KA 350 PL21 Recurrent Client Guide

HAWKER BEECHCRAFT LEARNING CENTER
BEECHCRAFT KING AIR 350 PRO LINE 21
RECURRENT CLIENT GUIDE
Copyright © 2011 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
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KING AIR 350 PRO LINE 21 RECURRENT CLIENT GUIDE
COURSE PREVIEW
RECURRENT
RECURRENT COURSE
CLIENT RESPONSIBILITIES:
1. All of the limitations in the POH/AFM.
2. All of the BOLD FACE memory items.
3. Operational knowledge of the aircraft systems.
4. Performance calculations.
5. General knowledge of the POH/AFM.
6. Knowledge of the checklist and proper use of it.
7. Always bring your simulator resource packet with you to the briefings.
8. Have a receptive attitude and get the proper amount of food, water and sleep Lets have fun
while we accomplish this challenge!
COURSE COMPLETION STANDARDS:

1. You should be able to utilize the proper checklist in a timely and sequentially acceptable man-
ner to perform normal, abnormal, and emergency operations of the aircraft.
2. You should be able to perform all procedures, tasks and maneuvers to ATP standards, with
the outcome of the maneuver never in doubt. For your reference, these acceptable perform-
ance standards are specified in the Airline Transport Pilot and Type Rating Practical Test
Standards.
3. You should be able to describe from memory any limitation listed in the limitations section
of the POH/AFM.
PROCARD RECOMMENDATION:
Your instructor will personally review the requirements of Pro Card recommendation with you.
FOR TRAINING PURPOSES ONLY 1

COURSE PREVIEW
RECURRENT
SIMULATOR POWER/CONFIGURATION CHART

KING AIR 350 WITH PT6A-60A ENGINES
OPERATION IAS TORQUE RPM GEAR FLAP PITCH TRIM

Takeoff V11 90%4 1700 RAPR UP/APP 10 2
Cruise Climb Ref POH2 100% 1600 UP UP 10 2
Cruise Ref POH3 POH 1500 UP UP 0 0
Cruise Descent As required As required 1500 UP UP -2 -2
Training Cruise/High
Speed Transition 180 40% 1500 UP UP 0 1
Approach Configuration 140 40% 1500 UP Approach 1 1
ILS (3 degree) 140 23% 1700 Down Approach 1 1
Non Precision Descent 140 20% 1700 Down Approach -2 1
MDA Leveloff 140 45% 1700 Down Approach 2 1
Transition to Landing VREF Decreasing 1700 Down Full As required As required
SE Operations 180 80% 1700 UP UP As required As required
SE ILS on Glideslope 140 46% 1700 Down Approach As required As required
Note 1: Refer to the POH/AFM for proper rotation speed.

Note 2: Sea Level to 10,000’.....170 decreasing 2 KIAS per 1000’ to 35,000’
Note 3: Refer to POH/AFM for POWER tables.
Note 4: Refer to POH/AFM for STATIC TAKEOFF POWER AT 1700 RPM tables.
2 FOR TRAINING PURPOSES ONLY

COURSE PREVIEW
RECURRENT
RECURRENT COURSE
SESSION ONE ASSIGNMENT
TO BE COMPLETED FOR SESSION TWO
CLIENT REVIEW:
1. All of the limitations in the POH.
2. All of the BOLD FACE memory items.
3. Knowledge of complete checklist and its proper usage.
COMPLETE THESE STATEMENTS:

4. Autofeather is required to be armed for:
5. A L FUEL QTY annunciator is illuminated by what condition?
6. Minimum speed (KIAS) in icing conditions is _______________________________________.

7. Sustained flight in icing conditions with flaps extended is prohibited unless;
8. How does the use of Engine Anti-Ice ON affect the TOFL obtained from the Takeoff Speeds
and Field Length data Tables?
9. Maximum Continuous Torque is __________________________________________________.

10. Maximum Continuous ITT is ______________________________________________________.

COURSE PREVIEW
RECURRENT
NOTES

COURSE PREVIEW
RECURRENT
RECURRENT COURSE SESSION TWO PREVIEW
• Continue to build upon previous session events
• Night Flight
• Crew Resource Management/Single Pilot Resource Management
LESSON ELEMENTS:
• Crosswind Takeoff
• Powerplant Failure During Takeoff
• Instrument Departure
• Non-Precision Approach (OEI)—Missed Approach
• Precision Approach (OEI)
• Approach and Landing with a Powerplant Failure
• Circling Approach and Landing From a Circling Approach
• Descent and Instrument Arrival
• Crosswind Landing
• Rejected Landing
• Visual Approach and Landing
CONDITIONS:
METAR K(DEP) 200155Z (15KT X-wind) 2SM BKN006 M1/M3 A2980 RMK
TAF K(DEP) 092330Z 091818 (15KT X-wind) BKN006 FM2030 02010KT CLR FM0300
01010KT BKN030
METAR K(ARR) 200154Z (15KT X-wind) 1SM BKN006 15/10 A2983
TAF K(ARR) 092330Z 091818 (15KT X-wind) BKN008 FM0230 04010KT CLR FM0400
01010KT BKN008
TAKEOFF WEIGHT: 15000. FUEL: 3000.
ABNORMALS/EMERGENCIES:
• Fuel
• Anti-Ice/Deice Systems
• Propellers

COURSE PREVIEW
RECURRENT
RECURRENT COURSE SESSION TWO ASSIGNMENT

TO BE COMPLETED FOR SESSION THREE
COMPLETE THESE QUESTIONS:

1. How many CABIN FIRE EXTINGUISHERS are in the aircraft and what is the location of each?
2. In order to discharge the ENGINE FIRE EXTINGUISHER, what conditions must be met?
3. An illuminated CABIN ALT HI annuncitor indicates what condition?
4. Is takeoff permitted with the pilot’s instrument display in the composite mode?
5. What is the minimum autopilot engagement height for cruise flight?
6. True or False — A HYD FLOW LOW annunciator prohibits the attempt to normally extend the
landing gear.
7. True or False — The landing gear power pack motor occasionally cycles in flight due to nor-
mal hydraulic system pressure loss.
8. True or False — During a PRIMARY PROPELLER GOVERNOR failure event, the fuel-top-
ping governor will limit prop RPM?

COURSE PREVIEW
RECURRENT
COMPLETE THESE ASSIGNMENTS:
Compute the Takeoff Performance Data for the following:
6000 PA
+25°C Temperature
15,000 LBS Takeoff
FLAPS UP (A/C AND BLEED AIR ON)
V1
VR
V2
TOFL
NET TAKEOFF FLIGHT PATH — SECOND SEGMENT ___________________

FLAPS APPROACH (A/C AND BLEED AIR ON)
V1
VR
V2
TOFL
NET TAKEOFF FLIGHT PATH — SECOND SEGMENT ___________________
Oxygen Requirements For:

Crew of Two Pilots
Six Passengers
77 Cubic Foot Bottle
1500 P.S.I.
0°C (32°F)

COURSE PREVIEW
RECURRENT
NOTES

COURSE PREVIEW
RECURRENT
RECURRENT COURSE SESSION THREE PREVIEW
• Continue to build upon previous session events
• Night Flight
• Crew Resource Management/Single Pilot Resource Management
LESSON ELEMENTS:
• Through Flight Checks
• Windshear/Microburst Takeoff
• Flaps Approach Takeoff
• High Altitude Flight
• Use of Oxygen
• Rapid Decompression
• Emergency Descent
• Instrument Arrival
• Single Engine Missed Approach
• No Flap Landing
• Windshear/Microburst Landing
• Emergency Evacuation
CONDITIONS:
METAR KXYZ 200155Z A01 00000KT 3/4SM F 15/14 A2988
TAF KXYZ 092330Z 091818 0000KT 1SM -RA BR OVC005 FM0230 02010KT OVC008
FM0500 01010KT
BKN010 PROB40 1013 00000KT 2-RA BR FM 1600 35005KT 2SM -RA BR OVC 004
BECMG 1820 35010KT
1SM BR
TAKEOFF WEIGHT: 14,000. FUEL: 2500.
ABNORMALS/EMERGENCIES:
• Landing Gear/Brakes
• Environmental and Pressurization Systems
• Flight Control Systems
• Fire Detection and Extinguisher Systems
• Aircraft and Personal Equipment
• Oxygen Systems

COURSE PREVIEW
RECURRENT
NOTES

Quick Reference Task Sheet

ROCKWELL COLLINS FMS-3000
(Type 6)
QUICK REFERENCE
For the Beechcraft King Air 350
TASK SHEET

NOTES
QUICK REFERENCE
TASK SHEET

TABLE OF CONTENTS
TASK Number
1) VERIFY DATABASE COVERAGE AND DATE
2) INITIALIZE POSITION
3) PLAN (Flight Plan)
QUICK REFERENCE
a. Inserting airways
TASK SHEET
4) PERFORMANCE
5) WAYPOINTS (inserting & deleting)
6) SIDS/RUNWAYS
7) STARS/APPROACHES
8) ALTERNATE AIRPORT
9) STORING/RETRIEVING FLIGHT PLANS
10) SECONDARY FLIGHT PLAN OPERATIONS
11) HOLDING (defining)
12) HOLDING (exiting)
13) DIRECT-TO (lateral)
14) DIRECT-TO (nearest airports)
15) DIRECT-TO (vertical)
16) PREDICT RAIM (receiver autonomous integrity monitoring)
17) DUAL FMS OPERATIONS
a. Synchronizing
b. Independent
18) SETTING DEFAULTS
19) UPDATING DATABASE (DBU-4100)
20) UPDATING DATABASE (DBU-5000)

1)
VERIFY DATABASE COVERAGE AND DATE
These first 4 tasks comprise a start up acronym - VIPP
The STATUS page should appear on power up. (If not visible, choose IDX Æ
STATUS)
1) If necessary, move the SECondary data base date to the ACTIVE data base
QUICK REFERENCE
line
TASK SHEET
Database date can only be changed on the ground. When accomplished it will
clear any ACTIVE or SECONDARY flight plans.
Time and date can only be changed when GPS is not updating the information.
CHOOSE “POS INIT” TO CONTINUE VIPP CHECK
2)
INITIALIZE POSITION
The FMS requires the position to be verified/initialized to be fully operational.
To verify:
1) Go to Page 2/2 using PREV or NEXT keys
2) Compare valid GPS position with FMS position
3) If positions are nearly the same, then the FMS knows where it is
To Initialize:
1) Choose the best known position from Page 1/2 or 2/2
2) Paste LAT/LONG into scratchpad
3) Paste scratchpad contents into SET POS
a) The “ ” symbols will indicate what line needs to be filled and exactly how
many characters are needed to fill the line.
A RESET INITIAL POS message will appear after maintenance on FMS and/or
last known position is >40nm from requested update.
1) To Clear Message: Re-enter appropriate lat/long into SET POS
CHOOSE “FPLN” TO CONTINUE VIPP CHECK

KING AIR 350 PRO LINE 21 RECURRENT CLIENTBeechcraft
GUIDE King Air 350
QUICK REFERENCE
TASK SHEET
Current Database
Old Database
Use airport
coordinates
or GPS
coordinates
POS INIT PAGE 1/2
POS INIT PAGE 2/2

3)
PLAN LOADING (Flight Plan)
Two Flight Plans can be in the FMS: an ACTive Flight Plan and a SECondary
Flight Plan (see Task 10).
Use the active for current course guidance and the secondary for a future
plan.
QUICK REFERENCE
1) Paste airport ICAO ID into ORIGIN

TASK SHEET
2) Paste airport ICAO ID into DEST

3) Complete the VIA and TO options (see below)
a) This must be filled with a waypoint / airport to create a course; cannot be
left blank
4) Press EXECute periodically to maintain changes
Changing or deleting ORIGIN airport is allowed on ground only because this

deletes the current flight plan. (Destination can be changed anytime)
Inserting airways (see right)

Enter airway beginning waypoint to “TO”
Enter airway name to “VIA”
Enter airway ending waypoint to “TO”
A discontinuity will appear when the FMS does not have a published route from
point to point. To resolve the discontinuity either insert a new waypoint into the
boxes or delete it. However the following discontinuities can not be resolved by
deleting:
1) Discontinuity preceding a radar vector leg
2) Discontinuity at the end of an airway in the FPLN pages when the next
waypoint is not on that airway.
3) Discontinuity before a leg that does not have a defined starting point (some
DME-arcs)
CHOOSE “PERF INIT” TO CONTINUE VIPP CHECK

Beechcraft King Air 350
Flight plan with

ORIGIN loaded
1) Beginning
QUICK REFERENCE
waypoint on
TASK SHEET
airway
2) Airway name
3) Ending
waypoint on
airway
Complete flight
plan that has
been
EXECuted

4)
PERFORMANCE INITIALIZATION
1) Enter appropriate weights
2) Enter cruise altitude (CRZ ALT)
3) Zero fuel weight (ZFW) and gross weight (GWT) are calculated automatically
4) EXECute the changes/entries
QUICK REFERENCE
This initialization is not required but must be performed for all of the FMS
TASK SHEET
activated performance features to function correctly.
5) WAYPOINTS (inserting & deleting)
Inserting
1) Type new waypoint name into scratchpad
OR
2) Paste preexisting waypoint into scratchpad
3) Touch line select key on desired LEGS page to insert
a) Always touch the key after the waypoint it is to follow (see example at
right)
4) EXECute after confirmation
Deleting
1) Ensure an empty Scratchpad
2) Press CLR/DEL key
a) "DELETE" will appear in scratchpad
3) Touch line key next to desired waypoint

BOW can only

be set on
DEFAULTS
page
(see Task 18)
QUICK REFERENCE
TASK SHEET
Touch after
MUGER to
insert GIGER
after MUGER
Adding Waypoints
Touch MUGER
to delete
MUGER
Deleting Waypoints

6) SIDS/RUNWAYS
1) Press DEP/ARR button (if desired departure page does not appear press
button again to display the DEP/ARR INDEX)
2) Choose a SID, AND the desired Transition
3) Choose a RWY
4) Verify LEGS page or MFD MAP to ensure proper information
QUICK REFERENCE
TASK SHEET
How the info is chosen will be guided by these two qualifiers:
1) If a SID is chosen first, the runway list will change to show only those
applicable to the selected SID.
2) If a runway is chosen first, the SID list will change to show only those
applicable to the selected runway.
Choosing a runway (this is mandatory if the SID is runway dependent) will create
a course from the departure end to the first waypoint instead of from the airport
reference point (ARP).
7) STARS/APPROACHES
1) Press DEP/ARR button (if desired arrival page does not appear press button
again to get the DEP/ARR INDEX)
2) Choose a STAR, AND the desired transition
3) Choose an APPRoach, and the desired transition (VECTOR is always
default)
4) Verify LEGS page or MFD MAP to ensure proper information
Once a STAR is selected the approach list will change to show only those
approaches applicable to the selected STAR.

QUICK REFERENCE
TASK SHEET
OTHER - used
to look at
airport
procedures but
not load them

Reentering/changing a STAR will delete the previous procedure and insert

current STAR in its place.
1) If aircraft is already on a leg of the old STAR that leg will remain active
and be followed by a DISCONTINUITY and the new STAR.
2) If the destination airport is already the active waypoint it will remain so

even after STAR loading (a direct to will be necessary to join the STAR).
QUICK REFERENCE
TASK SHEET
VISUAL APPROACH CAUTION

Standard visual guidance on airports (e.g. VASI, PAPI, etc.) protects only the
area specified on the airport chart (or ~5nm if not specified). The automatically
generated final approach point (see right) can be altered in position.
However, do NOT create long visual approach paths if the area is not familiar
due to potential inadequate terrain/obstacle clearances!
8) ALTERNATE AIRPORT
1) Paste Airport ID into ALTN

2) Insert forecasted route into alternate airport pages (at end of FPLN or LEGS)
The MFD MAP will display the alternate route in blue when it has been selected
for display with the MFD MENU button.

QUICK REFERENCE
TASK SHEET
See Visual
Approach
Caution

Initiating the Alternate Flight Plan

1) Go direct to the desired waypoint on the alternate flight plan waypoint list
(see right).
This list is at the end of the direct to pages but before the history - read title
carefully.
QUICK REFERENCE
TASK SHEET
CAUTION
These items occur when going direct to an alternate waypoint:
1) The alternate airport becomes the DESTination airport, deleting the old
destination
2) The alternate waypoints replace the active flight plan waypoints (They are not
stored in the HISTORY pages. It is a complete replacement.)
3) The LEGS/FPLN pages now contain only the alternate flight plan waypoints
9) STORING/RETRIEVING FLIGHT PLANS
STORING
1) Option: Enter unique name in FPLN page 1/x under ROUTE (see task 3)
2) Press IDX Æ ROUTE MENU
3) Choose PILOT ROUTE LIST (see right)
4) If a name was entered as in Step 1 then that name appears at the bottom left
(ACT STORE - active flight plan) or bottom right (SEC STORE - secondary
flight plan)
5) If no name was entered as in Step 1, the unit automatically calls it by the
ORIGIN and DEST airport id's
a) You can accept this name or type a new name into scratchpad and paste
to ACT STORE or SEC STORE.
6) Press either bottom left or right line key for ACT STORE or SEC STORE
(name will appear on upper list in alphabetical order)
RETRIEVING
a) On FPLN page 1, enter unique name or airport ID's (e.g. "KBTVKPIT")
into ROUTE line [This will find that stored route and overwrite the current
plan after an EXECute]
OR
b) On PILOT ROUTE LIST page (picture at right) press line key next to
desired route
This will enter the stored flight plan into the SECondary flight plan

Note title!
Flight Plan –
Alternate
pages
QUICK REFERENCE
TASK SHEET
Legs –
Alternate
pages
Direct To –
Alternate
pages
These are
previously
stored flight
plans
Press ACT Press SEC

STORE to add STORE to add
flight plan to list flight plan to list

10) SECONDARY FLIGHT PLAN OPERATIONS
1) Choose SEC FPLN from ACT FPLN page 1/x OR

2) IDX Æ SEC FPLN
3) Entry of information is identical to the Active flight plan except that each entry
is not EXECuted: it is entered immediately
4) To make it ACTive, press ACTIVATE key and EXECute
a. The previous ACT FPLN is entered into the SEC FPLN
QUICK REFERENCE
TASK SHEET
NOTE: The MFD MAP display will disappear and ONLY the SECondary Flight
Plan image will be shown. Aircraft will still fly the ACTive Flight Plan but will not
display ACTive Flight Plan map.
11) HOLDING (defining)
The unit will know most published holding patterns for approach procedures
(including the missed approach holding, if applicable).
1) Press IDX button

2) Choose HOLD
3) Choose from options (see right)
a. ACT HOLD LIST will show if holding patterns are already loaded
b. ACT LEGS page will show if no holding patterns are loaded
4) Choose NEW HOLD to show ACT LEGS page, if required
5) From ACT LEGS page copy desired holding fix into scratchpad
6) Paste holding fix into HOLD AT label in line select key L6 (open boxes)
MFD MAP holding pattern imagery will change scale as winds change to show
calculated path (only scale changes: it will not show crosswind correction angles)

OR
QUICK REFERENCE
TASK SHEET
Press ACTIVATE
FPLN button will to make SEC
always show FPLN the ACT
ACTive flight FPLN
plan, not
SECondary
OR
Stored Holding patterns No stored Holding patterns

Holding Definition Page

1) Change values as needed (see picture at right)
2) Press EXECute when confirmed
a. Holding pattern will now be in the LEGS pages
QUICK REFERENCE
TASK SHEET
12) HOLDING (exiting)
Exit HOLDING
1) Choose direct to a fix
OR
2) Choose EXIT HOLD option on LEGS pages
3) EXECute
The EXIT HOLD option will immediately create a course directly back to the
holding fix (e.g. If aircraft is just turning outbound, it will continue one long turn
back to the fix). The MFD holding picture will now be erasing behind the aircraft
symbol to indicate the exit.
Continue HOLDING (after EXIT is ARMED)

1) Choose CANCEL EXIT on LEGS pages
2) EXECute
Use CANCEL EXIT to return back to holding after the EXIT has already been
manually or automatically selected (e.g. holding pattern-in-lieu-of procedure
turns are automatically armed to exit)

QUICK REFERENCE
TASK SHEET

13) DIRECT-TO (lateral)
METHOD 1
1) Press DIR
2) Choose a waypoint from the list
OR
3) Type a new waypoint into the scratchpad and paste into top left line key
4) Confirm LEGS page sequence
QUICK REFERENCE
5) OPTION: Choose an INTC CRS to get to the waypoint (very useful to set up
TASK SHEET
an extended centerline on an approach)

6) EXECute
The waypoint will always be inserted in the "TO" spot on LEGS page 1/x (see
right).
METHOD 2
1) Choose desired direct-to waypoint from LEGS pages
2) Paste waypoint into "TO" spot on LEGS page 1/x
3) Confirm LEGS page sequence
4) OPTION: Choose an INTC CRS to get to the waypoint (very useful to set up
an extended centerline on an approach)
5) EXECute
14) DIRECT-TO (nearest airports)
1) Choose NEAREST APTS from DIR page (see Task 13)

2) Choose left side (airport) or right side (longest runway) options
This does not enter the airport into the DESTination slot on the ACT FPLN. In
other words, an instrument approach procedure cannot be loaded with this
option. Operator would have to manually enter the airport ID into the
DESTination slot on the ACT FPLN to load instrument approaches.
CAUTION
Executing this selection will erase all previous fixes and course information and
provide only the course to the selected nearest airport

QUICK REFERENCE
TASK SHEET
The second
waypoint on Page
1/x is always the
“TO” fix
As aircraft
progresses this
page will need to
be updated to get
closest airports

15) DIRECT-TO (vertical)
1) Press DIR button

2) Enter new altitude adjacent to the desired waypoint
OR
3) Press right line select key next to preexisting altitude
4) EXECute
QUICK REFERENCE
To follow this vertical direct-to the operator must select VNAV on the flight
TASK SHEET
guidance panel.
CAUTION
This feature will permanently eliminate altitude restrictions and angle of descents
on the current waypoint and all intermediate fixes up to the vertical direct-to
waypoint. (Information will have to be reentered to return to the previous altitude
restrictions and angle of descents!) Lateral navigation will continue normally to
each fix as the aircraft descends.
16) PREDICT RAIM (receiver autonomous integrity monitoring)
1) Press IDX
2) Choose GPS CONTROL (see right)
3) Quality of RAIM will be shown under the "APPR RAIM" label
a) Enter new DEST and/or ETA to see APPR RAIM with different
parameters
These are the possible outcomes of approach RAIM prediction:

AVAILABLE
UNAVAILABLE (don’t do GPS dependent procedures)
REQ PENDING
INIT GPS (initialize GPS first)
Approach RAIM is also indicated as "GPS APPR" above the FMS nav source (on
PFD). This will occur about 2nm outside of the FAF on FMS-based approaches.

QUICK REFERENCE
TASK SHEET

17) DUAL FMS OPERATIONS
Synchronizing
1) Press IDX Æ FMS CTL
2) Press SYNC/INDEP line select key
3) Select FMS that contains the FPLN’s to keep
a) The other FMS will be overwritten
QUICK REFERENCE
TASK SHEET
Once synched, either FMS will now transfer information to the other (e.g. neither
will be a master or slave). The master is chosen only for the initial
synchronization process.
The King Air dual FMS system will always start in an independent mode. They
must be synchronized, if desired, every flight.
Independent
1) Press IDX Æ FMS CTL
2) Press SYNC/INDEP line select key
3) Confirm the INDEPendent request
Both FMS’s will now operate as separate units (e.g. flight plans will be different,
holding patterns will be different, etc.)

QUICK REFERENCE
TASK SHEET
SYNCHRONIZING
INDEPENDENT

18) SETTING DEFAULTS
1) Press IDX Æ DEFAULTS
Changing the Basic Operating Weight (BOW) will immediately affect both ACTive
and SECondary flight plan performance calculations. Changing the other options
will not unless a new flight plan is created or loaded.
QUICK REFERENCE
TASK SHEET
19) UPDATING DATABASE
This procedure is for the DBU-4100 using floppy diskettes.
If two FMS's are installed they must be updated INDIVIDUALLY.
1) Press IDX Æ DB DISK OPS

a. Insert Disk #1 in the DBU-4100
b. Press READ DISK
c. Follow instructions to load each successive diskette
Rockwell Collins also has update software using a PC laptop. This is connected
through one of these 2 methods (This allows the FMS’s to be updated
simultaneously).
1) non-IFIS – PCD port and PCD-3000 software
2) IFIS – Ethernet port and CPAS-3000 software
- Note: To use this software follow the instructions that came with the program
or updated material from Rockwell Collins.

QUICK REFERENCE
TASK SHEET

20) UPDATING DATABASE
This procedure is for the DBU-5000 using a USB device.
If two FMS’s are installed they can be updated simultaneously.
1) Press IDX Æ MCDU MENU

a. Choose DBU
QUICK REFERENCE
2) Insert USB device into one of the DBU slots

TASK SHEET
Note: The FMS line select key will take the CDU back into standard FMS pages
FMS DATABASE LOADING

1) From DBU MENU, choose AVAILABLE LRU (line replaceable unit)
2) Choose UPDATE LIST
a. This will always be the first step in the database load

QUICK REFERENCE
TASK SHEET

3) Once list appears, choose FMS x on AVAILABLE LRU page (where ‘x’
represents multiple FMS numbers)
a. If the USB device does not have the appropriate file or has corrupt
files, an error message will appear on the CDU
b. If everything is OK, the FMS’s can be selected back to back to
generate near simultaneous load
4) Once loads appear, choose database from the AVAILABLE LOADS page
QUICK REFERENCE
5) The file is checked on the USB drive then begins to load

TASK SHEET
6) If another database needs to be loaded

a. Press AVAIL LRU and choose from the list
b. This can be done even as the other file is still loading

QUICK REFERENCE
TASK SHEET

IFIS / FSU LOAD

1) Press FSU L28 from AVAILABLE LRU page
a. If this is the first load from the USB then follow steps #1 and #2
under the FMS load to get the AVAILABLE LRU page
OR
b. Press AVAIL LRU from DATA LOAD PROGRESS page
2) Once loads appear, choose database from the AVAILABLE LOADS page
QUICK REFERENCE
3) A percent status will appear to show completion

TASK SHEET
4) DO NOT REMOVE the USB device during the load process

QUICK REFERENCE
TASK SHEET

VERTICAL GUIDANCE DISPLAY

King Air
ProLine 21 Study Aid
(Vertical Guidance Displays)

Level Flight
FMS – Active lateral mode
AP – Autopilot engaged and using “left side” Flight Director

ALTS – Active vertical Mode – captured at altitude select of
5000’
Manual Descent
VS - Active Vertical Mode
ALTS - Armed vertical mode – will capture altitude selected of
3000’
Note: PTCH or VS or FLC must be used to start descent
FOR TRAINING USE ONLY

Level Flight with VNAV selected

VALTS – Active vertical Mode – captured at altitude select of

5000’ with VNAV selected (“V”)
Same as before, only now “VNAV” has been selected. VNAV is not
affecting the flight director operation here.
Level Flight with VNAV selected

VALTS – Active vertical Mode – captured at altitude select of
5000’ with VNAV selected (“V”)
Same conditions as above, however 3200’ has been inserted into the
“LEGS” page of the CDU adjacent to a waypoint. With the pre-selected
altitude still at 5000’, the flight director cannot command a descent to
3200’

Level Flight Waiting for Top of Descent

VALT - Active vertical mode with VNAV selected

PATH - Armed vertical mode
With 3200’ displayed (VNAV altitude loaded in the CDU) the flight
director will establish a top of descent (TOD) to start a 3o descent path
to reach 3200’ at its associated flight plan waypoint (if no flight plan
“discontinuities”)
However, with the altitude preselector set to 3400’ the aircraft will
descend but stop at 3400’. The aircraft will always honor the
preselector setting.

Descending using VNAV to level at Preslected Altitude

VPATH - Active vertical mode commanding 3o path descent

ALTS - Armed vertical mode (“altitude select”).
Preselector is higher than the VNAV altitude so the aircraft will level at
the preselected altitude. VSI pointer is indicating stabilized VSI equal
to the magenta vertical speed rate required bug (o).
Descending using VNAV to level at VNAV Altitude

VPATH - Active vertical mode
ALTV - Armed vertical mode (“VNAV altitude”).
Preselector is lower than the VNAV altitude of 3200’ and aircraft will
level off at the VNAV altitude.

Manual Descent using Vertical Speed (VNAV still selected)

VVS - Active vertical mode

ALTS - Armed mode.
In this case, the VPATH (3° path) was not desired and the manual VS
mode was selected to override the descent path. If a VNAV altitude is
still active, the aircraft will level at the VNAV altitude.
Level off at Preselected Altitude

VALTS - Active vertical mode
Level off at the preselected altitude. VNAV is still ready to descend the
aircraft if a subsequent TOD is generated and preselector is reset.

KING AIR 300/350
SIMULATORS FLIGHT PROFILES
SIMULTOR FLIGHT PROFILES

ROLLOUT
1. RETURN TO AND HOLD
ENTRY PARAMETERS
HOLD 45° BANK

1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED
THROUGH 30° BANK

1. ADD APPROX. 10% TORQUE
2. ONE UNIT NOSE UP TRIM
3. SMALL PITCH INCREASE
THROUGH 30° BANK

ROLL INTO TURN 1.REDUCE TORQUE 10%
2. REDUCE PITCH
1. MAINTAIN INITIAL 3. TAKE OUT TRIM
ALTITUDE
ROLL OUT OF TURN

1. START ROLLOUT 25° PRIOR
TO ROLLOUT HEADING
INITIAL ENTRY
1. AIRSPEED—180 KIAS
2. TORQUE—APPROX. 40%
3. HEADING BUG—SET
4. FD—OFF
5. CHECK ADI PITCH REFERENCE
300/350 Steep Turn

BEGINNING OF MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER
INITIAL CONDITION: AT FIRST SIGN OF IMPENDING STALL: COMPLETION:

1. YAW DAMP—AS REQUIRED 1. SIMULTANEOUSLY ADVANCE 1. AT 140 KIAS—RESET CRUISE
POWER TO MAXIMUM AND POWER
2. PROPELLERS—1,500 RPM ADJUST PITCH ATTITUDE TO 2. MAINTAIN ASSIGNED ALTITUDE
MAINTAIN ALTITUDE
3. TORQUE—10%
2. AS AIRSPEED INCREASES,
4. MAINTAIN INITIAL HEADING REDUCE PITCH ATTITUDE TO
MAINTAIN ALTITUDE
5. MAINTAIN INITIAL ALTITUDE

HORN
OR BUFFET
NOTES:
1. DECREASE SPEED APPROXIMATELY 1 KT PER SECOND

2. PITCH ATTITUDE PRIOR TO STALL MAY BE APPROXIMATELY 12° NOSE UP
3. HORN SHOULD SOUND APPROXIMATELY 10 KTS ABOVE STALL SPEED
Approach to Stall—Clean Configuration

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
1. YAW DAMPER—AS REQUIRED RECOVER AT HORN OR BUFFET COMPLETION:

2. TORQUE—40% 1. SIMULTANEOUSLY SET MAXIMUM 1. RESET CRUISE POWER
POWER, ADJUST PITCH ATTITUDE
3. MAINTAIN INITIAL ALTITUDE TO 7° (GA), AND ROLL WINGS LEVEL 2. MAINTAIN ASSIGNED ALTITUDE
4. FLAPS—APPROACH 2. ESTABLISH A POSITIVE RATE OF CLIMB
5. GEAR—DOWN 3. ACCELERATE TO VREF + 10 KT—

FLAPS APPROACH
6. PROPELLERS—1,700 RPM
4. POSITIVE RATE—GEAR UP
7. FLAPS—DOWN
5. ACCELERATE TO 125 KIAS—FLAPS UP
8. TORQUE—REDUCE TO 15%
6. RECOVER WITH MINIMAL LOSS OF
9. MAINTAIN INITIAL ALTITUDE ALTITUDE
10. MAINTAIN 15% TORQUE

NOTES:

3. HORN SHOULD SOUND APPROXIMATELY 10 KNOTS ABOVE STALL SPEED
Approach to Stall—Landing Configuration

BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
HORN
OR BUFFET
INITIAL CONDITION: RECOVERY AT HORN OR BUFFET: COMPLETION:

1. YAW DAMPER—AS REQUIRED 1. SIMULTANEOUSLY ROLL THE WINGS 1. RESET CRUISE POWER
LEVEL AND REDUCE THE PITCH
2. PROPELLERS—1,700 RPM ATTITUDE, AS NECESSARY, TO STOP 2. MAINTAIN ALTITUDE/HEADING,
THE STALL WARNING (APPROX. 10°) OR AS DIRECTED
3. TORQUE—10%
2. RECOVER WITH MINIMAL LOSS OF
4. MAINTAIN INITIAL HEADING ALTITUDE, AIRSPEED, AND
HEADING DEVIATION
5. MAINTAIN INITIAL ALTITUDE
3. FLAPS—UP AT OR ABOVE VYSE
6. FLAPS—APPROACH (BLUE LINE)
(BELOW TRIANGLE)
7. AT 110 KIAS OR LESS,

SIMULTANEOUSLY SET THE
TORQUE TO 50% (SIMULATED
100% TORQUE), ESTABLISH
A BANK ANGLE OF 20° (NO
MORE THAN 30°), RAISE THE
NOSE, AND CLIMB

8. THIS MANEUVER MAY BE
PERFORMED WHILE
MAINTAINING A 15 - 30°
ANGLE OF BANK OR
WHILE MAINTAINING A
HEADING
NOTES:
3. HORN SHOULD SOUND APPROXIMATELY 10 KTS ABOVE STALL SPEED
Approach to Stall—Takeoff Configuration

EMERGENCY OR MALFUNCTION
AT OR BELOW V1
1. RECOGNIZE REASON FOR
REJECTING TAKEOFF
2. POWER LEVERS—GROUND FINE
3. BRAKING—AS NECESSARY
4. MAINTAIN RUNWAY HEADING
CLEAR OF RUNWAY
1. COMPLETE AFTER LANDING
CHECKLIST
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF

PROCEDURES UNTIL INITIATING
ABORT AT OR BELOW V1
WARNING NOTE:
DO NOT USE REVERSE THRUST WITH ONE IF REJECTED TAKEOFF IS DUE TO REASONS
ENGINE INOPERATIVE. CARE MUST BE OTHER THAN ONE ENGINE POWER LOSS,
EXERCISED WHEN USING SINGLE-ENGINE REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
GROUND FINE ON SURFACES WITH BRAKING IS MOST EFFECTIVE AT LOW SPEEDS
REDUCED TRACTION.
Rejected Takeoff

AREA DEPARTURE /
CLIMB PROFILE
1. 170 KIAS TO 10,000'
2. 160 KIAS 10,000' - 15,000'
CRUISE 3. 150 KIAS 15,000' - 20,000'
1. ACCELERATE TO CRUISE SPEED 4. 140 KIAS 20,000' - 25,000'
2. SET CRUISE POWER 5. 130 KIAS 25,000' - 30,000'
3. COMPLETE CRUISE CHECKLIST 6. 120 KIAS 30,000' - 35,000'
CLIMB-OUT
1. ACCELERATE TO 170 KIAS
2. COMPLETE CLIMB CHECKLIST
TAKEOFF
1. ROTATE AT VR TO APPROX.
10° NOSE UP
2. ESTABLISH POSITIVE RATE
OF CLIMB
3. LANDING GEAR—UP
4. LANDING/TAXI LIGHTS—OFF
TAKEOFF ROLL 5. AIRSPEED—V35 UNTIL
CLEAR OF OBSTACLES
1. OBSERVE TORQUE
AND ITT LIMITS
IN POSITION VYSE OR ABOVE
1. BRAKES—HOLD
1. FLAPS—UP

2. SET STATIC TAKEOFF
2. YAW DAMP—ON
POWER
3. CLIMB POWER—SET
3. PROP RPM—1,700
4. AUTOFEATHER
ANNUNCIATORS—ON
5. BRAKES—RELEASE
BEFORE TAKEOFF
1. CHECKLIST—COMPLETED
2. TAKEOFF BRIEFING—COMPLETED
3. CONFIRM V1, VR, AND V2
Normal Takeoff and Departure—Model 350

REJECTED/BALKED LANDING
1. POWER—MAXIMUM ALLOWABLE
2. PITCH—10° NOSE UP
INITIAL 3. AIRSPEED—VREF
1. OBTAIN ATIS 4. ESTABLISH NORMAL CLIMB
2. DESCENT CHECKLIST— WHEN CLEAR OF OBSTACLES:
COMPLETE 5. FLAPS—APPROACH AT OR
ABOVE VREF +10 KT
6. GEAR—UP (WHEN POSITIVE
CLIMB IS ESTABLISHED)
7. FLAPS—UP AT OR ABOVE
VYSE (BLUE LINE)
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
ARRIVAL
2. 150 - 175 KIAS (TYPICAL)
3. START BEFORE LANDING
CHECKLIST
LANDING
1. GROUND FINE OR REVERSE
2. BRAKES—AS NECESSARY
DOWNWIND
1. FLAPS—APPROACH
2. 130 - 140 KIAS
FINAL
ABEAM TOUCHDOWN POINT
1. 130 - 140 KIAS (VYSE MIN)
1. GEAR—DOWN WHEN LANDING ASSURED:
2. BEFORE LANDING
2. FLAPS—DOWN
CHECKLIST—COMPLETE 3. TRANSISTION TO VREF
4. YAW DAMP—OFF
5. PROPS—FULL FORWARD
BASE
1. 130 KIAS (MIN REC)
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
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
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.
Visual Approach and Landing—Model 350

OM
INITIAL
1. OBTAIN ATIS
2. BRIEF APPROACH AND
MISSED APPROACH
3. FMS/NAV AIDS—SET UP/IDENT
4. DESCENT CHECKLIST—
COMPLETE
GLIDE SLOPE INTERCEPT
1. TORQUE—20% - 30%
2. 130 - 140 KIAS (VYSE MIN)
MM
DH-MISSED APPROACH
2. PITCH—7° NOSE UP (FD-GA)
3. GEAR—UP ARRIVAL
4. FLAPS—UP
5. COMPLETE MISSED-APPROACH 1. TORQUE—30% - 40%
PROCEDURE (SNAP) 2. 150 - 175 KIAS (TYPICAL)
3. FD—AS DESIRED
4. START BEFORE LANDING
CHECKLIST
DH APPROACH INBOUND
1. FLAPS—APPROACH
2. AIRSPEED—130 - 140 KIAS
3. RESET ALTITUDE PRESELECT
TO M.A.P. ALTITUDE
APPROACHING GLIDE SLOPE

1. GEAR—DOWN
3. COMPLETE BEFORE LANDING CHECKLIST
DH-VISUAL AND LANDING ASSURED

1. FLAPS—DOWN
2. TRANSITION TO VREF
3. YAW DAMP—OFF
4. PROPS—CONFIRM FULL FORWARD
THRESHOLD
LANDING 1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF
1. GROUND FINE OR REVERSE 3. POWER—IDLE
CAUTION CAUTION
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
NOTE: SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
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.
ILS Approach—Landing Sequence from an ILS

PROCEDURE TURN OUTBOUND

INITIAL
1. START TIMING
1. OBTAIN ATIS 2. FLAPS—APPROACH
2. BRIEF APPROACH AND 3. AIRSPEED—130 - 140 KIAS
MISSED APPROACH
3. FMS/NAV AIDS—SETUP/IDENT
4. DESCENT CHECKLIST— FAF
COMPLETE
PROCEDURE TURN INBOUND
1. FD—AS DESIRED
ARRIVAL
1. TORQUE—30% - 40%
2. AIRSPEED—
150 - 175 KIAS (TYPICAL)
3. FD—AS DESIRED
4. START BEFORE
LANDING CHECKLIST STATION PASSAGE
1. START TIMING
2. SET ALTITUDE PRESELECT
MAP-MISSED APPROACH
1. POWER—MAX (100% / 820°)
2. PITCH—7° NOSE UP (FD-GA)
3. GEAR—UP INTERCEPT FINAL APPROACH
4. FLAPS—UP
5. COMPLETE MISSED-APPROACH 1. COURSE INBOUND
PROCEDURE (SNAP)
MAP APPROACH INBOUND
TO APPROACH MINIMUMS
FAF 2. GEAR—DOWN
MDA
FINAL APPROACH FIX
1. START TIMING
2. GEAR—CONFIRM DOWN
4. COMPLETE BEFORE
LANDING CHECKLIST
THRESHOLD
1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF MINIMUM DESCENT ALTITUDE (MDA)
3. POWER—IDLE 1. LEVEL OFF AT MDA, AT LEAST 1 MILE
PRIOR TO MAP, IF POSSIBLE
LANDING 2. TORQUE—40%
1. GROUND FINE OR REVERSE MAP-LANDING ASSURED 3. AIRSPEED—130 - 140 KIAS (VYSE MIN)
1. FLAPS—DOWN
2. TRANSITION TO VREF
3. YAW DAMP—OFF
4. PROPS—CONFIRM FULL FORWARD
CAUTION CAUTION
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.
Non-Precision Approach with 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 REQUIRE CATEGORY C MINIMUMS
PROCEDURES TO MDA
MDA
MAP
THRESHOLD FINAL
1. GEAR—RECHECK DOWN 1. 130 - 140 KIAS (VYSE MIN)
2. AIRSPEED—VREF WHEN LANDING ASSURED:
3. POWER—IDLE 2. FLAPS—DOWN
MINIMUM DESCENT ALTITUDE (MDA) 3. TRANSITION TO VREF
1 NM 4. YAW DAMP—OFF
1. LEVEL OFF AT MDA AT LEAST 1 MILE
PRIOR TO MAP, IF POSSIBLE
2. TORQUE—40%
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 CAN BE MAINTAINED AND A NORMAL
LANDING CAN BE MADE FROM A CIRCLING

APPROACH, OR INITIATE A MISSED APPROACH
2. MAINTAIN MDA DURING CIRCLING MANEUVER
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
CAUTION LANDING CAN BE MADE
TO ENSURE CONSTANT REVERSING CHARACTERISTICS,

THE PROPELLER CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BLADE EROSION. CARE MUST BE EXERCISED WHEN
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
Circling Approach and Landing

NOTE:
DO NOT RETARD FAILED ENGINE 1,500' AGL
POWER LEVER UNTIL THE AUTO- 1. COMPLETE ENGINE FAILURE
FEATHER SYSTEM HAS COMPLETELY CHECKLIST CLEAN-UP ITEMS
STOPPED PROPELLER ROTATION. 2. LAND AS SOON AS PRACTICAL
CLIMB
1. VYSE (BLUE LINE)
2. APPROX. 9 - 10° PITCH
V2
1. CHECK MAX POWER (100% / 820°)
2. AIRSPEED AT V2
3. VERIFY PROP FEATHERED
ENGINE LOSS
1. MAINTAIN RUNWAY HEADING
TAKEOFF 400' AGL (CLEAR OF OBSTACLES)

1. ROTATE AT VR TO APPROX. 1. REDUCE PITCH TO 5° PITCH TO
10° NOSE UP ACCELERATE TO VYSE (BLUE LINE)
2. ESTABLISH POSITIVE RATE 2. V2 + 9 KT—FLAPS UP
OF CLIMB
NOTE:
BEFORE TAKEOFF IT MAY BE NECESSARY TO BANK AS MUCH AS
5° INTO THE GOOD ENGINE TO MAINTAIN
1. FOLLOW NORMAL TAKEOFF RUNWAY HEADING. IT MAY REQUIRE ALMOST FULL
PROCEDURES UNTIL AT OR RUDDER ON THE SIDE OF THE GOOD ENGINE
ABOVE V1 TO KEEP THE BALL SLIGHTLY OFF CENTER.
Engine Loss at or Above V1—Model 350

INITIAL
1. OBTAIN ATIS
2. DESCENT CHECKLIST—COMPLETE
GO-AROUND
3. AIRSPEED—INCREASE TO 125 KIAS
4. FLAPS—UP
THRESHOLD
1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
ARRIVAL
1. TORQUE—APPROXIMATELY 80%
2. AIRSPEED—150 - 175 KIAS (TYPICAL)
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST
LANDING
1. GROUND FINE—AS NECESSARY
DOWNWIND
1. FLAPS—APPROACH
FINAL
ABEAM TOUCHDOWN POINT
1. AIRSPEED—VREF + 15 KT

1. GEAR—DOWN WHEN IT IS CERTAIN THERE IS
2. PROP—FULL FORWARD NO POSSIBILITY OF GO-AROUND:
2. FLAPS—DOWN
3. AIRSPEED—VREF
4. YAW DAMP—OFF
5. ONE-ENGINE-INOPERATIVE
BASE APPROACH AND LANDING
1. AIRSPEED—VREF + 15 KT CHECKLIST—COMPLETE
WARNING:
DO NOT USE REVERSE THRUST WITH ONE ENGINE
INOPERATIVE. CARE MUST BE EXERCISED WHEN
USING SINGLE-ENGINE GROUND FINE ON SURFACES
WITH REDUCED TRACTION.
One Engine Inop Visual Approach and Landing—Model 350

KA 350 PL21 Recurrent Client Guide

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KA 350 PL21 Recurrent Client Guide

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HAWKER BEECHCRAFT LEARNING CENTER

BEECHCRAFT KING AIR 350 PRO LINE 21

RECURRENT CLIENT GUIDE

Copyright © 2011 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

*Zero in this column indicates an original page.

COURSE COMPLETION STANDARDS:

FOR TRAINING PURPOSES ONLY 1

SIMULATOR POWER/CONFIGURATION CHART

OPERATION IAS TORQUE RPM GEAR FLAP PITCH TRIM

Note 1: Refer to the POH/AFM for proper rotation speed.

2 FOR TRAINING PURPOSES ONLY

COMPLETE THESE STATEMENTS:

5. A L FUEL QTY annunciator is illuminated by what condition?

6. Minimum speed (KIAS) in icing conditions is _______________________________________.

9. Maximum Continuous Torque is __________________________________________________.

FOR TRAINING PURPOSES ONLY 3

4 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 5

RECURRENT COURSE SESSION TWO ASSIGNMENT

COMPLETE THESE QUESTIONS:

3. An illuminated CABIN ALT HI annuncitor indicates what condition?

5. What is the minimum autopilot engagement height for cruise flight?

6 FOR TRAINING PURPOSES ONLY

NET TAKEOFF FLIGHT PATH — SECOND SEGMENT ___________________

NET TAKEOFF FLIGHT PATH — SECOND SEGMENT ___________________

Oxygen Requirements For:

FOR TRAINING PURPOSES ONLY 7

8 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 9

10 FOR TRAINING PURPOSES ONLY

Quick Reference Task Sheet

FOR TRAINING PURPOSES ONLY 11

12 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 13

CHOOSE “POS INIT” TO CONTINUE VIPP CHECK

1) To Clear Message: Re-enter appropriate lat/long into SET POS

CHOOSE “FPLN” TO CONTINUE VIPP CHECK

14 FOR TRAINING PURPOSES ONLY

POS INIT PAGE 1/2

POS INIT PAGE 2/2

FOR TRAINING PURPOSES ONLY 15

1) Paste airport ICAO ID into ORIGIN

2) Paste airport ICAO ID into DEST

Changing or deleting ORIGIN airport is allowed on ground only because this

Inserting airways (see right)

CHOOSE “PERF INIT” TO CONTINUE VIPP CHECK

16 FOR TRAINING PURPOSES ONLY

Flight plan with

FOR TRAINING PURPOSES ONLY 17

activated performance features to function correctly.

5) WAYPOINTS (inserting & deleting)

18 FOR TRAINING PURPOSES ONLY

BOW can only

FOR TRAINING PURPOSES ONLY 19

How the info is chosen will be guided by these two qualifiers:

20 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 21

Reentering/changing a STAR will delete the previous procedure and insert

2) If the destination airport is already the active waypoint it will remain so

VISUAL APPROACH CAUTION

Page Revision Page Revision