... 9-6
EMERGENCY/ABNORMAL................................................................................................. 9-6
QUESTIONS........................................................................................................................... 9-7
9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic and Vacuum Systems................................................................................. 9-2

9-2 Bleed-Air Ejector......................................................................................................... 9-3
9-3 VACUUM and PNEUMATIC PRESSURE Gauges.................................................... 9-3
9-4 Bleed-Air Warning System Diagram........................................................................... 9-4
9-5 L and R BL AIR FAIL Warning Annunciators............................................................ 9-4
9-6 BLEED AIR VALVE Switches.................................................................................... 9-5
9-7 Pneumatic Plastic Tubing............................................................................................ 9-5
9-8 Cabin Door Air Seal.................................................................................................... 9-6
9-9 FLIGHT Hourmeter.................................................................................................... 9-6
9 PNEUMATICS

CHAPTER 9
PNEUMATICS
INTRODUCTION
9 PNEUMATICS
This chapter describes the pneumatics system on the King Air B200/B200GT aircraft. The
pneumatics system supplies engine bleed-air to the airstair door seal, the ice protection systems
(surface deice), the bleed-air warning system, the rudder boost, the hourmeter, and the brake
deice system. Pneumatic air that is exhausted overboard via a venturi creates a negative pressure
used by the vacuum system.
GENERAL
High-pressure bleed air regulated to 18 psi, air escapes into the airframe.The cabin entrance
supplies pressure for the surface deice system and door seal inflates with air from the pneumatic
the vacuum source (Figure 9-1). The bleed-air system. The FLIGHT hourmeter indicates the
warning system indicates when hot engine bleed aircraft flight time.

PNEUMATIC PRESSURE LEGEND

GAUGE HIGH PRESSURE BLEED AIR
(IN COCKPIT)
REGULATED BLEED AIR
FLIGHT
HOURS VACUUM
GAUGE
DEICE TO
RIGHT PRESSURE DISTRIBUTOR DEICE
SQUAT SWITCH VALVE BOOTS
SWITCH
LANDING GEAR RESERVOIR EXHAUST

(HYDRAULIC GEAR ONLY) OVERBOARD
EJECTOR
VACUUM
LEFT REGULATOR
SQUAT
SWITCH
AIRSTAIR
DOOR SEAL 4 PSI
REGULATOR PRESSURIZATION VACUUM
LINE CONTROLLER, (IN COCKPIT)
CLOSED ON OUTFLOW AND
GROUND SAFETY VALVES
(NO)
15 PSI
REGULATOR L SERVO
RUDDER LEFT NC
BOOST VALVE
SYSTEM
R SERVO
LEFT BLEED-AIR RIGHT BLEED-AIR
WARNING SYSTEM WARNING SYSTEM RIGHT
NC
VALVE
18 PSI
PRESSURE
9 PNEUMATICS
REGULATOR PNEUMATIC
PNEUMATIC
AIR VALVE AIR VALVE
(NO) (NO)
CHECK VALVE CHECK VALVE
LEFT RIGHT
P AIR P AIR
P SWITCH
60 PSID
RUDDER BOOST RUDDER BOOST
LEFT BRAKE RIGHT BRAKE

DEICE DEICE
VALVE VALVE
(NC) (NC)
Figure 9-1. Pneumatic and Vacuum Systems

DESCRIPTION The brake deice system also receives bleed air,

which is tapped downstream of each pneumatic
solenoid (Figure 9-1). Bleed air from each engine
PNEUMATIC AND VACUUM is routed through tubes to the respective left or
SYSTEMS right flow control unit on the firewall. A pressure
line from the engine bleed-air line forward of
Vacuum for the pressurization system and the firewall and flow control unit line supplies
surface deice originates through a venturi, which pneumatic pressure as shown on the pneumatic
exhausts engine bleed air overboard (Figure 9-2). pressure gauge to:
One engine can supply sufficient bleed air for all
associated systems. • Surface deice boots
• Rudder boost
• Door seal
• Brake deice (hot brakes) system
• Landing gear hydraulic reservoir
• Flight hourmeter pneumatic switch
An ejector changes pressure to vacuum to oper-

ate the pressurization controller and outflow and
safety valves and deice boots. The flow con-
trol unit regulates engine bleed air mixture for
pressurization with cabin and ambient air. Pres-
surization air is routed through the wings and
into the cabin for heating, cooling, and pressur-
ization. A VACUUM gauge on the copilot right
Figure 9-2. Bleed-Air Ejector subpanel indicates vacuum in inches of mercury
(Figure 9-3).
9 PNEUMATICS
Figure 9-3. VACUUM and PNEUMATIC PRESSURE Gauges

BLEED-AIR WARNING SYSTEM

The bleed-air warning system indicates when a
pressurization or pneumatic line has ruptured and
hot engine bleed air is being exhausted into the
airframe.
Figure 9-5. L
and R BL AIR FAIL
When the temperature of the ruptured line reaches Warning Annunciators
approximately 204°F (95°C) (Figure 9-4), the
plastic tubing melts, which illuminates the L A severe bleed-air leak decreases engine torque
BL AIR FAIL or the R BL AIR FAIL warning and increases interstage turbine temperature
annunciator (Figure 9-5). (ITT). When the respective BLEED AIR
VALVE switch is positioned to PNEU/INSTR
R BL AIR FAIL
L BL AIR FAIL
ENGINE P3 ENGINE P3
BLEED-AIR BLEED-AIR
CONNECTOR CONNECTOR
PLUGS
AMBIENT AMBIENT
AIR ENVIRONMENTAL ENVIRONMENTAL
BLEED-AIR BLEED-AIR AIR
SHUTOFF VALVE SHUTOFF VALVE
PNEUMATIC
BLEED-AIR PNEUMATIC
SHUTOFF BLEED-AIR
VALVE SHUTOFF
ENGINE ENGINE VALVE
FIREWALL PRESSURE FIREWALL
SWITCHES
9 PNEUMATICS
PLUGS PLUGS
WHEEL
WELL
WHEEL
WELL
18 PSI PRESSURE
REGULATOR
Figure 9-4. Bleed-Air Warning System Diagram

& ENVIR–OFF, monitor the engine instruments

for increased torque and decreased ITT to
determine if the split between engines goes away
(Figure 9-6).
Figure 9-7. Pneumatic Plastic Tubing
Excessive heat from a ruptured bleed-air line

can damage surrounding systems or weaken the
structure causing the plastic tubing to fail.
The pressure released from the plastic tubing

PRIOR TO BB-1988 closes either of two pressure switches under
the copilot floor. When either switch closes, the
applicable BL AIR FAIL light illuminates.
NOTE
The bleed-air warning annunciator
does not extinguish after the bleed-
air valves close. The BLEED AIR
VALVES–OPEN position requires DC
power to open the flow control unit
shutoff valve. In the PNEU/INSTR
& ENVIR–OFF position, the switch
9 PNEUMATICS
receives power from the bleed-air cir-
cuit breaker to close the normally open
pneumatic instrument air valve. Both
BY-1 AND SUBSEQUENT positions receive power from the bleed-
air control circuit breaker.
Figure 9-6. BLEED AIR VALVE Switches
DOOR SEAL SYSTEM
Regardless of engine instrument indications, any The cabin entrance door inflates the door seal
time the L BL AIR FAIL or the R BL AIR FAIL with pneumatic air after liftoff (Figure 9-8). Bleed
annunciator illuminates, position the respective air is tapped off the manifold downstream of the
bleed-air valve to PNEU/INSTR & ENVIR–OFF. 18 psi pressure regulator. The regulated air then
passes through a 4 psi regulator to a valve, which
The plastic tubing lies along the insulated normally is open, The valve is controlled by the
pressurization air lines and the uninsulated left landing gear safety switch.
pneumatic lines (Figure 9-7).

control circuit breaker. Additionally, weight must

be removed from the right landing gear strut to
affect the squat switch.
The L BL AIR FAIL or the R BL AIR warning

annunciator illuminates when the temperature of
a ruptured pneumatic line reaches approximately
204°F (95°C) (see Figure 9-4 and Figure 9-5).
Figure 9-8. Cabin Door Air Seal LIMITATIONS

The PNEUMATIC PRESSURE gauge indicates,
CONTROLS AND INDICATIONS within a green arc, the normal operating range of
Two BLEED AIR VALVE switches control bleed 12 to 20 psi, and the maximum operating limit
air to the cabin and are used for pressurization (red line) of 20 psi.
and environmental functions. The OPEN position
opens the environmental flow control unit and The VACUUM gauge indicates, within a narrow
pneumatic instrument air valve. The ENVIR OFF green arc, the normal suction from 15,000 to
position closes the environmental flow control 35,000 feet MSL of 2.8 to 4.3 in. Hg. A wide
unit while the pneumatic air valve remains open. green arc indicates normal vacuum range from
sea level to 15,000 feet MSL of 4.3 to 5.9 in. Hg.
The PNEU/INSTR & ENVIR–OFF position
closes the environmental and pneumatic flow For additional limitations on the aircraft pneu-
valves (see Figure 9-6). matic system, refer to the Pilot’s Operating
Handbook (POH).
A VACUUM gauge on the copilot right subpanel
indicates vacuum in inches of mercury (see
Figure 9-3). EMERGENCY/
The PNEUMATIC PRESSURE gauge to the right ABNORMAL
of the VACUUM gauge indicates air pressure
in pounds per square inch (psi) available to the For specific information on emergency/abnormal
9 PNEUMATICS
various aircraft systems (see Figure 9-3). procedures, refer to the appropriate abbreviated
The FLIGHT hourmeter on the copilot Manual.
right subpanel indicates aircraft flight time
(Figure 9-9). The hourmeter requires pneumatic
bleed air and DC power, available through the flap
Figure 9-9. FLIGHT Hourmeter

QUESTIONS
1. To what systems does the pneumatic 4. When a BLEED AIR VALVE switch
system supply bleed air? is positioned to PNEU/INSTR &
ENVIR–OFF after a L or R BL AIR
A. Electrical and hydraulics
FAIL annunciator illuminates, the engine
B. Air data computer instruments are to be monitored for?
C. Vacuum, hourmeter, brakes deice (if
A. Increased torque; decreased ITT
installed), door seal, surface deice,
rudder boost, and hydraulic gear B. Increased ITT; decreased torque
reservoir C. Steady N1 rpm; decreased ITT
D. Windshield, radiant heat, flight D. Increased N1 rpm; decreased ITT
controls
5. What is the maximum operating pressure
2. Where does the negative pressure for the limit of the pneumatic system?
vacuum system originate? A. 12 psi
A. 18 psi regulator B. 18 psi
B. Pneumatic bleed-air venturi C. 6 psi
C. Refrigerant compressor D. 20 psi
D. Safety/dump valve
6. From sea level to 15,000 feet MSL, what
3. A bleed-air leak can cause decreased is the normal vacuum range of the vacuum
____________________ and increased system?
______. A. 3.0–4.3 in. Hg
A. Engine torque, N1 B. 3.0–4.3 psi
B. Engine rpm, ITT C. 4.3–5.9 in. Hg
C. Engine temperature, N1
D. Engine torque, ITT
9 PNEUMATICS

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL............................................................................................................................. 10-1
ICE PROTECTION—PNEUMATIC SOURCE.................................................................... 10-2
Wing and Horizontal Stabilizer Deice System............................................................... 10-2
Brake Deice System....................................................................................................... 10-5
ICE PROTECTION—ELECTRICAL SOURCE.................................................................. 10-7
Windshield Heat............................................................................................................. 10-7
Propeller Heat................................................................................................................. 10-8
Pitot Heat......................................................................................................................10-10
Stall Warning Vane Heat...............................................................................................10-11
Fuel Vent Heat..............................................................................................................10-11
Fuel Control Unit Heat (Prior to BB–1988).................................................................10-12
MISCELLANEOUS SYSTEMS.........................................................................................10-12
Powerplant....................................................................................................................10-12
Controls and Indications...............................................................................................10-12
RAISBECK RAM AIR RECOVERY SYSTEM.................................................................10-14
Windshield Wipers.......................................................................................................10-14
10 ICE AND RAIN
Wing Ice Lights............................................................................................................10-15

PROTECTION
LIMITATIONS.....................................................................................................................10-15
EMERGENCY/ABNORMAL.............................................................................................10-17
QUESTIONS.......................................................................................................................10-18
ILLUSTRATIONS
Figure Title Page
10-1 Weather-Protected Aircraft Surfaces......................................................................... 10-2

10-2 Ice and Rain Protection Controls and Indications..................................................... 10-3
10-3 Wing and Horizontal Stabilizer Deice Boots System Controls................................. 10-4
10-4 Brake Deice System.................................................................................................. 10-6
10-5 Windshield Anti-Ice System...................................................................................... 10-7
10-6 Propeller Electrical Deice Controls and Indicators................................................... 10-9
10-7 Pitot Tubes, Stall Warning Vane, and Heat Controls.............................................. 10-10
10-8 Heated Fuel Vent and Controls............................................................................... 10-11
10-9 Powerplant Intake Ice Protection............................................................................ 10-13
10-10 Engine Intake Inertial Vane Positions and Bypass Door........................................ 10-14
10-11 WINDSHIELD WIPERS Knob.............................................................................. 10-15
10-12 Wing Ice Inspection Light and Control.................................................................. 10-15
10 ICE AND RAIN

PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
This chapter describes the ice and rain protection systems on the King Air B200/B200GT air-
craft. Ice, rain, and frost can adversely affect a flight. The aircraft has several systems to protect
those surfaces susceptible to the effects of weather. Three sources of energy are used to prevent
or to break up ice formation on the aircraft surfaces: engine bleed-air (pneumatics), electrical
power, and engine exhaust.
GENERAL
Heated pitot tubes, stall warning vane, windshield propellers remove accumulated ice and are
panes, fuel vents, and the engine inlet lips prevent considered the deice system. Also, an inertial
10 ICE AND RAIN
ice formation and are components of the anti- vane separating system prevents ice accumulation
PROTECTION
ice systems. Inflatable boots on the wings and on the engine compressor intake screen.
horizontal stabilizer and the electrically-heated

The surfaces kept ice-free by engine bleed-air

(pneumatics) are:
ICE PROTECTION—
• Wing and horizontal stabilizer leading PNEUMATIC SOURCE
edge surfaces (inflatable boots)
• Brakes WING AND HORIZONTAL
STABILIZER DEICE SYSTEM
Surfaces kept ice- and/or water-free by electrical
energy are: The leading edges of the wings and horizontal
stabilizer are protected against ice accumulation.
• Propellers Inflatable boots on these surfaces are inflated
when necessary by pneumatic pressure, which
• Both pitot tubes breaks away the ice accumulation, and are deflated
• Stall warning vane by pneumatic-derived vacuum. The vacuum is
always supplied while the boots are not in use and
• Windshield panes are held tightly against the aircraft skin.
• Fuel vents
The engine exhaust gases keep the air inlets of CAUTION

both engines free of ice.
Never take off or land with the boots
Figure 10-2 illustrates the aircraft surfaces pro- inflated. Do not operate deice boots
tected.The ice and rain controls and indications when outside air temperature (OAT) is
are on the main instrument panel (Figure 10-2). below –40°C (–40°F).
10 ICE AND RAIN
PROTECTION
Figure 10-1. Weather-Protected Aircraft Surfaces

PRIOR TO BB-1988
ONLY
10 ICE AND RAIN
PROTECTION
Figure 10-2. Ice and Rain Protection Controls and Indications

Each wing has an inboard and an outboard boot. to the SINGLE cycle (up) position and released
The horizontal section of the tail has only one (Figure 10-3).
boot from the left and right segments of the hori-
zontal stabilizer. The vertical stabilizer is not, nor Pressure-regulated bleed air from the engine
does it have to be, deiced (see Figure 10-2). compressors supply air through a distributor valve
to inflate the wing boots. After an inflation period
of 6 seconds, an electronic timer switches the
Controls and Indications distributor to deflate the wing boots with vacuum,
The three-position DEICE CYCLE SINGLE– and a 4-second inflation begins in the horizontal
OFF–MANUAL switch in the ice protection stabilizer boots.
group controls boot operation.
After the boots inflate and deflate, the cycle is
The switch is spring-loaded to the center OFF complete and all boots are again held tightly
position. When approximately 1/2 to 1 inch of by vacuum against the wings and horizontal
ice has accumulated, the switch must be selected stabilizer. The spring-loaded switch must be
selected up again for another cycle to occur.
VACUUM
REGULATOR
ENGINE P3 ENGINE P3
BLEED AIR BLEED AIR
SOURCE SOURCE
BLEED BLEED
AIR FLOW AIR FLOW
CONTROL UNIT CONTROL UNIT
PNEUMATIC PNEUMATIC
SHUTOFF SHUTOFF
VALVE VALVE
DEICE DEICE
DEICE BOOT BOOT DEICE
BOOT BOOT
BRAKE DEICE BRAKE DEICE
VALVE PNEUMATIC VALVE
CONTROL
ASSEMBLY
DEICE BOOT DEICE BOOT

10 ICE AND RAIN
PROTECTION
Figure 10-3. Wing and Horizontal Stabilizer Deice Boots System Controls

If the boots fail to function sequentially, they can BRAKE DEICE SYSTEM
be operated manually by positioning the DEICE
CYCLE SINGLE–OFF–MANUAL switch to The disc brakes can freeze when they are exposed
MANUAL. Pressing and holding the the switch to water and snow because the carrier lining and
to MANUAL inflates all the boots simultane- the disc are always in contact.
ously. When the switch is released, it returns to
the spring-loaded OFF position, and each boot is An optional brake deice system provides engine
deflated and held by vacuum. P3 bleed air directed onto the brake assemblies by
a distributor manifold on each main landing gear.
Operation This high-pressure and high-temperature air is
Each engine supplies a common bleed-air routed through a solenoid control valve in each
manifold. To ensure the operation of the system main wheel well, through a flexible hose on the
if one engine is inoperative, a check valve is in main gear strut, and to the distribution manifold
the bleed-air line from each engine to prevent around the brake assembly (Figure 10-4). The
loss of pressure through the compressor of the brake deice system can be used on the ground
inoperative engine. or in-flight to prevent or melt away any ice
accumulation.
A single circuit breaker on the copilot side panel,
receiving power from the No. 1 dual-fed bus, Controls and Indications
supplies the electrical operation of both boot
systems. The BRAKE DEICE switch in the ICE
PROTECTION group on the pilot right subpanel
The boots operate most effectively when (see Figure 10-2 and Figure 10-3) activates the
approximately 1/2 to 1 inch of ice has formed. valves, allowing pneumatic air to enter the brake
Very thin ice cracks and can cling to the boots manifolds.
and/or move aft into unprotected areas.
When the switch is activated, both solenoid
When operated manually, the boots cannot be left valves are opened, and the green BRAKE DEICE
inflated longer than necessary to eliminate the ON annunciator on the caution advisory panel
ice, as a new layer of ice can begin to form on illuminates to advise that both solenoids are being
the expanded boots and become unremovable. If activated to the open position (Figure 10-4). The
one engine is inoperative,the loss of its pneumatic annunciator does not, however, ensure that the
pressure does not affect boot operation. valves have opened.
The boot system requires electrical power to Conversely, if the BRAKE DEICE switch is
inflate the boots in either single-cycle or manual turned off, the BRAKE DEICE ON annunciator
operation. If power is lost, the vacuum holds normally extinguishes. However, it is possible
Figure 10-3. Weather-Protected Aircraft Surfaces that the valves are stuck in the open position.
them tightly against the leading edge.
Confirmation that the valves are opening and
Refer to Limitations in this chapter for additional closing is made by observing a slight increase
information. or decrease in ITT when the BRAKE DEICE
function is cycled. The BRAKE DEICE circuit
breaker is on the copilot side CB panel.
10 ICE AND RAIN
PROTECTION

18 PSI LEGEND
PNEUMATIC PRESSURE
PNEUMATIC P3 PNEUMATIC AIR
PRESSURE
VDC
PNEU 18 PSI PNEU

LEFT PRESSURE RIGHT
REGULATOR P3
P3
AIR AIR
N.C. N.C.
BRAKE DEICE
N.C. VALVES
BRAKE
DEICE C/B
GEAR DUAL FED
UPLOCK VDC BUS NO.1
BRAKE
DEICE
10
MIN
LEFT RIGHT
BRAKE BRAKE DEICE BRAKE
DEICE TIMER PCB DEICE
MANIFOLD MANIFOLD
Figure 10-4. Brake Deice System
Operation A 10-minute timer is activated when the gear is

retracted, which allows sufficient time for the
With the landing gear extended, the brake deice brakes to dry. After 10 minutes BRAKE DEICE
system can operate continuously, provided that automatically shuts off.
all landing gear limitations are observed. During
ground operation, simultaneous use of the hot The system cannot be used continuously
brake system and the wing deice boots system can above 15°C (59°F) ambient temperature. Both
cause the red L or R BL AIR FAIL annunciators on instrument (pneumatic) valves must be open for
the warning panel to flash momentarily because of use of the system.
the substantial drop in pneumatic pressure. This
is normal, and the annunciator does not remain The brake deice system is the single biggest user
illuminated. of engine bleed air. During an engine failure,
the rudder boost system can become inoperative
10 ICE AND RAIN
A minimum of 85% power on each engine is when the brake deice system is in use because the
PROTECTION
necessary to maintain proper boot inflation if the differential pressure is insufficient to activate the
hot brake system is on. system.

ICE PROTECTION— Normally, a constant temperature of 35°C to

40°C (95°F to 105°F) is maintained (Figure
ELECTRICAL SOURCE 10-5). However, at cold temperatures and high
airspeeds, the system cannot maintain an ice-free
WINDSHIELD HEAT windshield.The windshields can be operated at
two heat levels.
Both windshields are heated by resistance wire
embedded in the glass. A thermal sensor within Normal heating supplies heat to the broadest area.
the lamination monitors the glass temperature High heating supplies a higher intensity of heat to
and feeds a control signal into a controller unit. a smaller, but more essential, viewing area.
The controller regulates the current flow to the
embedded wire.
HEATING
WIRES
OVERTEMP
SENSOR
OVERTEMP
SENSOR
CB TEMPERATURE TEMPERATURE CB
CONTROLLER CONTROLLER
CB CB 10 ICE AND RAIN

PROTECTION
Figure 10-5. Windshield Anti-Ice System

CONTROLS AND INDICATIONS to the composite propeller blades.The centrifugal

force of the spinning propeller and airblast breaks
Each windshield heat system is separately the ice particles loose from the heated blades.
controlled by the WSHLD ANTI-ICE switch on
the pilot right subpanel. Each switch has three
positions: OFF, NORMAL, and HI. CAUTION
Each switch must be lifted over a detent before it Propeller deice must not be operated
can be positioned to HI (down), which prevents when the propellers are static.
inadvertent selection of the HI position when
positioning the switch from NORMAL to OFF.
The boots are heated in a preset sequence, which
The two control units receive power through two is an automatic function controlled by a timer.
5-amp control circuit breakers on a panel on the The sequence is:
forward pressure bulkhead, not accessible by the • 90 seconds—Entire right propeller
crew in-flight. The window heaters are each sup-
plied by 50 amp circuit breakers in the power • 90 seconds—Entire left propeller
distribution panel under the floor forward of the
main spar. Once the system is turned on for automatic
operation, it cycles continuously. Manual bypass
of the timer is possible. Refer to the “Limitations”
Operation section for additional information on propeller
Either or both windshields can be heated at any deicing.
time, as overheating is prevented by thermal
sensors. Each window is fed from the left or right “Figure 10-6. Propeller Electrical Deice Controls
generator bus through a circuit breaker in the and Indicators” on page 10-9 shows the PROP
power distribution panel under the floor forward AUTO–OFF– MANUAL–OFF switches for
of the main spar. operation of the auto and manual modes.
The panel switch closes a relay, which supplies Controls and Indications
current to the windshields, subject to the control
of the temperature controller and thermal sensors. The propeller deice boots are controlled by a
Windshield heat can be used at any time, but it circuit breaker type switch and a two-position
causes erratic operation of the magnetic compass, PROP toggle switch. When the possibility of ice
and can cause distorted visual cues. buildup exists, the PROP AUTO–OFF switch
must be positioned to AUTO, which initiates the
timer sequencing of the electric boots.
PROPELLER HEAT
The PROP AMPS gauge on the copilot left
An electrically-heated boot on each blade, deices subpanel or overhead panel indicates the current
the propellers. The boot, firmly cemented in flow to the propeller elements (Figure 10-6).
place, receives current from a slip ring and brush
assembly on the propeller shaft. The slip ring Normal current flow within the green arc is 18
transmits current to the deice boot. to 24 amps. The ammeter can flicker as the timer
sequences to the next combination of boots, but
The King Air 250 and all aircraft equipped this flicker is very difficult to see. The ammeter
10 ICE AND RAIN
with the Hartzell composite propellers include must be monitored to ensure that current flow is
PROTECTION
a Metal Oxide Varistor (MOV) module on each approximately the same for all timer positions.
engine. The Metal Oxide Varistor (MOV) module Variations can indicate that uneven heating
protects the propeller deice wiring and electrical is occurring, resulting in possible propeller
components of the in the event of lightning strikes vibrations.

PRIOR TO BB-1988

BY-1 AND SUBSEQUENT
10 ICE AND RAIN

PROTECTION
Figure 10-6. Propeller Electrical Deice Controls and Indicators

Note that loss of one heating element, indicated

by a less than green arc value on the PROP AMPS
gauge, does not mean that the entire system must
be turned off. Refer to appropriate section of the
Aircraft Flight Manual (AFM).
Operation
The aircraft has manual backup for automatic
sequencing in case the timer fails to operate
properly. The PROP MANUAL–OFF switch
provides current to the boots (see Figure 10-6).
With the PROP AUTO switch positioned to
OFF, holding the PROP MANUAL switch in the
MANUAL position for approximately 90 seconds
deices both props at the same time, applying heat
to all the boots.
PITOT TUBES
The PROP AMPS gauge does not register
current flow in manual operation. The increased
load, however, can be observed on the aircraft
loadmeters. The automatic and manual deice
circuits have separate circuit breakers. A single
circuit-breaker switch is used for the automatic
operation and is on the pilot right subpanel in the
ice group. The manual system circuit breakers are
on the fuel control circuit-breaker panel, on the
pilot left side panel in the PROP DEICE group.
The PROP LEFT and PROP RIGHT circuit
breakers control power to the prop elements in
manual operation.
CAUTION
Although this system is called a prop STALL WARNING VANE
deice system, the system must be man-
aged as an anti-ice system.
PITOT HEAT
A heating element in each pitot probe prevents
ice and moisture buildup. No thermal protection
for the heating system is provided except for its
own circuit breaker switch.
10 ICE AND RAIN
PROTECTION
Controls and Indications

Each pitot heater has its own circuit breaker
switch that can be left in the ON position during HEAT CONTROLS
flight (Figure 10-7). The two circuit breaker Figure 10-7. P
itot Tubes, Stall Warning
switches are fed off separate dual-fed buses. The Vane, and Heat Controls

left is on the No. 1 and the right is on the No. 2

dual-fed bus.
The amber L and R PITOT HEAT annunciators

indicate that power is unavailable downstream
of the pitot heat elements and that exiting icing
conditions can be necessary.
The annunciators can illuminate under either of

the following two conditions:
• PITOT HEAT switches are positioned to

OFF
• PITOT HEAT switches are positioned
to ON and the elements or circuitry have
failed
HEATED FUEL VENT
In either condition, the appropriate L or
R PITOT HEAT annunciator illuminates and the
MASTER CAUTION switchlight flashes.
Operation
It is recommended that the pitot heat not be
operated on the ground except for testing or for
short intervals to remove ice or snow from the
mast. However, it must be turned on for takeoff
when icing conditions are suspected.
CAUTION HEAT CONTROLS
Prolonged use of pitot heat on the Figure 10-8. H

eated Fuel Vent
ground damages the heating elements. and Controls
STALL WARNING VANE HEAT WARNING

Description The heating elements protect the lift
Heat is applied to both the mounting plate and the transducer vane and faceplate from
vane. No thermal protection of the heating ele- ice. However, ice accumulation on the
ment is available except its own control circuit wing can change or disrupt airflow and
breaker switch. prevent the system from accurately
indicating an imminent stall.
Controls and Indications
10 ICE AND RAIN
FUEL VENT HEAT

PROTECTION
A STALL WARN circuit breaker on the ICE

panel controls the heating function. Because of
the left landing gear squat switch, the current Controls and Indications
flow to the heater is minimal while the aircraft is Electric heaters prevent ice formation in the
on the ground. In flight, full current is supplied fuel vent system. Each wing fuel system has its
(Figure 10-8).

own anti-ice system, operated by the two FUEL and, therefore, greater momentum, accelerate
VENT switches on the ICE PROTECTION past the screen area and vent overboard through
panel (Figure 10-8). The switches must be used the bypass door.
whenever icing conditions are anticipated or
encountered. However, the airstream makes the sudden turn
easier because the air is free of ice particles, which
A fuel heater prevents ice formation in the fuel are deflected rearward and overboard. The inertial
control unit. An engine oil line within the fuel vane and the inertial vane bypass door are closed
heater is in proximity to the fuel lines and, through for normal flying conditions, thus directing the air
conduction, a heat transfer occurs, melting any into the powerplant intake and oil cooler.
ice particles which may have formed in the fuel.
FUEL CONTROL UNIT HEAT CONTROLS AND INDICATIONS

(PRIOR TO BB–1988) The LEFT or RIGHT ENGINE ANTI-ICE–ON–
OFF switches on the pilot left subpanel are used
An electrically-heated jacket protects against ice to extend or retract the ice vanes (Figure 10-9).
on the pneumatic line exiting each fuel control
unit (FCU) and progressing forward to the fuel During ice protection operation, the extended
topping portion of the primary propeller governor position of the vane and bypass door is indicated
and the torque limiter. The jacket receives electric by illumination of the green L and R ENG ANTI-
current when engine condition levers are moved ICE annunciators on the caution advisory panel.
out of fuel cutoff range, and no further action is
necessary. Two fuel control heat circuit breakers When retracted, the annunciators extinguish.
are on the copilot CB panel. Additionally, two amber L and R ENG ICE FAIL
annunciators are on the caution-advisory panel.
MISCELLANEOUS If either engine inertial vane and inertial vane

bypass door are not at the selected position (either
SYSTEMS open or closed) within 33 seconds, the appropriate
annunciator illuminates.
POWERPLANT A backup system consists of dual actuators and
The engine air inlet lips are heated by engine controls. Illumination of the amber L and R ENG
exhaust gases to prevent ice formation (see Figure ICE FAIL annunciators indicates the system did
10-9). Once the engines are running, hot engine not operate to the desired position.
exhaust flows from the left stack, through the lip,
and exits the right stack. Immediate illumination of the amber annunciators
indicates loss of electrical power; delayed
The system is automatic and does not require pilot illumination indicates an inoperative actuator. In
action. An inertial vane separating system prevents either case, the other STANDBY or main actuator
ice accumulation on the engine compressor inlet should be selected.
screen. When the ice vanes are lowered, they
deflect the airstream slightly downward, creating NOTE
a venturi effect. At the same time, an inertial vane Lowering the ice vanes results in a
bypass door under the cowling is also opened, slight increase in ITT and a significant
10 ICE AND RAIN
allowing an exit. As the ice particles or water loss of torque at normal cruise power
PROTECTION
droplets enter the engine inlet, the venturi effect settings.

accelerates the particles in the airstream. The
frozen moisture particles, due to the greater mass

Figure 10-9. Powerplant Intake Ice Protection
The circuit breakers for the ice vanes are MAIN

ENG ANTI-ICE and STBY ENG ANTI-ICE. The
circuit breakers are on the copilot right side panel
in the engine group. The movable vane and the
bypass door must be lowered into the airstream
when you cannot reman free of moisture at 5°C
(41°F) ambient or colder. Retraction must be
accomplished at 15°C (59°F) and above to ensure
10 ICE AND RAIN
PROTECTION
adequate engine oil cooling. The vanes must be

either retracted or extended. There are no inter-
mediate positions (Figure 10-10).

ENGINE INLET LIPS
INERTIAL VANE RETRACTED INERTIAL VANE EXTENDED
INERTIAL VANE BYPASS DOOR EXTENDED
Figure 10-10. Engine Intake Inertial Vane Positions and Bypass Door
RAISBECK RAM AIR WINDSHIELD WIPERS

RECOVERY SYSTEM Controls and Operation
The Raisbeck Ram Air Recovery System modi- The dual wipers are driven by a mechanism
fies the standard engine anti-ice (ice vanes) in operated by a single electric motor, all forward
the engine inlet. The system adds a fixed turning of the instrument panel. The WINDSHIELD
vane in the inlet, a turning airfoil added to the aft WIPERS knob is on the overhead control panel
edge the ice vane, a larger ice shedding screen, (Figure 10-11).
and more effective seals for the inlet plenum and
nacelle. This system allows more air to be deliv- The knob has a SLOW, FAST, and PARK position.
ered to the engine in all operations than with the The wipers can be used either on the ground or
standard engine anti-ice (ice vanes). This allows in flight, as required. The wipers must not be
the engine anti-ice to be ON for takeoff and flight operated on a dry windshield. The circuit breaker
operations at temperatures up to ISA +27°C, switch is on the copilot right CB panel in the
WEATHER group.
10 ICE AND RAIN
below 13,650 feet, provided all other engine oper-

PROTECTION
ating limits are observed.

WING ICE INSPECTION LIGHT
Figure 10-11. WINDSHIELD WIPERS Knob

CONTROL
CAUTION Figure 10-12. W

ing Ice Inspection
Light and Control
Windshield wipers can be damaged if
used on a cracked outer panel. Decreased rate of climb must be anticipated,
because of decreased in wing and empennage
efficiency, as well as possible reduced propeller
WING ICE LIGHTS efficiency and increased gross weight. Also, the
use of the inertial ice vanes can result in lost
Description performance.
The wing lights are on the outboard side of each
nacelle. The circuit breaker switch is on the pilot Abrupt maneuvering and steep turns at low
right subpanel in the LIGHTS group (Figure speeds must be avoided because the aircraft
10-11). stalls at higher than published speeds with ice
accumulation. On final approach for landing,
increased airspeed must be maintained to
compensate for this increased stall speed.After
LIMITATIONS touchdown with heavy ice accumulation, landing
distances can be as much as twice the normal
Safe operation in icing conditions is dependent distance due to the increased landing speed.
upon pilot knowledge regarding atmospheric
conditions conducive to ice formation, During descent, a minimum of 85% power on
familiarity with the operation and limitations each engine is necessary to maintain proper boot
of the equipment, and the exercise of good inflation if the aircraft is equipped with and using
judgment when planning a flight into areas where the hot brake system.
possible icing conditions might exist. When icing
10 ICE AND RAIN
PROTECTION
conditions are encountered, aircraft performance Use of the brake deice system in flight results in
deteriorates. Increased aerodynamic drag an ITT rise of approximately 20°C (68°F). ITT
increases fuel consumption, thereby reducing limitations must be observed when setting climb
the aircraft range and making it more difficult to and cruise power.
maintain speed.

The brake deice system should not be operated check on the position is to closely monitor engine
continuously above 15°C (59°F) outside air torque. Normal torque can be regained with the
temperature (OAT). power levers, observing the ITT limits.
If the landing gear is retracted, the system must

not be operated longer than 10 minutes, which CAUTION
is one timer cycle. The system and annunciators
must be monitored to ensure that the ITT recovers If in doubt, extend the vanes. Engine
and the annunciator extinguishes when the switch icing can occur even though no surface
is positioned to OFF. icing is present. If freedom from vis-
ible moisture cannot be assured, engine
Both engine bleed-air sources must be in operation ice protection must be activated. Vis-
to use the brake deice system on both sides. ible moisture is moisture in any form:
A minimum speed of 140 KIAS is necessary clouds, ice crystals, snow, rain, sleet,
to prevent ice formation on the underside of hail, or any combination of these. Ice
the wing, which cannot be adequately deiced. vanes must be retracted at 15°C (59°F)
Windshield heat can be used at any time, but it and above to assure adequate engine
causes erratic operation of the magnetic compass, oil cooling. Operation of strobe lights
and could result in distorted visual cues. can sometimes show ice crystals not
normally visible.
CAUTION During flight in icing conditions, fuel vent heat,

Windshield wipers can be damaged if pitot heat, prop deice, windshield heat, and stall
used on a cracked outer panel. Heat- warning heat must all be on. The wing ice lights
ing elements can be inoperative in should be used as required in night flight to check
area of crack. for wing ice accumulation.
During sustained icing conditions, 226 KIAS CAUTION

is the maximum effective airspeed due to the
limitations of the windshield heating system. Due to distortion of the wing airfoil,
stalling airspeeds can be expected to
In-flight, the boots must be cycled once every time increase as ice accumulates on the
the ice accumulation is approximately 1/2 to 1 aircraft. For the same reason, stall
inch thick. If either engine fails in-flight, sufficient warning devices are not accurate and
air is available for the entire deice operation cannot be relied upon. Maintain a com-
(except for hot brake operation). If automatic fortable margin of airspeed above the
boot cycling fails, the MANUAL position on the normal stall airspeed when ice is on the
DEICE SINGLE–OFF–MANUAL switch must aircraft. In order to prevent ice accu-
be used for inflation. While in-flight, the engine mulation on unprotected surfaces of
ice vanes must be extended and the appropriate the wing, maintain a minimum of 140
annunciators monitored when freedom from knots during operations in sustained
visible moisture is not assured and the OAT is icing conditions. In the event of wind-
5°C (41°F) or below. shield icing, reduce airspeed to 226
KIAS or below to ensure maximum
10 ICE AND RAIN
If the amber L or R ENG ICE-FAIL annunciators windshield heat effectiveness.

PROTECTION
illuminate upon extension (see Figure 10-9), the

ice vanes cannot be positioned properly.
The other STANDBY or MAIN actuator must be

used to retract or to extend them. A reliable backup

NOTE If the PROP AMPS indicates zero amps, ensure

that the PROP AUTO–OFF switch is on. If the
The wing ice lights operate at a high switch is off, position it to ON after 30 seconds
temperature and therefore cannot be have elapsed.
used for prolonged periods while the
aircraft is on the ground. For flight at
If the switch is on, but no current is indicated, the
night into known or forecasted icing
PROP AUTO–OFF switch must be positioned to
conditions both wing ice inspection
OFF and the manual backup system must be used
lights need to be operational.
to supply current to the propellers.
If either BL AIR FAIL annunciator illuminates For a reading below the green arc, use of the
in flight, the BLEED AIR VALVES switch on PROP AUTO–OFF switch can be continued
the affected engine must be positioned to PNEU/ even though one or more boots is probably not
INSTR & ENVIR–OFF. This isolates the brake heating. If propeller imbalance occurs, rpm must
deice system on that side. be increased briefly to aid in ice removal.
Therefore, the brake deice system must For a reading higher than the green arc, normal
be positioned to OFF. The BL AIR FAIL automatic operation can be continued unless
annunciators can illuminate momentarily during the circuit breaker switch trips. If the automatic
simultaneous wing boot and brake deice operation circuit breaker does not trip, automatic deicing
at low N1 speeds. If the annunciators extinguish can be continued.
immediately, they can be disregarded. The wipers
must not be operated on a dry windshield. If propeller imbalance occurs, rpm must be
increased briefly to aid in ice removal. If the
While in flight, the propeller deice system can circuit breaker switch trips, the manual backup
be operated continuously in automatic without system must be used and the loadmeter monitored
overheating. for excessive current flow. If the manual circuit
breaker(s) trip, icing conditions must be avoided
as soon as possible.
CAUTION
NOTE
Propeller deice must not be operated For manual backup, the switch is held
when the propellers are static. to the ON position for approximately
90 seconds. Manual backup can be
The King Air 250 and all aircraft equipped with repeated as required but the loadmeter
the Hartzell composite propeller have a limitation must be monitored for a deflection of
that prohibits operation of the propeller deice approximately 8%.
while the propellers are static (not rotating).
EMERGENCY/
CAUTION
ABNORMAL
Operation of the propeller deice sys-
tem without the engine running can For specific information on emergency/abnormal
cause severe damage to the composite procedures, refer to the appropriate abbreviated
10 ICE AND RAIN
propeller blades. checklists or the AFM.

PROTECTION
The PROP AMPS gauge must indicate 18 to 24

amps. Procedures differ for various abnormal
readings on the PROP AMPS gauge.

QUESTIONS
1. The wing and horizontal stabilizer leading 5. If the aircraft is flying through icing
edges are deiced by: conditions, what is the minimum speed
necessary to keep the bottom of the wing
A. Pneumatically-inflated boots
leading edges ice-free?
B. Pneumatically-heated boots
A. 100 knots
C. Pneumatically-inflated and heated boots
B. 120 knots
D. Pneumatically-inflated/electrically-
heated boots C. 140 knots
D. 160 knots
2. If wing and horizontal stabilizer boots were
inflated with only a thin coat of ice on them 6. If the BRAKE DEICE switch in the anti-ice
the: group is positioned to ON, and the BRAKE
DEICE annunciator panel is illuminated, :
A. System works most efficiently
B. Ice only cracks and can not break loose A. Brake manifolds most likely are
receiving hot bleed air
C. Ice only begins to melt and then
refreeze B. Brake manifolds definitely are receiving
hot bleed air
D. Cracking ice might rupture the boot
C. Brake manifolds are at operating
temperature
3. When the deice boots are cycled auto
matically, the timer sequence is as follows: D. Brake manifolds are receiving an
adequate supply of bleed air
A. Wings and horizontal stabilizer
simultaneously, 10 seconds 7. After the wheels have retracted into the
B. Inboard boots on wings, 6 seconds wheel wells:
outboard and horizontal stabilizer,
A. Brake deice cannot be running at all
4 seconds
B. Brake deice cannot run more than 10
C. Wings and tail, 6 seconds expanded, 4
minutes without extending gear again
seconds contracted
C. Brake deice cannot run unless it was
D. Wing, 6 seconds; horizontal stabilizers,
first turned on prior to retraction
4 seconds
D. Brake deice heat is inoperable be-cause
it can eventually cause a fire
4. If the boots are held inflated too long they:
A. Can form the foundation for a new 8. The windshield temperature is regulated
unremovable layer of ice and affected by:
B. Can overheat and deform
A. Cockpit ambient temperature
C. Can develop a puncture
B. Outside ambient temperature
D. Add dangerous drag
C. Heat sensors that sense glass
temperature
10 ICE AND RAIN
D. An accumulation of ice and snow

PROTECTION

9. During icing conditions in flight, the stall 13. Just prior to brake release with the OAT
warning: 5°C (41°F) or lower and visible moisture
encountered, what action must be taken?
A. Is reliable as long as the stall warning
vane heat is on. A. The engine anti-ice must be ON.
B. Is unreliable unless the wing boots and B. The engine anti-ice must be ON just
warning vane heat boots are both on. after liftoff is achieved.
C. Is unreliable. C. The engine anti-ice must be extended
D. Indication speeds are increased only after 500 feet is reached.
automatically to compensate for ice D. The engine anti-ice must be extended
accumulation. only after maximum engine takeoff
power is achieved.
10. The engine compressor inlet screen is
protected from ice particles by: 14. The deice boots must not be operated when
the OAT is below:
A. An electrically-heated structure of
in-take vanes. A. –30°C (–22°F)
B. An inertial vane system. B. –40°C (–40°F)
C. A pneumatically-heated intake C. –50°C (–58°F)
manifold. D. –55°C (–67°F)
D. Hot exhaust gases blown across the
intake. 15. For airplanes not equipped with Raisbeck
Ram Air Recovery, the engine anti-ice
11. The windshield wipers can be used under needs to be OFF for takeoff and flight
which of these circumstances? operations above what temperature:
A. On the ground or in flight on a wet A. 25°C (77°F)
windshield B. 20°C (68°F)
B. On the ground or in flight up to 200 C. 15°C (59°F)
knots on a wet windshield
D. 10°C (34°F)
C. On the ground or during takeoff on a
wet or dry windshield
16. If, during flight through icing conditions,
D. Under any circumstances the propeller deicing system draws
excessive current (higher than green arc)
12. Engine air intake lips are: but does not trip the circuit breaker:
A. Heated by electrothermal boots. A. Disable that breaker manually.
B. Heated by exhaust gases when the B. Run the deice system only to get rid of
engine is operating. excessive vibration.
C. Heated by extracting bleed air when the C. Normal heating can be continued.
engine is operating. D. Operate the deice system in manual
D. Not heated because of new nacelle mode.
design.
10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
PRIOR TO SN BB-1988........................................................................................................ 11-3
Components.................................................................................................................... 11-3
BLEED AIR VALVES Switches................................................................................... 11-6
CABIN TEMP MODE Knob......................................................................................... 11-6
AIR COND N1 LOW Annunciator................................................................................. 11-7
BL AIR OFF L–R Annunciators.................................................................................... 11-7
Operation........................................................................................................................ 11-8
SN BB-1988 AND SUBSEQUENT, SN BY-1 AND SUBSEQUENT................................11-10
Components..................................................................................................................11-10
Controls and Indications...............................................................................................11-12
BLEED AIR VALVES Switches..................................................................................11-12
COCKPIT and CABIN TEMP Control Knobs............................................................11-15
Operation......................................................................................................................11-17
LIMITATIONS.....................................................................................................................11-19
QUESTIONS.......................................................................................................................11-20

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1 Air Conditioning System (Prior to BB-1988)........................................................... 11-2

11-2 Condenser and Receiver-Dryer Sight Gauge............................................................. 11-3
11-3 Air Conditioner Condenser Intake............................................................................. 11-3
11-4 Floor and Ceiling Outlets.......................................................................................... 11-4
11-5 Cockpit Eyeball Outlets............................................................................................. 11-4
11-6 Air Conditioning System Control Diagram............................................................... 11-5
11-7 ENVIRONMENTAL Panel....................................................................................... 11-6
11-8 CABIN TEMP MODE Control Knob....................................................................... 11-6
11-9 MANUAL TEMP INCR-DECR Switch/ELECT HEAT–OFF Switch..................... 11-7
11-10 Annunciator Panel..................................................................................................... 11-7
11-11 Condenser and Receiver-Dryer Sight Gauge.......................................................... 11-10
11-12 Cockpit Heating Air Outlets................................................................................... 11-11
11-13 Floor and Ceiling Outlets....................................................................................... 11-11
11-14 Cockpit Eyeball Outlets.......................................................................................... 11-11
11-15 Air Conditioning System Control Diagram............................................................ 11-13
11-16 Air Conditioning System
(BB-1988 and Subsequent and BY-1 and Subsequent).......................................... 11-14
11-17 ENVIRONMENTAL Panel.................................................................................... 11-15
11-18 Environmental Control System Knob..................................................................... 11-15
11-19 COCKPIT and CABIN BLOWER Control Knobs................................................ 11-15
11-20 Annunciator Panel.................................................................................................. 11-17

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the King Air B200/B200GT aircraft. The air conditioning system pro-
vides cooling, heating, and unpressurized ventilation. Electric heat is available as an option.
The air conditioning system can be operated in the heating mode or cooling mode under either
automatic mode control or manual mode control.
GENERAL
The air conditioning system provides cooling, Cabin cooling is provided by a refrigerant gas,
heating, and unpressurized ventilation inside the vapor-cycle refrigeration system. Bleed air from
aircraft (Figure 11-1). The dual zone system (BB- the compressor of each engine is delivered into
1988 and subsequent and BY-1 and subsequent) the cabin for heating and for pressurization. A
allows the cabin temperature to be controlled supplemental electric heating system is available.
independently of the cockpit temperature.

11 AIR CONDITIONING
ENVIRONMENTAL ENVIRONMENTAL BLEED–

BLEED–AIR AIR FLOW CONTROL UNIT SIDE
SHUTOFF VALVE INCLUDING MODULATING VIEW
11-2
AMBIENT AIR AND SHUTOFF VALVE DETAIL A
PNEUMATIC MODULATING FIREWALL FWD DOOR
THERMOSTAT VALVE AIR–TO–AIR
REFRIGERANT HEAT EXCHANGER TO AFT FLOOR
COMPRESSOR FLOOR DUCT OUTLETS
PNEUMATIC
BLEED–AIR TO CEILING
SHUTOFF VALVE OUTLETS
AFT
CABIN AIR HEATER
CONTROL CABIN–HEAT
AIR INLET CONTROL
RETURN AIR FILTER REFRIGERANT LINES AIR–CONDITIONED AIR
VALVE AFT FROM AFT EVAPORATOR
CEILING
RETURN AIR VALVE DUCT/FLOOR EVAPORATOR
DUCT DIVIDER DUCT AIR FILTER
FWD EVAPORATOR DOOR (COOLED AIR
COPILOT'S FORWARD OVERTEMP AFT
FWD EVAPORATOR SENSOR EVAPORATOR TO FLOOR OUTLETS)
VENT AIR HEATER CEILING
AIR FILTER
CONTROL FLAP– FLOOR OUTLET
COPILOT'S FLOOR
VENT BLOWER CEILING CABIN AIR
PER CEILING OUTLET
OUTLET
CONTROL VALVE OUTLET NORMAL
FRESH AIR VALVE OUTLET CEILING OUTFLOW
VALVE SAFETY/DUMP VALVE
(CLOSED WHEN OUTLET VALVE
PRESSURIZED)
RAM–AIR SCOOP
CONDENSER
CONDENSER
BLOWER
RECEIVER–DRYER
OUTLET
AIR FWD WINDSHIELD
MIXING PLENUM PRESSURE DEFROSTER CEILING AFT PRESSURE
BULKHEAD CONTROL FLOOR CEILING FLOOR CEILING
WINDHSHIELD DEFROSTER OUTLET OUTLETS OUTLET OUTLET BULKHEAD
OUTLET

(ON GLARESHIELD) CREW PILOT'S VENT
HEAT DUCT AIR CONTROL
ENVIRONMENTAL
BLEED–AIR FLOW INSTRUMENT PANEL
CONTROL UNIT
INCLUDING CABIN–HEAT
ENVIRONMENTAL CONTROL VALVE LEGEND
MODULATING AND BLEED–AIR
SHUTOFF VALVE SHUTOFF VALVE HOT ENGINE BLEED AIR
ENVIRONMENTAL BLEED AIR
RECIRCULATED CABIN AIR

(AIR CONDITIONED WHEN
EVAPORATOR IS ON)
AIR AIR–TO–AIR AMBIENT AIR

PNEUMATIC PNEUMATIC INLET
BLEED–AIR HEAT
THERMOSTAT SCOOP EXCHANGER
SHUTOFF PRESSURE VESSEL
AMBIENT AIR VALVE FIREWALL
MODULATING VALVE
Figure 11-1. Air Conditioning System (Prior to BB-1988)
Revision 0.3
11 AIR CONDITIONING
PRIOR TO SN BB-1988
COMPONENTS RECIEVER-
DRYER AND
SIGHT GAUGE
The environmental system has the following main
components:
• Belt-driven compressor (right engine)
• Condenser blower
• Evaporator
• Aft evaporator
• Forward vent blower
PRIOR TO BB-1988
• Mixing plenum
Figure 11-2. C
ondenser and Receiver-
• Floor outlet ducts Dryer Sight Gauge
• Ceiling eyeball outlets
• Temperature-sensing device
• Autotemperature controller
• Flow control unit
• Pilot/copilot outlets
• Defroster
• Air-to-air heat exchangers
• Bleed air valves
• Heating air outlets
Figure 11-3. Air Conditioner
Condenser Intake
Compressor
A belt-driven compressor on the right engine
operates in either auto or manual cool modes. Forward Evaporator and Blower
The compressor has built-in safety devices that The cockpit blower motor recirculates cockpit
prevent its operation in cases of refrigerant over- air through the evaporator in the right side of the
or underpressure conditions. nose behind the crossover duct (also referred to as
the forward evaporator).
Condenser Blower The refrigerant flows through the evaporator and
The condenser sits slightly sideways in the nose absorbs heat from the recirculated cockpit air,
crossover duct (Figure 11-2). Ram air passes cooling the air passing through it.
through the condenser, condenses, and then
cools the refrigerant gas passing through it into
liquid form for use in cooling the cabin air (Fig- Aft Evaporator and Blower
ure 11-3). The condenser blower enhances the The aft evaporator and blower are under the floor
airflow through the condenser for more efficient in the rear of the cabin. The blower draws in cabin
operation. air and blows it across the evaporator to the aft
floor and ceiling outlets. It operates at high speed
only.

11 AIR CONDITIONING
Mixing Plenum Ceiling Eyeball Outlets

The mixing plenum is in the right side of the Eyeball outlets in the headliner provide cool air to
nosecone under the copilot floorboard and aft of the crew and passengers (Figure 11-4 and Figure
the forward evaporator. Within the plenum bleed 11-5).
air mixes with recirculated cabin air before it is
routed back into the cabin.
Cabin Floor Outlet Ducts

The floor outlet ducts are between the passenger
seats along the aircraft floorboards where they
contact the interior sidewall of the aircraft cabin
(Figure 11-4).
Pressurization air heated as required by the envi-

ronmental system enters the cabin through these Figure 11-5. Cockpit Eyeball Outlets
vents.
Each outlet can be adjusted to direct the airstream

as desired. The air volume can be adjusted from
full open to closed by twisting the nozzle. As the
nozzle is twisted, a damper opens or closes to reg-
ulate airflow. The cockpit has two eyeball outlets
and the cabin has seven such outlets.
Temperature-Sensing Device
The cabin temperature sensor works with the
CABIN TEMP MODE switch to achieve the
desired temperature (Figure 11-6).
A sensor in the floor ducts monitors the bleed air

temperature. If excessive temperature extreme is
sensed, the sensor activates an amber annunciator
in the cockpit.
Auto Temperature Controller

When the CABIN TEMP MODE switch is posi-
tioned to AUTO, the automatic temperature
controller uses inputs from the cabin tempera-
ture sensor and adjusts the system to maintain the
desired temperature (Figure 11-6).
Figure 11-4. Floor and Ceiling Outlets

11 AIR CONDITIONING
TO CABIN
LH BYPASS
VALVE MOTOR
MANUAL
TEMP AIR TO AIR
INCR HEAT
HEAT EXCHANGER
MANUAL
HEAT
OR COOL DECR COOL HEAT
LEFT ENGINE
AUTO BLEED AIR
AUTO TEMP
MANUAL CONTROLLER TO CABIN
COOL COOL
AIR TO AIR
HEAT
EXCHANGER
RH BYPASS
TEMP VALVE MOTOR
SENSORS
DUCT
CABIN
RIGHT ENGINE
SELECTOR
BLEED AIR
AIR CONDITIONER
LH BYPASS
VALVE MOTOR
SWITCH
Figure 11-6. Air Conditioning System Control Diagram
Flow Control Unit Bleed Air Valves

In flight, flow control units on each engine firewall The bleed air valves are in the environmental flow
mix outside ambient air with bleed air to make control units on each engine firewall. The valves
bleed air temperature more manageable for the control bleed air flow into the aircraft and into the
environmental system. environmental, pressurization and pneumatic sys-
tems (see Figure 11-1).
On the ground, these flow control units supply
only bleed air to the environmental system.
Cockpit Heating Air Outlets
Two ducts under the instrument panel deliver
Defrost System warm air to the pilot and copilot. Warm air flow
Two ducts provide warm air to the defroster below through these ducts is controlled by the PILOT
the windshields where they contact the top of the AIR knob and the CO-PILOT AIR knob.
glareshield.
Warm air flow through the ducts is controlled by CONTROLS AND INDICATIONS
the DEFROST AIR knob.
Environmental Panel
Air-to-Air Heat Exchangers The ENVIRONMENTAL panel on the copilot
left subpanel provides automatic or manual con-
An air-to-air heat exchanger is in the center sec- trol of the air conditioning system (Figure 11-7).
tion of each wing inboard of the engines. Bleed
air passes through the air-to-air heat exchangers
to reduce the air temperature.

11 AIR CONDITIONING
MANUAL VENT OFF

INCR MAN AUTO
TEMP BLOWER HEAT
INCR HIGH
LO
MAN
DECR AUTO COOL CABIN
AIR
CABIN LIGHTS CABIN 1EMP MODE
BLEED AIR VALVES
OPEN
CABIN TEMP
ENVIRONMENTAL
LH
INSTR & ENVIR OFF
RH PULL
AFT DECR
BLOWER ELECT
ON HEAT
OFF
TEST SWITCH
OFF OFF FIRE DET
Figure 11-7. ENVIRONMENTAL Panel
BLEED AIR VALVES Switches

Two BLEED AIR VALVES OPEN LEFT–
RIGHT switches control the inflow of
pressurization air and that used for cockpit and
cabin climate control. The switches are on the
ENVIRONMENTAL panel on the copilot left
subpanel (Figure 11-7).
Each switch has three positions:

• OPEN—Allows bleed air into the cabin for
pressurization and climate control. Figure 11-8. C
ABIN TEMP MODE
Control Knob
• ENVIR OFF—Restricts bleed air from the
respective side environmental flow control • MAN
COOL—Air conditioning system
unit from entering the pressurization and operates in response to manual input from
air conditioning systems. For maximum the pilot. The air conditioner operates so
cooling on the ground, place the switches long as system pressures are acceptable and
in the ENVIR OFF position. the right engine N1 speed is above 62%.
• INSTR & ENVIR OFF—The respective • MAN HEAT—Heating system operates in
bleed air valve closes completely and bleed response to manual input from the pilot.
air is denied from the pressurization, air
conditioning and pneumatic systems. MAN TEMP INCR-DECR Switch
CABIN TEMP MODE Knob The MAN COOL or MAN HEAT position of
the CABIN TEMP MODE switch allows manual
The CABIN TEMP MODE knob has four posi- adjustment of cockpit and cabin temperature.
tions (Figure 11-8): Momentarily positioning the MANUAL TEMP
switch (Figure 11-9) to either INCR (increase)
• OFF—The air delivery system is com or DECR (decrease) as desired repositions the
pletely shut off and there is no bleed air bleed air valves to adjust cabin and cockpit tem-
input to the cockpit or cabin. perature. When released, the switch returns to the
• AUTO—Air conditioning and heating sys- OFF position.
tems operate automatically to establish the
temperature requested by the pilot.

11 AIR CONDITIONING
Figure 11-9. M
ANUAL TEMP INCR- Figure 11-10. Annunciator Panel
DECR Switch/ELECT
HEAT–OFF Switch ELEC HEAT ON Annunciator
The green ELEC HEAT ON advisory annunciator
ELECT HEAT–OFF Switch indicates that the power relays are closed to apply
The electric heat system is operated by a solenoid power to the heating elements (Figure 11-10).
ELECT HEAT–OFF switch on the copilot left
subpanel (Figure 11-9). When the electric heat system is off, before the
blowers are selected OFF, the ELEC HEAT ON
The cabin can be warmed before engine start annunciator must be extinguished to indicate
using the electric heat system concurrently with power is removed from the heating elements.
an auxiliary power unit. Such use of the electric
heat system is only permissible during ground
operations. The system is squat switch protected
BL AIR OFF L–R Annunciators
from airborne operation. Green BL AIR OFF L–R annunciators illuminate
whenever the respective BLEED AIR VALVES
OPEN switch is in any position except for OPEN.
AIR COND N1 LOW Annunciator
The N1 speed switch (engine speed) prevents
compressor operation outside of established
Airflow Control Knobs
limitation parameters. The N1 speed switch dis- Four additional manual airflow push-pull knobs
engages the compressor clutch when the engine on the subpanels regulate cockpit and cabin
speed is below 62% N1 and air conditioning is comfort. When the cockpit door is closed and the
requested. When the N1 speed switch opens, cabin comfort level is satisfactory, the CABIN/
and if air conditioning is requested, the green COCKPIT AIR push-pull knob regulates airflow
AIR COND N1 LOW annunciator illuminates to the cockpit and cabin.
(Figure 11-10).
When fully pulled out, each knob provides maxi-
mum airflow to the cockpit area. When fully
DUCT OVERTEMP Annunciator pushed in, the knob provides minimum airflow to
the cockpit.
If the airflow in the ducts becomes too low, the
amber DUCT OVERTEMP annunciator illumi-
nates, indicating that the duct temperature has
reached approximately 300°F (148°C) (Figure
11-10).

11 AIR CONDITIONING
OPERATION air discharged from the ceiling outlets, no matter

what temperature mode is used.
Automatic Mode Control
NOTE
The AUTO position on the CABIN TEMP MODE
control knob commands the automatic tempera- All aircraft with cargo doors, a lever
ture control to modulate the bypass valves and on each floor outlet register (except the
to activate the air conditioning compressor. For forward facing register in the baggage
greater heating, bleed air bypasses the air-to-air compartment) can be moved vertically
heat exchangers in the wing center sections. For to regulate the airflow. A vane-axial
greater cooling, the bleed air passes through the blower in the nose section draws ambi-
air-to-air heat exchangers to reduce its tempera- ent air through the condenser to cool
ture. In either case, the resulting bleed air mixes the refrigerant gas when the cooling
with recirculated cabin air, which can be addition- mode is operating on the ground. This
ally cooled when the air conditioning compressor blower shuts off automatically when
is in cooling mode in the forward mixing plenum. the gear is retracted.
Cooling The receiver-dryer and sight gauge (glass) are in

the upper portion of the condenser compartment.
The plumbing from the compressor, which is on
the right engine, is routed through the right wing Aft evaporators and blowers provide additional
and then forward to the condenser coil, receiver- cooling. The blowers blow recirculated cabin air
dryer, expansion valve, bypass valve, and forward across the evaporators and route it to the aft floor
evaporator, all of which are in the aircraft nose. and ceiling outlets. The aft evaporators increase
the aircraft cooling capacity from 18,000 BTU
The forward vent blower moves recirculated (with the forward evaporator only) to 32,000
cabin air through the forward evaporator and into BTU. Refrigerant flows through the aft evaporator
the mixing plenum, the floor-outlet ducts, and the any time it flows through the forward evaporator.
ceiling eyeball outlets. Approximately 75% of the However, the additional cooling is provided only
recirculated air passes through the floor outlets when the aft blower is operating.
while approximately 25% of the air is routed
through the ceiling outlets, bypassing the mixing During flights in warm air, such as short, low-
plenum. altitude flights in the summer, all the cabin ceiling
outlets must be fully open for maximum cooling.
The forward vent blower, with the system in
AUTO, normally runs at low speed. Heating
If the cooling mode is operating, refrigerant Description
circulates through the forward evaporator,
cooling the output air. All air entering the ceiling- Bleed air from the compressor of each engine
outlet duct is cooler than the air entering the floor is delivered into the cabin for heating and
outlets if either BLEED AIR VALVES OPEN pressurization purposes. When the left landing
switch is positioned to OPEN. The air discharges gear safety switch is in the ground position, the
through the eyeball outlet in the cockpit and cabin ambient air valve in each flow control unit is
(see Figure 11-4 andFigure 11-5). closed. Therefore, only bleed air is delivered.
When airborne, bleed air is mixed with outside
Cool air also enters the floor-outlet duct, but in ambient air from the ambient air valve in each
order to provide cabin pressurization, warm bleed flow control unit until a cold air temperature
air also enters this duct any time either BLEED closes off the ambient flow. Then, only bleed air
AIR VALVES OPEN switch is in the OPEN is delivered.
position. Therefore, pressurized air discharged
from the floor outlets is always warmer than the

11 AIR CONDITIONING
Operation elements have been sufficiently deenergized for

safety.
In the cockpit, additional air can be provided
by adjusting either the pilot damper, which is
controlled by the PILOT AIR knob, or the copilot Vent Blower Control
damper, which is controlled by the COPILOT AIR
knob. Movement of these knobs affects cockpit Unpressurized Ventilation
temperature by adjusting the air volume. The Fresh air is available during unpressurized flight
CABIN/COCKPIT AIR knob controls air volume with the CABIN PRESS switch in the DUMP
to the cabin and is on the copilot left subpanel position. This ambient (ram) air is obtained
below and inboard of the control column. This through the fresh air door and the ram-air scoop
knob controls the cabin air control valve. When in the aircraft nose section (see Figure 11-3).
this knob is pulled out of its stop, a minimum This door is open only during unpressurized
amount of air passes through the valve to the flight when the switch is in the DUMP position
cabin, thus increasing the volume of air available and there is 0 psi. This allows the forward blower
to the pilot and copilot outlets and the defroster. to draw ram air into the cabin. This air is mixed
When the knob is pushed all the way in, the valve with recirculated cabin air in the plenum chamber
opens, allowing the air in the duct to be directed and then directed to both the floor registers and
into the cabin floor outlets. ceiling outlets. The air volume is regulated by the
CABIN AIR control knob.
The DEFROST AIR knob controls a valve on the
pilot/copilot heat duct which admits air to two NOTE
ducts that deliver the warm air to the defroster A flight conducted with the bleed-air
vents below the windshields. switches placed in any position other
than OPEN also results in unpressur-
The rest of the air in the bleed-air duct mixes ized flight, but the fresh air door is not
with recirculated cabin air and is routed aft open.
through the floor-outlet duct, which handles
75% of the total airflow.
Manual Mode Control
During high-altitude flights, cool-night flights,
and flights in cold weather, the ceiling outlets The MAN COOL or MAN HEAT position
must be closed for maximum cabin heating. of the CABIN TEMP MODE control knob
allows manual control of the cabin and cockpit
temperature.
Electric Heat
The MANUAL TEMP INCR–DECR switch
Operation returns to the center OFF position when released.
Positioning the ELECT HEAT switch to ON When held in either position, it modulates the
energizes the heating elements in the forward bypass valves in the bleed-air lines. Allow one
duct and aft evaporator plenum (see Figure minute (30 seconds per valve) for both valves to
11-9). The green ELEC HEAT ON annunciator move fully open or fully closed. Only one valve
illuminates to indicate that power is being applied moves at a time to vary the amount of bleed air
to the heating elements (see Figure 11-10). The routed through the air-to-air heat exchanger, thus
electric heat system draws approximately 300 causing a variance in bleed-air temperature. The
amps. During electric heat operation, the forward bleed air mixes with recirculated cabin air in the
and the aft blowers must be operating. mixing plenum and is then routed to the floor
registers. Therefore, the cabin temperature varies
Before the ELECT HEAT switch is positioned according to the position of the cabin-heat con-
to OFF and the BLOWER knob is positioned trol valves whether or not the refrigerant system
to OFF, the green ELEC HEAT ON annunciator is working.
must be extinguished. This indicates the heating

11 AIR CONDITIONING
SN BB-1988 AND
SUBSEQUENT, SN BY-1
AND SUBSEQUENT
COMPONENTS RECEIVER-
DRYER AND
The environmental system has the following main SIGHT GAUGE
components:
• Belt-driven compressor (right engine)
• Condenser blower
• Evaporator
• Aft evaporator
• Forward vent blower BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT
• Forward and aft mixing plenums
• Floor outlet ducts Figure 11-11. C
ondenser and Receiver-
Dryer Sight Gauge
• Ceiling eyeball outlets
• Temperature-sensing devices The condenser blower enhances airflow through
• Autotemperature controller the condenser for more efficient operation and
runs in the auto or manual cool modes when the
• Flow control unit air conditioner is running.
• Pilot/copilot outlets
• Defroster Forward Evaporator and Blower
• Air-to-air heat exchangers The forward evaporator blower motor recirculates
cockpit air through the forward evaporator in the
• Bleed air valves right side of the nose behind the crossover duct.
• Heating air outlets The refrigerant flowing through the evaporator
absorbs heat from the recirculated cockpit air,
cooling the air passing through it.
Compressor
A belt-driven compressor on the right engine
operates in either auto or manual cool modes. Aft Evaporators and Blowers
The compressor has built-in safety devices that High speed fans blow recirculated cabin air
prevent its operation in cases of refrigerant over- through two evaporators under the floorboards in
or underpressure conditions. the center aft cabin behind the main spar.
The refrigerant flowing through the evaporator

Condenser Blower tubing absorbs heat from the recirculated air,
Two condensers joined together in a V are in the cooling the air before its return into the cabin.
nose crossover duct. Ram air passes through the The cooled air reenters the cabin through the aft
condenser, condenses and cools the refrigerant floor and ceiling outlets. When the air condition-
gas passing through it into liquid for use in ing system is off, the blowers provide recirculated
cooling the cabin air (Figure 11-11). cabin air for ventilation.

11 AIR CONDITIONING
FWD and AFT Mixing Plenums

Bleed air coming into the aircraft is routed into
forward and aft mixing plenums beneath the
cabin floorboards. The mixing plenums combine
bleed air with recirculated cabin air to reduce
bleed air temperature for passenger comfort. The
conditioned air is then routed into the cabin.
Cockpit Heating Air Outlets

Heating air outlets are under the instrument
panel and outboard of the pilot and copilot
seats on the floor (Figure 11-12). The COCK-
PIT BLOWER control knob controls air flow
volume to these outlets.
Figure 11-12. Cockpit Heating Air Outlets
The supplemental electric heat system discharges

warm air directly aft of the cockpit center pedes-
tal through a single flood outlet. Figure 11-13. Floor and Ceiling Outlets
Cabin Floor Outlet Ducts

The floor outlet ducts are between the passenger
seats along the aircraft floorboards where they
contact the interior sidewall of the aircraft cabin
(Figure 11-13).
Pressurization air heated as required by the

environmental system enters the cabin through
these vents.
Ceiling Eyeball Outlets

Eyeball outlets in the headliner provide cool air to
the crew and passengers (Figure 11-14). Figure 11-14. Cockpit Eyeball Outlets

11 AIR CONDITIONING
Each outlet can be adjusted to direct the airstream Defrost System

as desired. The air volume can be adjusted from
full open to closed by twisting the nozzle. As the Two ducts provide warm air to the defroster below the
nozzle is twisted, a damper opens or closes to reg- windshields where they contact the top of the glareshield.
ulate airflow. The cockpit has two eyeball outlets
and the cabin has seven such outlets. Air-to-Air Heat Exchangers
An air-to-air heat exchanger is in the center sec-
Temperature-Sensing Devices tion of each wing inboard of the engines. Bleed
The cockpit and cabin temperature sensors work air passes through the air-to-air heat exchangers to
with the following in adjusting the air to the desired reduce the air temperature.
temperatures (Figure 11-15):
• ENVIRONMENT MODE switch Bleed Air Valves
• Cockpit and cabin temperature control The bleed air valves are in the environmental flow
knobs control units on each engine firewall. The valves
control bleed air flow into the aircraft and into
A sensor in the floor ducts monitors the bleed air the environmental, pressurization and pneumatic
temperature. If excessive temperature extreme is systems (see Figure 11-13).
sensed, the sensor activates an amber annunciator
in the cockpit.
Auto Temperature Controller ENVIRONMENTAL Panel
The ENVIRONMENT MODE switch is positioned The ENVIRONMENTAL panel on the
to AUTO, the automatic temperature controller copilot left subpanel provides automatic or
uses inputs from the cockpit and cabin temperature manual control of the air conditioning system
sensors and adjusts the system to maintain the (Figure 11-16 and Figure 11-17).
desired temperatures (Figure 11-15).
BLEED AIR VALVES Switches
Environmentally conditioned air flows constantly
to the windshield defrost and glareshield outlets. Two BLEED AIR VALVES OPEN LEFT– RIGHT
switches control the inflow of pressurization air
In auto mode, the air is regulated to a maximum and that used for cockpit and cabin climate control
temperature of 70°F (21°C). In colder environments, (Figure 11-17).
if more heat is required, the temperature of the
outlet air is allowed to increase to 105°F (41°C). The switches are on the ENVIRONMENTAL panel on
the copilot left subpanel. Each switch has three positions:
In manual heat mode, glareshield and over- • OPEN—Allows bleed air into the cabin for pres-
head temperatures are controlled by the surization and climate control purposes.
COCKPIT TEMP knob. Airflow can be increased
with the BLOWER knob. • ENVIR OFF—Restricts bleed air from the
respective side environmental flow control unit
from entering the pressurization and air con-
Flow Control Unit ditioning systems. For maximum cooling on
In flight, flow control units on each engine firewall the ground, place the switches in the ENVIR
mix outside ambient air with bleed air to make OFF position.
bleed air temperature more manageable for the • PNEU & ENVIR OFF—The respective bleed
environmental system. air valve closes completely and bleed air is
denied from the pressurization, air conditioning
On the ground, these flow control units supply only and pneumatic systems.
bleed air to the environmental system.

Revision 0.3
COCKPIT BLOWER
DUCT TEMP
SENSOR
GLARESHIELD AC
OUTLETS EVAPORATOR
WINDSHIELD COCKPIT
DEFOG OUTLET COCKPIT ADD HEAT
TEMP VALVE
SENSOR
COCKPIT OUTSIDE
FLOOR HEAT AIR TEMP
VALVE SENSOR
COCKPIT FLOOR
HEAT OUTLETS
COCKPIT
BLEED
BYPASS
VALVE
CONTROLLER
RIGHT ENGINE
CABIN DUCT
BLEED AIR HEAT
TEMP SENSOR
EXCHANGER
BLOWER
BLEED AIR
CABIN COOL AC TEMP SENSOR
AIR OUTLETS EVAPORATOR

LEFT ENGINE
CABIN ADD BLEED AIR HEAT
HEAT VALVE EXCHANGER
CABIN CABIN FLOOR
TEMP HEAT OUTLETS
SENSOR
CABIN FLOOR
HEAT VALVE BLEED
CABIN
BYPASS
SENSOR
TO OUTFLOW VALVES
CABIN
BYPASS
VALVE
Figure 11-15. Air Conditioning System Control Diagram
11-13
11 AIR CONDITIONING
11 AIR CONDITIONING
11-14
REFRIGERANT FLOW CONTROL VALVE
COMPRESSOR
AIR INLET SCOOP
DUCT OVER TEMP HEAT EXCHANGER

SENSOR SWITCH
BLEED AIR
HIGH/LOW PRESSURE SWITCH BYPASS VALVE
ELEC GROUND
HEAT ELEMENTS AFT MIXING BOX
FWD EVAPORATOR VENTURI

AND BLOWER
CONDENSER CABIN COOL AIR
BLOWER FWD MIXING OUTLETS
BOX (6 PLACES)
CONDENSER
INLET AIR
CONDENSER
RECEIVER
DRYER AFT COMPARTMENT
CIRCUIT HEAT OUTLETS
CARD BOX AFT EVAPORATORS
AND BLOWERS
TEMP

CONTROLLER
COCKPIT COOL AIR INLET SCOOP

AIR OUTLETS
ENGINE BLEED CABIN HEAT
AIR DUCT OUTLETS
(6 PLACES)
ELEC GROUND
HEAT OUTLET
BLEED AIR BYPASS

VALVE ASSY AND
30 POSITION SWITCH
Figure 11-16. Air Conditioning System (BB-1988 and Subsequent and BY-1 and Subsequent)
Revision 0.3
11 AIR CONDITIONING

Figure 11-17. ENVIRONMENTAL Panel
Environmental Control System • MAN HEAT—Both the cabin and cock-

Knob (ECS) pit floor heat servos are opened fully and
cockpit and cabin temperatures are accom-
The environmental control system knob has five plished through the MAN TEMP switch to
positions (Figure 11-18): either INCR or DECR as desired.
• ELEC HEAT—Directs air over resistive
heater elements into the cabin. This mode
is only operative on the ground.
COCKPIT and CABIN TEMP

Control Knobs
The COCKPIT and CABIN TEMP control knobs
regulate the temperature in the AUTO and the
manual positions (Figure 11-19).
BY-1 AND SUBSEQUENT
Figure 11-18. Environmental Control
System Knob
• OFF—The air delivery system is com

pletely shut off and you will be unable to
change the bleed air input to the cockpit or
cabin.
• AUTO—Air conditioning and heating sys-
tems operate automatically to establish the
temperature requested by the pilot.
• MAN
COOL—Air conditioning system BB-1988 AND SUBSEQUENT,
operates in response to manual input from BY-1 AND SUBSEQUENT
the pilot. The air conditioner operates so
long as system pressures are acceptable and Figure 11-19. C
OCKPIT and CABIN
the right engine N1 speed is above 62%. BLOWER Control Knobs

11 AIR CONDITIONING
The cockpit temperature is adjusted by rotating • NORMAL—Used for increased heating or

the COCKPIT TEMP control knob as required. A pressurization airflow. When AUTO is not
temperature sensor in the cockpit, in conjunction functional use this position during climb to
with the temperature setting, initiates a heat or ensure optimum pressurization at higher
cool command to the temperature controller. altitude.
The cabin temperature is adjusted by rotating • AUTO—Allows the environmental system

the CABIN TEMP control knob. A temperature controller to select the flow setting auto-
sensor behind the first set of passenger oxygen matically as required to maintain cockpit
masks, in conjunction with the temperature temperature or cabin pressure requirements.
setting, initiates a heat or cool command to the The AUTO position is the recommended
temperature controller. position for most operations.
• LOW—This is the default setting except
COCKPIT and when the system demands additional
CABIN BLOWER Knobs heating.
The COCKPIT and CABIN BLOWER knobs If the environmental control knob is positioned to
control the forward and aft vent blower (Figure MAN HEAT, the bleed flow defaults to NORMAL.
11-19). Each knob has two positions: If the flow is positioned to MAN COOL, the bleed
• AUTO—Blower operates at the required flow defaults to LOW.
speed if the environmental control system
knob is in any position except OFF. Always monitor cabin pressurization requirements
when in MAN COOL. Manual adjustments to
• Out of AUTO—Allows pilot to manually the ENVIR BLEED AIR flow setting may be
set desired blower speed. required.
When the VENT BLOWER switch is positioned For maximum engine performance and/or high
to AUTO and the environmental control system altitude take-off requirements position the
knob is positioned to OFF, the blower ceases ENVIR BLEED AIR switch to LOW.
operation.
AIR COND N1 LOW Annunciator
MAN TEMP INCR–DECR Switch The N1 speed switch (engine speed) prevents
The MAN COOL or MAN HEAT position of the compressor operation outside of established
environmental control system knob allows manual limitation parameters. The green AIR COND N1
adjustment of the cockpit and cabin temperature LOW annunciator illuminates to indicate that the
(see Figure 11-19). Momentarily positioning the right engine speed is below 62% N1 and air con-
MAN TEMP switch to the INCR or DECR regu- ditioning is requested (Figure 11-20).
lates bleed air temperature as it enters the aircraft
but does not affect the flow rate.
DUCT OVERTEMP Annunciator
If the airflow in the ducts becomes too low, the
ENVIR BLEED AIR NORMAL– amber DUCT OVERTEMP annunciator illumi-
AUTO–LOW Switch nates, indicating that the duct temperature has
This switch on the copilot left subpanel controls reached approximately 300°F (148°C) (Figure
bleed air flow volume (see Figure 11-19). The 11-20).
switch has three positions:

11 AIR CONDITIONING
temperature. The recommended setting on these

knobs is the 12 o’clock (straight up) position,
which is approximately 75°F (24°C).
If a different blower speed is desired, the respec-

tive COCKPIT or CABIN BLOWER knob can
be rotated from the AUTO position to the position
for the speed desired.
Cooling
Figure 11-20. Annunciator Panel The plumbing from the compressor, which is on
the right engine, is routed through the right wing
and then forward to the condenser coil, receiver-
ELEC HEAT Position dryer, expansion valve, bypass valve, and forward
The supplemental electric heat system is oper- evaporator. All of which are in the nose of the
ated on the ground by the ELEC HEAT position aircraft.
on the ENVIRONMENTAL control system knob
(see Figure 11-18). The system is squat-switch The forward vent blower moves recirculated
protected from airborne operation. cabin air through the forward evaporator, into the
mixing boxes, into the cockpit distribution ducts
then out the glareshield outlets and windshield
ELEC HEAT ON Annunciator defrost vents.
The amber ELEC HEAT ON annunciator
indicates that the power relays are closed to apply The cabin blowers provide main cabin cooling
power to the heating elements (Figure 11-20). by routing recirculated cabin air through two
evaporators and on into the cabin through the
When the electric heat system is off, before eyeball outlets in the cabin and cockpit headliner.
the blowers are selected OFF, the ELEC HEAT
ON annunciator must be extinguished to indi- To avoid interference with the cooling process,
cate power has been removed from the heating when the system is commanded to provide little
elements. or no warmed air to the cabin, the majority of the
warmer P3 air coming from the engines is routed to
the aft of the cabin into the baggage compartment.
BL AIR OFF L–R Annunciators This warmer air is quickly evacuated overboard
Green BL AIR OFF L–R annunciators illuminate by the outflow valve in the air and by the safety
whenever the respective BLEED AIR VALVES valve on the ground.
OPEN switch is in any position except for OPEN
(see Figure 10-9). Protection controls built into the system prevent
compressor operation in the following conditions:
OPERATION • Refrigerant pressure is too high or low.

• Left bleed air bypass valve has reached a
Automatic Mode Control 30° limit switch (indicates air conditioning
is not required as significant heat is being
The AUTO position of the ENVIRONMENTAL introduced into the system).
MODE control knob allows the heating and air
conditioning systems to operate automatically. • Right engine speed is below 62% N1
The system adjusts bleed air temperature and (illuminates the green AIR COND N1
blower speed and cycles the air conditioning LOW annunciator illuminates.
compressor as necessary to maintain the selected
• Ambient temperature below 50°F

11 AIR CONDITIONING
Heating This electrical heat system is a supplemental

heating system and is available for ground
Bleed air from the compressor of each engine operation only.
is delivered into the cabin for heating and
pressurization purposes. When the left landing When deselecting the ELEC HEAT position,
gear safety switch is in the ground position, the the amber ELEC HEAT ON annunciator must
ambient air valve in each flow control unit is be extinguished. This indicates the heating
closed. Therefore, only bleed air is delivered. elements have been sufficiently deenergized for
When airborne, bleed air is mixed with outside safety. If the annunciator remains illuminated, the
ambient air from the ambient air valve in each system is not functioning correctly. To maintain
flow control unit until a cold air temperature adequate airflow across the heating elements, the
closes off the ambient flow. Then, only bleed air ELEC HEAT position must be reselected until
is delivered. the engines have been shutdown. Maintenance is
required prior to flight.
With the environmental control system knob in
the AUTO position, the temperature of condi- After deselecting the ELEC HEAT position,
tioned air is set to approximately 70°F (21°C). safety devices in the heater assembly may
In colder temperature extremes where more heat continue to temporarily operate the blower at low
would be initially demanded, this is increased to speed. This allows proper cooling of the heater
approximately 105°F (41°C). elements to avoid overheating the duct.
Electric Heat NOTE

When the ELEC HEAT position is selected If after deselecting the ELEC
on the environmental control system knob, HEAT position and initial blower shut-
air is directed over several heater elements in down, residual element heat causes the
a duct aft of the forward evaporator and into duct temperature to continues to rise,
the cabin (see Figure 11-18). Air is distributed the blower will automatically cycle
through the electric heating duct by the cockpit to cool the elements regardless of
blower which operates automatically when the BATT switch position.
ELEC HEAT position is selected. The amber
ELEC HEAT ON annunciator illuminates to
advise the flight crew that power is being applied Defrost
to the heating elements (see Figure 11-20). The A constant flow of environmentally conditioned
electric heat system draws approximately 160 air is provided to the windshield defrost and
amps. glareshield outlets. In the auto mode the tempera-
ture of this air is approximately 70°F (21°C). In
Heated air enters the cabin via a single flood extremely cold conditions, this air is allowed to
outlet directly aft of the cockpit pedestal. reach 105°F (41°C).
CAUTION Vent Blower Control

Unpressurized Ventilation
The electric heat must not be operated
with the cabin door closed or the ped- Fresh air is not available during unpressurized
estal floor outlet blocked. flight with the CABIN PRESS switch in the
DUMP position. Bleed P3 air is mixed with
recirculated cabin air in the plenum chamber
During electrical heat operation, the blower and then directed to both the floor registers and
operates at maximum speed regardless of the ceiling outlets.
COCKPIT BLOWER knob setting.

11 AIR CONDITIONING
NOTE EMERGENCY/
A flight conducted with the bleed-air
switches placed in any position other ABNORMAL
than OPEN also results in unpressur-
ized flight. For specific information on emergency/abnormal
Manual Mode Control
In the MAN HEAT position of the environmental
control system knob, control of the cabin and
cockpit temperatures is accomplished through
the MAN TEMP switch. Moving the switch to
either the INCR or DECR position regulates the
bleed air temperature as it enters the cabin, while
leaving flow rate unchanged.
Switch input is recommended to be 2–3 seconds

duration with a full 60 seconds in between to
avoid over- or undershooting desired temperature.
The time it takes the bleed air temperature to
response to the switch input is proportional to
the time the MAN TEMP switch is actuated
(requiring approximately 30 seconds to go from
full decrease to full increase or vice versa).
CAUTION
Switch actuation longer than 2–3
seconds and less than 60 seconds
interval can result in duct overheat-
ing and illumination of the amber
DUCT OVERTEMP annunciator.
The temperature of the air supplied to the

glareshield and windshield defrost vents is fully
controlled by the COCKPIT TEMP knob when
either the MAN HEAT or MAN COOL position
of the ENVIRONMENTAL MODE control knob
is selected.
LIMITATIONS
For specific information on limitations proce-
dures, refer to the FAA-approved Aircraft Flight
Manual (AFM).

11 AIR CONDITIONING
QUESTIONS
1. When the engine speed falls below 62% N1 5. When the CABIN TEMP MODE/ECS
the compressor clutch disengages, which selector switch is positioned to MAN
advisory annunciator illuminates? COOL, how is the cabin temperature
lowered?
A. AIR COND N1 LOW
B. DUCT OVERTEMP A. Momentarily pressing the MANUAL
TEMP switch to INCR
C. AIR CND LOW
B. Momentarily pressing the MANUAL
D. ENG SPD N1 LOW
TEMP to DECR
C. Momentarily holding the CABIN
2. How is the airstream adjusted on the
TEMP level control to DECR
eyeball outlets?
D. Momentarily holding the CABIN
A. By twisting the nozzle TEMP level control to INCR
B. By pushing in the nozzle
C. By moving a sliding lever 6. How does the pilot ensure that the air-to-air
D. By positioning VENT BLOWER switch heat exchanger valves are closed?
to LO A. Turn the CABIN TEMP selector all the
way clockwise
3. What control is adjusted if the bleed-air B. Momentarily position the CABIN
mixture is too warm for the crew? (for TEMP MODE switch to MAN COOL
aircraft prior to BB-1988)
C. Select MAN COOL, then hold the
A. CREW AIR knob MANUAL TEMP switch in the DECR
B. CABIN/COCKPIT AIR knob position for 60 seconds (prior to
BB-1998) / 30 seconds (BB-1988 and
C. VENT BLOWER switch
subsequent; BY-1 and subsequent)
D. PILOT AIR or COPILOT AIR knob
D. Hold the MANUAL TEMP switch in
the INCR position for one minute
4. What is the source of fresh air during
unpressurized flight with the PRESS switch
7. What position does the Cockpit blower
positioned to DUMP? (for aircraft prior to
need to be in during electric heat
BB-1988)
operations? (For aircraft BB-1988 and
A. Ram air After; BY-1 and After)
B. Ram air, bleed-air heating system A. AUTO
C. Refrigerant air, ram air B. 12 o’clock position
D. Refrigerant air, bleed-air heating C. 6 o’clock position (High)
system
D. Blower defaults to High, regardless of
switch position.

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
INTRODUCTION................................................................................................................. 12-1
GENERAL............................................................................................................................. 12-1
COMPONENTS.................................................................................................................... 12-3
Flow Control Unit (FCU)............................................................................................... 12-3
CONTROLS AND INDICATIONS....................................................................................... 12-5
BLEED AIR VALVES Switches.................................................................................... 12-5
ENVIR BLEED AIR Switch (BB-1988 and Subsequent, BY-1 and Subsequent)......... 12-5
Pressurization Controller................................................................................................ 12-5
CABIN ALT Gauge........................................................................................................ 12-6
CABIN CLIMB Gauge.................................................................................................. 12-6
CABIN PRESS DUMP Switch...................................................................................... 12-6
L–R BL Air Off Annunciator.......................................................................................... 12-6
ALT WARN Annunciator............................................................................................... 12-7
OPERATION......................................................................................................................... 12-7
Preflight Operation......................................................................................................... 12-7
In-Flight Operation......................................................................................................... 12-7
Descent and Landing Operation..................................................................................... 12-7
LIMITATIONS....................................................................................................................... 12-8
QUESTIONS......................................................................................................................... 12-9

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization Controls.............................................................................................. 12-2

12-2 Electronic Flow Control Unit.................................................................................... 12-3
12 PRESSURIZATION
12-3 Outflow Valve............................................................................................................ 12-4
12-4 Safety Valve............................................................................................................... 12-5
12-5 Pressurization Controller........................................................................................... 12-6
12-6 CABIN ALT Gauge................................................................................................... 12-6
12-7 CABIN CLIMB Gauge.............................................................................................. 12-6
12-8 CABIN PRESS DUMP Switch................................................................................. 12-7
12-9 ALT WARN Annunciator.......................................................................................... 12-7
TABLES
Table Title Page
12-1 Pressurization Controller Setting—Landing...............................................................12-8

CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
This chapter describes the pressurization system on the King Air B200/B200GT aircraft. The
pressurization system provides a normal working pressure differential of 6.5 ± 0.1 psi, which
provides cabin pressure altitudes of approximately 2,800 feet at 20,000 feet, 8,600 feet at 31,000
feet, and 10,400 feet at 35,000 feet.
GENERAL
Bleed air from each engine is used to pressurize indicator. Pressurization can be dumped using
the pressure vessel (cabin and cockpit the CABIN PRESS DUMP switch. The system
areas). Pressurization is regulated through a includes a flow control unit, as well as a vacuum
pressurization controller, monitored by a cabin line drain and the outflow and safety valves
altimeter/psid indicator, and a rate-of-climb (Figure 12-1).

12 PRESSURIZATION
Figure 12-1. Pressurization Controls

COMPONENTS • Air ejector

• Flow control solenoid valve
FLOW CONTROL UNIT (FCU) • Environmental shutoff valve
An electronic flow control unit (FCU) in each After engine start up when the FCU is energized,
engine nacelle controls the volume of the bleed the bleed air modulating valve closes. When
air and combines ambient air with it to provide a it is fully closed, it actuates the bleed air shaft
suitable air density for pressurization. The FCU switch, signaling the electronic controller to
12 PRESSURIZATION
controls the mass flow of both ambient and bleed open the solenoid valve. This enables P3 bleed
air into the cabin (Figure 12-2). air to pressurize the environmental shutoff valve,
causing it to open.
Each unit consists of an ambient temperature
sensor, an electronic controller, and an environ- The bleed air shaft continues to open until
mental air control valve assembly, interconnected the desired bleed-air flow rate to the cabin is
by a wire harness. The control valve assembly reached. The flow rate is sensed by the bleed-air
consists of: flow transducer and controlled by the electronic
• Mass flow transducer controller per the input of the ambient temperature
sensor.
• Ambient flow motor and modulating valve
• Check valve that prevents the bleed air As the aircraft enters a cooler environment,
from escaping through ambient air intake ambient airflow is gradually reduced and bleed-
air flow gradually increased to maintain a
• Bleed air flow transducer constant inflow and to provide sufficient heat for
• Bleed air flow motor and modulating valve the cabin. At approximately 0°F (–18°C) ambient
(including bypass line) temperature, ambient airflow is completely
BLEED AIR COCKPIT BLEED AIR

FIRESEAL FLOW TRANSDUCER VALVE SWITCH
ELECTRONIC POWER
CONTROLLER
SQUAT
AMBIENT
SWITCH
TEMPERATURE AMBIENT
SENSOR FLOW CONTROL BLEED AIR
FLOW CONTROL
MOTOR
MOTOR
AMBIENT SOLENOID (N.C.)
AIR
INLET
ENVIRONMENTAL
SHUTOFF
VALVE (N.C.)
AMBIENT TO DUCT
FLOW TRANSDUCER CHECK VALVE AIR DISTRIBUTION
(MASS FLOW EJECTOR SYSTEM
SENSOR)
BLEED AIR
LEGEND ENGINE (HIGH FLOW)
BLEED AIR BYPASS
HP BLEED AIR
CONTROL PRESSURE NO. 2
VENT AIR
Figure 12-2. Electronic Flow Control Unit

closed off and the bleed air valve bypass section while it is on the ground with the left landing gear
is opened, as necessary, to allow more bleed air safety switch compressed.
flow past the fixed flow passage of the air ejector.
A negative pressure relief function, which
The FCUs regulate the rate of airflow to the prevents outside atmospheric pressure from
pressure vessel. The bleed air portion is variable exceeding cabin pressure by more than 0.1 psi
from approximately 5 to 14 pounds per minute during rapid descents with or without bleed air
(ppm) depending upon ambient temperature. On flow, is also incorporated into both valves.
the ground, since ambient air is not available,
12 PRESSURIZATION
cabin inflow is variable and limited by ambient When the BLEED AIR VALVES switches are
temperature. In-flight, ambient air provides the positioned to OPEN, the air mixture (bleed air
balance of the constant airflow volume of 12 to and ambient air) from the FCU enters the aircraft.
14 ppm. When the aircraft is on the ground, only bleed air
enters the cabin because the safety switch causes
From here, the air, which also is used for cooling the FCU to close a valve that allows ambient air
and heating, flows into the pressure vessel, to mix with the bleed air.
creating differential, and out through the outflow
valve (Figure 12-3) on the aft pressure bulkhead. At liftoff, the safety valve closes and, except for
A schrader valve prevents overpressurization. cold temperatures, ambient air begins to enter the
FCU, then the pressure vessel. As the left FCU
To the inboard side of the outflow valve is a safety ambient air valve opens, in approximately 6 to 8
valve (Figure 12-4), which provides pressure relief seconds, the right FCU ambient air valve opens.
if the outflow valve fails through the schrader By increasing airflow volume gradually (left first,
valve, depressurizes the aircraft whenever the then right), excessive pressure bumps are avoided
CABIN PRESS DUMP switch is positioned during takeoff.
to DUMP, and keeps the aircraft unpressurized
SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
TO CONTROLLER
CONNECTION
PLUG
UPPER
(CONTROL)
DIAPHRAGM
NEGATIVE
RELIEF
DIAPHRAGM
REAR
STATIC AIR PRESSURE
LEGEND BULKHEAD
VENT AIR
Figure 12-3. Outflow Valve

SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
SAFETY VALVE DUMP SOLENOID
CABIN
AIR
12 PRESSURIZATION
UPPER CONTROL
DIAPHRAGM
NEGATIVE RELIEF
DIAPHRAGM
REAR
STATIC AIR PRESSURE
LEGEND BULKHEAD
Figure 12-4. Safety Valve
CONTROLS AND ENVIR BLEED AIR SWITCH

INDICATIONS (BB-1988 AND SUBSEQUENT,
BY-1 AND SUBSEQUENT)
BLEED AIR VALVES SWITCHES Refer to chapter 11—“Air Conditioning” for infor-
mation on the ENVIR BLEED AIR switch for
The LEFT–RIGHT BLEED AIR VALVES BB-1988 and subsequent, BY-1 and subsequent.
switches are in the ENVIRONMENTAL group
on the copilot subpanel. The switches control the
FCU (see Figure 12-2). PRESSURIZATION
CONTROLLER
When either switch is positioned to ENVIR OFF
or PNEU/INSTR & ENVIR OFF, the flow control An adjustable cabin pressurization controller on
unit is closed. These switch positions also illumi- the center pedestal modulates the outflow valve
nates the green L or R BL AIR OFF annunciators. (Figure 12-5).
When either switch is positioned to OPEN the
engine bleed air, and ambient air mixture temper- A dual-scale dial in the center of the controller
ature permitting flows through the FCU, and then indicates the cabin pressure altitude on the outer
through or around the air-to-air heat exchangers. scale (CABIN ALT) and maximum aircraft
altitude on the inner scale (ACFT ALT), at which
the aircraft can fly without causing the cabin
pressure to exceed maximum differential.

12 PRESSURIZATION
Figure 12-5. Pressurization Controller Figure 12-6. CABIN ALT Gauge
The engines maintain a 6.5 ± 0.1 psi differential

which provide a nominal cabin pressure altitude
of 10,400 feet at an aircraft altitude of 35,000 feet.
The RATE control knob on the pressurization

controller controls the rate at which cabin pres-
sure altitude changes from the current value to
the selected value. The selected rate of change
can be from approximately 200 to 2,000 feet per
minute (fpm).
CABIN ALT GAUGE Figure 12-7. CABIN CLIMB Gauge

The CABIN ALT gauge is on the right side of the
control panel above the throttle quadrant. It con- The PRESS position closes the safety valve,
tinuously monitors actual cabin pressure altitude opens the preset solenoid and the pressurization
(outer scale) and cabin differential (inner scale) controller takes command of the outflow valve.
(Figure 12-6). The TEST position (aft, spring-loaded to the cen-
ter) holds the safety valve closed, bypassing the
landing gear safety switch to allow cabin pressur-
CABIN CLIMB GAUGE ization tests on the ground.
The CABIN CLIMB (cabin vertical speed) gauge,
which is left of the CABIN ALT indicator (Figure L–R BL AIR OFF
12-7), continuously monitors in feet per minute
the rate of cabin climb and descent. ANNUNCIATOR
The green L–R BL AIR annunciators illuminate
CABIN PRESS DUMP SWITCH when either L–R BLEED AIR VALVE switch
is positioned to PNEU/INSTR & ENVIR OFF.
The CABIN PRESS DUMP switch is left of the Illumination of either L–R BL AIR annunciators
pressurization controller (Figure 12-8). indicates that the respective flow control unit is
closed.
The DUMP (forward lever locked) position,
opens the safety valve, allowing the cabin to
depressurize and stay unpressurized until the
switch is positioned to PRESS (center).

When the index mark is set between the 9 o’clock

and 12 o’clock positions, the most comfortable
rate of climb is maintained. Position the CABIN
PRESS DUMP switch to PRESS.
IN-FLIGHT OPERATION
As the aircraft climbs, the cabin pressure altitude
climbs at the selected rate of change until the
12 PRESSURIZATION
cabin reaches the selected pressure altitude. The
system then maintains cabin pressure altitude at
the selected value.
If the aircraft climbs to an altitude higher than

the value indexed on the ACFT ALT scale on the
pressurization controller, the cabin-to-ambient
pressure differential reaches the pressure relief
settings of the outflow valve and the safety valve.
Either or both valves then override the pressure
controller in order to limit the cabin to ambient
pressure differential to the normal working
Figure 12-8. CABIN PRESS DUMP Switch pressure differential previously stated.
If the cabin pressure altitude reaches a value of

ALT WARN ANNUNCIATOR 12,500 feet, a pressure-sensing switch on the for-
If cabin pressure altitude reaches a value of ward pressure bulkhead closes, illuminating the
12,500 feet, a pressure-sensing switch on the for- red ALT WARN annunciator to warn of opera-
ward pressure bulkhead closes, illuminating the tion requiring oxygen use. If the aircraft has an
red ALT WARN annunciator, (Figure 12-9) to autodeployment oxygen system, then a pressure-
warn of operation requiring oxygen use. sensing switch in the copilot side of the cabin
wall forward of the emergency exit also closes,
deploying passenger oxygen masks to face level.
During cruise operation, if the flight plan requires
an altitude change of 1,000 feet or more, the
CABIN ALT dial must be readjusted.
DESCENT AND LANDING

Figure 12-9. ALT WARN Annunciator OPERATION
During descent and in preparation for landing, set
the CABIN ALT gauge to indicate a cabin altitude
OPERATION of approximately 500 feet above the landing field
pressure altitude (Table 12-1). Adjust the RATE
control knob as required to provide a comfortable
PREFLIGHT OPERATION cabin altitude rate of descent.
Prior to takeoff, adjust the CABIN ALT selector
knob until the ACFT ALT (inner) scale on the
dial reads an altitude of approximately 500 feet
or 1,000 feet above the planned cruise pressure
altitude. Adjust the RATE control knob as desired.

Table 12-1. PRESSURIZATION LIMITATIONS

CONTROLLER SETTING—
LANDING The system has the following limitations:
CLOSEST ADD TO • CABIN DIFFERENTIAL PRESSURE
ALTIMETER SETTING AIRPORT ELEVATION GAUGE (B200)
28.00 +2,400
°° Green arc (approved operating range)
28.10 +2,300 0 to 6.6 psi
12 PRESSURIZATION
28.20 +2,200
28.30 +2,100
°° Red arc (unapproved operating range)
6.6 psi to end of scale
28.40 +2,000
28.50 +1,900 • MAXIMUM OPERATING PRESSSURE
28.60 +1,800
ALTITUDE LIMITS
28.70 +1,700 • Normal operation 35,000 feet
28.80 +1,600
28.90 +1,500
29.00 +1,400
29.10 +1,300
29.20 +1,200
29.30 +1,100
29.40 +1,000
29.50 +900
29.60 +800
29.70 +700
29.80 +600
29.90 +500
30.00 +400
30.10 +300
30.20 +200
30.30 +100
30.40 0
30.50 –100
30.60 –200
30.70 –300
30.80 –400
30.90 –500
The aircraft rate of descent is controlled so the

aircraft altitude does not catch up with the cabin
pressure altitude until the cabin pressure altitude
reaches the selected value and stabilizes. As the
aircraft descends to and reaches the cabin pres-
sure altitude, the outflow valve remains open,
keeping the vessel depressurized. As the aircraft
continues to descend below the preselected cabin
pressure altitude, the cabin remains depressur-
ized and follows the aircraft rate of descent to
touchdown.

QUESTIONS
1. The rate of change selected on the RATE 4. The ALT WARN annunciator illuminates
control knob can be from approximately: when the cabin pressure altitude reaches:
A. 100 to 1,000 fps A. 12,500 feet
B. 200 to 2,000 fpm B. 14,000 feet
C. 200 to 2,500 fps C. 10,000 feet
D. 50 to 5,000 fpm D. 35,000 feet
12 PRESSURIZATION
2. What indicator reflects the rate of cabin 5. What is the maximum cabin pressure dif-
pressure altitude change? ferential for the King Air B200/ B200GT
aircraft?
A. RATE control knob
B. CABIN CLIMB (cabin vertical speed) A. 6.1 psid
indicator B. 6.0 psid
C. CABIN ALT indicator C. 6.4 psid
D. Pressurization controller D. 6.6 psid
3. Which position on the RATE control knob

provides the most comfortable rate of climb?
A. Index mark set at MEDIUM
B. Index mark set between the 2 o’clock
and 6 o’clock positions
C. Index mark set between the 6 o’clock
D. Index mark set between the 9 o’clock

13 HYDRAULIC POWER
SYSTEM
The information normally contained in this chapter is
not applicable to this particular aircraft.
Revision 0 FOR TRAINING PURPOSES ONLY 13-i

CHAPTER 14
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL............................................................................................................................. 14-1
LANDING GEAR................................................................................................................. 14-2
Description..................................................................................................................... 14-2
Components.................................................................................................................... 14-2
OPERATION......................................................................................................................... 14-8
Normal Retraction.......................................................................................................... 14-8
NOSEWHEEL STEERING.................................................................................................14-10
Description...................................................................................................................14-10
Operation......................................................................................................................14-10
BRAKE SYSTEM...............................................................................................................14-13
14 LANDING GEAR

Operation......................................................................................................................14-13
AND BRAKES
CARE AND HANDLING IN COLD WEATHER..............................................................14-14
Preflight........................................................................................................................14-14
Taxiing..........................................................................................................................14-14
LIMITATIONS.....................................................................................................................14-14
Airspeed Limitations....................................................................................................14-14
QUESTIONS.......................................................................................................................14-15

ILLUSTRATIONS
Figure Title Page
14-1 Hydraulic Power Pack............................................................................................. 14-2

14-2 Components Locations............................................................................................ 14-3
14-3 Hydraulic Landing Gear System............................................................................. 14-3
14-4 Nose Gear Assembly............................................................................................... 14-4
14-5 Internal Nose Gear Lock......................................................................................... 14-4
14-6 Main Gear Assembly............................................................................................... 14-5
14-7 Main Gear Door Mechanism (Standard Gear)........................................................ 14-6
14-8 Main Gear Do or Mechanism (High-Flotation Gear).............................................. 14-6
14-9 Landing Gear Control Handle and Indicator Lights................................................ 14-7
14-10 Normal Indications Gear Down.............................................................................. 14-7
14-11 Normal Indications, Gear Up.................................................................................. 14-7
14-13 Normal Indications, Gear Up.................................................................................. 14-8
14-12 Normal Indications Gear Down.............................................................................. 14-8
14-14 Normal Retraction................................................................................................... 14-9
14 LANDING GEAR

14-15 Normal Extension................................................................................................. 14-11
AND BRAKES
14-16 Alternate Extension.............................................................................................. 14-12
14-17 Brake System Schematic...................................................................................... 14-13

CHAPTER 14
INTRODUCTION
14 LANDING GEAR

AND BRAKES
This chapter describes the landing gear and brakes on the King Air B200 and B200GT aircraft.
GENERAL
The tricycle landing gear is operated by an settings are in the landing configuration.The
electrically-driven hydraulic pump. The gear hydraulic wheel brake system is pressurized by
is controlled with a landing gear control switch master cylinders actuated by the pilot or copilot
handle on the pilot subpanel. Three hydraulic rudder pedals. Optional bleed-air deicing of the
actuators provide motive power for gear brakes is provided for cold weather operation.
operation. Individual gear position lights provide
gear position indication and two red indicators in Nosewheel steering is mechanical, actuated by
the gear control handle. Additionally, a warning the rudder pedals. Braking and differential thrust
horn sounds if all three gears are not down and can be used to supplement steering.
locked when flap position and/or power lever

LANDING GEAR Pressing the HYD FLUID SENSOR TEST but-

ton on the pilot subpanel tests the annunciator.
The landing gear is extended and retracted by the
DESCRIPTION power pack in conjunction with three hydraulic
actuators, one for each gear (Figure 14-3).
The landing gear is actuated by a hydraulic power
pack (Figure 14-1). The pack consists mainly
of a 28 VDC motor-driven hydraulic pump, a COMPONENTS
hydraulic reservoir pressurized by engine bleed
air, filters, a solenoid-operated selector valve, and Gear Assemblies
an gear up pressure switch. Adjacent to the pack The landing gear assemblies (main and nose)
is a service valve used for hand pump actuation of consist of shock struts, torque knee (scissors),
the gear during ground maintenance operations drag braces, actuators, wheels and tires, brake
(Figure 14-2). assemblies, and a shimmy damper.
The power pack reservoir, serviced with MIL-H- Brake assemblies are on the main gear assemblies;
5606 hydraulic fluid, is divided into two sections. the shimmy damper is on the nose gear assembly
One section supplies the electrically- driven (Figure 14-4 and Figure 14-5).
hydraulic pump, and the other section supplies
the hand pump. The upper end of the drag braces and two
points on the shock struts are attached to the
A fill reservoir just inboard of the left nacelle and aircraft structure. When the gear is extended,
forward of the main spar (Figure 14-2) features a the drag braces are rigid components of the gear
cap and dipstick assembly for maintaining system assemblies.
fluid level. When reservoir fluid level is low, a
sensor on the reservoir completes a circuit, illumi- Aircraft weight is borne by the air charge in the
nating the amber HYD FLUID LOW annunciator. shock struts. At touchdown, the lower portion
SYSTEM FILTER SOLENOID
SELECTOR
VALVE
TO NORMAL EXTEND
FLUID LEVEL SENSOR
SIDE OF SYSTEM
14 LANDING GEAR
RESERVOIR
GEAR UP
AND BRAKES
PRESSURE
SWITCH
FROM THE EMERGENCY

EXTEND SIDE OF SYSTEM
FILTERS
TO NORMAL
RETRACT SIDE
OF SYSTEM
TO HAND 28 VDC PUMP

PUMP MOTOR
LEGEND FROM
GEAR EXTEND PRESSURE HAND
PUMP
GEAR RETRACT PRESSURE
HAND PUMP PRESSURE
SUCTION
TO RETRACT SIDE SERVICE VALVE
RETURN OF SYSTEM
Figure 14-1. Hydraulic Power Pack

NOSE GEAR
ACTUATOR
OVERBOARD
BLEED AIR
VENT
ACCUMULATOR
CHECK
VALVE
FILL RESERVOIR
MAIN GEAR MAIN GEAR
ACTUATOR ACTUATOR
SERVICE
VALVE
POWER PACK
ASSEMBLY
BLEED AIR
REGULATOR
Figure 14-2. Components Locations
RH MAIN GEAR
ACTUATOR
NOSE
14 LANDING GEAR

GEAR
HYDRAULIC
AND BRAKES
ACTUATOR
POWER
PACK
PLUMBING NETWORK
FROM POWER PACK
LH MAIN GEAR
HAND PUMP ACTUATOR
Figure 14-3. Hydraulic Landing Gear System

of each strut is forced into the upper cylinder.

This moves fluid through an orifice, further
compressing the air charge, and thus absorbing
landing shock. Orifice action also reduces bounce
during landing.
DRAG At takeoff, the lower portion of the strut extends
BRACE
until an internal stop engages. A torque knee con-
nects the upper and lower portion of the shock
struts. It allows strut compression and extension
but resists rotational forces, thereby keeping the
wheels aligned with the longitudinal axis of the
aircraft.
PIVOT
POINT
Nose Wheel Steering
Direct linkage from the rudder pedals to a arm
near the top of the shock strut mechanically
ROLLER
SHIMMY (NOSEWHEEL actuates nose wheel steering. The steering angle is
DAMPER DOOR) from 14° left-of-center to 12° right-of-center, but
can be considerably increased when augmented
TORQUE SHOCK by differential breaking and/or differential power.
KNEE STRUT
The shimmy damper, on the right side of the

nose gear strut, is a balanced hydraulic cylinder
that bleeds fluid through an orifice to dampen
nosewheel shimmy.
Figure 14-4. Nose Gear Assembly
PISTON
PISTON
14 LANDING GEAR
AND BRAKES
INLET
PORT INLET
PORT
BALL
LOCK
ACTUATOR
DOWNLOCK
SWITCH
LOCK (LOCKED)
COLLAR BALL
LOCK
LOCK
COLLAR
ACTUATOR
DOWNLOCK
LOCK SWITCH
SPRING (UNLOCKED)
LOCK
SPRING
LOCKED UNLOCKED
Figure 14-5. Internal Nose Gear Lock

A hydraulic actuator attached to the folding drag On aircraft configured with the high-flotation
brace of each gear assembly provides motive gear, the main gear wheels are larger and the
force for gear actuation. Nose gear downlocking shock strut shorter than on the standard gear.
is provided by an internal lock mechanism Since the wheels do not retract completely into
(Figure 14-5) in the hydraulic actuator and by the the wheel well, a cutout in the doors allows part
overcenter condition of the drag brace. of the wheel to protrude approximately 5 inches
into the airstream.
The main gears are mechanically locked down by
a notched hook and plate attachment on the main On aircraft so configured, the main gear doors
gear drag braces (Figure 14-6). are mechanically linked to the shock strut and are
opened and closed as the gear extends or retracts
(Figure 14-8).
Wheel Well Door Mechanisms
Gear movement during extension and retraction Nose gear doors on aircraft with standard or high-
mechanically actuates landing gear doors. On flotation gear are mechanically actuated in the
aircraft configured with the standard main gear, manner previously described for standard main
rollers on the shock strut contact cams in the gear doors.
wheel well during retraction (Figure 14-7).
Cam movement is transmitted through linkage to

close the doors. During extension, roller action The LDG GEAR CONTROL switch handle on
reverses cam movement to open the doors. When the pilot right subpanel controls the landing gear.
the rollers have left the cams, springs drive the Gear position is indicated by three green gear
linkage overcenter to hold the doors open. position indicators next to the switch handle,
and two red indicators (Figure 14-9). The switch
handle is detented in both the UP and DN
ACTUATOR END CAP

ACTUATOR BEARING
SUPPORT
14 LANDING GEAR

AND BRAKES
A
LOCK LINK
LOCK HOOK
IDLER
LOCK PIN
IDLER STOP BLOCK

DRAG BRACE ASSEMBLY DETAIL A
Figure 14-6. Main Gear Assembly

CAM SPRING
Figure 14-7. Main Gear Door Mechanism (Standard Gear)
positions. A solenoid-operated downlock latch

(J-hook) engages the handle when the aircraft is
on the ground, preventing inadvertent positioning
of the handle to UP.
When airborne, the safety switch on the right

main gear completes circuitry to disengage the
14 LANDING GEAR
handle latch, and the handle can be positioned to

AND BRAKES
UP approximately 7 seconds.
A DOWN LOCK REL button to the left of the

handle, when pressed, releases the downlock latch
whether the aircraft is on the ground or in flight
(Figure 14-9). As an additional safety factor,
control circuitry to the landing gear selector
valve is complete only when the main gear safety
switches sense an airborne condition.
Landing gear position is indicated by an assembly

of three green indicators in a single unit to the
right of the LDG GEAR CONTROL switch
handle. Two red parallel-wired indicators in the
DOOR ACTUATING LINK handle illuminate when the gear is unlocked or
in transit.
Figure 14-8. Main Gear Do or Mechanism
(High-Flotation Gear)

RED
LIGHT
CAP
DOWN
LOCK
RELEASE
Figure 14-9. Landing Gear Control Handle and Indicator Lights
When the gear down cycle begins, the red If any gear does not lock down during extension,
indicators illuminate the switch handle. As its corresponding green indicator does not
each gear locks down, the corresponding green illuminate, and the red handle indicators remain
indicators illuminate. When all three gears are illuminated (Figure 14-10).
down and locked, all three green indicators
illuminate, and the LDG GEAR CONTROL
switch handle extinguishes (Figure 14-10). PUSH TO TEST
GEAR DOWN INDICATOR LIGHTS
14 LANDING GEAR

AND BRAKES
Figure 14-10. N
ormal Indications Figure 14-11. Normal Indications, Gear Up
Gear Down

When the gear up cycle begins, the handle The amber HYD FLUID LOW annuncia-
illuminates and the three green position indicators tor illuminates when the reservoir fluid level is
extinguish. The handle remains illuminated until low. The annunciator is tested by pressing the
all gears are fully retracted, and then the handle HYD FLUID SENSOR TEST button on the pilot
extinguishes (Figure 14-12). If any gear fails to subpanel approximately 6 seconds.
retract completely, the handle remains illuminated
(Figure 14-13). Pushing the indicator capsule
tests the green position indicators. Test the handle Warning Indications
illumination by pressing the HD LT TEST switch The landing gear warning system consists of the
(Figure 14-13). red indicators that illuminate the LDG GEAR
CONTROL switch handle and a warning horn
that sounds when the gear is not down and locked
during certain flight regimes.
With the flaps positioned to UP or APPROACH,

and either or both power levers retarded below
approximately 80% N1, the warning horn sounds
intermittently and the switch handle indicators
illuminate. The horn is silenced by pressing the
GEAR HORN SILENCE button on the left power
lever; the indicators in the switch handle cannot
be cancelled. The warning system rearms if the
power lever(s) are advanced sufficiently. With the
flaps positioned beyond APPROACH, the warn-
ing horn and the switch handle indicators activate
regardless of the power settings, and neither can
be cancelled.
Figure 14-12. N
ormal Indications
Gear Down OPERATION
NORMAL RETRACTION
14 LANDING GEAR
With the safety switches sensing an airborne

AND BRAKES
condition, positioning the LDG GEAR

CONTROL switch handle UP completes circuits
to the pump motor relay and the up solenoid of
the gear selector valve (Figure 14-14).
Power to the pump motor relay pulls in 28 VDC

to the hydraulic pump motor in the power pack.
The gear selector valve is energized to the gear
up position, directing fluid pressure to the retract
side of all three gear actuators. In approximately
6 seconds, when retraction is complete, the gear
actuators bottom out and pressure increases
rapidly.
HANDLE LIGHTS
TEST SWITCH At 2,775 psi, the uplock pressure switch opens,
breaking the circuit to the pump motor relay, and
Figure 14-13. Normal Indications, Gear Up the pump motor deenergizes.

NOTE:
Revision 0.3
THE INTERNAL SHUTTLE VALVE IS
SPRING LOADED TO A POSITION WHICH
1
ALLOWS FLUID IN THE ACTUATOR
LEGEND TO FLOW OUT THE NORMAL
ELECTRIC POWER EXTENDED PORT.
PRESSURE FLUID PRESSURE SWITCH CIRCUIT OPENS ON

2 INCREASING PRESSURE AT 2,275 ± 55 PSIG
RETURN FLUID AND CLOSES ON DECREASING PRESSURE AT
A DIFFERENTIAL OF 300–400 PSIG.
NOSE GEAR ACTUATOR

DOWN-LOCK SWITCH POWER PACK ASSEMBLY
REGULATED
ENGINE
C14
BLEED AIR
(18 TO 20 PSI) PRIMARY
LEFT LANDING
RESERVOIR
GEAR DOWN- RIGHT LANDING
LOCK SWITCH GEAR DOWN-
LOCK SWITCH SECONDARY
LEFT LANDING C15 C13 C5
RESERVOIR
GEAR SQUAT
SWITCH
RIGHT LANDING C6 SERVICE VALVE
GEAR SQUAT SELECTOR VALVE
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR

CONTROL
CB107
DOWN
LANDING GEAR
60 CONTROL ASSY LANDING
AMP GEAR REMOTE
CB J-HOOK POWER RELAY
SOLENOID C1 C3
LEFT MAIN RIGHT MAIN
ACTUATOR ACTUATOR
C11
C2
C9 NOSE
ACTUATOR
SERVICE VALVE
Figure 14-14. Normal Retraction
14-9
14 LANDING GEAR
AND BRAKES
Since the aircraft has no gear uplock mechanisms,

pressure in the retract side holds the gear retracted.
WARNING
When system leakage drops the pressure to 2,475 If the green gear position indicators do
psi, the uplock pressure switch closes to reestablish not illuminate, continue pumping until
the power circuit to the pump. The pump cycles heavy resistance is felt to ensure the
automatically to maintain pressure to keep the gear gear is down and locked. Then leave
up and locked. the handle at the top of the stroke.
Normal Extension NOTE

Positioning the LDG GEAR CONTROL switch The landing gear cannot be damaged
handle to DN completes a circuit to the down by continued operation of the hand
solenoid of the gear selector valve and through any pump.
of three gear downlock switches to the pump motor
relay (Figure 14-15). The energized relay pulls in 28
VDC for operation of the hydraulic pump motor in After an alternate gear extension has been made
the power pack. and the pump handle placed in the securing clip, do
not move any other landing gear controls or reset
The gear selector valve is energized to the down any switches or circuit breakers until the aircraft
position, routing pressure to the extend side of is on jacks and the cause of the malfunction has
all three gear actuators. As each main gear fully been determined and corrected.
extends, mechanical downlock mechanisms in the
drag braces lock the gear in the extended position. The landing gear cannot be retracted with the
alternate extension system. After a practice
A mechanical lock within the nose gear actuator alternate extension, the gear can be retracted
locks the nose gear down. As each gear locks down, hydraulically by resetting the LANDING GEAR
its downlock switch is actuated. When the last gear RELAY circuit breaker and positioning the LDG
locks down, the circuit to the pump motor relay is GEAR CONTROL switch handle to UP.
opened, stopping the pump. The pump motor does
not cycle after gear extension.
The gear selector valve is spring-loaded to the down NOSEWHEEL STEERING

position for fail-safe operation in the event of elec-
14 LANDING GEAR
trical power loss. DESCRIPTION

AND BRAKES
Direct linkage from the rudder pedals to an arm

Alternate Extension near the top of the shock strut mechanically actu-
If an electrical power loss occurs, or if the hydraulic ates nosewheel steering. The steering angle is
power pack malfunctions, a hydraulic hand pump from 14° left of center to 12° right of center, but
is available for alternate gear extension (Figure can be considerably increased when augmented
14-16). The LANDING GEAR EMERGENCY by differential braking and/or differential thrust.
EXTENSION hand pump is on the floor on the left
side of the center pedestal. OPERATION
To use the alternate extension system, pull the Since motion of the rudder pedals is transmitted
LANDING GEAR RELAY circuit breaker on the by cables and linkage to the rudder, deflection of
gear control panel, and then position the LDG GEAR the rudder occurs when force is applied to any of
CONTROL switch handle to DN. Remove the hand the pedals.
pump handle from the securing clip and actuate the
hand pump until the three green GEAR DOWN With the nosewheel stationary on the ground or
NOSE L–R illuminate. Place the pump handle in with the self-centering nose gear retracted, rud-
the down position, and secure in the retaining clip. der pedal movement compresses a spring-loaded

Revision 0.3
NOTE:
THE INTERNAL SHUTTLE VALVE IS

1
LEGEND SPRING LOADED TO A POSITION WHICH
ALLOWS FLUID FROM GEAR DOWN
ELECTRIC POWER PORT OF POWER PACK TO
FLOW INTO ACTUATOR.
PRESSURE FLUID
2 FLUID PRESSURE FROM
RETURN FLUID PUMP UNLOCKS VALVE.
NOSE GEAR ACTUATOR

REGULATED
ENGINE
C14
BLEED AIR
LEFT LANDING
RESERVOIR
RESERVOIR
GEAR SQUAT
SWITCH
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR

CONTROL
CB107
DOWN
LANDING GEAR
AMP GEAR REMOTE
SOLENOID C1 C3
ACTUATOR ACTUATOR
C11
C2
C9 NOSE
ACTUATOR
SERVICE VALVE
Figure 14-15. Normal Extension
14-11
14 LANDING GEAR
AND BRAKES
AND BRAKES
14 LANDING GEAR
14-12
CONDITIONS:
1. LANDING GEAR CONTROL HANDLE IN
"DOWN" POSITION
2. 2-AMPERE CONTROL CIRCUIT BREAKER
LEGEND PULLED
HAND PUMP PRESSURE FLUID

NOTES:
RETURN FLUID
PRESSURE FLUID FROM HAND PUMP
HAND PUMP SUCTION
1 SHUTTLES INTERNAL SHUTTLE
VALVE TO ALLOW FLUID TO FLOW
INTO ACTUATOR.
2 HAND PUMP PRESSURE

FLUID UNSEATS VALVE.
NOSE GEAR ACTUATOR

REGULATED
ENGINE
C14
BLEED AIR
LEFT LANDING
RESERVOIR
RESERVOIR
GEAR SQUAT
SWITCH
SWITCH
C4
C10
C12 C7
UP PRESSURE
2A SWITCH
LANDING C8
GEAR

CONTROL
CB107
DOWN
LANDING GEAR
AMP GEAR REMOTE
SOLENOID C1 C3
ACTUATOR ACTUATOR
C11
C2
C9 NOSE
ACTUATOR
SERVICE VALVE
Figure 14-16. Alternate Extension
Revision 0.3
link in the system, but it is not sufficient to steer An optional brake deicing system using bleed air
the nosewheel. If the nosewheel is on the ground is provided for cold weather operation. Refer to
and rolling, less force is required for steering; Chapter 10—“Ice and Rain Protection” for more
therefore, pedal deflection results in steering the information.
nosewheel.
The parking brakes are set by applying the brakes,
and then pulling out on the PARKING BRAKE
BRAKE SYSTEM handle on the pilot subpanel. The brakes are
released by applying toe pressure on the pedals,
and then pushing in the PARKING BRAKE
OPERATION handle.
Either the pilot or copilot can apply the brakes.
Toe pressure applied to either set of rudder pedals
actuates two master cylinders to generate braking
pressure (Figure 14-17). Pressure from the master
cylinders is applied to the brake assemblies.
Each master cylinder supplies pressure to its

set of brake assemblies; therefore, differential
braking is available.
OVERBOARD DRAIN
RESERVOIR
PILOT COPILOT
MASTER MASTER
CYLINDER CYLINDER
14 LANDING GEAR

AND BRAKES
PARKING BRAKE
LEFT WHEEL BRAKE RIGHT WHEEL BRAKE

LEGEND
HAND PUMP PRESSURE FLUID
RETURN FLUID
Figure 14-17. Brake System Schematic

CARE AND HANDLING Right Gear Safety Switch

IN COLD WEATHER • Landing gear handle lock solenoid
• Landing gear motor
PREFLIGHT • Flight hourmeter
Check the brakes and the tire-to-ground contact • Electric heat
for freeze lockup. Anti-ice solutions can be used
on the brakes and tires if freeze up occurs. No
anti-ice solution, which contains a lubricant, such LIMITATIONS
as oil, can be used on the brakes. It decreases the
effectiveness of the brake friction areas. AIRSPEED LIMITATIONS
TAXIING Maximum landing gear operating speed:
When possible, taxiing in deep snow or slush

• VLO
should be avoided. Under these conditions the °° Do not extend landing gear above 181
snow and slush can be forced into the brake KIAS.
assemblies. Keep flaps retracted during taxiing
to avoid throwing snow and slush into the flap °° Do not retract landing gear above 163
mechanism and to minimize damage to flap KIAS.
surfaces. Maximum landing gear extended speed:
• VLE
CAUTION
°° Do not exceed 181 KIAS with landing
Do not taxi with a flat shock strut. gear extended.
EMERGENCY/
Main Gear Safety Switches ABNORMAL
The main gear safety switches control some land-
ing gear functions in addition to functions in other For specific information on emergency/abnormal
systems, as follows. procedures, refer to the appropriate abbreviated
14 LANDING GEAR

AND BRAKES
Manual.
Left Gear Safety Switch
• Preset solenoid
• Dump solenoid
• Safety valve
• Door seal solenoid
• Ambient air modulating valves
• Lift computer (stall warning)
• Stall warning heat control
• Landing gear select solenoid

QUESTIONS
1. When the wing flaps are beyond the 40% 4. When the PARKING BRAKE handle is
(APPROACH) position, the warning horn pulled:
sounds if:
A. Two master cylinders are mechanically
A. Both power levers are retarded below a actuated, applying the brakes
specified setting B. The parking brake valve is actuated to
B. Either power lever is retarded below a trap pressure from that point to brake
specified setting assemblies
C. Any one gear is not down and locked C. Two master cylinders, already actuated,
and power levers are below 80% N1 are mechanically held in that position
position. D. The parking brake valve is mechani-
D. Any one gear is not down and locked, cally actuated to build pressure for
regardless of power lever setting brake application
2. If the wing flaps are up or at 40% 5. The landing gear is held retracted by:
(APPROACH) position, the warning horn
A. Mechanical uplock mechanisms
sounds if:
B. Continuously applied hydraulic
A. Either or both power levers are retarded pressure
below a specified power setting
C. Internal uplock mechanisms in all three
B. Both power levers are retarded below a gear actuators
specified setting and any one gear is not
D. Spring tension
down and locked
C. Either or both power levers are retarded
6. The landing gear is locked down by:
below a specified setting and any one
gear is not down and locked A. Continuously applied hydraulic
D. There is no other requirement pressure
B. Internal downlock mechanisms in all
3. If the rudder pedals are deflected with the three gear actuators
aircraft stationary: C. An internal lock in the nose gear actua-
tor and overcenter drag brace (nose
14 LANDING GEAR

A. The nosewheel steers, the rudder does
gear) or by mechanical downlock
AND BRAKES
not move
mechanisms on the drag braces
B. The spring-loaded link in the system (main gear)
compresses, the nosewheel does not
D. Bungees
steer
C. The nosewheel does not steer and the
rudder does not move
D. The nosewheel steers and the rudder
moves

7. With the aircraft airborne, positioning the

LDG GEAR CONTROL switch handle UP:
A. Completes a circuit to the UP solenoid
of the gear selector valve
B. Completes a circuit to the pump motor
relay, pulling in 28 VDC to start the
pump motor
C. A and B
D. None of the above
8. When the landing gear is fully retracted, the

electrically driven hydraulic pump:
A. Stops, and does not start again
B. Stops, but cycles as required
C. Operates continuously
D. Continues to operate for five minutes,
then stops
14 LANDING GEAR
AND BRAKES

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL............................................................................................................................. 15-1
FLIGHT CONTROLS........................................................................................................... 15-2
Components.................................................................................................................... 15-2
RUDDER BOOST SYSTEM................................................................................................ 15-3
Operation........................................................................................................................ 15-4
YAW DAMPING SYSTEM................................................................................................... 15-4
TRIM SYSTEM..................................................................................................................... 15-5
Elevator Electric Trim.................................................................................................... 15-5
Description..................................................................................................................... 15-6
LIMITATIONS....................................................................................................................... 15-9
Maneuver Limits..........................................................................................................15-10
Maximum Operating Pressure-Altitude Limits............................................................15-10
Flight Load Factor Limits at 12,500 Pounds................................................................15-10
QUESTIONS.......................................................................................................................15-11
15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
15-1 Flight Controls and Trim Tabs.................................................................................. 15-2

15-2 Flight Control Locks................................................................................................ 15-2
15-3 Rudder Boost Diagram............................................................................................. 15-3
15-4 RUDDER BOOST Switch....................................................................................... 15-4
15-5 Autopilot and Yaw Damp Switches.......................................................................... 15-4
15-6 Trim System Control................................................................................................ 15-5
15-7 E and A Indicators.................................................................................................... 15-5
15-8 Split Flap Protection................................................................................................. 15-6
15-9 Flap Control and Indication..................................................................................... 15-7
15-10 Flap Control and Indication..................................................................................... 15-8
15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls of the King Air B200/B200GT aircraft. The flight
controls include ailerons, elevators, rudder, and flaps. Excluding flaps and the right aileron, all
surfaces have trim tabs. The right aileron has a ground adjustable trim tab (Figure 15-1).
GENERAL
The aircraft has manual primary flight controls, trimmed from the cockpit. The elevator also
operated through cables, bellcranks, and pushrods. can be trimmed electrically by the pilot or the
The ailerons and rudder are conventional; the autopilot. Two trailing-edge flaps on each wing
15 FLIGHT CONTROLS
horizontal stabilizer and elevators are at the are actuated by an electric motor, which drives
top of the vertical stabilizer, conforming to flexible drive shafts through a gearbox. A safety
the T-tail configuration. A pneumatic rudder mechanism provides split flap protection. A stall
boost system assists in directional control if an warning system provides aural warning of an
engine fails or if a difference in engine bleed air imminent stall.
pressure occurs. All surfaces can be manually

ELEVATORS
TRIM TABS
RUDDER
AILERON
TRIM TAB
TRIM TAB
FLAPS
FLAPS
TRIM TAB
AILERON
Figure 15-1. Flight Controls and Trim Tabs
FLIGHT CONTROLS The pin in the control column prevents control

wheel rotation and fore-and-aft movement of the
control column, locking the ailerons and elevators.
COMPONENTS The control column must be full forward and a
control wheel rotated 15° left before the pin can
Flight Control Locks be inserted.
The flight control locks have a chain, two pins, The L-shaped pin inserted through the hole in
and a U-shaped clamp (Figure 15-2). the floor aft of the pilot rudder pedals locks the
rudder. The pedals must be centered before the
pin can be inserted. The U-shaped clamp around
the power levers serves as a warning not to start
engines with the control locks installed.
NOTE
The rudder control lock must be
removed before towing the aircraft to
prevent damaging the steering linkage.
15 FLIGHT CONTROLS
Ailerons (Roll Control)

Roll control around the longitudinal axis is
maintained by conventional ailerons on the trail-
ing edge of each wing, outboard of the flaps.
Figure 15-2. Flight Control Locks Rotation of either interconnected control wheel

mechanically positions the ailerons. Aileron

travel is approximately 25° up and 17° down, lim-
RUDDER BOOST
ited by adjustable stops. SYSTEM
The rudder boost system aids in maintaining
Elevators (Pitch Control) directional control if an engine fails or if a large
Pitch control around the lateral axis is provided by variation of power occurs between the engines.
elevators attached to the aft edge of the horizontal Two pneumatic boost servos in the rudder cable
stabilizer. Since the control columns are linked system provide force for rudder boosting, when
together, fore or aft movement of either column required.
transmits motion through cables, bellcranks, and
pushrod linkage to move the elevators. Elevator A differential pressure switch, also known as a
travel is approximately 20° up and 14° down, and Delta P switch, senses bleed-air pressure from
is limited by adjustable stops. each engine. If a pressure differential exists (60
±5 psi), a circuit is completed, which opens a
solenoid valve that directs regulated bleed-air
Rudder (Yaw Control) pressure to the applicable rudder boost servo.
Yaw control around the vertical axis is maintained The pressure boosts the rudder to compensate for
by the rudder, which extends along the entire aft asymmetrical thrust (Figure 15-3).
edge of the vertical stabilizer. The rudder is actu-
ated through cables and bellcranks by either set of CONTROLS AND INDICATIONS
mechanically-connected rudder pedals. Rudder
travel is approximately 15° either side of neutral, The RUDDER BOOST ON–OFF switch is used
and is limited by adjustable stops. Yaw damping to arm (ON) or disengage (OFF) the rudder boost
and rudder boost also activates the rudder. system.
RIGHT GEN BUS

RUDDER RUDDER
BOOST BOOST
SWITCH
∆P SWITCH
18 PSI
LEFT PNEUMATIC RIGHT
P3 AIR PRESSURE P3 AIR
CHECK REGULATOR CHECK
VALVE VALVE
AFT PRESSURE BULKHEAD
15 PSI
PRESSURE
REGULATOR FILTER
LEFT RIGHT
RUDDER RUDDER
SERVO SERVO
15 FLIGHT CONTROLS
N.C. N.C.
Figure 15-3. Rudder Boost Diagram

The LEFT and RIGHT BLEED AIR VALVES OPERATION

switches, when positioned to OPEN or to ENVIR
OFF, are used to arm the rudder boost system To arm the rudder boost system position the
when the RUDDER BOOST ON–OFF switch is RUDDER BOOST ON–OFF switch to ON, and
positioned to ON (Figure 15-4). The INSTR & position the LEFT and RIGHT BLEED AIR
ENVIRON OFF position disengages the rudder VALVES switches either to OPEN or to ENVIR
boost system on either bleed air valve. OFF.
To disengage the system or position the
RUDDER BOOST ON–OFF switch to OFF,

position either BLEED AIR VALVES switch to
INSTR/ PNEU & ENVIR OFF.
To test the rudder boost system, during engine

start retard one engine to idle, and then advance
the power on the other engine until the rudder
pedal on the side of the high rpm engine moves
forward. Reverse the procedure to test the oppo-
site side.
YAW DAMPING SYSTEM

All aircraft models have a yaw damping system.
Yaw damping is activated either individually
with a button on the flight guidance panel (FGP)
or automatically when the autopilot is engaged
(Figure 15-5). The yaw damping system must be
Figure 15-4. RUDDER BOOST Switch operational above 17,000 feet.
Figure 15-5. Autopilot and Yaw Damp Switches

15 FLIGHT CONTROLS

TRIM SYSTEM Controls and Indications

Electrical power to the system is routed through
Trim tabs on the primary flight control surfaces the PITCH TRIM circuit breaker. Dual PITCH
maintain trim in all three axes. A trim tab is on TRIM thumb switches outboard of either control
the trailing edge of the rudder, each elevator, and wheel must be moved simultaneously to achieve
the left aileron. pitch trim.
Moving the trim wheels mechanically transmits Moving either switch alone does not actuate the
motion to jackscrew actuators, which position the trim motor. Trim inputs by the pilot override those
tabs to the desired position (Figure 15-6). made by the copilot. The PITCH TRIM switches
are springloaded to the center (off) position when
released. The manual elevator trim wheel can be
used for trimming, even when the electrical trim
ELEVATOR system is on.
TRIM WHEEL
A bilevel, pushbutton, momentary-on trim

interrupt switch on each control wheel is used to
interrupt the system. To initiate a trim interrupt,
press and hold either switch to the second level.
A red TRIM indication appears at the top left

AILERON portion of each primary flight display (PFD) while
TRIM WHEEL the button is pressed. The TRIM indication
RUDDER indicates that the electric trim system is being
TRIM WHEEL interrupted. Upon releasing the pushbutton,
ensure that the red TRIM indication extinguishes,
indicating a normal condition.
The red TRIM indication also appears during

autopilot operation when electrical trim is
inoperative. The TRIM indication indicates a
need to cautiously disconnect the autopilot in
order to resolve or troubleshoot the electric trim
failure. Do not reengage the autopilot unless the
electric trim is operational.
An amber or red E or A indication illuminates

at the top left of each primary flight display
(PFD) to indicate that the aircraft is flying in a
out-of-trim condition (Figure 15-7). The arrow
associated with the respective indication indicates
the direction in which to move the trim to correct
the problem.
Figure 15-6. Trim System Control
15 FLIGHT CONTROLS
ELEVATOR ELECTRIC TRIM

An electric motor in the aft fuselage actuates the
elevator trim tabs through a system of cables. The
electric motor is activated by the pilot, copilot, or
autopilot. Figure 15-7. E and A Indicators

DESCRIPTION The switch is rigged such that if either flap on that

side splits 3° to 6° during travel up or down, the
Two flaps on each wing are driven by an electric circuit is interrupted and the motor stops. Once
motor through a gearbox and four flexible drive the motor stops because of a split flap condition
shafts connected to screwjacks at each flap. The the flaps cannot be moved until the failure is
motor has a dynamic braking system through two corrected.
sets of field windings. Lowering the flaps initially
results in nose pitch-up, lowered stall speed, and The split flap sensing system is on the side of the
reduced airspeed. The switches for the flaps limit aircraft. The sensing system protects each pair of
and the flaps position transmitter are under the flaps on its respective side of the aircraft. Split
right inboard flap. flap protection between the left pair of flaps from
the right is not provided.
Split Flap Protection
The aircraft has a split flap sensing system, which CONTROLS AND INDICATIONS
uses a cam/switch arrangement to protect the
flaps if any flap panel is out of phase with the The FLAP UP–FLAP–APPROACH–DOWN
other panel (Figure 15-8). handle is on the copilot side of the center pedestal.
15 FLIGHT CONTROLS
Figure 15-8. Split Flap Protection

Flap movement is initiated by positioning the The FLAPS position indicator on the center panel
FLAP handle to the desired position (Figure indicates flap position (Figure 15-9).
15-9).
A safety mechanism disconnects power to the
Positioning the FLAP handle from UP to electric flap motor if a malfunction occurs and
APPROACH (40%) connects No. 3 dual-fed bus causes any flap to be 3° to 6° out of phase with
power through the FLAP MOTOR circuit breaker the other flaps.
to the flap motor (Figure 15-9).
The flap motor power circuit is protected by a
The flaps are driven to the 40% (14° ± 1°) position, 20-amp FLAP MOTOR circuit breaker on the left
as indicated on the FLAPS position indicator. CB panel below the fuel control panel. A 5 amp
The flaps cannot be stopped at any intermediate FLAP CONTROL circuit breaker is also on this
point during this travel. Positioning the handle to panel.
DOWN results in full 100%, (35° +1°, –2°) flap
extension. Only the UP, APPROACH (or takeoff),
and DOWN positions can be selected. Follow-up Stall Warning System
flaps allow the flap extension or retraction to The stall warning system senses angle-of-attack
achieve the selected flap position. The flaps through a lift transducer actuated by a vane on
cannot be stopped in any intermediate position.
FLAP MOTOR
CB
DUAL−FED
BUS NO. 3 UP
FLAP CONTROL 20
CB FLAPS
POSITION TAKEOFF
AND
TRANSMITTER APPROACH
60
RH
80
SPLIT DOWN
FUSES OR FLAP
CAM SWITCHES PROTECTION POSITION
LH INDICATOR
LIMIT SWITCHES
UP
FLAP
DYNAMIC
APP BRAKE
P
FLA RELAY
UP
H DOWN
ROAC
APP DO
WN
FLAP
STALL MOTOR
WARNING
BIAS
15 FLIGHT CONTROLS
RELAYS
LIFT
COMPUTER
Figure 15-9. Flap Control and Indication

the leading edge of the left wing (Figure 15-10). The stall warning horn sounds when the follow-
Angle of attack from the lift transducer and flap ing conditions are present:
position signals are processed by the lift computer
to sound the stall warning horn on the copilot side. • Airspeed is 5 to 13 knots above stall, flaps
are fully retracted.
• Airspeed is 5 to 12 knots above stall, flaps
are positioned to APPROACH (40%).
• Airspeed is 8 to 14 knots above stall, flaps
are fully extended.
COPILOT LEFT SUBPANEL

(PRIOR TO BB-1988)
COPILOT LEFT SUBPANEL

15 FLIGHT CONTROLS
(BB-1988 AND SUBSEQUENT,

LIFT TRANSDUCER VANE BY-1 AND SUBSEQUENT)
Figure 15-10. Flap Control and Indication

The STALL WARN TEST switch on the copilot already changed appearance) and the digital air-
subpanel is used to test the stall warning system speed readout flashes red for 5 seconds. Normal
prior to the flight. When lifted, the switch causes appearance and colors return when the airspeed is
the stall transducer vane to lift simulating a stall at or greater than the LSC ISS value and the trend
condition and causing the stall warning horn to vector is at or greater than the LSC ISS value.
activate. If the flap lever input becomes invalid, a yellow,
double-line default LSC begins at 99 knots and
runs down to 75 knots. Below 75 knots, the line
WARNING appears as an expanded checkerboard bar, which
extends to the bottom of the airspeed scale.
The heating elements protect the lift
transducer vane and faceplate from
ice. However, a buildup of ice on the
wing can change or disrupt the airflow LIMITATIONS
and prevent the system from accurately
indicating an imminent stall. The stall For complete limitations information, refer to
speed increases whenever ice accumu- the Limitation section of the FAA-approved Pilot
lates on the aircraft. Operating Handbook (POH).
The airspeed display on each PFD issues Airspeed Limitations

preliminary warnings when the indicated airspeed Maneuvering speed:
approaches published stall speeds.
• VA (12,500 pounds)
The impending stall speed (ISS) low speed cue • Do not make full or abrupt control move-
(LSC) is intended only as an advisory and is not a ments above 181 KIAS
substitute for the aural stall warning.
Maximum flap extension/extended speed:
The LSC ISS indication appears at the bottom • VFE (Approach position—40%)
of the airspeed scale at a calculated airspeed
value. This value depends on the flap positions. • Do not extend flaps or operate with 40%
A thin red bar begins at the calculated value and flaps above 200 KIAS/200 KCAS
continues down to the zero (0) knots speed. The • Full DOWN position—100%
breakdown of the beginning value is as follows:
• Do not extend flaps or operate with 100%
• Flaps UP................................. 99 kts flaps above 157 KIAS/155 KCAS (King
Air B200)
• Flaps APP............................... 85 kts
• Flaps DN................................ 75 kts Maximum landing gear operating speed:
A prewarning occurs if the airspeed trend vector • VLO
indicates 3 knots below this value for 5 seconds. °° Do not extend landing gear above 181
The LSC ISS bar doubles in width and changes to KIAS/182 KCAS
a red and black checkerboard appearance. At the
same time, the airspeed digital readout changes to °° Do not retract landing gear above 163
yellow and flashes for 5 seconds. The prewarning KIAS/164 KCAS
15 FLIGHT CONTROLS
ends if the airspeed trend vector goes above or Maximum landing gear extended speed:
equal to the LSC ISS value.
• VLE
The warning occurs when airspeed is 3 knots or
more below the LSC ISS value. The LSC ISS °° Do not exceed 181 KIAS/182 KCAS
with landing gear extended
bar doubles in width and changes to a red and
black checkerboard appearance (if the bar has not

Air minimum control speed:

• VMCA
°° The lowest airspeed at which the aircraft
is directionally controllable when one
engine suddenly becomes inoperative
and the other engine is at takeoff power
is 86 KIAS/91 KCAS.
Maximum operating speed:
• VMO
• MMO
°° Do not exceed 259 KIAS/260 KCAS
(.52 Mach) in any operation
MANEUVER LIMITS
The aircraft is a Normal Category aircraft.
Acrobatic maneuvers, including spins, are
prohibited.
MAXIMUM OPERATING
PRESSURE-ALTITUDE LIMITS
Do not exceed 17,000 feet with yaw damper
inoperative.
FLIGHT LOAD FACTOR LIMITS

AT 12,500 POUNDS
Flaps Up:
• Do not exceed 3.17 positive Gs, or 1.27
negative Gs.
Flaps Down:
• Do not exceed 2.00 positive Gs, or 0 nega-
tive Gs.
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
15 FLIGHT CONTROLS

Manual.

QUESTIONS
1. What is the maximum allowable altitude 4. Why must the rudder control lock be
with yaw damping inoperative? removed prior to towing the aircraft?
A. 10,000 feet A. So the aircraft can be steered with the
B. 17,000 feet rudder pedals
C. 20,000 feet B. So the brakes can be applied
D. 25,000 feet C. To prevent damage to the steering link-
age
2. What happens when the FLAP handle is D. It is not necessary to remove the
positioned from DOWN to APPROACH? rudder control lock prior to towing
A. The flaps bypass the APPROACH posi-
tion and retract fully. 5. How can the rudder boost system be checked
for proper operation during engine runup?
B. The flaps do not retract.
C. The flaps retract to the APPROACH A. Increasing power on an engine until the
position. rudder pedal on the same side moves
forward
D. The flaps retract completely, then return
to the APPROACH position. B. Increasing power on an engine until
the rudder pedal on the opposite side
moves forward
3. How is electric trim initiated?
C. Rudder boost operation cannot be
A. Either the pilot or copilot moves either checked during engine runup
element of their respective PITCH
D. Reducing power on an engine and not-
TRIM switch.
ing that neither rudder pedal moves
B. Both the pilot and the copilot simul- forward
taneously move both elements of their
respective PITCH TRIM switches in the
6. How is the stall warning system normally
same direction.
tested prior to flight?
C. Either the pilot or the copilot moves
both elements of the respective PITCH A. By manually actuating the lift
TRIM switch simultaneously. transducer vane
D. Both the pilot and copilot simulta- B. By manually actuating the lift
neously move either element of the transducer vane and simultaneously posi-
respective PITCH TRIM switches in the tioning the STALL WARN TEST
same direction. switch to TEST
C. The system cannot be tested prior to
flight
D. By positing the STALL WARN TEST
switch to TEST
15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
FLIGHT INSTRUMENTS.................................................................................................... 16-1
Primary Flight Display (PFD)........................................................................................ 16-2
Multifunction Display (MFD)......................................................................................16-13
DISPLAY CONTROL PANELS (DCP)..............................................................................16-16
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS)............................................16-23
AIR DATA COMPUTERS (ADC)......................................................................................16-24
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS).......................................16-24
REVERSIONARY OPERATIONS......................................................................................16-25
PITOT AND STATIC SYSTEM..........................................................................................16-29
OUTSIDE AIR TEMPERATURE ......................................................................................16-30
STALL WARNING SYSTEM.............................................................................................16-31
FLIGHT GUIDANCE SYSTEM (FGS)..............................................................................16-32
Flight Guidance Computers (FGC)..............................................................................16-33
Flight Guidance Panel (FGP).......................................................................................16-33
Control Wheel Switches...............................................................................................16-39
CONTROL DISPLAY UNIT (CDU)...................................................................................16-41
FLIGHT MANAGEMENT SYSTEM (FMS).....................................................................16-46
FMS Initialization........................................................................................................16-47
Vertical Navigation.......................................................................................................16-47
Global Positioning System (GPS)................................................................................16-49

16 AVIONICS
INTEGRATED FLIGHT INFORMATION SYSTEM (IFIS).............................................16-50

Cursor Control Panel (CCP).........................................................................................16-54
Electronic Charts (E-CHARTS) [Optional].................................................................16-57
Graphical Weather (GWX) [Optional].........................................................................16-60
COMMUNICATION/NAVIGATION SYSTEMS...............................................................16-65
AUDIO SYSTEM................................................................................................................16-68
Radio Tuning Unit (RTU).............................................................................................16-71
HF Operation (Optional)..............................................................................................16-74
TCAS II Operation (Optional).....................................................................................16-74
CDU Tuning.................................................................................................................16-75
ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS)..........................................16-79
WEATHER RADAR SYSTEM...........................................................................................16-82
COCKPIT VOICE RECORDER (CVR).............................................................................16-86
EMERGENCY LOCATOR TRANSMITTER (ELT)..........................................................16-86
ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS).........................16-87
Basic Ground Proximity Warning System (GPWS).....................................................16-87
Enhanced Ground Proximity Warning System (EGPWS)...........................................16-89
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS+).....................................16-91
Basic Ground Proximity Warnings (Reactive).............................................................16-91
Enhanced Ground Proximity Warnings (Predictive)....................................................16-92
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS I) ....................................16-95
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS II) (OPTIONAL)............16-98
APPENDIX A—AVIONICS EQUIPMENT LOCATIONS..............................................16-103
APPENDIX B—FLIGHT GUIDANCE MODES.............................................................16-105
APPENDIX C—AVIONICS ACRONYMS......................................................................16-107
QUESTIONS.....................................................................................................................16-109

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1 Adaptive Flight Displays (AFD)............................................................................ 16-2

16-2 Primary Flight Display.......................................................................................... 16-3
16-3 Attitude Display..................................................................................................... 16-4
16-4 Airspeed Display.................................................................................................... 16-4
16-5 Trend Vector........................................................................................................... 16-4
16-6 Low Speed Cue...................................................................................................... 16-5
16-7 High Speed Cue..................................................................................................... 16-5
16-8 Airspeed Bug......................................................................................................... 16-5
16-9 Acceleration Display.............................................................................................. 16-6
16-10 Altimeter Display................................................................................................... 16-6
16-11 Altitude Negative................................................................................................... 16-6
16-12 Baro Switch........................................................................................................... 16-7
16-13 Vertical Speed Indicator (VSI).............................................................................. 16-7
16-14 Altitude Preselect Bugs......................................................................................... 16-7
16-15 Metric Altitude....................................................................................................... 16-8
16-16 BARO ALT Switch................................................................................................ 16-8
16-17 Heading and Navigation Display........................................................................... 16-8
16-18 DME Hold............................................................................................................. 16-9
16-20 PFD Arc Format.................................................................................................. 16-10
16-19 PFD Compass Rose Format................................................................................ 16-10
16-21 PFD Map Format................................................................................................ 16-10
16-22 Terrain and Radar Overlay Section..................................................................... 16-11
16-23 PFD TCAS Message Area (Non-IFIS)............................................................... 16-11
16-24 PFD Lower Display Information........................................................................ 16-11

16 AVIONICS
16-25 Pilot's MFD Display........................................................................................... 16-12

16-26 Non-IFIS MFD Checklist................................................................................... 16-14
16-27 MFD Upper Format (IFIS)................................................................................. 16-14
16-28 MFD Plan Format............................................................................................... 16-15
16-29 MFD TCAS Only................................................................................................ 16-16
16-30 MFD Lower Display Information....................................................................... 16-16
16-31 Display Control Panels....................................................................................... 16-17
16-32 Display Control Panel (DCP)............................................................................. 16-17
16-33 Barometric Setting With Yellow Underline......................................................... 16-17
16-34 IN/hPa Switch..................................................................................................... 16-18
16-35 Barometric Setting with STD............................................................................. 16-18
16-36 PFD REFS Menu Page 1 of 2............................................................................. 16-18
16-37 PFD V-Speeds..................................................................................................... 16-19
16-38 Radio Altitude Minimum.................................................................................... 16-20
16-39 Barometric Minimum......................................................................................... 16-20
16-40 Minimums Annunciator...................................................................................... 16-20
16-41 PFD REFS Menu Page 2 of 2............................................................................. 16-21
16-42 Metric Altitude.................................................................................................... 16-21
16-43 Flight Director Formats...................................................................................... 16-21
16-44 PFD NAV BRG Menu........................................................................................ 16-22
16-45 Bearing Pointer Information............................................................................... 16-23
16-46 IAPS.................................................................................................................... 16-23
16-47 ADC.................................................................................................................... 16-24
16-48 AHRS.................................................................................................................. 16-24
16-49 Heading Slave and Slew..................................................................................... 16-25
16-50 AFD Reversions.................................................................................................. 16-25

16 AVIONICS
16-51 Reversionary Modes........................................................................................... 16-26
16-52 ADC1 Failure...................................................................................................... 16-27
16-53 ADC Miscompare............................................................................................... 16-27
16-54 ADC Switch—ADC2 Selected........................................................................... 16-27
16-55 AHRS1 Failure.................................................................................................... 16-28
16-56 AHRS Miscompare............................................................................................. 16-28
16-57 AHRS Switch—AHRS2 Selected...................................................................... 16-28
16-58 Pitot Tubes.......................................................................................................... 16-29
16-59 Static Ports.......................................................................................................... 16-29
16-60 Alternate Static Source Selection....................................................................... 16-29
16-61 System Integration.............................................................................................. 16-30
16-62 OAT Gauge......................................................................................................... 16-31
16-63 Rosemont Probe.................................................................................................. 16-31
16-64 Transducer Vane.................................................................................................. 16-31
16-65 STALL WARN TEST Switch............................................................................. 16-31
16-66 Stall Warning Heat.............................................................................................. 16-32
16-67 Flight Guidance Panel (FGP).............................................................................. 16-32
16-68 Flight Guidance System Display........................................................................ 16-33
16-69 Flight Guidance Couple Arrow........................................................................... 16-33
16-70 Indepandant Flight Director Operation............................................................... 16-34
16-71 YD/AP Disconnect Bar...................................................................................... 16-34
16-72 Heading Vector Line........................................................................................... 16-35
16-73 Half Bank Mode................................................................................................. 16-35
16-74 APPR Mode Selection........................................................................................ 16-36
16-75 Localizer Nav-to-Nav Capture............................................................................ 16-37
16-76 VNAV Glidepath (GP) Mode.............................................................................. 16-37
Revision 0.3 FOR TRAINING PURPOSES ONLY 16-v

16 AVIONICS
16-77 APPR Mode Selection........................................................................................ 16-38

16-78 Flight Level Change (FLC) Mode...................................................................... 16-38
16-79 Left Yoke............................................................................................................. 16-40
16-80 Pilot's PFD with SYNC...................................................................................... 16-40
16-81 GO AROUND Button......................................................................................... 16-40
16-82 PFD Go-Around (GA) Mode.............................................................................. 16-41
16-83 Control Display Unit (CDU)............................................................................... 16-41
16-84 Active Flight Plan Page...................................................................................... 16-43
16-85 Active Legs Page................................................................................................ 16-43
16-86 Direct to Pages.................................................................................................... 16-43
16-87 Hold FLPN Mode............................................................................................... 16-44
16-88 MFD Menu Key (CDU)...................................................................................... 16-45
16-89 MFD Advance Key (CDU)................................................................................. 16-45
16-90 MFD Text Page................................................................................................... 16-45
16-91 Database Units.................................................................................................... 16-46
16-92 Active Legs Page with VNAV Altitudes............................................................. 16-47
16-93 VNAV Top of Descent........................................................................................ 16-48
16-94 VNAV Modes...................................................................................................... 16-49
16-95 GPS CONTROL Page........................................................................................ 16-50
16-96 PROGRESS Page............................................................................................... 16-50
16-97 IFS Block Diagram............................................................................................. 16-51
16-98 Ethernet Database Unit....................................................................................... 16-52
16-99 USB Database Unit (DBU-5000)....................................................................... 16-52
16-100 MCDU Menu...................................................................................................... 16-52
16-101 IFS Dataload Block Diagram............................................................................. 16-53
16-102 CCP..................................................................................................................... 16-54
16-vi FOR TRAINING PURPOSES ONLY Revision 0.3

16 AVIONICS
16-103 MFD Store Complete.......................................................................................... 16-54
16-104 Geo-Political Overlay......................................................................................... 16-55
16-105 Airspace Overlay................................................................................................ 16-55
16-106 Airsways Overlay................................................................................................ 16-56
16-107 Database Effectivity (STAT Key)........................................................................ 16-56
16-108 STAT Menu......................................................................................................... 16-57
16-109 Chart Subscription (STAT Key).......................................................................... 16-57
16-110 MFD Chart Display............................................................................................ 16-57
16-111 MFD Chart Menu............................................................................................... 16-58
16-112 MFD Chart Approach Index............................................................................... 16-58
16-113 MFD Chart Zoom Chart..................................................................................... 16-59
16-114 MFD Chart Geo-Reference Symbols................................................................. 16-59
16-115 MFD PLAN Map Weather Overlay.................................................................... 16-60
16-116 MFD Dedicated Graphical Weather Format (XM Weather)............................... 16-61
16-117 MFD XM Weather Menu.................................................................................... 16-61
16-118 MFD Metar Display............................................................................................ 16-61
16-119 Graphical Weather Overlay Selections (IFIS v 6.0)............................................ 16-62
16-120 Overlay Legends................................................................................................. 16-62
16-121 MFD Graphical Weather Time Stamps............................................................... 16-62
16-122 MCDU Datalink Pages (Universal Weather)...................................................... 16-63
16-123 Datalink Weather Selections (Universal Weather).............................................. 16-64
16-125 MFD Dedicated Graphical Weather Format (Universal Weather)...................... 16-64
16-124 MFD Plan Map Weather Overlay....................................................................... 16-64
16-126 Universal Weather Menu..................................................................................... 16-65
16-127 RTU / CDU TUNE switch.................................................................................. 16-65
16-129 Antennas............................................................................................................. 16-66
Revision 0.3 FOR TRAINING PURPOSES ONLY 16-vii

16 AVIONICS
16-128 Emergency Frequency Button............................................................................. 16-66

16-130 RMT Tune Switch............................................................................................... 16-67
16-131 PFD DME Displays............................................................................................ 16-67
16-132 DME Hold Selection and Images....................................................................... 16-67
16-133 ATC Transponder Switch.................................................................................... 16-68
16-134 Flight ID Selection.............................................................................................. 16-68
16-135 Audio panels....................................................................................................... 16-68
16-136 Audio System Components................................................................................ 16-69
16-137 Control Wheel (PTT) Switches.......................................................................... 16-70
16-138 Radio Tuning Unit (RTU)................................................................................... 16-71
16-139 RTU in Preset Tuning Mode............................................................................... 16-71
16-140 RTU COMM Pages............................................................................................. 16-72
16-141 RTU NAV Pages................................................................................................. 16-72
16-142 RTU ADF Pages................................................................................................. 16-73
16-143 RTU ATC Page................................................................................................... 16-73
16-144 RTU HF Pages.................................................................................................... 16-74
16-145 RTU TCAS II Pages............................................................................................ 16-74
16-146 CDU Tune with TCAS I...................................................................................... 16-75
16-147 CDU Frequency Data.......................................................................................... 16-75
16-148 CDU COMM Page............................................................................................. 16-76
16-149 CDU NAV Page.................................................................................................. 16-76
16-150 CDU ATC Page................................................................................................... 16-76
16-151 CDU ADF Page.................................................................................................. 16-77
16-152 CDU TUNE With TCAS II................................................................................. 16-77
16-153 MFD TCAS Display........................................................................................... 16-77
16-154 CDU TCAS II Control........................................................................................ 16-78
16-viii FOR TRAINING PURPOSES ONLY Revision 0.3

16 AVIONICS
16-155 CDU HF Control................................................................................................ 16-78
16-156 Radio Tuning Unit (RTU)................................................................................... 16-79
16-157 Static Wicks........................................................................................................ 16-79
16-158 ESIS Display....................................................................................................... 16-79
16-159 ESIS Power Switch............................................................................................. 16-80
16-160 ESIS Menu.......................................................................................................... 16-81
16-161 PFD Radar Menu................................................................................................ 16-82
16-162 Test Mode........................................................................................................... 16-82
16-163 Radar Ground Map Mode................................................................................... 16-83
16-164 Radar Display with Path Attenuation Bar........................................................... 16-83
16-165 Radar Display Turbulence Mode........................................................................ 16-83
16-166 Turbulence Only Display.................................................................................... 16-84
16-167 Radar Gain Display............................................................................................. 16-84
16-168 Pilot's PFD with TGT......................................................................................... 16-84
16-170 Radar Tilt Display............................................................................................... 16-85
16-169 Radar Ground Clutter Supression....................................................................... 16-85
16-171 CVR Controllers................................................................................................. 16-86
16-172 ELT Manual Switch............................................................................................ 16-86
16-174 GPWS Failure Annunciators............................................................................... 16-87
16-173 PFD GND PROX and PULL UP Annunciators.................................................. 16-87
16-175 EGPWS Buttons................................................................................................. 16-89
16-176 EGPWS Terrain Display..................................................................................... 16-90
16-177 EGPWS Terrain Fail and TERR Annunciators................................................... 16-90
16-179 TAWS Failure Annunciators............................................................................... 16-91
16-178 PFD GND PROX and PULL UP Annunciators.................................................. 16-91
16-180 TAWS Buttons.................................................................................................... 16-93
Revision 0.3 FOR TRAINING PURPOSES ONLY 16-ix

16 AVIONICS
16-181 TAWS Terrain Display........................................................................................ 16-93

16-182 Terrain Advisory Line (TAL).............................................................................. 16-94
16-183 Avoid Terrain Warning........................................................................................ 16-94
16-184 Terrain Fail and TERR Annunciations................................................................ 16-95
16-185 TCAS I TEST..................................................................................................... 16-96
16-186 Operating Mode Button...................................................................................... 16-96
16-187 TCAS II Test....................................................................................................... 16-98
16-188 Overview of Avionics Units.............................................................................. 16-103
TABLES
Table Title Page
16-1 GPWS Cautions and Warnings............................................................................. 16-88

16-2 EGPWS Buttons................................................................................................... 16-89
16-3 EGPWS Cautions and Warnings........................................................................... 16-90
16-4 Basic Cautions and Warnings............................................................................... 16-92
16-5 TAWS Buttons...................................................................................................... 16-93
16-6 TAWS+ Cautions and Warnings........................................................................... 16-94
16-7 TCAS Messages................................................................................................... 16-99
16-8 TCAS II Annunciators.......................................................................................... 16-99
16-9 TCAS II Traffic Advisory................................................................................... 16-100
16-10 TCAS II Resolution Advisories.......................................................................... 16-100
16-x FOR TRAINING PURPOSES ONLY Revision 0.3

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
The Super King Air B200 utilizes the Collins Pro Line 21 avionics system. The Pro Line 21
Avionics System is an integrated flight instrument, autopilot, and navigation system. All func-
tions have been combined into a compact, highly reliable system designed for ease of operation,
seamless communication between systems, and reduced pilot workload.
FLIGHT INSTRUMENTS
Electronic Flight Instrument
System (EFIS)
The Electronic Flight Instrument System (EFIS) Compared to conventional instrumentation, an
consists of computers and data collectors that, EFIS system permits much more information
when coupled with other subsystems, result to be presented to the pilot with a minimum of
in the display of flight, navigation, and engine operating complexity, maintenance,
and weight.
indicating on liquid crystal displays (LCD)—
these are called Adaptive Flight Displays (AFD).

16 AVIONICS
he liquid crystal (LCD) Adaptive Flight Displays

T PRIMARY FLIGHT DISPLAY (PFD)
(AFD) (Figure 16-1) contain all the flight and
navigation information previously indicated The PFD displays airplane attitude and dynamic
on separate “round dial” instruments. Three flight data. Flight Director indications, autopilot
AFD’s are installed in the King Air B200 and annunciations, and navigation information are
are all interchangeable . When the IFIS system is also shown in a centralized location, including
installed, the MFD is modified to receive additional during reversionary format. A typical PFD display
information. It is no longer interchangeable and is shown (Figure 16-2)
carries a different part number. The left AFD
functions as the pilot’s Primary Flight Display The PFD has the following controls and
(PFD 1) on which airplane attitude, heading, indications:
altitude, vertical speed, etc., are shown. The
center AFD functions as the multifunction display
(MFD) on which engine indications, diagnostic Bright/Dim Rocker Switch
pages, checklists, navigation data, etc. are shown. The PILOT DISPLAYS rheostat, on the overhead
The MFD receives much of the same data as panel, provides primary intensity control.The
PFD 1. The right AFD functions as the copilot’s Bright/Dim Rocker Switch on the PFD provides
Primary Flight Display (PFD 2) and operates secondary intensity control of the PFD. This
independent of PFD 1. PILOT DISPLAYS rheostat will control three dis-
plays simultaneously; the PFD, MFD and Control
The temperature of LCD displays must stay within Display Unit (CDU) on the pedestal. This allows
appropriate limits to provide normal operation. all three displays to be brightened together. The
Should these temperature extremes be exceeded Bright/Dim Rocker Switch will then allow each
each AFD has its own temperature monitor. display to be fine tuned to make its brightness
Depending on what is needed this monitor has even with the surrounding displays.
control of integral heaters and cooling fans.
In the event of a display failureon PFD 1 the Line Select Keys

MFD can display PFD 1 images in what’s called Four line select keys (LSK) are located on each
a reversionary composite mode. However, there is side of the AFD. These keys are used in conjunc-
no reversionary backup to PFD 2. tion with the information being viewed on the AFD
display. LSKs that are currently active are denoted
by carets (< >) displayed adjacent to the LSK.
Figure 16-1. Adaptive Flight Displays (AFD)

16 AVIONICS
Figure 16-2. Primary Flight Display
Attitude Display A rectangular-shaped slip/skid indicator is located

at the base of the “sky-pointer” bank index. This is
The primary function of the PFD is to show used like the fluid filled slip-skid indicator used in
airplane attitude. The PFD additionally other aircraft (e.g. half of the rectangle to theright
shows the following: flight director steering equals half ball to the right) (Figure 16-3).
commands; flight guidance system status/mode
annunciations; vertical/lateral deviation; marker
beacon annunciations; and radio altitude.

16 AVIONICS
Figure 16-4. Airspeed Display
or decrease. The end of the vector indicates

expected airspeed in 10 seconds. A trend vector
moving into a warning bar, in either the overspeed
or lowspeed area, will cause the airspeed number
to flash yellow. (Figure 16-5).
Figure 16-3. Attitude Display
Airspeed Display
The Airspeed Display on the PFD is of a moving
tape design (Figure 16-4). A large “pointer” at
the center of the display is the current aircraft
airspeed. The digital readout at this pointer acts
like a rolling drum where each knot of airspeed
increase or decrease will rollover to show the
next digit. The tape and rolling drum will begin
indicating as the airspeed is above 40 knots.
This display area can also show current Mach, IAS

markers (bugs), IAS trend vector, low/high speed
cues, and acceleration rates. The trend vector is a
magenta line that extends either above or below Figure 16-5. Trend Vector
the pointer to indicate the rate of airspeed increase

16 AVIONICS
The Low Speed Cue / Impending Stall Speed
(LSC / ISS) bar is displayed at the AFM value for
stall at a maximum gross weight, power idle and
no bank condition (Figure 16-6).
OVERSPEED OVERSPEED
PRE-WARNING WARNING
Figure 16-7. High Speed Cue
LOW SPEED LOW SPEED
PRE-WARNING WARNING the red overspeed bar. If the autopilot is engaged
Figure 16-6. Low Speed Cue during the overspeed, it will begin to pitch the
aircraft up until achieving an airspeed just below
the current VMO or MMO.
This speed is adjusted for flap position as listed here:
Displayed above the airspeed tape, is a Speed
• 0% Flaps—99kts reference that the pilot can set using the speed
• 40% Flaps—85kts knob on the Flight Guidance Panel. A bug will
appear on the tape next to the selected speed
• 100% Flaps—75kts (Figure 16-8).
It is important to note that these speeds are not
adjusted for the current g-forces, power settings
or maneuvers. They should be used as reference
only and not as the primary indication of a stall.
The true indication of a stall will be in the form of SPEED BUG
a stall horn, or aerodynamic buffet. The autopilot SETTING
will not stop the aircraft airspeed from getting
into the low speed cue but once the stall warning
horn sounds the autopilot will disconnect. See the
Stall Warning section later in this chapter.
SPEED BUG
The high speed cue consists of a red bar starting at
the current VMO or MMO whichever is appropriate
(Figure 16-7). Should the aircraft actual airspeed
enter this red bar area an overspeed warning horn
will sound until the speed is reduced to below Figure 16-8. Airspeed Bug

16 AVIONICS
Below the airspeed tape two different digital read-

outs may be displayed. While on the ground the
current acceleration rate is displayed in “G’s”.
This can indicate from .00 to + or ‒ .99g. While
airborne, the current Mach number is displayed
in lieu of the acceleration display (Figure 16-9).
The Mach indication will appear only if the cur-
rent speed is greater than .450 Mach. The display
is then removed when the Mach is less than .400.
Figure 16-10. Altimeter Display
OVERSPEED OVERSPEED
PRE-WARNING WARNING
Figure 16-9. Acceleration Display
Altitude and Vertical Speed

Displays
The Altitude and Vertical Speed Displays indicate
the altitude and vertical speed. The altitude data
is a moving tape design with a central “pointer”. Figure 16-11. Altitude Negative
This pointer contains a digital readout with a
rolling drum appearance just like the airspeed
display. Each 20 feet of altitude is on a single The Altimeter setting is displayed below the
drum and the hundreds and thousands follow altitude tape . This can be changed between inches
when needed. At lower altitudes, green striped and hectopascals. (For IFIS aircraft, see the REFS
shutters cover the appropriate ten thousand and section of the Display Control Panel (DCP) to see
thousand digits. (Figure 16-10). how this is accomplished). For non-IFIS aircraft,
this is accomplished by moving a BARO switch
Should a negative altitude exist, a vertically on the overhead panel to the IN (inches) or hPA
positioned “NEG” legend will replace the ten (hectopascals) position (Figure 16-12). This
thousands position. (Figure 16-11). will affect both pilots PFD’s and cannot be done
independently.

16 AVIONICS
FLIGHT
GUIDANCE CURRENT
SELECTED VERTICAL
VERTICAL SPEED
SPEED
VNAV VERTICAL
SPEED REQUIRED
Figure 16-13. Vertical Speed Indicator (VSI)
Figure 16-12. Baro Switch
FINE
Additionally, this altimeter setting can flash as an PRESELECT
advisory of transition altitude / level passage. For COARSE
ALTITUDE BUG
PRESELECT
IFIS aircraft see the REFS section of the Display ALTITUDE BUG
Control Panel (DCP) to see how this is accomplished.
For non-IFIS aircraft, this is accomplished by
moving the FL180 switch on the overhead panel to
the ENABLE or DISABLE position depending on
whether the advisory flash is desired. This transition
point cannot be changed to an altitude other than
18,000’.
The vertical speed display consists of a moving

green line that will angle up or down depending on Figure 16-14. Altitude Preselect Bugs
the current vertical speed (Figure 16-13).
The value of climb or descent will then read at the from the selected altitude to indicate proximity
top of the display for a climb or bottom of the display to that altitude. An aural tone will sound and the
for a descent,when the value is greater that 300 ft/ preselected altitude will flash further indicating
min. Once the climb or descent decreases below 100 proximity to the chosen altitude. Once within 200’ of
ft/min the digital readout will be removed. the preselected altitude, the flashing will stop. This
flashing can be stopped earlier by pressing the ALT
Displayed above the altitude tape is the preselect knob on the flight guidance panel. (See the Flight
altitude shown in cyan. This altitude is selected by Guidance section later in this chapter.) Should the
the pilot using the ALT knob on the Flight Guidance aircraft go ± 200’ from the altitude, an aural tone
Panel. The selected altitude is then marked with will sound and the preselected altitude will change
a Fine Preselect Altitude bug that “brackets” the to yellow and flash. This flashing will continue until
altitude window when captured (Figure 16-14). A the altitude returns to within 200’ of selected. This
smaller Coarse Preselect Altitude bug will appear on flashing can be stopped by pressing the ALT knob
the left side of the tape when approximately 1000’ on the flight guidance panel.

16 AVIONICS
This top display area can also contain the metric This action will affect both pilots and cannot be
altitude and metric altitude preselect (Figure done independently. This change does not alter
16-15). For IFIS aircraft see the REFS section the actual altitude tape; that remains in feet for all
of the Display Control Panel (DCP) to see how phases of flight.
this is accomplished. For non-IFIS aircraft this is
accomplished by moving a BARO ALT switch on Additionally, a magenta number can be displayed
the overhead panel to the FT (feet) or meter (M) above the VSI (Figure 16-10). This number
position (Figure 16-16). is FMS generated and indicates the crossing
restriction altitude for the current leg (this can
come automatically from the FMS database or
manually by pilot input into the FMS). If desired,
this number, in addition to the preselected
altitude, allows the FMS to automatically fly a
vertical navigation (VNAV) procedure and comply
with all the known step-down fixes.
The Heading and Navigation Displays at the

lower portion of the PFD’s contain heading,
FMS navigation display, or ground based
navigation display, or radar and terrain imagery
(Figure 16-17). At the top center of this area is
the aircraft’s current heading. To the left of that
display will appear the cyan heading bug’s current
selection when the bug is moved with the Flight
Guidance Panel or the heading bug is out of view.
Additionally, an open-circle-shaped track pointer
will indicate the current aircraft ground track.
The difference between the current heading and
track pointer indicates drift angle and is helpful
Figure 16-15. Metric Altitude in establishing the appropriate crab to maintain
course. The track pointer is generated from the
FMS and will be green if it is driven from the
onside FMS or yellow if it is driven from the
cross-side FMS.
Figure 16-17. Heading and

Navigation Display
Figure 16-16. BARO ALT Switch

16 AVIONICS
The upper left corner of the NAV display
indicates the active NAV source. This will display
in green when the “onside” unit is selected (e.g.
NAV1 and FMS1 are green on the pilot’s side;
NAV2 and FMS2 are green on the copilot’s side).
If the “cross-side” unit is selected, it will display
in yellow (e.g., NAV2 and FMS2 are yellow on
the pilot’s side; NAV1 and FMS1 are yellow on
the copilot’s side). In a single FMS aircraft, the
copilot will always have a yellow FMS color and
the pilot will have a green FMS color.
Above the active NAV source label is an area

reserved for FMS messages and annunciations.
Selected messages can appear here. However,
the majority of the messages will be displayed on
the Control Display Unit (CDU) on the pedestal. VOR ACTIVE NAVIGATION
These will be prompted by the label “MSG” to
instruct the pilots to look down at the CDU and
retrieve the message.
Immediately below the active NAV source

label is a list of related navigation distances
and information. When FMS is chosen, this list
contains the Desired Track (DTK), name of the
next waypoint and distance to that waypoint
(Figure 16-17). When LOC or VOR is chosen
this list contains the frequency and the current
selected course. If DME is collocated with the
VOR or LOC, the identifier of the station and
DME distance to the station will be displayed.
However, if DME hold is selected the identifier of
the station is removed and a distance will appear
with an “H” indicating it is in DME hold (Figure
VOR ACTIVE NAVIGATION
16-18).
WITH DME HOLD
Below this list is a PRESET option (Figure Figure 16-18. DME Hold
16-17). The nav source inside the blue box is on
standby. Should the PRESET LSK be pressed, the On the right side of the display there is a FORMAT
PRESET nav source will become the active nav LSK. This LSK changes the display format of the
source and the active nav source will now be the lower portion of the PFD. This will select one of
PRESET (This is the same as course transfer used three options: full compass rose, arc and map.
in other systems). This PRESET option cannot The full compass rose is a 360° presentation of
display a secondary CDI and remains in standby. heading with the ability to display a CDI and two
bearing pointers (Figure 16-19).
The last LSK on the left side is the Elapsed Timer
(ET) (Figure 16-17). Pressing this LSK will start, On IFIS aircraft, TCAS traffic can also be
stop and reset the timer that appears next to the displayed in this format by pressing the TFC line
ET label. This is independent of the other pilot’s select key. When this option is chosen, the range
timer and can only count up and not down. is limited to 50nm. To get a further range, the
TCAS traffic must be deselected first. This range
is controlled by the DCP and is discussed later.

16 AVIONICS
Figure 16-19. PFD Compass Figure 16-21. PFD Map Format

Rose Format
map mode (PPOS) and other MFD map formats
The arc format can display the same items are not selectable. It is critical to remember
described for the full compass rose but only that following map lines is not an alternative to
presents a 120° portion of the compass (Figure CDI displays. For navigation, a lateral deviation
16-20). In this mode, the display of TCAS traffic display will appear at the bottom of the attitude
does not limit the range to 50nm. The display of indicator when map mode is chosen.
any overlays (discussed later in this section) will
limit the range to 300nm. If a further range is The same range limitations apply in this mode as
desired, all overlays must be removed and the arc they did with the arc format.
format can be extended to a 600nm range. This
mode cannot display the FMS map. Additional options for display with the FMS map
are available through the Control Display Unit on
the pedestal (see the CDU section later in this PTM).
Below the FORMAT LSK is the TERR/RDR

LSK. This key allows for the display of either
terrain or radar images. These cannot be
displayed simultaneously on the same display or
when the compass rose format has been selected.
The chosen option will be displayed in cyan and
large font. The display of these items does NOT
indicate that the unit is active (Terrain and Radar
must be turned ON from a different location).
Below these labels is an area reserved for detail
about the selected option. For instance, if RDR
Figure 16-20. PFD Arc Format is selected, the display will be cyan and the radar
operating mode and tilt would be displayed below
RDR. If TERR is selected, the display will be
The map format is similar to the arc format but cyan and the appropriate operating status for the
instead of a large CDI image it displays the FMS terrain would be displayed (e.g. “TERRAIN”,
map (Figure 16-21). This format is only available “TERRAIN FAIL”, “TERRAIN TEST”, etc.)
when FMS is the active nav source. This mode will (Figure 16-22). Both can also be deselected from
be automatically deselected if a non-FMS source the display and would change the respective label
is made active and it will revert to the arc format. to white.
Additionally, when map format is chosen on the
left PFD it forces the MFD into present position

16 AVIONICS
Lower Display Information
At the bottom of each PFD is a row of information
that continuously display these items: COMM1,
ATC squawk, UTC, RAT (ram air temperature)
and COMM2 (Figure 16-24). Pressing the push-
to-talk button on the yoke or microphone will
highlight the appropriate COMM frequency label
with a blue box. The ATC selection will show
which transponder is chosen and whether that
transponder is on STBY or active. It does not
display the difference between ON and ALT. The
RAT is derived from the currently selected air
data computer.
Figure 16-22. T
errain and Radar
Overlay Section
For IFIS aircraft, a TFC line select key allows the

TCAS display to be turned ON or OFF on any
of the three formats. When the TCAS display Figure 16-24. P
FD Lower Display
is selected, TFC will be cyan. When deselected, Information
TFC will be white. Below the TFC line is an area
reserved for TCAS messages (e.g., TCAS TEST,
TA ONLY, etc.) (Figure 16-22). The display
of cyan TFC does NOT indicate that TCAS is
actually active. TCAS is activated with a different
selection discussed later in the TCAS section.
For non-IFIS aircraft a TCAS message-only area

exists below the TERR/RDR line select key. This
has no active caret next to it and therefore has no
control over the TCAS display (Figure 16-23).
Neither of the PFD’s are able to display TCAS
traffic unless they are put into a reversionary
mode as will be discussed later.
Figure 16-23. P
FD TCAS Message
Area (Non-IFIS)

16 AVIONICS
Figure 16-25. Pilot's MFD Display

16 AVIONICS
MULTIFUNCTION DISPLAY (MFD) Non-IFIS equipped aircraft
The MFD displays engine indications, diagnostic The FMS waypoint information is turned ON
pages, weather radar, two formats of navigation or OFF with the Control Display Unit (CDU)
information, and terrain information. A typical on the pedestal (see the CDU section for more
MFD display is shown in Figure 16-25. information).
The MFD has the following controls and The checklist information is turned ON or OFF
indications: using buttons mounted on the backside of both
yokes. Once the checklist appears, the pages are
advanced using the LSK’s on the left side and cho-
Bright/Dim Rocker Switch sen with the SELECT LSK on the right side of the
The Bright/Dim Rocker Switch provides second- MFD. Each individual item is then “checked off”
ary intensity control of the MFD. The PILOT using LINE ADV buttons on the back of either
DISPLAYS rheostat, on the overhead panel, yoke, or the caret line select keys on the MFD. To
provides primary intensity control. This PILOT return to a higher level menu, press the INDEX
DISPLAYS rheostat will control all three dis- key on the MFD (Figure 16-26). The checklist is
plays: the PFD; MFD; and Control Display Unit reset when the avionics are shut down. However,
(CDU) on the pedestal, simultaneously. Each if there is a need to reset the checklist without
display does not have to be individually dimmed turning the avionics OFF, there is a line item on
or brightened but can be operated together. The the main checklist menu page that will reset all
Bright/Dim Rocker Switch will then allow each previously “checked off” items.
individual display to be fine tuned to make its
brightness compatible with the surrounding IFIS equipped aircraft
displays.
The FMS waypoint information must be turned
ON by the left LSK on the MFD. When pressed,
Line Select Keys the UPPER FORMAT menu will appear that
Four line select keys (LSK) are located on each allows selection of the checklist, FMS-TXT
side of the AFD. The keys are used in coordina- or OFF (Figure 16-27). Each repeated press of
tion with the information being viewed on the the UPPER FORMAT LSK will cycle through
individual AFD display. LSKs that are currently the options. Once the FMS-TXT is chosen, the
active are denoted by carets (< >) displayed adja- information presented is changed with the Control
cent to the LSK. Display Unit (CDU)
The checklist can be selected either by using the

Engine Display UPPER FORMAT LSK described above and
choosing “CHKLST”, or by using the checklist
The engine instrument display is shown at the top
ON / OFF button on the back of either yoke. The
of the MFD. This is called the Engine Indicating
pages are advanced using the Cursor Control
System (EIS). The EIS is always visible with air-
Panel (CCP). For IFIS checklist operation details
craft power on. Refer to Chapter 7, Powerplant, of
see the CCP section in this PTM.
this Pilot Training Manual for more information.
MFD Window NAVIGATION Information

The following formats can be chosen for display
The MFD Window can display the following
on the MFD by pressing the top right line select
items: specific FMS waypoint and/or Vertical
key (labeled FORMAT in non-IFIS aircraft):
Navigation (VNAV) information; or a checklist.

16 AVIONICS
CHECKLIST
MFD CHECKLIST INDEX
LINE ADVANCE
CHECKLIST
ON/OFF
Figure 16-27. MFD Upper Format (IFIS)
Plan Map Format

The Plan Map Format (MAP) is used for planning/
MFD CHECKLIST NORMAL MENU verifying the entered FMS information. It is
displayed as a true north up, waypoint centered
display (Figure 16-28). The Plan Map format is
CHECKLIST
LINE ADVANCE
not intended to be used for primary navigation
nor for the duration of the flight. In this mode
the aircraft position may fly “off” the map since
it is waypoint centered not aircraft centered.
Additionally the following overlays cannot be
displayed: terrain; radar; or TCAS. For IFIS
equipped aircraft with the XM weather option,
CHECKLIST this format can also overlay downloaded Nexrad
ON/OFF radar for the 48 contiguous states.
To see an extended image beyond the range arc

on the MFD, the MFD window option previously
discussed can be turned OFF by using the
Figure 16-26. Non-IFIS MFD Checklist UPPER FORMAT key (IFIS aircraft) or the CDU

16 AVIONICS
(non-IFIS aircraft). This will provide 50% more
range above the normal navigation display.
The currently selected range is displayed on the

edge of the range circle. This is controlled by the
DCP and will be discussed later. This range will
always be equal to the range displayed on the left
PFD. This will limit to the following; 50nm if
TCAS traffic has been selected on the left PFD;
300nm if TCAS display is OFF and overlays have
been selected on the left PFD or MFD; or 600nm
if no overlays or TCAS are selected on the left
PFD or MFD.
Further display options for the FMS map display

are controlled by the Control Display Unit on the
pedestal (see the CDU section later in this PTM).
FMS Present Position Map Format

The FMS Present Position (PPOS) map is a
moving pictorial of the flight. The map is centered
on the airplane present position with the current
MFD WINDOW ON heading at the top of the display (Figure 16-2).
To see an extended image beyond the range arc, the

MFD window previously discussed can be turned
OFF, either by using the UPPER FORMAT key
(IFIS aircraft), or the CDU (non-IFIS aircraft).
This provides 50% more range above the normal
navigation display similar to the Plan Map Format
discussed earlier.
The current range is displayed on the two con-

centric range arcs, controlled by the DCP. The
displayed range will always be equal to the ranges
displayed on the left PFD. This will be limited to
50nm if TCAS traffic has been selected on the left
PFD; 300nm if TCAS display is OFF and over-
lays have been selected on the left PFD or MFD;
or 600nm if no overlays or TCAS are selected on
the left PFD or MFD.
TCAS Information
TCAS traffic may be displayed on a TCAS-only
format, or overlayed on the PPOS format. To
overlay TCAS on the PPOS format, simply press
MFD WINDOW OFF the TFC line select key to turn it cyan. A TCAS
message-only area will be present below this TFC
Figure 16-28. MFD Plan Format key (e.g., TCAS TEST, TA ONLY, etc.).

16 AVIONICS
The TCAS-only format can be selected by the Lower Display Information

LOWER FORMAT key or by pressing and
holding the traffic (TFC) key for more than 2 At the bottom of the MFD is a line of informa-
seconds (Figure 16-29). The display is a 360°, tion that always contains the following items:
heading up image that only shows traffic and GS, TAS, SAT, ISA (Figure 16-30). The Ground
initially displays with a 10nm scale. It does not Speed (GS) indication is derived from the FMS.
show the weather radar, terrain, or FMS map. Should the FMS fail, the GS indication will be
removed. True Airspeed (TAS), Static Air Tem-
perature (SAT) and ISA deviation (ISA) are all
derived from the ADC. Should the ADC fail,
these indications will be removed.
Figure 16-30. M
FD Lower Display
Information
DISPLAY CONTROL
PANELS (DCP)
Display control panels are vertical panels located
adjacent to each PFD (Figure 16-31). The DCP
and the bezel mounted line select keys on each
PFD provide the primary pilot interface to control
the flight displays. The left display control panel
(DCP 1) provides control for PFD 1 and the
Figure 16-29. MFD TCAS Only MFD. DCP 2 controls only PFD 2. All menus and
pages controlled by the DCP will “time out” after
10 seconds if there is no activity. This will return
Either selection will depict nearby transponder- the PFD to the main display.
equipped airplanes who are in close proximity or
who are predicted collision threats . There can be up The two versions of the DCP (IFIS and non-IFIS)
to 30 traffic indications on the display at one time. are shown in (Figure 16-32). (Information for
Weather Radar controls are found in this chapter.)
The TFC line select key is only a display selec-
tion and does not actually turn ON the TCAS
unit. This must be accomplished with a separate
procedure (see the TCAS section of this PTM).
Graphical Weather
(IFIS equipped aircraft only)
Another possible format is the dedicated graphi-
cal weather page. The options available here
depend on the chosen weather provider. See the
aircraft documentation and the IFIS section of
this manual for more information.
16-16 FOR TRAINING PURPOSES ONLY Revision 0

16 AVIONICS
BARO Knob
Rotating the BARO knob adjusts the altimeter
setting for the on-side altimeter. The current
altimeter setting is displayed below the PFD
altitude scale. Altimeter settings are independent
for each side and a yellow underline will appear
below the altimeter setting when they are different
by more than .02”Hg (Figure 16-33). Single pilot
operations will require a manual setting of each
DCP barometric knob. The altimeter setting has
the range of 22.00 to 32.50”Hg.
Figure 16-31. Display Control Panels
Figure 16-33. Barometric Setting

With Yellow Underline
In flight regions where the barometric setting is

given in hPa this setting can be changed. For IFIS
aircraft, the DCP is used to change the units for
the barometric setting using the REFS button. In
non-IFIS aircraft a switch labeled IN/hPa located
on the overhead panel, and can select between
inches of Hg and hPa (Figure 16-34). When using
hPa units, the yellow underline will appear when
the altimeter settings are different by more than 1
hPa. The range for this mode is 745 to 1100hPa.
NON-IFIS IFIS
Figure 16-32. Display Control Panel (DCP)
Revision 0 FOR TRAINING PURPOSES ONLY 16-17

16 AVIONICS
REFS Button
The REFS button will bring up a menu on the
respective PFD (Figure 16-36).
Figure 16-34. IN/hPa Switch
BARO PUSH STD Button

When pushed, the standard altimeter setting QNE
is selected and “STD” will be displayed in lieu of
the pressure setting. The cyan preselect altitude
above the altitude display will display a flight
level (FL) format when this button is pushed (e.g. Figure 16-36. PFD REFS Menu Page 1 of 2
22,000 will be displayed as FL220; 8,000 will be
FL80) (Figure 16-35). To return the setting to
normal units, turn the Baro Knob and select the
new altimeter setting. REFS Page 1
With this menu, it is possible to control the
display of selected V-speeds, radio altitude height
minimums (RA MINS), and MDA/DA minimums
(BARO MINS) shown on the PFD.
Menus are controlled with the knob at the center

of the DCP (Figure 16-32). For IFIS aircraft,
there are two concentric knobs labeled MENU
ADV and DATA. The PUSH SELECT feature of
the DATA knob will enter data or choose items
from the avionics selections.
For non-IFIS aircraft, there is a single knob

labeled MENU ADV. This knob has a button
labeled PUSH MENU SET that will enter data
or choose items from the avionics selections.
The left side of the menu contains V-speeds.
Beginning from the bottom, the pilot’s can set
Figure 16-35. Barometric Setting with STD
V1, VR, V2 and VT. Speeds will show up on both

16 AVIONICS
PFD’s so only one pilot needs to set the values.
Additionally, the setting of one value will affect
the remaining values in this relationship.
V2 ≥ VR ≥ V1.
VT is a general purpose “target” speed that is not

affected by the takeoff related V-speeds. For IFIS
equipped aircraft, the values are set by placing
the cyan box cursor around the desired label. This
can be accomplished by pressing the adjacent line
select key on the PFD or by rotating the MENU
ADV knob until the cursor covers the desired
value. Once the cursor is set, rotate the DATA
knob to set the desired value. To move to the next
item, repeat the steps listed above.
For non-IFIS equipped aircraft, the values are Figure 16-37. PFD V-Speeds
set by placing the cyan box cursor around the
desired value to be changed. This can be moved (BARO MIN) value and the radio altimeter
by pressing the adjacent line select key or by minimum (RA MIN) value will be identical on
rotating the MENU ADV knob. This cursor must both pilot’s displays. Only one pilot needs to set
flash to indicate the value is settable. If the cursor the values.
was moved by pressing the adjacent line select
key on the PFD the cursor will automatically Setting RA MIN will create a hollow bar on the
begin flashing. If the cursor was moved with the altitude tape the length of the value chosen. For
MENU ADV knob then the PUSH MENU SET instance, setting 200 feet will create a bar starting
button must be pressed to get the cursor to flash. from radio altitude “Zero” up 200’ on the altitude
Once it is flashing, the MENU ADV knob can tape. Radio altitude “Zero” is the point where the
be used to change the value inside the cursor altimeter changes from blue to brown (Figure
instead of moving the cursor. To move on to the 16-38). The change of altimeter color is solely
next V-speed press the line select key next to the based off of the radio altimeter. It is not dependent
subsequent V-speed and rotate the MENU ADV on putting in the RA MIN number and will always
knob to change the value. Alternatively, press the display when the radio altimeter is operational.
PUSH MENU SET button to stop the cursor from It would not display if the radio altimeter were
flashing and move the cursor to the desired value inoperative. The RA MIN reference is not used as
with the MENU ADV knob. a desired minimum reference since the King Air
B200 is certified only to CAT I minimums.
For both aircraft installations, these speeds must
be cyan in order to be shown on the airspeed Setting BARO MIN is the desired minimum
display. They will turn white (deselected) by reference altitude. This will create a cyan bar
pressing the PUSH SELECT feature of the DATA across the altitude tape at the altitude selected
knob (or by pressing and holding the PUSH (Figure 16-39).
MENU SET button for non-IFIS aircraft). Once
they are cyan, a list appears below the airspeed An additional benefit of setting BARO MIN is
display while on the ground. The display contains that the altitude preselector can be set to the exact
all but the VT setting. Vspeed settings will also BARO MIN value. For example, if BARO MIN
appear as reference bugs on the airspeed display is set to 1830, the preselected altitude can now be
(Figure 16-37). set to 1830 to allow for autopilot capture at the
desired MDA. The BARO MIN can be set to the
The right side of the menu contains the numbers nearest ten feet of altitude.
used for landing. The barometric minimum

16 AVIONICS
RAD RADIO
MINIMUM ALTITUDE
ALTITUDE ZERO
RADIO
ALTITUDE
MINIMUM
SETTING
Figure 16-38. Radio Altitude Minimum
BARO Figure 16-40. Minimums Annunciator

MINIMUM
ALTITUDE
The last option on the right side of the menu is
VREF. This acts just like the V-speeds discussed
earlier. Once one pilot adjusts the value it will
turn cyan for both pilots and will place a bug on
both airspeed tapes.
BAROMETRIC
MINIMUM
SETTING REFS Page 2 (IFIS-equipped aircraft)
For IFIS equipped aircraft, there is a second
page to the REFS menu (Figure 16-41). This is
Figure 16-39. Barometric Minimum accessed by pressing the REFS key a second time.
The PRESSURE option allows the altimeter

Both RA MIN and BARO MIN will generate a setting units to change from HPA (hectopascals)
“MINIMUMS” aural callout and flashing MIN to IN (inches of mercury). This will affect both
annunciator on the PFDs (Figure 16-40). If the pilots and cannot be set independently. It does
aircraft continues below the values, the RA not affect the standby unit which will have to be
MIN hollow bar will turn yellow or the BARO adjusted separately.
MIN altitude bar will turn yellow. The minimum
reference displayed is the last one adjusted (e.g. The METRIC ALT selects the display of metric
if RA was set first and then BARO, the BARO altitudes ON or OFF above the altimeter display
minimums are the only ones displayed). For non- (Figure 16-42). This setting does not change the
IFIS equipped aircraft each pilot can choose to feet presentation on the actual altimeter tape. This
display BARO MIN or RA MIN independent action will affect both pilots displays and cannot
of the other pilot. However, if each pilot sets a be set independently.
different reference (one shows BARO MIN and
the other RA MIN) the “MINIMUMS” aural
callout will occur at the first value achieved.

16 AVIONICS
Finally, the FLT DIR line will change the
flight director image changing it from a v-bar
presentation to a cross-pointer (X-PTR)
presentation (Figure 16-43) This change will
affect both pilots and cannot be set independently.
Figure 16-41. PFD REFS Menu Page 2 of 2
V-BAR
Figure 16-42. Metric Altitude X-PTR

Figure 16-43. Flight Director Formats
The FL ALERT turns the advisory flashing of
altimeter setting ON or OFF. The setting will
flash when passing through transition altitude For non-IFIS equipped aircraft this page 2 does
18,000’, or transition level FL180. A change not exist but most of the features are accessed
of the altimeter setting or pressing the center with external switches located on the overhead
STD button will stop the advisory flashing. This panel. How they affect the PL21 system is dis-
transition level trigger cannot be changed to a cussed in the altimeter section of the PFD.
value other than 18,000’.

16 AVIONICS
MENU ADV Knob (IFIS)

The MENU ADV knob moves the menu cursor
around the displays.
DATA Knob (IFIS)

The DATA knob will change the value inside the
menu cursor.
PUSH MENU SET (IFIS)

The PUSH MENU SET feature will enter or
accept selected items in the menu cursor.
MENU ADV Knob (non-IFIS)

The MENU ADV knob accomplishes two tasks.
When the menu cursor is flashing, this knob is
used to change the value inside. When the menu
cursor is not flashing, this knob is used to move Figure 16-44. PFD NAV BRG Menu
the cursor around the display to position it on
another item. The bearing source (BRG SOURCE) section is on
the right side of the menu and allows selection of
PUSH MENU SET (non-IFIS) the appropriate bearing pointers. Two pointers can
be displayed; a magenta single-needle pointer; and
The PUSH MENU SET button will start the a cyan double-needle pointer. The magenta needle
menu cursor flashing on the first press. The sec- will only point to the #1 navigation systems (e.g.
ond press will enter the information and stop the VOR1, ADF1, FMS1). The cyan needle will only
cursor from flashing. This will also change the point to the #2 navigation systems (e.g. VOR2,
value of items where they are just two options ADF2, FMS2). The exception is when there is
inside the cursor (e.g. ON / OFF). only one FMS installed. In this case, both needles
can be selected to that single FMS. Selection is
accomplished by pressing the appropriate line
NAV/BRG Button select keys. These selections are independent for
Pressing the NAV/BRG button displays the each pilot. For IFIS aircraft, the DATA knob will
NAV SOURCE and BRG SOURCE menus on also cycle the options. For non-IFIS aircraft the
the PFD (Figure 16-44). The navigation source cursor can be placed with the MENU ADV knob
(NAV SOURCE) section is on the left side of and then press the PUSH MENU SET button to
the menu and allows selection of the appropriate select the appropriate bearing source.
active navigation source. Each press of the left
line select key will cycle the options. For IFIS Once the bearing pointers are chosen, an
aircraft the DATA knob on the DCP will also information area will appear on the bottom left
cycle the options. On non-IFIS aircraft the cursor corner of the PFD (Figure 16-45). The following
can be placed with the MENU ADV knob and labels are possible: V (VOR); F (FMS); A (ADF).
then press the PUSH MENU SET button to select Below the “V” will appear the frequency of the
the appropriate navigation source. Caution must VOR. If DME is available, the station identifier
be used when manipulating this NAV SOURCE will replace the frequency once the identification
because it will immediately change the active is received from the DME. Additionally, the DME
navigation display. to the station will appear next to the “V”.DME
information will not display if the radio is on

16 AVIONICS
RANGE Knob
The RANGE knob controls the display range
shown on the PPOS map, North-up Planning
Map, and TCAS only Display. The selected range
annunciations are shown on the PFD and MFD as
discussed above.
INTEGRATED AVIONICS
PROCESSOR SYSTEM
(IAPS)
The Integrated Avionics Processor System
(IAPS) provides system integration and operating
logic for most systems that make up the ProLine
Figure 16-45. Bearing Pointer Information 21 avionics. This unit is installed in the nose of
the aircraft in the avionics bay (Figure 16-46). It
consists of two sections; the No. 1 (left) section
DME hold or the active navigation source is the monitors the No. 1 aircraft systems while the
same VOR. In both cases the DME will appear up No. 2 (right) section monitors the No. 2 systems.
by the active navigation source. Each section is powered by a dedicated power
supply. Fans control the temperature of each
The active FMS fix name and distance to that fix unit to eliminate sustained overheating which
will appear next to the “F”. The ADF frequency would cause an automatic shutdown of the
will appear next to the “A”. respective power supply. Additionally, the power
supply operation is inhibited in extreme cold
RADAR Button temperatures below –40°C.
The RADAR button displays the weather radar Each IAPS section contains the Flight Guidance
menus on the PFD. See the Weather section of Computers (FGC’s) and the Flight Management
this manual. Computers (FMC’s) for the respective side.
GCS Button
The GCS button controls the ground clutter sup-
pression selection of the weather radar. See the
Weather section of this manual.
TILT Control
The TILT knob controls the weather radar antenna
tilt angle. See the Weather section of this manual.
Figure 16-46. IAPS

16 AVIONICS
AIR DATA COMPUTERS • Maximum Airspeed (VMO/MMO)
(ADC) • True Airspeed

• Ram Air Temperature (RAT)
Two digital Air Data Computers (ADC 1 and ADC
2) convert raw dynamic flight data into electronic • Static Air Temperature (SAT)
signals for use by various airplane systems (Fig- • ISA Deviation Temperature
ure 16-47). The ADC’s generate independently
and are supplied with the following inputs: • Wind Direction and Speed Vector Attitude
and Heading Reference Systems (AHRS)
• Ram air pressure from the onside pitot mast
°° Integrated Avionics Processor System (IAPS)
• Static pressure from the static ports
• Air temperature ATTITUDE AND
HEADING REFERENCE
SYSTEM (AHRS)
The Attitude and Heading Reference System
(AHRS) provides pitch, bank, and magnetic
heading data to the onside displays (Figure 16-48).
Figure 16-47. ADC
Each ADC supplies its onside systems (the MFD

is supplied from ADC 1). Reversionary switching
allows use of the cross-side ADC as a backup. In
the reversionary ADC mode, the selected ADC
supplies all systems. Figure 16-48. AHRS
Each ADC processes the data and provides Magnetic heading information is obtained from
electronic signals to the following systems and separate magnetic sensors located in opposite
components: sides of the horizontal stabilizer. Compensator
• EFIS units automatically correct for magnetic
interference within the airplane or due to sensor
°° Displays the following information error.
• Uncorrected Pressure Altitude
Attitude information is obtained from two attitude
• Baro-Corrected Altitude and heading computers (AHC). Each system
• Vertical Speed includes an inertial measurement unit (IMU) that
monitors angular rates and accelerations about
• Airspeed (KIAS & KCAS the airplane axes. The IMU does not provide
• Indicated Airspeed Trend Vector self generated navigation position. The AHC
processes IMU data to determine airplane pitch
• Mach Number and bank attitude.

16 AVIONICS
Each AHC is provided with a primary and secondary
power supply for redundancy. If the secondary
REVERSIONARY
power supply should fail, the primary power supply OPERATIONS
will continue powering the AHC. After 10 minutes
of operation on primary power only,the primary
power supply will cease operating. The power loss AFD Reversion
to the AHC will result in a total failure of that AHC. The pilot’s PFD and the MFD are designed to
There will be no indication, except from a possible provide reversionary support to each other in the
tripped circuit breaker. This indicates a failure of event of a single display failure. Reversionary
the secondary power supply. If the primary power display switching for the pilot’s PFD or the MFD
supply should fail, the AHC will immediately fail. is accomplished via the PILOT DISPLAY switch
In either case, the cross-side AHC may then be on the reversionary control panel (Figure 16-50).
selected using the AHRS reversionary switch to Selecting the remaining AFD will display a
regain AHRS information on the affected side. composite image.
The output of each AHRS is supplied to the
integrated avionics processor system (IAPS) for
distribution to the appropriate display or component.
AHRS 1 data is displayed on the pilot displays while
AHRS 2 data is displayed on the copilot display.
Each AHRS can provide reversionary support to the
other. The AHRS switch on the reversionary control
panel controls reversionary operation.
Compass controls are provided for control of

the slaving operations for the pilot and copilot
compass systems. The controls are labeled DG–
FREE–NORM and SLEW + / – (Figure 16-49)
The DG switch selects whether the respective
heading is “slaved” to the compass (NORM) or
acting as an unslaved, free unit (FREE). When the
FREE Mode is selected, the pilot can manually Figure 16-50. AFD Reversions
adjust the heading by moving the SLEW switch
to either the + or – position. When an AFD fails a XTLK annunciator will
appear on the remaining display. This indicates
that the other displays have lost communication
with the failed display. This helps identify that
an actual display failure has occurred, not a
brightness control problem.
The selection of PFD or MFD is always made

toward the unit that is still functional. (e.g.,
if the PFD is still operating, select PFD) If the
PFD position of the PILOT DISPLAY switch is
selected, the composite display will appear on
both the pilot and copilot PFDs. Selecting the
MFD position of the switch will result in the
composite display appearing on only the MFD
(Figure 16-51). When selecting reversionary
modes, all flight director and autopilot functions
should remain normal and unaffected.
Figure 16-49. Heading Slave and Slew

16 AVIONICS
PILOT DISPLAY SWITCH—PFD SELECTED
PILOT DISPLAY SWITCH—MFD SELECTED

Figure 16-51. Reversionary Modes
ADC Reversion
The Air Data Computer (ADC) switch on the
reversionary control panel provides reversion
capabilities for the ADCs. If a single ADC fails,
the red IAS, ALT, and VS failure flags will
appear on the affected PFD and a white XADC
flag will appear on the cross-side PFD (Figure
16-52). The ADC switch should be moved to the
operating ADC (e.g., if ADC1 is still working,
choose ADC1).

16 AVIONICS
Miscompare indications also require the use of
ADC reversion. This occurs when the pilot and
copilot systems are still functional but have
different values displayed on the PFD’s. Yellow
IAS, ALT and VS flags will appear on both PFD’s
(Figure 16-53). The pilots must determine which
system is correct and choose the operating ADC.
Figure 16-53. ADC Miscompare
Once the operative ADC has been selected, a

PILOT’S PFD yellow-boxed ADC1 or ADC2 flag will appear
on both PFDs indicating they are both using the
same ADC (Figure 16-54). When using the rever-
sionary mode, normal flight director and autopilot
functions will return when the flight guidance
computer is coupled to the operating ADC. See
the Flight Guidance section of this manual for the
method of coupling to each side.
Figure 16-54. ADC Switch—

ADC2 Selected
COPILOT’S PFD
Figure 16-52. ADC1 Failure

16 AVIONICS
AHRS Reversion Miscompare indications also require the use of

AHRS reversion. This occurs when the pilot
The Attitude Heading Reference System (AHRS) and copilot systems are still functional but have
switch on the reversionary control panel provides different values displayed on the PFD’s. Yellow
reversion capabilities for the AHRS. If a single HDG and ATT flags will appear on both PFD’s
AHRS fails, the red HDG and ATT flags will (Figure 16-56). The pilots must determine which
appear on the affected PFD and a white XAHS system is correct and choose the operating AHRS.
flag will appear on the cross-side PFD (Figure
16-55). The AHRS switch should then be moved
to the operating AHRS (e.g., if AHRS2 is still
working, choose AHRS2).
Figure 16-56. AHRS Miscompare
Once the operating AHRS has been selected, a

yellow-boxed AHS1 or AHS2 flag will appear
on both PFDs indicating they are both using the
same AHRS (Figure 16-57).
AFFECTED PFD
Figure 16-57. AHRS Switch—

AHRS2 Selected
If the Attitude portion of the AHRS fails, then

the autopilot will automatically disengage and
cannot be reengaged until the AHRS is repaired
CROSS-SIDE PFD by maintenance. If only the heading portion has
failed, the autopilot will remain engaged. If the
Figure 16-55. AHRS1 Failure heading failed on the side that is coupled to the

16 AVIONICS
flight director or autopilot, there will be limited
lateral control and it is recommended to select the
operating AHRS or couple to the unaffected side.
See the Flight Guidance section of this manual
for the method of coupling to each side.
PITOT AND STATIC

SYSTEM
Independent pitot and static systems are provided
for the pilot and copilot flight indications.
Figure 16-59. Static Ports
The pilot and copilot pitot masts (Figure 16-58)
are located on the forward lower nose section of
In addition, an alternate static air source is
the airplane.
provided to the pilot’s static air source valve
from the aft side of the rear pressure bulkhead.
The output from the pilot’s static air source valve
is manually selected by the crew and provides
either normal static air pressure or alternate
static air pressure to the pilot’s ADC. During
preflight, the pilot should ensure the PILOT’S
STATIC AIR SOURCE valve switch is held in the
NORMAL (forward) position by the spring-clip
retainer (Figure 16-60). Figure 16-61 shows the
connections from pitot-static lines to the ADC’s
for pilot and copilot and the ADC for the ESIS.
Figure 16-58. Pitot Tubes
Each heated mast provides ram air pressure to its

respective Air Data Computer (ADC). The copilot’s
mast also provides ram air pressure to the Electronic
Standby Instrument System (ESIS) ADC.
Dual static ports are located on each side of the aft

fuselage in a vertical arrangement (Figure 16-59).
The top port on the left side is connected to the
bottom port on the right side and the resulting
average pressure is supplied to the pilot’s static
air source valve, located just below the right side
circuit breaker panel. The other two static ports are
also connected and the resulting average pressure
is supplied to the copilot’s ADC. The copilot does
not have an alternate static source selection. The
copilot’s static source is also attached to the ESIS
ADC. The static ports are not heated as they are in Figure 16-60. Alternate Static
a position that does not accumulate ice. Source Selection

16 AVIONICS
L PITOT RAT TEMPERATURE R PITOT

MAST PROBE MAST
No 1 UNITS No 2 UNITS
FGC FGC
AHRS AHRS
FMC FMC
(OPTIONAL)
ADC ADC
IAPS IAPS
DRAIN DRAIN
FWD PRESSURE
BULKHEAD STANDBY
PILOT PILOT UNIT COPILOT
PFD MFD PFD
DRAIN
DRAIN
CABIN DIFFERENTIAL
PRESSURE GAGE
DRAIN
CABIN PNEUMATIC PILOT'S
PRESSURE PRESSURE ALT. STATIC
AFT PRESSURE PNEUMATIC STATIC SOURCE
BULKHEAD PRESSURE GAGE SOURCE SELECTOR
TOP TOP
BOTTOM BOTTOM
LEFT STATIC PORTS RIGHT STATIC PORTS
Figure 16-61. System Integration
Selecting the alternate static source will induce

errors in altitude and airspeed indications and
OUTSIDE AIR
should only be selected when the normal static TEMPERATURE
source is blocked.
The digital outside air temperature (OAT) gage is
located on the left sidewall, and displays Indicated
WARNING Outside Air Temperature (IOAT) in Celsius (Figure
16-62). When the adjacent button is depressed,
The pilot’s airspeed and altimeter nor- Fahrenheit is displayed. The probe is located
mal indications are changed when the on the lower fuselage under the pilot’s position.
alternate static air source is in use. Indicated Outside Air Temperature (IOAT) is a
Refer to the Airspeed Calibration— combination of Static Air Temperature (SAT) and
Alternate System, and the Altimeter temperature due to air friction across the probe.
Correction—Alternate System graphs This is referred to as Ram Air Temperature (RAT)
in the POH/AFM (PERFORMANCE or Total Air Temperature (TAT). For determination
Section) for operations when the alter- of actual OAT, refer to the Indicated Outside
nate static air source is selected. Air Temperature Correction—ISA chart in the
Performance section of the POH/AFM. This
sidewall OAT gage must be used for performance
computations.

16 AVIONICS
Figure 16-62. OAT Gauge Figure 16-64. Transducer Vane
The Ram Air Temperature (RAT) and Static Air (Approach) position, and at 8 to 14 knots above
Temperature (SAT) indications are located at stall with the flaps fully extended.
the bottom of the PFD and MFD respectively.
Information is derived from the Air Data The left main-gear squat switch disconnects the
Computers. This input comes from a Rosemont stall warning system when the aircraft is on the
probe located behind the nose gear well area on ground.
the underside of the fuselage. This is an unheated
probe as is the OAT gage probe (Figure 16-63). The system has preflight test capability through
the use of the STALL WARN TEST switch
mounted on the copilot’s left subpanel (Figure
16-65). The STALL WARN TEST switch, when
held in the TEST position, raises the transducer
vane and actuates the warning horn.
Figure 16-63. Rosemont Probe
The term ambient temperature, when used for

Engine Anti-ice operations, refers to IOAT
BB-1988 AND
corrected for ram air temperature as found in the PRIOR TO SUBSEQUENT;
above listed correction chart in the POH. BB-1988;
BL-150 AND
PRIOR TO SUBSEQUENT;
STALL WARNING
BL-150
BY-1 AND
SUBSEQUENT;
SYSTEM BZ-150 AND
SUBSEQUENT
The stall warning system consists of a transducer,
a lift computer, a warning horn, and a test switch.
Angle of attack is sensed by air pressure on the
transducer vane located on the left wing leading Figure 16-65. STALL WARN TEST Switch
edge (Figure 16-64)
When a stall is imminent, the transducer output In the ICE group of switches on the pilot’s right
is sent to a lift computer. The Lift Computer subpanel, a STALL WARN switch controls
activates a stall warning horn at approximately electrical heating of the mounting plate (Figure
5 to 12 knots above stall with flaps in the 40% 16-66). With the squat switch in the Ground

16 AVIONICS
The airspeed tape on the PFDs incorporates an

Impending Stall Speed/Low Speed Cue (ISS/
LSC) to visually indicate when the airspeed
is nearing AFM published stall speeds.. It has
no connection or input from the stall warning
transducer vane. See the Airspeed Display section
of the PFD earlier in this chapter.
FLIGHT GUIDANCE
SYSTEM (FGS)
The Flight Guidance System (FGS) consists of
an integrated flight director (FD) and autopilot
(AP) system. It includes yaw damping and pitch
trim functions. The Flight Guidance Panel (FGP),
the SYNC and YD/AP DISC buttons are on the
Figure 16-66. Stall Warning Heat control wheels, with the GA button on the left
power lever. These inputs control the FGS (Figure
Mode, power is limited on the mounting plate to 16-67).
one-half the system voltage. Full system voltage
is applied to the plate with the squat switch in the The FGS consists of two flight guidance channels
Airborne Mode. The transducer vane is heated to with independent computers, related hardware,
system voltage anytime power is applied to the and control circuits. This provides independent
aircraft. output for flight director and autopilot functions.
AP/FD indications are displayed along the top of
the PFDs (Figure 16-68). Active modes are dis-
WARNING played in green and armed modes are displayed
in white, below the active modes.
The formation of ice at the transducer
vane, or on the wing leading edge,
results in erroneous indications in flight.
Figure 16-67. Flight Guidance Panel (FGP)

16 AVIONICS
YD Button
The YD button controls yaw damper engagement.
The yaw damper may be engaged without engag-
ing the autopilot. Disengaging the yaw damper
with the autopilot ON will also disengage the
Figure 16-68. F
light Guidance autopilot.
System Display
CPL Button
FLIGHT GUIDANCE
The CPL button controls which flight guidance
COMPUTERS (FGC) computer (FGC), right or left side, supplies
Each FGC is supplied with input from the AHRS, flight director commands and attitude data to the
navigation data, FGP selections, servo, and ADC autopilot. With the autopilot on, a green arrow
computers. The coupled FGC produces control on the PFD indicates the coupled FGC (Figure
signals for yaw damping, AP/FD, and pitch trim 16-69). With the autopilot off, a white arrow on
functions. Each FGC is supplied data from the the PFD indicates which FGC is generating the
onside ADC, EFIS, and AHRS. The autopilot and flight director commands. The cross-side flight
flight director require both attitude portions of the director will be a duplicate of coupled side. Flight
AHRS to be operational. director modes will default to ROLL and PTCH
modes each time the CPL button is pushed.
Each FGC produces an independent AP control
signal. Only one FGC may be coupled to the auto-
pilot at any time. AP control computations from
the other FGC are continuously compared with
AP control signals from the coupled FGC. The
autopilot automatically disengages when autopi- LEFT SIDE COUPLE
lot control discrepancies are detected.
FLIGHT GUIDANCE PANEL (FGP)

The Flight Guidance Panel (FGP) controls both
FGC’s. The coupled FGC then controls the Flight RIGHT SIDE COUPLE
Guidance System (Figure 16-67). The FGP is
centered at the top of the instrument panel. All Figure 16-69. Flight Guidance
AP/FD mode selections are made on this panel. Couple Arrow
The FGP has the following controls:

At power-up, the left side FGC is automatically
AP Button chosen as the computer to supply the flight
director. Autopilot commands and the couple
The AP button controls autopilot engagement. arrow will always point to the left after avionics
The autopilot engages if the following conditions power-up.
are met: (1) YD/AP DISC switch-bar is raised; (2)
no unusual attitudes/rates exist; (3) and the flight Each PFD will display AP/FD commands from
guidance computer does not detect any autopilot the coupled side. They do not normally operate
faults. The yaw damper is automatically engaged independently. There are two exceptions:
when the AP button is pushed. go-around mode; full-ILS approach mode. When
GA and full-ILS modes are active, each Flight
Guidance Computer (FGC) provides independent
guidance to the onside PFD flight director.

16 AVIONICS
When either of these conditions exist, the single

pointer arrow adds another barb to show that
the flight directors are now independent (Figure
16-70). For this condition to exist in the full-ILS
approach mode, the same localizer frequency
must be tuned on both radios (e.g. LOC1 and
LOC2) and the glideslope must be captured. If
independent operation can not be accomplished
an annunciator will appear on the non-coupled
side showing that an independent mode was
attempted but unsuccessful.
Figure 16-71. YD/AP Disconnect Bar
FD Mode Buttons
SUCCESSFUL INDEPENDANT OPERATION
All mode buttons on the FGC are ON / OFF but-
tons. Caution should be exercised when selecting
each mode, as the buttons do not indicate which
one is already engaged. A scan of the mode selec-
tion area on each PFD is required first to verify
current mode. When a mode is then selected,
UNSUCCESSFUL INDEPENDANT OPERATION
incompatible modes are automatically removed.
Figure 16-70. I ndepandant Flight Lateral modes include HDG, ROLL, ½ BANK,
Director Operation APPR, and NAV. Vertical modes include VS,
ALT, VNAV, PTCH, FLC (or IAS), and altitude
select (ALTS).
The coupled FGC provides automatic pitch
trimming with the autopilot engaged. Pitch trim-
ming is disabled if a pitch trim fault occurs. If a FD Buttons
pitch trim fault is detected before the autopilot is The left and right side FD buttons control display
selected ON, the autopilot will be prevented from of the flight director command bars on the
engaging. A pitch trim fault detected after autopi- respective PFD. At power-up, both flight directors
lot engagement will not disengage the autopilot. are off. Both flight directors are automatically
Failures are indicated by the appearance of a red activated when the autopilot is engaged or when
TRIM annunciation on the PFDs (see the Flight a flight director mode is selected. Pushing the FD
Controls section of this PTM). button will initially display both flight directors
in the PTCH and ROLL modes. Either pilot can
independently remove their command bars from
YD/AP Disconnect Switch-Bar view by pressing the respective FD button. The
The YD/AP Disconnect switch-bar removes command bars will be removed from view but the
power from the autopilot and yaw damper caus- mode selections and opposite pilot’s command
ing both to disengage. When pulled down, a red bars will remain in view. If both pilots remove the
and white band is visible to indicate the disengage command bars from view, the flight director will
position (Figure 16-71). Raise the switch-bar to be completely turned off. This includes all mode
permit autopilot/yaw damper engagement. selections.
For IFIS equipped aircraft the flight director

image can be a v-bar or cross pointer (x-ptr). See
the REFS section of the DCP in this chapter.

16 AVIONICS
UP/DOWN Pitch Wheel
The pitch wheel controls reference values used to
set the vertical speed in the VS mode, or pitch
angle in the pitch mode. Caution must be taken
when using this control because it will override
or change active vertical modes. There are two
exceptions: glideslope (GS) captured; GPS Ver-
tical Glidepath (VGP) captured. This override is
active during altitude capture so care should be
taken not to manipulate the pitch control wheel
during the display of ALT CAP on the PFD.
Figure 16-72. Heading Vector Line

ROLL Mode
The ROLL mode is the basic lateral mode and is
activated automatically if no other lateral mode PUSH SYNC Button
is selected when the flight director is on, or when The PUSH SYNC button within the HDG knob
the CPL button is pressed. ROLL annunciates on resets the heading bugs to the current heading.
the PFD when the mode is selected.
In the ROLL mode, the FGC maintains the cur- 1/2 BANK Button
rent bank angle at engagement if the bank angle The 1/2 BANK button limits the maximum
is more than 5 degrees. The current heading is bank angle to 15o. While in this mode, a white
maintained, with a bank angle limit of 5 degrees, arc appears bellow the roll scale that spans ±15
if the bank angle is 5 degrees or less when the degrees either side of level (Figure 16-73).
ROLL mode is activated.
HDG Button
The HDG button controls selection of heading
mode. HDG annunciates on the PFD when active.
The FGC maintains the heading selected by the
heading bug.
Figure 16-73. Half Bank Mode
HDG Knob The half-bank mode is automatically selected

The HDG knob simultaneously controls the head- when climbing through 18,500 feet and dese-
ing bugs shown on both PFDs and the MFD. If lected when descending through 18,500 feet. This
the bug is out of view on a display, a cyan dashed mode is also deselected with the following; local-
line will extend from the airplane symbol to indi- izer capture; go-around mode selection; or onside
cate its location. A digital readout of the selected FMS navigation capture.
heading will be displayed to the left of the current
heading display (Figure 16-72). The commanded
turn will take the shortest distance to the selected APPR Button
heading unless the heading bug was rotated The APPR button controls selection of the
beyond 180° from the current heading. When approach mode. The type of approach is
rotated beyond 180°, the turn will continue in the determined by the active navigation source shown
direction the bug was moved. on the PFD (APPR LOC1, APPR VOR2, APPR
FMS2, etc.). The mode also arms the glideslope
capture after the front course localizer has captured
if GS is valid. At glideslope capture, the FGC

16 AVIONICS
will descend on the glideslope and disregard any Additionally, this mode will allow the FMS
preselected altitudes. The FGC will not capture to accomplish what is called a NAV-to-NAV
an altitude after the glideslope is captured. capture. When FMS is the current active NAV
source and has been loaded with a localizer-based
The displayed position of the CDI course is procedure (ILS, LOC, LOC BC, LDA, SDF) the
significant when APPR is pressed. If the head FMS will automatically tune that localizer and
of the needle is more than 110 degrees from the set up a preselected course when within 30nm of
present heading, then the approach mode will the airport. The preselected course will appear
assume a localizer back-course is desired and as a cyan dual line, dashed CDI on the PFD.
the annunciation APPR B/C1 or APPR B/C2 will This preselected course must become the active
appear. This position of the CDI will also suppress navigation source when on final for the localizer
any glideslope indications. If the course is less procedure as it is required by limitation. This
than 110 degrees from the present heading the transfer will happen automatically only if the
approach mode assumes a normal localizer based APPR mode has been pressed and the preselected
approach and the annunciation APPR LOC1 or course is trending toward center (Figure 16-75).
APPR LOC2 will appear and the GS will arm and This is called NAV-to-NAV capture as the pilot
capture normally (Figure 16-74). does not have to manually change navigation
sources or change flight guidance modes. It is
accomplished automatically.
The APPR button is also used when flying a

non-localizer-based approach to a DA (Decision
Altitude). When established on final for an appro-
priate RNAV (GPS) approach, the APPR button
will activate the approach mode (APPR FMS1
or APPR FMS2). When VNAV is then pressed,
it will arm the vertical glidepath (GP) mode
(Figure 16-76). This allows the FMS to follow a
glidepath down to a published decision altitude
(DA) minimum. This approach descent is based
on barometric altitudes and does not consider a
ground based antenna. Like the ILS glideslope,
LOCALIZER BACK COURSE
however, the GPS GP will disregard any prese-
lected altitudes. Reference the VNAV section of
this chapter for more information.
NAV Button
The NAV button controls selection of the navi-
gation mode. Heading mode remains active
until course intercept. After intercept, the FGC
maintains the selected course. The active NAV
identifier annunciates on the PFD (FMS, VOR1,
LOC2, etc.). The NAV mode should be used dur-
ing the enroute phase of flight, for appropriate
terminal procedures and when flying an approach
LOCALIZER FRONT COURSE to an MDA. This excludes an FMS NAV-to-NAV
Figure 16-74. APPR Mode Selection capture as referenced in the APPR section. Refer
to the VNAV section of this chapter for more
information on how this mode interacts with FMS
vertical navigation.

16 AVIONICS
GP ARMED
FMS WITH LOCALIZER PRESELECT

GP ACTIVE
Figure 16-76. VNAV Glidepath (GP) Mode
CRS Knobs
The CRS knobs select the course to be flown on the
respective PFD. This knob is not active when FMS is the
active navigational source.
PUSH DIRECT Button

The PUSH DIRECT button within the CRS knob auto-
matically selects a direct course to the active VOR, and
centers the CDI on the respective PFD. This button is
not active when either FMS or LOC is the active navi-
gational source.
Pitch Mode
Pitch mode is a basic vertical operating mode. It activates
when no other vertical mode is active and the flight
director is on. The annunciation PTCH displays on the
LOCALIZER CAPTURE PFD. When active, the FGC maintains the pitch attitude
which existed when the pitch mode was engaged. This
Figure 16-75. L
ocalizer Nav- will occur when the previously selected vertical mode
to-Nav Capture is pressed again (deselected) or when the UP/DOWN
Pitch Wheel is moved and VS mode is not active.

16 AVIONICS
Rotating the UP/DOWN pitch wheel changes the airplane towards the preselected altitude at the
pitch reference value. When the autopilot is not IAS or Mach speed reference located above the
engaged, pushing the SYNC button on the control airspeed display. FLC indications are modified by
wheel synchronizes the pitch reference to the cur- the SPEED Knob (Figure 16-78). It is important
rent attitude. to note that when the autopilot is engaged after
the FLC mode is selected, the present speed of
the aircraft will be indicated as the active speed,
VS Button not the one dialed in with the SPEED knob. The
The VS button controls selection of the vertical pilot can reset the desired speed by rotating the
speed mode. When VS is activated, the FGC SPEED knob.
initially maintains the selected vertical speed
(reference) existing when the mode is selected.
Rotating the UP/DOWN pitch wheel changes the
vertical speed reference value. When the autopilot
is not engaged, pressing the SYNC button on the
control wheel synchronizes the VS reference to the
current vertical speed.
VS and the vertical speed reference value appear on

the PFD (Figure 16-77). An up arrow appears for
climbs and a down arrow appears for descents. A
reference arrow (bug) appears on the vertical speed
scale adjacent to the selected vertical speed.
Figure 16-78. F
light Level Change
(FLC) Mode
The FLC mode controls the pitch of the air-

craft and requires pilot manipulation of power
to establish a climb or descent. If the power is
set inappropriately or the speed is unachievable,
the aircraft will not be allowed to deviate fur-
ther from the preselected altitude to achieve the
selected speed. As an example, if an altitude of
Figure 16-77. APPR Mode Selection 5000’ is preselected and FLC mode is chosen
for a 160kt climb and the power is not increased,
the aircraft will initially begin to pitch up. If this
VNAV Mode results in a speed below 160kts, the aircraft will
then lower the pitch until the VSI indicates a
The VNAV button controls Vertical Navigation climb of approximately 100 ft/min and stay there
mode selection and is annunciated on the PFD as a regardless of what speed that generates. It will
“V” located in front of the active vertical mode (e.g., not allow the aircraft to pitch down and deviate
VPTCH, VVS, VALTS, etc.). The flight management away from the preselected altitude to achieve the
computer (FMC) determines the VNAV capture selected speed. This same procedure will occur if
point and provides vertical steering commands to a lower altitude is preselected but the power is left
waypoints that contain altitude constraints in the too high. In this situation the aircraft will initially
FMS. See the VNAV section and the Flight Guidance pitch to achieve the selected speed. If this results
Mode Annunciations table for more information. in a speed faster than selected, the aircraft will
begin to pitch back up until it maintains a descent
FLC Button of approximately 100 ft/min, regardless of what
speed that generates.
The FLC button controls the Flight Level Change
mode. The FLC mode will climb or descend the

16 AVIONICS
SPEED Knob mode must then be selected to climb or descend.
Changing the altitude preselector alone does not
The SPEED knob selects the IAS or Mach refer- cause the aircraft to climb or descend. If the ALT
ence value, as appropriate, to be used by the FLC knob is turned while ALT CAP is annunciated, the
mode. This value displays at the top of the Air- pitch mode is selected and the altitude preselect
speed Tape. When the FLC mode is selected, the mode rearms.
selected speed will also be annunciated adjacent
to the FLC mode annunciation at the top of the Altitude capture (ALT CAP) occurs when the
attitude display. airplane altitude approaches the selected altitude.
The capture point depends on the closure rate.
IAS/MACH Button When within 1000’ of the selected altitude a
single aural tone will sound and the preselected
The IAS/MACH button within the SPEED knob, altitude will flash. The flashing will stop when
when pushed, selects Mach mode or IAS mode within 200’ of the selected altitude. Should the
for the FLC Speed Bug and FLC reference. The aircraft subsequently deviate by more than 200’
system automatically changes from IAS to Mach from the selected altitude the single aural tone
or Mach to IAS when climbing or descending will sound and the preselected altitude will flash
through 15,345 feet. yellow. The flashing will stop with an input by the
pilot (pressing the altitude selector knob) or the
aircraft returns to within 200’ of selected altitude.
ALT Button In either case the number will stop flashing and
The ALT button is used to hold the aircraft at return cyan in color.
the current barometric altitude. The ALT button
is used to level at an altitude other than a pre- ALTS shows in yellow if the capture is inhib-
selected altitude. ALT will annunciate on the ited due to invalid data and ALTS CAP shows
PFD when this is pressed. If the autopilot is not in yellow if the capture is cleared without a sub-
engaged, pressing the SYNC button on the con- sequent selection of altitude hold or glideslope/
trol wheel synchronizes the altitude reference to glidepath capture.
the current altitude. As with all flight guidance
modes, pressing the ALT button when “ALT” is
already annunciated on the PFD will remove the ALT Preselect Knob
altitude capture. The ALT knob selects the desired altitude for
level off (displayed on the PFD). Rotating the
knob while in its default position will select thou-
Altitude Preselect Mode sands of feet. Pressing the knob IN while rotating
The altitude preselect mode permits the pilot to will select hundreds of feet. See the Altitude Dis-
select a target altitude for automatic level off by play section of the PFD for more information on
the autopilot or FD command. The ALTS armed the bugs that appear on the altitude tape.
mode annunciates in white on the PFD.
The altitude preselect mode is automatically PUSH CANCEL Button

selected with the following: the ALT knob The PUSH CANCEL button within the ALT
is turned; go-around mode is cleared or the knob cancels the flashing visual altitude alerts
flight director is turned on. Altitude preselect on the Altitude Display section of the PFD as
is automatically deselected when glideslope described earlier.
approach mode becomes active, the VNAV
glidepath approach mode (VGP) becomes active,
altitude hold mode is selected, or the altitude CONTROL WHEEL SWITCHES
capture mode (ALT CAP) is annunciated. The following control wheel switches affect FGS
operation:
If a descent or climb is desired, a new altitude
must be preselected. The appropriate vertical

16 AVIONICS
DISC TRIM AP/YD Button outboard horn of each control wheel. The trim
switch applies electric pitch trim commands. Both
The DISC TRIM AP/YD button is located on the segments of the switch must be actuated to operate
outboard horn of each control wheel. It is used for the electric pitch trim. The segmented pitch trim
disengagement of the autopilot and yaw damper switch reduces the potential of trim runaway or
(Figure 16-79). Pushing the button to the first inadvertent activation.
detent will disconnect the autopilot and/or yaw
damper. Pushing the button to the second detent When moved in either direction, the electric pitch
will interrupt electric trim operation. Releasing trim switches will disconnect the autopilot while
the button will reset the trim and allow continued leaving the yaw damper engaged.
operation.
See the Flight Controls section of this PTM for
further discussion of electric pitch trim and its
annunciations.
GA Button
The GA button is located on the center, outboard
side of the left power lever (Figure 16-81). The G/A
button selects the go-around (GA) mode of the
flight director. Selecting GA mode will disengage
Figure 16-79. Left Yoke the autopilot, but not yaw damper and clear all
other flight director modes. The flight director will
SYNC Button display approximately +7 degree pitch up attitude.
ROLL mode will be selected and heading will be
The SYNC button is located on the outboard horn held if bank angle is less than 5 degrees. (Figure
of each control wheel. It is used to synchronize 16-82). The heading being held is independent of
the PTCH, FLC, VS, ALT and ROLL modes of the heading bug. This mode will not follow any
the flight director to the current parameters if the lateral or vertical commands and will not capture
autopilot is not engaged (Figure 16-80). Inputs the preselected altitude. During go-around mode,
known as Control Wheel Steering (CWS) or the flight directors are independent and the failure
Touch Control Steering (TCS) features are not of one will not affect the other. This allows for
installed on this system. redundancy during a critical flight maneuver. The
independent flight director capability also occurs
during a full ILS and provides the same redundancy.
Figure 16-80. Pilot's PFD with SYNC
Electric Pitch Trim Switches

The electric pitch trim switch is comprised of
two segments. The trim switch is located on the Figure 16-81. GO AROUND Button

16 AVIONICS
CONTROL DISPLAY
UNIT (CDU)
The Control Display Unit (CDU-3000) serves as
a control of the communication and navigation
radios, Flight Management System (FMS) and
limited display control for the PFDs and MFD
(Figure 16-83). The pedestal can contain either
one or two CDUs. The second CDU is an option.
If two are installed, each CDU will communicate
only with the respective FMS. In the optional
Figure 16-82. PFD Go-Around (GA) Mode two CDU installation, reversionary mode is not
available should one fail. The remaining CDU
It is necessary to reselect a desired mode after the will be capable of communicating with the
aircraft is configured in the go-around to regain on-side FMS only.
full flight director control.
See the Flight Guidance Mode Annunciations

table at the end of this chapter.
Figure 16-83. Control Display Unit (CDU)

16 AVIONICS
The CDU has a normal operating temperature on this line it should be verified before transfer-
range of -20°C to +70°C. Should the unit ring to a selected field. Should an entry occur
temperature get below -20°C the CDU will turn that is not compatible with the selected item, the
ON but the LCD display will delay indications by scratchpad will momentarily display a message to
a power-up timer. During this time the CDU will indicate details about the error. This message will
monitor its internal temperature. With extreme time out and the previously entered information
unit temperatures of -30°C and colder, this timer will return, so that it may be corrected.
can take as much as 10 minutes to illuminate the
display.
Message Line
The CDU has the following controls and displays: A single message line is reserved along the bot-
tom line of every page to annunciate conditions
requiring operator attention or simply to provide
BRIGHT/DIM Button information. If more than one message is active the
This button provides secondary control of the dis- message key (MSG) may be used to display addi-
play intensity. The PILOT DISPLAYS rheostat on tional messages as discussed later in this section.
the overhead panel provides primary control.
Alphanumeric Keys
Title Line These keys enter data in the scratchpad line of the
This line displays the page title and page number. display. The data entry keys are as follows; the
The page number is formatted as the current page 0-9 number keys; the A-Z letter keys; the period
number followed by a slash and the total number key; the +/- (plus/minus) key; the SP (space) key;
of pages. the / (slash) key; and the CLR/DEL (clear/delete)
key. The compass cardinal headings of N, E, S,
and W are highlighted with a white box to ease
Line Select Keys entry of items requiring direction inputs. Care
These keys activate functions displayed on the must be exercised not to confuse the letter “O”
CDU adjacent to the line select key. The line with the number “0” on the keypad.
functions depend on which page is displayed.
IDX Key
Label/Data Line Pairs The IDX (index) key controls display of items
Two display lines are associated with each line that do not have a dedicated function key. It also
select key. The top line is normally a label for is a central location for setup and configuration
the information that is shown on the data line pages for FMS and GPS operations.
Displayed on the second (bottom) line.
The data line can display large or small charac-

FPLN Key
ters. When the system has entered information The FPLN (flight plan) key controls display of the
the text will be in a smaller size. When the active flight plan (Figure 16-84). This page will
operator has entered information the text will be give an overview of the entered flight plan, not
larger in size. each individual waypoint.
Scratchpad Line LEGS Key

The scratchpad line displays data entered by the The LEGS key controls display of the waypoint-
alphanumeric keys, or data selected for transfer by to-waypoint detail contained in the active flight
a line key. Brackets identify this line and it is the plan. The display includes the lateral information
only place where the operator can input informa- from waypoint-to-waypoint and vertical informa-
tion from the keypad. Once input data is displayed tion when applicable. Page 1 always contains the

16 AVIONICS
DIR Key
The DIR (direct) key controls display of the
active direct-to page. Navigating backward
through these pages will lead to a HISTORY
page of all the previous waypoints in the flight
plan (Figure 16-86).
Figure 16-84. Active Flight Plan Page
current FROM waypoint in cyan at the top and

the current TO waypoint in green (Figure 16-85).
Page 1 also contains the selection of AUTO
sequencing or INHIBIT sequencing when the
progression of waypoints is desired (AUTO) or
not desired (INHIBIT). Figure 16-86. Direct to Pages
DEP ARR Key

The DEP ARR key controls display of the depar-
ture/arrival pages. The selectable procedures
are those related to the current active flight plan
ORIGIN and DESTination airports or the current
secondary flight plan ORIGIN and DESTina-
tion airports. If diversion to a different airport
is desired, the identifier for that airport must be
placed in the DEST slot on the FPLN page to
retrieve departures/arrivals for that airport.
PERF Key
The PERF key controls display of the perfor-
mance menu page. These pages contain manually
entered loading data, fuel advisory pages, and
some VNAV advisory pages.
Figure 16-85. Active Legs Page

16 AVIONICS
MSG Key
The MSG (message) key controls display of the
system message page. This is necessary when
more than one message is active. Should mul-
tiple messages be active pressing the MSG key
will allow additional messages to be viewed. To
return to the last viewed page simply press the
MSG key again.
TUN Key
The TUN (tune) key controls display of the radio
tuning page. These pages are used to tune the
communication, navigation and ATC transponder
equipment in conjunction with the Radio Tuning Figure 16-87. Hold FLPN Mode
Unit (RTU). If two CDU’s are installed, the right
CDU will not have this page active. MFD MENU Key
The MFD MENU key opens the display of the
PREV Key MFD menu page on the CDU (Figure 16-88). The
The PREV (previous) key is used to display the MFD menu page displays a menu of the possible
previous page when the current CDU function MFD display options, or available text pages for
has more than one page. display on the MFD when the MFD Data Key
has been pressed. A “L/R” is displayed on the
lower right corner of this page. The left (L) selec-
NEXT Key tion will be all the options for the left PFD and
the MFD; the right (R) selection will be all the
The NEXT key is used to display the next page
options for the right PFD only. For each menu the
when the current CDU function has more than
items in green are selected and the items in white
one page.
are not selected.
EXEC Key MFD ADV Key

The EXEC (execute) key activates modifications
The MFD ADV key controls display of the MFD
made to the active flight plan. The label EXEC
Advance page on the CDU (Figure 16-89). The
annunciates on the CDU when the active flight
MFD advance page displays a menu enabling
plan has been modified and the changes have not
a move to the next or previous waypoint on the
been activated (Figure 16-87). Pushing the EXEC
FMS plan map display on the MFD. It will also
key activates the modified flight plan. If this key
control advancing through the pages within a
is not pressed the changes will not take effect.
selected MFD DATA text page.
A CANCEL MOD option is available when the
modification to the flight plan has not yet been
executed. It will erase the modification and return MFD Data Key
the FMS to the original flight plan.
The MFD DATA key controls the display of text
data pages on the MFD (Figure 16-90). The text
data page displayed is the last one selected from
the MFD menu page. Other pages can be accessed
through the MFD MENU Key.

16 AVIONICS
PAGES WITH MAP DISPLAYED ON MFD
PAGES WITH TEXT DISPLAYED ON MFD
Figure 16-89. MFD Advance Key (CDU)
PAGES WITH MAP ON MFD
PAGES WITH TEXT ON MFD
Figure 16-88. MFD Menu Key (CDU) Figure 16-90. MFD Text Page

16 AVIONICS
FLIGHT MANAGEMENT
SYSTEM (FMS)
The FMS provides multiple flight management
functions. These functions include lateral navigation,
(LNAV) using multiple navigation receivers, and
vertical navigation (VNAV). Navigation input
includes GPS, DME and VOR receivers. Vertical DBU-400 (PAS-3000 SYSTEM)
navigation (VNAV) is provided by a computed
vertical output from the FMS using these receivers.
The system also provides course-tracking signals to
the flight guidance system.
The FMS uses a blended combination of GPS and

VOR/DME data to construct a three dimensional
DBU-5000
position of the aircraft in space. To achieve this
blend, the NAV1 radio and NAV2 radio must be Figure 16-91. Database Units
receiving a valid signal. This can be accomplished
by manually tuning the receiver or setting a feature To use the floppy disk drive, the FMS database must
called “auto-tuning” which will be discussed later. first be loaded onto a computer and then written
onto the disks. These disks are then inserted into the
The CDU is the primary interface with the FMS. disk drive and prompts and the CDU will provide
Each CDU will communicate with the “on-side” the necessary prompts for the update.
FMS (e.g. Left CDU for No.1 FMS, Right CDU
for No.2 FMS). The FMS’s can be synchronized so To use the computer port (PCD-3000) located on
that selected operations on one CDU (and its related the sidewall of the pedestal, the FMS database must
FMS) will automatically be transferred to the cross- first be loaded onto a laptop computer. The laptop
side CDU (and its related FMS). (See FMS quick computer and a special cable are then connected
reference guides and other handouts for information through this port to either upload or download
on how to synchronize the units). information. The use of Rockwell Collins software
titled “PCD Software” is required for this operation.
The FMS database is updated using the Database
Unit (DBU). This system can consist of a 3.5-inch To use the Ethernet port located on top of the
high-density floppy disk drive (DBU-4100) located pedestal, the FMS database must first be loaded
on the center pedestal and either an additional onto a laptop computer. This port will also accept
computer port located on the lower right sidewall of IFIS information such as Jeppesen charts, airways,
the center pedestal or an Ethernet port on top of the airspace, etc. This information must be on the laptop
pedestal for IFIS equipped aircraft. Optionally, a unit computer or in the laptop CD-ROM drive. The
called the DBU-5000, which consists solely of two laptop computer and standard Ethernet cable are
USB ports on top of the pedestal may be installed. then connected through this port to either upload or
The installed system is used to upload data to the download information. The use of Rockwell Collins
aircraft or download data from the aircraft. This can software is required for this operation (CPAS-3000).
include avionics malfunction reports (Figure 16-91).
To use the USB port (DBU-5000), the FMS data
All update methods require the aircraft battery and and IFIS data must first be loaded onto a computer
avionics to be ON. It is strongly recommended that and then moved to a USB drive. The USB device
a ground power unit be applied to the aircraft for this must not have preinstalled software which manages
operation. If a laptop is required during the update, passwords or security, as this can interfere with the
make sure the battery has sufficient power to last the proper loading of the database. If Jeppesen charts
whole process or have it connected to an external are involved, it is recommended to have a device at
power supply.

16 AVIONICS
least 1GB in size. This drive is then plugged into the Performance Initialization
USB port in the aircraft. The generated prompts are
displayed on the CDU. In this case the laptop does Performance is initialized by entering the desired
not need to be connected to the aircraft. weights for passengers, cargo, fuel, etc. The
CRZ ALT is an optional entry and helps the unit
forecast a descent point later in the flight. CRZ
FMS INITIALIZATION ALT does not change any fuel calculations when
changed or updated.
The FMS must be initialized prior to each flight.
The initialization may be accomplished using the
following acronym: VERTICAL NAVIGATION
V—Verify FMS database coverage The FMS-3000 is capable of creating and
and effective dates displaying a descent profile or a glidepath to
comply with crossing altitude restrictions issued
I—Initialize FMS position by ATC, or an associated instrument procedure.
The Flight Guidance System is able to use this
P—Plan the flight (build the flight plan) information to capture and track the computed
glidepath.
P—Performance initialization
VNAV altitude restrictions are displayed in
For further explanation of these steps, refer to the magenta along the right side of the LEGS page
FMS quick reference guides and FMS manuals. (Figure 16-92). VNAV altitude will be automati-
cally entered if it is part of a database derived
procedure. The pilot can manually insert an
Verify altitude associated with any waypoint. Once an
Verify the coverage of the database and verify the altitude restriction is inserted either automatically
currency of the database. Flight with an out of or manually, the FMS will generate the associ-
date database is allowed, but the use of FMS/GPS ated glidepath. The glidepath will be displayed
dependent procedures are not authorized. at the appropriate point. As long as the proper
Initialize
Initialize the FMS position, or verify that the
current position is correct. This position needs
to be in a latitude/longitude format and can be
retrieved/verified using airport reference point
(ARP), a pilot defined point or the GPS.The
GPS should be able to update the system quickly
unless the aircraft was moved a significant dis-
tance (>40nm) with the FMS inoperative or the
FMS was removed and replaced. This step will
consist primarily of verifying the known position
as opposed to actively entering the position.
Plan
The flight plan will be loaded on the FPLN page.
ORIGIN, DESTination, and fixes along the route
of flight may be entered. Instrument Departures
or Arrivals may be loaded as necessary. Figure 16-92. A
ctive Legs Page
with VNAV Altitudes

16 AVIONICS
conditions are met, the FGS will capture and

track the vertical glidepath. The conditions are as
follows:
• The altitude must be entered into the LEGS
page
• The VNAV mode of the FGS must be
selected (indicated by a “V” prior to the
active vertical mode)
• The Preselected Altitude must be set at, or
beyond, the VNAV altitude
The default VNAV glidepath is a 3.0º descent

angle unless published otherwise in an instrument
procedure. The pilot has the ability to modify this
angle on every leg except for the final approach
segment between the Final Approach Fix (FAF)
and the Missed Approach Point (MAP). The FMS
may create an angle other than 3.0º, if required.
The glidepath is based on aircraft position relative
to the associated waypoint, a commanded vertical
direct-to, or the distance between two altitude
restricted fixes.
When two or more waypoints in a flight plan have

altitude restrictions, and they are sufficiently close
in proximity to each other the FMS will compute
the best glidepath to meet the requirements of
all altitude restrictions. Instead of flying a 3.0º
path to a waypoint, leveling off, and then flying
another 3.0º path to the next waypoint, the FMS
will adjust the paths to varying angles resulting
in a continuous descent. This is sometimes called
“smoothing” the descent.
A magenta Top Of Descent (TOD) circle will

appear on the display maps to indicate the
projected point where this descent will occur.
The TOD point will indicate when the vertical
deviation indicator nears the center position on
the vertical deviation scale (Figure 16-93). This
indicator is sometimes called the “snowflake” or
“star.” As with Glideslope operations, these GPS
Glidepath operations will only capture VNAV
when initially below the projected angle. If the
aircraft is already passed the descent point, manual Figure 16-93. VNAV Top of Descent
intervention is required to place the aircraft in a
position where the FGS can capture the glidepath.
When the FGS captures a glidepath, the vertical
mode will be annunciated as VPATH when NAV
is selected or VGP when APPR is selected.
(Figure 16-94).

16 AVIONICS
the NAV-to-NAV capture function even though it
may only have MDA minimums published.
Additionally, VNAV can be used during an alti-

tude restricted climb. The FGS will be in NAV and
NAV +VNAV VNAV modes and never in APPR mode. The same
three conditions mentioned for a VNAV descent
apply here too. The initial climb from the airport
will be accomplished by any manually chosen ver-
tical mode (VS or FLC). The altitude preselector
can be placed at the highest authorized altitude
APPR +VNAV and the FGS will level off at each intermediate
VNAV altitude. Once leveled off at the interme-
Figure 16-94. VNAV Modes diate altitude, FLC will arm indicating there is
another climb. Passing the altitude restricted fix,
VPATH will allow the FGS to level at either the FLC will become the active vertical mode at the
preselected altitude or VNAV altitude, whichever aircraft’s current indicated speed. The pilot must
it encounters first. It is necessary to be aware of now change the FLC speed and aircraft power for
the armed altitude mode when accomplishing this the climb. The aircraft will level off at the next alti-
maneuver. ALTS indicates that VNAV will reach tude restricted fix and FLC will arm again. This
and level off at the preselected altitude even though process will be repeated until the aircraft levels at
there may be multiple step downs in between. This the altitude preselector. The aircraft is not allowed
indicates that smoothing the descent is possible to go beyond the preselector setting.
and an intermediate level off is not required.
ALTV indicates that VNAV will reach and level
off at the next VNAV altitude posted in magenta GLOBAL POSITIONING
above the VSI. This indicates that smoothing SYSTEM (GPS)
the descent is not possible and the aircraft must
accomplish an intermediate level off. Another The global positioning system (GPS) provides
TOD will appear indicating where the descent worldwide navigation via signals received from
will begin again if there is another altitude in the orbiting satellites. The GPS receiver is located in
FMS. The use of NAV and VNAV should be used the nose avionics bay and is labeled GPS-4000( ).
when flying enroute VNAV and when flying an (The parenthesis will contain either an “A” for
approach to MDA This selectiondoes not include standard GPS or an “S” for WAAS GPS.) Using
localizer based procedures which are flown with a an antenna mounted on the top of the fuselage,
NAV-to-NAV capture function of the FMS. These it will track and monitor up to 12 satellites to
approaches require the APPR mode for the NAV- provide a three dimensional position for the FMS
to-NAV function to operate correctly. and the Terrain Awareness and Warning System
(TAWS). The GPS 1 and optional GPS 2 systems
When the APPR and VNAV modes have been are controlled by the CDU(s).
selected during a final approach segment, the
annunciation will be VGP. VGP will cause the The FMS’s will default to GPS navigation sources
FGS to “ignore” the preselected altitude and as the primary reference for their position.
VNAV altitudes. This allows it to follow the Whether they are still enabled and part of the
glidepath all the way to DA. This can be verified navigation can be seen with a few pages in the
by the lack of an armed altitude mode on the PFD. CDU Index (IDX) page. The GPS Control page
Caution must be used when operating in this mode will indicate whether the GPS sensors are enabled
because it will not level off at any altitude. The for navigation use and the difference in position
APPR and VNAV modes should be used when to the calculated FMS position (Figure 16-95).
flying an approach to a DA. The exception is a The PROGESS page on the CDU displays the
localizer-based approach procedure which uses current navigation sources used by the FMS to
determine current position (Figure 16-96). The

16 AVIONICS
the NAVIGATION line. If the GPS portion of

the position begins to malfunction, a message
will appear on the CDU. Some examples of GPS
messages are as follows:
GPS—FMS Disagree (indicates the computed FMS

position is different than the GPS position by
a selected amount)
GPS Not Available (indicates the FMS is not using

the GPS for position information)
NO GPS RAIM (indicates the FMS is using the

GPS but the GPS position is degraded)
As with any approved GPS navigation receiver, this

system allows the check of integrity and accuracy
through certain pages in the CDU. For a RAIM
prediction it is necessary to navigate to the Index
page of the CDU and choose GPS CNTL. On this
page it is possible to enter a desired airport and
Figure 16-95. GPS CONTROL Page ETA. The RAIM system will then indicate RAIM
availability 15 minutes before to 15 minutes after
that entered time. The default entry for the airport
line will automatically contain the DESTination
airport. ETA will be an active number based on the
loaded flight plan and current ground speed.
INTEGRATED FLIGHT
INFORMATION SYSTEM
(IFIS)
The Integrated Flight Information System IFIS-
5000 is a part of the ProLine 21 architecture to
provide extra information storage increasing the
available display features. The added items known as
Enhanced Maps (E-Maps) are displayed only on the
MFD and include geographic/political boundaries,
airways (high and low), and airspace. Optionally, the
IFIS system can also display downloaded graphical
weather (GWX), and Electronic Charts (E-Charts).
Figure 16-96. PROGRESS Page The main storage unit is the File Server Unit (FSU-
5000) located in the empennage avionics shelf. This
PROGRESS page shows a label on the bottom titled contains the memory needed for all the display
NAVIGATION. In this example the NAVIGATION options and outputs information only to the MFD
area indicates that the system is using VOR, DME via a fast Ethernet bus. This unit also receives inputs
and GPS. Should the GPS malfunction or lose from a graphical weather system, FMS(s), database
its Receiver Autonomous Integrity Monitoring update unit and the pilot’s Cursor Control Panel
(RAIM) the GPS label would be removed from (CCP) (Figure 16-97)

16 AVIONICS
CCP
MFD
FMC 1 FMC 2
ETHERNET
CDU CDU
FSU-5010
ETHERNET
E-CHARTS
E-MAPS
DATA LOADER GWX
CMU-4000
OR OR XMWR-1000
RIU-40X0
COMMUNICATION SYSTEM
(VHF, HF, ETC.) XM SATELLITE
ANTENNA
RF LINK
DATALINK PROVIDER (ARINC)

INFORMATION PROVIDER (Universal)
UNIVERSAL WEATHER XM WEATHER

(GWX-5000) (GWX-3000)
Figure 16-97. IFS Block Diagram

16 AVIONICS
There are two kinds of database update units. weather and/or maintenance items. Once the
One form of database update allows for the databases are loaded onto the USB device from
update of all Collins related items including a computer it is connected to one of these ports.
FMS(s), E-charts, E-maps, graphical weather and The remainder of the database load is controlled
maintenance items or alternately, a disk drive to through the MCDU MENU line key on the CDU
update only the FMS(s). This DBU-4100 contains Index (Figure 16-100). Pressing the DBU option
an Ethernet port and two switches that are used will allow the CDU to query the aircraft and the
to prepare the aircraft to accept the data (Figure USB device to see what files are available for
16-98). The switch labeled FMC Load will chose loading. After the load is complete the CDU can
whether to update the FMS data via this Ethernet be exited to the main Index page and the USB
port or via the original floppy disk drive located at device can be disconnected and used for the next
the aft end of the pedestal. If DATABASE UNIT database cycle. Both USB ports are to be used
is selected the floppy disk drive can now accept only for database loading and will not support
diskettes and the CDU is used to update the FMS. external USB devices.
Figure 16-98. Ethernet Database Unit
If IFIS DATA is chosen then the disk drive is not

active and the database loads must occur through
the Ethernet port. Once IFIS DATA is selected
the switch labeled ENABLE / DISABLE must be
enabled to prepare the aircraft avionics to accept
data. A laptop is used and an Ethernet cable is
connected between the computer and the covered
IFIS DATA port. Software from Rockwell Collins
will organize and coordinate the upload of data
from the laptop to the aircraft. Refer to the CPAS-
3000 Collins software manual for appropriate
dataload order and instructions.
Another kind of database unit, the DBU-5000,

uses two USB ports located at the aft end of the
pedestal (Figure 16-99). Either port is used to
update the FMS(s), E-charts, E-maps, graphical
Figure 16-100. MCDU Menu
Regardless of which dataloader is installed,

the available subscriptions are listed in Fig-
ure 16-101. Collins will provide the FMS and
Figure 16-99. USB Database Unit (DBU-5000) Enhanced Map (E-Map) databases through

16 AVIONICS
FILE SERVER UNIT (FSU)
JEPPESEN
E-CHARTS (CD)—14 DAYS
COLLINS
E-MAPS (DOWNLOAD)—28 DAYS
GEO-POLITICAL (DOWNLOAD)—AS REQUIRED
GRAPHICAL WX DATABASE (DOWNLOAD)—AS REQUIRED
ETHERNET BUS
DATALOADER
FLIGHT MANAGEMENT MAINTENANCE DIAGNOSTIC

COMPUTER (FMC) COMPUTER (MDC)
COLLINS HAWKER BEECHCRAFT

FMS NAV DATABASE MFD CHECKLIST
(DOWNLOAD)—28 DAYS (DOWNLOAD)—AS REQUIRED
SIMULTANEOUS
FMC 1 FMC 2
INDIVIDUALLY
DATABASE UNIT
NOT APPLICABLE WITH DBU-5000
(DBU)—DISKETTES
Figure 16-101. IFS Dataload Block Diagram

16 AVIONICS
internet download or a shipment of CD’s. Jeppe-

sen will provide the Electronic Chart (E-Chart)
database through a shipment of CD’s only (no
internet download). Finally, Hawker Beechcraft
will provide the electronic checklist through an
internet download. Although not specifically a
part of the IFIS system, the electronic checklist
will be uploaded through the same dataloader
units discussed earlier. With each revision of the
aircraft AFM that affects the checklist, it is the
operator’s responsibility to update the electronic
checklist manually or download a new version
from Hawker Beechcraft.
CURSOR CONTROL PANEL (CCP)

The primary pilot interface with the IFIS system
is through the Cursor Control Panel (CCP) located
on the pedestal (Figure 16-102). The left most
section is used to enter and manipulate menus that Figure 16-103. MFD Store Complete
appear on the MFD. The center section is used
to store MFD display options to more quickly Enhanced Maps (E-MAPS)
rrretrieve a desired display setup. The right most
section contains a joystick and some input buttons The IFIS system contains Collins provided
to control the E-Charts and downloaded weather. data with certain enhanced map features. These
include geographic/political boundaries, airspace
and airways (high and low).
The geographic/political option (GEO‒POL)

will overlay state and country boundaries. The
location of international boundaries on the overlay
must not be used as an accurate representation of
true boundary position. The GEO-POL overlay
Figure 16-102. CCP should only be used for information. This overlay
is accessed by pressing the MENU button on
The memory keys are used to store the main the CCP when a PPOS map or PLAN map is
MFD line select key format options. They do not in view on the MFD. Moving the cursor to the
store IFIS related map selections such as E-Maps GEO-POL option will allow turning the overlay
or E-Charts. The selected Upper Format, Lower ON or OFF (Figure 16-104). The cursor can be
Format, Terrain or Radar, and TCAS options are moved by pressing the adjacent line select key or
stored. When the appropriate selections are made, by rotating the MENU ADV knob on the CCP.
press and hold the desired memory key until After the cursor is at the desired position, another
STORE is indicated on the MFD. Releasing the press of the line select key will change the value
memory key will display a STORE COMPLETE as will rotating the DATA knob on the CCP.
(Figure 16-103). This can be repeated for each of
the three memory keys. To retrieve the selected The airspace option will overlay certain airspace
options press and release the desired memory key boundaries. The airspace boundaries include Class
and the MFD will change to the stored settings. A and B airspace along with CTA and TMA/TCA
airspace. Airport related boundaries are shown with
a solid magenta outline. Additionally, restricted
and prohibited airspace is shown with a dashed
magenta outline. The vertical limits and identifying

16 AVIONICS
IFIS v.6.o IFIS v.6.o
Figure 16-104. Geo-Political Overlay Figure 16-105. Airspace Overlay
marks of the airport or restricted/prohibited areas labeled and not the intersections. Once the airway
are not shown on the MFD. They must be used as is loaded in the FMS the intersection names will
information only and not to navigate or stay clear appear for only that airway. This overlay is accessed
of these areas. The overlay is accessed with the by pressing the MENU button on the CCP when a
MENU button on the CCP with the PPOS map or PPOS map or PLAN map is in view on the MFD
PLAN map showing on the MFD. As discussed (Figure 16-106). As discussed earlier, moving and
earlier, moving and manipulating the cursor to the manipulating the cursor to the Airway option will
Airspace option will allow turning the overlay ON allow selection of HI/LO/OFF.
or OFF (Figure 16-105).
The overlay selections are the same for the PLAN
The airway feature will superimpose all the map with the exception of a Graphical Weather
selected airways on top of the current MFD map (GWX) option. The GWX overlay will be dis-
to help orient their positions. Only the airway is cussed later.

16 AVIONICS
Figure 16-107. Database Effectivity

(STAT Key)
Pressing the CCP MENU key will display the

status menu options (Figure 16-108). Using the
CCP MENU ADV and PUSH SELECT knobs
allows for the selection of another status page.
One example, is the optional Electronic Chart
subscription page (Figure 16-109). On this page
the pilot can enter a Jeppesen provided Access
Code and be able to instantly retrieve more charts.
IFIS v.6.o This capability can be used when a one-time flight
is planned outside the current chart coverage. It is
Figure 16-106. Airsways Overlay important to note that electronic chart coverage
is a separate subscription than the FMS database
STATUS Pages and may not cover the same regions.
The File Server Unit (FSU) contains status pages Other STAT pages are the Flight Control System
that indicate settings and configurations for (FCS) Diagnostics, Maintenance Main Menu, and
the IFIS system. Pressing the STAT key on the File Server Configuration. These pages mainly
CCP will display the last viewed page (Figure contain maintenance related information and are
16-107). The DATABASE EFFECTIVITY page not necessary to be accessed by the pilot.
indicates the current dates of each installed item.
If a database is out of date the affected line will To return to an MFD map display press the STAT
be yellow. The CCP MENU ADV and PUSH key again or one of the line select keys on the
SELECT knobs are used to move the cursor MFD bezel.
and display more information for the selected
database in the lower box.

16 AVIONICS
ELECTRONIC CHARTS
(E-CHARTS) [OPTIONAL]
The IFIS system can optionally contain Jeppesen
created instrument charts. These charts are
loaded to the FSU through the dataloader
discussed earlier. It is important to note that the
chart coverage chosen is a different subscription
than the FMS coverage. The charts will come
from Jeppesen while the FMS database will come
from Collins. See the dataloader section for more
database information.
Once a flight plan is entered in the CDU, the

E-Chart feature will automatically be linked to the
airports in the Origin, Destination, and Alternate
airport fields. To retrieve the desired charts, press
the CHART key on the CCP (Figure 16-110).
The MFD stores the last viewed image and will
display that chart every time the CHART key is
pressed. There are two items to note due to this
process. Even if the FMS procedure has changed,
pressing the CHART key will display the last
Figure 16-108. STAT Menu viewed chart not the new procedure’s chart. The
pilot must change the chart manually to agree
with the procedure in the FMS. Secondly, if the
avionics have just been turned on, then no chart
Figure 16-109. C
hart Subscription
(STAT Key)
Figure 16-110. MFD Chart Display

16 AVIONICS
will appear (the MFD does not have a chart stored The cursor is moved with the CCP MENU ADV
in memory yet) and the pilot will have to choose knob. Once over the desired entry two actions are
the desired chart. possible with the PUSH SELECT feature on the
CCP DATA knob. A single press will choose the
Choosing the desired chart is accomplished indicated chart for display on the MFD (e.g. the ILS
by first pressing the CHART key and then the Rwy 29R in the previous Figure). Secondly, pressing
MENU key on the CCP (Figure 16-111). The and holding the PUSH SELECT feature will bring
CHART Main index is divided into these areas; up a selection menu allowing the choice of every
Origin, Destination, Alternate, Other airport. chart in that category. (e.g., all airport diagram
Only the OTHER AIRPORT can be changed charts, or all departure procedure charts, or all
from this page. All other airport identifiers are instrument approach charts, etc.) (Figure 16-112).
retrieved from the FMS flight plan. Procedures
loaded in the FMS will automatically link to
this menu and the shortcut field will update with
the new procedure and show in magenta. There
are airports where multiple charts exist for one
runway (e.g. ILS Rwy 01 and Converging ILS
Rwy 01). For these airports the shortcut field will KEGE 11-1 AIRPORT
APPROACH - KBJC
be a white “SELECT CHART” and the pilot must ALL PRECISION APPROACHES
press the PUSH SELECT key and choose the 21-1 ILS RWY 29R
ALL NON-PRECISION APPROACHES
appropriate chart. It is important to note that the 23-1 VOR DME RWY 29L/R
FMS will only contain one approach type for each 28-1
28-2
GPS RWY 29R
GPS RWY 29L
runway. Even though the Converging ILS Rwy 01 29-1 VOR DME RWY 29R
may be chosen for chart display, that procedure

will not be in the FMS database. Charts that have
been manually selected will show in cyan. To exit
out of the menu press the CCP ESC key.
Figure 16-112. MFD Chart Approach Index
After the chart is displayed it is moved as needed

using the CCP joystick to display areas that may
be off the screen. An orientation button on the
CCP will turn the chart clockwise 90 degrees.
Pressing the orientation key again will return the
chart to its original state. Additionally there are
two levels of zoom using the CCP ZOOM key.
The first press will zoom into the area bounded by
the green box (Figure 16-113). Another press of
the ZOOM key will return the chart to the original
size. To return to the MFD map imagery press the
CHART key again or one of the line select keys
on the MFD bezel.
Figure 16-111. MFD Chart Menu

16 AVIONICS
OR
Figure 16-113. MFD Chart Zoom Chart
If the chart is geo-referenced, the aircraft position

and orientation will be displayed using a magenta
aircraft icon. (Figure 16-114). This indicates that
the latitude / longitude positions on the chart agree
with the GPS coordinate system, known as WGS-
84. When the aircraft icon does not appear, two Figure 16-114. M
FD Chart Geo-
possible symbols will appear at the upper right Reference Symbols
corner of the chart. A magenta symbol indicates
the chart is not geo-referenced. A yellow symbol airport and allow the use of ANY CHART fields
indicates the chart is geo-referenced but GPS1 to retrieve the desired charts. This feature can be
present position data is not available. used to view airport or airport chart information
when it is not part of the FMS flight plan or the
Chart NOTAMS are also available from the Chart link between FMS and FSU has failed.
Main Index when applicable. Caution should be
exercised since these NOTAMS were loaded at At the bottom of the Chart Main Index is a two
the last database update which may have been 14 level Chart Dimming control. Setting the DAY
days earlier. This information does not receive option will display charts in a standard white
updates from an active datalink. background color. Setting the NIGHT option
will change the white background to a cyan hue
To enter the OTHER AIRPORT information, the reducing the intensity of the MFD image during
cursor must be moved to that airport and then dark conditions.
press PUSH SELECT. This allows for manual
entry of the identifier by spinning the CCP DATA After a chart is displayed it can be changed using
knob and advancing the cursor to the next letter the procedures described earlier or using the
with the MENU ADV knob. After the identifier is DATA knob shortcut. By rotating the DATA knob
entered, pressing PUSH SELECT will enter the clockwise or counterclockwise all the charts

16 AVIONICS
linked for the current airport can be viewed with- format or overlayed with the PLAN Map format.
out having to navigate to the Chart Main Index. All other images can only be displayed on the
For instance, if the ILS Rwy 29R for KBJC is in dedicated weather format. To overlay NEXRAD
view from (Figure 16-111), one click counter- on the PLAN Map format, choose the PLAN Map
clockwise will display the RAMMS 5, TOMSN format first and then press MENU on the CCP
4 ARR chart or one click clockwise will display (Figure 16-115). The lower right option allows
the Airport diagram. This is useful after landing for graphical weather (GWX) to be turned ON
where a single click clockwise from the approach or OFF. This overlay depicts the FMS course
chart will display the airport diagram and help along with NEXRAD returns to help anticipate
with taxiway orientation. radar returns along the route of flight. The age
of NEXRAD information is displayed at the
upper right portion of the PLAN map and should
GRAPHICAL WEATHER (GWX) update every time a new NEXRAD download is
[OPTIONAL] received. Changing the range is accomplished
There are two weather providers that will allow
for the display of select weather maps. These
two providers are not compatible and the aircraft
will be configured for only one version. The XM
weather provider uses a satellite downlink system
and is available only for weather images within
the US 48 Contiguous States. The Universal
weather provider uses a COMM3 VHF datalink
and is available for weather images for many
parts of the world.
As with all satellite or radio-based weather, the

data provided should be used only with refer-
ence to onboard radar and appropriate preflight
planning. All downloaded information is a view
of past weather conditions and is not instanta-
neous. Some information may be more than 15
minutes old and unusable for appropriate weather
avoidance.
XM Weather (GWX-3000)
The XM weather provider is labeled as the GWX-
3000 system for the Collins IFIS. XM weather
uses a satellite antenna collocated within the GPS
antenna housing on top of the aircraft. The antenna
is then connected to the XMWR-1000 unit located
in the empennage avionics shelf. The XMWR-1000
receives the XM provided weather data and images
on a continuous basis and sends the information to
the File Server Unit (FSU) for potential display on
the MFD. Refer to the IFIS-5000 Operator’s Guide
for more detailed information.
Once images are available they are displayed in IFIS v6.0

two MFD formats. For NEXRAD radar, weather Figure 16-115. M
FD PLAN Map
returns can be displayed on a dedicated weather Weather Overlay

16 AVIONICS
with the DCP range knob. Changing the position
of the map is accomplished using the MFD ADV
key on the CDU to advance the map to each FMS
waypoint.
The dedicated weather format is chosen from

the FORMAT line select key on the MFD and
choosing GWX (Figure 16-116). This format is
used for NEXRAD and all other XM weather
images and information. The CCP is used to
control all the overlays and position of this format.
Figure 16-116. M
FD Dedicated
Graphical Weather
Format (XM Weather) IFIS v6.0
Figure 16-117. MFD XM Weather Menu
Pressing the CCP MENU key will display the
XM graphical weather menu (Figure 16-117).
The MENU ADV, DATA and PUSH SELECT
knobs on the CCP are used to choose the
applicable options. The TAF/METAR reports
are textual only and are chosen by pressing the
PUSH SELECT knob (Figure 16-118). Rotating
the DATA knob will cycle through multiple pages
if they exist as indicated by “Page 1 of 2” in the
Figure. The Origin, Destination, and Alternate
airports are chosen from the FMS flight plan.
The Other airport can be manually inserted as
described earlier in the Chart Main Index. To exit Figure 16-118. MFD Metar Display
out of the textual pages press the CCP ESC key.
approximately every 6 minutes indicating that for
The NATIONAL METerological REPORTS are the first 18 minutes of flight the NEXRAD cannot
also text only and are chosen with the PUSH be animated on the display. Once the animation
SELECT knob. is possible the AVAILABLE message will appear
on the menu.
The Animated NEXRAD selection is available
only after the XM system has downloaded at The available Overlays have ON or OFF
least three NEXRAD images. These are delivered selections that are controlled with the CCP. For

16 AVIONICS
version 6.0 IFIS aircraft the Overlay selections Finally, the RADIO ID field is the XM subscription
will appear in a separate menu (Figure 16-119). number needed when the XM feature needs to be
The METAR overlay will change the airport turned ON initially or reinstated after it fails to
symbols to visually indicate weather conditions. communicate with the satellite system.
The SIGMET overlay will indicate areas of
SIGMET coverage with different colored boxes Each press of the CCP ESC key will remove one
corresponding with the coordinates affected. The submenu at a time until all menus are removed and
A/C FLIGHT INFO will display or remove the the dedicated graphical weather page is in view.
aircraft icon to help orient present position with
displayed weather. The FMS course line is not The graphical weather page can be moved using
viewable on the dedicated weather page. the CCP joystick to the full extent of the US
borders and is not limited by aircraft position
or FMS waypoints. Additionally, each press of
the CCP ZOOM key will provide three levels
of zoom. Each level of zoom is indicated above
the weather map (Figure 16-121). Each level is
indicated with these labels: x1=Entire CONUS;
x4 = ¼ of CONUS; x16 = 1/16 of CONUS.
Figure 16-121. MFD Graphical

Weather Time Stamps
Figure 16-119. G
raphical Weather Overlay
Selections (IFIS v 6.0)
Time entries are also displayed above the weather
map. The current UTC time is used to provide
The last item, OVERLAY LEGENDS, defines a reference for the age of each chosen over-
what the colors and symbols represent on lay. Once an affected overlay exceeds a set age
the dedicated weather page (Figure 16-120). the time below the label will turn yellow with a
Additionally, the ECHO TOPS overlay will yellow box. The pilot cannot request a specific
include textual descriptions of storm intensity update since XM weather is designed to con-
that are defined on this page. tinuously receive weather information. Caution
should be exercised when referencing the yellow
label overlay for weather information. If an over-
lay is selected OFF then the label and time stamp
are removed.
Universal Weather (GWX-5000)

The Universal weather provider is labeled as the
GWX-5000 system for the Collins IFIS. Universal
weather uses an additional VHF COM3 radio and
an additional VHF antenna. The antenna is located
under the empennage of the aircraft and is attached
to a Collins Communications Management Unit
(CMU-4000) in the aft avionics shelf. The CMU
Figure 16-120. Overlay Legends handles all outbound and inbound COM3 VHF
transmissions that are requested from the pilot
through an additional CDU page. The COM3

16 AVIONICS
system is not connected to the audio panels or
audio controls in the cockpit. Optionally, the
CMU unit is capable of datalink communications
(e.g. ACARS or AFIS) using an HF, SATCOM
and/or VHF radio.
The Universal weather provider is a request only

system. Each weather image or weather data is first
requested by the pilot through the CDU datalink
page. If the aircraft is within radio coverage of
an appropriate ground-based tower, the image or
information is sent via VHF communication to
the CMU unit. A CDU and MFD message will
appear when the image is available for view.
To access the CDU graphical weather page press

IDX ± MCDU MENU. On this page a Datalink
(DL) option is available that will show the
Graphical Weather request page (Figure 16-122).
The images shown only contain the graphical
weather selection but each page may contain other
optional items such as textual weather, digital
ATIS, received ATC messages, etc. Selecting the
REQ field for GRAPHICAL WX, will display
the available weather products (Figure 16-123).
Navigating between the two available pages
allows selection of the desired weather image.
Pressing the left side keys will select the main
image and turn it green. Pressing the right side
keys will display a new page where the desired
Region, Altitude, or Forecast time options can be
set for the selected image. Once the selections
are complete pressing the SEND line select key
will initiate the CMU communication with an
available VHF datalink tower. The REQUEST
STATUS option can be used to identify which
images are still downloading and which images
have been received. If the CDU is used for other
functions while the information is downloading a
“GWX RCVD” message will appear on the CDU
message line. This message will remain active
until all the new images are viewed.
Figure 16-122. M
CDU Datalink Pages
(Universal Weather)

16 AVIONICS
Figure 16-124. M
FD Plan Map
Weather Overlay
Changing the range is accomplished with the

DCP range knob. Changing the position of the
map is accomplished using the MFD ADV key
on the CDU to advance the map to each FMS
waypoint.
The dedicated weather format is chosen from

the FORMAT line select key on the MFD and
choosing GWX (Figure 16-125). This format
Figure 16-123. D
atalink Weather is used for NEXRAD and all other Universal
Selections weather images. The image that appears will
(Universal Weather) be the last viewed weather image. To change
the selection, press the CCP MENU key to
Once images are available they are displayed
in two MFD formats. For U.S. NEXRAD
radar weather returns can be displayed on a
dedicated weather format or overlayed with
the PLAN Map format. All other images can
only be displayed on the dedicated weather
format. To overlay NEXRAD on the PLAN
Map format, choose the PLAN Map format
first and then press MENU on the CCP
(Figure 16-124). The lower right option
allows for graphical weather (GWX) to be
turned ON or OFF. This overlay depicts the
FMS course along with NEXRAD returns to
help anticipate radar returns along the route
of flight. The age of NEXRAD information Figure 16-125. M
FD Dedicated Graphical
is displayed at the upper right portion of Weather Format
the PLAN map and should update every (Universal Weather)
time a new NEXRAD download is received.

16 AVIONICS
display the Universal weather menu page consists of the Radio Tuning Unit (RTU-4220)
(Figure 16-126). The menu is organized with located in the center instrument panel, and the
the most recently received image at the top. Control Display Unit (CDU) which is located
Older items may be on the next page with up in the pedestal. The RTU is considered to be
to 50 total stored images. Once an image is the primary method of tuning, with the CDU
past a selected effective time the entry will functioning as the secondary method of tuning.
turn yellow to better indicate its age. The tuning capabilities of the CDU are accessed
by using the TUNE page as described earlier. If
Dual CDUs are installed, only the left CDU (CDU
1) has radio tuning capabilities.
A RTU/CDU TUNE switch is located on the

reversionary panel (Figure 16-127). When this
switch is in the NORM position, radios may be
tuned using either the RTU or the CDU. Should
the RTU become inoperable tuning the #1 radios
(COM1, NAV1, ADF1, etc) will not be possible.
If the CDU should become inoperable, tuning the
#2 radios (COM2, NAV2, ADF2, etc.) will not be
possible. Moving the RTU / CDU TUNE switch to
the operating unit (CDU or RTU) will return full
Figure 16-126. Universal Weather Menu tuning capability. If the RTU is the only one still
operating then selecting RTU will allow that unit
Use the CCP MENU ADV and PUSH SELECT to tune both the #1 and #2 radios. If the CDU is the
knobs to move the cursor and select the desired only one still operating then selecting CDU will
weather image from the menu. The displayed allow that unit to tune both the #1 and #2 radios.
image and corresponding time of effectiveness
will appear on the MFD. The image is static
and cannot be zoomed in or moved around. If
weather from an adjacent area is desired the
appropriate image needs to be requested from
the CDU and then viewed when received.
COMMUNICATION/
NAVIGATION SYSTEMS
Figure 16-127. RTU / CDU TUNE switch
The Pro Line 21 avionics system uses either the
Control Display Unit (CDU) or the Radio Tuning
Unit (RTU) to tune the communication and naviga- If radio tuning capability is lost from both the
tion radios, and the transponder. The CDU and RTU RTU and the CDU, the EMER TUNE annunciator-
provide redundant control of all devices. Reversion- switch, located on the reversionary panel, may be
ary control is provided should one unit fail. pushed to tune the No. 1 COM to the emergency
frequency 121.5 MHz (Figure 16-128). Activa-
tion of the switch is indicated by the illumination
Radio Sensor System of the annunciator, 121.5, located on the switch.
The Radio Sensor System provides the
control, displays, and sensors for VHF voice VHF Communications System
communication, HF voice communication (if
installed), VOR/ILS/DME, ADF, transponder Two VHF-4000 communication transceivers
tuning, and TCAS II (if installed). The system (COM 1 and COM 2) provide two-way

16 AVIONICS
The NAV 1 and NAV 2 antennas are located on either

side of the vertical stabilizer.
The CDU has the capability of automatically tuning

the VHF NAV receivers in order to improve the cal-
culation of airplane position by the FMS. This feature
has no effect on current procedural navigation aids and
will choose only those VORs or ILSs that provide the
best signal reception and position information. This
auto tune function is selected from the navigation por-
tion of the CDU TUNE page. The auto tune function is
Figure 16-128. E
mergency automatically cancelled if any of the following occur.
Frequency Button
• DME HOLD is selected
communications in the frequency range of 118.000 • A NAV receiver is manually tuned using either
through 136.975 MHz in 25 or 8.33 kHz the RTU or the CDU
increments. These units are located in the forward
avionics compartment. (See Appendix A). • The FMS is deselected as a NAV source
• A NAV receiver fails
The COM 1 antenna is mounted on the top of the
fuselage while the COM 2 antenna is mounted on If a malfunction occurs when the auto tune func-
the lower fuselage (Figure 16-129). tion is active, it may be manually disabled using
the RMT TUNE switch located on the reversion-
ary panel (Figure 16-130). Moving this switch
VHF Navigation System from the NORMAL position to the DISABLE
One NAV-4000 and one NAV-4500 navigation position will disable the auto tuning function of
receivers (NAV 1 and NAV 2) provide VOR and the CDU. This includes the auto tune feature dis-
Localizer navigation capabilities in the frequency range cussed here and localizer auto tuning after loading
of 108.00 through 117.95 MHz in 25 kHz increments. an approach. In other words, having the RMT
The NAV-4000 also contains the ADF receiver. As an TUNE switch selected to DISABLE requires the
option, the aircraft may be equipped with two NAV- pilot to tune the NAV radios manually for all sub-
4000 units for a dual—ADF installation. sequent operations.
SKYWATCH
ANTENNA ELT ANTENNA
SATELLITE
(RIGHT SIDE OF FIN)
TCAS II (OPT)/ PHONE
TRANSPONDER (OPT) COMM 1 ANT LH,
RH
GPS
NAV
ANTENNA
ANT
GLS COMM 3
DME NO. 1 ANT (OPT)
ANT MKR
TRANSPONDER ANTENNAS
ANTENNA DME
TCAS II NO. 2
ANT ADF
ANT (OPT) RADIO
COMM 2 ANTENNA
ANT ALTIMETER
Figure 16-129. Antennas

16 AVIONICS
LOCALIZER
DME
VOR BEARING
POINTER DME
VOR BEARING
POINTER DME
NOT RECEIVED
Figure 16-130. RMT Tune Switch DME DME WITH FMS

WITHOUT FMS
Distance Measuring Figure 16-131. PFD DME Displays
Equipment (DME)
The DME-4000 receiver determines slant-range
distance, groundspeed, and time-to-station for
the navaid tuned on the respective Nav receiver.
A single DME-4000 is standard but it contains
three channels. Channel 1 is the DME for NAV 1,
Channel 2 is the DME for NAV 2 and Channel 3
is a “blind” channel that the FMS can use to tune
any frequency it chooses. Should the optional
second DME-4000 be installed, Channel 1 for
each unit will be the DME for NAV 1 and NAV
2. Channels 2 and 3 for each DME-4000 will be
“blind” channels that the FMS can use to tune any
frequency it selects.
DME information is shown on the PFD (Figure

16-131) when the ground-based navigation source
is selected for display. If only FMS is selected,
then DME will not be displayed in the active NAV
location. In that case, a bearing pointer will have
to be displayed to get ground-based DME. The
DME receivers are tuned using the CDU tune
page or RTU. Each DME receiver can also be
automatically tuned by the FMS as described in
the VHF Navigation section. The DME antenna
is mounted on the lower fuselage.
A DME hold function allows retention of the cur-

rently tuned DME frequency after changing the
active frequency on the respective VHF Nav radio
(Figure 16-132). This can be selected by the DME
HOLD button on the RTU or the DME HOLD
option in the CDU.
Figure 16-132. D
ME Hold Selection
and Images

16 AVIONICS
ATC Transponder AUDIO SYSTEM

Dual TDR-94 Mode S transponders provide ATC
secondary radar returns. The transponder code The all-digital audio system manages the
selection is done through either the CDU tune communication and navigation systems. An
page or the RTU. To activate the transponder the audio control panel, adjacent to each pilot’s PFD,
ATC switch must be moved to either 1 or 2 as enables individual audio control (Figure 16-135).
desired (Figure 16-133). This switch must be
moved prior to departure since this operation is
not controlled by weight on wheels. The Mode S
does provide an “on-ground” or “in-air” message
for other TCAS operators and ground based ATC
radar, but this does not control the actual mode
of the transponder. Additionally, Elementary or
Enhanced surveillance transponders are avail-
able as options including Flight ID which can be
entered with the RTU or CDU (Figure 16-134).
The antenna is located on the lower fuselage. In
the optional TCAS II installations, Dual TDR-
94D Diversity Mode S transponders are installed
indicating that they have an antenna on the top
and bottom for each transponder.
Figure 16-133. ATC Transponder Switch Figure 16-135. Audio panels
Figure 16-134. Flight ID Selection

16 AVIONICS
A press-to-transmit (PTT) button on the outboard Audio Control Panels
horn of each control wheel facilitates communi-
cation transmissions. A microphone jack on each The audio control panels contain the follow-
sidewall allows connection of headset micro- ing controls:
phones. Two speakers in the cockpit ceiling repeat
audio heard through the headphones (Figure XMIT
16-136). The speaker volume for audible warn-
ings cannot be muted. Additionally, each pilot’s Selects the transmitter to be use and its associated
oxygen mask contains a microphone. audio if the AUTO COMM switch is on.
PUSH-TO-TALK
BUTTON 1—Selects COM 1 transceiver
2—Selects COM 2 transceiver
PA—Selects the PA system
TEL—Selects the optional AirCell Phone
HF—Selects the optional HF transceiver
Audio Control Knobs

The audio control knobs control the volume of
the associated radio. Pushing the knob in turns
the audio off and pulling it out turns it on. These
SPEAKERS controls are independent of AUTO COMM oper-
(ONE ON EACH SIDE) ation. Rotating the knob adjusts the volume.
COMM
1—Controls the COM 1 audio volume
2—Controls the COM 2 audio volume
NAV
1—Controls the NAV 1 audio volume
2—Controls the NAV 2 audio volume
DME
HAND MIC AND
1—Controls the DME 1 audio volume
HEADSET
CONNECTION
2—Controls the DME 2 audio volume
Figure 16-136. Audio System Components ADF
1—Controls the ADF 1 audio volume
Passenger Address System 2—Controls the ADF 2 audio volume (this knob
The passenger address (PA) system facilitates exists only if the optional 2nd ADF is installed)
amplified broadcasts to the cabin for passenger
announcements, and seat belt and no smoking HF
chimes. The XMIT knob on the respective audio Controls HF radio audio volume
panel controls PA broadcasts from the crew.

16 AVIONICS
MKR BOTH—Voice communications and Morse code

identification are both heard on the NAV
Controls the marker beacon audio volume audios.
IDENT—
Only Morse code identifications are
TEL audible on the NAV audios.
Controls the AirCell telephone volume
AUDIO
INPH Controls reversionary operation of the on-side
Controls interphone communications. The knob audio control panel.
on the pilot’s audio panel can be pulled out and
pushed in to turn on and off the interphone sys- NORM—Places the on-side audio control panel
tem and then rotated to control the pilot’s side in normal mode.
interphone volume. The copilot’s INPH knob is a
volume control only. ALTN—Places the on-side audio control panel in
reversionary operation. This bypasses the on-side
audio amplifier and utilizes the pre-set amplifier
MIC associated with each COM and the PA. The pilot
can transmit and receive on COMM 1 using a
OXY—Selects the microphone in the associated
hand mic or boom mic, and cockpit speaker or
oxygen mask as the active microphone.
headphones. The volume of radio receptions is
Automatically turns ON the on-side
not controllable. Transmissions may be made on
cockpit overhead speaker.
COMM 2 and the PA, but COMM 2 receptions
NORM—Selects the headset or hand microphone are not possible.
as the active microphone
Control Wheel (PTT) Switches
AUTO COMM Each control wheel has the following PTT
Controls operation of the auto comm system. switches and functions (Figure 16-137):
On—Allows audio from the selected transmit- MIC Button—
Controls COM radio and PA
ter on the XMIT knob to automatically be transmissions.
received without having to pull ON the
respective control knob. IDENT—Controls the transponder identification
Off—
Inhibits auto comm control and requires function.
the desired control knob to be pulled ON to
receive the audio. PUSH-TO-TALK
(MIC) BUTTON
SPKR
Controls the on-side cockpit overhead speaker.
IDENT
BUTTON
VOICE/BOTH/IDENT
Controls the NAV audio filter.
VOICE—Removes morse code identification and
allows only voice communications on
the NAV audios.
Figure 16-137. Control Wheel
(PTT) Switches

16 AVIONICS
RADIO TUNING UNIT (RTU) Direct Tuning
As with the CDU, the radio tuning unit (RTU) can be The radios are directly tuned by changing the active
used for all radio tuning. Also similar to the CDU is frequency. This is accomplished when the white cursor
that all green frequencies are the active frequencies (hollow white box) is over the green active frequency.
and all white frequencies are the standby or unused
frequencies (Figure 16-138).
Recall Tuning
Recall tuning is accomplished through tuning a fre-
quency in the recall position (white color frequencies)
and then swapping the active and recall frequencies by
pressing the recall line select key.
Preset Tuning
Preset tuning (i.e. stored frequencies) is enabled when
the TUNE MODE on the COM PRESET PAGE is set
to PRESET. The tuning knobs are then used to select
the desired preset memory number instead of tuning a
frequency (Figure 16-139).
Figure 16-138. Radio Tuning Unit (RTU)
RTU Tuning
There are three methods of RTU radio tuning: direct
tuning, recall tuning, and tuning from the preset pages.
Direct Tuning
Figure 16-139. RTU in Preset Tuning Mode
The radios are directly tuned by changing the active
frequency. This is accomplished when the white cursor
(hollow white box) is over the green active frequency.
Line Select Keys
The line select keys (LSK) are used to place the cursor,
navigate to a subpage, and make selections. Pressing
Recall Tuning the line select keys once places the cursor (a hollow
Recall tuning is accomplished through tuning a fre- white box) around the frequency at that location. Press-
quency in the recall position (white color frequencies) ing the LSK next to active frequencies twice navigates
and then swapping the active and recall frequencies by to the appropriate menu display page. Pressing the LSK
pressing the recall line select key. next to standby frequencies twice swaps the active and
recall frequencies.
RTU Tuning
COM Operation
There are three methods of RTU radio tuning: direct
tuning, recall tuning, and tuning from the preset pages. The COM section of the RTU top-level page provides
tuning functions for the COM radio. Other COM

16 AVIONICS
control functions are handled on the dedicated COM NAV Operation

main page and COM preset page.
The NAV section on the RTU top-level page provides
The active and recall frequency can be tuned from tuning functions for the NAV radios. Other NAV
either the COM section of the top-level page or the control functions are handled on the NAV main display
COM main display page. The COM squelch, 8.33 and page and NAV preset page.
25 kHz tuning, COM self-test and COM preset page
access are controlled from the COM main display page The active and recall frequency can be tuned from either
(Figure 16-140). the NAV section of the top-level page or the NAV main
display page. Marker beacon sensitivity, NAV self-test
and NAV preset page access are controlled from the
NAV main display page (Figure 16-141).
Figure 16-140. RTU COMM Pages
The COM preset page allows for storing known fre- Figure 16-141. RTU NAV Pages
quencies. Once they are entered, the RTU preset tuning
option can be activated and frequencies are chosen
simply by selecting the memory number rather than The NAV preset page allows for storing known fre-
tuning the frequency. In this preset tuning mode how- quencies. Once they are entered, the RTU preset tuning
ever, only the active frequency on the RTU top level option can be activated and frequencies are chosen
page can be tuned directly if ATC gives a different fre- simply by selecting the memory number rather than
quency to contact. tuning the frequency. In this preset tuning mode how-
ever, only the active frequency on the RTU top level
page can be tuned directly if a different navigation
source is required.

16 AVIONICS
ADF Operation The active code can be selected from the ATC section
of the top-level page and both the active and the recall
The ADF section on the RTU top-level page provides codes can be set from the ATC main display page. The
tuning functions for the ADF radio. Other ADF control Mode-C operation and self-test initiation are also con-
functions are handled on the ADF main display page trolled on the ATC main page display (Figure 16-143).
and ADF preset page.
The active frequency can be tuned from the ADF sec-

tion of the top-level page and both the active and the
recall frequencies can be tuned from the ADF main
display page. The ADF or ANT modes, BFO fea-
ture, ADF self-test and ADF preset page access are
controlled from the ADF main display page (Figure
16-142).
Figure 16-143. RTU ATC Page
ATC Control Page

The ATC CONTROL page annunciations are shown
below:
ATC Source Annunciation

The ATC source annunciation indicates which tran-
sponder the CDU and RTU are controlling. Only one
transponder is active at a time.
Transponder Code Display

This display shows the selected transponder code.
IDENT Line Select Key and

Annunciation
The IDENT line select key controls the transponder
Figure 16-142. RTU ADF Pages IDENT function. The IDENT annunciation enlarges
and changes to cyan during ident functions (approxi-
mately 18 seconds).
ATC Operation
The ATC section on the RTU top-level page provides Altitude Source Annunciator
tuning functions for the ATC code. Other ATC control When Mode-C is enabled, the altitude data source
functions are handled on the ATC main display page. (ADC 1 or ADC 2) is shown in cyan below the altitude
readout.

16 AVIONICS
Mode-C Control
The ALT line select key controls altitude reporting.
ALT is shown in larger cyan when altitude reporting
is selected. When selected off, only mode A replies are
transmitted.
Reporting Altitude Display

The Mode-C pressure altitude readout is shown in
while when altitude reporting is selected.
Flight ID Display
The Flight ID, if option is installed, is displayed and
adjusted on the RTU top-level page and the ATC Con-
trol page.
TEST Function
The TEST line select key initiates the transponder self-
test. The TEST annunciator enlarges in cyan while the
test is active (approximately 10 seconds).
XPDR FAIL Annunciator Figure 16-144. RTU HF Pages

XPDR FAIL appears in yellow to the right of the ATC
legend when a transponder fails.
HF OPERATION (OPTIONAL)
The Rockwell Collins HF-9000 is an option that can
be installed in the aircraft. This creates a second page
in the RTU. Pressing the “NEXT PAGE” LSK on the
top-level page accesses the optional HF sub-display
(Figure 16-144). This display provides tuning functions
for the HF radio. Refer to the Aircraft Flight Manual
and HF-9000 operators guide for more information.
TCAS II OPERATION
(OPTIONAL)
The Rockwell Collins TCAS-4000 TCAS II is an
option that can be installed in the aircraft. This
option will replace the standard ADF frequency
on page 1 and moves it to page 2 (Figure 16-145).
This allows for quick selection of the desired
TCAS mode from the main level page. Additional
control is available on the TCAS main page.
Figure 16-145. RTU TCAS II Pages

16 AVIONICS
CDU TUNING 16-147). This page contains frequencies for those
airports entered into the flight plan. Press the line
TUNE PAGE Display select key next to the desired frequency and it
will enter into the scratchpad. The pilot can then
The TUNE PAGE has the following controls/dis- navigate to the TUNe page and the frequency will
plays. Similar to the RTU all green frequencies still be in the scratchpad for use.
are the active frequencies and all white frequen-
cies are the standby or unused frequencies (Figure
16-146). For installations that have a second CDU
this TUNE feature is not active on the right CDU.
Figure 16-147. CDU Frequency Data
The SQ OFF annunciation beside the COM leg-

Figure 16-146. CDU Tune with TCAS I end appears when squelch has been disabled. TX
annunciates when the radio is transmitting.
COM Display
COM CONTROL Page
COM radio tuning is accomplished by entering
the desired frequency in the scratchpad and then The COM 1 or COM2 CONTROL page is
touching either the first or second line select keys selected by pushing the respective COM1 or
on either side. The second position serves as the COM2 line select key (the scratch pad must be
RECALL or PRESET frequency (i.e. standby empty) (Figure 16-148). The top portion of this
frequency) and is the standard method of entry. display allows for turning the squelch ON or OFF
Pressing the RECALL or PRESET key again and for testing the COM radio.
will then swap the frequencies. If a frequency is
inserted in the first line it will immediately be the The lower section of this display contains
active frequency and the previous one will move numbered COM PRESETS. This can contain up
to the second line. For all frequencies, the decimal to 20 preset COM frequencies. Push the NEXT
is assumed and does not need to be inserted (e.g. or PREV function keys to select the next or
123.4 can be entered as 1234). Additionally, the previous preset page. To create or modify a COM
active frequencies are always identical between PRESETS frequency, enter the desired frequency
the RTU and CDU. Use caution when working into the scratchpad. Then push the appropriate
with the standby frequencies as they are handled left line select key to transfer this frequency to the
differently between the CDU and RTU. numbered preset frequency field. If the frequency
is valid, it displays in the data field. Once this is
For IFIS equipped aircraft there is another option done, a label can be applied by simply typing in
for tuning. The CDU contains a FREQUENCY the desired name and pressing the left line select
selection under the IDX (index) page (Figure key again.

16 AVIONICS
Figure 16-148. CDU COMM Page Figure 16-149. CDU NAV Page
To use these stored frequencies press either the The lower section of this display contains the
left or right line select key from the COM PRE- NAV PRESETS. This section operates exactly
SETS page and it will immediately become the like the COM PRESETS discussed earlier.
active frequency. Another method is to simply
enter the corresponding memory number (1 thru
20) into the scratchpad and then insert that into a ATC CONTROL Page
COM tuning line. The associated frequency will The ATC CONTROL page is selected by pressing
be entered automatically. the ATC line select key (the scratchpad must be
empty). (Figure 16-150). This page allows for
transponder code entry, altitude reporting selection,
NAV Display testing the transponder and optionally entering a
NAV radio tuning is accomplished by inserting Flight ID. With the altitude reporting turned ON the
the nav frequency in the scratchpad and then automatically selected ADC will be displayed along
touching the appropriate NAV1 or NAV2 line with its corrected barometric pressure. Should an
select key. Additionally, the nav radio identifier ADC fail the opposite ADC will automatically be
can be typed into the scratch pad and selected by selected. Additionally, the selected code is always
touching the NAV line select key. The CDU tun- identical between the RTU and CDU.
ing will search the nearest frequency associated
with that identifier and enter it along with the nav
frequency. Additionally, the active frequencies
are always identical between the RTU and CDU.
NAV CONTROL Page

The NAV1 or NAV2 CONTROL page is selected
by pressing the respective NAV1 or NAV2 line
select key (the scratchpad must be empty) (Figure
16-149). The NAV CONTROL page will then
allow for auto or manual tuning, DME hold, testing
the radio, and changing marker beacon sensitivity
(NAV1 CONTROL page only). See the VHF
Navigation System section discussed earlier for
more information on AUTO vs MANual tuning.
Figure 16-150. CDU ATC Page

16 AVIONICS
The Flight ID field should contain only the ATC given TCAS Display and CONTROL Page
identifier or the aircraft registration as appropriate. (Only With Optional TCAS II)
To turn the transponder ON or OFF and to select The TCAS display and control pages allow for
STBY, a separate switch on the reversionary panel manipulation of the Rockwell Collins TCAS-
must be moved. See the ATC Transponder section 4000 TCAS II. When this option is installed, the
earlier in this chapter. external TCAS buttons on the reversionary panel
are removed and all control is accomplished
through the RTU or CDU.
ADF CONTROL Page
The ADF control page is selected by pressing The TCAS display allows for TCAS mode
the ADF line select key (the scratchpad must be selection without having to enter a menu (Figure
empty) (Figure 16-151). 16-152). Each press of the TCAS MODE line
select key will cycle through the available modes.
The selected mode is then displayed on the PFD
and MFD on the lower right corner advisory
section (Figure 16-153). This selection works
together with the RTU and either unit can change
the TCAS mode.
Figure 16-151. CDU ADF Page
From here the ADF can be tuned, Beat Frequency

Oscillator (BFO) can be turned ON or OFF, the
mode selected, or the ADF can be tested. The BFO
selection should only be used for an NDB that Figure 16-152. CDU TUNE With TCAS II
cannot produce a typical Morse code identifier.
The ANT mode provides only an audio output
and does not create bearing-to-the-station signals.
The bearing pointer will “park” at the 3 o’clock
position. Both of these selections are abnormal
and the CDU will annunciate on the main level
TUNe page when chosen.
The lower section of the display contains the ADF

PRESETS display. Just like the COM and NAV
radios this can contain up to 20 preset ADF fre-
quencies. This section operates exactly like the
COM PRESETS discussed earlier.
Figure 16-153. MFD TCAS Display

16 AVIONICS
The TCAS CONROL page is selected by pressing

the TCAS line select key (Figure 16-154). This page
allows for mode selection, altitude tag selection (rel-
ative or absolute), turning “other” traffic on or off,
testing the TCAS system or doing an extended test
and choosing the altitude volume. See the TCAS
section later in this chapter for more detail.
Figure 16-154. CDU TCAS II Control
HF Display and CONTROL Page

When the optional HF system is installed, the CDU
HF display and HF control page allow for selec-
tion of frequencies, emission modes, power output
selections and squelch selections (Figure 16-155). Figure 16-155. CDU HF Control
Refer to the Aircraft Flight Manual and Collins
HF-9000 operators guide for more information.
Ground Communications
Power
HF Communications System When the Battery switch is in the off position,
One HF communication radio, available as an the ground communications electric bus provides
option, provides worldwide communications electric power directly from the main aircraft
capability. The Collins HF radio operates in the battery when selected by the pilot. Control of the
HF band of 2.0000 to 29.9999 MHz in 100-Hz system consists of a push on/push off solenoid-
steps. Operating emission modes include upper held annunciator switch labeled GND COM and is
sideband voice (UV), lower sideband voice (LV), located on the reversionary panel (Figure 16-156).
and amplitude modulation equivalent (AM). The Selection provides operation of COM 1 through
AM Emission Mode has a frequency bandwidth the RTU utilizing the headsets or the hand mic
of 15 KHz. Thus, radio stations with frequen- and cockpit speakers. No other radios are available
cies separated by 15 KHz or less may be received during ground comm operations. An “ON”
simultaneously. Both Simplex and Half-Duplex annunciation will illuminate when ground comm
Tuning Modes are available. Refer to the AFM and has been selected and extinguish when deselected.
HF-9000 operators guide for more information.

16 AVIONICS
Figure 16-156. Radio Tuning Unit (RTU)
Subsequent activation of the main battery switch

will result in an automatic disconnect of the
ground communications bus from the com system;
however, the normal method for deactivation of
the system is accomplished by pressing the GND
COM switch. This switch does not have a timer
and will remain selected unless turned off, or the Figure 16-157. Static Wicks
battery is turned on, or the voltage is depleted.
16-158). The ESIS can also provide lateral and
Static Discharging vertical deviation information from NAV 1, with
some limitations as discussed later in this section.
A static electrical charge builds up on the surface of
an airplane while in flight and causes interference
in radio and avionics equipment operation. The
charge is also dangerous to persons disembarking
after landing, as well as to persons performing
maintenance on the airplane. Static wicks (Figure
16-157) are installed on the training edges of
the flight surfaces and the wing tips and assist
discharging of the static electrical charge.
ELECTRONIC STANDBY
INSTRUMENT SYSTEM
(ESIS)
The L3 Avionics GH-3100 Electronic Standby
Instrument System (ESIS) provides backup
attitude, heading, airspeed and altitude
information in a single display should a failure
with the ProLine 21 system occur (Figure Figure 16-158. ESIS Display

16 AVIONICS
The ESIS has the following controls: ESIS Display

The ESIS display incorporates aircraft heading,
ESIS Switch altitude, airspeed, pitch, and roll data into a
The ESIS switch on the pilot’s left subpanel compact display. Nav data from NAV 1 is also
controls power to the unit (Figure 16-159). During capable of being displayed provided NAV 1 is
normal operations, the ESIS is powered from the receiving power from the aircraft’s electrical
aircraft electrical system. A 30-minute backup system. A dedicated internal AHRS and an
battery is provided to power the ESIS should the internal ADC provide data to the ESIS.
aircraft electrical input fail.
HEADING—
The aircraft heading is displayed
along the bottom in a tape format.
The compass “slides” horizontally
with a lubber line placed in
the center denoting the current
heading. This reference comes
from the internal AHRS and from
a magnetometer located at the base
of the aircraft T-tail, dedicated to
the ESIS AHRS.
ALTITUDE—The aircraft altitude is displayed

in a tape format along the right
hand side. The present altitude
Figure 16-159. ESIS Power Switch is depicted in a digital format
within a box in the center of the
altitude tape. The barometric
The TEST position tests the charge of the backup pressure (shown at the top of the
battery located in the avionics nose section. A altitude tape) is adjusted with
green light adjacent to the switch illuminates if a the Adjustment knob. The ESIS
sufficient charge is indicated. ADC generates this information.
However the ADC retrieves air
The ON position powers the ESIS from either the input from the copilot’s static
aircraft electrical system or the ESIS battery. An source and does not have an
amber light adjacent to the switch illuminates if independent port. This ESIS
only the ESIS battery is powering the unit. The altitude is not RVSM certified.
ESIS battery will not provide backup power
to NAV 1 if it has lost power from the aircraft AIRSPEED—The aircraft airspeed is displayed
electrical system. Loss of aircraft electrical, will in a tape format along the left
prevent its display on the ESIS. hand side. The present airspeed is
displayed in a digital format within
a box in the center of the airspeed
Adjustment Knob tape. A red band is displayed
at VMO/MMO and VSO. These
The Adjustment knob on the bezel of the ESIS indications are not associated with
is used to set the barometric pressure setting or any aural alerts. The ESIS ADC
make selections within a menu. Pushing the knob generates this information. The
selects standard pressure or selects the highlighted ADC receives air input from the
item on the menu when the menu is displayed. copilot’s pitot source and does not
have an independent input.

16 AVIONICS
PITCH—
Aircraft pitch is displayed on the
attitude display through the use
of a pitch ‘ladder” and an Aircraft
Reference Symbol. An ”Excessive
Attitude” display provides assistance in
determining the direction the pilot needs
to pitch the aircraft to return to a level
pitch attitude. The Excessive Attitude
display consists of red chevrons located
within the pitch ladder. During an
excessive attitude condition, the NAV
data will be removed to declutter the
display. The data will be removed when
roll attitude exceeds 65 o left or right
bank or the pitch attitude exceeds 20 o
nose-down or 30 o nose-up. The ESIS
AHRS generates this information.
MENU BUTTON
ROLL—Aircraft roll attitude is depicted through
the use of a sky pointer-type roll pointer Figure 16-160. ESIS Menu
and roll scale. A rectangular shaped slip/
skid indicator is located below the roll Set Heading
pointer similar to the main ProLine 21
displays. The indicator moves with the Provides for manual control of the compass. This
roll pointer and “slides” left and right to places the compass in the “Free” mode.
depict slip/skid information. The ESIS
AHRS generates this information. Nav On or Nav Off
See the Pitot and Static System discussed earlier in Displays or removes from the display the nav data
this chapter for the air source connections. derived from NAV 1.
MENU Button Set Crs

The MENU button on the bezel of the ESIS is used Provides selection of the course to be displayed
to configure the display. Once the button is pressed for the nav data. Rotating the Adjustment knob
use the adjustment knob to move the cursor up or adjusts the course.
down the display (Figure 16-160). At the appropri-
ate item press the adjustment knob to enter that ILS BC or ILS Normal
selection. A “…” placed at the end of the menu
selection indicates the presence of a sub-menu. Provides for normal or back course sensing of the
The following are available on the ESIS menu: course needle in reference to the type of approach
being flown.
Set Brightness Offset NAV Displays

Provides for manual adjustment of the display
intensity. Rotating the Adjustment knob will adjust Submenu allows selection of the DME Speed
the brightness. (On or Off) and DME Time (On or Off) to be dis-
played (Note that this information is from DME
only and not the FMS).
Fast Align
Provides for realignment of the ESIS AHRS.

16 AVIONICS
Baro Type
Allows selection of the barometric pressure to be
displayed in inHg or HPa or MB.
Menu item selections will be restored to the last

selected values after power is cycled
WEATHER RADAR
SYSTEM
The Collins WXR-852 radar system is installed
in the Pro Line 21 King Air B200. The WXR-852 NON-IFIS
provides precipitation-based turbulence detection
and has sector scan and auto-tilt functions.
Weather radar controls are located on the display

control panels (DCP). Weather radar display is
shown on the MFD or PFD, depending on display
selections. The weather radar is operated in a split
mode with independent radar scans shown on
each PFD.
The following weather radar controls are located

on the display control panel:
IFIS
RADAR Button
The RADAR button controls display of the Figure 16-161. PFD Radar Menu
weather radar menus on the PFD (Figure 16-161).
Test Mode (TEST)
The following modes are selected with the
MODE line select key and are displayed on the The system self-test is initiated by selecting the
PFD’s weather radar status field. TEST mode of operation. A test pattern made up
of six rainbow-like arcs show on the display(s)
when the TEST mode is active (Figure 16-162).
Standby Mode (STBY)
The STBY (standby) mode inhibits the radar
transmitter and antenna scan drive. Selecting
STBY or TEST will affect both pilot’s radar dis-
plays. The other three modes (WX, WX+T, or
MAP) can be independently chosen. This STBY
mode will automatically be selected 60 seconds
after weight on wheels. However, once on the
ground the radar can be turned ON again by rese-
lecting a desired mode.
Figure 16-162. Test Mode

16 AVIONICS
Map Mode (MAP) Should a significant return cause a potential
masking of the radar image a yellow path
The MAP mode allows the weather radar to pro- attenuation bar will appear on the display
vide the most detailed ground returns. The signal bordering the outer range ring. This indicates a
processing and target display colors are changed potential radar “shadow” and flight should not
to accentuate ground features. Ground targets be conducted into that region until the pilot is
show in cyan, green, yellow, and magenta (Fig- assured it is clear of precipitation.
ure 16-163). This mode should not be used for
weather avoidance. On IFIS equipped aircraft a small cyan indicator
sweeps along the outer range ring helping assure
that radar is ON even though the display may
remain black (e.g., no returns).
Weather + Turbulence Mode

(WX + T)
Detects precipitation and precipitation-related
turbulence targets. The colors of the displays
remain unchanged from those of the weather
mode, with the addition of turbulence being dis-
played as magenta (Figure 16-165). The WX+T
mode is only active out to 50 NM. When a dis-
Figure 16-163. Radar Ground Map Mode play range greater than 50 NM is selected, the
turbulence feature is automatically disabled.
The turbulence detection is reactivated once the
Weather Mode (WX) selected range is 50nm or less.
Puts the weather radar in the basic weather
detection mode. The weather mode displays
precipitation-based returns in one of four colors:
green, yellow, red, or magenta. The highest
precipitation rates show in red (Figure 16-164).
ATTENUATION
BAR
Figure 16-165. Radar Display

Turbulence Mode
Turbulence Only Mode (TURB)

The turbulence only mode shows precipitation-
related turbulence targets only in their magenta
Figure 16-164. R
adar Display with color (Figure 16-166).
Path Attenuation Bar

16 AVIONICS
Sector Scan Function

The sector scan function limits the sweep of the
radar to ± 30° sweep (60° total) providing for
faster updates. When this is not selected, the stan-
dard sweep is ± 60° (120° total).
Antenna Stabilization
The ability to manually remove antenna stabilization
is only available on non-IFIS aircraft. The antenna
stabilization function enables or disables automatic
stabilization of the radar antenna. When enabled,
Figure 16-166. Turbulence Only Display the antenna sweep will maintain a constant angle
relative to the earth’s surface as the aircraft’s pitch
and bank change. This eliminates ground returns
This is useful for closely analyzing areas of when banking the aircraft and allows for a precise
precipitation-related turbulence that have been left and right sweep.
detected while in the WX+T mode. TURB mode
is automatically deselected in ranges greater For IFIS equipped aircraft this feature is always
than 50 NM. selected and cannot be manually deselected.
Gain Control Target Alert Function

The current GAIN setting is displayed in a box The target alert function allows radar display
next to the GAIN legend (Figure 16-167). Turn to be deselected while the system continues
the DATA knob ( the MENU SET knob for monitoring the intensity of radar returns. The
non-IFIS aircraft) on the DCP to set the gain following annunciations on the PFD indicate how
at NORM, ±1, ±2, or ±3. Use caution when this feature is working (Figure 16-168).
selecting a setting other than NORM as this will
change the purpose of the standard radar colors.
(i.e., a green area may actually be yellow or red
in NORM setting and should be avoided).
Figure 16-167. Radar Gain Display Figure 16-168. Pilot's PFD with TGT

16 AVIONICS
Cyan TGT—
indicates the target function is
selected when the PFD’s and MFD
are not displaying radar. This
indicates the system is working
appropriately.
White TGT—
indicates the target function
is selected but both PFD’s are
displaying TERRain. In this
orientation the target function does
not work. At least one display must
have terrain deselected.
Yellow TGT—
indicates the target function has
detected a significant return and
radar should be selected for display
to see the area of interest. This
does not cause the radar display to
auto “pop up”.
The target alert function searches in a ±15° sector in

front of the aircraft within a range of 7 to 200 NM.
GCS Button
The GCS button controls ground clutter sup-
pression. When selected, the system suppresses Figure 16-169. Radar Ground
ground returns (clutter) in the WX and WX+T Clutter Supression
modes to help identify precipitation targets. GCS
is only active for 30 seconds. GCS annunciates on
the PFD and MFD when the radar mode is on and
the GCS button has been pressed (Figure 16-169).
TILT Control
The TILT knob controls the antenna tilt angle.
The selected angle (-15 to +15 degrees) is dis-
played with the letter T on the displays (Figure
16-170). Since each pilot has a tilt control the
radar produces an image on only one sweep. This
enables the pilot’s tilt to be shown on the clock-
wise sweep while the copilot’s tilt can be shown
on the counterclockwise sweep.
PUSH AUTO TILT Button

The PUSH AUTO TILT button located in the cen-
ter of the TILT / RANGE knob selects automatic
antenna tilt control. The letter “A” adjacent to the
tilt angle indicates that auto-tilt is selected. The
auto tilt function compensates for airplane attitude Figure 16-170. Radar Tilt Display

16 AVIONICS
changes and range changes by adjusting the tilt

angle to maintain the selected reference to ground.
EMERGENCY LOCATOR
This will cause the tilt number to change when TRANSMITTER (ELT)
pitching up, pitching down, or changing the range.
The Emergency Locator Transmitter (ELT)
is designed to provide beacon location to the
RANGE Knob aircraft after a crash. The ELT will automatically
The RANGE knob controls the scanning range activate during a crash and transmit a sweeping
shown on the MFD map and radar pictorial. tone on 121.5 MHz, 243 MHz, and 406 MHz,
Range annunciations are shown on the displays through a system of satellites. This activation
as discussed earlier. is independent of the remote switch setting or
availability of aircraft power. The ability of the
ELT to transmit on 406 MHz requires that the
COCKPIT VOICE ELT be activated with the National Oceanic and
RECORDER (CVR) Atmospheric Association (NOAA) as the beacon
provides a unique identifier code traceable to a
The typical CVR is the Fairchild FA2100 specific aircraft and operator. The registration is
which simultaneously records audio from each free, good for two years, and can be done on-line
audio panel, PA system, and the cockpit area at www.beaconregistration.noaa.gov.
microphone. Depending on the selected option
this can be a recording of 30 minutes or 2 hours The remote switch located on the left-hand
on the solid-state recorder. An impact switch sidewall of the cockpit, is installed to perform the
stops further recording when sufficient G-force is following functions (Figure 16-172):
encountered.
• Test the ELT
There are 2 styles of controller versions installed • Deactivate the ELT if it has been inadver-
on the pedestal of the aircraft (Figure 16-171). tently activated by the “G” switch
Refer to the Aircraft Flight Manual supplement for
necessary test procedures of the installed CVR. • Activate the ELT in an in-flight emergency
if an off-airport landing is anticipated
• Activate the ELT after an off-airport land-
ing, if the impact did not automatically
activate it
Figure 16-171. CVR Controllers
Figure 16-172. ELT Manual Switch

16 AVIONICS
An amber light is located adjacent to the switch
that will illuminate any time the ELT has been
activated, either manually or automatically. The ELT
will automatically activate, with the “G” switch,
regardless of the position of the remote switch.
ENHANCED GROUND
PROXIMITY WARNING
SYSTEM (EGPWS)
(Applicable to aircraft serials:
prior to BB-2001; prior to BY-36)
The Honeywell Mark VIII Enhanced Ground
Proximity Warning System (EGPWS) provides
visual and aural cautions and warnings to the pilot
of potential collision with terrain or obstructions,
other potentially unsafe conditions, as well as
altitude awareness callouts. The EGPWS has two
versions of operation: basic GPWS and Enhanced
GPWS (EGPWS).
BASIC GROUND PROXIMITY Figure 16-173. P

FD GND PROX and
WARNING SYSTEM (GPWS) PULL UP Annunciators
The following operating modes generate cautions
and warnings that are part of the basic GPWS.
The cautions will generate a “GND PROX” PFD
message while the warning will generate a “PULL
UP” PFD message. (Figure 16-173). Each caution
and warning is also accompanied by an aural
command as shown in Table 16-1. This portion of
the MK VIII system is solely related to the radio
altimeter. If the radio altimeter were to fail an
appropriate GPWS annunciator would appear on
the PFDs indicating that all the following modes
are inoperative (Figure 16-174).
Figure 16-174. GPWS Failure Annunciators

16 AVIONICS
Table 16-1. GPWS CAUTIONS AND WARNINGS

PFD CAUTION PFD WARNING AURAL
MODE FUNCTION AURAL CAUTION
MESSAGE MESSAGE WARNING
1 Excessive Descent Rate GND PROX Sink Rate PULL UP Pull Up
2 Excessive Closure on Terrain GND PROX Sink Rate PULL UP Pull Up
Don’t Sink,
3 Altitude Loss After Takeoff GND PROX
Don’t Sink
4a Unsafe Terrain Clearance GND PROX Too Low, Gear
4b Unsafe Terrain Clearance GND PROX Too Low, Flaps
4c Unsafe Terrain Clearance GND PROX Too Low, Terrain
Glideslope,
5 Excessive Glideslope Deviation GND PROX Glideslope GND PROX
Glideslope
6 Bank Angle Bank Angle
Smart 500, 200, 100,
Altitude Callouts
50, 40, 30, 20, 10
Minimums,
Minimums
Minimums
The following equipment is required to be opera- The following Mode 6 advisory callouts are
tional for the proper function of Modes 1 through enabled for altitude awareness:
6 of the Mark VIII system:
1. Five Hundred (classified as a Smart Callout)
1. Enhanced Ground Proximity Warning
Computer (EGPWC) 2. Two Hundred
2. Radio Altimeter 3. One Hundred
3. Vertical Speed from the Air Data Computer 4. Fifty
4. Airspeed from the Air Data Computer 5. Forty
5. Glideslope Deviation 6. Thirty
6. Landing Gear Position 7. Twenty
7. Flap Position 8. Ten
8. Roll Attitude from Pilot’s Attitude System 9. Minimums

(for BANK ANGLE voice message) Three push-button switch annunciators are
9. Decision Height System (for MINIMUMS located directly in front of the pilot between the
voice message) pilot’s PFD and the MFD (Figure 16-175). These
push-buttons allow the pilot to desensitize modes
1, 4b, and 5 and the Enhanced modes for abnor-
mal operations.

16 AVIONICS
database is Honeywell specific and contained
within the ground proximity unit located in the
nose of the aircraft. It is not mandatory to update
this database however it will help eliminate
nuisance alerts by updating airport and obstacle
information.
The TCF creates an increasing terrain clearance

envelope around the nearest airport runway
and generates alerts based on current airplane
location, the nearest runway center point and
radio altitude. TCF protection is provided in all
airplane configurations and protects from those
conditions where the airport may be located on
higher terrain than what is currently under the
aircraft. The nominal airport altitude is extended
outward from the airport area and a caution will
alert the aircraft even though it is not close to the
Figure 16-175. EGPWS Buttons immediate terrain.
Table 16-2. EGPWS BUTTONS The TAD algorithms continuously compute
SWITCH/ terrain clearance envelopes ahead of the airplane.
COLOR FUNCTION
ANNUNCIATOR Two envelopes are computed, one corresponding
Pressing the switch disables to a Terrain Caution Alert (roughly 60 seconds
the TOO LOW FLAPS portion prior to impact) and the other corresponding to
GPWS of the GPWS Mode 4b alert
FLAP AMBER and desensitizes the Mode
a Terrain Warning Alert (roughly 30 seconds
OVRD 1 alert boundaries. The prior to impact). If the boundaries of these
annunciator illuminates when envelopes conflict with terrain or obstacle
the switch is pressed.
elevation data, alerts are issued. The Caution
Illuminates to indicate the and Warning envelops use the terrain clearance
GPWS Mode 5 glideslope
alert has been inhibited. While floor as a baseline, and look ahead of the airplane
G/S
AMBER
the airplane is on the ground, in a volume that is calculated as a function of
INHIBIT this switch is used to initiate groundspeed, flight path angle, and track.
the EGPWS system self-test.
The annunciator illuminates
when the switch is pressed. If terrain or obstacle data penetrates the caution or
Pressing the switch deselects warning envelopes, then the corresponding aural
TERR
all enhanced functions of and visual alerts are generated. Additionally, the
GREEN the EGPWS system. The
INHIBIT
annunciator illuminates when
terrain display will automatically pop up on the
the switch is pressed. MFD and display any terrain penetrating the
warning envelope in solid red with a 10 nm range.
ENHANCED GROUND PROXIMITY If the display has been automatically changed to
terrain by the pop up feature, the original display
WARNING SYSTEM (EGPWS) will need to be manually reselected after the
The enhanced features of the EGPWS include terrain conflict has been resolved.
Terrain (or Obstacle) Alerting and Display (TAD)
and the Terrain Clearance Floor (TCF). Terrain It is important to note that the EGPWS system
for the whole world and obstacles of 100 feet or does not account for performance degradation
more are contained in a database that covers the or actual climb capability of the aircraft. This
United States, parts of Canada, the Caribbean and requires good situational awareness of the
gradually the rest of the world. These functions surrounding terrain to help define the best escape
require GPS1 latitude/longitude, airplane altitude, route should it become necessary.
and the terrain/airport database. Note that the

16 AVIONICS
Terrain display can be selected manually at any 1. Enhanced Ground Proximity Warning Com-
time. Areas of terrain sufficiently close to the puter (EGPWC)
airplane that do not penetrate the terrain caution
or warning envelopes are depicted by areas of 2. Heading from the No. 1 Compass System
red, yellow or green dot patterns (Figure 16-176). 3. GPS position from the Flight Management
The color and dot density vary based on terrain System (if GPS position is not available/reli-
elevation relative to the airplane. Magenta able, the TERR INHIB switch/annunciator
coloring is used to indicate areas where terrain must be pushed)
information is unavailable.
4. Terrain and Obstacle Data Base
Should a failure of one of these items occur a
TERR and TERRAIN FAIL annunciator will
appear on the AFD’s and the terrain/obstacle
display will be removed (Figure 16-177). Once
the accuracy of the Enhanced features is reduced
or has failed the TERR INHIB switch should be
pushed to eliminate any misleading information.
This causes the ground proximity system to revert
to a basic GPWS and use only the radio altimeter
for further callouts.
Figure 16-176. EGPWS Terrain Display
EGPWS Terrain Display Overlay is available

only on Present Position Map and Arc formats.
Selection of weather radar and Terrain Display
are mutually exclusive.
The following equipment is required to be opera-

tional for the proper functioning of the enhanced
features of the Mark VIII EGPWS System:
Figure 16-177. E
GPWS Terrain Fail and
TERR Annunciators
Table 16-3. EGPWS CAUTIONS AND WARNINGS

Terrain,
Terrain Alerting Caution Terrain, Terrain,
and Display Caution Terrain Pull Up
TAD Or GND PROX Or PULL UP Or
Obstacle Alerting Caution Obstacle, Obstacle,
and Display Caution Obstacle Obstacle,
Pull Up
Terrain,
TCF Terrain Clearance Floor GND PROX Too Low, Terrain PULL UP Terrain,
Pull Up

16 AVIONICS
The following enhanced features are available:
1. A visual display of terrain on the PFD’s
and/or the MFD which is configured for:
a. Peaks Display
b. Pop-Up feature 10nm range (MFD only)
NOTE
The auto-ranging feature will affect the
pilot’s PFD and MFD.
2. Forward Looking Terrain and Obstacle

Cautions and Warnings
3. Envelope Modulation of GPWS
Modes 1, 2, 3, 4, 5, and 6.
4. Runway Field Clearance Floor (RFCF)
5. Terrain Clearance Floor (TCF)
(Also requires a radio altitude input)
TERRAIN AWARENESS
AND WARNING SYSTEM Figure 16-178. P
FD GND PROX and
PULL UP Annunciators
(TAWS+)
The Aviation Communication and Surveillance system is solely related to the radio altimeter. If
Systems (ACSS) TAWS+ system uses a Ground the radio altimeter were to fail an appropriate
Collision Avoidance Module (GCAM) to provide TAWS annunciator would appear on the PFDs
both predictive and reactive alerts. These alerts indicating that the basic ground proximity modes
consist of visual and aural cautions and warn- are inoperative (Figure 16-179).
ings to the pilot of potential collision with terrain
or obstructions, other potentially unsafe condi-
tions, as well as altitude awareness callouts. The
TAWS+ has two areas of operation: basic ground
proximity (reactive) and enhanced ground prox-
imity (predictive).
BASIC GROUND PROXIMITY

WARNINGS (REACTIVE)
The following operating modes generate cautions
and warnings that are part of the basic ground
proximity warnings. The cautions will generate a
“GND PROX” PFD message while the warning
will generate a “PULL UP” PFD message (Figure Figure 16-179. TAWS Failure Annunciators
16-178). Each caution and warning is also
accompanied by an aural command as shown in
the following table. This portion of the TAWS+

16 AVIONICS
Table 16-4. BASIC CAUTIONS AND WARNINGS

1 Excessive Descent Rate GND PROX Sink Rate PULL UP Pull Up
2 Excessive Closure on Terrain GND PROX TERRAIN, TERRAIN PULL UP Pull Up
Don’t Sink,
3 Altitude Loss After Takeoff GND PROX
Don’t Sink
4a Unsafe Terrain Clearance GND PROX Too Low, Gear
4b Unsafe Terrain Clearance GND PROX Too Low, Flaps
5 Excessive Glideslope Deviation GND PROX Glideslope
6 Bank Angle Bank Angle
500, 200, 100, 50,
Altitude Callouts
40, 30, 20, 10
Minimums,
Minimums
Minimums
The following equipment is required to be opera- Three push-button switch annunciators are
tional for the proper function of Modes 1 through located directly in front of the pilot between the
6 of the TAWS+ system: pilot’s PFD and the MFD (Figure 16-180). These
push-buttons allow the pilot to desensitize the fol-
1. TAWS+ Warning System Computer lowing listed modes and to remove the enhanced
2. Radio Altimeter ground proximity feature when necessary.
3. Vertical Speed from the Air Data Computer
4. Airspeed from the Air Data Computer ENHANCED GROUND PROXIMITY
5. Glideslope Deviation WARNINGS (PREDICTIVE)
6. Localizer Deviation The enhanced features of the TAWS+ system allows
7. Landing Gear Position look-ahead protection for terrain and obstacles that
are currently within the flight path or expected to be
8. Flap Position in the flight path due to current descent profile. This
9. Roll Attitude from Pilot’s Attitude System is referred to as Collision Prediction Alerting (CPA).
(for BANK ANGLE voice message) Terrain for the entire world and obstacles of 250 feet
or more in height are contained in the TAWS+ unit (the
10. Decision Height System (for MINIMUMS obstacle coverage is primarily US and parts of Canada
voice message) and Mexico but is gradually expanding). These
The following Mode 6 advisory callouts are functions require GPS1 latitude/longitude, airplane
enabled for altitude awareness: altitude, and the terrain/airport database.
1. Five Hundred Note that the database is ACSS specific and contained
2. Two Hundred within the ground proximity unit located in the nose of
3. One Hundred the aircraft. It is not mandatory to update this database
however it will help eliminate nuisance alerts by
4. Fifty updating airport and obstacle information. The update
5. Forty procedure requires access to the aircraft nose avionics
section and must be accomplished by qualified
6. Thirty personnel. After downloading the database from the
7. Twenty ACSS website a compact flash (CF) card is used to
transport data to the aircraft. A series of lights on the
8. Ten unit will indicate successful or unsuccessful loading.
9. Minimums

16 AVIONICS
Terrain display can be selected manually at any
time. Areas of terrain sufficiently close to the
airplane that do not penetrate the terrain caution
or warning envelopes are depicted by areas of
red, yellow or green dot patterns (Figure 16-181).
The color and dot density vary based on terrain
elevation relative to the airplane. Magenta
coloring is used to indicate areas where terrain
information is unavailable. The TAWS+ terrain
display overlay is available only on Present
Position Map and Arc formats. Additionally,
weather radar and terrain cannot be selected
simultaneously on the same display.
Figure 16-180. TAWS Buttons
Table 16-5. TAWS BUTTONS

SWITCH/
COLOR FUNCTION
ANNUNCIATOR
Pressing the switch disables
the TOO LOW FLAPS portion
of the TAWS+ Mode 4b alert
FLAP AMBER boundaries and also desensitizes Figure 16-181. TAWS Terrain Display
the Mode 2 envelope. The
annunciator illuminates when the
switch is pressed.
If terrain or obstacle data penetrates the caution
Illuminates to indicate the
TAWS+ Mode 5 glideslope or warning envelopes, then the corresponding
alert has been inhibited. While aural and visual alerts are generated. The terrain
the airplane is on the ground, display will not automatically pop up on the
this switch is used to initiate
the TAWS+ system selftest. displays however the TERR line select key will
The “ACTIVE” annunciator be highlighted with a cyan box. If the TERR
illuminates amber momentarily line select key is pressed, the terrain image will
when pressed and then
G/S AMBER
extinguishes when released.
appear automatically scaled at a 10nm range. This
However the glideslope alerting range cannot be changed as long as the TAWS+
will remain inhibited although cautions or warnings are still active.
the “ACTIVE” legend will
be extinguished. The inhibit
function is enabled below A feature called the Terrain Advisory Line (TAL)
2000ft AGL and disabled at is used to alert the pilot where the first aural call
30ft AGL or after climbing
above 2000ft AGL.
out will be heard if the current aircraft path is
Pressing the switch deselects
maintained. This appears as small amber arcs
all enhanced functions of between the aircraft present position and the
TERR AMBER the TAWS+ system. The terrain (Figure 16-182). Should the aircraft path
annunciator illuminates when be maintained or a climb not initiated, the first
the switch is pressed.
aural alert will occur when the aircraft position
arrives at the TAL arc.

16 AVIONICS
Figure 16-182. Terrain Advisory Line (TAL) Figure 16-183. Avoid Terrain Warning
Another TAWS+ feature uses a generic performance It contains a generic climb model only. This requires
model to alert the pilot in situations where the good situational awareness of the surrounding
terrain cannot be climbed over. Instead of the usual terrain to avoid getting into unrecoverable positions.
“PULL UP, PULL UP” callouts, the aural alert will The following annunciators, voice alerts, and voice
be “AVOID TERRAIN, AVOID TERRAIN”. This warnings are provided for the enhanced features of
indicates a maneuver other than a straight ahead the TAWS+ system.
climb is needed to clear the terrain. Using judgment
of the surrounding environment, this may involve a The following equipment is required to be opera-
climbing right or left turn. If the terrain display is tional for the proper functioning of the enhanced
selected, the “AVOID TERRAIN” area will contain features of the TAWS+ system:
a red and black checkerboard pattern to help further
decide which direction to turn (Figure 16-183). 1. TAWS+ Warning Computer
2. Heading from the No. 1 Compass System
It is important to note that this installation of the
TAWS+ system does not account for performance 3. GPS position
degradation or current climb capability of the aircraft. 4. Terrain and Airport Data Base
Table 16-6. TAWS+ CAUTIONS AND WARNINGS

MODE/FUNCTION AURAL CAUTION
Terrain,
Terrain,
Pull Up,
Pull Up
Or
Terrain Alerting Caution Terrain,
Obstacle,
and Display (TAD) Caution Terrain
Obstacle,
Or GND PROX Or PULL UP Pull Up,
Pull Up
Obstacle Alerting Caution Obstacle,
and Display Caution Obstacle Or
"Avoid
Obstacle"
Or
"Avoid Terrain"
Premature Descent
GND PROX Too Low, Terrain N/A N/A
Alerting (PDA)

16 AVIONICS
Should a failure of one of these items occur a The SKY899 TAS is an active system that
TERR and TERRAIN FAIL annunciator will operates as an aircraft-to-aircraft interrogation
appear on the AFD’s and the terrain / obstacle device. The system can interrogate up to 35
display will be removed (Figure 16-184). Once different aircraft transponders in a 35 nm radius
the accuracy of the enhanced features is reduced in the same way ground based radar interrogates
or has failed the TERR INHIB switch should be aircraft transponders. When the SKY899 receives
pushed to eliminate any misleading information. replies to its interrogations, it computes the
This causes the enhanced ground proximity responding aircraft’s range, relative bearing,
system to revert to a basic ground proximity relative altitude, and closure rate. The SKY899
warning system and use only the radio altimeter then predicts collision threats and plots the eight
for further callouts. most threatening aircraft locations.
The display of traffic can selected on the MFD by

pressing and holding the TFC line key for more
than 1 second or by navigating through the lower
format key (Figure 16-185). For IFIS installed
aircraft, TCAS is also available for display on
the PFD’s by using the TFC line key. However, if
TCAS is selected for display on the HSI format
this will limit the range to 50nm. The TCAS must
be deselected from the PFD or the PFD must be
placed in the ARC or MAP formats for the range
to extend beyond 50nm.
Figure 16-184. T
errain Fail and
TERR Annunciations
TRAFFIC COLLISION
AND AVOIDANCE
SYSTEM (TCAS I)
The L3 Communications SKYWATCH HP
Traffic Collision and Avoidance System (TCAS),
Model SKY899, is to be used for aiding visual
acquisition of conflicting traffic. The system
includes a transmitter-receiver computer (TRC),
and a directional antenna mounted on the top of
the fuselage. The installation receives pressure
altitude information from the pilot’s or copilot’s
encoding altimeter through the No. 1 or No. 2
transponder. The system also receives inputs
from the right weight-on-wheels switch, the
right landing gear downlock switch, and heading
input from the No. 1 compass. The system is
powered from the Left Generator Avionics Bus,
and is protected by a 5-amp circuit breaker,
placarded TCAS.

16 AVIONICS
Figure 16-186. Operating Mode Button
STBY. In flight, this switch is inactive and the

system is continuously ON due to inputs from
the squat switch.
Display Range Knob

The display range is controlled through the range
knob on the Display Control Panel (DCP).
Vertical Display Mode/Test

Button
This push-button is placarded TEST/ALT. On
the ground, pressing this button will initiate an
internal self-test. This test should be conducted
before the first flight of the day. When the TCAS
is turned ON, this button acts as a Vertical Display
Mode control, allowing the pilot to toggle the
display between ABOVE, BELOW, ABOVE/
Figure 16-185. TCAS I TEST BELOW and Normal.
The SKY899 will display the following features:

The SKY899 has the following controls:
Solid Yellow Circle
Operating Mode Button
This is the Traffic Advisory (TA) symbol that
This switch/light is placarded ON/STBY (Fig- depicts an intruder aircraft that may pose a colli-
ure 16-186). ON is illuminated when the system sion threat. This is accompanied by the aural alert
is in the operating mode. The switch/light will “TRAFFIC, TRAFFIC”. Additionally, the PFD
be blank when the system is in the standby will annunciate a flashing TRAFFIC below the
mode. On the ground, this switch can be used attitude indicator.
to change the operating mode between ON and

16 AVIONICS
Solid Cyan Diamond Normal Mode (blank)
This is the Proximate Traffic symbol that is gener- Displays traffic detected within ±2,700 feet of
ated when intruder traffic is detected within 6 nm your airplane.
and 1200 feet, but does not pose a threat.
Look-down Mode (BELOW)
Open Cyan Diamond Displays traffic detected within +2,700 feet to
This is the symbol for Other Traffic and is gener- –9,000 feet of your airplane.
ated to represent an intruder aircraft that has been
detected but it outside of the Proximate Traffic
boundary. Unrestricted Mode (ABOVE/BELOW)
Displays traffic detected within ±9,000 feet of
your airplane
Solid Yellow Semicircle
This is a Traffic Advisory (TA) symbol that is When the TCAS self-test is conducted, the fol-
generated when an intruder aircraft may pose a lowing test pattern will be displayed on the MFD:
collision threat but is out of the current display
range. • Traffic Advisory (solid yellow circle) will
appear at 9 o’clock, range 2 miles, 200 feet
below and climbing.
Vertical Trend Arrow
• Proximate Traffic (solid cyan diamond)
The vertical trend arrow appears to the right of will appear at 1 o’clock, range 3.6 miles,
the traffic symbol to indicate that the intruder air- 1000 feet below and descending.
craft is climbing or descending at a rate greater
than 500 fpm. The arrow will be pointing up or • Other Traffic (open cyan diamond) will
down as appropriate for the climb or descent. The appear at 11 o’clock, range 3. 6 miles,
vertical trend arrow will not be displayed for non- flying level 1000 feet above, and in level
altitude reporting aircraft. flight.
The SKY899 has the following automatic features:

Data Tag (Example +04)
A two-digit number representing the relative Using the right weight-on-wheels switch, the
altitude, in hundreds of feet, of the intruder aircraft system will automatically switch from the STBY
is shown above or below the traffic symbol. A mode to the ON mode in the 6 nm range and
positive data tag will be shown above the traffic ABOVE mode approximately 8 to 10 seconds
symbol representing that the intruder is located after takeoff.
above your aircraft. A negative data tag will be
shown below the traffic symbol representing that Using the right weight-on-wheels switch, the
the intruder is located below your aircraft. If the system will automatically switch from the ON
intruder is located at the same altitude as your mode to the STBY mode approximately 24
aircraft, 00 is displayed above the traffic symbol. seconds after landing.
Four altitude display modes are available: Using the radio altimeter, the system will inhibit
aural traffic alerts below 400 feet AGL to minimize
pilot distraction.
Look-up Mode (ABOVE)
Displays traffic detected within +9,000 feet to
–2,700 feet of your airplane.

16 AVIONICS
TRAFFIC COLLISION
AND AVOIDANCE
SYSTEM (TCAS II)
(OPTIONAL)
The Collins TCAS-4000 is a TCAS II system
designed to protect a volume of airspace around
the TCAS II-equipped airplane by warning the
pilot of the threat of other transponder equipped
airplanes penetrating that airspace. The system
interrogates Mode C and Mode S transponders
in nearby airplanes and analyzes their replies to
identify potential and predicted collision threats.
The system advises the pilot when to climb,
descend, or maintain altitude to avoid passing
too close to, or colliding with, the threat airplane.
When an intruder airplane is equipped with TCAS
II, the system coordinates avoidance maneuvers
with this airplane using data link capability of the
Mode S transponders.
If traffic gets within 25 to 45 seconds (depending on

altitude) of the projected Closest Point of Approach
(CPA), it is considered an intruder and a Traffic
Advisory (TA) is issued. This TA calls attention
to what may develop into a collision threat using
visual and aural alerts. The visual alert consists
of a solid yellow circle depicting the intruder on
the traffic map and a yellow flashing TRAFFIC
message on the PFDs. The aural alert consists of
the voice message, TRAFFIC, TRAFFIC. These
alerts promote mental and physical preparation for
a possible maneuver that may follow, and assists
the pilot in achieving visual acquisition of the
intruding aircraft (Figure 16-187).
If the intruder gets within 20 to 35 seconds Figure 16-187. TCAS II Test

(depending upon altitude) of the CPA, it is consid-
ered a threat, and a Resolution Advisory (RA) is
issued. This RA provides a recommended vertical MFD Displays and Controls
maneuver using modified instantaneous vertical
The TCAS Traffic Only Map may be selected by
speed indicators (IVSIs) and voice messages to
pressing the TFC line select key for more than
provide adequate vertical separation from the
1 second. The TCAS Traffic Only Map will be
threat aircraft (a Corrective RA) or prevents initia-
displayed in the 10 nm range. The range of the
tion of a maneuver that would place the TCAS II
display may be adjusted from 5 nm to 50 nm
aircraft in jeopardy (a Preventive RA). In addition
using the RANGE knob on the Display Control
to the voice messages, e.g. CLIMB, CLIMB, the
Panel (DCP). The TFC key may also be used to
threat aircraft is depicted as a solid red square on
select the TCAS Traffic Display on or off.
the Traffic Map, and a flashing red TRAFFIC mes-
sage is displayed on the PFDs.

16 AVIONICS
Once the Traffic Only Map has been selected
using the TFC key, the FORMAT key may be Table 16-7. TCAS MESSAGES
used to select the Plan Map, the Present Position If the Absolute Altitude Mode is selected
Map, or the TCAS Only Map. ABS INOP and the airplane is below 18,000 feet P.A.
this display is presented
Table 16-7 shows the messages that appear along If the Absolute Altitude Mode is selected
and the airplane is above 18,000 feet P.A.
the right side of the display when appropriate. ALT XXX this display will show airplane altitude
They are listed, as they would appear from top to in thousands and hundreds of feet.
bottom: Example: 23,000 feet = 230.
These messages indicate the operating
When the TCAS self-test is conducted, the altitude volume of the TCAS system.
These messages will be shown as ABOVE,
following test pattern will be displayed on the ABOVE BELOW, BELOW, or will be blank.
MFD. ABOVE/ The operating volume of each display is
BELOW as follows:
Traffic Advisory (solid yellow circle) will appear ABOVE = -2700 ft to +9900 ft
at 9 o’clock, range 2 miles, 200 feet below and BELOW = -9900 ft to +2700 ft
ABOVE/BELOW = -9900 ft to +9900 ft
climbing. Blank = -2700 ft to +2700 ft
This message indicates that the OTHER
Proximate Traffic (solid cyan diamond) will ± OFF TRAFFIC symbol has been selected off.
appear at 1 o’clock, range 3.6 miles, 1000 feet TFC This legend indicates that the TCAS II
below and descending. or system has been selected for display
TFC (cyan), or has been selected off (white).
Other Traffic (open cyan diamond) will appear at TCAS TEST This message indicates that the TCAS II is
11 o’clock, range 3. 6 miles, flying level 1000 feet or in the Test Mode. (Color is white if TCAS
above, and in level flight. TCAS TEST has not been selected.)
This message indicates that the Standby
Resolution Advisory Traffic (solid red square) TCAS OFF Mode of the TCAS system has been selected,
the standby mode of the transponder has
will appear at 3 o’clock, range 2 miles, 200 feet or been selected, or that the Mode C has been
above, and in level flight. TCAS OFF selected Off. (Color is white if TCAS display
has not been selected.)
This message indicates that the TA Only Mode
PFD Displays TA ONLY has been selected. It will always be displayed on
the ground. The message will change color from
or
For non-IFIS aircraft, the PFD does not display TA ONLY
cyan to yellow and flash when a TA is issued by
traffic unless in the reversionary mode. For IFIS the TCAS. (Color is white if TCAS display has not
been selected.)
aircraft the PFD can show traffic any time by
This message indicates a TCAS fault has
selecting the TFC line key. TCAS messages and TCAS FAIL been detected.
displays are provided just below the lower right
Two lines are provided for the first two
corner of the EADIs (Table 16-8). detected TAs or RAs without valid bearing
TA or RA
data. Each line of data will include the range
(with no of the intruder followed by the relative or
The following messages will be displayed on bearing data) absolute altitude, if available, and a rate-of-
the right side of the PFD opposite the third Line climb or descent direction arrow if applicable.
Select Key. They are identical to those shown on
the MFD. Table 16-8. TCAS II ANNUNCIATORS
• TCAS TEST (white) TRAFFIC This message will be yellow for a TA and
or red for an RA. It will flash approximately 6
• TCAS OFF (white) TRAFFIC times and then become steady.
• TA ONLY (white) TCAS FAIL

This message is identical to the one
shown on the MFD.
During a Resolution Advisory, red or red and

green bands will be displayed on the IVSIs . There
are two types of RAs; corrective and preventive.

16 AVIONICS
If a corrective RA is issued, red and green bands CLIMB and INCREASE CLIMB RAs are
will be displayed. The green band indicates the inhibited above 32,000 feet P.A.
rate-of-climb or descent required for the pilot
to obtain in response to the RA. The red bands When below approximately 1000 feet, the TCAS
indicate the rate-of-climb or descent required for II will automatically revert to the TA Only Mode.
the pilot to obtain in response to the RA. The red
bands indicate the rate-of-climb and descent the All RA and TA voice messages are inhibited
pilot is to avoid during the response to the RA. below 600 feet AGL while climbing and 400 feet
AGL while descending.
If a preventive RA is issued, normally only a single
red band will be displayed indicating the vertical DESCEND RAs are inhibited below 1200 feet
speeds to be avoided. If intruders exist above and AGL while climbing and below 1000 feet AGL
below the airplane, it is possible to have a green while descending.
band covering the lower rates-of-climb and/or
descent followed by two red bands indicating the INCREASE DESCENT RAs are inhibited below
higher rate-of-climb and descent to avoid. 1450 feet AGL.
During the TCAS self-test, the IVSIs will display

the following test pattern. Voice Messages
• A red band will extend from 0 fpm to the Table 16-9 shows the voice message that
bottom of the display. accompanies a TCAS II Traffic Advisory (TA).
• A green band will extend from 0 fpm to Table 16-9. TCAS II TRAFFIC ADVISORY
+300 fpm.
VOICE MESSAGE PILOT RESPONSE
• A red band will extend from +2000 fpm to
the top of the display. Gain visual contact with traffic.
Check the TCAS II display for
range and bearing of the traffic if
System Characteristics TRAFFIC, TRAFFIC necessary. assess the threat and
prepare to execute the evasive
Only the TA ONLY Mode is available during maneuver if a Resolution Advisory
is subsequently issued.
ground operations. The RA Mode is available
after takeoff above approximately 1150 feet.
The traffic Display may be overlaid on the radar Table 16-10 shows the voice messages that
or EGPWS display on the MFD. accompany TCAS II Resolution advisory
Traffic (RAs).
EGPWS and radar displays are not available on
the TCAS Traffic Only Map. Table 16-10. TCAS II RESOLUTION
ADVISORIES
EGPWS voice alerts have priority over TCAS
II voice messages. During such occasions, the VOICE MESSAGE PILOT RESPONSE
TCAS II will automatically switch to the TA Only Change vertical speed to
CLIMB, CLIMB, CLIMB 1500 fpm climbing, or as
Mode with no TCAS voice messages. (corrective) indicated by the green band
on the IVSI.
The TCAS II surveillance may not function at Same as previous except that
CLIMB, CROSSING CLIMB,
distances less than 900 feet. CLIMB, CROSSING CLIMB
this message indicates that
flight paths will cross at some
(corrective)
altitude.
CLIMB and INCREASE CLIMB RAs are
inhibited with flaps extended beyond the This follows a CLIMB voice
INCREASE CLIMB, message. The climbing vertical
Approach position. INCREASE CLIMB speed is typically increased to
(corrective) 2500 fpm as shown by the
green band on the IVSI.

16 AVIONICS
Table 16-10. T
CAS II RESOLUTION NOTES
ADVISORIES (Cont)
VOICE MESSAGE PILOT RESPONSE
ADJUST VERTICAL SPEED, Reduce climbing vertical speed
ADJUST (corrective) to that shown on the IVSI.
This follows a CLIMB voice

message. This message
DESCEND, DESCEND NOW indicates that a reversal of
(corrective) vertical speed from a climb
to a descent is needed to
provide adequate separation.
Change vertical speed to
DESCEND, DESCEND, 1500 feet descending, or as
DESCEND (corrective) indicated by the green band
on the IVSI.
DESCEND, CROSSING Same as previous except that
DESCEND, DESCEND, this message indicates that
CROSSING DESCEND flight paths will cross at some
(corrective) altitude.
This follows a DESCENT voice
message. The descending
INCREASE DESCENT,
vertical speed is typically
INCREASE DESCENT
increased to 2500 fpm as
(corrective)
shown by the green band on
the IVSI.
ADJUST VERTICAL SPEED, Reduce descending vertical
ADJUST (corrective) speed to that shown on the IVSI.
This follows a DESCEND
voice message. This message
CLIMB, CLIMB NOW indicates a reversal of vertical
(corrective) speed from a descent to a
climb is needed to provide
adequate separation.
Resume normal flight.
CLEAR OF CONFLICT Apparent conflict of airspace
has been resolved.
Be alert for approaching
MONITOR VERTICAL SPEED traffic. Ensure that the IVSI
(preventive) needle does not enter the
area of the red band.
Maintain present vertical
MAINTAIN VERTICAL SPEED speed and direction. Ensure
(preventive) that the IVSI needle does not
enter the area of the red band.
A flight path crossing
is predicted, but being
MAINTAIN VERTICAL monitored by the TCAS II.
SPEED, CROSSING, Maintain present vertical
MAINTAIN (preventive) speed and direction. Ensure
that the IVSI needle does not
enter the area of the red band.
Indicates a weakening of the
ADJUST VERTICAL SPEED, RA. This allows the pilot to
ADJUST (preventive) start returning to an assigned
altitude.

16 AVIONICS
INTENTIONALLY LEFT BLANK

16 AVIONICS
APPENDIX A—AVIONICS EQUIPMENT LOCATIONS
AFT AVIONICS:
AIR CELL SATELLITE PHONE
CVR
ELT
FSU
HF (AND HF SELCAL, IF INSTALLED)
TCAS I OR II
TRANSPONDER 1/2
UNIVERSAL WEATHER (COMM 3 AND CMU)
XM WEATHER
NOSE AVIONICS:
ADC 1 / 2
AHRS 1 / 2
COMM, NAV, DME: 1 / 2
EGPWS
GPS 1 / 2
IAPS
STANDBY BATTERY
WEATHER RADAR
Figure 16-188. Overview of Avionics Units

16 AVIONICS

16 AVIONICS
APPENDIX B—FLIGHT GUIDANCE MODES
MODE PFD ANNUNCIATION
(FGP MODE DEFINITION
BUTTON) ARMED ACTIVE
LATERAL MODES
Holds bank angle present at the time it is selected or holds existing heading if the
Roll Hold bank angle is 5o or less without reference to the heading bug. Default mode for the
N/A ROLL
FD flight director if no other modes are selected, if flight guidance is transferred or if
current lateral mode is deselected.
Holds the heading as selected by the Heading Bug. HDG is automatically selected
Heading Hold
N/A HDG when no other lateral mode is active and any other lateral or vertical mode is
HDG
selected.
FMS Lateral FMS FMS Tracks the active course generated by the selected FMS. A single-FMS installation
Navigation FMS1, FMS1, annunciates FMS. A dual-FMS installation annunciates FMS1 or FMS2, as
NAV FMS2 FMS2 appropriate.
VOR Lateral
VOR1, VOR1, Tracks the selected VOR course from the selected NAV radio with a VOR frequency
Navigation
VOR2 VOR2 tuned. Annunciates VOR1 or VOR2 as appropriate to the selected radio.
NAV
Localizer
Lateral LOC1, LOC1, Tracks the selected Localizer course from the selected NAV radio with a localizer
Navigation LOC2 LOC2 frequency tuned. Annunciates LOC1 or LOC2 as appropriate to the selected
NAV
FMS APPR FMS, APPR FMS, Tracks the active course generated by the selected FMS. A single-FMS installation
Approach APPR FMS1, APPR FMS1, annunciates FMS. A dual-FMS installation annunciates FMS1 or FMS2, as
APPR APPR FMS2 APPR FMS2 appropriate.
VOR
APPR VOR1, APPR VOR1, Tracks the selected VOR course from the selected NAV radio with a VOR frequency
Approach
APPR VOR2 APPR VOR2 tuned. Annunciates VOR1 or VOR2 as appropriate to the selected radio.
APPR
Localizer Tracks the selected Localizer course from the selected NAV radio with a localizer
APPR LOC1, APPR LOC1,
Approach frequency tuned and enables GS mode. Annunciates LOC1 or LOC2 as appropriate
APPR LOC2 APPR LOC2
APPR to the selected radio.
Go Around button on the left power lever pressed. Maintains the existing heading
Go Around N/A GA
with a 5o bank limit. Does not reference the heading bug.
Maintains the pitch present at the time the mode is selected. Default mode for the
Pitch Hold flight director if no other modes are selected, if flight guidance is transferred, or if
N/A PTCH
FD current vertical mode is deselected. Can be adjusted with the UP/DN Wheel or the
SYNC button.
Vertical Maintains the vertical speed present at the time the mode is selected. Can be
Speed Hold N/A VS 1500 adjusted with the UP/DN Wheel or the SYNC button. Selected vertical speed is
VS annunciated adjacent to VS.
Flight Level FMS Maintains the Indicated Airspeed at the time the mode is selected. Can
Change FMS1, FLC 160 be adjusted with the SPEED knob or the SYNC button. Selected speed is
FLC FMS2 annunciated adjacent to FLC.
Altitude Hold VOR1, Maintaining an altitude other than the Preselected or VNAV altitude. Maintains the
ALT
ALT VOR2 altitude present at the time the mode is selected. Can be adjusted with the SYNC button.
Preselect
ALTS ALTS Preselected altitude is being maintained or will be maintained (if armed).
Altitude Hold
The APPR LOC mode has been selected and the flight director will, or has,
Glide Slope
GS GS intercepted the localizer glide slope. This mode will not recognize any Preselected
APPR
or FMS generated altitudes.
Commands a +7° pitch attitude. Selected with the Go Around button on the left
Go Around N/A GA
power lever.

16 AVIONICS
MODE PFD ANNUNCIATION

(FGP MODE DEFINITION
BUTTON) ARMED ACTIVE
VNAV MODES
VNAV—Pitch
Pitch Hold Mode has been selected with VNAV enabled. Can be adjusted with the
Hold PTCH VPTCH
SYNC button. Armed mode exists if next leg does not have a VNAV path.
VNAV
VNAV—
Vertical Speed Hold Mode has been selected with VNAV enabled. Selected vertical
Vertical
N/A VVS 1500 speed is shown adjacent to VVS. Can be adjusted with the UP/DN Wheel or the
Speed Hold
SYNC button.
VS + VNAV
VNAV—Flight Flight Level Change Mode has been selected (or armed by the FMS during a VNAV
Level Change FLC VFLC 160 climb) with VNAV pressed. Selected speed is annunciated adjacent to VFLC. Can
FLC + VNAV be adjusted with the SPEED Knob or the SYNC button.
VNAV— Maintaining an altitude other than the Preselected or VNAV altitude. Maintains
Altitude Hold N/A VALT the altitude present at the time the mode is selected. Can be adjusted with the
ALT + VNAV SYNC button.
VNAV—
Preselected Preselected altitude is being maintained or will be maintained (if armed) with
ALTS VALTS
Altitude Hold VNAV enabled.
VNAV
VNAV—
FMS VNAV FMS VNAV altitude is being maintained or will be maintained with the altitude
ALTV VALTV
Altitude Hold preselector set at a different altitude.
VNAV
FMS has captured the manually or automatically generated descent angle to the
VNAV—PATH
PATH VPATH next waypoint. Aircraft must stay within lateral deviation limits (cross-track error or
VNAV
track angle error) to remain active.
VNAV—
The APPR Mode has been selected and the FMS generated VNAV Glide Path is, or
Glide Path GP VGP
will be, captured. Ignores the Preselected altitude or FMS altitudes.
APPR + VNAV

16 AVIONICS
APPENDIX C—AVIONICS ACRONYMS
A E
ACP—Audio Control Panel E-Chart—Electronic Charts
ADC—Air Data Computer E-Maps—Enhanced Maps
ADF—Automatic Direction Finder EDC—Engine Data Concentrator
ADI—Attitude Direction Indicator EFIS—Electronic Flight Instrument System
AFD—Adaptive Flight Display EGPWS—Enhanced Ground Proximity
AFCS—Automatic Flight Control Warning System
System EIS—Engine Indicating System
AHC—Attitude Heading Computer
AHRS—Attitude and Heading Reference F
System FD—Flight Director
AHS—Attitude Heading System FGC—Flight Guidance Computer
AM—Amplitude Modulation FGP—Flight Guidance Panel
AP—Autopilot FGS—Flight Guidance System
FMC—Flight Management Computer
B FMS—Flight Management System
BFO—Beat Frequency Oscillator FSA—File Server Application
FSU—File Server Unit
C
CCW—Counterclockwise G
CDU—Control Display Unit GCS—Ground Clutter Suppression
CMU—Communication Management Unit GPS—Global Positioning System
CPL—Couple GPWS—Ground Proximity Warning System
CVR—Cockpit Voice Recorder GWX—Graphical Weather
CW—Clockwise
H
D HF—High Frequency Radio
DBU—Database Unit
DCP—Display Control Panel
DCU—Data Concentrator Unit

16 AVIONICS
I Q
IAPS—Integrated Avionics Processor System
IEC—IAPS Environmental Controller R
IFIS—Integrated Flight Information System RA—Resolution Advisory
IMU—Inertial Measurement Unit RAT—Ram Air Temperature
IND—Indicators RIU—Radio Interface Unit
IOC—Input/Output Concentrator RSS—Radio Sensor System
RTU—Radio Tuning Unit
J
S
K SAT—Static Air Temperature
SELCAL—Selective Call
L SFDS—Secondary Flight Display System
LCD—Liquid Crystal Display
LSC/ISS—Low Speed Cue/Impending Stall T
Speed TA—Traffic Advisory
LSK—Line Select Keys TAWS—Terrain Awareness and Warning
LV—Lower Sideband Voice System
TCAS—Traffic Alert Collision Avoidance
M System
MCDU—Maintenance Control TFC—Traffic
Display Unit
MDC—Maintenance Diagnostic Computer U
MFD(1)—Multifunction Display USTB—Unstabilized (Weather Radar)
MFD(2)—Multi-Function Display UV—Upper Sideband Voice
MFD(3)—Multifunctional Flight Display
V
N
NDB—Non-Directional Beacon W
O X
P Y
PA—Passenger Address
PFD—Primary Flight Display
Z
PTT—Press-to-Talk

16 AVIONICS
QUESTIONS
1. The airplane attitude is displayed on the 6. The MFD provides the pilot with ______
_____________ during normal operation. information in the normal operating mode.
A. Pilot’s MFD A. Airspeed
B. Pilot’s CDU B. ADI
C. Copilot’s MFD C. Decision height
D. Pilot’s PFD D. Engine parameter
2. If one of the AFDs becomes unusable due 7. The display control panel is located
to a failure, the same display can be moved ______________________.
to a different display unit by using the
A. Between the PFD and MFD.
reversion controls, which are located on the
______________________. B. Above the PFD and MFD.
C. On the left side of the pilot’s instrument
A. EFIS control panel.
panel.
B. AFCS control panel.
D. Next to the CDU.
C. Reversionary control panel.
D. Audio control panel. 8. During normal operation, decision height
can be seen on the ______________.
3. Selection and deselection of a flight
A. MFD.
guidance mode is accomplished by pressing
the appropriate mode select switch on the B. PFD.
______________________. C. CDU.
A. Flight guidance panel. D. Standby unit.
B. Autopilot control panel.
9. In the event of failure of either the PFD
C. Display control panel.
or MFD, after selecting the appropriate
D. Mode select panel (MSP). position of the Pilot Display switch,
the engine information system (EIS)
4. The following is not a lateral mode of the indications are:
flight guidance system:
A. Displayed at the top of the remaining
A. Roll mode display unit
B. Flight level change (FLC) B. Displayed at the bottom of the
C. Lateral navigation remaining display unit
D. Localizer Back Course (LOC/BC) C. Not displayed on the remaining unit
D. Moved to the standby unit
5. Selections of VHF radio functions are all
completed through the audio control panel,
with the exception of _________________.
A. Frequency selection.
B. Audio level.
C. Reception mode.
D. Transmission mode.

16 AVIONICS
10. Initialization of FMS present position is 15. Pressing the TERR INHIB button:
accomplished by:
A. Deselects enhanced functions of the
A. Navigating to the flight plan page and EGPWS/TAWS+ system
pressing PPOS B. Deselects the radio altimeter to prevent
B. Entering FMS position on the LEGS nuisance alerts
page C. Must be accomplished when the FMS
C. Navigating to the POS INIT page and database is out of date
choosing the most accurate position D. Cancels all ground proximity system
D. The FMS automatically and never call-outs
requires pilot input.
16. What is the correct switch and position for
11. The output of the No. 1 AHRS provides a copilot’s (#2, right) ADC failure?
pitch, roll, and heading display on the
A. Press the pilot’s ADC reversion button
_____________.
B. Press the copilot’s AHS reversion
A. PFD. button
B. EID. C. Press the pilot’s AHS reversion button
C. ND. D. The ADC switch moved to #1 ADC
D. MFD. position
12. Control of weather radar functions 17. For VNAV to operate correctly:
is accomplished through the
A. An altitude must be entered on the
______________.
flight plan page
A. Weather radar control panel. B. The Preselect Altitude display must be
B. MFD control panel. turned off
C. PFD control panel. C. The Preselect Altitude must be set at or
D. Display control panel. beyond VNAV altitude
D. The NAV button on the flight guidance
13. For TCAS traffic symbol displays, which panel must be used
of the following indicates a Resolution
Advisory (RA)? 18. A Wide Area Augmentation System
(WAAS) capable FMS is required before
A. The open cyan diamond
descending to which minimum?
B. The solid red square
A. LPV
C. The solid yellow circle
B. LNAV/VNAV
D. The solid cyan diamond
C. LNAV
14. The weather radar provides the following D. GLS
information to the pilot:
A. Cloud buildup
B. Precipitation intensity
C. Clear Air Turbulence
D. All the above

16 AVIONICS
CHAPTER 16A
WIDE AREA AUGMENTATION SYSTEM (WAAS)
CONTENTS
Page
INTRODUCTION.............................................................................................................. 16A-1
GENERAL.......................................................................................................................... 16A-1
OPERATION...................................................................................................................... 16A-3
Integrity....................................................................................................................... 16A-3
Departures................................................................................................................... 16A-3
Enroute........................................................................................................................ 16A-3
Arrivals........................................................................................................................ 16A-4
Approaches.................................................................................................................. 16A-4
Degraded SBAS Integrity During LPV Approach...................................................... 16A-8
Missed Approach......................................................................................................... 16A-9
Lateral Guidance......................................................................................................... 16A-9
FMS QUICK REFERENCE ............................................................................................ 16A-11
Select SBAS Provider................................................................................................ 16A-11
Load LPV Approach.................................................................................................. 16A-11
Failure of SBAS During LPV Approach................................................................... 16A-12
Failure of SBAS During LNAV/VNAV Approach.................................................... 16A-14
Load LNAV/VNAV Approach with WAAS (RARE)................................................ 16A-15
Load Non-GPS Approach.......................................................................................... 16A-15
Navigation Integrity.................................................................................................. 16A-16
Raim Prediction......................................................................................................... 16A-16
ROCKWELL COLLINS FMS DIFFERENCES.............................................................. 16A-17
QUESTIONS.................................................................................................................... 16A-18
Revision 0.3 FOR TRAINING PURPOSES ONLY 16A-i

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16A-1 Worldwide SBAS Providers............................................................................. 16A-2

16A-2 SBAS Service Providers................................................................................... 16A-4
16A-3 Check SBAS Provider...................................................................................... 16A-4
16A-4 Approach Loading............................................................................................ 16A-5
16A-5 Approach Selection.......................................................................................... 16A-5
16A-6 Arrival Data...................................................................................................... 16A-6
16A-7 NON-WGS-84 Airport..................................................................................... 16A-6
16A-8 WAAS Channel Number.................................................................................. 16A-6
16A-9 PFD Annunciations LPV Approach................................................................. 16A-7
16A-10 Course To Final Approach Message................................................................. 16A-7
16A-11 SBAS Failure Messages................................................................................... 16A-8
16A-12 VNAV Flag....................................................................................................... 16A-8
16A-13 Changing VNAV Guidance.............................................................................. 16A-9
16A-14 PFD Annunciations LPV Approach................................................................. 16A-9
16A-15 Loss of Nonprecision Approach RAIM........................................................... 16A-9
16A-16 Rockwell Collins WAAS FMS (Version 4.0)................................................. 16A-10
16A-17 Select SBAS Provider.................................................................................... 16A-11
16A-18 LPV Approach................................................................................................ 16A-11
16A-19 Failure of SBAS During LPV Approach........................................................ 16A-12
16A-20 Load LNAV/VNAV or LNAV Approach........................................................ 16A-14
16A-21 RAIM Failure after SBAS Failure................................................................. 16A-14
16A-22 LNAV/VNAV Approach with WAAS............................................................ 16A-15
16A-23 Load Non-GPS Approach.............................................................................. 16A-16
16A-24 Navigation Integrity....................................................................................... 16A-16
16A-25 RAIM Prediction............................................................................................ 16A-17
Revision 0.3 FOR TRAINING PURPOSES ONLY 16A-iii

16 AVIONICS
TABLES
Table Title Page
16A-1 Loss of Integrity.....................................................................................................16A-3

16A-2 Non-WAAS/WAAS Differences..........................................................................16A-17
16A-iv FOR TRAINING PURPOSES ONLY Revision 0.3

16 AVIONICS
CHAPTER 16
WIDE AREA AUGMENTATION
SYSTEM (WAAS)
INTRODUCTION
For the standard GPS system to provide lower minimums on an approach the GPS signal needed
to be corrected. The correction was primarily needed to increase the accuracy of vertical naviga-
tion but lateral navigation was also improved.
GENERAL
Two forms of correction have been implemented message back to the aircraft using VHF radios.
to achieve this goal: Ground-based Augmentation The special equipment requirements for this
Systems (GBAS) and Satellite-based system have limited its implementation to a small
Augmentation Systems (SBAS). GBAS uses number of airports and operators [the FAA has
towers in the vicinity of an airport that correct termed this as a Local Area Augmentation System
the GPS signal locally and send the correction (LAAS)].
Revision 0.3 FOR TRAINING PURPOSES ONLY 16A-1

16 AVIONICS
SBAS is much more widely implemented. In the equipped aircraft. This FMS is used with a SBAS
US, over 2,000 runway ends are served by SBAS capable receiver labeled GPS-4000S. The FMS
approaches. The FAA has termed this as a Wide uses the corrected signal to create appropriate
Area Augmentation System (WAAS) because it vertical and lateral navigation displays during all
does not rely on airport specific towers to correct phases of flight to include WAAS approaches.
the signal and send the correction message. SBAS and other software/ equipment upgrades
Instead, it uses data from stations throughout are included with FMS v4.0 and this addendum
North America and a correction signal from geo- will highlight the most critical. Refer to the
stationary satellites. SBAS approved units are appropriate Collins FMS user guide, AFM or
able to receive correction messages from these AFM supplement for a more complete listing of
satellites and create a very accurate vertical and limitations.
lateral navigation unit. (See gps.faa.gov and the
Aeronautical Information Manual (AIM) for The FMS v4.0 upgrade includes a new Flight
more information). Management Computer (FMC) and processor. This
allows for the increased rate of error checking and
Other countries will label SBAS differently when position updates that occur during WAAS flight
it is implemented as shown in Figure 16A-1. and approaches. Additionally, updating the FMS
database should be faster through the DBU-5000
The Rockwell Collins FMS version 4.0 is the since the communication speed has increased.
unit needed to use the SBAS system in Collins
EGNOS MSAS
WAAS
GAGAN
Figure 16A-1. Worldwide SBAS Providers
16A-2 FOR TRAINING PURPOSES ONLY Revision 0.3

16 AVIONICS
OPERATION The aircraft position will not be as accurate but is
still well within the boundaries of standard RNAV
operations. If the RAIM error gets too large, the
INTEGRITY FMS will post the “LOSS OF INTEGRITY” mes-
sage as previously discussed.
WAAS geo-stationary satellites provide integrity
messages for the FMS v4.0. When the FMS
detects a navigational problem “LOSS OF DEPARTURES
INTEGRITY” will show on the CDU and MFD.
The PFD will also show an “LOI” or “LOI During RNAV departures CDI deflection
TERM” message depending on the phase of flight values will match the navigational performance
(see Table 16A-1). requirements of the procedure. US RNAV
departures and Europe P-RNAV departures are
labeled RNAV 1 and the CDI will be ± 1nm for
Table 16A-1. LOSS OF INTEGRITY the entire procedure. This will be annunciated as
TERMINAL ENROUTE “TERM” on the PFD.
(WITHIN 31NM OF (OUTSIDE OF 31NM
ORIGIN AIRPORT OF ORIGIN AND CDI deflection values will change according to
OR ON A RNAV NOT ON A RNAV the following:
DEPARTURE) DEPARTURE)
• ±
1 nm: On a departure procedure OR
within 31nm of an airport
CDU
• ± 2 nm: Outside of 31nm from an airport
AND not on a departure
PFD ENROUTE
During the enroute phase of flight CDI deflection
values will be ± 2nm unless on a RNAV departure
or RNAV arrival. If those procedures are active
the CDI deflection will be ± 1nm as discussed
MFD earlier.
US RNAV airways labeled “Q” and “T”-routes

are labeled as RNAV 2 procedures. Once the
RNAV departure is finished, the CDI deflection
When the “LOSS OF INTEGRITY” message will be ± 2nm on these airways and remain that
is active the FMS must not be used as way until joining an RNAV arrival or arriving
primary navigation. within a 31nm ring around the destination
airport. Europe B-RNAV routes are labeled as
If only the WAAS signal is degraded but the GPS RNAV 5 procedures but the CDI will remain at
signal is unaffected (for instance, a loss of geo- ± 2nm as discussed.
stationary satellites or being outside of WAAS
ground station coverage) no messages will The PFD will not show an annunciator when in
appear for non-SBAS procedures since they do the enroute scale.
not require WAAS. The FMS will automatically
begin using what is called Receiver Autonomous When the aircraft is beyond ground-based navaid
Integrity Monitoring (RAIM). RAIM is the error services volumes, CDI deflection will change.
checking technique used by all non-SBAS units Deflection values will be ±4nm and the label
or in SBAS units after SBAS has failed. “OCEANIC” will annunciate on the PFD. This
will continue until the aircraft is back inside navaid
service volumes and the enroute or terminal mode
is automatically reselected, as appropriate.

16 AVIONICS
ARRIVALS
During RNAV arrivals CDI deflection values will
match the navigational performance requirements
of the procedure. US RNAV arrivals and Europe
P-RNAV arrivals are labeled RNAV 1 and the
CDI will be ± 1nm for the entire procedure. This
will be annunciated as “TERM” on the PFD.
Navigational integrity and messages on the CDU,

PFD, and MFD are the same as discussed in the
Departures section.
APPROACHES
The most significant changes for the Collins
FMS v4.0 will be in the approach phase of flight.
The FMS is now capable of flying RNAV (GPS)
or RNAV (GNSS) approaches to the Localizer
Performance with Vertical (LPV) guidance
minimums. If airport marking and approach
lighting standards are met, some LPV DA
minimums can be 200 feet above the
runway surface. However, LPV approaches are

part of the group labeled Approaches with Ver-
tical Guidance (APV) and are not considered Figure 16A-2. SBAS Service Providers
Precision approaches.
Enabling an SBAS provider will allow the FMS
SBAS Provider to use it should the aircraft fly into that region of
the world.
The appropriate SBAS providers are chosen on
the “SBAS SERVICE PROVIDERS” CDU page.
As each area develops LPV minimum approaches,
This can be found on the GNSS Control page
the FMS database will contain the required SBAS
under the main index [IDX]. The GNSS control
provider for that approach (only one SBAS provider
page will show how many are enabled as shown
is actively used by the FMS at any one time). If the
on the Figure 16A-2.
appropriate SBAS provider is not enabled once the
approach is loaded, a “CHK SBAS SVC PRVDR”
Each provider on the SBAS Service Providers
message will appear on the CDU when within the
page can be manually enabled or disabled by
terminal area (Figure 16A-3). The approach cannot
pressing the appropriate left line select key. The
be continued to LPV minimums until the required
following providers are on this page:
provider is enabled. The approach can still be flown
1. Wide Area Augmentation System to LNAV/VNAV or LNAV minimums since these
(WAAS) for the US; do not require SBAS.
2. European Geostationary Navigational
Overlay System (EGNOS) for Europe;
3. MTSAT Satellite based Augmentation
System (MSAS) for Japan; and
4. GPS-Aided GEO Augmented Navigation Figure 16A-3. Check SBAS Provider
(GAGAN) for India.

16 AVIONICS
The SBAS Service Providers page does not have a
default selection and once the appropriate SBAS
is enabled it will remain that way for every flight.
Loading the Approach

The DEP/ARR key is used to load a SBAS
approach. The instrument approach listing is
labeled “APPROACHES” and the visuals are
labeled “RUNWAYS” (Figure 16A-4). The FMS
is able to load multiple named approaches such as
the RNAV (GPS) Y 10L and RNAV (GPS) Z 10L
as shown in the figure.
Pressing next to the desired approach will turn

the label green and display available transitions
(Figure 16A-5). The VECTORS option is always
chosen by default and will initially display in
green. Selecting another transition will turn its
label green and change VECTORS to white.
Additionally, VNAV guidance for the selected

approach and the required SBAS provider (if
appropriate) will display at the 5R key. In the
example, “WAAS LPV” indicates the US WAAS
system is required and the approach will use LPV Figure 16A-4. Approach Loading
vertical guidance. It must be understood that
this label does not indicate the actual navigation
integrity available but is only database information.
Pressing the Execute key will load the approach

into the active flight plan. Colors for the selected
approach are the same before and after the execute
key is pressed.
Arrival Data Page

The ARR DATA line select key is a shortcut to the
Active Arrival Data page. This page can also be
accessed from the main index [IDX] (Figure 16A-6).
For non-SBAS approaches this page is only

informational and not required to be viewed. For
SBAS approaches it provides information for the
approach and is the only page where the pilot can
change approach VNAV guidance: LPV or BARO
(discussed later in this section).
The following paragraphs provide a brief

description of the Arrival Data page. The GNSS
label indicates whether the approach can be flown
as a GPS overlay.If NO, ground-based navaids that Figure 16A-5. Approach Selection

16 AVIONICS
The Channel number will only display on approaches

with SBAS guidance. This number is a unique
identifier for that approach and can be referenced
from the approach chart. Every SBAS approach will
have a Channel number assigned (Figure 16A-8).
(Used with permission from Jeppesen.)
Figure 16A-8. WAAS Channel Number
The Required Provider label is derived from the

FMS database and indicates which SBAS pro-
vider must be enabled as discussed earlier in
this section.
Figure 16A-6. Arrival Data
Approach VNAV Selection
define the approach must be tuned, in view during
the approach, and must be used as final authority Before discussing approaches it is necessary to
to determine whether to continue or execute a review Collins vertical navigation.
missed approach. If YES, the procedure may be
flown using only the FMS. The World Geodetic Non-SBAS FMS units accomplish VNAV by
System (WGS-84) will indicate if the airport is using barometric inputs (“baro-VNAV”) from
referenced to standard GNSS coordinates. If the the altimeter system. This is used during enroute
WGS-84 label is NO, the FMS must not be used and terminal operations. It is also used on LNAV/
as primary navigation or reference navigation VNAV approaches to DA minimums. Baro-VNAV,
when it is using GPS. The location of fixes and however, is only as accurate as the altimeter
airports could be very different than their actual system on board the aircraft and is affected by
positions. If an approach is loaded at an airport not normal barometric errors (temperatures colder
referenced to WGS-84, a CDU message “NON- and hotter than ISA, inappropriate barometric
WGS-84 AIRPORT” will indicate the need to rely settings, etc.)
on ground based navigation (Figure 16A-7).
SBAS FMS’s will use two forms of VNAV;
Baro-VNAV and GPS altitude VNAV (LPV
VNAV). Baro-VNAV will be used for select
procedures where highly accurate vertical navi-
Figure 16A-7. NON-WGS-84 Airport gation is not required. GPS altitude VNAV will

16 AVIONICS
be used where highly accurate vertical naviga- to the FAF is within 45 degrees of the inbound
tion is required. GPS altitude VNAV does not course, “LPV APPR” will annunciate in green
rely on altimeter indications and is not affected on the PFD (Figure 16A-9). The FACF is the
by altimeter errors because it is created by the fix immediately prior to the FAF. The change
SBAS signal. This vertical navigation is similar from LPV TERM to LPV APPR occurs at the
to an ILS glideslope because it is unaffected by FACF because the aircraft will transition from
temperatures or inappropriate barometric set- baro-VNAV to LPV VNAV. Baro-VNAV will be
tings. SBAS FMS units will use baro-VNAV affected by the surrounding temperature and the
for enroute procedures, terminal procedures and two glidepaths may not coincide. The glidepath
non-LPV approaches. GPS altitude VNAV will indicator (“snowflake”) may appear to move
only be used for LPV approaches. suddenly when transitioning from baro-VNAV
to LPV VNAV and more time is needed to be
established on glidepath before crossing the Final
Flying the LPV Approach Approach Fix (FAF). If VNAV is already selected
Once an LPV approach is loaded in the CDU on the flight guidance panel the aircraft will
the integrity of SBAS is monitored continuously. smoothly increase or decrease the rate of descent
Within 31nm of the destination airport “LPV as required to center the new LPV glidepath.
TERM” will annunciate in white on the PFD
(Figure 16A-9). During this phase of flight CDI Once LPV APPR is annunciated, lateral and
deflection will be ± 1nm. Baro-VNAV will be vertical guidance is angular and will get more
used with a Vertical Deviation Indicator (VDI) and more sensitive to course deviations during
deflection of ± 500 ft. the approach descent. (This is similar to ILS and
glideslope guidance). Lateral CDI deflections
start at ± 1nm and will decrease to approximately
± 350 ft at the runway end. Vertical VDI
deflections start at ± 500 ft and will decrease to
the appropriate scale needed for that approach.
The amber message “CRS TO FAF>45 DEG”

will appear on the CDU if a “Direct-to” the FAF
creates a leg more than 45 degrees to the inbound
(Figure 16A-10). Sequencing to LPV APPR will
be delayed until the “Direct-to” leg is fixed.
Figure 16A-10. C
ourse To Final
Approach Message
Descent on the LPV approach is accomplished

using the APPR and VNAV modes on the flight
Figure 16A-9. P
FD Annunciations guidance panel. FMS APPR and VGP will be
LPV Approach annunciated on the PFD.
When the aircraft is past the Final Approach Missed approach operations are the same as
Course Fix (FACF), the SBAS integrity is non-LPV approaches.
appropriate for the approach, and the course leg

16 AVIONICS
DEGRADED SBAS INTEGRITY 16A-12). Further descent can only be accomplished

DURING LPV APPROACH using non-VNAV modes (e.g., VS, FLC).
The following messages will appear any time SBAS

integrity degrades during an LPV approach. “LPV
NOT AVAILABLE” will display on the CDU
and, if applicable, “USE LNAV MINIMUM” will
display on the CDU and MFD (Figure 16A-11).
Additionally, the PFD will display a flashing amber
“MSG” indicating the CDU has an active message.
Figure 16A-12. VNAV Flag
Prior to the FAF

Prior to the FAF, baro-VNAV can be manually
selected to recover vertical guidance after the
LPV VNAV has failed. VNAV will then be
available to continue to LNAV/VNAV minimums
or LNAV minimums, as appropriate. This is
accomplished on the Active Arrival Data page
by pressing DEP/ARR and choosing ARR DATA
Figure 16A-11. SBAS Failure Messages (Figure 16A-13). Pressing the APPR VNAV GP
will select between GPS altitude VNAV (LPV)
and baro-VNAV (BARO).
“LPV NOT AVAILABLE” indicates SBAS
integrity is not sufficient for the LPV approach. Once BARO is selected the change in VNAV
Similar to an ILS with glideslope failure, a must be executed. VNAV will return and
decision can be made to continue the approach but the approach can continue to LNAV/VNAV
descending only to the published LNAV minimum, minimums or LNAV minimums. It is critical to
or executing a missed approach. understand that LPV minimums are not to be
flown during this operation.
“USE LNAV MINIMUM” will appear only if the
approach has an LNAV minimum published. For PFD annunciations will display “TERM” and
approaches that do not have LNAV minimums “GPS APPR” instead of “LPV TERM” and
published, an “APPR NOT AVAILABLE” message “LPV APPR” (Figure 16A-14). Additionally,
will appear and a missed approach must be flown. “LPV NOT AVAILABLE” and “USE LNAV
If the label “LPV APPR” was already present on MINIMUM” messages will be removed from the
the PFD, this label will remain even though the displays and the CDU message page.
integrity is degraded. The amber messages must be
acknowledged and the appropriate changes made to After the FAF
the approach briefing.
If SBAS guidance fails after the FAF, the
With SBAS integrity degraded, the vertical devia- descent may be continued to the LNAV mini-
tion indicator will be removed when inside the FACF mum or a missed approach can be flown. If a
and a red “VNV” label will appear indicating the loss descent is continued it can only be done using
of vertical integrity. Active VNAV modes will be VS, FLC, or PTCH mode since baro-VNAV is
removed (will change to VPTCH) and armed VNAV not selectable at this point and VNAV deviation
modes will be lined out as seen in the figure (Figure will be flagged inoperative.

16 AVIONICS
Figure 16A-14. PFD Annunciations
LPV Approach
LATERAL GUIDANCE
SBAS corrections for lateral guidance will be used on
all GPS approaches. If SBAS lateral integrity fails or
the aircraft is outside SBAS coverage, the FMS will
automatically begin using RAIM as discussed earlier.
Should RAIM fail “NO NPA RAIM” will annunciate

on the CDU when inside the 31nm terminal area with
an approach loaded (NPA =Nonprecision Approach).
The FMS must not be used as primary navigation
with this message active (Figure 16A-15). Addition-
ally, if a “LOSS OF INTEGRITY” message posts at
any time before or during an approach the approach
must be abandoned and the FMS must no longer be
used as primary navigation.
Figure 16A-13. Changing VNAV Guidance
MISSED APPROACH
Pressing the go-around button will allow the FMS
to sequence to missed approach fixes after reach-
ing the missed approach point. Lateral guidance
will remain in approach mode while on final and
then sequence to terminal mode, as appropri-
ate, when past the missed approach point. PFD
annunciations will change to “TERM” to indicate
when the CDI scale has changed.
Figure 16A-15. L
oss of Nonprecision
Approach RAIM

16 AVIONICS
Figure 16A-16. Rockwell Collins WAAS FMS (Version 4.0)

16 AVIONICS
FMS QUICK If appropriate provider is not chosen, a “CHK
SBAS SVC PRVDR” message will appear on
REFERENCE the CDU message line when loading an LPV
approach.
SELECT SBAS PROVIDER If no SBAS providers are chosen, the FMS will
Choose the appropriate SBAS provider for world not use augmented signals.
region (Figure 16A-16):
WAAS = North America LOAD LPV APPROACH
EGNOS = Europe Procedures for loading an LPV approach are the
same as loading a non-LPV approach (Figure
GAGAN = India 16A-18, Sheet 1 of 2).
MSAS = Japan 1. Confirm desired airport is in ORIGIN or
1. Press IDX GNSS Control DESTination on the active flight plan page
2. Choose SELECT SBAS (R5) 2. Choose an APPRoach, and the desired
transition (VECTOR is always default)
3. Press left line select key to Enable the
desired provider 3. “WAAS LPV” is displayed at R5
a. In Europe, “EGNOS LPV”
b. In Japan, “MSAS LPV”
c. This label only indicates the selected
approach has an LPV minimum pub-
lished. It is NOT real-time display of
system capability.
4. Verify LEGS page or MFD MAP to
ensure proper information
5. EXECute after confirmation
Figure 16A-18. LPV Approach (Sheet 1 of 2)
The PFD will display “LPV TERM” in white

when within 31nm of the desired airport (Figure
Figure 16A-17. Select SBAS Provider 16A-18, Sheet 2 of 2). The PFD will display
“LPV APPR” in green after passing the Final
Approach Course Fix (FACF) if the SBAS system
is operational.

16 AVIONICS
Figure 16A-18. LPV Approach (Sheet 2 of 2)
Baro-VNAV is used up until LPV APPR is

annunciated at which time GPS corrected VNAV
(LPV VNAV) will be used for the remainder of the
approach. A slight jump in the vertical deviation
indicator may be noticeable during this transition.
Baro-VNAV temperature restrictions do NOT

apply to LPV VNAV.
FAILURE OF SBAS DURING

LPV APPROACH
Figure 16A-19. F
ailure of SBAS During LPV
The following procedures assume only the Approach (Sheet 1 of 3)
SBAS system has failed. The GPS system is still
operating normally.
Prior to FAF
RAIM prediction and RAIM checking will 1. These messages will appear on the CDU:
automatically be used by the FMS as in non- a. “LPV NOT AVAILABLE”
SBAS units. b. Also, if LNAV minimums are pub-
lished “USE LNAV MINIMUM”
If the whole GPS system fails then a non-GPS
approach would have to be flown as per AFM or 2. If LNAV minimums are published, this
AFM supplement guidance (Figure 16A-19, Sheet message will appear on the MFD:
1 of 3). Inside 31nm to airport but prior to FAF: a. “USE LNAV MINIMUM”
3. An amber MSG will flash on the PFD
4. The VNAV deviation will have a red VNV
flag with the deviation indicator removed

16 AVIONICS
5. Aircraft can be descended with non- Inside the FAF
VNAV (VS, FLC, etc.) modes to the
LNAV minimum 1. These messages will appear on the CDU:
a. “LPV NOT AVAILABLE”
OR b. Also, if LNAV minimums are pub-
5. Aircraft can be descended using VNAV lished “USE LNAV MINIMUM”
with manual selections (Figure 16A-19, 2. If LNAV minimums are published, this
Sheet 2 of 3): message will appear on the MFD:
a. Press DEP / ARR ARR DATA or Press a. “USE LNAV MINIMUM”
IDX page 2 ARR DATA
b. Choose BARO (L4) as the APPR 3. An amber MSG will flash on the PFD
VNAV GP (Figure 16A-19, Sheet 3 of 3)
c. EXECute VNAV change
d. Verify VNAV indications have returned 4. The VNAV deviation will have a red VNV
on the PFD flag with the deviation indicator removed
e. Use baro-VNAV to descend to appropri- 5. Depending on aircraft altitude, aircraft
ate minimums (LNAV/VNAV or LNAV) may be descended with non-VNAV (VS,
FLC, etc.) modes to the LNAV minimum
OR
5. Execute published missed approach
Figure 16A-19. F
ailure of SBAS During LPV
Approach (Sheet 3 of 3)
Figure 16A-19. F
ailure of SBAS During LPV Selections back to baro-VNAV guidance are NOT
Approach (Sheet 2 of 3) allowed inside the FAF.
The PFD will display “TERM” in white when

within 31nm of the desired airport.
The PFD will display “GPS APPR” in green when
within 2nm of the FAF.

16 AVIONICS
Load LNAV/VNAV or LNAV Approach The PFD will display “TERM” in white when
1. Confirm desired airport is in ORIGIN or
DESTination on the active flight plan page The PFD will display “GPS APPR” in green when
2. Choose an APPRoach, and the desired within 2nm of the FAF.
Baro-VNAV is used for the entire procedure.
3. “GNSS BARO” is displayed at R5
(Figure 16A-20) Baro-VNAV temperature restrictions apply to
a. This label only indicates the LNAV/VNAV minimums.
selected approach will be using
baro-VNAV. It is NOT real-time
display of system capability. FAILURE OF SBAS DURING
LNAV/VNAV APPROACH
ensure proper information No messages will appear if the SBAS signal
fails during an LNAV/VNAV or LNAV approach
5. EXECute after confirmation provided the navigation integrity from the GPS
remains within limits.
RAIM prediction and RAIM checking will
automatically be used by the FMS as in non-
SBAS units.
Inside 31nm to airport (Figure 16A-21):
1. If RAIM is insufficient for the approach

this message will appear on the CDU
a. “NO NPA RAIM”
2. An amber MSG will flash on the PFD
3. Accomplish a non-GPS approach as per
AFM or AFM supplement
Figure 16A-21. RAIM Failure after

SBAS Failure
Figure 16A-20. Load LNAV/VNAV
or LNAV Approach

16 AVIONICS
LOAD LNAV/VNAV APPROACH SBAS VNAV. It is NOT real-time
WITH WAAS (RARE) display of system capability.
The following images and information are avail- 4. Verify LEGS page or MFD MAP to
able in the Collins FMS but no procedures have ensure proper information
been designed, as of this printing, by the FAA. 5. EXECute after confirmation
1. Confirm desired airport is in ORIGIN or The FMS will use any available SBAS provider
DESTination on the active flight plan page for lateral navigation.
2. Choose an APPRoach, and the desired
transition (VECTOR is always default) The PFD will display “L/V TERM” in white when
3. “SBAS L/V” is displayed at R5
(Figure 16A-22) The PFD will display “L/V APPR” in green when
a. This label only indicates the within 2nm of the FAF.
selected approach will be using
The FMS will use baro-VNAV until the FACF
and then transition to SBAS VNAV just like LPV
approaches.
Baro-VNAV temperature restrictions do not apply

when using SBAS VNAV. For failure of SBAS
integrity, see the LPV approach section.
LOAD NON-GPS APPROACH

1. Confirm desired airport is in ORIGIN or
DESTination on the active flight plan page
2. Choose an APPRoach, and the desired
3. “BARO” is displayed at R5 (Figure 16A-23)
a. This label only indicates the selected
approach will be using baro-VNAV.
It is NOT real-time display of system
capability.
ensure proper information
5. EXECute after confirmation
A “NO APPR” label will appear on the PFD.
An “APPR FOR REF ONLY” will appear on the

CDU.
Verify AFM or AFM supplement limitations for

navigation guidance requirements.
Figure 16A-22. LNAV/VNAV

Approach with WAAS

16 AVIONICS
Figure 16A-23. Load Non-GPS Approach
NAVIGATION INTEGRITY
If the navigation integrity falls outside of toler-
ance for the phase of flight (enroute or terminal) a
message will be displayed on the CDU and PFD.
This message is a total FMS integrity message
and will appear whether SBAS is being received
or not (Figure 16A-24).
1. A “LOSS OF INTEGRITY” message will Figure 16A-24. Navigation Integrity
appear on the CDU
2. A “LOI” or “LOI TERM” will appear on RAIM PREDICTION
the PFD depending on the 31nm distance RAIM prediction will only be necessary when
from the airport outside the coverage of SBAS or during SBAS
3. Use another source of navigation NOTAM’s indicating an outage of signal integrity.
1. Press IDX GNSS CONTROL

2. Choose NPA RAIM (L5) (Figure 16A-25)
3. Destination airport will automatically be
filled with flight plan destination airport
4. Enter satellites that have been NOTAM’d
out of service in the deselect option in L3
5. The ETA will automatically be filled when
inflight or it can be manually entered in
R2 (i.e., when still on the ground)

16 AVIONICS
These are the possible outcomes of approach
RAIM prediction:
ROCKWELL COLLINS
AVAILABLE
FMS DIFFERENCES
UNAVAILABLE Table 16A-2. NON-WAAS/WAAS DIFFERENCES
REQ PENDING NON-WAAS WAAS (V4.0)

“GPS” label on applicable pages “GNSS” label on applicable
pages
No Space Based Uses Space Based
Augmentation System (SBAS) Augmentation System (SBAS)
US = WAAS
Europe = EGNOS
Japan = MSAS
India =GAGAN
VNAV VNAV
Enroute / Terminal Enroute / Terminal
Uses Baro-VNAV only ( ± 500 Uses Baro-VNAV only ( ± 500
FT) FT)
Approaches Approaches
Uses Baro-VNAV only ( ± 250 LPV minimums
FT) WAAS only (Angular)
LNAV / VNAV minimums
Baro-VNAV ( ± 250 FT)
WAAS when FAA certied
(Angular)
LNAV minimums
Baro-VNAV only ( ± 250 FT)
RNAV SID/RNAV STAR RNAV SID/RNAV STAR
± 1nm CDI within 30nm of ± 1nm CDI for entire
ARPT procedure (“TERM”)
± 5nm CDI outside of 30nm ± 1nm CDI when off
Must do RAIM prediction procedure within 31nm of
ARPT
± 2nm CDI when off
procedure outside 31nm
of ARPT
RAIM prediction only when
WAAS fails
Q Routes/T Routes Q Routes/T Routes
Figure 16A-25. RAIM Prediction ± 1nm CDI within 30nm of ± 1nm CDI within 31nm of
ARPT ARPT
± 5nm CDI outside of 30nm ± 2nm CDI outside 31nm
Must do RAIM prediction RAIM prediction only when
WAAS fails
Approaches Approaches
Cannot choose multiple label Can choose multiple label
approaches approaches e.g., RNAV (GPS)
Y Rwy 10/RNAV (GPS) Z Rwy
GPS APPR mode ~2nm 10
from FAF
LPV APPR mode after FACF
Non-GPS approches can be L/V APPR mode after FACF
own without messages GPS APPR mode ~2nm from
No stepdown xes inside FAF FAF
Non-GPS approaches will have
“APPR FOR REF ONLY”
CDU message
“NO APPR” PFD message
All stepdown xes inside FAF
(non-ILS)

16 AVIONICS
QUESTIONS
1. Loss Of Integrity (LOI) messages indicate: 5. Descending to LPV minimums after the
FAF requires:
A. FMS can be used for enroute naviga-
tion only A. The green APPR label on the PFD
B. FMS can be used for terminal naviga- B. The green GPS APPR label on the PFD
tion only C. The green LPV APPR label on the PFD
C. FMS can be used up to the Final D. The white or green LPV APPR label on
Approach Fix (FAF) but not further the PFD
D. FMS cannot be used as primary naviga-
tion for any phase of flight 6. Failure of SBAS during an LPV approach:
A. Is not displayed on the PFD and
2. Space-Based Augmentation System (SBAS)
requires the pilot to monitor the CDU
service providers are:
flight plan pages
A. Selected automatically by the FMS B. Is displayed on the MFD with the mes-
when flying to LPV minimums sage “USE LNAV MINIMUMS”
B. Selected manually on the SBAS Service C. Still allows flight down to LPV
Providers page minimums as long as the autopilot is
C. Not selectable by either the FMS or the engaged
pilot since all providers are selected all D. Will not be annunciated inside the FAF
the time
D. Not required for any SBAS opera- 7. With a failure of SBAS prior to the FAF on
tion but provide for extra accuracy if an LPV approach the crew:
selected
A. Must abandon the approach and load a
non-GPS based procedure
3. Multiple named approaches such as RNAV
(GPS) Y Rwy 13 and RNAV (GPS) Z Rwy 13: B. Can only descend to LNAV minimums
C. Must completely reload the approach
A. Are selectable in the FMS
procedure from the DEP/ARR pages
B. Are not selectable in the FMS and a dif- for the FMS to automatically choose
ferent approach must be used BARO as the APPR VNAV GP
C. Are selectable in the FMS but not D. Can select BARO as the APPR VNAV
allowed to be flown GP on the ARR DATA page and
D. Are not displayed in the FMS until continue descent to the LNAV/VNAV
within the 30nm terminal area minimum
4. Barometric-VNAV (baro-VNAV) can be used:

A. For LPV, LNAV/VNAV, and LNAV
minimums
B. For only LPV minimums
C. For LNAV/VNAV and LNAV minimums
D. Only in the enroute and terminal areas
but not approaches

CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page
17 OXYGEN SYSTEM

INTRODUCTION................................................................................................................. 17-1
GENERAL............................................................................................................................. 17-1
CREW OXYGEN.................................................................................................................. 17-3
FIRST AID OXYGEN........................................................................................................... 17-3
PASSENGER OXYGEN....................................................................................................... 17-4
LIMITATIONS....................................................................................................................... 17-6
QUESTIONS......................................................................................................................... 17-7

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen System.......................................................................................................... 17-2

17-2 Oxygen Mask Stowed................................................................................................ 17-3
17 OXYGEN SYSTEM

17-3 Oxygen Mask Selector.............................................................................................. 17-3
17-4 First Aid Mask Access Panel..................................................................................... 17-4
17-5 Oxygen System Push-Pull Handles........................................................................... 17-4
17-6 Oxygen Bottle and Shutoff Valve.............................................................................. 17-4
17-7 Passenger Oxygen Mask Deployed........................................................................... 17-5
17-8 Oxygen System Annunciators................................................................................... 17-5
17-9 Oxygen Available with Partially Full Bottle.............................................................. 17-6

CHAPTER 17
OXYGEN SYSTEM
17 OXYGEN SYSTEM

INTRODUCTION
This chapter describes the oxygen system in the King Air B200/B200GT aircraft. The system
provides for crew oxygen, first aid oxygen, and passenger oxygen.
GENERAL
The aircraft has an automatic deployment oxygen The masks deliver oxygen only upon inhalation;
system for the passengers and a diluter-demand no oxygen loss occurs when the masks are
oxygen system for the crew (Figure 17-1). The connected and the oxygen system is armed.
crew uses diluter-demand, quick-donning oxygen Table 17-1 gives the average time of useful
masks, which are held in the overhead panel consciousness (time from onset on hypoxia until
(Figure 17-2). loss of effective performance) at various altitudes.

FORWARD PRESSURE BULKHEAD
TO COCKPIT
OXYGEN
PRESSURE DILUTER DEMAND
DILUTER DEMAND
GAGE CREW MASK
CREW MASK
TO ANNUNCIATOR
PASS OXYGEN ON PASSENGER MANUAL
17 OXYGEN SYSTEM
OVERRIDE SHUTOFF
VALVE
SOLENOID
OFF
ON
BAROMETRIC
PRESSURE
SWITCH CONTROL
CABLE
PASSENGER 2 MASK OUTLET

(TYPICAL 5 PLACES)
OXYGEN PRESSURE
SENSE SWITCH
PASSENGER SINGLE
MASK OUTLET
FIRST AID OXYGEN MASK STOWED

IN MANUALLY OPERATED BOX
OPTIONAL OXYGEN MASK

CONTAINER, LINES AND
OUTLET FOR FOLD-UP SEATS
AFT PRESSURE CONTROL CABLE

BULKHEAD
HIGH PRESSURE
OVERBOARD RELIEF PRESSURE REGULATOR
AND SHUTOFF VALVE
COMPOSITE
OXYGEN
CYLINDER
Figure 17-1. Oxygen System

Table 17-1. A
VERAGE TIME OF USEFUL
CONSCIOUSNESS
ALTITUDE AVERAGE TIME
35,000 FEET 1/2 TO 1 MINUTE
30,000 FEET 1 TO 2 MINUTES
28,000 FEET 2 1/2 TO 3 MINUTES
17 OXYGEN SYSTEM

12,000−18,000 FEET 30 MINUTES OR MORE
CREW OXYGEN
Figure 17-3. Oxygen Mask Selector
This crew oxygen system is based on an adequate
flow for an altitude of 35,000 feet. The dura- PULL ON–SYSTEM READY
tion chart and masks are based on a flow rate of
3.9 LPM-NTPD (liters per minute-normal tem- Handle
perature pressure differential). The crew uses The PULL ON–SYSTEM READY handle is used
diluter-demand, quick-donning oxygen masks, to arm the oxygen system. The handle, which is
which are held in the overhead panel (Figure left of the power quadrant, must be pulled out in
17-2). order to arm the system.
WARNING
The PULL ON–SYSTEM READY
handle must be pulled out to arm the
oxygen system before flight. If the
cable or linkage freezes when the han-
dle is positioned to OFF (pushed in),
the handle cannot be pulled out and
oxygen is unavailable.
Figure 17-2. Oxygen Mask Stowed FIRST AID OXYGEN

First aid oxygen is available from the first aid
CONTROLS AND INDICATIONS oxygen mask in the toilet area when the primary
oxygen supply line is charged.
Crew Mask Controls
The crew mask has three modes—EMER, 100%, CONTROLS AND INDICATIONS
and NORM (Figure 17-3). The EMER position
The first aid mask is actuated by manually opening
supplies positive pressure to the face piece and
the overhead access FIRST AID OXYGEN–
is used if smoke and/or fumes are in the cabin.
PULL panel, and then opening the ON-OFF
When 100% is selected, only oxygen directly
valve inside the box (Figure 17-4) A placard on
from the oxygen bottle is inhaled by the pilot or
the box states: NOTE: CREW SYS MUST BE
copilot. This mode increrases the rate of oxygen
ON as a reminder that the PULL ON–SYSTEM
depletion. The NORM position mixes cockpit air
READY handle in the cockpit must be armed
with oxygen supplied through the mask.
before oxygen flows through the first aid mask.

Figure 17-6. Oxygen Bottle

17 OXYGEN SYSTEM
and Shutoff Valve
If the oxygen bottle is not empty when the handle

is pulled out, the primary oxygen supply line
charges with oxygen. The charged supply line
delivers oxygen to the two crew oxygen outlets,
to the first aid oxygen mask, and to the manual
override shutoff valve.
The OXYGEN gauge on the copilot right sub-

Figure 17-4. First Aid Mask Access Panel panel indicates the oxygen bottle pressure.The
filler gauge also indicates oxygen bottle and oxy-
gen system pressure.
The PULL ON–SYSTEM READY push-pull
handle is left of the power quadrant (Figure
17-5).The PASSENGER MANUAL DROPOUT
(override) push-pull handle is on the right side of
PASSENGER OXYGEN
the power quadrant (Figure 17-5). Both handles The passenger oxygen system is the constant flow
are operated the same way. Pushing in the handle type. Any time cabin pressure altitude exceeds
deactivates the selected function; pulling out the approximately 12,500 feet, a barometric pressure
handle actuates the desired function. switch automatically energizes a solenoid, which
opens the passenger oxygen manifold.
Automatic deployment of the passenger constant-

flow oxygen masks occurs when oxygen pressure
in the supply line causes a plunger to extend
against each mask dispenser door, forcing the
door open (Figure 17-7). When the doors open,
the masks drop approximately 9 inches below the
doors.
Figure 17-5. Oxygen System
Push-Pull Handles
The PULL-ON SYSTEM READY handle

operates a cable that opens and closes the shutoff
valve on the oxygen bottle in the aft fuselage,
behind the aft pressure bulkhead (Figure 17-6).
When the handle is pushed in, no oxygen supply
is available anywhere in the aircraft. The handle
must be pulled out before starting the engine to
ensure oxygen availability when needed.


The crew can manually open the manifold any
time by pulling out the PASSENGER MANUAL
DROPOUT handle (see Figure 17-5). Once the
shutoff valve opens, either automatically or
manually, oxygen flows into the passenger oxygen
supply line.
17 OXYGEN SYSTEM

A pressure sensitive switch in the supply line
illuminates the PASS OXY ON annunciator
(Figure 17-8).
Figure 17-7. Passenger Oxygen

Mask Deployed
NOTE
The lanyard valve pin at the top of the
oxygen mask hose must be pulled out
in order for oxygen to flow through the
mask. Figure 17-8. Oxygen System
Annunciators
A lanyard valve pin is connected to the mask with

a flexible cord. When the mask is pulled down, The switch also sounds the no smoke/fasten
the cord pulls the pin from the lanyard valve and seatbelt chime and illuminates the cabin lights
oxygen flows continuously from the mask until to full brightness, including all fluorescent
the passenger shutoff valve closes. lights, the vestibule light, and the center baggage
compartment light, regardless of the position of
the CABIN START/BRIGHT– DIM–OFF switch.
If the PASSENGER MANUAL DROPOUT

handle is pushed in and cabin altitude is below
12,500 feet, or if the OXYGEN CONTROL
circuit breaker is pulled regardless of cabin
altitude then the remaining oxygen is isolated for
the crew and first aid outlets.
Refer to Table 17-2 for oxygen duration and

Figure 17-9 for oxygen bottle capacity.

Table 17-2. OXYGEN DURATION

OXYGEN DURATION
CYLINDER NUMBER OF PEOPLE USING
VOLUME 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 **16 **17
CUBIC FEET DURATION IN MINUTES
22 144 72 48 36 28 24 20 18 16 14 13 12 11 10 * * *
50 317 158 105 79 63 52 45 39 35 31 28 26 24 22 21 19 18
17 OXYGEN SYSTEM
77 488 244 162 122 97 81 69 61 54 48 44 40 37 34 32 30 28

115 732 366 244 183 146 122 104 91 81 73 66 61 56 52 48 45 43
* Will not meet oxygen requirements.
** For oxygen duration computations, count each diluter-demand crew mask in use as 2
(e.g. with 4 passengers and a crew of 2, enter the table at 8 people using).
NOTE
For duration time with the crew using
diluter-demand, quick-donning oxy-
gen masks at 100%, increase the
computation of NUMBER OF PEO-
PLE USING portion of Table 17-2
for the crew by a factor of two (e.g.,
with four passengers, enter the table at
eight).
NOTE (B200)
Oxygen duration is computed for an
autodeployed mask, 3.9 liters per min-
ute (LPM-NTPD), color-coded orange
and white, and approved for altitudes
up to 35,000 feet, however, not ade-
quate above 25,000 feet. Figure 17-9. O
xygen Available with
Partially Full Bottle
LIMITATIONS
For specific information on the oxygen system
limitations, refer to the Pilot Operating Handbook
(POH).
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
Manual (AFM).

QUESTIONS
1. Where are the crew oxygen masks stowed in 4. The autodeployment system operates at
the autodeployment system? which cabin-pressure altitude?
A. In the side panels A. 10,500 feet
B. In the overhead compartment B. 12,500 feet
C. Under the pilot and copilot seats C. 20,000 feet
17 OXYGEN SYSTEM

D. On the aft partition, outboard and D. 31,000 feet
behind the crew seats
5. When selected to 100%, the number of crew
2. When do the crew diluter-demand, quick- masks in use to be used for computing oxy-
donning masks deliver oxygen, when set to gen duration is:
100%?
A. Counted once
A. At all times B. Tripled
B. Upon exhalation C. Halved
C. Upon inhalation D. Doubled
D. When the hose is plugged-in
3. Why must the PULL ON–SYSTEM READY

handle be pulled out, prior to flight, arming
the system?
A. To have oxygen available immediately
any time it is needed
B. To prevent oxygen mask icing
C. To prevent freezing of the fill valve
D. To de-energize the barometric pressure
switch

CHAPTER 18
WATER AND WASTE
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
TOILET.................................................................................................................................. 18-2
RELIEF TUBES.................................................................................................................... 18-2
QUESTIONS......................................................................................................................... 18-3
18 WATER AND WASTE

ILLUSTRATIONS
Figure Title Page
18-1 Toilet.......................................................................................................................... 18-2

18-2 Relief Tube................................................................................................................. 18-2
18 WATER AND WASTE

CHAPTER 18
WATER AND WASTE
18 WATER AND WASTE

INTRODUCTION
This chapter describes the miscellaneous systems in the King Air B200/B200GT aircraft, which
include the toilet and relief tubes.

TOILET RELIEF TUBES

The side-facing toilet is in the foyer and faces A relief tube is in a slide-open compartment
the airstair door (Figure 18-1). The foyer on the face of the toilet (Figure 18-2). A relief
can be closed off from the cabin by sliding tube is also installed in the cockpit and stowed
the two partition door panels to the center of under the pilot seat. The hose on the cockpit
the fuselage, where they are held closed by relief tube is long enough for use by either the
magnetic strips. The forward-facing toilet, pilot or copilot.
when installed, is in the aft cargo area and is
enclosed by the cargo partition.
18 WATER AND WASTE
Figure 18-2. Relief Tube
A valve lever is on the side of the relief tube

horn. The lever must be pressed at all times
while the relief tube is in use.
Figure 18-1. Toilet
Each tube drains into the atmosphere through
its own drain port on the bottom of the fuse-
The toilet can be either the chemical-type or lage. Each drain port atomizes the discharge
the electrically-flushing-type. In either case, to keep it away from the skin of the aircraft.
the hinged seat must be raised to access the
toilet. A toilet tissue dispenser is in a slide out NOTE
compartment on the forward side of the toilet The relief tubes are for use during
cabinet. flight only.
CAUTION EMERGENCY/
With the Monogram electrically-flush- ABNORMAL
ing toilet, the sliding knife valve is to
be open at all times, except when ser- For information on emergency/abnormal
vicing the unit. The cabinet below the procedures, refer to the appropriate abbrevi-
toilet must be opened to access the ated checklists or the FAA-approved Aircraft
knife valve handle. Flight Manual.

QUESTIONS
1. The sliding-knife valve on a Monogram toi-
let is to be open?
A. At all times except when servicing
the unit
B. At all times including when
servicing the unit
C. Only when servicing the unit
D. Only when in actual use
18 WATER AND WASTE

CHAPTER 19
MANEUVERS AND PROCEDURES
CONTENTS
Page
INTRODUCTION................................................................................................................. 19-1
FLIGHT MANEUVERS....................................................................................................... 19-2
Takeoff............................................................................................................................ 19-2
Landing........................................................................................................................... 19-2
WindShear...................................................................................................................... 19-3
Microbursts..................................................................................................................... 19-3
FLIGHT PROFILES.............................................................................................................. 19-3
King Air 200 / B200....................................................................................................... 19-4
King Air B200GT / 250................................................................................................19-18
General Profiles............................................................................................................19-32
AND PROCEDURES
19 MANEUVERS

ILLUSTRATIONS
Figure Title Page
19-1 200/B200 Normal Takeoff and Departure............................................................... 19-4

19-2 200/B200 Engine Loss at or Above V1................................................................... 19-5
19-3 200/B200 Rejected Takeoff..................................................................................... 19-6
19-4 200/B200 Steep Turns............................................................................................. 19-7
19-5 200/B200 Approach to Stall—Takeoff Configuration (Simulator Only)................ 19-8
19-6 200/B200 Approach to Stall—Enroute Configuration (Simulator Only)............... 19-9
19-7 200/B200 Approach to Stall—Approach Configuration (Simulator Only)......... 19-10
19-8 200/B200 Approach to Stall—Landing Configuration (Simulator Only)............ 19-11
19-9 200/B200 Visual Approach and Landing............................................................. 19-12
19-10 200/B200 One Engine Inoperative—Visual Approach and Landing.................. 19-13
19-11 200/B200 Flap Malfunction—Visual Approach and Landing............................. 19-14
19-12 200/B200 ILS Approach—Landing in Sequence from an ILS............................ 19-15
19-13 200/B200 Nonprecision Approach—Procedure Turn.......................................... 19-16
19-14 2200/B200 Circling Approach and Landing........................................................ 19-17
AND PROCEDURES
19-15 B200GT/250 Normal Takeoff and Departure...................................................... 19-18
19 MANEUVERS
19-16 B200GT/250 Engine Loss at or Above V1........................................................... 19-19
19-17 B200GT/250 Rejected Takeoff............................................................................ 19-20
19-18 B200GT/250 Steep Turns.................................................................................... 19-21
19-19 B200GT/250 Approach to Stall—Takeoff Configuration (Simulator Only)........ 19-22
19-20 B200GT/250 Approach to Stall—Enroute Configuration (Simulator Only)....... 19-23
19-21 B200GT/250 Approach to Stall—Approach Configuration (Simulator Only).... 19-24
19-22 B200GT/250 Approach to Stall—Landing Configuration (Simulator Only)...... 19-25
19-23 B200GT/250 Visual Approach and Landing....................................................... 19-26
19-24 B200GT/250 One Engine Inoperative—Visual Approach and Landing............. 19-27

19-25 B200GT/250 Flap Malfunction—Visual Approach and Landing....................... 19-28

19-26 B200GT/250 ILS Approach—Landing in Sequence from an ILS...................... 19-29
19-27 B200GT/250 Nonprecision Approach—Procedure Turn.................................... 19-30
19-28 B200GT/250 Circling Approach and Landing.................................................... 19-31
19-29 Emergency Descent............................................................................................. 19-32
19-30 Standard Holding Pattern—Direct Entry............................................................. 19-33
19-31 Standard Holding Pattern—Teardrop Entry........................................................ 19-34
19-32 Standard Holding Pattern—Parallel Entry.......................................................... 19-35
AND PROCEDURES
19 MANEUVERS

CHAPTER 19
MANEUVERS AND PROCEDURES
INTRODUCTION
AND PROCEDURES
19 MANEUVERS
This chapter provides information for performing maneuvers and procedures on the King Air
B200/B200GT aircraft. Flight profiles are provided for normal takeoff and initial climb, engine
failure immediately after takeoff, go-around, landing pattern, instrument approach, and emer-
gency descent procedures.

FLIGHT MANEUVERS Single-Engine Approach and

Landing
TAKEOFF Follow normal approach and landing procedures
except:
Crosswind Takeoff • Complete the one-engine-inoperative
Follow procedures for normal takeoff except: approach and landing checklist.
• Hold aileron into wind. • The target torque settings are approxi-
mately doubled.
• Maintain runway heading with rudder until
rotation then crab to hold center line. • Smoothly push the propeller lever full
forward (2,000 rpm) prior to the IAF or
downwind.
Instrument Takeoff
• Maintain the airspeed at least 10 knots
Follow procedures for normal takeoff except: above VREF until landing assured.
• Transition to flight instruments at or before • Cautiously use reverse, if necessary.
100 feet AGL.
Crosswind Approach and
Obstacle Clearance Takeoff Landing
Follow procedures for normal takeoff except: Follow normal approach and landing procedures
except:
• Maintain V2 until clear of obstacle.
• Crab into the wind to maintain the desired
track across the ground.
LANDING • Immediately prior to touchdown, lower the
upwind wing by use of the aileron and align
Flaps-up Approach and the fuselage with the runway by use of the
Landing rudder. During the rollout, hold the aileron
Follow normal approach and landing procedures control into the wind and maintain direc-
except: tional control with the rudder and brakes.
AND PROCEDURES
19 MANEUVERS
• Complete the flaps up landing checklist.

• Refer to the flaps up VREF.
• Airspeed 140 knots until established on
final.
• When landing assured—reduce the air-
speed to the flaps up VREF.

WINDSHEAR NOTE
The best windshear procedure is avoidance. The positive rate of climb should be
Recognize the indications of potential windshear verified on the radar altimeter. Leave
and then the gear down until the climb indica-
tion is achieved. It absorbs some energy
Avoid! Avoid! Avoid! on impact if the microburst exceeds the
capability to climb.
The key to recovery from windshear is to fly the
aircraft so it is capable of a climb gradient greater
than the windshear-induced loss of performance. WARNING
Normally, the standard wind/gust correction If a decision is made to rotate to the stall warning,
factor 1/2 gust provides a sufficient margin of extreme care must be exercised so as not to over
climb performance. If a shear is encountered that rotate beyond that point as the aircraft is only a
jeopardizes safety, initiate a rejected landing pro- small percentage above the stall when the aural
cedure. If the sink rate is arrested, continue with warning activates.
the procedure for microbursts.
Acceptable Performance
MICROBURSTS Guidelines
• Understand that avoidance is primary.
If a microburst is encountered, the first indication
will be a rapid increase in the rate of descent • Ability to recognize potential windshear
accompanied by a rapid drop below glide path situations.
(visual or electronic). • Ability to fly the aircraft to obtain optimum
performance.
1. Initiate normal rejected landing procedures
(10° pitch).
2. Do not change the aircraft configuration until
a climb is established. FLIGHT PROFILES
3. If the aircraft is not climbing, smoothly
Specific flight profiles are graphically depicted on
increase pitch until a climb is established or
AND PROCEDURES
the following pages.
19 MANEUVERS
stall warning is encountered. If stall warning
is encountered, decrease pitch sufficiently to
If training under 14 CFR Part 135, then refer
depart the stall warning regime.
to company specific training program for
4. When positively climbing at a safe altitude, applicable flight profiles.
complete the rejected landing maneuver.
200/B200 Flight Profiles............. 19-4 thru 19-17
B200GT/250 Flight Profiles...... 19-18 thru 19-31
General Flight Profiles.............. 19-32 thru 19-35

KING AIR 200 / B200
AREA DEPARTURE/
CLIMB PROFILE
1. 160 KIAS TO 10,000 FT
CRUISE 2. 140 KIAS 10,000 - 20,000 FT
1. ACCELERATE TO 3. 130 KIAS 20,000 - 25,000 FT
CRUISE SPEED 4. 120 KIAS 25,000 - 35,000 FT
2. SET CRUISE POWER
3. COMPLETE CRUISE
CHECKLIST
CLIMB-OUT
1. ACCELERATE TO
160 KIAS
2. LANDING/TAXI
LIGHTS—OFF
3. COMPLETE CLIMB
CHECKLIST
TAKEOFF
1. ROTATE AT VR TO
APPROX. 7°–8° NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. LANDING GEAR—UP
TAKEOFF ROLL
1. RECHECK TORQUE/ITT
2. ANNUNCIATORS—CHECK
IN POSITION
1. HOLD BRAKES VYSE OR ABOVE
2. POWER—SET
AND PROCEDURES
1. FLAPS—UP
19 MANEUVERS
3. L & R AUTOFEATHER—
(AT 121 KIAS MIN)
ILLUMINATED
2. YAW DAMP—ON
(IF INSTALLED)
3. CLIMB POWER—SET
4. BRAKES—RELEASE
4. PROPS—1900 RPM
BEFORE TAKEOFF
1. CHECKLIST—COMPLETE
2. RECHECK V1, VR, AND V2
Figure 19-1. 200/B200 Normal Takeoff and Departure

1,000 FT AGL (MIN)

AS TIME PERMITS:
1. COMPLETE ENGINE FAILURE
CLIMB CHECKLIST CLEAN-UP ITEMS
2. LAND AS SOON AS PRACTICAL
1. AIRSPEED (AFTER OBSTACLE CLEARANCE
ALTITUDE IS REACHED)—VYSE
2. FLAPS—UP
NOTE:
DO NOT RETARD FAILED ENGINE POWER LEVER

UNTIL THE AUTOFEATHER SYSTEM HAS COMPLETELY
STOPPED PROPELLER ROTATION.
AFTER LIFTOFF
1. POWER—MAXIMUM ALLOWABLE
2. AIRSPEED - MAINTAIN(TAKEOFF SPEED OR ABOVE
3. LANDING GEAR (WHEN POSITIVE CLIMB
ESTABLISHED)—UP
4. PROPELLER(INOPERATIVE ENGINE)— VERIFY
FEATHERED
TAKEOFF
1. ROTATE AT VR TO
APPROX. 7° - 8° NOSE UP
AND PROCEDURES
ENGINE LOSS
19 MANEUVERS
1. MAINTAIN RUNWAY HEADING
NOTE:
TO OBTAIN BEST PERFORMANCE WITH ONE ENGINE

BEFORE TAKEOFF INOPERATIVE, THE AIRPLANE MUST BE BANKED 3° to 5°
1. FOLLOW NORMAL TAKEOFF INTO THE OPERATING ENGINE WHLE MAINTAINING
PROCEDURES UNTIL AT OR A CONTANT HEADING.
ABOVE V1
Figure 19-2. 200/B200 Engine Loss at or Above V1

EMERGENCY OR MALFUNCTION
AT OR/ BELOW V1
1. RECOGNIZE REASON FOR REJECTING
TAKEOFF
2. POWER LEVERS—IDLE/GROUND FINE
3. BRAKING—AS REQUIRED TO ACHIEVE
STOPPING DISTANCE
4. OPERATIVE ENGINE—MAXIMUM REVERSE
CLEAR OF RUNWAY
1. COMPLETE AFTER
LANDING CHECKLIST
BEFORE TAKEOFF
AND PROCEDURES
19 MANEUVERS
1. FOLLOW NORMAL TAKEOFF

PROCEDURES UNTIL INITIATING
ABORT AT OR BELOW V1
NOTE:
WARNING
EXTREME CARE MUST BE EXERCISED WHEN USING IF REJECTED TAKEOFF IS DUE TO REASONS
SINGLE-ENGINE REVERSING ON SURFACES WITH OTHER THAN ONE ENGINE POWER LOSS,
REDUCED TRACTION. REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS.
Figure 19-3. 200/B200 Rejected Takeoff

HOLD 45° BANK

1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED
ROLLOUT
1. RETURN TO AND HOLD
ENTRY PARAMETERS
THROUGH 30° BANK
1. ADD APPROX. 100 FT-LBS. TORQUE
2. ONE UNIT NOSE UP TRIM
3. SMALL PITCH INCREASE
ROLL INTO TURN THROUGH 30° BANK

1. MAINTAIN INITIAL 1. REDUCE TORQUE BY 100 FT-LBS.
ALTITUDE 2. REDUCE PITCH
3. TAKE OUT TRIM
ROLL OUT OF TURN
AND PROCEDURES
19 MANEUVERS
1. START ROLLOUT 25° PRIOR
TO ROLLOUT HEADING
INITIAL ENTRY
1. AIRSPEED—180 KIAS
2. SPEED BUG—SET 180 KIAS
3. TORQUE—APPROX.
1,000 - 1,200 FT-LBS.
4. HEADING BUG—SET
5. FD—OFF
6. CHECK ADI PITCH REFERENCE
Figure 19-4. 200/B200 Steep Turns

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
INITIAL CONDITION: ANNOUNCE THE FIRST INDICATION OF AN COMPLETION:

IMPENDING STALL (SUCH AS STALL HORN)
1. TORQUE—AS DIRECTED 1. LEVEL OFF AT NEW
2. PROPELLERS—2,000 RPM 1. POWER - MAX TORQUE ALTITUDE AND HEADING
3. FLAPS—APPROACH 2. REDUCE ANGLE OF ATTACK TO 2. RESET POWER, AS REQUIRED
4. PILOT MAY BE REQUIRED TO PREVENT THE STALL WHILE
PERFORM THIS MANEUVER MAINTAINING A MINIMAL LOSS OF
WHILE MAINTAINING 15° - 30° ALTITUDE, AIRSPEED AND
ANGLE OF BANK OR WHILE HEADING DEVIATION
MAINTAINING A HEADING 3. BANK ANGLE - WINGS LEVEL
5. PITCH ATTITUDE PRIOR TO 4. FLAPS - UP, AT OR ABOVE VYSE
HORN OR BUFFET MAY
REACH 15° - 25°, DEPENDING NOTE:
ON TECHNIQUE THE REDUCTION OF ANGLE OF ATTACK
REQUIRED TO INITIATE RECOVERY WILL
LIKELY RESULT IN ALTITUDE LOSS. THE
AMOUNT OF ALTITUDE LOSS WILL BE
AFFECTED BY THE OPERATIONAL
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:
AND PROCEDURES
19 MANEUVERS
1. THE INSTRUCTOR SETS UP THE STALL SCENARIO

2. THE ENTERY ALTITUDE SHOULD BE CONSISTENT WITH THE EXPECTED OPERATIONAL
ENVIRONMENT FOR THE STALL CONFIGURATION
3. FOR TRAINING AND EVALUATION, THE MANEUVERS MAY BE ACCOMPLISHED WITH THE
AUTOPILOT ON OR OFF AS DIRECTED BY THE INSTRUCTOR
4. THE STANDARD IS BASED ON THE DEMONSTRATION OF SMOOTH, POSITIVE CONTROL DURING ENTRY, APPROACH
TO STALL, AND RECOVERY
THE AIM OF THESE STALL PROFILES IS TO FAMILIARIZE THE PILOT WITH THE STALL CHARACTERISTICS AND TO TRAIN
RECOGNITION AND RECOVERY PROCEDURES IN ACCORDANCE WITH THE ATP PRACTICAL TEST STANDARDS IN FLIGHT
SIMULATOR TRAINING ONLY.
Figure 19-5. 200/B200 Approach to Stall—Takeoff Configuration (Simulator Only)


1. TORQUE—AS DIRECTED 1. LEVEL OFF AT NEW ALTITUDE
2. PROPELLERS—1,700 RPM 1. POWER - MAX TORQUE AND HEADING
3. PITCH ATTITUDE PRIOR TO HORN 2. REDUCE ANGLE OF ATTACK TO 2. RESET POWER, AS REQUIRED
OR BUFFET MAY REACH 10°-15°, PREVENT THE STALL WHILE
DEPENDING ON TECHNIQUE MAINTAINING A MINIMAL LOSS OF
4. HORN WILL SOUND APPROX. ALTITUDE, AIRSPEED AND HEADING
10 KNOTS ABOVE BUFFET DEVIATION
3. BANK ANGLE - WINGS LEVEL
NOTE:
THE REDUCTION OF ANGLE OF
ATTACK REQUIRED TO INITIATE
RECOVERY WILL LIKELY RESULT IN
ALTITUDE LOSS. THE AMOUNT OF
ALTITUDE LOSS WILL BE AFFECTED BY
THE OPERATIONAL ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:
AND PROCEDURES
19 MANEUVERS
2. THE ENTRY ALTITUDE SHOULD BE CONSISTENT WITH THE EXPECTED OPERATIONAL
Figure 19-6. 200/B200 Approach to Stall—Enroute Configuration (Simulator Only)

ANNOUNCE THE FIRST INDICATION OF AN

INITIAL CONDITION: IMPENDING STALL (SUCH AS STALL HORN) COMPLETION:
1. TORQUE—AS DIRECTED 1. POWER - MAX TORQUE 1. LEVEL OFF AT NEW

2. PROPELLERS— 2. REDUCE ANGLE OF ATTACK TO ALTITUDE AND HEADING
1,700 RPM (200 SERIES) PREVENT THE STALL WHILE 2. RESET POWER, AS REQUIRED
2,000 RPM (B200 SERIES) MAINTAINING A MINIMAL LOSS
3. FLAPS—APPROACH OF ALTITUDE, AIRSPEED AND
4. GEAR—DOWN HEADING DEVIATION
4. PROPS - FULL FORWARD (200 SERIES)
5. POWER - MAX TORQUE
6. ESTABLISH POSITIVE RATE OF
CLIMB - GEAR UP
7. FLAPS - UP, AT OR ABOVE VYSE
NOTE:
THE REDUCTION OF ANGLE OF ATTACK
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:
AND PROCEDURES
19 MANEUVERS

Figure 19-7. 200/B200 Approach to Stall—Approach Configuration (Simulator Only)


2. PROPELLERS— 1. POWER - MAX TORQUE AND HEADING
1,700 RPM (200 SERIES) 2. REDUCE ANGLE OF ATTACK TO 2. RESET POWER, AS REQUIRED
2,000 RPM (B200 SERIES) PREVENT THE STALL WHILE
3. FLAPS—APPROACH MAINTAINING A MINIMAL LOSS OF
4. GEAR—DOWN ALTITUDE, AIRSPEED AND HEADING
5. FLAPS—DOWN DEVIATION
4. PROPS - FULL FORWARD (200 SERIES)
5. POWER - MAX TORQUE (200 SERIES)
4. AT OR ABOVE 100 KIAS - FLAPS UP
5. ESTABLISH A POSITIVE RATE OF
CLIMB -GEAR UP
NOTE:
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:
AND PROCEDURES
19 MANEUVERS
Figure 19-8. 200/B200 Approach to Stall—Landing Configuration (Simulator Only)

REJECTED/BALKED LANDING
INITIAL 2. AIRSPEED—100 KIAS
3. ESTABLISH NORMAL CLIMB
1. OBTAIN ATIS WHEN CLEAR OF OBSTACLES
2. DESCENT CHECKLIST— 4. FLAPS—UP
COMPLETE 5. GEAR—UP
6. AIRSPEED—ESTABLISH NORMAL
CLIMB (160KIAS)
THRESHOLD
1. GEAR—RECHECK DOWN
2. AIRSPEED—FLAPS-UP
LANDING APPROACH SPEED
3. POWER—IDLE
4. PROPS - FULL FORWARD
(B200 SERIES)
ARRIVAL
1. TORQUE—APPROX. 800 FT/LBS
2. 150 - 175 KIAS (TYPICAL)
3. START BEFORE LANDING AFTER TOUCHDOWN
CHECKLIST
1. PROPS—FULL FORWARD
*200 SERIES ONLY
2. POWER LEVERS -
BETA / GROUND FINE OR
REVERSE—AS REQUIRED
DOWNWIND 3. BRAKES—AS REQUIRED
1. FLAPS—APPROACH
2. 130 - 140 KIAS
ABEAM TOUCHDOWN POINT

1. LANDING GEAR—DOWN
2. BEFORE LANDING CHECKLIST— FINAL
COMPLETE 1. AIRSPEED—130-140 KIAS
AND PROCEDURES
2. LANDING GEAR—RECHECK
19 MANEUVERS
DOWN WHEN LANDING ASSURED:

BASE 3. FLAPS—DOWN
4. TRANSITION TO VREF
1. AIRSPEED—130-140 KIAS 5. YAW DAMP—OFF
CAUTION 6. NORMAL LANDING
CHECKLIST—COMPLETE
TO ENSURE CONSTANT REVERSING
CHARACTERISTICS, THE PROPELLER
CONTROL MUST BE IN HIGH RPM
(FULL FORWARD) POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
HIGHER SPEEDS; BRAKING IS MOST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
EFFECTIVE AT LOWER SPEEDS BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-9. 200/B200 Visual Approach and Landing

INITIAL
1. OBTAIN ATIS FINAL
2. DESCENT CHECKLIST—
COMPLETE 1. 130 - 140 KIAS WHEN
CERTAIN THERE IS NO
POSSIBILITY OF
GO-AROUND:
2. FLAPS—DOWN
THRESHOLD 3. TRANSITION TO VREF
1. GEAR—RECHECK 4. YAW DAMP—OFF
DOWN 5. ONE-ENGINE-INOPERATIVE
2. AIRSPEED—VREF APPROACH AND LANDING
3. EXECUTE A NORMAL CHECKLIST—COMPLETE
LANDING
ARRIVAL
1. TORQUE—APPROX. 1,600 FT/LBS
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST AFTER TOUCHDOWN
1. POWER LEVERS - BETA / GROUND
FINE OR REVERSE AS REQUIRED
2. BRAKES—AS REQUIRED
DOWNWIND
1. FLAPS—APPROACH
2. 130 - 140 KIAS

SINGLE-ENGINE GO-AROUND
1. GEAR—DOWN
AND PROCEDURES
19 MANEUVERS
2. PROP (OPERATING ENGINE)—FULL FORWARD 1. POWER—MAXIMUM ALLOWABLE
2. GEAR—UP
3. FLAPS—UP
4. AIRSPEED—INCREASE TO
VYSE (BLUE LINE)
BASE
1. 130-140 KIAS
NOTE:
SINGLE ENGINE REVERSE THRUST MAY BE USED
WITH CAUTION AFTER TOUCHDOWN ON SMOOTH,
DRY, PAVED SURFACES.
Figure 19-10. 200/B200 One Engine Inoperative—Visual Approach and Landing

2. PITCH—10° NOSE UP
INITIAL 3. AIRSPEED—100 KIAS
4. WHEN CLEAR OF OBSTACLES,
1. OBTAIN ATIS
ESTABLISH NORMAL CLIMB
2. DESCENT CHECKLIST—
5. FLAPS—RECHECK UP
COMPLETE
6. GEAR—UP
7. AIRSPEED—ESTABLISH NORMAL
CLIMB (160 KIAS)
THRESHOLD
2. AIRSPEED—FLAPS-UP
LANDING APPROACH SPEED
3. POWER—IDLE
(B200 SERIES)
ARRIVAL
1. TORQUE—APPROX. 800 FT-LBS
3. START FLAPS-UP LANDING AFTER TOUCHDOWN
CHECKLIST
*200 SERIES ONLY
2. POWER LEVERS -
BETA / GROUND FINE OR
DOWNWIND REVERSE—AS REQUIRED
1. FLAPS—UP

1. GEAR—DOWN
2. PROPS—FULL FORWARD FINAL
*B200 SERIES ONLY WHEN LANDING IS ASSURED:
AND PROCEDURES
19 MANEUVERS
2. TRANSITION TO FLAPS-UP
BASE LANDING APPROACH SPEED
3. YAW DAMP—OFF
1. 140 KIAS 4. FLAPS-UP LANDING
CAUTION CHECKLIST—COMPLETE

LEVERS MUST BE IN THE HIGH RPM
CAUTION
NOTE:
Figure 19-11. 200/B200 Flap Malfunction—Visual Approach and Landing

INITIAL
OM
1. OBTAIN ATIS
2. REVIEW APPROACH AND
GLIDE SLOPE INTERCEPT MISSED APPROACH
3. NAVAIDS—SELECT/TUNE/IDENTIFY
1. TORQUE—APPROX. 600 - 800 FT/LBS 4. DESCENT CHECKLIST—
2. 130 - 140 KIAS COMPLETE
DA-MISSED APPROACH MM
2. PITCH—7° - 8° NOSE UP (FD-GA)
3. GEAR—UP
4. FLAPS—UP ARRIVAL
5. ESTABLISH NORMAL CLIMB (160KIAS) 1. TORQUE—APPROX.
6. COMPLETE MISSED APPROACH 800 FT/LBS
PROCEDURE 2. 150 - 175 KIAS (TYPICAL)
3. FD—AS DESIRED
4. BEFORE LANDING
DH
APPROACH INBOUND
1. FLAPS—APPROACH
2. 130 - 140 KIAS
APPROACHING GLIDE SLOPE

1. GEAR—DOWN
3. COMPLETE BEFORE LANDING CHECKLIST
DA-VISUAL AND LANDING ASSURED
AND PROCEDURES
1. FLAPS—DOWN
19 MANEUVERS
3. YAW DAMP—OFF
4. NORMAL LANDING CHECKLIST—COMPLETE
AFTER TOUCHDOWN THRESHOLD

1. PROPS—FULL FORWARD 1. GEAR—RECHECK DOWN
(200 SERIES) 2. AIRSPEED—VREF
2. POWER LEVERS - BETA / GROUND 3. POWER—IDLE
FINE OR REVERSE—AS REQUIRED 4. PROPS - FULL FORWARD
3. BRAKES—AS REQUIRED (B200 SERIES)
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
NOTE: OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; DAMAGE PROPELLER BLADES, AND DUST OR SNOW
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-12. 200/B200 ILS Approach—Landing in Sequence from an ILS

INITIAL PROCEDURE TURN OUTBOUND

1. OBTAIN ATIS 1. START TIMING
2. REVIEW APPROACH AND 2. FLAPS—APPROACH
MISSED APPROACH 3. 130 - 140 KIAS
4. DESCENT CHECKLIST— FAF
COMPLETE
PROCEDURE TURN INBOUND
1. FD—AS DESIRED
2. SET ALTITUDE
SELECTOR/ALERTER
ARRIVAL
3. FD—AS DESIRED
4. BEFORE LANDING CHECKLIST—
COMPLETE STATION PASSAGE
1. START TIMING
MAP-MISSED APPROACH 2. SET ALTITUDE
1. POWER—MAXIMUM ALLOWABLE SELECTOR/ALERTER
3. GEAR—UP
4. FLAPS—UP INTERCEPT FINAL APPROACH
5. ESTABLISH NORMAL CLIMB (160KIAS)
6. COMPLETE MISSED APPROACH 1. COURSE INBOUND
PROCEDURE MAP
FAF APPROACH INBOUND

1. RESET ALTITUDE SELECTOR/ALERTER
MDA
FINAL APPROACH FIX

1. START TIMING
2. GEAR—DOWN
THRESHOLD 3. TORQUE—APPROX. 400 - 600 FT/LBS
AND PROCEDURES
4. AIRSPEED—130-140KIAS
19 MANEUVERS
2. AIRSPEED—VREF
3. POWER—IDLE
(B200 SERIES)
MINIMUM DESCENT ALTITUDE (MDA)
AFTER TOUCHDOWN MAP-LANDING ASSURED 1. LEVEL OFF AT MDA AT LEAST 1 MILE
1. PROPS—FULL FORWARD 1. FLAPS—DOWN PRIOR TO MAP, IF POSSIBLE
(200 SERIES) 2. TRANSITION TO VREF 2. TORQUE—1,000 - 1,200 FT/LBS
2. POWER LEVERS - BETA / GROUND 3. YAW DAMP—OFF 3. 130 - 140 KIAS
FINE OR REVERSE—AS REQUIRED 4. NORMAL LANDING
3. BRAKES—AS REQUIRED CHECKLIST—COMPLETE
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

CHARACTERISTICS, THE PROPELLER CONTROL MUST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BE IN FULL INCREASE RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
NOTE: SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS;
THE PILOT'S VISIBILITY.
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS.
Figure 19-13. 200/B200 Nonprecision Approach—Procedure Turn

ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER
AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH
PROCEDURES TO MDA REQUIRE USING CATEGORY C MINIMUMS.
MDA THRESHOLD
MAP
2. AIRSPEED—VREF FINAL
3. POWER—IDLE
1. 130 - 140 KIAS (VYSE MIN)
WHEN LANDING ASSURED:
2. FLAPS—DOWN
1 NM 4. YAW DAMP—OFF
1. LEVEL OFF AT MDA AT LEAST 1 5. NORMAL LANDING
MILE PRIOR TO MAP, IF POSSIBLE CHECKLIST—COMPLETE
2. TORQUE—1,000 - 1,200 LBS
3. 130 - 140 KIAS (VYSE MIN)
4. MANEUVER WITHIN VISIBILITY
CRITERIA
5. MAINTAIN MDA
MAP AND DURING CIRCLING MANEUVER

1. DETERMINE THAT VISUAL CONTACT WITH
THE RUNWAY ENVIRONMENT CAN BE
MAINTAINED AND A NORMAL LANDING CAN
BE MADE FROM A CIRCLING APPROACH,
OR INITIATE A MISSED APPROACH
AND PROCEDURES
19 MANEUVERS
2. MAINTAIN MDA DURING CIRCLING MANEUVER
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
CAUTION CAUTION

THE PROPELLER LEVERS MUST BE IN THE HIGH REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM (FULL FORWARD) POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. THE PILOT'S VISIBILITY.
Figure 19-14. 2200/B200 Circling Approach and Landing

KING AIR B200GT / 250
AREA DEPARTURE AND CLIMB

PROFILE
1. 160 KIAS TO 10,000 FT
2. 140 KIAS 10,000 - 20,000 FT
3. 130 KIAS 20,000 - 25,000 FT
4. 120 KIAS 25,000 - 35,000 FT
CRUISE
CLIMB-OUT
1. ACCELERATE TO
CRUISE SPEED 1. YAW DAMP—ON
2. SET CRUISE POWER 2. CLIMB POWER—SET
3. COMPLETE CRUISE 3. ACCELERATE TO
CHECKLIST 160 KIAS
4. COMPLETE CLIMB
CHECKLIST
TAKEOFF
1. ROTATE AT VR TO APPROX.
7° - 8° UP (B200GT/B200CGT)
10° UP (200/250C)
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. LANDING GEAR—UP
TAKEOFF ROLL VYSE OR ABOVE

1. RECHECK TORQUE/ITT 1. FLAPS—UP
2. ANNUNCIATORS—CHECK (AT V2 MIN)
IN POSITION
1. HOLD BRAKES
2. POWER—SET
3. L & R AUTOFEATHER
( L & R AFX )—ILLUMINATED
4. BRAKES—RELEASE
AND PROCEDURES
19 MANEUVERS
BEFORE TAKEOFF
1. CHECKLIST—COMPLETE
2. RECHECK V1, VR, AND V2
Figure 19-15. B200GT/250 Normal Takeoff and Departure

NOTE: 1,000 FT AGL (MIN)

AS TIME PERMITS:
DO NOT RETARD FAILED ENGINE POWER LEVER 1. COMPLETE ENGINE FAILURE
UNTIL THE AUTOFEATHER SYSTEM HAS COMPLETELY CHECKLIST CLEAN-UP ITEMS
STOPPED PROPELLER ROTATION. 2. LAND AS SOON AS PRACTICAL
CLIMB
1. AIRSPEED (AFTER OBSTACLE CLEARANCE
ALTITUDE IS REACHED)—VYSE
2. FLAPS—UP
AFTER LIFTOFF
2. AIRSPEED - MAINTAIN(TAKEOFF SPEED OR ABOVE
3. LANDING GEAR (WHEN POSITIVE CLIMB
ESTABLISHED)—UP
4. PROPELLER(INOPERATIVE ENGINE)— VERIFY
FEATHERED
TAKEOFF
1. ROTATE AT VR TO
APPROX. 7° - 8° NOSE UP
ENGINE LOSS
AND PROCEDURES
19 MANEUVERS
BEFORE TAKEOFF
NOTE:
PROCEDURES UNTIL AT OR TO OBTAIN BEST PERFORMANCE WITH ONE ENGINE
ABOVE V1 INOPERATIVE, THE AIRPLANE MUST BE BANKED 3° to 5°
INTO THE OPERATING ENGINE WHLE MAINTAINING
A CONTANT HEADING.
Figure 19-16. B200GT/250 Engine Loss at or Above V1

EMERGENCY OR MALFUNCTION
AT OR/ BELOW V1
1. RECOGNIZE REASON FOR REJECTING
TAKEOFF
2. POWER LEVERS—GROUND FINE
3. BRAKING—AS REQUIRED TO ACHIEVE STOPPING DISTANCE
4. OPERATIVE ENGINE—MAXIMUM REVERSE
CLEAR OF RUNWAY
1. COMPLETE AFTER
LANDING CHECKLIST
BEFORE TAKEOFF
AND PROCEDURES

19 MANEUVERS
PROCEDURES UNTIL INITIATING

ABORT AT OR BELOW V1
NOTE:
WARNING
EXTREME CARE MUST BE EXERCISED WHEN USING IF REJECTED TAKEOFF IS DUE TO REASONS
SINGLE-ENGINE REVERSING ON SURFACES WITH OTHER THAN ONE ENGINE POWER LOSS,
REDUCED TRACTION. REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS.
Figure 19-17. B200GT/250 Rejected Takeoff

HOLD 45° BANK

1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED
ROLLOUT
1. RETURN TO AND HOLD
ENTRY PARAMETERS
THROUGH 30° BANK
1. ADD APPROX. 100 FT-LBS. TORQUE
2. ONE UNIT NOSE UP TRIM
3. SMALL PITCH INCREASE
ROLL INTO TURN THROUGH 30° BANK

1. MAINTAIN INITIAL 1. REDUCE TORQUE BY 100 FT-LBS.
ALTITUDE 2. REDUCE PITCH
3. TAKE OUT TRIM
AND PROCEDURES
19 MANEUVERS
ROLL OUT OF TURN
1. START ROLLOUT 25° PRIOR
TO ROLLOUT HEADING
INITIAL ENTRY
2. SPEED BUG—SET 180 KIAS
3. TORQUE—APPROX.
1,000 - 1,200 FT-LBS.
4. HEADING BUG—SET
5. FD—OFF
6. CHECK ADI PITCH REFERENCE
Figure 19-18. B200GT/250 Steep Turns


PREVENT THE STALL WHILE
MAINTAINING A MINIMAL LOSS OF
ALTITUDE, AIRSPEED AND
HEADING DEVIATION
4. ESTABLISH POSITIVE RATE OF CLIMB
NOTE:
ENVIRONMENT.
AND PROCEDURES
HORN VYSE
19 MANEUVERS
OR BUFFET
EXECUTION:

Figure 19-19. B200GT/250 Approach to Stall—Takeoff Configuration (Simulator Only)


2. REDUCE ANGLE OF ATTACK TO 2. RESET POWER, AS REQUIRED
PREVENT THE STALL WHILE
MAINTAINING A MINIMAL LOSS
OF ALTITUDE, AIRSPEED AND
HEADING DEVIATION
NOTE:
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:
AND PROCEDURES
19 MANEUVERS
Figure 19-20. B200GT/250 Approach to Stall—Enroute Configuration (Simulator Only)


3. FLAPS—APPROACH 2. REDUCE ANGLE OF ATTACK TO PREVENT 2. RESET POWER, AS REQUIRED
4. GEAR—DOWN THE STALL WHILE MAINTAINING A MINIMAL
LOSS OF ALTITUDE, AIRSPEED AND
HEADING DEVIATION
4. ESTABLISH POSITIVE RATE OF CLIMB -
GEAR UP
NOTE:
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:
AND PROCEDURES
19 MANEUVERS

Figure 19-21. B200GT/250 Approach to Stall—Approach Configuration (Simulator Only)


4. GEAR—DOWN PREVENT THE STALL WHILE
5. FLAPS—DOWN MAINTAINING A MINIMAL LOSS
OF ALTITUDE, AIRSPEED AND
HEADING DEVIATION
3. BANK ANGLE - WINGS LEVEL AT OR
ABOVE 100 KIAS:
4. FLAPS - APPROACH ESTABLISH A
POSITIVE RATE OF CLIMB:
5. GEAR - UP
6. FLAPS - UP AT OR ABOVE VYSE
NOTE:
ENVIRONMENT.
HORN VYSE
OR BUFFET
EXECUTION:
AND PROCEDURES
19 MANEUVERS
Figure 19-22. B200GT/250 Approach to Stall—Landing Configuration (Simulator Only)

3. WHEN CLEAR OF OBSTACLES,
INITIAL ESTABLISH NORMAL CLIMB
4. FLAPS—APPROACH
1. OBTAIN ATIS 5. GEAR—UP
2. DESCENT CHECKLIST— 6. FLAPS (AT VYSE)—UP
COMPLETE 7. AIRSPEED—ESTABLISH NORMAL
CLIMB (160KIAS)
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
4. PROPS—FULL
FORWARD
ARRIVAL
3. START BEFORE LANDING
CHECKLIST
AFTER TOUCHDOWN
1. POWER LEVERS - GROUND FINE
OR REVERSE—AS REQUIRED
DOWNWIND
1. FLAPS—APPROACH
2. 130 - 140 KIAS

1. GEAR—DOWN
2. BEFORE LANDING CHECKLIST— FINAL
AND PROCEDURES
COMPLETE 1. 130-140 KIAS (VYSE MIN)

19 MANEUVERS
2. LANDING GEAR— RECHECK DOWN

1. 130-140 KIAS 5. YAW DAMP—OFF
CAUTION 6. NORMAL LANDING
LEVERS MUST BE IN HIGH RPM
CAUTION
NOTE:
Figure 19-23. B200GT/250 Visual Approach and Landing

INITIAL SINGLE-ENGINE GO-AROUND

1. OBTAIN ATIS 1. POWER—MAXIMUM ALLOWABLE
2. DESCENT CHECKLIST— 2. GEAR—UP
COMPLETE 3. FLAPS—UP
4. AIRSPEED—INCREASE TO:
121 KIAS (B200GT/250CGT)
116 KIAS (250/250C)
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. EXECUTE A NORMAL LANDING
ARRIVAL
1. TORQUE—APPROX. 1,600 LBS
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST AFTER TOUCHDOWN
1. POWER LEVERS - GROUND FINE
OR REVERSE—AS REQUIRED
DOWNWIND
1. FLAPS—APPROACH
2. 130 - 140 KIAS
AND PROCEDURES
1. GEAR—DOWN
19 MANEUVERS
2. PROP—FULL FORWARD
FINAL
1. 130 - 140 KIAS
WHEN CERTAIN THERE IS NO
POSSIBILITY OF GO-AROUND:
1. 130-140 KIAS 3. TRANSITION TO VREF
4. YAW DAMP—OFF
5. ONE-ENGINE-INOPERATIVE
NOTE: APPROACH AND LANDING
SINGLE ENGINE REVERSE THRUST MAY BE USED
WITH CAUTION AFTER TOUCHDOWN ON SMOOTH,
DRY, PAVED SURFACES.
Figure 19-24. B200GT/250 One Engine Inoperative—Visual Approach and Landing

INITIAL 1. POWER—MAXIMUM ALLOWABLE

2. PITCH—10° NOSE UP
1. OBTAIN ATIS 3. AIRSPEED—100 KIAS
2. DESCENT CHECKLIST— 4. WHEN CLEAR OF OBSTACLES,
COMPLETE ESTABLISH NORMAL CLIMB
5. FLAPS—RECHECK UP
6. GEAR—UP
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—FLAPS UP
LANDING APPROACH
SPEED
3. POWER—IDLE
ARRIVAL
1. TORQUE—APPROX. 800 LBS
3. START FLAPS UP LANDING
CHECKLIST
AFTER TOUCHDOWN
2. POWER LEVERS - GROUND
FINE OR REVERSE—AS REQUIRED
DOWNWIND
1. FLAPS—UP

1. GEAR—DOWN
FINAL
WHEN LANDING IS ASSURED:
AND PROCEDURES
19 MANEUVERS
2. TRANSITION TO FLAPS UP
BASE APPROACH SPEED
3. YAW DAMP—OFF
1. 140 KIAS 4. FLAPS UP LANDING
CAUTION CHECKLIST—COMPLETE

LEVERS MUST BE IN THE HIGH RPM
CAUTION
NOTE:
Figure 19-25. B200GT/250 Flap Malfunction—Visual Approach and Landing

INITIAL
1. OBTAIN ATIS
OM
2. REVIEW APPROACH AND
MISSED APPROACH
3. NAVAIDS—
GLIDE SLOPE INTERCEPT
SELECT/TUNE/IDENTIFY
1. TORQUE—APPROX. 600 - 800 FT/LBS 4. DESCENT CHECKLIST—
2. 130 - 140 KIAS COMPLETE
DA-MISSED APPROACH MM
3. GEAR—UP
4. FLAPS—UP ARRIVAL
5. ESTABLISH NORMAL CLIMB (160KIAS) 1. TORQUE—APPROX.
6. COMPLETE MISSED APPROACH 800 FT/LBS
PROCEDURE 2. 150 - 175 KIAS (TYPICAL)
3. FD—AS DESIRED
4. BEFORE LANDING
DH
APPROACH INBOUND
1. FLAPS—APPROACH
2. 130 - 140 KIAS
APPROACHING GLIDE SLOPE

1. GEAR—DOWN
3. COMPLETE BEFORE LANDING CHECKLIST
DA-VISUAL AND LANDING ASSURED
AND PROCEDURES
1. FLAPS—DOWN
19 MANEUVERS
3. YAW DAMP—OFF
4. NORMAL LANDING CHECKLIST—COMPLETE
AFTER TOUCHDOWN THRESHOLD

1. POWER LEVERS - BETA / GROUND 1. GEAR—RECHECK DOWN
FINE OR REVERSE—AS REQUIRED 2. AIRSPEED—VREF
2. BRAKES—AS REQUIRED 3. POWER—IDLE
CAUTION CAUTION

THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
NOTE: OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; DAMAGE PROPELLER BLADES, AND DUST OR SNOW
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-26. B200GT/250 ILS Approach—Landing in Sequence from an ILS

INITIAL PROCEDURE TURN OUTBOUND

1. OBTAIN ATIS 1. START TIMING
2. REVIEW APPROACH AND 2. FLAPS—APPROACH
MISSED APPROACH 3. 130 - 140 KIAS
4. DESCENT CHECKLIST— FAF
COMPLETE
PROCEDURE TURN INBOUND

1. FD—AS DESIRED
2. SET ALTITUDE SELECTOR/ALERTER
ARRIVAL
3. FD—AS DESIRED
4. BEFORE LANDING CHECKLIST—
COMPLETE STATION PASSAGE
1. START TIMING
MAP-MISSED APPROACH 2. SET ALTITUDE
1. POWER—MAXIMUM ALLOWABLE SELECTOR/ALERTER
3. GEAR—UP
4. FLAPS—UP INTERCEPT FINAL APPROACH
5. ESTABLISH NORMAL CLIMB (160KIAS)
6. COMPLETE MISSED APPROACH 1. COURSE INBOUND
PROCEDURE MAP
FAF APPROACH INBOUND

1. RESET ALTITUDE SELECTOR/ALERTER
MDA
FINAL APPROACH FIX

1. START TIMING
2. GEAR—DOWN
3. TORQUE—APPROX. 400 - 600 FT/LBS
AND PROCEDURES
THRESHOLD 4. AIRSPEED—130-140KIAS
19 MANEUVERS
2. AIRSPEED—VREF
3. POWER—IDLE

AFTER TOUCHDOWN MAP-LANDING ASSURED 1. LEVEL OFF AT MDA AT LEAST 1 MILE
1. POWER LEVERS - BETA / GROUND 1. FLAPS—DOWN PRIOR TO MAP, IF POSSIBLE
FINE OR REVERSE—AS REQUIRED 2. TRANSITION TO VREF 2. TORQUE—1,000 - 1,200 FT/LBS
2. BRAKES—AS REQUIRED 3. YAW DAMP—OFF 3. 130 - 140 KIAS
4. NORMAL LANDING
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

CHARACTERISTICS, THE PROPELLER CONTROL MUST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BE IN FULL INCREASE RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS;
THE PILOT'S VISIBILITY.
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS.
Figure 19-27. B200GT/250 Nonprecision Approach—Procedure Turn

ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER
AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH
PROCEDURES TO MDA REQUIRE USING CATEGORY C MINIMUMS.
MDA THRESHOLD
MAP
2. AIRSPEED—VREF FINAL
3. POWER—IDLE
1. 130 - 140 KIAS
2. FLAPS—DOWN
1 NM 4. YAW DAMP—OFF
1. LEVEL OFF AT MDA AT LEAST 1 5. NORMAL LANDING
MILE PRIOR TO MAP, IF POSSIBLE CHECKLIST—COMPLETE
2. TORQUE—1,000 - 1,200 LBS
3. 130 - 140 KIAS
4. MANEUVER WITHIN VISIBILITY
CRITERIA
5. MAINTAIN MDA
MAP AND DURING CIRCLING MANEUVER

1. DETERMINE THAT VISUAL CONTACT WITH
THE RUNWAY ENVIRONMENT CAN BE
MAINTAINED AND A NORMAL LANDING CAN
BE MADE FROM A CIRCLING APPROACH,
OR INITIATE A MISSED APPROACH
AND PROCEDURES
19 MANEUVERS
2. MAINTAIN MDA DURING CIRCLING MANEUVER
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
CAUTION CAUTION

THE PROPELLER LEVERS MUST BE IN THE HIGH REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM (FULL FORWARD) POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. THE PILOT'S VISIBILITY.
Figure 19-28. B200GT/250 Circling Approach and Landing

GENERAL PROFILES
INITIAL DESCENT LEVEL-OFF
APPROXIMATELY
20° NOSEDOWN
181 KIAS MAXIMUM
(APPROXIMATELY
12-14° NOSEDOWN)
REDUCE RATE OF DESCENT

APPROXIMATELY 1,000 FEET
ABOVE LEVEL-OFF ALTITUDE
LEVEL OFF
1. POWER LEVERS — IDLE 1. INITIAL PITCH ATTITUDE 1. APPROXIMATELY 1,000 FEET

APPROXIMATELY 20° NOSEDOWN BEFORE LEVEL-OFF ALTITUDE,
2. PROP LEVERS — SMOOTHLY SMOOTHLY REDUCE RATE OF
FULL FORWARD 2. PRIOR TO 181 KIAS, REDUCE DESCENT
PITCH ATTITUDE TO
3. FLAPS — APPROACH (BELOW APPROXIMATELY 12-14° 2. FLAPS — UP
200 KIAS) NOSEDOWN
3. GEAR — UP (BELOW 163 KIAS)
4. GEAR — DOWN (BELOW 181 KIAS) 3. MAXIMUM IAS SHOULD BE 181
KIAS 4. ADD POWER (AS REQUIRED)
4. ADVISE ATC 7. SET PROP RPM (AS DESIRED)
5. RESET ALTIMETER AND ALTITUDE 8. COMPLETE DESCENT

PRE-SELECTOR TO LEVEL-OFF
ALTITUDE
AND PROCEDURES
19 MANEUVERS
NOTE: NOTE:
IF INITIAL INDICATED AIRSPEED IS DESCENT FROM 35,000 TO 12,500
ABOVE 181 KIAS, MAINTAIN THE FEET REQUIRES APPROXIMATELY
INITIAL ALTITUDE UNTIL THE IAS IS SIX MINUTES
AT OR BELOW 181 KIAS.
Figure 19-29. Emergency Descent

TURN INBOUND INITIAL

1. ADJUST LEG LENGTH TO PROVIDE 1 1. SLOW TO HOLDING AIRSPEED* —
MINUTE AT 14,000 FEET AND BELOW 160 KIAS WITHIN 3 MINUTES OF FIX
OR 1.5 MINUTES ABOVE 14,000 FEET
2. TORQUE — APPROX 800-1,000 LBS
70°
110°
AND PROCEDURES
19 MANEUVERS
ENTERING HOLDING PATTERN
*MAX HOLDING SPEEDS
1. REPORT ENTERING HOLD
• 6,000 FEET & BELOW — 200 KIAS
2. TURN TO PARALLEL OUTBOUND COURSE
• 6,001-14,000 FEET — 230 KIAS
3. START TIMING OVER OR ABEAM FIX,
• 14,001 & ABOVE — 265 KIAS WHICHEVER OCCURS LATER
Figure 19-30. Standard Holding Pattern—Direct Entry

TURN INBOUND ENTERING HOLDING PATTERN

1. ADJUST LEG LENGTH TO PROVIDE 1 1. REPORT ENTERING HOLD
MINUTE AT 14,000 FEET AND BELOW 2. TURN 30° FROM OUTBOUND COURSE
OR 1.5 MINUTES ABOVE 14,000 FEET
3. START TIMING OVER FIX
AND PROCEDURES
19 MANEUVERS
70°
*MAX HOLDING SPEEDS INITIAL

• 6,000 FEET & BELOW — 200 KIAS 1. SLOW TO HOLDING AIRSPEED* —
• 6,001-14,000 FEET — 230 KIAS 160 KIAS WITHIN 3 MINUTES OF FIX
• 14,001 & ABOVE — 265 KIAS 2. TORQUE — APPROX 800-1,000 LBS
Figure 19-31. Standard Holding Pattern—Teardrop Entry

*MAX HOLDING SPEEDS

TURN INBOUND
• 6,000 FEET & BELOW — 200 KIAS
• 6,001-14,000 FEET — 230 KIAS 1. ADJUST LEG LENGTH TO PROVIDE 1
MINUTE AT 14,000 FEET AND BELOW
• 14,001 & ABOVE — 265 KIAS OR 1.5 MINUTES ABOVE 14,000 FEET
110°
AND PROCEDURES
19 MANEUVERS
ENTERING HOLDING PATTERN
1. REPORT ENTERING HOLD
2. TURN TO PARALLEL OUTBOUND COURSE
3. START TIMING OVER OR ABEAM FIX,
WHICHEVER OCCURS LATER
INITIAL
1. SLOW TO HOLDING AIRSPEED — 160
KIAS* WITHIN 3 MINUTES OF FIX
2. TORQUE — APPROX 800-1,000 LBS
Figure 19-32. Standard Holding Pattern—Parallel Entry

CHAPTER 20
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 20-1
WEIGHT AND BALANCE................................................................................................... 20-2
Weight and Balance Computation.................................................................................. 20-2
QUESTIONS.......................................................................................................................20-13
20 WEIGHT AND BALANCE

ILLUSTRATIONS
Figure Title Page
20-1 Basic Empty Weight and Balance Form.................................................................... 20-3

20-2 Weight and Balance Loading Form........................................................................... 20-4
20-3 Loading Data (Passenger).......................................................................................... 20-5
20-4 Cabin Loading........................................................................................................... 20-6
20-5 Loading Data Cargo Configuration........................................................................... 20-7
20-6 Density Variation of Aviation Fuel............................................................................ 20-8
20-7 Useful Load Weights and Moments Usable Fuel...................................................... 20-9
20-8 Moment Limits vs. Weight..................................................................................... 20-10
20-9 Moment Limits vs. Weight with CG....................................................................... 20-11

CHAPTER 20
WEIGHT AND BALANCE
INTRODUCTION
It is the responsibility of the aircraft operator to ensure that the aircraft is properly loaded. At the
time of delivery, the manufacturer provides the necessary weight and balance data to compute
individual loading. All subsequent changes in aircraft weight and balance are the responsibility
of the aircraft owner and/or operator. Weight and balance computation and considerations are
covered in the first portion of this chapter.
The weight and balance covers loading a typical aircraft and uses data to complete a typical
computation. Additional information is provided in the Aircraft Flight Manual.

WEIGHT AND BALANCE The total weight and moment/100 for ramp
condition is the sum of zero fuel condition
A current record of aircraft basic weight and plus the fuel loading. The fuel weight and
balance must be maintained at all times. This moment/100 for start, taxi, and takeoff is listed
can require periodic weighing. The need for at the bottom of the form. The total weight
weighing is determined through maintenance for takeoff condition must not exceed 12,500
procedures and practices. pounds. The computed takeoff condition
moment/100 must be checked to be within
A Basic Empty Weight and Balance form is pro- limits. (Figure 20-8 and Figure 20-9.) When
vided by the aircraft manufacturer to maintain using the Moment Limits vs. Weight Graph,
the record in a current condition (Figure 20-1). A move horizontally with the weight of the air-
careful check must be made each time this form is craft to the point where it meets the aircraft
used to ensure the information is current. A sam- moment/100 which is presented diagonally.
ple basic empty weight and moment of a typical The point where the two meet shows the cen-
aircraft is used in this chapter. ter of gravity in inches aft of the datum.
WEIGHT AND BALANCE Fuel to destination is computed during the

COMPUTATION performance functions of flight planning. This
fuel figure is used in REF line 11 to compute
Another form is provided by the aircraft landing condition. The moment/100 for fuel
manufacturer to compute weight and bal- to destination is computed by subtracting the
ance (Figure 20-2). This computation must be moment/100 for the fuel remaining (at land-
completed before each flight to ensure proper ing) from the fuel moment/100 used for fuel
aircraft opKrded in REF line 5. loading. Use Figure 20-7 for this computation.
The Zero-Fuel Condition is the total of weights Landing condition is computed by subtract-
and moments/100 in REF lines 1 through 5. ing the fuel to be used from takeoff condition.
This weight must not exceed 11,000 pounds. The moment/100 for landing condition must
be checked using Figure 20-8 to verify that it
Fuel is added by first referring to the Den- is within limits.
sity Variation of Aviation Fuel chart (Figure
20-6) to determine the fuel density (Note:
For aircraft flight manual purposes 1kg/L =
8.345 lb/gal). Then the weight and moment of
the fuel loaded is determined from the Use-
ful Load Weights and Moments Useful Fuel
chart (Figure 20-7).

Facility: Serial No.:

Scales: Date:
REFERENCE DIMENSIONS IN FUSELAGE STATIONS (INCHES AFT OF DATUM)

Wheel Axle Centerlines: Nose Main Jack Point Locations:
Extended Strut 29.4 208.5 Forward 83.5
Compressed Strut 30.8 210.5 Aft 225.5
REACTION SCALE NEW

Wheel or Jack Point READING TARE WEIGHT ARM MOMENT
(lb) (lb) (lb) (in.) (lb-in.)
Left Main
Right Main
Sub Total – Mains
Nose
Total - As Weighed
Additions and Subtractions to As Weighed Condition:
Add: Drainable Unusable Fuel 34.0 --- 5576
BASIC EMPTY WEIGHT (BEW)

Note: The Basic Empty Weight includes full engine oil and unusable fuel.
Prepared By:
Title:
Figure 20-1. Basic Empty Weight and Balance Form

WEIGHT AND BALANCE LOADING FORM

SERIAL NO. _________________REG NO._________________ DATE __________________
WEIGHT F.S. MOM/100
LINE ITEM
(LB) (IN) (LB-IN)
1 Basic Empty Weight
2 Pilot
3 Copilot
4 Passenger 1 or Cargo in Section A
5 Passenger 2 or Cargo in Section B
6 Passenger 3 or Cargo in Section C
7 Passenger 4 or Cargo in Section D
8 Passenger 5 or Cargo in Section E
9 Passenger 6
10 Passenger 7
11 Passenger 8
12 Passenger 9
13 Total Cabinet Contents
14 Total Baggage
Subtotal - Zero Fuel Weight.
15
DO NOT EXCEED 11,000 LBS.
16 Fuel Loading
Subtotal - Ramp Weight
17
Less Fuel for Start, Taxi and Take-
18
off*
Total - Take-Off Weight.
19
* Fuel for start, taxi and take-off is normally 90 lbs at an average moment/100 of 177.
LANDING WEIGHT DETERMINATION
20 Fuel Loading from Line 16
Less Fuel used to Destination
21 (including fuel for start, taxi and
take-off)
Total Fuel Remaining.
22 Moment/100 from Usable Fuel
Weights and Moments Table

23 Zero Fuel Weight from Line 15
24 Total Landing Weight (line 22 + 23)
NOTE: Shaded areas in the above tables indicate values that are not required to arrive at a
final weight and balance.
Figure 20-2. Weight and Balance Loading Form

COCKPIT CABIN FOYER AFT

CABIN
FS FS FS L1
30 84 152 ROW 1 ROW 2 ROW 3
CREW FS FS FS FS
163 279 305 348
OCCUPANT CENTROID
CREW FS 129
ROW 1 FS 175
ROW 2 FS 212
ROW 3 FS 259
L1 FS 293
Figure 20-3. Loading Data (Passenger)

PASS (NOTE)
FS 183
PASS PASS PASS PASS PASS PASS
FS 171 FS 212 FS 259 FS 163 FS 212 FS 259
PASS PASS PASS PASS PASS PASS

FS 175 FS 212 FS 259 FS 175 FS 212 FS 259
NOTE:
LAVATORY
AFT COUCH LOCATION NOT TO
USE CREW CABIN CHAIRS SEAT BE OCCUPIED DURING TAKEOFF
COLUMNS F.S. F.S. F.S. F.S. F.S. F.S. F.S. AND LANDING
MARKED 129 171 175 212 259 293 335
X
WEIGHT MOMENT/100
80 103 137 140 170 207 234 268
90 116 154 158 191 233 264 302
100 129 171 175 212 259 293 335
110 142 188 193 233 285 322 369
120 155 205 210 254 311 352 402
130 168 222 228 276 337 381 436
140 181 239 245 297 363 410 469
150 194 257 263 318 389 440 503
160 206 274 280 339 414 469 536
170 219 291 298 360 440 498 570
180 232 308 315 382 466 527 603
190 245 325 333 403 492 557 637
200 258 342 350 424 518 586 670
210 271 359 368 445 544 615 704
220 284 376 385 466 570 645 737
230 297 393 403 488 596 674 771
240 310 410 420 509 622 703 804
(CLOTHING ON HANGERS) AFT CABIN CHART FORWARD COUCH AFT COUCH

FOYER F.S. 325 WEIGHT CASES CABINET CABINET CABINET DRAWERS
WEIGHT F.S. 292 F.S. 148 F.S. 158 F.S. 196 F.S. 272 F.S. 173
MOMENT/100
MOMENT/100
10 29 33
20 58 65 10 15 16 20 27 17
30 88 98 20 30 32 39 54 35
117 130 30 44 47 59 82 52
40
50 146 163 40 59 63 78 109
60 175 195 50 74 79
70 204 228 60 95
80 234 260 70 111
90 263 293 80 126
100 292 325 90 142
100 158
200 650
300 975 NOTE: Weight and Moment/100 of Cabinet Contents must be included in all
370 1203 loading computations.
400 1300
500 1625
510 1658
550 1788
See DIMENSIONAL AND LOADING DATA.
Figure 20-4. Cabin Loading

FS 0.0
CENTROID
FS 30.0 SECTION MAXIMUM ARM
A 880 LB FS 171
EQUIP B 860 LB FS 210
COMPT C 830 LB FS 250
D 550 LB FS 288
FS 84.0 E 550 LB FS 325
COCKPIT
FS 129.0
FS 152.0
USEFUL LOAD WEIGHTS AND MOMENTS
SECTION A CARGO
COMPARTMENT *
FS 190.0
A B C D E
(MOLD LINE
MAIN SPAR) F.S. 152–190 F.S. 190–230 F.S. 230–270 F.S. 270–305 F.S. 305–348
SECTION B WEIGHT CENTROID
F.S. 171 F.S. 210 F.S. 250 F.S. 288 F.S. 325
FS 230.0 MOMENT/100
10 17 21 25 29 33
SECTION C 20 34 42 50 58 65
30 51 63 75 86 98
FS 270.0 40 68 84 100 115 130
50 86 105 125 144 163
SECTION D 60 103 126 150 173 195
70 120 147 175 202 228
FS 305.0 80 137 168 200 230 260
90 154 189 225 259 293
SECTION E 100 171 210 250 288 325
200 342 420 500 576 650
FS 347.75 300 513 630 750 864 975
EQUIP 400 684 840 1000 1152 1300
COMPT 500 855 1050 1250 1440 1625
510 872 1071 1276 1469 1658
550 940 1155 1375 1584 1788
600 1026 1260 1500 NOTE: All cargo must be
700 1197 1470 1750 supported by the seat tracks
in a uniform distribution and
800 1368 1680 2000 tied down to the tracks by
830 1419 1743 2075 an FAA approved method.
860 1471 1806
880 1505
* Refer to LOADING DATA CARGO CONFIGURATION
Figure 20-5. Loading Data Cargo Configuration

20-8
DENSITY VARIATION OF AVIATION FUEL
BASED ON AVERAGE SPECIFIC GRAVITY
FUEL AVERAGE SPECIFIC GRAVITY

JET A (JP-5) (JP-8) AND JET A1 .819 AT 15°C
JET B (JP-4) .764 AT 15°C
AV GAS GRADE 100/130 .705 AT 15°C
AVIATION
7 KER OSENE JE
T A (JP-5)
(JP-8) & J
ET A1
JET B (JP
-4)
AVIATION
G ASOLINE
GRADE 10
6 0/ 130

SPECIFIC WEIGHT ~ POUNDS/GALLON
5
–50 –40 –30 –20 –10 0 10 20 30 40 50 60
TEMPERATURE ~ °C
Figure 20-6. Density Variation of Aviation Fuel
Revision 0.3
USEFUL LOAD WEIGHTS AND MOMENTS

USABLE FUEL
10 63 97 65 100 67 103 69 106 71 109

20 126 194 130 200 134 206 138 212 142 218
30 189 300 195 309 201 319 207 329 213 338
40 252 417 260 430 268 443 276 456 284 469
50 315 533 325 550 335 567 345 584 355 601
60 378 652 390 672 402 693 414 714 426 734
70 441 770 455 795 469 819 483 843 497 868
80 504 890 520 918 536 946 552 974 568 1002
90 567 1007 585 1039 603 1071 621 1103 639 1135
100 630 1125 650 1160 670 1196 690 1232 710 1267
110 693 1240 715 1280 737 1319 759 1358 781 1398
120 756 1357 780 1400 804 1443 828 1486 852 1529
130 819 1473 845 1519 871 1566 897 1613 923 1659
140 882 1589 910 1640 938 1690 966 1740 994 1791
150 945 1707 975 1761 1005 1815 1035 1869 1065 1923
160 1008 1823 1040 1881 1072 1939 1104 1997 1136 2055
170 1071 1941 1105 2002 1139 2064 1173 2126 1207 2187
180 1134 2057 1170 2123 1206 2188 1242 2253 1278 2319
190 1197 2175 1235 2244 1273 2313 1311 2382 1349 2451
200 1260 2292 1300 2364 1340 2437 1380 2510 1420 2582
210 1323 2409 1365 2486 1407 2562 1449 2638 1491 2715
220 1386 2527 1430 2607 1474 2687 1518 2767 1562 2847
230 1449 2644 1495 2728 1541 2812 1587 2896 1633 2980
240 1512 2763 1560 2850 1608 2938 1656 3026 1704 3113
250 1575 2880 1625 2972 1675 3063 1725 3154 1775 3246
260 1638 2998 1690 3093 1742 3188 1794 3283 1846 3378
270 1701 3114 1755 3213 1809 3312 1863 3411 1917 3510
280 1764 3232 1820 3334 1876 3437 1932 3540 1988 3642
290 1827 3349 1885 3456 1943 3562 2001 3668 2059 3775
300 1890 3466 1950 3576 2010 3686 2070 3796 2130 3906
310 1953 3583 2015 3697 2077 3811 2139 3925 2201 4039
320 2016 3701 2080 3819 2144 3936 2208 4053 2272 4171
330 2079 3819 2145 3941 2211 4062 2277 4183 2343 4305
340 2142 3937 2210 4062 2278 4187 2346 4312 2414 4437
350 2205 4055 2275 4183 2345 4312 2415 4441 2485 4569
360 2268 4178 2340 4310 2412 4443 2484 4576 2556 4708
370 2331 4297 2405 4434 2479 4570 2553 4706 2627 4843
380 2394 4419 2470 4560 2546 4700 2622 4840 2698 4981
386 2432 4491 2509 4633 2586 4776 2663 4919 2741 5061
400 2520 4667 2600 4815 2680 4963 2760 5111 2840 5259
410 2583 4793 2665 4945 2747 5097 2829 5249 2911 5401
420 2646 4919 2730 5075 2814 5231 2898 5387 2982 5543
430 2709 5046 2795 5206 2881 5366 2967 5526 3053 5686
440 2772 5173 2860 5337 2948 5501 3036 5665 3124 5829
450 2835 5301 2925 5470 3015 5638 3105 5806 3195 5975
460 2898 5428 2990 5601 3082 5773 3174 5945 3266 6118
470 2961 5556 3055 5733 3149 5909 3243 6085 3337 6262
480 3024 5685 3120 5866 3216 6046 3312 6226 3408 6407
490 3087 5815 3185 5999 3283 6184 3381 6369 3479 6553
500 3150 5946 3250 6134 3350 6323 3450 6512 3550 6700
510 3213 6076 3315 6269 3417 6462 3519 6655 3621 6848
520 3276 6208 3380 6405 3484 6602 3588 6799 3692 6996
530 3339 6340 3445 6542 3551 6743 3657 6944 3763 7146
540 3402 6470 3510 6676 3618 6881 3726 7086 3834 7292
544 3427 6522 3536 6729 3645 6936 3754 7143 3862 7350
BB06C
060576AA.AI
Figure 20-7. Useful Load Weights and Moments Usable Fuel

MOMENT LIMITS vs WEIGHT

NORMAL CATEGORY
MINIMUM MAXIMUM MINIMUM MAXIMUM
WEIGHT MOMENT/ MOMENT/ WEIGHT MOMENT/ MOMENT/
100 100 100 100
7200 13032 14141 9950 18010 19542
7250 13122 14239 10000 18100 19640
7300 13213 14337 10050 18190 19738
7350 13304 14435 10100 18281 19836
7400 13394 14534 10150 18372 19935
7450 13484 14632 10200 18462 20033
7500 13575 14730 10250 18552 20131
7550 13666 14828 10300 18643 20229
7600 13756 14926 10350 18734 20327
7650 13846 15025 10400 18824 20426
7700 13937 15123 10450 18914 20524
7750 14028 15221 10500 19005 20622
7800 14118 15319 10550 19096 20720
7850 14208 15417 10600 19186 20818
7900 14299 15516 10650 19276 20917
7950 14390 15614 10700 19367 21015
8000 14480 15712 10750 19458 21113
8050 14570 15810 10800 19548 21211
8100 14661 15908 10850 19638 21309
8150 14752 16007 10900 19729 21408
8200 14842 16105 MAX 10950 19820 21506
8250 14932 16203 ZERO 11000 19910 21604
8300 15023 16301 FUEL 11050 20000 21702
8350 15114 16399 WEIGHT 11100 20091 21800
8400 15204 16498 11150 20182 21899
8450 15294 16596 11200 20272 21997
8500 15385 16694 11250 20362 22095
8550 15476 16792 11300 20461 22193
8600 15566 16890 11350 20570 22291
8650 15656 16989 11400 20679 22390
8700 15747 17087 11450 20789 22488
8750 15838 17185 11500 20898 22586
8800 15928 17283 11550 21008 22684
8850 16018 17381 11600 21118 22782
8900 16109 17480 11650 21228 22881
8950 16200 17578 11700 21338 22979
9000 16290 17676 11750 21449 23077
9050 16380 17774 11800 21559 23175
9100 16471 17872 11850 21670 23273
9150 16562 17971 11900 21781 23372
9200 16652 18069 11950 21892 23470
9250 16742 18167 12000 22003 23568
9300 16833 18265 12050 22115 23666
9350 16924 18363 12100 22226 23764
9400 17014 18462 12150 22338 23863
9450 17104 18560 12200 22450 23961
9500 17195 18658 12250 22562 24059
9550 17286 18756 12300 22674 24157
9600 17376 18854 12350 22787 24255
9650 17466 18953 12400 22899 24354
9700 17557 19051 12450 23012 24452
9750 17648 19149 12500 23125 24550
9800 17738 19247
9850 17828 19345
9900 17919 19444
BT03769
CENTER OF GRAVITY LIMITS (LANDING GEAR DOWN)

FORWARD AFT CG
WEIGHT CONDITION CG LIMIT LIMIT
12,500 LB (MAX. TAKE-OFF OR
LANDING) 185.0 196.4
11,279 LB OR LESS 181.0 196.4

BT03770
Figure 20-8. Moment Limits vs. Weight

MOMENT LIMITS VS WEIGHT

12600
MAX. TAKE-OFF/LANDING WEIGHT
12400
225
00
12200 MO 240
ME 00
NT 220
/10 00
0
12000
235
215 00
POUNDS
00
11800
210 230
00 00
11600
WEIGHT ~
11400 205
00
11200 200
00
MAX ZERO
11000
FUEL WEIGHT
195
00
10800
10600 190
00
10400
185
00
10200
180
10000 00
9800 175
00
9600
170
00
9400
9200 165
00
9000
160
00
8800
155
8600 00
8400 150
00
8200
145
00
8000
7800 1400
0
7600
180 182 184 186 188 190 192 194 196

CENTER OF GRAVITY ~ INCHES AFT OF DATUM
Figure 20-9. Moment Limits vs. Weight with CG



QUESTIONS
1. What is the maximum takeoff weight of the 4. What is the zero-fuel weight and moment/100
aircraft? of the given aircraft?
A. 12,590 pounds
B. 12,500 pounds 5. If the fuel gages indicate a total of 600
pounds after the previous flight, how much
C. 12,350 pounds
fuel, in gallons, can be added for flight?
D. 12,200 pounds
6. Will the takeoff weight and moment/100 be
2. What is the maximum zero fuel weight for
within limits with the fuel loading in Ques-
the aircraft?
tion 5?
A. 10,800 pounds
B. 10,960 pounds
C. 11,100 pounds
D. 11,000 pounds
3. What moment/100 figure is to be checked

within limits on each flight?
A. Takeoff, zero fuel
B. Takeoff, ramp
C. Takeoff, landing
D. Takeoff, in flight
GIVEN:
An aircraft with basic weight of 8,500
pounds and moment/100 of 15,477. The
aircraft is loaded with two 170-pound
pilots, four 170-pound passengers (two
in seats at F.S. 212 and two in seats at
F.S. 259), 200 pounds of baggage, and
40 pounds of refreshments in the forward
cabinet.

21 FLIGHT PLANNING
AND PERFORMANCE
Please refer to the OEM Manual applicable to this particular aircraft.
Revision 0 FOR TRAINING PURPOSES ONLY 21-i

CHAPTER 22
CREW RESOURCE MANAGEMENT (CRM)
CONTENTS
Page
RESOURCE MANAGEMENT
INTRODUCTION................................................................................................................. 22-1
22 CREW
CREW CONCEPT BRIEFING GUIDE................................................................................ 22-3
Description..................................................................................................................... 22-3
COMMON TERMS............................................................................................................... 22-3
PRETAKEOFF BRIEFING (IFR/VFR)................................................................................ 22-3
Crew Coordination Approach Sequence........................................................................ 22-3

ILLUSTRATIONS
Figure Title Page
22-1 Situational Awareness in the Cockpit........................................................................ 22-2

22-2 Command and Leadership......................................................................................... 22-2
RESOURCE MANAGEMENT
22-3 Communication Process............................................................................................ 22-4
22 CREW
22-4 Decision-Making Process.......................................................................................... 22-4
22-5 Error Management Process....................................................................................... 22-4
22-6 Crew Performance Standards.................................................................................... 22-6
TABLES
Table Title Page
22-1 Altitude Callouts—Enroute.........................................................................................22-8

22-2 Altitude Callouts—Approach (Precision)...................................................................22-8
22-3 Altitude Callouts—Approach (Nonprecision).............................................................22-8
22-4 Altitude Callouts—Callouts Of Significant Deviation................................................22-8

CHAPTER 22
CREW RESOURCE MANAGEMENT
(CRM)
RESOURCE MANAGEMENT
22 CREW
INTRODUCTION
This chapter describes crew resource management program. Information is provided on the crew
concept briefing guide and altitude callouts between pilots.

SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
SA
RESOURCE MANAGEMENT
COLLECTIVE Events that Events that

S/A have are
happened happening
now
22 CREW
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links In the Error Chain
1. FAILURE TO MEET TARGETS

OPERATIONAL
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR
6. COMMUNICATIONS
7. AMBIGUITY
8. UNRESOLVED DISCREPANCIES
HUMAN
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
Figure 22-1. Situational Awareness in the Cockpit
COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
Figure 22-2. Command and Leadership

CREW CONCEPT PRETAKEOFF BRIEFING (IFR/

BRIEFING GUIDE VFR)
NOTE
DESCRIPTION The following briefing is to be con-
Experience has shown that adherence to SOPs ducted by the pilot flying prior to
helps to enhance individual and crew cockpit calling the tower after completing the
Before Takeoff Checklist. The pilot fly-
RESOURCE MANAGEMENT
situational awareness and will allow a higher per-
formance level to be attained. Our objective is for ing will accomplish the briefing.
standards to be agreed upon prior to flight and
22 CREW
then adhered to, such that maximum crew per- 1. Review the departure procedure (route and
formance is achieved. These procedures are not altitude, type of takeoff, significant terrain
intended to supercede any individual company features, etc.).
SOP, but rather are examples of good operating
practices. 2. Review anything out of the ordinary.
3. Review required callouts, unless standard
COMMON TERMS calls have been agreed upon, in which case a
request for “Standard Callouts” may be used.
PIC Pilot in Command 4. Review the procedures to be used in case of
an emergency on departure.
Responsible for conduct and safety of the 5. As a final item, ask if there are any questions.
flight. Designates pilot flying and pilot not
flying duties. 6. State that the pretakeoff briefing is complete.
PF Pilot Flying
CREW COORDINATION
Controls the aircraft with respect to APPROACH SEQUENCE
assigned airway, course, altitude, airspeed,
etc., during normal and emergency
conditions. Accomplishes other tasks as NOTE
directed by the PIC. The following crew coordination
approach sequence should be com-
PM Pilot Monitoring pleted as early as possible, prior to
initiating an IFR approach. These
Maintains ATC communications, copies items are accomplished during the
clearances, accomplishes checklists and “APPROACH” checklist.
other tasks as directed by the PIC.
B Both

COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective S/A
INQUIRY:
• Increase individual S/A
RESOURCE MANAGEMENT
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
22 CREW
• Clear, Concise Questions

— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 22-3. Communication Process
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOP’s IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 22-4. Decision-Making Process
ERROR MANAGEMENT
ERROR
CONTAINMENT
• IDENTIFY AREAS OF
MITIGATE VULNERABILITY
ERROR
PREVENTION DETECT & TRAP • USE SOPs, CHECKLISTS AND
EFFECTIVE MONITORING TO
ESTABLISH LAYERS OF
ANTICIPATE & AVOID
DEFENSE
Figure 22-5. Error Management Process

NOTE
During the following sequence, the terms PF and PM have not been reversed during the time
that transfer of control occurs.
PF—Requests the pilot monitoring to obtain destination weather—Transfer of communication duties to
RESOURCE MANAGEMENT
the pilot flying may facilitate the accomplishment of this task.
PM—Advises the pilot of current destination weather, approach in use, and special information pertinent
22 CREW
to the destination
PF—Requests the pilot monitoring to perform the approach setup
PM—Accomplishes the approach setup and advises of frequency tuned, identified and course set
PF—Transfers control of the aircraft to the pilot monitoring, advising, “You have control, heading
________________ , altitude _________________ ” and special instructions. (Communications
duties should be transferred back to the pilot monitoring at this point.)
PM—Responds, “I have control, heading _________________ , altitude _________________ .”
PF—Advises, "Approach briefing."
PF—At the completion of the approach briefing, the pilot flying advises, “Approach briefing complete.”
PF—Advises, “I have control, heading _________________ , altitude _________________ .”
PM—Confirms “You have control, heading _________________ , altitude _________________ .”
PF—“Before Landing checklist.”
PM—“Before Landing checklist complete.”

SITUATIONAL AWARENESS
a. Accomplishes appropriate preflight planning.
b. Sets and monitors targets.
c. Stays ahead of the aircraft by preparing for expected or contingency

situations.
d. Monitors weather, aircraft systems, instruments, and ATC communications.

RESOURCE MANAGEMENT
e. Shares relevant information with the rest of the crew.
f. Uses advocacy/inquiry to maintain/regain situational awareness.

22 CREW
g. Recognizes error chain clues and takes actions to break links in the chain.
h. Communicates objectives and gains agreement when appropriate.
i. Uses effective listening techniques to maintain/regain situational awareness.
STRESS
a. Recognizes symptoms of stress in self and others.
b. Maintains composure, calmness, and rational decision making under stress.
c. Adaptable to stressful situations/personalities.
d. Uses stress management techniques to reduce effects of stress.
e. Maintains open, clear lines of communications when under stress.
f. Manages low stress situations to prevent complacency and boredom.
COMMUNICATION
a. Establishes open environment for interactive communication.
b. Conducts adequate briefings to convey required information.
c. Recognizes and works to overcome barriers to communications.
d. Operational decisions are clearly stated to other crewmembers and acknowledged.
e. Crewmembers are encouraged to state their own ideas, opinions, and recommendations.
f. Crewmembers are encouraged to ask questions regarding crew actions.

Decisions and answers are provided openly and non-defensively.
g. Assignments of blame is avoided. Focuses on WHAT is right, and not WHO is right.
h. Keeps feedback loop active until operational goal/decision is achieved.
i. Conducts debriefings to correct substandard/inappropriate performance and to

reinforce desired performance.
Figure 22-6. Crew Performance Standards (Sheet 1 of 2)

SYNERGY AND CREW CONCEPT

a. Ensures that group climate is appropriate to operational situation.
b. Coordinates flight crew activities to achieve optimum performance.
c. Uses effective team building techniques.
d. Demonstrates effective leadership and motivation techniques.
e. Uses all available resources.
RESOURCE MANAGEMENT
f. Adapt leadership style to meet operational and human requirements.
g. Encourages input/participation from all crewmembers.
22 CREW
WORKLOAD MANAGEMENT
a. Communicates crew duties and receives acknowledgement.
b. Sets priorities for crew activities.
c. Recognizes and reports overloads in self and in others.
d. Eliminates distractions in high workload situations.
e. Maintains receptive attitude during high workload situations.
f. Uses other crewmember.
g. Avoids being a "one man show."
DECISION MAKING
a. Anticipates problems in advance.
b. Uses SOPs in decision making process.
c. Seeks information from all available resources when appropriate.
d. Avoids biasing source of information.
e. Considers and weighs impact of alternatives.
f. Selects appropriate courses of action in a timely manner.
g. Evaluates outcome and adjusts/reprioritizes.
h. Recognizes stress factors when making decisions and adjusts accordingly.
i. Avoids making a decision and then going in search of facts that support it.
ADVANCED/AUTOMATED COCKPITS
a. Follows automation related SOPs.

b. Specifies pilot and copilot duties and responsibilities with regard to automation.
c. Verbalizes and acknowledges entries and changes in flight operation.
d. Verifies status and programming of automation.
e. Selects appropriate levels of automation.
f. Programs automation well in advance of maneuvers.
g. Recognizes automation failure/invalid output indications.
Figure 22-6. Crew Performance Standards (Sheet 2 of 2)

Table 22-1. ALTITUDE CALLOUTS—ENROUTE

CALLOUT POINT PILOT MONITORING (PM) PILOT FLYING (PF)
1,000 feet prior to level-off “State altitude leaving and assigned level-off altitude” “Roger”
100 feet prior to level-off “100 above/below” “Leveling”
Table 22-2. ALTITUDE CALLOUTS—APPROACH (PRECISION)

RESOURCE MANAGEMENT

At 1,000 feet above minimums “1,000 feet above minimums” “DH ____ ”
22 CREW
At 500 feet above minimums “500 feet above minimums” “No Warnings”
At 100 feet above minimums “100 feet above minimums” “Approaching minimums”
At decision height (DH) “Minimums, approach lights at (clock position)” or “Continuing”
“Minimums, runway at (clock position)” or “Continuing”
“Minimums, runway not in sight” “Go around”
Table 22-3. ALTITUDE CALLOUTS—APPROACH (NONPRECISION)

At 1,000 feet above minimums “1,000 feet above minimums” “MDA _______ ”
At 500 feet above minimums “500 feet above minimums” “Cross check, no flags”
At 100 feet above minimums “100 feet above minimums”
Minimum decent altitude “Minimums” “Continuing”
Missed approach point “Lights at ________ continuing” “Visual landing”
Missed approach point “Speed and rate” “Missed approach point”
OR
Missed approach point “Runway not in sight” “Go around”
Table 22-4. ALTITUDE CALLOUTS—CALLOUTS OF SIGNIFICANT DEVIATION

FACTOR PILOT MONITORING (PM) PILOT FLYING (PF) DEVIATION
IAS “Vref ± ____” “Correcting to ____” ±5 KIAS
HEADING “Heading ____ degrees left/right” “Correcting to ____” ±10° enroute, 5° on approach
ALTITUDE “Altitude ____ high/low” “Correcting to ____” ±100 feet enroute, +50/-0 feet on final approach
CDI “Left/right of course ____ dot” “Correcting” Left or right one dot
BEARING POINTER “Left/right of course ____ degrees” “Correcting” Left or right ±5°
DESCENT RATE “Sink rate ____” “Correcting” Greater than 1,000 fpm on final approach
BANK “Bank ____ degrees” “Correcting” Greater than 30°

WALKAROUND
WALKAROUND
The following section is a pictorial walkaround. Each item listed in the exterior power-off preflight
inspection is displayed.
The foldout pages contain photographs that depict the specific area to be inspected. The general
photographs contain circled numbers that correspond to specific steps displayed on the subsequent pages.
Revision 0 FOR TRAINING PURPOSES ONLY WA-1

LEFT WING AND NACELLE

2 1
10
9
8
7 5 4 3
6
WALKAROUND
12 11
16 15
14 13
17
18
19
WA-2 FOR TRAINING PURPOSES ONLY Revision 0

2. CABIN WINDOWS—CHECK
1. CABIN DOOR SEAL, STEP EXTENSION

CABLE, LIGHT WIRE, DAMPER, AND
HANDRAILS—CHECK
WALKAROUND
3. AUXILIARY FUEL TANK CAP—SECURE
4. FLAPS (Condition, Asymmetry protection AND
flap tracks)—CHECK (For BB Serials this procedure
still contains a check of the Position Transmitter.)
5. OIL BREATHER VENT—CLEAR 6. BRAKE LINES, BRAKE WEAR, BRAKE DEICE

LINES (IF INSTALLED)—CHECK

10
7. FIRE EXTINGUISHER (IF INSTALLED)—CHECK 8. AILERON AND TAB—CHECK

PRESSURE 10. STATIC WICKS (4)—CHECK
WALKAROUND
9. FLUSH OUTBOARD WING FUEL TANK 11. NAVIGATION, RECOGNITION, STROBE

SUMP—DRAIN LIGHTS—CHECK
12. MAIN FUEL TANK CAP—SECURE 13. STALL WARNING VANE—CHECK

14. TIEDOWN—REMOVED 15. OUTBOARD DEICE BOOTS AND STALL

STRIP—CHECKED
WALKAROUND
16. ICE LIGHT—CHECK 17. HEATED FUEL VENT—CLEAR
18. RAM SCOOP FUEL VENT—CLEAR
19. GRAVITY LINE DRAIN—DRAIN

25
28
20
27 26 22
24
WALKAROUND
21
23
29 30
33
32
33
37
34 35
36 39
31
41 40
42 38

WALKAROUND
20. INVERTER COOLING LOUVERS—CLEAR
(Items #20 & #37 on SN prior to BB-1988) 24. FUEL FILTER AND FUEL STRAINER
21. WING LEADING EDGE TANK SUMP—DRAIN DRAINS—DRAIN
22. LANDING GEAR (doors, wheel well, strut, tires,

brakes)—CHECK
23. CHOCK—REMOVE 25. ENGINE OIL—CHECK QUANTITY, CAP SECURE

26. ENGINE COMPARTMENT DOOR (OUTBD)— 27. EXHAUST STACK (OUTBD)—CHECK FOR
SECURE BLEED VALVE EXHAUST—CLEAR CRACKS
(Applicable to aircraft prior to BB-1988)
WALKAROUND
28. TOP COWLING LOCKS (OUTBD)—SECURE

29. NACELLE COOLING RAM AIR INLETS—CLEAR
30. PROPELLER—CHECK FOR NICKS, DEICE BOOT

31. ENGINE INTAKE—CLEAR SECURE

32. TOP COWLING LOCKS (INBOARD)—SECURE 34. GENERATOR COOLING INLET—CLEAR

33. EXHAUST STACK (INBOARD)—CHECK FOR 35. ENGINE COMPARTMENT DOOR (INBOARD)—
CRACKS SECURE, BLEED VALVE EXHAUST CLEAR
WALKAROUND
37. HYDRAULIC LANDING GEAR SERVICE
DOOR—SECURE
36. HEAT EXCHANGER INLET—CLEAR

39. HEAT EXCHANGER OUTLET—CLEAR
38. INBOARD DEICE BOOTS—CHECKED

40. HYDRAULIC LANDING GEAR VENT 41. AUXILIARY FUEL TANK SUMP—DRAIN
LINES—CLEAR
WALKAROUND
42. LOWER ANTENNAS AND BEACON—CHECK

NOTES
WALKAROUND

NOSE
13
3
12
4
7 6
WALKAROUND
11
a
8 2
10

NOSE
1. OAT PROBE/RELIEF TUBE VENT—CHECK 2. BRAKE RESERVOIR VENT—CLEAR
WALKAROUND
3. LEFT AVIONICS ACCESS PANEL—SECURE 5. WINDSHIELD AND WIPERS—CHECK
4. AIR CONDITIONING CONDENSER EXHAUST 6. RADOME—CHECK
DUCT—CLEAR
7. PITOT MASTS—CLEAR 8. LANDING AND TAXI LIGHTS—CHECK

NOSE
9. NOSE GEAR (SHIMMY DAMPER, STOP BLOCK, 9. NOSE GEAR—(STOP BLOCK)

TORQUE KNEE, STRUT, TIRE)—CHECK
WALKAROUND
10. CHOCKS—REMOVE 11. NOSE GEAR DOORS AND WHEEL WELL—CHECK
12. AIR CONDITIONER CONDENSER INTAKE 13. RIGHT AVIONICS ACCESS PANEL—SECURE
DUCT—CLEAR

NOTES
WALKAROUND

RIGHT WING AND NACELLE
33 32
10
7
29
9
8 6 5
31
30
4
3 2 1
20 19
WALKAROUND
21
14 11
28 17
12
22 23 24 25 26 27 13
18 16 15

2. AUXILIARY FUEL TANK SUMP—DRAIN

1. EJECTOR EXHAUST—CLEAR
WALKAROUND
3. BATTERY DRAIN—CLEAR
4. HEAT EXCHANGER OUTLET—CLEAR

6. HEAT EXCHANGER INLET—CLEAR
5. INBOARD DEICE BOOT—CHECK 7. ENGINE OIL—CHECK QUANTITY, CAP SECURE

8. ENGINE COMPARTMENT DOOR (INBD)— 10. TOP COWLING LOCKS (INBD)—SECURE

SECURE, BLEED VALVE EXHAUST CLEAR, 14. TOP COWLING LOCKS (OUTBD)—SECURE
(Applicable to aircraft prior to BB-1988)
9. EXHAUST STACK (INBD)—CHECK FOR CRACKS
WALKAROUND
11. NACELLE COOLING RAM AIR INLETS—CLEAR 12. PROP—CHECK FOR NICKS, DEICE BOOT
SECURE
13. ENGINE INTAKE—CLEAR 15. EXHAUST STACK (OUTBD)—CHECK FOR

CRACKS

16. GENERATOR COOLING INLET—CLEAR 17. ENGINE COMPARTMENT DOOR

(OUTBD)—SECURE,
18. BLEED VALVE EXHAUST—CLEAR
WALKAROUND
19. LANDING GEAR (DOORS, STRUT, TIRES, WHEEL
WELL)—CHECK
21. CHOCK—REMOVE
18. FUEL FILTER AND FUEL STRAINER 20. FIRE EXTINGUISHER (IF INSTALLED)—CHECK
DRAINS—DRAIN PRESSURE

22. HEATED FUEL VENT—CLEAR 24. GRAVITY LINE DRAIN—DRAIN

23. RAM SCOOP FUEL VENT—CLEAR
WALKAROUND
25. INVERTER COOLING LOUVERS—CLEAR 26. WING LEADING EDGE TANK SUMP—DRAIN
(Items #25 & #37 on SN Prior to BB-1988)
27. EXTERNAL POWER DOOR—CLOSED 28. ICE LIGHT—CHECK

29. OUTBOARD DEICE BOOT AND STALL 30. TIEDOWN—REMOVE

STRIP—CHECK
WALKAROUND
31. FLUSH OUTBOARD WING FUEL TANK 32. MAIN FUEL TANK CAP—SECURE
SUMP—DRAIN
33. NAVIGATION, RECOGNITION, AND STROBE

LIGHTS—CHECK

40
39
WALKAROUND
34
35
36
38
37

34. STATIC WICKS (4)—CHECK

35. AILERON AND BENDABLE TAB—CHECK
36. FLAPS (CONDITION, ASYMMETRY PROTECTION,
WALKAROUND
FLAP TRACKS, LIMIT SWITCHES, AND POSITION
TRANSMITTER)—CHECK
37. BRAKE LINES, BRAKE WEAR, BRAKE DEICE 38. OIL BREATHER VENT—CLEAR
LINES (IF INSTALLED)—CHECK photo missing
39. AUXILIARY FUEL TANK CAP—SECURE 40. CABIN WINDOWS—CHECK

RIGHT AFT FUSELAGE
6 5
8 7 2 4 3
WALKAROUND

RIGHT AFT FUSELAGE
1. LOWER ANTENNAS—CHECK 2. VENTRAL FIN DRAIN HOLES—CLEAR

4. TIEDOWN—REMOVED
WALKAROUND
3. LOWER AFT CABIN ACCESS DOOR—SECURE 5. OXYGEN SERVICE ACCESS DOOR—SECURE
6. RIGHT STATIC PORTS—CLEAR
7. CABIN AIR EXHAUST—CLEAR 8. ACCESS PANEL—SECURE

TAIL
5
6 5
4
4
6 6
2 2
WALKAROUND

TAIL
1. VENTRAL FIN AND STATIC WICK (1)—CHECK 2. VOR ANTENNAS (RIGHT AND LEFT)—CHECK
WALKAROUND
3. RUDDER, RUDDER TAB, STINGER, AND STATIC 4. HORIZONTAL STABILIZER, BOOTS, AND STATIC
WICKS (4)—CHECK WICKS (RIGHT AND LEFT)—CHECK
5. ELEVATOR, TAB, AND STATIC WICKS (3 EACH 6. POSITION LIGHT, TAIL FLOODLIGHTS (LEFT AND
SIDE)—CHECK, VERIFY TABS ARE IN “0” RIGHT)—CHECK
(NEUTRAL) POSITION

LEFT AFT FUSELAGE
2 1
WALKAROUND

LEFT AFT FUSELAGE
1. ACCESS PANEL—SECURE 2. STATIC PORTS—CLEAR
WALKAROUND
3. OXYGEN OVERPRESSURE DISCHARGE AND AFT 4. RELIEF TUBE—CLEAR
COMPARTMENT DRAIN TUBES—CLEAR

NOTES
WALKAROUND

APPENDIX A
TERMINOLOGY
GENERAL AIRSPEED VLE—Maximum landing gear extended speed is
the maximum speed at which an aircraft can be
TERMINOLOGY safely flown with the landing gear extended.
The following glossary is applicable within this VLO—Maximum landing gear operating speed is
manual. the maximum speed at which the landing gear can
be safely extended or retracted.
CAS—Calibrated airspeed is the indicated
airspeed of an aircraft corrected for position and VLOF—Lift-off speed.
instrument error. Calibrated airspeed is equal to
true airspeed in standard atmosphere at sea level. VMCA—Air minimum control speed is the
minimum flight speed at which the aircraft
GS—Ground speed is the speed of an aircraft is directionally controllable as determined in
relative to the ground. accordance with Federal Aviation Regulations.
The aircraft certification conditions include one
IAS—Indicated airspeed is the speed of an aircraft engine becoming inoperative and windmilling (or
as shown on the airspeed indicator when corrected inoperative with the autofeather system armed
APPENDIX A
for instrument error. IAS values published in this when equipped with Hartzell propellers), a 5°
handbook assume zero instrument error. bank towards the operative engine, takeoff power
on operative engine, landing gear up, flaps in
KCAS—Calibrated airspeed expressed in knots. takeoff position, and most rearward CG. For some
conditions of weight and altitude, stall can be
KIAS—Indicated airspeed expressed in knots. encountered at speeds above VMCA as established
by the certification procedure described above, in
M—Mach number is the ratio of true airspeed to which event stall speed must be regarded as the
the speed of sound. limit of effective directional control.
TAS—True airspeed is the airspeed of an VMCG—Ground minimum control speed.

aircraft relative to undisturbed air, which is the
CAS corrected for altitude, temperature, and VMO/MMO—Maximum operating limit speed
compressibility. is the speed limit that cannot be deliberately
exceeded in normal flight operations. V is
V—Takeoff decision speed. expressed in knots and M in Mach number.
V2—Takeoff safety speed. VR—Rotation speed.
VA—Maneuvering speed is the maximum speed VS—Stalling speed or the minimum steady flight
at which application of full available aerodynamic speed at which the aircraft is controllable.
control will not overstress the aircraft.
VSO—Stalling speed or the minimum steady
VF—Design flap speed is the highest speed flight speed at which the aircraft is controllable in
permissible at which wing flaps can be actuated. the landing configuration.
VFE—Maximum flap extended speed is the VSSE—Intentional one-engine-inoperative speed

highest speed permissible with wing flaps in a is speed above both VMCA and stall speed,
prescribed extended position. selected to provide a margin of lateral and
Revision 0 FOR TRAINING PURPOSES ONLY APPA-i

directional control when one engine is suddenly OAT—Outside air temperature is the free air static
rendered inoperative. Intentional failing of one temperature obtained either from the temperature
engine below this speed is not recommended. indicator (IOAT) adjusted for compressibility
effects or from ground meteorological sources.
VX—Best angle-of-climb speed is the airspeed
which delivers the greatest gain of altitude in the Pressure altitude—Altitude measured from
shortest possible horizontal distance with gear standard sea-level pressure (29.92 in Hg) by a
and flaps up. pressure (barometric) altimeter. It is the indicated
pressure altitude corrected for position and
VXSE—One-engine-inoperative best angle-of- instrument error. In this handbook, altimeter
climb speed is the airspeed, which delivers the instrument errors are assumed to be zero.
greatest gain in altitude in the shortest possible Position errors can be obtained from the altimeter
horizontal distance with one engine inoperative. correction graphs.
Vy—Best rate-of-climb speed is the airspeed Station pressure—Actual atmospheric pressure

which delivers the greatest gain in altitude in the at field elevation.
shortest possible time with gear and flaps up.
Temperature compressibility effects—An error
VYSE—One-engine-inoperative best rate-of- in the indication of temperature caused by airflow
climb speed is the airspeed which delivers the over the temperature probe. The error varies,
greatest gain in altitude in the shortest possible depending on altitude and airspeed.
time with one engine inoperative.
Wind—The wind velocities recorded as variables
APPENDIX A
METEOROLOGICAL on the charts of this handbook are understood

as the headwind or tailwind components of the
TERMINOLOGY reported winds.
Altimeter setting—Barometric
corrected to sea level.
pressure POWER TERMINOLOGY
Beta range—The region of the power lever
Indicated pressure altitude—The number control aft of the IDLE stop and forward of
actually read from an altimeter when the reversing range where blade pitch angle can be
barometric subscale has been set to 29.92 inches changed without a change of gas generator rpm.
of mercury (1,013.2 millibars).
Cruise climb—Is the maximum power approved
IOAT—Indicated outside air temperature is the for normal climb. These powers are torque or
temperature value read from an indicator. temperature (ITT) limited.
ISA—International standard atmosphere in HIGH IDLE—Obtained by positioning the
which: CONDITION lever to HIGH IDLE, which limits
power operation to a minimum of 70% of N1 rpm.
• The air is a dry perfect gas
• The temperature at sea level is 15°C (59°F) LOW IDLE—Obtained by positioning the
CONDITION lever to LOW IDLE, which limits
• The pressure at sea level is 29.92 inches of power operation to a minimum of 61% of N1 rpm.
mercury (1,013.2 millibars)
• The temperature gradient from sea level Maximum continuous power—The highest
to the altitude at which the temperature is power rating not limited by time. Use of this
–56.5°C (–69.7°F) is –0.00198°C (–.003, rating is intended for emergency situations at the
566°F) per foot and zero above that altitude discretion of the pilot.
APPA-ii FOR TRAINING PURPOSES ONLY Revision 0

Maximum cruise power—Is the highest power PROP control lever (N2 rpm)—This lever
rating for cruise and is not time limited. requests the control to maintain rpm at a selected
value and, in the maximum decrease rpm position,
Propeller ground fine—Propeller ground fine feathers the propeller.
operation is used to provide deceleration on
the ground during landing and accelerate-stop Propeller governor—This governor maintains
conditions by taking advantage of the maximum the selected speed requested by the PROP control
available propeller drag without creating negative lever, except on reverse selection where the power
thrust. lever interconnection to the integral pneumatic
area of the governor selects a lower speed. The
Reverse—Reverse thrust is obtained by lifting pneumatic area during normal selection acts as an
the power levers and moving them aft of the Beta overspeed limiter.
range.
Torquemeter—The torquemeter system
SHP—Shaft horsepower. determines the shaft output torque. Torque values
are obtained by tapping into two outlets on the
Takeoff power—Is the maximum power rating reduction gear case and recording the differential
and is limited to a maximum of 5 minutes pressure from the outlets. The relationship
operation. Use of this rating must be limited between torquemeter pressure and propeller
to normal takeoff operations and emergency shaft power is shown in the Limitations section.
situations. Instrument readout is in foot-pounds.
CONTROL AND GRAPH AND TABULAR
APPENDIX A
INSTRUMENT TERMINOLOGY
TERMINOLOGY Accelerate-go—The distance to accelerate to
takeoff decision speed (V1), experience an engine
Condition lever (FUEL CUTOFF lever)—The failure, continue accelerating to lift-off speed,
FUEL CUTOFF lever actuates a valve in the fuel (VLOF) then climb and accelerate in order to
control unit, which controls the flow of fuel at the achieve takeoff safety speed (V2) at 35 feet above
fuel control outlet and regulates the idle range the runway.
from LOW to HIGH IDLE.
Accelerate-stop—The distance to accelerate to
ITT (interstage turbine temperature)—Eight takeoff decision speed (V1) and stop, using brakes
probes wired in parallel indicate the temperature and propeller reversing on the operative engine.
between the compressor and power turbines. V1 speed is equal to the takeoff rotation speed
(VR).
N1 tachometer (gas generator rpm)—The
tachometer registers the rpm of the gas generator AGL—Above ground level.
with 100% representing a gas generator speed of
37,500 rpm. Best angle-of-climb speed—The best angle-of-
climb speed is the airspeed which delivers the
Power lever (gas generator N1 rpm)—This lever greatest gain of altitude in the shortest possible
serves to modulate engine power from full reverse horizontal distance with gear and flaps up.
thrust to takeoff. The position for idle represents
the lowest recommended level of power for flight Best rate-of-climb speed—The best rate-of-
operation. climb speed is the airspeed which delivers the
greatest gain of altitude in the shortest possible
time with gear and flaps up.
Revision 0 FOR TRAINING PURPOSES ONLY APPA-iii

Clearway—A clearway is an area beyond the

airport runway not less than 500 feet wide,
WEIGHT AND BALANCE
centrally located about the extended centerline of TERMINOLOGY
the runway, and under the control of the airport
authorities. The clearway is expressed in terms Approved loading envelope—Those
of a clear plane, extending from the end of the combinations of aircraft weight and center of
runway with an upward slope not exceeding gravity which define the limits beyond which
1.25%, above which no object nor any terrain loading is not approved.
protrudes. However, threshold lights can protrude
above the plane if their height above the end of Arm—The distance from the center of gravity
the runway is 26 inches or less and if they are on of an object to a line about which moments are
to each side of the runway. computed.
Climb gradient—The ratio of the change in Basic empty weight—The weight of an empty
height during a portion of a climb, to the horizontal aircraft including full engine oil and unusable
distance traversed in the same time interval. fuel. This equals empty weight plus the weight of
unusable fuel, and the weight of all the engine oil
Demonstrated crosswind—The maximum 90° required to fill the lines and tanks. Basic empty
crosswind component for which adequate control weight is the basic configuration from which
of the aircraft during takeoff and landing was loading data is determined.
actually demonstrated during certification.
Center of gravity—A point at which the weight
MEA—Minimum enroute altitude. of an object can be considered concentrated for
APPENDIX A
weight and balance purposes.

Net gradient of climb—The gradient of climb
with the flaps in the takeoff position, and the CG limits—The extreme center of gravity
landing gear retracted. Net indicates that the locations within which the aircraft must be
actual gradients of climb have been reduced by operated at a given weight.
.8% to allow for turbulence and pilot technique.
The Net Gradient of Climb graphs are constructed Datum—A vertical plane perpendicular to the
so the value(s) obtained using the airport pressure aircraft longitudinal axis from which fore and aft
altitude and outside air temperature is the average (usually aft) measurements are made for weight
gradient from 35 feet above the runway up to and balance purposes.
1,500 feet above the runway.
Empty weight—The weight of an empty aircraft
Route segment—A part of a route. Each end of before any oil or fuel has been added. This
that part is identified by either: includes all permanently installed equipment,
fixed ballast, full hydraulic fluid, full chemical
• A geographic location toilet fluid, and all other full operating fluids,
except that the engines, tanks, and lines do not
• A point at which a definite radio fix can be contain any engine oil or fuel.
established.
Takeoff flight path—The minimum gradient of Engine oil—That portion of the engine oil which
climb required to clear obstacles in excess of 35 can be drained from the engine.
feet, measured horizontally from reference zero
and vertically at the altitude above the runway. Jack point—Points on the aircraft identified by
Reference zero is the point where the aircraft has the manufacturer as suitable for supporting the
reached 35 feet above the runway as determined aircraft for weighing or other purposes.
from the Accelerate-Go graphs.
Landing weight—The weight of the aircraft at
landing touchdown.
APPA-iv FOR TRAINING PURPOSES ONLY Revision 0

Leveling points—Those points which are used

during the weighing process to level the aircraft.
Maximum weight—The largest weight allowed

by design, structural, performance, or other
limitations.
Moment—A measure of the rotational tendency

of a weight, about a specified line, mathematically
equal to the product of the weight and the arm.
Payload—Weight of occupants, cargo, and

baggage.
PPH—Pounds per hour.
Ramp weight—The aircraft weight at engine

start assuming all loading is completed.
Standard empty weight—The basic empty

weight of a standard aircraft as specified by the
manufacturer.
APPENDIX A
Station—The longitudinal distance from some
point to the zero datum or zero fuselage station.
Takeoff weight—The weight of the aircraft at lift

off from the runway.
Tare—The weight which can be indicated by

scales before any load is applied.
Unusable fuel—The fuel remaining after

consumption of usable fuel.
Usable fuel—That portion of the total fuel which

is available for consumption as determined in
accordance with applicable regulatory standards.
Useful load—The difference between aircraft

ramp weight and basic empty weight.
Zero fuel weight—The aircraft ramp weight

minus the weight of fuel on board.
Revision 0 FOR TRAINING PURPOSES ONLY APPA-v

APPENDIX B
ANSWERS TO QUESTIONS
Chapter 2 Chapter 7 Chapter 11 7. A
1. D 1. B 1. A 8. B
2. C 2. A 2. A 9. A
3. C 3. A 3. D 10. C
4. C 4. D 4. A 11. A
5. B 5. B 5. B 12. D
6. C 6. A 6. C 13. B
7. A 7. D 7. D 14. B
8. C 15. A
Chapter 8 Chapter 12
9. B 1. A 1. B 16. D
10. B 2. C 2. B 17. C
11. D 3. A 3. D 18. A
12. D 4. A
Chapter 9 Chapter 16A
13. A 5. D 1. D
1. C
Chapter 3 2. B Chapter 14 2. B
1. B 3. D 1. D 3. A
2. A 4. A 2. C 4. C
3. D 5. D 3. B 5. C
4. C 6. C 4. C 6. B
5. A 5. B 7. D
6. B Chapter 10
1. A 6. C Chapter 17
7. C 7. C 1. B
8. A 2. B
3. D 8. B 2. C
9. A
APPENDIX B
4. A Chapter 15 3. A
Chapter 4 5. C 1. B 4. B
1. C 6. A 2. C 5. D
2. D 7. B 3. C Chapter 18
3. B 8. C 4. C 1. A
4. A 9. C 5. A
Chapter 20
Chapter 5 10. B 6. D 1. B
1. B 11. A
Chapter 16 2. D
2. A 12. B 1. D 3. C
3. B 13. A 2. C 4. 9,760 weight/
4. D 14. B 3. A 18,228 mom
5. A 15. C 4. B 5. Approximately
6. C 16. C 5. A 332 gallons
7. A 6. D 6. Yes
Revision 0 FOR TRAINING PURPOSES ONLY APPB-i

11 AIR CONDITIONING
BB-1988 AND SUBSEQUENT AND BY-1 AND SUBSEQUENT
PRIOR TO BB-1988
Revision 0 FOR TRAINING PURPOSES ONLY ANN-1

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KING AIR B200/B200GT/250

WITH PRO LINE 21

FOR TRAINING PURPOSES ONLY

Copyright © 2014 by FlightSafety International, Inc.

Original.................. 0 ........ September 2008 Revision............... 0.2 ......... December 2012

Dates of issue for original and changed pages are:

Page *Revision Page *Revision

Chapter 1 AIRCRAFT GENERAL

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-i

1-1 External Power Socket................................................................................................. 1-2

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-iii

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

1-1 Cabin Altitudes..............................................................................................................1-6

1-iv FOR TRAINING PURPOSES ONLY Revision 0.3

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-1

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-1. External Power Socket

LIGHTING Figure 1-2. Overhead Light Control Panel

1-2 FOR TRAINING PURPOSES ONLY Revision 0.3

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-3

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

Figure 1-3. Fuel Control Panel

An accessory gearbox (AGB) at the rear of the FIRE DETECTION AND

Engine parameters are displayed at the top of the BLEED-AIR SYSTEM

1-4 FOR TRAINING PURPOSES ONLY Revision 0.3

Figure 1-5. I ce Protection Switches—

The engine uses two types of anti-ice protection.

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-5

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

air flow to the brakes. If installed, operation is Electric Heat

On aircraft models BB-1978, BB-1988 and subse-

Figure 1-6. Windshield Wipers Table 1-1. CABIN ALTITUDES

1-6 FOR TRAINING PURPOSES ONLY Revision 0.3

When the switches are positioned to ENVIR OFF Nosewheel Steering

LANDING GEAR AND BRAKES

Nosewheel steering is mechanical, actuated by

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-7

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

FLIGHT CONTROLS Fowler type flaps increase the wing area and

Figure 1-8. Flight Control Surfaces

1-8 FOR TRAINING PURPOSES ONLY Revision 0.3

Figure 1-11. Cockpit Oxygen Handles

When the handle is pushed in, no oxygen is

The primary oxygen system delivers oxygen to

A lever on the control pedestal (Figure 1-10)

(Figure 1-12). The aircraft consists of:

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-9

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

43 FT. 10 IN. (1)

14 FT. 10 IN. (1)

17.25 IN. (1)

WING AREA: 303.0 SQUARE FEET CONFIGURATION:

7 FT. 9 IN. DIAMETER

Figure 1-12. King Air B200/B200GT Aircraft Dimensions

1-10 FOR TRAINING PURPOSES ONLY Revision 0.3

43 FT. 10 IN. (1)

14 FT. 10 IN. (1)

Figure 1-13. King Air 250/250C Aircraft Dimensions

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-11

KING AIR B200/B200GT/250 WITH PRO LINE 21 PILOT TRAINING MANUAL

Couches, if installed, are not adjustable. The cabin ROW 3: FS 259

Figure 1-14. Fuselage Stations

1-12 FOR TRAINING PURPOSES ONLY Revision 0.3

Page Revision Page Revision

Figure 1-5. I ce Protection Switches—

Figure 1-6. Windshield Wipers Table 1-1. CABIN ALTITUDES

Figure 1-14. Fuselage Stations

Figure 2-9. External Power