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Garmin SA01535Wi_D FAA Approved Airplane Flight Manual Supplement

1. 1 I r r I r r r r r r r 1 Oe Figure 2 Instrument Panel Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 119 of 173 PILOT Figure 3 Pilot s Control Wheel Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 120 of 173 COPILOT Figure 4 Copilot s Control Wheel With Trim Switches 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 121 of 173 TRIM INTRPT Figure 5 Copilot s Control Wheel Without Trim Switches Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 122 of 173 BALYA HO 101400 ASYN N3OAXO OIN 101400 1 149 340 J340 52010 T3NVd 398 993 350 4 4 N mE E NO 999 33 500 ANS RUE 198 b LABS 340 340 9 GHAO 149 S 2 NS Se s 340 340 1O3HIONI
2. PRESS 3 AHRS SOfIKGy d nte Lt rog tet eee PRESS Opposite Side AHRS softkey 4 Both CONFIRM VALID ATTITUDE AND HEADING ARE DISPLAYED CONFIRM BOTH ON AHRS1 or BOTH ON 52 annunciated on both PFDs NOTE The autopilot will disconnect and will not re engage ESP if installed will be inoperative If in RVSM airspace and autopilot inoperative b Altitude cene MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 6 Advise ATC of loss of the autopilot system Perform appropriate RVSM contingency procedures for loss of altitude hold capability outlined in the operator s RVSM procedures manual Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 74 of 173 FAA APPROVED ENGINE INDICATION SYSTEM EIS FAILURE RED X ON ENGINE DISPLAY If All Engine Gauges on One Engine Red x Indicates failure of the GEA for that engine 1 Check GEA circuit breakers RESET once if tripped If unable to restore engine gauges 2 Move both power levers together using the engine with operating engine gauges to set power If One or Mo
3. aii Rae SELECT TA ONLY ELECTRICAL SYSTEM DUAL GENERATOR FAILURE L DC GEN R DC GEN This procedure should be performed after completing the respective section of the AFM checklist If Neither Generator Will Reset 1 2 Standby Battery INDICATES ARM or ON The following equipment will be functional while the 51000 is powered from the 5 battery power Avionics Master Power Switch is ON and the L GEN TIE OPEN R GEN TIE OPEN L DC GEN and R DC GEN annunciators are illuminated Pilot s Attitude Heading Air Data and Nav CDI Copilot s Attitude Heading Air Data and Nav CDI Engine Gauges 1 Pilot s Audio Panel GPS 1 GPS 2 VHF Nav 1 VHF Nav 2 Transponder 1 Autopilot Flight Director Yaw Damper Rudder Boost NOTE Inoperative 51000 equipment items will be displayed in the ALERTS window on both PFDs NOTE The aircrafts battery will continue to power the G1000 equipment for at least 30 minutes following complete loss of normal electrical power generation Once the aircraft s battery can no longer power the G1000 the standby battery will automatically power the standby attitude indicator altimeter vibrator the instrument emergency lights and the internal lighting of the three standby instruments and magnetic compass for an additional 30 minutes NOTE The Copilot and Standb
4. OFF CABIN TEMP MODE OFF Heading teda en tec MONITOR using magnetic compass If in RVSM airspace 0 Altitude eee MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 7 Advise ATC of loss of the autopilot system Perform appropriate RVSM contingency procedures for loss of altitude hold capability outlined in the operator s RVSM procedures manual 8 Land as soon as practical 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 73 of 173 autopilot will disconnect and will not re engage ESP if installed will be inoperative Reference the GPS track MFD PFD to improve situational awareness GPS will continue to display correct GPS based map position and track Magnetic compass is influenced by windshield anti ice and or air conditioner operation These items must be turned OFF prior to referencing magnetic compass heading Leave these items OFF when maneuvering the aircraft by reference to the magnetic compass In Flight If One Side Only t Standby Attitude GyrO 2 Affected PFD SENSOR
5. PRESS 2 AHRS1 or AHRS2 softkey Lic be He hte re cte cen Select on side AHRS AHRS1 for Pilot PFD AHRS2 for copilot PFD 3 PED icin CONFIRM BOTH AHRS 1 or BOTH AHRS 2 message clears on both PFDs 4 message does not clear refer to Abnormal Procedures FAILED ATTITUDE AND OR HEADING BOTH GPs 1 2 This message is displayed on both PFDs and indicates that both pilot and copilot PFDs displaying data from the same GPS SBAS receiver Normally the pilot s side displays GPS 1 and the copilot s side displays GPS 2 and is not pilot selectable This may be caused by operation outside of SBAS satellite coverage in which case the non selected GPS is still available in the event the active GPS fails Refer to GARMIN G1000 Cockpit Reference Guide for additional information 1 GPS SBAS Slalls hi a Select AUX GPS STATUS page MFD b Select GPS1 then GPS2 softkeys and verify sufficient satellite reception Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 76 of 173 FAA APPROVED USING ADC1 or Siri This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side Air Data Computer Normally the pilot s side displays ADC 1 and the copilot
6. E 95 INAVIGATIONI QV OF 95 NAVIGATION GPS DIRECT 95 190 00716 03 4 Hawker Beechcraft B300 B300C King Air FAA APPROVED Page 83 of 173 96 APPROACHES 96 TETTE 96 98 RNAV GPS RNAV GNSS LPV or 100 RNAV GPS or RNAV 55 ENAV EP V ob Eee ee ho 102 mu TUE 103 BACK COURSE BG Eit etti i Hen tee sided 105 GO AROUND GA isoissa 106 AUTOPILOT COUPLED GO AROUND GA ESP Equipped Airplanes Only 108 109 Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 84 of 173 FAA APPROVED RADIO COMMUNICATIONS BEFORE STARTING ENGINES To obtain an ATC cleara
7. USE ALTERNATE SOURCES 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 67 of 173 If No Alternate Navigation Sources Are Available DEAD RECKONING DR MODE ACTIVE WHEN THE AIRPLANE IS GREATER THAN 30 NM FROM THE DESTINATION AIRPORT 1 Navigation Use the airplane symbol magenta course line on the map display and the amber CDI for course information NOTE e ALL INFORMATION NORMALLY DERIVED FROM GPS TURNS AMBER ALL OF THIS INFORMATION WILL BECOME LESS ACCURATE OVER TIME TAWS is inoperative e DR mode uses heading true airspeed last known wind data and the last known GPS position to estimate the airplane s current position DR information will be available for a maximum of 20 minutes MAP TRAFFIC MAP display is not dependent on GPS information The position of displayed traffic relative to the airplane symbol on the is still accurate LOSS OF INTEGRITY LOI MODE ACTIVE WHEN THE AIRPLANE IS WITHIN 30NM OF THE DESTINATION OR DEPARTURE AIRPORT AS CALCULATED FROM THE PREVIOUS GPS OR DR POSITION 1 Navigation Fly toward known visual conditions Use ATC or other information sources as available NOTE information derived from GPS or DR will be removed from the displays TAWS is inoperative e The airplane symbol is removed from all maps The map will remain centered at the last known position NO GPS POSITI
8. PRESS 6 PFD Displays CONFIRM BOTH ON AHRS 1 message clears on both PFDs RADIO ALTIMETER FAILURE This message is displayed on both PFDs and indicates that the radio altimeter has failed The and 5 FAIL annunciations will be displayed on both PFDs The GTS 8000 TCAS will be inoperative and the G1000 will no longer provide GPWS alerting Refer to the TCAS Il SYSTEM FAILURE and GPWS FAIL procedures in this Section for additional information 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 77 of 173 SYNTHETIC VISION If SVS displays information inconsistent with G1000 primary flight instrumentation or if operating in GRS 7800 DG FREE mode On the PFD 1 PFD aa PRESS 2 SYN VIS ce aes PRESS 3 SYN TERR roni ile d ese eie PRESS 4 SVS is removed from both PFD VERIFY Use G1000 primary displays for navigation and aircraft control If G1000 operation in display reversionary mode is required Select display backup mode on the G1000 system When display backup mode is selected the MFD will initially present a non SVS blue sky over solid brown ground display SVS will be presented on the backup display
9. CHECK Activate the copilot s Pitch Trim Switches nose down Verify elevator tab wheel is moving nose down While the tab wheel is moving in the DN direction activate the pilot s Pitch Trim Switches nose up Verify the elevator tab wheel begins to move in the UP direction Release both pilot s and copilots Pitch Trim switches and reset elevator tab as required Manually Operate Elevator Tab Wheel VERIFY Pitch Trim Servo is Not Engaged c Press GA Button on Left power lever VERIFY FD Command Bars show Takeoff Attitude TO TO is Annunciated in Mode Window on Both PFDs 3 Vr V Static Takeoff Power SET OR CONFIRM BEFORE TAKEOFF FINAL ITEMS These procedures should be conducted after completing the airplane s AFM BEFORE TAKEOFF FINAL ITEMS checklist 1 PED Attitude andEleading NORMAL 22 FOSON a cde eae VALID LO NOT ANNUNCIATED on HSI 3 Standby Attitude ERECT and NORMAL Fail Flag not in view TAKEOFF This procedure should be conducted after brake release during the takeoff roll but before becoming airborne 1 Verify correspondence of PFD airspeed display and standby airspeed CRUISE WITHIN RVSM AIRSPACE 1 Gawd Lec idan eel Mae do teer oo CROS
10. 118 118 FLIGHT CONTROLS 1 5 cC a dra 132 AFCS AUTOPILOT FLIGHT DIRECTOR AND RUDDER BOOST 132 ELECTRIC ELEVATOR cuam LX annm ma ndm ceno 136 ELECTRONIC STABILITY amp PROTECTION ESP 137 FLIGHT INSTRUMENTS 141 G1000 FLIGHT 141 STANDBY FLIGHT 141 ENGINE INSTRUMENTATION reri cine dundee dea nae hn cna 142 PROPELLER SYNCHROPHASER 143 ELECTRICAL a iiU aser c EE UR FEE iiaia 143 INVERTERS 143 POWER DISTRIBUTION dera 143 STANDBY BATTERY POWER SUPPLY 5 2 147 LIGHTING SYSTEMS
11. 58 MANUAL ESP 58 G1000 INTEGRATED AVIONICS SYSTEM 59 ALTITUDE MISCOMPARE 222 59 AIRSPEED MISCOMPARE 2 4 62 5 2 2 63 ROLLE MISCOMPAHRE Aue EL 63 HEADING MISCOMPARE 5 64 AMBER HEADING 64 LOSS OF ALTITUDE REPORTING IN RVSM 65 LOSS OF ALTITUDE ERROR 65 DISPLAY UNIT FAILURE wii cisisscndusccuiaceccasenteascuancedcccteduanaudacwascssadesaasencvaccvisdedceveadvanaweus 66 ae ne 66 A 67 DUAL GPS SBAS FAILURE AMBER DR OR LOI ON HSI 67 GPS APPROACH INTEGRITY LIMITS 69 ILS DATABASE FREQUENCY AND OR COURSE MISMATCH
12. 41 PITCH AXIS 42 WP HV BE 42 PITCH TRIM FAILURE 43 AUTOPILOT PRE FLIGHT TEST 43 AUTOPILOT OVERSPEED RECOVERY a e a aetra ee aeaaeae tea aa a eia ea aa ie eaaa e aaiae aaea 44 AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY ESP Equipped AAO A E E 44 ENGINE FAILURE iain iaa a 45 ENGINE FIRE OR FAILURE IN 444 4 4 4 45 ELECTRICAL SYSTEM 45 DUAL GENERATOR FAILURE L DC GEN R DC 222222 2 45 LOAD MANAGEMENT 46 TAWS AND GPW S 47 TAWS OR GPWS WARNINGQ 47 cg ee 47 TCAS Il RESOLUTION 5 4 440 000000 nnns nn nnns 47 TCAS RESOLUTION ADVISORY GTS 8000 2 2 4 14 1 1 48 WINDSHEAR ENCOUNTER erani r nua ea naa nuga
13. 69 LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES VDI NO COMP on PFD 70 VDI MISCOMPARE ON BARO VNAV APPROACHES VDI MISCOMP on PFD 71 LOSS OF RADIO TUNING 71 FAILED AIRSPEED ALTITUDE AND OR VERTICAL 5 72 FAILED ATTITUDE AND OR HEADING e eeeneeeeee seien enne nennen nnns nnn tn nasa sina sn tn nnana na 73 ENGINE INDICATION SYSTEM EIS 75 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 51 of 173 LOSS OF NAVIGATION 1 1 111 11111111 75 INACCURATE FLIGHT DIRECTOR DISPLAY ttt 75 BOTH ON ADC1 BOTH ON 76 BOTH ON AHRS 1 BOTH AHRS 2 totos 76 BOTH ON GPS 1 BOTH ON GPS 2 ts 76 USING ADC1 aces Ge cia dict Due LEM M LRL LM LL LUE 77 USING AHRS1 or 77 RADIO ALTIMETER FAILURE cnnncncnnntntn tts 77 V CERE TER UI E 78 TAWS AND GPW S 78 TAWS or GPWS 78 UI eL uL A LLL
14. pejeorpu 00081 ALON SdV 14 WALSAS 1VWHON NOILO3HHOO H313WI L TV 06 07 08 0 OLL OOL 0 14 Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 113 of 173 FAA APPROVED 13 pejeoipuj 072 092 052 070 062 Occ OLZ 002 06 08 07 09L OSL OEL OZL OLL 00 06 08 01 01 02 0 dn SdV 14 YSALAWILTV AS8QNVIS YALAWILTV 07 06 U0I 29440 2 1919 190 00716 03 Rev 4 Hawker Beechcraft B300 B300C King Air FAA APPROVED Page 114 of 173 Section 6 Weight Balance No Change Refer to basic Aircraft Flight Manual or appropriate supplement 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 115 of 173 This page intentionally left blank Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 116 of 173 FAA APPROVED Section 7 Systems Description Table of Contents Js 118 1000 INTEGRATED AVIONICS a ania dO rd ot aad aux asas 118 SYSTEM OVERVIEW DEL
15. awa dav SWS olavy zd 3OMINv SOHINV 8 TANA sng YaLHON JOHLNOO GL S0 S S 0 S scu ygmog 9 2 81 1441 HOW 9 HOHINOO sng a jeu r TOHINOO S g OL 6 S 6 6 AXO SSdHd dW3l 1331 WIN3ANOHIAN3 13698 SIHOM gL 5 s 5 9 8 volulo13 H3H1V3M 1591 1HOlH 3105 0 S 0L S 9 5 5 gL I GdddO anoo 709 yiaq Nd ans TWNDIS 3OvobOva 5854 AHIS 9 6 HOLOW S S en 9 1391 YASON GSN dvd 1H9N4 1HOlH 1HOlH 1HOlH 1HOlH NHVM 1H5lH S 5 S 5 73 S S S S yap 130 55444 H3MOd 1OUINOO bci NNv 3nouol 10 H3HlVdd hers E l l 5 5 5 gL 5 5 5 gL 5 LEO t Breaker Panel Airplanes FL 381 F
16. eem ILLUMINATED 5 Seconds d White EXTINGUISHES when preflight test complete e Autopilot Disconnect SOUNDS These procedures should be conducted after completing the airplane s AFM BEFORE ENGINE STARTING checklist items 1 tandby Battery Swit done e te Rb P rt aea MER PUSH ON illuminated if Aircraft Battery is OFF ARM illuminated if Aircraft Battery is ON 2 Standby Attitude Gyro Fail NOT DISPLAYED listen for standby altimeter vibrator operation 3 REVIEW FOR VALID OPERATING DATES AND CYCLE NUMBER 4 ENT key on the MFD Control PRESS to acknowledge the G1000 database information and activate the selected pilot profile AUX Weight Planning tie get Hem de INPUT LOAD DATA 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 87 of 173 These procedures should be conducted after completing the AFM BEFORE TAXI checklist items before brake release te Standby Attitude Iridicator ii cet CHECK a PULL neant nnn ai nna PULL KNOB TO ERECT GYRO b Instrument Fail Flag NOT DISPLAYED IN INSTRUMENT FACE
17. aa ee AS DESIRED 8 ELEC HEAT uoce ire t erbe ee A Dag a p a ed dein aun AS REQUIRED NOTE The magnetic compass is affected by windshield anti ice and or air conditioner operation These items must be turned OFF prior to referencing magnetic compass heading and then may be reselected ON With windshield anti ice OFF fog or frost may form on the inside surface of the windshield The windshield anti ice should be turned off only long enough to reference magnetic compass or the pilot should descend to a warmer altitude if terrain fuel and endurance permit AMBER HEADING DISPLAY GRS 7800 AHRS Only The PFD heading display will turn amber when e Unreliable heading data exists as detected by the system Operating in DG FREE Mode when the system detects reliable heading data is available If Heading Display is Amber When Operating in DG SLAVE Mode Autopilot If Engaged SELECT ROL MODE HDG MODE Softkey on PFD eia eec PRESS DG FREE sSORKCY m PRESS Verify the heading display is shown in cyan Use the HDG and HDG softkeys to correct heading as required AUDIT eee eens RE SELECT DESIRED LATERAL MODE oa F If Heading Display is Amber When Operating in DG FREE Mode 1 wAutopilot If Engaged Genin cer eerie Ue pater SELECT ROL MODE 2 HDG Softkey on
18. 78 GPWS INHIBIT TAWS A Only INH nnne 79 FLAP OVERRIDE TAWS A Only FLAP OVR tnn 79 GLIDESLOPE GLIDEPATH DEVIATION INHIBIT TAWS A Only nen 80 TAWS N A and TAWS 80 GPWS FAIL TAWS A only ttai 80 pe 2 RDUM ecc TNNT ETENIM 81 TCAS TRAFFIC ADVISORY 81 TCAS SYSTEM FAILURE MCAS 81 TCAS SYSTEM STANDBY 5 81 Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 52 of 173 FAA APPROVED AUTOMATIC FLIGHT CONTROL SYSTEM AILERON MISTRIM amber AIL or annunciation on PFD Indicates a mistrim of the ailerons while the autopilot is engaged The autopilot cannot trim the airplane in roll During large changes in airspeed engine failure or single engine operation illumination of this message may occur If the autopilot is disconnected while this message is displayed high roll forces are possible The following procedure should be followed 1 Control Wheel ice ec fe ie oc eere dette eere bane GRIP FIRMLY 2 Tab Knob ROTATE SLOWLY IN DIRECTION OF INDICATED MISTRIM UNTIL THE ANNUNCIATION EXTINGUISHES If the annunciator stays extinguished and no other annunciations illuminate 3 Continue to operate the autopilot in a normal manner after the annunciation extingu
19. ui Ra ees Course Pointer is set to the front course bs VERIEY oh leds LOC is annunciated on the HSI 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 105 of 173 If the Course Deviation Indicator CDI is greater than one dot from center the autopilot will arm the BC mode and indicate BC in white on the PFD The pilot must ensure that the current heading will result in a capture of the selected course If the CDI is one dot or less from center the autopilot will enter the capture mode when the APR button is pressed and annunciate BC in green on the PFD AIISpB6d tiles MAINTAIN 120 KIAS OR GREATER Recommended 6 Atthe FAF Use desired vertical mode to the approach s vertical profile Use Altitude Preselect to level off at intermediate altitudes and at the MDA NOTE It is recommended to descend at 1000 ft min or less Descending at a higher rate or reaching MDA too far before the Visual Descent Point VDP could cause TAWS or GPWS alerts Ifa TAWS or GPWS WARNING is issued immediately follow the TAWS OR GPWS WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS 7 AFTER LEVELING AT MDA SET Missed Approach Altitude In Altitude Preselect GO AROUND GA 2 m GRASP FIRMLY 2 GO AROUND button left power lever
20. SET Missed Approach Altitude In Altitude Preselect MAINTAIN 120 KIAS OR GREATER Recommended VERIEN inet chee Airplane Captures and Tracks LOC and GS 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 97 of 173 7 At Decision Altitude DA a Y D DISC TRIM INTRPT PRESS Continue visually for a normal landing Or b GO AROUND button on left power lever PRESS Execute Go Around Procedure NOTE For TAWS A equipped aircraft When executing a missed approach from an ILS approach occasional Glideslope Deviation cautions may be received while establishing the missed approach climb even if the aircraft is not below the ILS glideslope This is caused by transitioning through ILS glideslope side lobe signals If the Glideslope Deviation alert annunciates during the initial portion of the go around continue to execute the go around procedure and fly the appropriate missed approach procedure ILS GLIDE SLOPE INOPERATIVE 1 Load the approach into the Active Flight VERIFY the G1000 tunes the proper ILS frequency 2 Approach SET on TMR REF page if not already set If Flying Vectors To Final 3 Airplane on Vect
21. t aant VERIFY DISCONNECTED f Repeat Items a through c for copilot s side Rudder BOOS SWIC Dp Rb Ee ER EROR Ge PR Dco dan OFF RUD BOOST OFF ILLUMINATED h Rudder Boost SWiteh as airiran eee eene enne RUDDER BOOST RUD BOOST OFF EXTINGUISHED 2 Electric Pitch rette ete PA ea te CHECK a Pilot s Control Wheel b Left and Right Segments sse ACTUATE INDIVIDUALLY Verify there is no elevator tab wheel movement Left and Right ACTUATE TOGETHER Verify proper elevator tab wheel movement e With Elevator Tab Wheel in Motion AP YD DISC TRIM INTRPT PRESS AND HOLD verify elevator tab wheel motion stops e Manually Operate Elevator Tab Wheel VERIFY Pitch Trim Servo is Not Engaged Copilot s Control Wheel If Installed Left and Right ACTUATE INDIVIDUALLY Verify there is no elevator tab wheel movement Left and Right ACTUATE TOGETHER Verify proper elevator tab wheel movement 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 89 of 173 e With Elevator Tab Wheel in Motion AP YD DISC TRIM INTRPT PRESS AND HOLD verify elevator tab wheel motion stops e Pilot s
22. Displays non threat and proximity traffic from ABOVE 9000 feet above the aircraft to 2700 feet below the aircraft Displays non threat and proximity traffic from NORMAL 2700 feet above the aircraft to 2700 feet below the aircraft Displays non threat and proximity traffic from BELOW 2700 feet above the aircraft to 9000 feet below the aircraft All traffic is displayed from 9900 feet above and UNREST 9900 feet below the aircraft TEST Initiates a self test of the TCAS system TCAS TCAS sub tier softkey Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 162 of 173 Controls GTS 8000 controls are available via softkeys or page menu selections on the MFD The table below outlines the GTS 8000 softkey controls available on the MAP TRAFFIC MAP Softkey Control Function REL Used to display traffic relative to own altitude ABS Used to display traffic based on Absolute Altitude TFC STBY Places the GTS 8000 into STANDBY Mode Selects TA ONLY Mode No RAs will be generated in this mode TA ONLY TA RA Selects TA RA Mode All TCAS II functions are on TEST Initiates a self test of the TCAS system ALT RNG Displays Altitude Range softkeys Displays non threat and proximity traffic from 9000 feet above ABOVE the aircraft to 2700 feet below the aircraft Displays non threat and proximity traffic from 2700 feet above
23. NHVM sng JOHINOO 1HOlH hy ED oe 44 s s ar so eg oi N391 ALS 30OW SOINOIAV aed 24441 caa Sue TOHLNOO OHINCO ONIHSINENS sna 3080 r OHINO 2 04 8 4 8 9 lt 5 0 5 5 5 5 5 55 81 SW ris SE os 4 1815 e 301 Nidvo ed ILNY Halv3H NVJ 19599 NA LOSYIGNI 8 s s 8 s 6 1 Mat n ee Nave TEN j N39 NS 13 Novo SUD qworwLosta ysHivam NSO LHI 1531 S10 FTIOSNOO 9 s 1 oo 959 GdddO 1 GHAO 9 anoo 09 Nd ans 9 09 dOHd 3ovoova JOHINOO CON GON AC ONT SINISE 9S4 815 HOLOW S ee cig N3971 Oldnv WWOO 508 1331 Bs TE mE TS gt N qm YASON GSN dvid avid siHon 1H9N4
24. PRESS 3 DG SLAVE PRESS 4 Verify the heading display is shown in white b A topilot i nee ee terere RE SELECT DESIRED LATERAL MODE Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 64 of 173 FAA APPROVED LOSS ALTITUDE REPORTING RVSM AIRSPACE If ATC is not receiving altitude reporting information while in RVSM airspace 1 e eti SELECT OTHER TRANSPONDER 2 Verify selected transponder is in ALT mode LOSS OF ALTITUDE ERROR CORRECTION Loss of altitude static source error correction in the air data computers is indicated by an advisory message in the alerts window of the PFD The static source error correction is effective only above 18 000 feet MSL The following advisory messages will post ADC1 ALT EC ADC1 altitude error correction is unavailable and or ADC2 ALT EC ADC2 altitude error correction is unavailable If a loss of altitude error correction advisory is received Above 18 000 feet MSL 1 Altitude MAINTAIN USING CROSS SIDE ALTIMETER OR STANDBY ALTIMETER NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement e In RVSM Airspace 1 Advise ATC of loss of redundancy of primary altimetry systems Perform appropriate RV
25. 1441 NHVM SSdud 1441 S s AHINI L 1X3 ONS aava H34 dW d AID ASGNVLS Figure 8 Left Side Circuit Breaker Panel Airplanes FL 120 FL 122 Thru FL 380 FL 382 FM 9 Thru 11 Hawker Beechcraft B300 and King Air 190 00716 03 Rev 4 Page 125 of 173 LHOIY N35 Y N39 1 y zw N Q33 191 9 01 S S 9 pu p JANYA dWnd NHVM ASONVIS SNVHL AIO SS3Hd xnv INOO 1HOlH 1359 9 s Ej s es sng SOINOIAV AYINI DG3uH ONS AH3LLV 2 WALSAS TENS _ NHVM SATA 66090 55389 SNVUL AGONVIS Figure 9 Left Side Circuit Breaker Panel Airplanes FL 381 FL 383 and After FM 12 and After 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 126 of 173 lv8XDV 3089 TUE CO 5 5 6 2 SOINOIAW Aas 149 LSHHY Ns ET H3MOd avg SWS SNS AGIS ind WL
26. routes should be loaded into the flight plan from the database in their entirety rather than loading route waypoints from the database into the flight plan individually Selecting and inserting individual named fixes from the database is permitted provided all fixes along the published route to be flown are inserted GPS or GPS RNAV GPS or RNAV GNSS instrument approaches using G1000 System are prohibited unless the flight crew verifies and uses the current Navigation database GPS based instrument approaches must be flown in accordance with an approved instrument approach procedure that is loaded from the Navigation database Not all published Instrument Approach Procedures IAP are in the Navigation database Flight crew planning on flying an RNAV instrument approach must ensure that the Navigation database contains the planned RNAV Instrument Approach Procedure and that approach procedure must be loaded from the Navigation database into the FMS flight plan by its name IFR non precision approach approval using the GPS SBAS sensor is limited to published approaches within the U S National Airspace System Approaches to airports in other airspace are not approved unless authorized by the appropriate governing authority When operating under instrument flight rules flight plan selection of any required alternate airport may be based on an RNAV approach For airplanes with system software 0985 06 or earlier alternate ai
27. 148 EE PPAR 148 PITOT AND STATIC SYSTEM ind die Ra ebd ud e cd c VAR Ra B d x 148 LP RR 148 STATIC ss T M 149 GROUND 65 2 411 4 422 2 0 7 2 4 441 1 1 1 1 149 SYNTHETIC 22202044 erui curie ince e n ioci c 150 TAWS AND GPWS Dex wire 154 GTS BODO TC AS siccata d paa dad xd cesa La id sa c 155 APPROACH BARO 2 2 2 rra nana nonna cau ru a xax aano 164 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 117 of 173 GENERAL This section supplements the Systems Description chapter in the aircrafts original Pilot s Operating Handbook and FAA Approved Airplane Flight Manual This section will follow the format and layout of the chapter in the original manual Only topics changed by the installation of the G1000 integrated avionics system will be addressed in this supplement G1000 system is integrated system that presents flight instrumentation navigation communication weather avoidance engine instrumentation and supplemental flight information to the pilot for enhanced situational awareness through large format displays The G1000 also incorporates an automatic flight control system that includes autopilot
28. Do not use autopilot below the following altitudes 1 On takeoff do not engage the autopilot below 400 feet AGL 2 A E ves 1000 feet AGL 3 Approach GS 200 feet AGL 4 Approach VS PIT or ALT mode Higher of 400 feet AGL or Approach MDA 5 Steep Approaches GP or GS 286 feet AGL SYNTHETIC VISION AND PATHWAYS LIMITS Use of the Synthetic Vision system display elements alone for aircraft control without reference to the G1000 primary flight instruments or the aircraft standby instruments is prohibited Use of the Synthetic Vision system alone for navigation or obstacle or terrain avoidance is prohibited Use of the SVS traffic display alone to avoid other aircraft is prohibited For airplanes that have GRS 7800 AHRS installed use of the Synthetic Vision System is prohibited while operating in DG FREE mode Hawker Beechcraft B300 and B300C King Air 190 00716 03 4 28 173 FAA APPROVED TAWS GPWS AND TERRAIN SYSTEM LIMITS Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with TAWS or GPWS warnings The TAWS databases have an area of coverage as detailed below a The terrain database has an area of coverage from North 90 Latitude to South 90 Latitude in all Longitudes b The obstacle
29. PUSH Verify GA GA on PFD in lateral and vertical mode fields Rotate to Go Around Follow Flight Director Command Bars 4 Balked banding trt E P Oe teet ertt EXECUTE Mode Control Panel PRESS NAV to Fly Published Missed Approach Procedure PRESS HDG to Fly ATC Assigned Missed Approach Heading NOTE The pilot is responsible for initial missed approach guidance in accordance with published procedure The G1000 may not provide correct guidance until the aircraft is established on a defined leg of the procedure 0 rr VERIFY Set to appropriate altitude At An Appropriate Safe Altitude 7 Mode Control AP to Engage Autopilot Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 106 of 173 FAA APPROVED When the GA button is pressed the Flight Director command bars will command 8 nose up and wings level the HSI nav source automatically switches to GPS the flight plan sequences to the first published missed approach leg and automatic leg sequencing resumes The autopilot will disconnect if the ESP option is not installed If ESP is installed the autopilot will not disconnect with a GA button press The AFCS will fly the published missed approach procedure once the aircraft is established on a segment of the missed approach procedure the autopilot i
30. center of p Syst Test traffic map The annunciators below appear in a banner at the lower left corner of maps on which traffic can be displayed Traffic Status Banner Annunciation Description A Resolution Advisory is outside the selected display range Annunciation is removed when traffic comes within the selected display range A Traffic Advisory is outside the selected display range Annunciation is removed when traffic comes within the selected display range System cannot determine bearing of Resolution Advisory Annunciation indicates distance in nm altitude separation in hundreds of feet and altitude trend UP for climbing DN for descending traffic System cannot determine bearing of Traffic Advisory Annunciation indicates distance in nm altitude separation in hundreds of feet and altitude trend lt UP gt for climbing or lt DN gt for descending traffic TCAS unit has failed unit is self reporting a failure or sending incorrectly formatted data Data is not being received from the TCAS II unit Shown as symbol on Traffic Map Page Shown in center of Traffic Map Page Hawker Beechcraft B300 and B300C King Air Page 160 of 173 190 00716 03 Rev 4 nai 1 18 78 110 90 11 0 DIS HH 133 068 con 118 58 128 758 TRAFFIC 10 10 a 12172 ys R GS Ber TAS OKT 12292
31. SOINOIAV 129129 13317 1591 JOHINOO 3L nOHINOO ngog 9 10 MOHLNOD sna 3989 id ae TOHLNOD aang z oe ee eee 0 7 pe ot peel ee pie D d T it CIHSM NIBVO gt dal 1431 TWLNAWNOHIANA p 19539 oe 103UlONI dN3L E NS 9 We Shs o OdHL viva P ay M MB S L voona 5 E 1541 FIOSNOO 14 2 2 8 9 OL 5 5 5 5 5 N35 u 050 uvovu GdddO equa SOINOIAV AOD giba 3 _ 3ovobOvg lOHINOO SOND SEONG LNID r c 98641 AdIS 1 4 6 HOION pP dor veu MORS 5 5 5 N39 1 WWOO 1331 4 A ene PM 137 GIN dv L VON 1HOld LHO RSS 8 S8 9 60 08 6 5 65 65 65 65 56 Oldnv pt i b
32. e When enroute to the alternate a new instrument approach may be loaded into the flight plan Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 108 of 173 FAA APPROVED SYNTHETIC VISION Use of Pathways If Synthetic Terrain is displayed on the PFD the Pathways be used to assist the pilot s awareness of the programmed lateral and vertical navigation path The following sections describe the basic use of the Pathways in various flight segments For more detailed information consult the G1000 Pilot s Guide Departure Prior to departure load and activate the desired flight plan into the G1000 FMS set the initial altitude on the G1000 altitude selector and select GPS on the HSI display just as you would without the SVS system The programmed flight path will be displayed as a series of magenta boxes along the path at the flight plan altitude subject to the following conditions If the first segment of the flight plan is a heading to altitude leg the Pathway will not be displayed for that segment The first Pathway segment displayed will be the first GPS course leg The Pathway must be within the SVS field of view of 30 degrees left and 35 degrees right If the programmed path is outside that field of view the Pathways will not be visible on the display until the aircraft has turned toward the course e The Pathway will be displayed at either the altitude selected on the G1000 selector OR the altitu
33. s side displays ADC 2 Refer to GARMIN G1000 Cockpit Reference Guide for additional information 1 PILOT S PFD SENSOR Softkey sss nnne PRESS 2 PILOT S PED ADC1 eda PRESS 3 PFD Displays CONFIRM BOTH ON ADC1 message displayed on both PFDs 4 COPILOT S PFD SENSOR PRESS 5 COPILOT S PFD ADC2 PRESS 6 PFD Displays CONFIRM BOTH ON ADC 1 message clears on both PFDs USING AHRS1 or AHRS2 This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side Attitude Heading Reference System Normally the pilot s side displays AHRS 1 and the copilot s side displays AHRS 2 Refer to GARMIN G1000 Cockpit Reference Guide for additional information 1 PILOT S PFD SENSOR PRESS 2 PILOT S PED AHRS1 Softkey PRESS 3 PFD Displays CONFIRM BOTH AHRS1 message displayed both PFDs 4 COPILOT S PFD SENSOR PRESS 5 COPILOT S PFD AHRS2
34. 89 BEFORE TAKEOFF FINAL ITEMS iinecizscsiics cue 1 E KE I S Dra cL da cR CIN 90 90 CRUISE WITHIN RVSM 1 1111 ener nnne nennen nnn nnne 90 CLIMB CRUISE AND DESCENT nucsnininitsesnisiesaassscevesannssunnnentenssanesanaueesdenasaustevsuansusvaane 91 ICING FLIGHT imer 91 SHUTDOWN AND SECURING 91 OTHER PROCEDURES 91 GTX 3000 TRANSPONDER 1 1 1 1 1 eee ntn intra atras 91 ne ap 92 AUTOPILOT OPERATION 2 93 VERTICAL scs 93 VERTICAL tdi Fee esa eret eda N Desi ra 93 FEIKSEIEEEVEEGHANGENELGO 93 ALTITUDE HOLD ALT MODE MANUALE CAPTURE Eher tu ta ttti ari 94 ENROUTE AND TERMINAL VERTICAL NAVIGATION VNAV eene 94 LATERAL epp 95 READING MODE
35. IFR Day IFR Night Icing Conditions oom o KINDS OF OPERATIONS EQUIPMENT LIST This airplane may be operated in day or night VFR day or night IFR and icing conditions when the required systems and equipment are installed and operable The following equipment list identifies the systems and equipment upon which type certification for each kind of operation was predicated The system and equipment listed must be installed and operable for the particular kind of operation indicated unless The airplane is approved to be operated in accordance with a current Minimum Equipment List MEL issued by the FAA Or An alternate procedure is provided in the Pilots Operating Handbook and FAA Approved Flight Manual for the inoperative state of the listed system or equipment and all limitations are complied with Numbers in the Kinds of Operations Equipment List refer to quantities required to be operative for the specified condition The list does not include all equipment that may be required by specific operating rules It also does not include components obviously required for the airplane to be airworthy such as wings empennage engines etc 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 31 of 173 Icing System and or Equipment Conditions Remarks and or Exceptions COMMUNICATIONS No Changes Refer to Aircraft Flight Manual ELECTRICAL POWER Inverter 0 Removed by G1000
36. Obstacle and Terrain Alerts and Warnings Obstacles and terrain displayed on the SVS system may be highlighted if an alert or warning is generated by G1000 Terrain TAWS system If an obstacle alert is presented for an obstacle that is in the SVS field of view the obstacle symbol on the PFD will turn yellow color If an obstacle warning is generated by the G1000 system the obstacle symbol on the PFD will turn red If the G1000 Terrain or TAWS system generates a terrain alert or warning the terrain feature displayed on the PFD will be colored yellow for an alert or red for a warning for as long as the alert remains valid Because the area monitored by the Terrain or TAWS system can be wider than the field of view that can be displayed by the SVS system it is possible to receive an obstacle or terrain audible alert for an obstacle or terrain that is not shown on the SVS display those cases the object generating the alert will be left or right of the aircraft Refer to the other displays in the aircraft to determine the cause of the message Flight Path Marker 5 The SVS display includes a green circular barbed symbol called the Flight Path Marker FPM that represents the current path of the airplane relative to the terrain display The FPM is always displayed when synthetic terrain is displayed and the aircraft ground speed exceeds 30 kt The FPM indicates the current lateral and vertical path of the airplane as determined by
37. Part 91 subpart 121 125 129 and 135 operators require operational approval Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 8 of 173 FAA APPROVED Reference ICAO Flight Specification Documents Plan Code Noles FAA AC 90 96A 1 CHG 1 D2 This does not constitute an operational approval JAA TGL 10 Rev 1 Primary means of Class navigation in oceanic and remote navigation without reliance on other long range navigation systems when used in conjunction with the G1000 WFDE Prediction program part number 006 A0154 01 010 G1000 00 or later approved version RNP 4 FAA Order 11 8400 33 Additional equipment may be required to obtain operational approval to utilize RNP 4 performance This does not constitute an operational approval Part 91 Part 91 subpart K 121 125 and 135 operators require operational approval Includes RNP terminal departure and arrival procedures For airplanes that have system software 0985 07 or later installed this includes procedures with RF radius to fix legs FAA AC 90 105 pa In accordance with AC 90 105 Part 91 operators except subpart K following the aircraft and training guidance in AC 90 105 are authorized to fly RNP 1 procedures Part 91 subpart K 121 125 129 and 135 operators require operational approval Includes non precision approaches based on conventional navigation aids with or GPS in the title and area navi
38. uses the copilot s static system for its source of static air pressure and the copilot s pitot system for its source of impact air pressure STANDBY ALTIAS AN 250 2 80 29 100 Figure 19 Standby Flight Instruments 190 00716 03 Rev 4 Hawker Beechcraft B300 and King Air Page 141 of 173 ENGINE INSTRUMENTATION Engine instruments located in a window on the left side of the MFD are grouped according to their function The G1000 engine gauges are constructed and arranged to emulate the mechanical gauges they replaced At the top the ITT Interstage Turbine Temperature indicators and torquemeters are used to set take off power Climb and cruise power are established using the torquemeters and propeller tachometers while observing ITT limits Gas generator operation is monitored by the gas generator tachometers The lower grouping consists of the fuel flow indicators and the oil pressure temperature indicators The engine transducers send their signals to the GARMIN GEAs Engine and Airframe LRU which process the signals and allow the engine parameters to be displayed on the MFD There two GEAs one for each engine Operating on 28vdc power both GEAs receive power from the Triple Fed Bus The GEAs are protected by circuit breakers located on the left side circuit breaker panel labeled GEA The ITT indicator gives a reading of engine gas te
39. 1014002 J340 Say SLHOM 340 qoot 1014 ASYN 10114 J340 lug 149 VON RUM Fe NS J340 J340 S SLHON LNAWNNYLSNI 1O ld AGANVLS TANVd 15 4 MON 440 SSV19 Aud NO 31VH3dO LON OG Figure 6 Overhead Panel Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 123 of 173 E X ye ve vu 1NOO sng 1vg SOINOIAV AHINI LXG3uld ON sng UL dx Xe Sob ques 5 5 bed NHVM H3d TYM 40 550820 SS3Hd 7404 ASQNVIS TYM xn 1HOlH 131545 1904 1331 Figure 7 Left Side Circuit Breaker Panel Airplanes FL 1Thru FL 119 FL 121 FN 1 FM 1 Thru FM 8 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 124 of 173 th n lVd SOINOIAV 1NOO 8 Cs s f d 3unss3ud vao QNOD sng 3 Cs s que 131 15 xls AISAS TENA 5 9 Wee dWAd uad NHVM NHVM qaad NHVM ASONVIS TAN 0 58005
40. 4 capability If the Garmin WFDE Prediction program indicates fault exclusion FDE is unavailable for more than 34 minutes in accordance with FAA Order 8400 12C for RNP 10 requirements or 25 minutes in accordance with FAA Order 8400 33 for RNP 4 requirements then the operation must be rescheduled when FDE is available Both GIA 63W GPS SBAS receivers must be operating and providing GPS navigation guidance to their respective PFD for operations requiring RNP 4 performance North Atlantic NAT Minimum Navigational Performance Specifications MNPS Airspace operations per AC 91 49 and AC 120 33 require both GIA 63W GPS SBAS receivers to be operating and receiving usable signals except for routes requiring only one Long Range Navigation sensor Each display computes an independent navigation solution based on the on side GPS sensor However either display will automatically revert to the cross side sensor if the on side sensor fails or if the cross side sensor is determined to be more accurate A BOTH ON 51 or BOTH ON GPS2 message does not necessarily mean that one GPS has failed Refer to the MFD AUX GPS STATUS page to determine the state of the unused GPS Manual entry of waypoints using latitude longitude or place bearing is prohibited Whenever possible RNP and RNAV routes including Standard Instrument Departures SIDs and Obstacle Departure Procedures ODPs Standard Terminal Arrival STAR and en route RNAV Q and RNAV
41. ATC Transponder VHF Navigation Receiver GPS SBAS Receiver Automatic Direction Finder ADF Distance Measuring Equipment DME Conditions Remarks and or Exceptions Required only for operations in RVSM airspace A flight director is required at all times when conducting procedures containing Radius to Fix RF segments Yaw damper is required for flight above a certain altitude Refer to Aircraft s POH or AFMS for any installed modifications that affect this requirement Rudder Boost is required for all flights Left side is required Both sides required for two crew operation Or as required by operating regulation Pilot s audio panel required for single pilot operation Both sides required for two crew operation Required for RVSM operations or as required by operating regulation Or as required by operating regulation Or as required by operating regulation Or as required by operating regulation Or as required by operating regulation 190 00716 03 Rev 4 FAA APPROVED Hawker Beechcraft B300 and King Air Page 33 of 173 Icing System and or Equipment Conditions Remarks and or Exceptions T ee e jejeje re ui tion regulation 0 0 0 0 0 Or as required by operating Marker Beacon Receiver regulation Traffic Collision Avoidance System 0 0 0 0 0 Or as required by operating TCAS
42. Differs NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement Autopilot ALT dec text Bed he DISENGAGED 4 Pilot s Static Source re eie iens SELECT ALTERNATE A sudden sustained change in rate of climb indication accompanied by abnormal indicated airspeed and altitude changes beyond normal calibrated differences observed on the Pilot s PFD would indicate a blockage of the pilot s static system e fPilot s and Copilot s altimeters agree within normal calibrated differences with Pilot s Alternate Static Air Source in the ALTERNATE position Refer to Section 5 PERFORMANCE in the aircraft AFM for Airspeed Calibration Alternate System and Altimeter Correction Alternate System for the Pilot s Altimeter In RVSM Airspace 5 Altitude iet ete rb eua CROSS CHECK USING STANDBY ALTIMETER Record each altimeter reading for contingency procedure use 6 Advise ATC of loss of redundancy of primary altimetry systems Perform appropriate RVSM contingency procedures outlined in the operator s RVSM manual for the loss of redundancy of primary altimetry systems If no change in rate of climb airspeed or altitude is observed 7 Pilots Static SOUIGe oce ae enm eq en eec nee SELECT NORMAL 8 Compare indicated altitude to GPS altitude on MFD AUX GPS STATUS page to aid in determining which p
43. MINSPD annunciator above the airspeed tape display and aural AIRSPEED alert 1 Power Levers INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED 2 Aircraft Attitude and MONITOR After underspeed condition is corrected 3 RESELECT VERTICAL AND LATERAL MODES if necessary 4 PowernrLeVvers uue ee ee iei Eee bU De E MEE bre ADJUST AS NECESSARY NOTE Autopilot Underspeed Protection Mode provides a pitch down command to maintain 100 2 KIAS or 2 KIAS above stall warning airspeed depending on the vertical mode selected Underspeed recovery is not available below 200 feet AGL except in go around GA mode Hawker Beechcraft B300 and B300C King Air 190 00716 03 4 44 173 FAA APPROVED ENGINE FAILURE ENGINE FIRE OR FAILURE IN FLIGHT 1 AP YD DISC TRIM INTRPT Button PRESS and RELEASE 2 Engine Fire or Failure in Flight Failure Procedure in EMERGENCY PROCEDURES Section Of AFM COMPLETE 3 Trim MANUALLY ADJUST ELEVATOR AILERON AND RUDDER TABS 4 a PRESS AP BUTTON if desired to RE ENGAGE 5 oim MANUALLY ADJUST AS REQUIRED AFTER POWER AND CONFIGURATION CHANGES 6
44. NORMAL the aircraft to 2700 feet below the aircraft Displays non threat and proximity traffic from 2700 feet above the aircraft to 9000 feet below the aircraft All traffic is displayed from 9900 feet above and 9900 feet below the aircraft BELOW UNREST and the function of each The page menu selections are available by pressing the MENU softkey on the GCU 477 controller while viewing the MAP TRAFFIC MAP The table below lists the GTS 8000 page menu selections available on the MFD MAP TRAFFIC Page Menu Selection Function Absolute Altitude Used to display traffic based on Absolute Altitude Relative Altitude Used to display traffic relative to own altitude Traffic Standby Mode Places the GTS 8000 into STANDBY Mode TA Only Mode Selects TA ONLY Mode No RAs will be generated in this mode TA RA Mode Selects TA RA Mode All TCAS II functions are on Test Mode Initiates a self test of the TCAS system Above Displays non threat and proximity traffic from 9000 feet above the aircraft to 2700 feet below the aircraft Normal Displays non threat and proximity traffic from 2700 feet above the aircraft to 2700 feet below the aircraft Below Displays non threat and proximity traffic from 2700 feet above the aircraft to 9000 feet below the aircraft All traffic is displayed from 9900 feet above and 9900 feet below the Unrestri
45. Prop Deice Auto Stall Warning Heat Tail Flood Lights Strobe Lights Standby Pump L 4 Overhead Console Windshield Anti Ice Control Pilots Standby Pump R Windshield Anti Ice Power Pilots Toilet Windshield Anti Ice Copilot TRIPLE FED BUS BATTERY BUS STANDBY BATTERY Avionics No 1 Bus Battery Relay XPDR 1 Battery Bus Tie ADC 1 Primary Power Voltmeter ADC 2 AFCS Servos AHRS 1 Primary Power AHRS 2 DUAL FED BUS Annunciator Indicator Cabin Entry Lights Annunciator Power Digital Clocks Audio 1 Door Lock Lights Audio Cabin L amp R Aural Warning Autofeather Aux Fuel Transfer amp Warning L amp R Avionics Annunciator Opt Avionics Master Bleed Air Control L Bleed Air Warning L amp R Engine Fire Extinguisher Compass Light Instrument Indirect Lights Standby Altimeter Vibrator Standby Attitude Standby Instrument Backlighting Standby Battery Indicator Hawker Beechcraft B300 and B300C King Air Page 144 of 173 190 00716 03 Rev 4 TRIPLE FED BUS Bus Tie Power TPL FED Bus Tie Control Bus Tie Indicator CABIN ALT HIGH CABIN DIFF HIGH Cabin Lights Cabin Pressurization Control Cabin Temperature Control COM 1 Crossfeed Eng Anti Ice amp R Main Fan PFD GIA L amp R Fire Detection L amp R FMS Control GEA L amp R Generator Reset GIA 1 Primary Power GIA 2 GSD Ignitor Power L amp R Instrument Indirect Lights Landing Gear Control Landing Gear Indication Landing Gear
46. The G1000 incorporates a fully digital integrated autopilot and flight director Pilot interface to the AFCS is through the GMC 710 Autopilot Mode controller mounted in the center of the cockpit just below the airplane s glareshield In addition to dual Primary Flight Displays the system incorporates dual Air Data Computers GDC Dual AHRS GRS and Dual Integrated Avionics GIA units for system redundancy Each GIA contains a VHF Com radio a VHF Nav radio Glide Slope receiver Marker Beacon receiver and a SBAS augmented GPS receiver Finally the G1000 system includes weather radar and satellite down linked weather information for weather avoidance and situational awareness INSTRUMENT PANEL The G1000 Instrument Panel consists of two 10 inch LCD Primary Flight Displays one 15 inch LCD Multi Function Display two audio panels autopilot flight director mode control panel an MFD controller and three 2 4 inch standby instruments The ADF control head was relocated from the radio stack location on the instrument panel to the pedestal Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 118 of 173 Fpl Fg Fg WW ot cC D 606 0 5 0303 6
47. Traffic Systems are intended as an aid for the pilot to visually locate traffic It is the responsibility of the pilot to see and manually maneuver the airplane to avoid other traffic Maneuvers based solely on a traffic advisory TA or on information displayed on a traffic display are not authorized Pilots are authorized to deviate from their current ATC clearance to comply with a TCAS Il resolution advisory RA When responding to a TCAS RA warning the autopilot must be immediately disconnected and the evasive maneuver hand flown by the pilot 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 29 of 173 DATALINK WEATHER XM WEATHER Datalink weather information displayed by the G1000 system is limited to supplemental use only XM or Garmin Connext weather data is not a source of official weather information Use of the NEXRAD PRECIP XM LTNG and DL LTNG Datalink Lightning data on the MAP NAVIGATION WEATHER DATA LINK XM or MAP WEATHER DATA LINK CNXT pages for hazardous weather e g thunderstorm penetration is prohibited NEXRAD PRECIP XM LTNG and DL LTNG information on the MAP NAVIGATION WEATHER DATA LINK XM or MAP WEATHER DATA LINK CNXT pages is intended only as an aid to enhance situational awareness of hazardous weather not penetration It is the pilot s responsibility to avoid hazardous weather using official weather da
48. VNAV NA below 17 C 2 or above 46 C 114 F DME DME RNP 0 3 For inoperative MALSR increase LNAV Cat D visibility to RVR 6000 The Garmin G1000 Approach Baro VNAV system is automatically temperature compensated to produce a glidepath position in space such that Baro VNAV approaches are always flown at the published glide path angle when the actual temperature deviates from the ISA model This produces results similar to ILS glideslopes and LPV glidepaths that remain in the same position in space without respect to temperature To produce the correct geometric glide path angle on the final approach segment temperature compensation is applied to the barometric altitude and used to determine the displayed vertical deviation However the altimeter continues to display uncompensated barometric altitude The temperature compensation required depends on the temperature profile over the altitude range between the point at which the barometric setting is measured presumed to be the approach airport and the present altitude of the aircraft This temperature profile is estimated by using the air data system static air temperature SAT and applying the standard temperature lapse rate to determine the temperature over the rest of the range When using barometric altitude for vertical guidance along the final approach segment temperature compensation is applied whether the temperature is above or below standard temperature The actual compensated
49. Warning MFD MFD Fan Mode Control Oil Pressure Warning L amp R Outside Air Temperature OAT Oxygen Control PFD 1 Primary Power PFD2 Pitot Heat L Prop Deice Control Rudder Boost Signal Conditioner L amp R Start Control L amp R Stall Warning Standby Attitude Standby Altimeter Vibrator 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 145 of 173 Standby Auxiliary Battery Surface Deice Torquemeter L 8 R Voice Recorder WSHLD Wiper Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 146 of 173 STANDBY BATTERY POWER SUPPLY The G1000 installation incorporates a 24 vdc 5 Ah L 3 Avionics model PS 835 Standby Battery that provides electrical power for the standby attitude gyro standby altimeter vibrator and internal lighting for the three standby instruments and magnetic compass for a minimum of 30 minutes following a total loss of aircraft power including the aircraft s battery A push button switch located directly below the standby airspeed indicator controls the standby battery power system The switch is a push ON switch latches in push OFF switch pops out type of switch The system has three modes OFF ON and ARM OFF ON Amber ARM Green The system is OFF when the Standby Battery switch is not depressed There are no internal switch annunciators illuminated in the switch when the system is OFF Illuminates when the st
50. a higher rate or reaching MDA too far before the Visual Descent Point VDP could cause TAWS or GPWS alerts If a TAWS or GPWS WARNING is issued immediately follow the TAWS OR GPWS WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS CAUTION The autopilot flight director will not capture ALT if descending in GP mode 7 Level airplane in ALT mode at PRESS NAV button 200 ft above MDA If airplane is descending via GP GP will extinguish and PIT mode will be active and airplane will capture MDA 8 AFTER LEVELING AT MDA SET Missed Approach Altitude In Altitude Preselect VOR APPROACH 1 Load the approach into the Active Flight VERIFY the G1000 tunes the proper VOR frequency 2 Approach 15 SET ON TMR REF page if not already set If Flying Vectors To Final 3 Airplane on Vectors To Final a Mode Control Panel PRESS HDG to fly ATC radar vectors b PROC button on PFDs or GCU SELECT ACTIVATE VECTORS TO FINAL NOTE SUSP may annunciate on the HSI when Vectors To Final is selected The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish Linen eni un venu PRESS unt
51. altitude is not displayed to the pilot during an approach Compensating Waypoint Altitudes In some locales temperature compensation is required for waypoints in the approach prior to the final approach segment due to terrain and or obstacle clearance requirements Currently US operations do not require use of temperature compensated waypoint altitudes since non standard temperature is factored into the approach design Pilots operating in US airspace must request and obtain ATC approval prior to using temperature compensated waypoint altitudes since it may result in reduced vertical separation between aircraft However other countries e g Canada may require use of temperature compensation on certain procedures For the G1000 system temperature compensation of waypoint altitudes on the active flight plan page is pilot enabled by a menu option on the FPL ACTIVE FLIGHT PLAN MFD page Selecting the menu option displays a pop up window to allow the pilot to enter the temperature at the destination that is cross filled to the other GDUs so that a consistent temperature is used for temperature compensation of published approach waypoint altitudes and the approach minimum altitude Refer to Figure 25 Enabling temperature compensation of published approach waypoint altitudes on one display enables it on all displays in the system f compensation is already active and the temperature matches the temperature being used for compensation of waypoint alt
52. armed the GDU will not display ESP indications e When the GDU receives information from the GIA indicating that ESP is armed the GDU will display the ESP roll limit indices e The engagement and disengagement attitude limits are displayed with double hash marks on the roll indicator depending on the aircraft attitude and whether or not ESP is active in roll When ESP is inactive roll attitude within nominal limits only the engagement limit indications are displayed in order to reduce clutter on the roll indicator See Figure 16 for an example of the ESP engagement limit indications Engagement Limit Indication at 45 Figure 16 Nominal Roll Attitude ESP Engagement Limit Indications Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 138 of 173 Once ESP becomes active in roll the engagement limit indication that was crossed either left or right will move to the lower disengagement limit indication over a period of 1 second The opposite roll limit remains at the engagement limit Figure 17 shows the engagement limit indication just prior to ESP activation left image and just after ESP activation right image 1 second after ESP activation Lower Disengagement Limit Engagement Limit Indication still at Indication depicted at 30 after ESP 45 just prior to activation activation Figure 17 Engagement Limit Indications Upon ESP Activation If an attitude becomes extreme enough for th
53. as practical If One Side Only 1 Autopilot ALT Mode itti dei trei de DISENGAGED 2 Affected PFD SENSOR 5 nnns PRESS 3 ADC Softkey PRESS the ADC softkey to select the functional ADC ADC1 or ADC2 4 B PFDS CONFIRM BOTH ON ADC1 OR BOTH ADC annunciated on both PFDs 5 Autopilot ALT Mode irr ione e enn RESELECT AS DESIRED e In RVSM Airspace 6 Altitude ect enm hens CROSS CHECK USING STANDBY ALTIMETER Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 7 Perform appropriate RVSM contingency procedures for loss of redundancy of primary altimetry systems outlined in the operator s RVSM procedures manual LOSS OF ALTITUDE ALERTER IN RVSM AIRSPACE 1 Autopilot ALT Mode ie ee e dede ie d ENGAGED 2 Altit gde eade MONITOR AND MAINTAIN ASSIGNED ALTITUDE 3 Perform appropriate RVSM contingency procedures for the loss of altitude alerting outlined in the operator s RVSM procedures manual Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 72 of 173 FAA APPROVED FAILED ATTITUDE AND OR HEADING ATTITUDE FAIL AND OR RED X OVER HEADING DISPLAY ON PFD This indicates a loss of pitc
54. assists the pilot in achieving visual acquisition of the intruding aircraft 2 Ifthe intruder gets within 15 to 35 seconds of CPA depending on altitude it is considered a threat and an aural and visual resolution advisory RA is issued The RA provides a recommended vertical maneuver using VSIs located on each PFD and voice messages to provide adequate vertical separation from the threat aircraft or prevents initiation of a maneuver that would place the TCAS II aircraft in jeopardy The GTS 8000 TCAS is considered a backup system to the SEE AND AVOID concept and the ATC surveillance When a TCAS II RA is issued the pilot should immediately disconnect the autopilot and pitch the aircraft in the direction that will result in a vertical speed in the green band on the VSI flight director will NOT provide guidance to comply with the RA command The TCAS RA algorithms are based on the pilot initiating the initial 0 25 g acceleration maneuver within approximately 5 seconds Pilot response is expected within approximately 2 5 seconds if an additional RA is issued The increase rate and rate reversal RAs are based on a 0 35 g acceleration maneuver 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 155 of 173 Because of these requirements and the rate limits of the autopilots all RA responses must hand flown and not with the autopilot engaged Modified advisories are posted after the response to an
55. at sea level and a standard lapse rate of 6 5 C km When actual atmosphere deviates from the ISA model it results in altitude errors For example if the KICT RNAV GPS Y RWY 19R approach shown in Figure 23 were flown with baro VNAV on a non standard day the guidance would be relative to a glide path angle other than the 3 00 published glide path angle 3600 CUTIK 4 NM lt gt Holding Pattern LNAV only 3 NM to 14 NM RWI9R to RWI9R tu RWIOR GS 3 00 TCH 52 11 1 9 NM CATEGORY A D 1530 24 200 200 14 LNAV VNAV LNAV MDA 1740 24 410 500 DA 1742 50 412 500 1 1740 40 1740 50 410 500 34 410 500 1 CIRCLING 1800 1 467 500 1 37 39 97 26 W WICHITA MID CONTINENT ICT RNAV GPS Y RWY 19R Figure 23 Actual Descent Path on a Hot or Cold Day Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 164 of 173 In Figure 24 below the approach plate notes for the same approach indicate it was designed to allow the approach to be safely flown within a temperature range of 2 F to 114 F Outside of this temperature range LNAV VNAV minimums could not be used with uncompensated baro VNAV systems RNAV GPS Y RWY 19R WICHITA MID CONTINENT ICT MISSED APPROACH Climb to 3600 direct CUTIK and hold Figure 24 Approach Plate Notes uncompensated Baro VNAV systems LNAV
56. both GPS SBAS receivers are inoperative or GPS navigation information is not available or invalid the G1000 system will enter one of two modes Dead Reckoning mode DR or Loss Of Integrity mode LOI The mode is indicated on the HSI by an amber or LOI Which mode is active depends on the distance from the destination airport in the active flight plan If the LOI annunciation is displayed revert to an alternate means of navigation appropriate to the route and phase of flight In Dead Reckoning mode the MAP NAVIGATION MAP will continue to be displayed with a ghosted aircraft icon in the center and an amber DR overwriting the icon Aircraft position will be based upon the last valid GPS position then estimated by Dead Reckoning methods Changes in true airspeed altitude or winds aloft can affect the estimated position substantially Dead Reckoning is only available in Enroute mode Terminal and Approach modes do not support DR Course deviation information will be displayed as an amber CDI on both PFDs and will remain for up to 20 minutes after GPS position data has been lost The autopilot and or flight director may be coupled in GPS mode while the system is in Dead Reckoning mode Refer to the G1000 Cockpit Reference Guide for further information Revert to an alternate means of navigation appropriate to the route and phase of flight If Alternate Navigation Sources ILS LOC VOR DME ADF Are Available 1 Navigation
57. can cause attitude and or heading display to indicate a failed condition Interference from GPS repeaters or magnetic anomalies can cause an intermittent loss of attitude and heading displays while the aircraft in on the ground Elightilristr ments emitte aee dcin tais CHECK a Compare attitude displayed by PFD1 PFD2 and Standby Attitude Indicator b Verify the correct barometric pressure is set in the PFD1 PFD2 and Standby Altimeters c Compare altitude displayed by PFD1 PFD2 and Standby Altimeter and verify the altitudes agree within 75 feet d Compare heading displayed by PFD1 PFD2 and Magnetic Compass Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 88 of 173 FAA APPROVED The standby compass is erratic during windshield anti ice and or air conditioner operation Windshield anti ice and air conditioner must be OFF for heading verification check Verify turn rate and slip indicator display appropriately BEFORE TAKEOFF RUNUP The following procedures supersede the same procedures in the airplane s AFM BEFORE TAKEOFF RUNUP checklist items T Yaw Damp b Rudder Pedals aee etes CHECK FOR ADDED RESISTANCE c AP YD DISC TRIM INTRPT PRESS 9 RUD BOOST usnm tete tme meti e ILLUMINATES
58. displays and advisories are intended only for assistance in visually locating the traffic and lack the flight path trends necessary for use in evasive maneuvering However unnecessary resolution advisories can be issued by TCAS when other aircraft are operating at an altitude adjacent to the one that has been assigned to the climbing or descending TCAS aircraft When climbing or descending in an environment where these unnecessary advisories are considered likely to occur based on either airspace design air traffic communications visual acquisition or utilization of traffic displays a reduction in vertical velocity is recommended until reaching the assigned altitude As appropriate the vertical velocity should be reduced to a rate between 500 and 1 500 ft min when approaching an altitude between 1 000 and 2 000 ft above or below the altitude assigned in the ATC instruction or clearance TCAS SYSTEM FAILURE 5 FAIL If the amber ICAS FAIL status annunciator is displayed on the PFDs and FAIL NO DATA DATA FAILED or FAILED is displayed on the traffic map displays the system will no longer provide traffic information including Traffic or Resolution Advisories crew must visually acquire and maintain separation from other aircraft TCAS SYSTEM STANDBY ICAS STBY In flight if the amber TCAS STBY status annunciator is displayed on the PFDs and STANDBY is displayed on the traffic map displa
59. extended amount of time Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 134 of 173 AFCS LATERAL MODES Maximum Roll Lateral Mode Control Annunciation Command Limit Roll Mode 25 Left Bank eei ROL 25 Right Bank Level m LVL 0 Roll Low Bank 15 Left Bank 15 Right Bank Heading Select 25 Left Bank HDG 25 Right Bank Navigation GPS Arm Capture Track GPS 30 Left Bank 30 Right Bank Navigation VOR Enroute Arm Capture Track 25 Left Bank NAV Key 25 Right Bank Navigation LOC Arm Capture Track No Loc 25 Left Bank Glideslope 25 Right Bank Backcourse Arm Capture Track 25 Left Bank Be ey BS 25 Right Bank Approach GPS Arm Capture Track Glidepath GPS 30 Left Bank Mode Automatically Armed if available 30 Right Bank Approach VOR Arm Capture Track 25 Left Bank RERO NAE 25 Right Bank Approach ILS Arm Capture Track Glideslope LOC 25 Left Bank Mode Automatically Armed 25 Right Bank Takeoff on ground TO Wings Level EY GA Switch Go Around in air GA Wings Level No annunciation appears in the AFCS Status Box The commandable bank angle range is indicated by a green band along the Roll Scale of the Attitude Indicator ESP equipped aircraft only LVL mode is entered from an automatic engagement of the autopilot due to the aircraft remaining outside of the normal fligh
60. from the Navigation database until a new Navigation database is installed in the aircraft and verified that the discrepancy has been corrected Navigation database discrepancies can be reported at FlyGarmin com then select Aviation Data Error Report Flight crew and operators can view Navigation data base alerts at FlyGarmin com then select NavData Alerts For flight planning purposes in areas where SBAS coverage is not available the flight crew must check RAIM availability Within the United States RAIM availability can be determined via the following e Using G1000 WFDE Prediction program part number 006 A0154 01 010 G1000 00 or later approved version with GARMIN GA36 and GA37 antennas selected e Via the FAA s en route and terminal RAIM prediction website www raimprediction net e Contacting a Flight Service Station not DUATS to obtain non precision approach RAIM Within Europe RAIM availability can be determined using the G1000 WFDE Prediction program or Europe s AUGER GPS RAIM Prediction Tool at http augur ecacnav com augur app home For other areas use the G1000 WFDE Prediction program This requirement is not necessary if SBAS coverage is confirmed to be available along the entire route of flight The route planning and WFDE prediction program may be downloaded from the GARMIN G1000 website on the internet For information on using the WFDE Prediction Program refer to GARMIN WAAS FDE Prediction Program part number 1
61. modification INVERTER Annunciator 0 Removed by G1000 modification Standby Battery 1 ENGINE INDICATIONS No Changes Refer to Aircraft Flight Manual ENGINE OIL No Changes Refer to Aircraft Flight Manual ENVIRONMENTAL No Changes Refer to Aircraft Flight Manual EQUIPMENT FURNISHINGS No Changes Refer to Aircraft Flight Manual FIRE PROTECTION No Changes Refer to Aircraft Flight Manual FLIGHT CONTROLS No Changes Refer to Aircraft Flight Manual FUEL No Changes Refer to Aircraft Flight Manual ICE AND RAIN PROTECTION No Changes Refer to Aircraft Flight Manual LANDING GEAR No Changes Refer to Aircraft Flight Manual LIGHTS No Changes Refer to Aircraft Flight Manual MISCELLANEOUS EQUIPMENT Single Pilot Operation Only No Changes Refer to Aircraft Flight Manual Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 32 of 173 FAA APPROVED System and or Equipment NAVIGATION INSTRUMENTS Magnetic Compass Outside Air Temperature G1000 Integrated Avionics GARMIN G1000 Cockpit Reference Guide Autopilot Electronic Stability amp Protection ESP Yaw Damper Rudder Boost Control Wheel Autopilot Disconnect Trim Interrupt Switches VHF Communications System Audio Control Panel Primary Flight Display Multi Function Display Air Data Computer Attitude Heading Reference System AHRS Standby Attitude Indicator Standby Altimeter Standby Airspeed Indicator
62. not allowed if altitude or temperature data becomes invalid the vertical deviation will be flagged Sensor Failures Outside Air Temperature OAT Probe The OAT from the selected side Air Data Computer will be used the OAT becomes invalid the VDI on that side will be flagged as invalid The crew must select the off side Air Data Computer sensor and VDI will return regardless of if prior to or after the FAF Sensor Comparison Annunciation The temperature compensated altitudes from the pilot and co pilot side are continuously compared miscompare of gt 50 feet is detected the text VDI MISCOMP is displayed in the sensor comparison annunciation area on the PFD in black text with an amber background When a temperature compensated altitude is not available for comparison a VDI NO COMP annunciation is posted in comparison annunciation area on the PFD in black text with a white background Refer to the VDI MISCOMPARE ON BARO VNAV APPROACHES VDI MISCOMP on PFD and the LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES VDI NO COMP on PFD procedures in the Abnormal Procedures Section for additional information Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 172 of 173 Section 8 Handling Service and Maintenance Refer to the G1000 GFC 700 System Maintenance Manual contains Instructions for Continued Airworthiness P N 190 00716 01 Rev 1 or later FAA approved revision for maintenance require
63. on the control wheel or automatically by the autopilot Electric Elevator trim switches are optional on the copilot s control wheel pitch trim switches are installed on the copilot s control wheel the pilot s pitch trim inputs override those made by the copilot The ON OFF toggle switch on the pedestal has been removed Electric elevator trim will function if the AFCS SERVOS circuit breaker right side circuit breaker panel is set and the autopilot has satisfactorily completed a preflight test Pitch trim rocker switches on the pilot s control wheel manually control the electric elevator trim system NOSE DN at the top of the rocker switch when depressed causes the elevator pitch trim servo to move the trim tab in the upward direction resulting in the nose of the airplane pitching downward The control column will move in the forward direction and the pitch trim wheel will move forward in the nose down direction Depressing NOSE UP at the bottom of the rocker switch results in the opposite of the previous motions with the airplane nose pitching up Runaway or malfunctioning trim can be interrupted by pressing and holding the red A P Y D DISC TRIM INTRPT switch on either control wheel Pulling the AFCS SERVOS circuit breaker on the right side circuit breaker panel will disable the electric elevator trim so it will not move when the TRIM INTRPT switch is released Figure 15 Electric Trim Switches Pilot s Control Wheel Hawke
64. or Il regulation Terrain Awareness and Warning 0 0 0 0 0 Or as required by operating System TAWS regulation Ground Proximity Warning System 0 0 0 0 0 Or as required by operating GPWS regulation Or as required by operating Weather Radar 0 0 0 0 0 regulation XM or Connext Datalink Weather 0 0 0 0 0 GSR 56 Satellite Receiver 0 0 0 0 0 For aircraft with G1000 systems installed per Garmin drawing 005 00629 00 Revision 6 or previous GDU Cooling Fans 3 total 2 2 2 2 2 and not modified by Garmin service bulletin No 1375 all fans are required if OAT is above 41 C 106 F and cabin air conditioning is inoperative For aircraft with G1000 systems installed per Garmin drawing 005 00629 00 Revision 6 or previous GIA Cooling Fans 2 total 9 0 0 0 0 and not modified by Garmin service bulletin No 1375 both fans are required if OAT is above 42 C 107 F RNAV Operations Equipment and Equipment and components required Components for RNAV 2 RNAV 1 B RNAV RNAV 5 P RNAV Class navigation RNP and GPS SBAS receiver with GPS Software RNAV routes including Standard 3 2 or later approved version Note 1 1 1 2 2 2 Instrument Departures SIDs and 2 Obstacle Departure Procedures ODPs Standard Terminal Arrival GDU 104X Display PFD 2 2 2 2 2 Routes STARs and enroute RNAV and RNAV routes and GPS GDU 1500 Display MFD 1 1 1 1 1 or GPS RNAV GPS and RNAV G
65. or later installed have the capability of flying an automatically generated and temperature compensated glidepath on certain GPS approaches when SBAS is not available This automatically generated glidepath depends upon temperature input from the air data computers to function properly In the event that the temperature input fails to its respective display during an approach the following will be observed e fthe AFCS is coupled to the affected side in APR mode will be displayed in flashing black text over amber background for 5 seconds then revert to PIT mode The AFCS will remain coupled in GPS Mode lateral e Ifthe AFCS is coupled to the non affected side in APR mode it will remain coupled in APR Mode GP remains green affected side VDI is flagged with NO GP displayed in the VDI The L VNAV indication on the CDI remains for both pilot and copilot side non affected side VDI remains displayed A VDI NO COMP annunciation posts in black text on a white background in the upper right corner of the non affected side PFD non affected side PFD will continue to display the VDI autopilot may be transferred and coupled to this VDI if necessary If both air data temperature inputs are failed the VDIs on both displays will be flagged and no glidepath will be generated approach be continued to LNAV minima If VDI NO COMP Annunciation is Observed and AFCS is Couple
66. selected The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish Cc sun ec ted VERIFY CDI automatically changes to LOC Course pointer slews to the front course d dei e ee Ee ei e ees AS DESIRED e Mode Control Panel PRESS APR Verify LOC and GS armed If Flying Full Approach Including Transition 3 Airplane cleared to an initial approach fix a ACTIVATE THE APPROACH from the PROC page Or ACTIVATE a DIRECT TO gt the IAF b gt CD d un etae tette et dme SELECT GPS Nav Source c Mode Control Panel PRESS NAV GPS Mode d Mode Control Panel PRESS APR Verify LOC and GS armed NOTE The airplane will navigate in GPS mode throughout the intermediate portion of the approach procedure When the airplane is inbound towards the final approach course the CDI will automatically switch from GPS navigation to LOC navigation Pathways cree ne detrital tilted details AS DESIRED f VERIFY nett etii eee Course pointer slews to the front course 4 Established inbound on Final Approach Course
67. the Pathway boxes toward the currently active waypoint will be magenta in color The boxes defining the next flight plan segment may be visible but will be displayed in a white color 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 109 of 173 displayed Pathway Climb NOT displayed by Pathway Enroute Pathway Altitude Display Approach During an approach transition with the GPS CDI active the Pathway will be displayed along the lateral path defined by the flight plan at the altitude selected on the G1000 altitude selector Pathway will be displayed at least up to the Final Approach Fix on all instrument approach procedures For ILS LNAV VNAV LNAV V and LPV approaches the Pathway will display the lateral and vertical descent segments from the glideslope or glidepath intercept altitude down to the Decision Altitude For all other non precision approaches Pathway will not display beyond the Final Approach Fix until the missed approach segment become active In all cases the pilot must still ensure that the aircraft complies with the requirements of the published instrument approach procedure Missed approach When the missed approach is selected on the G1000 FMS the Pathway to the Missed Approach Holding Point will be displayed just as described for the departure segment The pilot must assure that the aircraft path will at all times comply with the requiremen
68. to aural messages Using transponder replies from threat aircraft the GTS 8000 determines relative altitude range and bearing of any ATCRBS or Mode S equipped aircraft with altitude reporting capability Using this information the GTS 8000 will determine the type of advisory to issue ATCRBS equipped aircraft that only reply with Mode A information will not provide altitude information Therefore the GTS 8000 will not issue resolution advisories for these aircraft but can issue traffic advisories The GTS 8000 will not detect aircraft that are not equipped with transponders The GTS 8000 TCAS II components as installed in the King Air B300 B300C consist of TCAS II processor ATCAS compatible Mode S Transponder As installed in the King Air B300 B300C with G1000 system the GTX 3000 transponder is used e One top mounted antenna e One bottom mounted antenna A radio altimeter e Controls provided via the GDU 1040 and GDSU 1500 display units The TCAS II provides two levels of advisories 1 If the traffic gets within 25 to 48 seconds depending upon altitude of projected Closest Point of Approach it is then considered an intruder and an aural and visual traffic advisory TA is issued This level calls attention to what may develop into a collision threat using the traffic map displays and the aural message TRAFFIC TRAFFIC It permits mental and physical preparation for a possible maneuver to follow and
69. with minimums that support both SBAS and baro altitude vertical guidance downgrading or reverting to barometric altitude guidance is allowed prior to one minute before the FAF If SBAS becomes unavailable after the approach is active but prior to 60 seconds before the FAF an approach downgrade may be performed e g LPV to LNAV VNAV or a vertical source reversion to baro altitude be performed e g SBAS LNAV VNAV to baro LNAV VNAV If a loss of SBAS occurs prior to 60 seconds before the FAF the system will determine whether or not the approach mode be supported using baro VNAV If baro VNAV can be supported the ADVISORY SBAS VNAV not available Using Baro VNAV message will be displayed on the PFDs and the VDI will be flagged If SBAS is required for the approach the approach mode e g LPV will be shown in amber but the GPS SBAS VDI will be displayed until one minute prior to the FAF If the SBAS integrity has not been restored at one minute prior to the FAF the system will display the APR DWNGRADE Apr downgraded Baro VNAV message and flag the VDI Once the pilot acknowledges either message by viewing it on the PFD the VDI will be restored using baro altitude vertical guidance instead of SBAS There is no downgrade from SBAS to barometric altitude after the FAF or within one minute of the FAF LNAV is the only downgrade option in those cases For approaches using barometric vertical guidance downgrade is
70. within 20 seconds if it was enabled on the PFD when display backup was selected TAWS AND GPWS TAWS or GPWS CAUTION TERRAIN When TAWS or GPWS CAUTION occurs take positive corrective action until the alert ceases Stop descending or initiate either a climb or a turn or both as necessary based on analysis of all available instruments and information GPWS CAUTION advisories may also be generated when the aircraft s flaps and landing gear are not in the landing position at low altitudes at groundspeeds less than 157 knots Ensure the aircraft s landing gear and flaps are in the desired configuration TAWS INHIBIT TAWS INH The TAWS Forward Looking Terrain Avoidance FLTA and Premature Descent Alerts PDA functions may be inhibited to stop alerting if desired Refer to GARMIN G1000 Cockpit Reference Guide for additional information To Inhibit TAWS 1 Display the MAP TAWS A or MAP TAWS B page 2 TAWS INH or INHIBIT eene PRESS 3 Verify a LTAWS INH annunciation displays on both PFDs and the lower right corner of the MFD Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 78 of 173 FAA APPROVED To Enable TAWS If Inhibited 1 Display the MAP TAWS A MAP TAWS B page 2 TAWS INH or INHIBIT Softkey 3 Verify the LTAWS INH annunciations are removed from both PFDs and the GPWS INHIB
71. 00 General The SVS sub system is dependent upon terrain data provided by the underlying G1000 system If for some reason the terrain data is not available from the G1000 all of the components of the SVS system will be unavailable The flight path marker horizon heading and airport signs are all sub components of the Synthetic Terrain display and are only available when Synthetic Terrain is enabled Those features are selected or de selected using the PFD softkeys on the SVS menu Synthetic Terrain The synthetic 3D terrain display on the PFD provides a perspective view of the terrain ahead of the aircraft showing ground features up to 30 degrees left and 35 degrees right of the airplane heading The terrain display is derived from the same terrain data contained in the G1000 system that is optionally used to display terrain on the MFD map display The terrain data has a resolution of 9 arc seconds this means that the terrain elevation contours in the database are stored broken down into squares 9 arc seconds on each side That data is processed and smoothed by the G1000 system to provide the synthetic terrain display In some instances terrain features such as lakes in mountainous areas may be presented by the SVS system as if the lake water extends somewhat up the mountainside This is due to the limitations of the terrain database resolution but is not significant for the approved uses of the SVS system The SVS terrain display will sh
72. 00 and 2 000 fom Received after a CLIMB resolution advisory and indicates a reversal in direction is required to achieve safe vertical separation from a maneuvering threat aircraft TCAS Resolution Advisories RA are inhibited below some radio altitudes chart below outlines the TCAS inhibits produced from radio altimeter information and the associated RA status RESOLUTION ADVISORY RA STATUS RADIO ALTITUDE INCREASE DESCENT RA Inhibited below 1650 ft AGL while climbing and inhibited below 1450 ft AGL while descending DESCEND RA Inhibited below 1200 ft AGL while climbing and inhibited below 1000 ft AGL while descending TA ONLY Aural Messages Inhibited below 400 ft AGL while descending and inhibited below 600 ft AGL while climbing Inhibited below 1100 ft AGL while climbing and Other RAs inhibited below 900 ft AGL while descending TCAS automatically reverts to TA ONLY mode Advisory Priority Automatically reverts to TA ONLY when higher priority advisories such as GPWS TAWS occur 190 00716 03 Rev 4 Hawker Beechcraft B300 and King Air Page 157 of 173 Display and Controls Threat Depiction The G1000 and GTS 8000 depict aircraft on the system displays as follows Non Threat Traffic Open white diamond feet relative altitude or beyond 5 nm distance Indicates intruding aircraft is greater than 1200 Proximity Advisory PA
73. 000 TCAS system will normally transition between the appropriate STANDBY TA ONLY TA RA modes automatically During airport surface movement operations the GTS 8000 will normally be in STANDBY Mode The TCAS II should not be manually placed into TA ONLY or TA RA mode during surface movement operations The TCAS should be tested as part of cockpit preparation during preflight inspection G1000 systems should be operating in their normal mode prior to performing a TCAS test successful TCAS test will result in the aural message TACS System Test Passed being played and no TCAS FAIL annunciations observed on the PFDs or MFD To test the GTS 8000 TCAS from the PFD 1 XPDRITEG Softkey on PED uie tee PRESS 2a GAS SOMKCY ec 55 MEMO CE PRESS To test the GTS 8000 TCAS II from the MFD 1 View the MAP TRAFFIC MAP page 2 TEST Softkey sii net eem teni DN Tero bt d acetone m nn PRESS NOTE Use of the TCAS system test function in flight will inhibit TCAS until the test is completed Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 92 of 173 FAA APPROVED AUTOPILOT OPERATION Autopilot Flight Director mode annunciations on the PFDs displayed in green indicate active autopilot flight director modes Annunciations displayed in white indicate armed autopilot
74. 0716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 49 of 173 ESP ENGAGEMENT For airplanes equipped with Electronic Stability and Protection ESP 1 Use the flight controls and power levers as required to correct the abnormal flight condition NOTE If the airplane remains within the ESP engagement envelope for more than approximately 10 seconds the autopilot will automatically engage in LVL mode and will be accompanied by an aural ENGAGING AUTOPILOT alert Refer to Section 7 Systems Description Electronic Stability amp Protection ESP for further information Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 50 of 173 FAA APPROVED Section 3A Abnormal Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM 53 iile deat 53 ELECTRIC PITCH TRIM INOPERATIVE 54 ELEVATOR MIS TRM 55 RUDDER sted 56 FLASHING AMBER MODE ANNUNCIATION 57 YAW DAMPER AUTOMATIC DISCONNECT Amber Flashing YD 57 58 ELECTRONIC STABILITY AND PROTECTION
75. 1 Load the approach into the Active Flight Plan 2 Approach SET ON TMR REF page if not already set If Flying Vectors To Final 3 Airplane on Vectors To Final a Mode Control Panel PRESS HDG to fly ATC radar vectors b PROC button on PFDs or MFD SELECT ACTIVATE VECTORS TO FINAL NOTE SUSP may annunciate on the HSI when Vectors To Final is selected The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish VERIFY petenti Course pointer slews to the front course gc eee ds AS DESIRED e Mode Control Panel PRESS APR Verify GPS and GP armed If Flying Full Approach Including Transition 3 Airplane cleared to an initial approach fix a ACTIVATE THE APPROACH from the PROC page Or ACTIVATE a DIRECT TO P gt the IAF notti traite teorie ient SELECT GPS Nav Source Mode Control Panel PRESS APR Verify GPS mode active GP armed gc AS DESIRED VERIFY sete arte actin tte to etta Course pointer slews to the front course 4 Establishe
76. 1000 Class A TAWS and GPWS functions depend upon either GPS or radar radio altitude to function properly The Altitude Voice Callout VCO GPWS function is one of the few that may use both altitudes for normal operation Because of the unique functional nature of the VCO function its description is contained in this section VCO Description The advisory aural Voice Callouts VCO are part of the TAWS GPWS functionality In Class A TAWS configurations aural altitude callouts Five Hundred Four Hundred Three Hundred Two Hundred and One Hundred are generated based on inputs from the radar altimeter and GPS altitude When the aircraft is more than 5 NM from an airport the VCO messages are triggered solely on radar altitude and will not function if radar altitude is unavailable Inside of 5 NM to an airport the callouts are based on the airplane s GPS altitude above the runway threshold as obtained from the G1000 aviation database Loss of GPS may cause VCO messages not issued flight plan was loaded in the G1000 at the time of GPS signal loss VCO messages will not be issued Conversely if no flight plan was loaded at the time of GPS signal loss VCO messages will be provided In Class B TAWS configurations VCO issues the Five Hundred aural message only The messages are based only on GPS altitude even if the aircraft has an operable radar altimeter VCO messages not available when the s
77. 2 Ifthe amber TAWS status annunciator is displayed the PFDs the system will no longer provide TAWS alerting or display relative terrain and obstacle elevations The crew must maintain compliance with procedures that ensure minimum terrain and obstacle separation NOTE The GPWS functions will continue to function if GPWS is available on a Class A TAWS system Forward Looking Terrain Awareness alerts and Premature Descent Alerts will be unavailable GPWS FAIL TAWS A only Yellow FAIL on PFD and If the amber GPWS FAIL status annunciator is displayed on the PFDs and the G1000 will no longer provide GPWS alerting The crew must maintain compliance with procedures that ensure minimum terrain separation as well proper aircraft landing gear and flap configuration NOTE Forward Looking Terrain Awareness alerts Premature Descent Alerts and Altitude Voice Callouts will continue to function if TAWS is available Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 80 of 173 FAA APPROVED TCAS Il TCAS TRAFFIC ADVISORY Amber TRAFFIC on PFD and aural TRAFFIC TRAFFIC advisory Conduct a visual search for the intruder If successful maintain visual acquisition to ensure safe separation The pilot should not initiate evasive maneuvers using information from the traffic map display only on a traffic advisory TA without visually sighting the traffic These
78. 2 SECONDS NOTE The above procedure will tune the active COM field to the emergency frequency 121 5 Certain failures of the tuning system will automatically tune 121 5 without pilot action If the EMERG FREQ switch is installed the following alternate procedure may be used 1 EMERG FREQ SWIICh epi et ctr ertt eet ees et LIFT COVER AND PRESS NOTE The above procedure will tune the active COM 1 field to the emergency frequency 121 5 COM 2 operation is not controlled by the EMERG FREQ switch 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 71 of 173 FAILED AIRSPEED ALTITUDE AND OR VERTICAL SPEED RED X ON PFD AIRSPEED ALTITUDE AND OR VERTICAL SPEED INDICATORS This indicates a loss of valid air data computer information to the respective system If Both Sides 1 Airspeed Altitude and MONITOR using standby indicators NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance Section of this Supplement 2 Autopilot ALT Mode cento amoto aec po t DIS ENGAGED Advise ATC of loss of all primary altimetry systems and if in RVSM airspace perform the appropriate RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude reporting capability outlined in the operators RVSM procedures manual 4 Land as soon
79. 90 00643 01 WFDE Prediction Program Instructions For flight planning purposes operations within the U S National Airspace System on RNP and RNAV procedures when SBAS signals are not available the availability of GPS integrity RAIM shall be confirmed for the intended route of flight In the event of a predicted continuous loss of RAIM of more than five minutes for any part of the intended route of flight the flight should be delayed canceled or re routed on a track where RAIM requirements can be met For flight planning purposes for operations within European B RNAV and P RNAV airspace if more than one satellite is scheduled to be out of service then the availability of GPS integrity RAIM shall be confirmed for the intended flight route and time In the event of a predicted continuous loss of RAIM of more than five minutes for any part of the intended flight the flight should be delayed canceled or re routed on a track where RAIM requirements can be met Hawker Beechcraft B300 and B300C King Air 190 00716 03 4 24 173 FAA APPROVED For flight planning purposes operations where the route requires Class navigation the aircraft s operator or flight crew must use the Garmin WFDE Prediction program to demonstrate that there are no outages on the specified route that would prevent the G1000 from providing primary means of Class navigation in oceanic and remote areas of operation that requires RNP 10 or RNP
80. 91 85 Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimums Airspace and is qualified for RVSM operations as a group aircraft This finding does not constitute approval to conduct RVSM operations 190 00716 03 Rev 4 Hawker Beechcraft B300 and King Air FAA APPROVED Page 11 of 173 ABBREVIATIONS AND TERMINOLOGY The following glossary is applicable within the Airplane Flight Manual Supplement AC ADC ADF AFCS AFM AFMS AGL Ah AHRS AIRAC ALT ALTS ALTV AMMD AP APR APTSIGNS APV ATC AUX BANK BARO BAT BC BRNAV BRT CB CDI CFR CLR COM CRS CWS Advisory Circular Air Data Computer Automatic Direction Finder Automatic Flight Control System Airplane Flight Manual Airplane Flight Manual Supplement Above Ground Level Amp hour Attitude and Heading Reference System Aeronautical Information Regulation And Control Altitude or AFCS altitude hold mode or ALT button on the GMC 710 AFCS Mode Controller AFCS altitude capture using the altitude in the altitude preselect window AFCS altitude capture using the altitude from the VNAV profile vertical constraint Airport Moving Map Display Autopilot AFCS Approach mode or APR button of GMC 710 AFCS mode controller Airport Signs SVS softkey on the PFD Approach with Vertical Guidance Air Traffic Control Auxiliary Low bank mode of the AFCS Barometric Setting Battery Back Course Basic Area Navigat
81. AIRSPEED LIMITATIONS AND INDICATOR MARKINGS No changes were made to the airplane s airspeed limitations The airspeed indicators on the Primary Flight Displays PFDs and the standby airspeed indicator are marked in accordance with the airplane s POH AFM A red low speed awareness band is marked on the PFDs in red from 20 81 KIAS The low speed awareness band is suppressed while the airplane is on the ground The low speed awareness band appears in flight two seconds after main gear liftoff The standby airspeed indicator is marked in accordance with the airspeed markings called out in the airplane s AFM POH The standby airspeed indicator is not marked with a low speed awareness band 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 19 of 173 POWER PLANT LIMITATIONS AND INDICATOR MARKINGS No changes were made to the airplane s engine operating limits shown in the following table Manual Supplement for engine and propeller limitations NOTE The engine gauges are marked as Refer to the latest Airplane Flight Manual or appropriate Airplane Flight The gauge indicator pointer and digital display will flash inverse red white video for 5 seconds then remain steady red if the indicated engine parameter exceeds its The gauge indicator digital display will change to yellow for caution established limit conditions OPERATING PARAMETER Torquemeter PT6A 60A ENGINES COLOR MARK
82. ALT a Figure 21 PFD TCAS II Display Elements m CENE TRAFFIC MAP cr n E TEST HODE viu 2 1 xum TURB 2 RPH u trite 3 xum Figure 22 MFD TCAS II Display Elements 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 161 of 173 PFD Controls The GTS 8000 can be controlled by softkeys on each PFD table below outlines the GTS 8000 controls available on the PFD green colored mode in the transponder window signifies that the transponder is in an in flight mode White colored transponder modes signify an on ground status The transponder should be left in ALT mode in flight and on ground unless directed by ATC to do otherwise Softkey Control Function XPDR TFC Top tier softkey MODE Mode sub tier softkey STBY Places the GTS 8000 and the GTX 3000 transponder into STANDBY Mode Places the GTX 3000 transponder into Mode A ON Selecting this mode will also place the GTS 8000 into STANDBY mode Places the GTX 3000 into altitude reporting ALT mode Selecting this mode allows all TCAS II modes to be on Selects TA ONLY Mode No RAs will be generated in this mode TAIRA TA RA Mode All TCAS functions are REL Used to display traffic relative to own altitude Used to display traffic based on Absolute ABS Altitude ALT RNG Displays Altitude Range softkeys
83. AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 5 Perform appropriate RVSM contingency procedures outlined the operator s RVSM manual for the loss of automatic altitude hold capability Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 42 of 173 FAA APPROVED PITCH TRIM FAILURE Red annunciator on PFD 1 Indicates a failure of the pitch trim servo of the autopilot The autopilot will be inoperative The yaw damper will remain operative VESTI M M GRIP FIRMLY AP YD DISC TRIM INTRPT Button PRESS and RELEASE Be prepared for high elevator control forces 4 Elevator Trim etti AS REQUIRED USING ELEVATOR TAB WHEEL If Red Message Clears EN Autopilot If Red Message Remains 5 VAULO PH Ot LER DO NOT RE ENGAGE 6 Elevator eene CONTINUE USE ELEVATOR TAB WHEEL 7 Yaw ENGAGE AS REQUIRED In RVSM Airspace 8 Advise ATC of loss of autopilot system 9 MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for continge
84. ED CAUTION It is possible in some cases to have insufficient airplane performance to follow the TCAS RA command without flying into stall warning or buffet Therefore stall warning must be respected when following an RA Conditions where this may occur include but are not limited to e Bank angle in excess of 15 degrees e One engine inoperative e Speeds below normal operating speeds e Failure to configure for a go around following a climb RA in landing configuration e Failure to advance thrust to full rating following reduced thrust takeoff e Abnormal configurations which reduce climb performance ie gear not retractable TCAS command reversal to a CLIMB CLIMB NOW e Icing conditions affecting airplane performance CAUTION Do not attempt to use the Flight Director to comply with TCAS II Resolution Advisories WINDSHEAR ENCOUNTER For airplanes equipped with Electronic Stability and Protection ESP 1 2 AP YD DISC TRIM INTRPT Button PRESS and HOLD To prevent automatic autopilot engagement Perform established windshear escape procedures After Exiting Windshear 3 AP YD DISC TRIM INTRPT Button 04000 RELEASE 4 AutopiloUY aw ta quie AS DESIRED NOTE Refer to FAA Advisory Circular 00 54 Pilot Windshear Guide for additional information on windshear avoidance and escapement techniques 190 0
85. FF y1 99 MINIMUMS 1200 TEMP 12 C 1235 D OBS EN ALERTS Figure 27 Temperature Compensation of Minimum Altitude Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 168 of 173 11 18 109 70 55 TRK 358 136 975 118 000 com 189 70 136 975 CONFIGURATION NORTH UP INVALID 8 PUBLIC KANSAS CITY INTL KANSAS CITY TRANSITION VECTORS MINIMUMS TEMP COMP 1200FT TEMP AT 121661 PRIMARY FREQUENCY IDOT 110 50 SEQUENCE CYPRE iaf DASHI 008 WMPOW 008 MISSR 008 SQIRL 008 ENGINE Figure 28 Approach Window Temperature Compensated Minimum Altitude 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 169 of 173 Vertical Deviation Display The vertical deviation for baro VNAV approaches is displayed using a solid magenta lt symbol V label Figure 29 compared to the magenta diamond and label used for SBAS approaches 110 50 357 DEBEC faf 015 357 136 975 118 009 con nav2 110 30 110 50 136 975 118 000 3400 5 358 29 921N FLIGHT PLAN FILUX KSTJ DTK 015 KSTJ RNAV 35GPs LNAV VNAV FILUX DEBEC fof 357 3 4NH RW35 map 357 5 1NH 1160FT 357 2552 I
86. GARMIN Ltd or its subsidiaries clo GARMIN International Inc 1200 E 151st Street Olathe Kansas 66062 U S A FAA Approved AIRPLANE FLIGHT MANUAL SUPPLEMENT G1000 Integrated Avionics System and GFC 700 AFCS In Hawker Beechcraft B300 and B300C King Air Aircraft Dwg Number 190 00716 03 4 This Supplement is Applicable to the Following Manuals 130 590031 1 130 590031 71 130 590031 181 130 590031 235 This Supplement must be attached to the FAA Approved Airplane Flight Manual when the GARMIN G1000 Integrated Avionics System is installed in accordance with STC SA01535WI D The information contained herein supplements the information of the basic Airplane Flight Manual For Limitations Procedures and Performance information not contained in this Supplement consult the basic Pilot s Operating Handbook and FAA Approved Airplane Flight Manual Airplane Serial Number Airplane Registration Number FAA Approved By 2020 27 Robert Murray ODA STC Unit Administrator GARMIN International Inc ODA 240087 CE Date 2 28 4 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 1 of 173 Copyright 2014 GARMIN Ltd or its subsidiaries All Rights Reserved Except as expressly provided herein no part of this manual may be reproduced copied transmitted disseminated downloaded or stored in any storage medium for any purpose without the express prior written consent of GARMIN GARMIN hereby grants p
87. Garmin GTS 8000 TCAS II system and should be performed in conjunction with the respective section of the TCAS II AFMS checklist TCAS II RESOLUTION ADVISORY Red 2715898 and aural resolution advisory 1 Perform Resolution Advisory Procedures in the NORMAL PROCEDURES Section of the TCAS AFMS 2 Follow the green cues on the PFD VSI display as required to comply with the RA Compliance with a resolution advisory is necessary unless the pilot considers it unsafe to do so or unless the pilot has information about the cause of the RA and can maintain safe separation for example visual acquisition of and safe separation from a nearby aircraft on a parallel approach 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 47 of 173 The following procedure applies to airplanes that ARE equipped with the Garmin GTS 8000 TCAS II system TCAS RESOLUTION ADVISORY GTS 8000 Red 271589 and aural resolution advisory If a Maneuver is Required 1 AP YD DISC TRIM INTRPT Button PRESS AND RELEASE To Disconnect the Autopilot 2 Aircraft Attitude PITCH AS REQUIRED TO COMPLY WITH THE RA VERTICAL SPEED INDICATOR INSIDE THE GREEN BAND POWELL rior den AS REQUIRED 1 2 WITH POSITIVE RATE OF C
88. INGS amp RANGES Red Arc Radial Minimum Limit Green Arc Normal 0 to 100 a Yellow Arc Caution Red Arc Radial Maximum Limit 100 6 9 ITT C Prop gt RPM 400 to 820 e 1050 to 1700 i 820 f g h 1700 j k I Gas Generator N1 62 to 104 104 Oil Temperature C k 0 to 99 m 99 m Oil Pressure psi j 90 to 135 n 60 to 90 n 135 n Footnotes a Torque limit applies within range of 1000 1700 propeller RPM N2 Below 1000 RPM torque is limited to 6296 b Torque indications between 102 and 156 are time limited to 20 seconds c To account for power setting accuracy and steady state fluctuations inadvertent torque excursions up to 102 is time limited to 7 minutes d Within transient torque values the torque indicator will display green digits and a white pointer After 5 seconds the digits will flash alternating red and white background with a flashing red pointer for 5 seconds After 5 seconds of flashing the indication is steady white digits red background and the pointer is red Above 156 torque the indication immediately begins flashing for 5 seconds before displaying steady white digits on a red background and a red pointer e Maximum ITT during idle is 750 C High ITT at ground idle may be corrected by reducing accessory load and or increasing RPM f ITT indication between 820 C a
89. IT TAWS A Only GPHS INH For airplanes equipped with TAWS A some GPWS functions may be inhibited to stop alerting if desired Refer to GARMIN G1000 Cockpit Reference Guide for additional information To Inhibit GPWS 1 Display the MAP TAWS A page 22 5 HIE rete Ee ito OU n d Feet leti ee Hee UR peed 3 Verify a GPWS INH annunciation displays on both PFDs and in the lower right corner of the MFD To Enable GPWS if Inhibited 1 Display the MAP TAWS A page 2 GPWS INFESottlkey ide en mette fo e eign 3 Verify the GPWS INH annunciation is removed from both PFDs and the MFD NOTE The GPWS INHIBIT feature will not inhibit altitude voice callouts or Glideslope Glidepath deviation alerting FLAP OVERRIDE TAWS A Only FLAP OVR For airplanes equipped with TAWS A the GPWS flap configuration alerting function may be inhibited to stop alerting if desired Refer to GARMIN G1000 Cockpit Reference Guide for additional information To Override Flap Altering 1 Display the MAP TAWS A page 2 FLAP ini ette debet 3 Verify a FLAP OVR annunciation displays on both PFDs and in the lower right corner of the MFD To Enable Flap Alerting if Overridden 1 Display the MAP TAWS A page 2 ELAP OVR nio ed eit HT e e ee PRESS 3 Verify the FLAP OVR annunciation is re
90. King Air 190 00716 03 Rev 4 Page 6 of 173 FAA APPROVED Section 1 General The information in this supplement is FAA approved material and must be attached to the Pilot s Operating Handbook and FAA Approved Airplane Flight Manual POH AFM when the airplane has been modified by installation of the GARMIN G1000 Integrated Avionics System and 700 Digital Automatic Flight Guidance System in accordance with GARMIN International Inc approved data The information in this supplement supersedes or adds to the basic POH AFM only as set forth below Users of the manual are advised to always refer to the supplement for possibly superseding information and placarding applicable to operation of the airplane The GARMIN G1000 system installed in the Hawker Beechcraft B300 and B300C King Air Aircraft provides a fully integrated Display Communications Navigation and Flight Control system Functions provided by the G1000 system include Primary Flight Information Powerplant Monitoring Navigation Communication Traffic Surveillance TAWS Class B Weather Avoidance and a three axis automatic flight control flight director system with optional Electronic Stability amp Protection Use of this supplement requires Garmin G1000 system software version 0985 07 or later to be installed in the aircraft Pilots are advised to carefully review the contents of this revision before operating the airplane USE OF THE HANDBOOK The following definit
91. L 383 and After FM 12 Figure 12 Right Side and After Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 129 of 173 2 O00 OO 7 Do IC oo e DD00 TT Figure 13 Pedestal Configuration Hawker Beechcraft B300 and B300C King Air Page 130 of 173 190 00716 03 Rev 4 GMC 710 AFCS Mode Controller GDU 1500 GDU 1040A Multi Function Display PFD1 GDU 1040A PFD2 GSA 80 Roll Servo ERE No 1 No 2 GIA 63W GIA 63W E AFCS Mode AFCS Mode B Logic Logic E n Flight Director qus Flight Director mm GSA 9000 Yaw Servo 111 Servo Mgt Servo Mgt E GSA 80 High Speed Pitch Trim Servo Pilot s Copilot s Control Wheel Control Wheel Figure 14 GFC 700 System Interface 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 131 of 173 FLIGHT CONTROLS AFCS AUTOPILOT FLIGHT DIRECTOR AND RUDDER BOOST The GFC 700 is a digital Automatic Flight Control System AFCS fully integrated within the G1000 System avionics architecture The GFC 700 is a three ax
92. LIMB Compliance with a TCAS II resolution advisory RA is necessary unless the pilot considers it unsafe to do so or unless the pilot has information about the cause of the RA and can maintain safe separation for example visual acquisition of and safe separation from a nearby aircraft on a parallel approach The TA ONLY mode can be used to preclude unnecessary RA when intentionally operating near other aircraft Evasive maneuvering should be limited to the minimum required to comply with the RA Excessive responses to RAs are not desirable or appropriate because of other potential traffic and ATC consequences From level flight proper response to an RA typically results in an overall altitude deviation of 300 to 500 feet in order to successfully resolve a traffic conflict CAUTION Once non crossing RA has been issued safe operation could be compromised if current vertical speed is changed except as necessary to comply with the RA This is because TCAS Il to TCAS coordination may be in progress with the intruder airplane and any change vertical speed that does not comply with the RA may negate the effectiveness of the other airplane s compliance with its RA WARNING NONCOMPLIANCE WITH A CROSSING RA BY ONE AIRPLANE MAY RESULT IN REDUCED VERTICAL SEPARATION THEREFORE SAFE HORIZONTAL SEPARATION MUST ALSO BE ASSURED BY VISUAL MEANS Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 48 of 173 FAA APPROV
93. LON BONS 1HOlH 1HOld 1HDld NHVM 486 8 48 8 S GS mG 9 5 5 5 5 ony WWOO 509 Gs 2 gt INOIAV nn 130 se3ud HS NY uy3o 3nOHOl TO HOIINO 5 H3HlV3d do 3 e s s s s 5 5 5 5 5 11 1991 14354 1441 H3MOd NHVM SOINOIAV S3NION3 ONINHVM t Breaker Panel Airplanes FL 1 Thru FL 119 FL 121 1 Figure 10 Right Side FM 1 Thru FM 8 Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 127 of 173 gt H3MOd 3982 LHOIY E 5 s s 4 s s s Nou z SONO ABIS LOGY LOdd ne T SE 65 46 9 NHVM Oldnv H3ISVIN UO Sew lan 10M ME SCING t 2 bt 8 94 0 0 5 s 5 DS E N351 ABIS 30OW
94. Main Engine Anti ice Single Operation 0 1 Manual Prop Deice 3 3 Windshield Wiper 1 0 2 Left Pitot Heat Continuous fee Landing Gear Single Operation 0 5 Powered by standby battery Hawker Beechcraft B300 and B300C King Air Page 46 of 173 190 00716 03 Rev 4 FAA APPROVED TAWS AND GPWS TAWS OR GPWS WARNING Red PFD and aural PULL UP or Whoop Whoop PULL UP 1 AP YD DISC TRIM INTRPT Button PRESS and RELEASE To disconnect the autopilot Aircraft PULL BACK ON CONTROL WHEEL MAXIMUM ALLOWABLE MEN TCI o EE BEST ANGLE OF CLIMB SPEED ge lMm MAXIMUM CONTINUOUS 6 0004 2112 CLIMB AND MAINTAIN SAFE ALTITUDE 7 Advise ATC of Altitude Deviation if appropriate NOTE Only vertical maneuvers are recommended unless either operating in visual meteorological conditions VMC or the pilot determines based on all available information that turning in addition to the escape maneuver is the safest course of action or both TCAS II Refer to the GARMIN Pilot s Guide P N 190 01343 01 Rev A or later FAA approved revision for a detailed description of the TCAS display and control elements as implemented the G1000 The following procedure is for airplanes NOT equipped with the
95. N LEFT GENERATOR BUS CENTER BUS RIGHT GENERATOR BUS GEN No 1 GEN No 2 No 2 Avionics Bus AHRS 1 Secondary Power No 3 Avionics Bus COM 2 ADC 1 Secondary Power Datalink AUDIO 2 Beacon Lights Traffic XPDR 2 Condenser Blower WIFI RADAR Electric Heat Aft IRIDIUM DME Electric Heat Fwd IRIDIUM Heater ADF GIA 1 Secondary Power Air Cond Clutch Radio Altimeter Ice Lights Blower Aft Evaporator WX 500 Stormscope OPT Bleed Air Control R Blower Vent Bus Tie Power L Gen Chip Detector L Cigar Lighter Engine Anti Ice L Standby Flap Indicator amp Control Flap Motor Flight Inst Pilot amp Side Panel Lights Landing Gear Motor PFD 1 Secondary Power Prop Deice Power Manual L amp R Taxi Lights Brake Deice OPT Bus Tie Power R Gen Bus Tie Control Bus Tie Indicator Chip Detector R Copilot PFD amp Clock Lights Engine Anti Ice R Standby Fuel Vent Heat R Landing Light R 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 143 of 173 LEFT GENERATOR BUS RIGHT GENERATOR BUS GEN No 1 CENTER BUS GEN No 2 Fuel Vent Heat L Pitot Heat R Fuel Pressure Warning L PROP GOV TEST Fuel Qty L Prop Sync Fuel Qty Warning L Fuel Pressure Warning R Fuel Transfer L Fuel Qty R Firewall Valve L Fuel Qty Warning R Landing Light L Fuel Transfer R MFD Standby Lights Firewall Valve R Navigation Lights Reading Lights Dagddge Recognition Lights
96. NSET SENSOR CDI ADF DME XPDR IDENT TMR REF NRST gt gt gt a gt gt gt 2 Figure 29 Vertical deviation display with barometric approach vertical guidance The full scale deflection FSD for the vertical deviation indicator VDI used for approach baro VNAV is the same as the full scale used for an SBAS LNAV VNAV approach and is shown in Figure 30 order to assist flight crews in determining when vertical deviation exceeds 75 feet yellow bands have been added to the VDI display as depicted in Figure 31 The yellow deviation bands are displayed for LNAV VNAV and RNP approaches only and only between the FAF and MAP The indication is displayed regardless of whether SBAS or baro altitude is the vertical guidance source Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 170 of 173 FSD 150 FSD 0 25 glidepath angle LNAV VNAV FSD 45 m FSD 15 m Figure 30 VDI Scale for Baro Altitude Based LNAV VNAV Approach Figure 31 Display of VDI Range Exceeding 75 feet 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 171 of 173 Autopilot Interface The GFC700 autopilot uses the GP mode via the APR button to follow approach baro VNAV guidance as opposed to the VNAV mode via the VNV button When coupled in GP mode the autopilot will not capture a preselected altitude while tracking a baro VNAV glidepath Approach Downgrades For approaches
97. NSS Instrument approach GA36 antenna 1 1 1 1 1 operations GA37 antenna 1 1 1 1 1 NOTE 1 Some approaches require two functioning GPS SBAS receivers NOTE 2 If only one is required and only one is operative it must be 1 OXYGEN No Changes Refer to Aircraft Flight Manual Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 34 of 173 FAA APPROVED System and or Equipment Icing Conditions Remarks and or Exceptions PROPELLER No Changes VACUUM SYSTEM Gyro Suction Gage Instrument Air System Refer to Aircraft s POH or AFMS for any installed modifications 190 00716 03 Rev 4 FAA APPROVED Hawker Beechcraft B300 and B300C King Air Page 35 of 173 This page intentionally left blank Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 36 of 173 FAA APPROVED Section 3 Emergency Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM 38 AUTOPILOT MALFUNCTION PITCH TRIM 222221 38 UNSCHEDULED RUDDER BOOST ACTIVATION 02 4441211 39 MANUAL AUTOPILOT DISCONNECT 4 8 40 AUTOPILOT ABNORMAL DISCONNECT 22 c cececeeeeeseeeeeeeeseeeseeesecesacesseesaeeeacesseessaeesanenaeeneeeeeeeees 40 22
98. ON will be annunciated in the center of the map Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 68 of 173 FAA APPROVED GPS APPROACH INTEGRITY LIMITS EXCEEDED During a GPS LP LNAV VNAV or LNAV V approach using SBAS if the Horizontal or Vertical integrity limits are exceeded the G1000 System will downgrade the approach This will be annunciated in the ALERTS window and may also be accompanied by a change in the indicated approach type on the HSI GPS glide path vertical guidance will be removed from the PFD unless the minimum can still be supported using Baro VNAV The approach may be continued as annunciated During any GPS approach in which both precision and non precision integrity limits are exceeded the G1000 System will flag the lateral guidance and display a system message ABORT APPROACH loss of navigation Immediately upon viewing the message the unit will revert to Terminal navigation mode integrity limits If the position integrity is within these limits lateral guidance will be restored and the GPS may be used to execute the missed approach otherwise alternate means of navigation must be utilized ILS DATABASE FREQUENCY AND OR COURSE MISMATCH In some rare instances the actual course and or frequency for an ILS localizer may not match the course or frequency stored in the G1000 database This occurs most often when an ILS course or frequency change is made by the FAA in between Jeppesen databa
99. On MIS uy3o Lavis H3HlV34 ONIGNYI 34 Sg cs 8 3 s SL 9 65 5 5 1004 iSHHV LE H3MOd SOINOIAV S3NION3 ONINHVM t Breaker Panel Airplanes FL 120 FL 122 Thru FL 380 Figure 11 Right Side FL 382 FM 9 Thru 11 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 128 of 173 199 Xnv SL A81S 915 WnIGIul SOAYAS S SOodv Hd3MOd AHVQNOO3S 5 5 5 Sg SHHv LOdd ONY H3IsvW 2 5 5 NIBVO LO S s 9 Nv S OJHL 5 aS9 uvovu sna i SOINOIAV vID QJd ZON N391 5 5 0 p ony WWOO 58 140 SOINOIAY LON LON S 5 WWOO SOINOIAY HMO ANd 3 S 8 5 5 LOOv LSHHV 10 44 SOINOIAY 3030 LIV a 9 2 2
100. PPROACH WITH A FAILED YAW SERVO THE AUTOPILOT MAY NOT BE ABLE TO MAINTAIN DIRECTIONAL CONTROL IN THE EVENT OF AN ENGINE FAILURE NOTE If the amber annunciator illuminates without the autopilot engaged it may indicate faulted AHRS Monitor both PFDs and the standby attitude indicator for abnormal attitude indications NOTE Many King Air B300 B300C aircraft require the yaw damper to be operative above 5 000 feet MSL and rudder boost continuously Refer to the Limitations section of the Aircraft Flight Manual or appropriate Airplane Flight Manual Supplement for further information ELECTRONIC STABILITY AND PROTECTION MANUAL ESP DISENGAGEMENT If necessary ESP may be manually disconnected using any one of the following methods 1 AP YD DISC TRIM INTRPT PRESS and HOLD Pilot s or Copilot s control wheel 2 CWS Button Pilots or Copilot s control PRESS and HOLD 3 AFCS SERVOS Circuit Breaker i scented died uar aide PULL Right circuit breaker panel 4 SYSTEM SETUP 2 on MFD DISABLE STABILITY AND PROTECTION Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 58 of 173 FAA APPROVED 11000 INTEGRATED AVIONICS SYSTEM ALTITUDE MSCoMPARE This message is displayed when the G1000 detects a difference of 200 feet or greater between the pilot s and copilot s altitude infor
101. R button to operating PFD 8 JAutopllot ai a onte te RE ENGAGE and select modes 4 ome ARMANI SELECT operating transponder D ude Panels yine a tet eek SELECT operating COM Radio NOTE Use the operating PFD to control Com frequency selection Com and Nav volume and Altimeter Barometric Pressure setting Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 66 of 173 FAA APPROVED MFD FAILURE MFD failure is indicated by a complete loss of image on the center display A failed MFD will auto revert to PFD 1 to display engine data PFD 1 Engine data may be displayed on PFD 2 by pressing the Copilot s Audio Panel DISPLAY BACKUP button If MFD auto reversion does not occur or to manually revert the PFD 2 display 1 Audio Panel DISPLAY BACKUP Button PRESS 2 Electronic Chart Data will not be available following an MFD failure Use the following procedure if a secondary source of aeronautical information is not available in the airplane a Load approaches arrivals and departures into the Active Flight Plan using the PROC button on either PFD The procedure s course can be displayed on either PFD Inset Map window Navigate using the course pointer and CDI on the PFDs b For instrument approach procedures obtain altitude information from DUAL GPS SBAS FAILURE AMBER DR OR LOI ON HSI LOSS OF GPS SBAS NAVIGATION DATA When
102. S LCD LDA LNAV LNAV V LNAV VNAV LOA LOC LOI LP LPV LRU LTNG M MAP MAXSPD Ground Proximity Warning System Garmin Reference System AHRS Glide Slope Garmin Servo Actuator Garmin Iridium Satellite Radio Garmin Traffic System Garmin Weather Radar AFCS heading mode or the HDG button on the GMC 710 AFCS Mode Controller Highway in the Sky Hectopascal Horizontal Situation Indicator Initial Approach Fix Instrument Approach Procedure Indicated Airspeed International Civil Aviation Organization Instrument Flight Rules Instrument Landing System inches of mercury Inhibit Interstage Turbine Temperature Knots Indicated Airspeed Liquid Crystal Display Localizer Type Directional Aid Lateral Navigation Lateral Navigation with Advisory Vertical Guidance Lateral Navigation Vertical Navigation Letter of Acceptance Localizer Loss of Integrity GPS Localizer Performance Localizer Performance with Vertical Guidance Line Replaceable Unit Lightning XM Weather Product Mach Missed Approach Point Maximum Speed AFCS Overspeed Protection mode Hawker Beechcraft B300 and B300C King Air Page 14 of 173 190 00716 03 Rev 4 FAA APPROVED MDA MEL MFD MLS MNPS MSL NAT NAV NEXRAD NM NPA OAT OBS OVR P N PDA PFD PFT PIT POH PRNAV PROC PSI PTCH RA RF RNAV RNP ROL RPM RVSM SBAS SDF SID Barometric minimum descent altitude Minimum Equipment List Multi Function D
103. S CHECK Maximum Difference 200 Feet Ensure Matched barometric pressure settings 29 92 inHg STD BARO or 1013 mb 22 jAltitude zig te RECORD Required Record pilot copilot and standby altimeter readings upon entering RVSM airspace and as required thereafter while in RVSM airspace for contingency situations 3 Autopilot ALT Maximum Altitude Deviation 65 Feet During normal operations the ADC coupled to the autopilot will supply altitude data to the active transponder Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 90 of 173 FAA APPROVED CLIMB CRUISE AND DESCENT Disengage autopilot and yaw damper and re trim the airplane in roll and or yaw if slight dutch roll activity is observed Re engage the autopilot and yaw damper after trimming the airplane ICING FLIGHT IN FLIGHT WARNING DUE TO DISTORTION OF THE WING AIRFOIL ICE ACCUMULATION ON THE LEADING EDGES CAN CAUSE A SIGNIFICANT LOSS IN RATE OF CLIMB AND IN SPEED PERFORMANCE AS WELL AS INCREASES IN STALL SPEED EVEN AFTER CYCLING THE DEICE BOOTS THE ICE ACCUMULATION REMAINING ON THE BOOTS AND UNPROTECTED AREAS OF THE AIRPLANE CAN CAUSE LARGE PERFORMANCE LOSSES FOR THE SAME REASON THE AURAL STALL WARNING SYSTEM MAY NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON UNDER THESE CONDITIONS ESP AND AUTOPILOT UNDERSPEED PROTECTION MAY ALSO NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON SH
104. S is providing the most accurate data 2 Use SENSOR softkey to select the most accurate AHRS on the affected PFD ROLL MiscouPARE This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilots and copilot s roll attitude of more than 6 degrees Refer to the GARMIN G1000 Cockpit Reference Guide for additional information 1 Referto STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate data 2 Use SENSOR softkey to select the most accurate AHRS on the affected PFD 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 63 of 173 HEADING MISCOMPARE This message is displayed in the upper right corner of the PFD when the 51000 detects difference between the pilot s and copilot s heading information Refer to the GARMIN G1000 Cockpit Reference Guide for additional information 1 WSHLD ANTI ICE Switches PILOT and OFF 2 CABIN TEMP MODE f de e eod neers OFF 3 ELEC HEAT Gave dled anne eed OFF 4 Refer to Magnetic Compass to determine which AHRS is providing the most accurate heading information 5 Use SENSOR softkey to select the most accurate AHRS on the affected PFD 6 WSHLD ANTI ICE AS REQUIRED 7 CABIN TEMP nere eret
105. SM contingency procedures outlined in the operators RVSM manual for the loss of redundancy of primary altimetry systems 2 Record each altimeter reading for RVSM contingency procedure use 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 65 of 173 DISPLAY UNIT FAILURE PFD FAILURE PFD failure is indicated by a complete loss of image on a display The pilot should use the cross side PFD and the standby flight instruments for information to fly the airplane If only individual elements of the display are failed refer to appropriate procedures for the individual failures To display composite primary flight information and the engine instruments on the MFD 1 DISPLAY BACKUP Button on audio panel of affected PRESS The DISPLAY BACKUP button may be pressed again to return the MFD to its normal presentation With the MFD in its normal display presentation the pilot has access to functions and pages unique to the MFD that are not accessible when the MFD is in the composite display NOTE The CDI SYNC and BARO SYNC settings must be ON to allow the operating PFD controls to affect settings on the MFD when the MFD is in the Display Backup mode These settings are accessible on the MFD when in the normal display presentation on the AUX SYSTEM SETUP page 2 Autopilot Mode TRANSFER XF
106. THE ALTIMETER CORRECTION ALTERNATE SYSTEM GRAPHS IN SECTION 5 PERFORMANCE OF THE AIRPLANE S ORIGINAL PILOT S OPERATION HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL FOR OPERATION WHEN THE ALTERNATE STATIC AIR SOURCE IS IN USE There are three drain petcocks for draining the static air lines located below the side panel on the right sidewall behind an access cover These drain petcocks should be opened to release any trapped moisture at each inspection interval or after exposure to visible moisture on the ground and must be closed after draining For RVSM compliant aircraft that operate in RVSM airspace special care must be taken when inspecting the static ports and surrounding regions during preflight inspection The static port openings should be smooth and round and free of foreign material The fuselage skin in the RVSM critical region which is defined by markings in the vicinity of the static ports should have no skin defects physical damage or large gaps and steps in the skin surface caused by improperly seated access panels or hatches GROUND COMMUNICATIONS Ground communication is provided by the G1000 system by turning ON the airplane s battery COM 1 and the pilot s audio panel will be powered The pilot may use the airplane s speaker and hand microphone or a headset for communication 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 149 of 173 SYNTHETIC VISION cu 8500 4 on 8400 83
107. UTDOWN AND SECURING These procedures should be conducted after the Battery and Generator Switches have been turned OFF in the AFM Shutdown and Securing checklist and before the flight crew vacates the cockpit das standby Battery Swit hs deg deti HR b E di 55 a Standby Battery 5 ARMED and ON EXTINGUISHED b Standby attitude eem nemen DISPLAYED c Standby altimeter vibrator should not be heard BAT MASTER SWITCH OFF OTHER PROCEDURES GTX 3000 TRANSPONDER For airplanes equipped with GTX 3000 Transponders The GTX 3000 ADS B OUT system has been shown to meet the requirements of 14 CFR 91 227 ADS B OUT system should be operational during all phases of flight including airport surface movement operations The ADS B OUT system is operational when the active transponder is in the ON or ALT modes This will be indicated in the transponder window in the lower right corner of each PFD To place the GTX 3000 in ON or ALT Modes 1 2XPDR TEG Softkey Om PED ti c ga eh s PRESS 2 MODE Softkey imin dede ede tede e d ee tad eve oe a uet PRESS 3 idet rtp tameu tin nip tuere PRESS 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 91 of 173 TCAS Il For airplanes equipped with the GTS 8000 TCAS II system The GTS 8
108. VECTORS TO FINAL NOTE SUSP may annunciate on the HSI when Vectors To Final is selected The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish Ge nunt etae atum PRESS until LOC Navigation Source to be used for the Approach Displays VERIFY Ene stes Course Pointer is Set to the Front Course e Mode Control Panel 2 1 1 1 000000 0000 ener nennen PRESS BC Verify BC mode is armed IF Flying Full Approach Including Transition 3 Airplane cleared to an initial approach fix a ACTIVATE THE APPROACH from the PROC page Or ACTIVATE a DIRECT TO P gt the IAF Di HSEGDI SS SELECT GPS c Mode Control Panel PRESS NAV GPS Mode LV AS DESIRED When Established Inbound to the FAF PRESS CDI softkey until LOC navigation source to be used for the approach displays Autopilot Flight Director Mode will automatically change to ROL fy VERIFY Ss Course Pointer is set to the Front Course g Mode Gontrol Panel 55 Verify mode is armed or active 4 Established inbound on Final Approach Course ae
109. a 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 101 of 173 RNAV GPS or RNAV GNSS LNAV LP LNAV V 1 Load the approach into the Active Flight Plan 2 Approach Minimums SET ON TMR REF page if not already set If Flying Vectors To Final 3 Airplane on Vectors To Final a Mode Control Panel PRESS HDG to fly ATC radar vectors b PROC button on PFDs or MFD SELECT ACTIVATE VECTORS TO FINAL NOTE SUSP may annunciate on the HSI when Vectors To Final is selected The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish VERIFY etes Course pointer slews to the inbound course oie melee eu nein AS DESIRED Mode Gontroller rri et eee ote ee tees PRESS APR Button GPS will be the active lateral mode GP will ARM if the procedure provides a glidepath If Flying Full Approach Including Transition 3 Airplane cleared to an initial approach fix a ACTIVATE THE APPROACH from the PROC page Or ACTIVATE a DIRECT TO P gt the IAF b TAS TCD scd ee ect e epe C UD EAE C QU SELECT GPS Nav Source Mod Controller aj eie Qe t n teer Pe pe a as PRESS APR Button GPS will be the active lateral mode GP will ARM if the proce
110. airspeed indicators 10 KIAS difference during takeoff or landing roll Refer to the G1000 Cockpit Reference Guide for additional information 1 Pilot s and Copilot s Airspeed COMPARE with Standby Airspeed Indicator WARNING THE STANDBY AIRSPEED INDICATOR USES THE SAME PITOT STATIC SOURCES AS THE COPILOT S SIDE AIR DATA COMPUTER ADC2 DO NOT USE STANDBY AIRSPEED INDICATOR OR STANDBY ALTIMETER AS SOLE SOURCE IN DETERMINING CORRECT AIR DATA INFORMATION If Pilot and Standby Airspeed Indicator Agree Copilot Airspeed Differs NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement SENSOR Softkey Copilot s PFD PRESS SOoflK8y note etre PRESS 4 PFD Displays CONFIRM BOTH ON ADC annunciator is displayed on both PFDs In RVSM airspace 5 CROSS CHECK USING STANDBY ALTIMETER Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 6 Advise ATC of loss of redundancy of primary altimetry systems Perform appropriate RVSM contingency procedures outlined in the operato
111. and flight director functions as well as an optional Electronic Stability amp Protection ESP system Refer to the GARMIN Pilots Guide and Cockpit Reference Guide P N 190 01343 01 and 190 01344 01 Rev A or later FAA accepted revision for detailed descriptions of the GARMIN G1000 system including its components detailed descriptions of functions and operating instructions G1000 INTEGRATED AVIONICS SYSTEM OVERVIEW The main components of the G1000 Integrated Avionics system consists of 14 Line Replaceable Units LRU s Seven of those LRUs are mounted in the cockpit and interface the pilot to the G1000 system There are two Primary Flight Displays PFDs that display primary flight information to the pilot including attitude airspeed altitude heading vertical speed navigation information system information and pilot situational awareness information In the center of the cockpit a 15 inch Multi Function Display MFD displays engine gauges flight plan data various map displays and access to aviation and weather information Information access and data entry through the MFD is via the GCU 477 MFD controller mounted in the pedestal between the pilot and copilot seats Communications are interfaced through the PFDs and two audio panels mounted outside each PFD Radio tuning controlled through both PFDs and the GCU 477 controller Audio levels for the Com and Nav radios ADF intercom and XM music are controlled by the two audio panels
112. andby battery is powering the standby instruments The Standby Battery switch must be latched IN and the airplane has no source of normal electrical power for the standby battery to power the standby instruments When the ON annunciator is illuminated the standby battery will provide electrical power for the three standby instruments for at least 30 minutes The system is armed for automatic operation when the Standby Battery switch is latched IN and the airplane is being powered by a normal source of electrical power Normal power sources include the airplane s battery at least one generator or external power During normal operations the standby battery remains in a fully charged state by its own trickle charger which is powered from the electrical system through the STBY AUX BAT circuit breaker located on the right side circuit breaker panel 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 147 of 173 LIGHTING SYSTEMS COCKPIT An overhead light control panel accessible to both pilots incorporates a functional arrangement of all lighting systems Each light group has its own rheostat switch placarded BRT OFF The MASTER PANEL LIGHTS ON OFF switch is the master switch for PILOT PFD STANDBY INSTRUMENT LIGHTS MFD OVERHEAD PED amp SUBPANEL LIGHTS SIDE PANEL CLOCKS and COPILOT PFD PILOT PFD Controls the brightness of the pilot s PFD STANDBY INSTRUMENT LIGHTS Controls the brightness
113. as a level segment at the higher of the altitude defined by the programmed path or the G1000 altitude selector Traffic If traffic that is within the SVS field of view is detected by the G1000 system a symbol will be displayed on the PFD indicating the direction and relative altitude of the traffic The traffic will be displayed as a white diamond unless it generates a traffic alert Traffic that causes an alert will be displayed as a solid yellow circle accompanied by a yellow TRAFFIC annunciator to the right of top of the airspeed display tape Horizon line Er The SVS display includes an always visible white horizon line that represents the true horizon Terrain will be presented behind the horizon line and terrain shown above the horizon line is above the current aircraft altitude Terrain that is shown below the horizon line is below the aircraft altitude Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 152 of 173 Horizon Heading A heading scale may be displayed on the PFD horizon line if selected by the pilot The heading marks are spaced in even 30 degree increments and are presented just above the horizon line with tic marks that intersect the horizon line The horizon heading will correspond to that presented by the HSI Because the horizon heading is only displayed in 30 degree increments it should only be used for general heading awareness and not be used to establish the aircraft heading Airport Sig
114. ates a failure of the pitch axis of the autopilot The autopilot will be inoperative The yaw damper will be operative NOTE If the red annunciator illuminates without the autopilot engaged it may indicate a faulted AHRS Monitor both PFDs and the standby attitude indicator for abnormal attitude indications Advise ATC of loss of autopilot system raed ENGAGE AS REQUIRED 4 Altitude MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 5 Perform appropriate RVSM contingency procedures outlined in the operator s RVSM manual for the loss of automatic altitude hold capability ROLL AXIS FAILURE Red UES annunciator on PFD 1 Indicates a failure of the roll axis of the autopilot The autopilot will be inoperative The yaw damper will be operative NOTE If the red WAM annunciator illuminates without the autopilot engaged it may indicate a faulted AHRS Monitor both PFDs and the standby attitude indicator for abnormal attitude indications Advise ATC of loss of autopilot system SERA ENGAGE AS REQUIRED 4 2 2 2 2 MONITOR
115. avigate in GPS mode throughout the intermediate portion of the approach procedure When the airplane is inbound towards the final approach course the CDI will automatically switch from GPS navigation to LOC navigation d Pathways etse de eeh AS DESIRED e MERIPY ae ie Course pointer slews to the front course 4 Established inbound on Final Approach Course FAF Active Waypoint az VERIFY adhi Course Pointer is set to the final approach course b VERIFY ete dee ec E ed eed de LOC is annunciated on the HSI 5 MAINTAIN 120 KIAS OR GREATER Recommended the Use desired vertical mode to fly the approach s vertical profile Use Altitude Preselect to level off at intermediate altitudes and at the MDA NOTE It is recommended to descend at 1000 ft min or less Descending at a higher rate or reaching MDA too far before the Visual Descent Point VDP could cause TAWS or GPWS alerts Ifa TAWS or GPWS WARNING is issued immediately follow the TAWS OR GPWS WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS 7 After Leveling at SET Missed Approach Altitude In Altitude Preselect 190 00716 03 Rev 4 Hawker Beechcraft B300 and King Air FAA APPROVED Page 99 of 173 RNAV GPS or RNAV GNSS LPV or LNAV VNAV
116. been added when selecting the minimum altitude reference type in addition to OFF BARO and RAD ALT The temperature at the destination airport is used for this purpose The compensated value is displayed below the entered uncompensated value Figure 27 If a temperature has been entered for compensating waypoint altitudes on the active flight plan page it is used as the default here and vice versa Similar functionality exists in the minimums selection field on the approach selection pages Figure 28 The temperature at the destination airport is invalidated when a different approach is loaded into the active flight plan or when the system powers up This disables temperature compensation of both the published approach waypoint altitudes on the active flight plan page and the minimum altitude The minimum altitude selection type changes to BARO if it was previously set to TEMP COMP Temperature compensation of the minimum altitude is not dependent on use of barometric altitude for vertical guidance on the FAS and is therefore available for any type of approach in fact only the destination airport and temperature are required Compensating the approach minimums bug simply determines where the minimums reference is displayed on the altimeter No adjustment to the barometric altitude is made as a result of temperature compensating the minimums reference REFERENCES TIMER 0000000 UP LANDING Vref 199 TAKEO
117. bited with course changes greater than 90 The barometric altimeter must be used as the primary altitude reference for all baro VNAV operations including instrument approach procedure step down fixes Use of baro VNAV to a DA is not authorized with a remote altimeter setting A current altimeter setting for the landing airport is required When using remote altimeter minima the baro VNAV function may be used to the published LNAV MDA When a flight is predicated on flying a RNP approach with an RF leg at the destination and or alternate the pilot must determine that the AFCS is operational At a minimum the flight director must be displayed and utilized when conducting procedures containing Radius to Fix RF segments Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 22 of 173 FAA APPROVED For airplanes with 0985 07 system software Vector to Final transitions are prohibited for the following approaches e CYSB VOR DME Rwy 12 NZTH GPS 330 TTPP ILS Rwy 10 The fuel quantity fuel required fuel remaining and gross weight estimate functions of the G1000 are supplemental information only and must be verified by the flight crew Do not use SafeTaxi or Chartview functions as the basis for ground maneuvering SafeTaxi and Chartview functions do not comply with the requirements of AC 20 159 and are not qualified to be used as an airport moving map display AMMD SafeTaxi and Chartview are to be used by the flight cre
118. c PFD1 PFD2 and Standby Attitude Indicator COMPARE and CROSS CHECK 2 Altimeters venter tb A db e V SET and CROSS CHECK PFD 1 PFD 2 Standby Altimeter If barometric pressure settings on the PFD1 and PFD2 altimeters differ by more than 0 03 in Hg 1 HPa the baro display on both PFDs will be amber 3 Altimelter e deb qui Men eie its TEST RA TEST Softkey eode Lees PRESS MFD AUX SYSTEM STATUS Page b RA TEST Annunciation ILLUMINATED on PFD1 and PFD2 c RA Display Window Positive radar altitude on PFD1 and PFD2 d RA Ground Reference Correlates to radar altitude on PFD 1 and PFD 2 Altimeter displays RA TEST SoftKey tee i e e een e PRESS TO STOP TEST f PFD1 and PFD2 Radar Altimeter 0 Feet Ground Reference Correlates to 0 feet radar altitude on PFD 1 and PFD 2 Altimeter displays RA TEST Annunciation enisi e ctetu REMOVED from PFD1 and PFD2 TAXI The following procedure should be accomplished while the aircraft is taxiing and prior to conducting the airplane s AFM BEFORE TAKEOFF RUNUP checklist NOTE Taxiing the aircraft before a valid GPS position has been acquired
119. cted aircraft 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 163 of 173 APPROACH BARO General All G1000 equipped King Air B300 B300C aircraft have enroute and terminal VNAV capability Airplanes that have system software 0985 07 or later installed have additional ability to conduct barometric based VNAV operations while conducting certain GPS approaches using an automatically generated temperature compensated glidepath It should be noted that the Approach Baro VNAV functionality is separate and distinct from enroute and terminal descent VNAV functions For GPS based LPV LNAV VNAV LNAV V and RNP approaches glidepath vertical guidance is normally provided via the Space Based Augmentation System SBAS system If SBAS is unavailable or disabled the G1000 will provide automatic temperature compensated glidepath vertical guidance on approaches that have LNAV VNAV minima published or on some approaches that are not authorized for SBAS No pilot action is required to receive the temperature compensated glidepath when SBAS is not available or allowed Refer to the GARMIN Pilot s Guide and Cockpit Reference Guide P N 190 01343 01 and 190 01344 01 Rev A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 Approach Baro VNAV function and operating instructions Temperature Compensation Final Approach Segment FAS Altimeter systems assume an ISA temperature model of 15 C
120. ctrical power failure including pulling the AFCS SERVOS circuit breaker Electrical power failure to the 710 Autopilot Mode Controller including pulling the MODE CTL circuit breaker e nternal autopilot system failure Malfunction of either AHRS two fully functional AHRS are required for the autopilot to function e Failure of the on side PFD e Depressing the red A P Y D DISC TRIM INTRPT button on the pilot s or copilot s if installed control wheel Actuating the left section of the manual electric trim split switch pilot s and copilot s control wheel e Pushing the AP button on the autopilot mode controller when the autopilot is engaged e Pushing the GO AROUND button on the left power lever non ESP equipped airplanes NOTE Pressing and holding the CWS control wheel steering switch on the left grip of the pilot s control wheel will disconnect the autopilot servos from the airplane flight controls as long as the CWS switch is depressed Upon release of the CWS switch the system will synchronize to the existing pitch and roll modes selected Review the Cockpit Reference Guide for more information 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 133 of 173 The following tables list the available AFCS vertical and lateral modes with their corresponding controls and annunciations The mode reference is displayed next to the active mode annunciation for Altitude Hold Vertical Speed and Fligh
121. d B300C King Air FAA APPROVED Page 53 of 173 ELECTRIC PITCH TRIM INOPERATIVE NOTE This condition may be accompanied by a red annunciation on the PFDs 1 Move both halves of pilot and copilot pitch trim switches to check for stuck switch 2 AFCS SERVOS Circuit Breaker sss enne PULL and RESET Right circuit breaker panel The autopilot will enter Pre Flight Test PFT mode when the AFCS SERVOS circuit breaker is reset If the autopilot successfully completes the Pre Flight Test re engage the autopilot reselect the desired autopilot modes and continue to use normally f the Pre Flight Test fails indicated by a red on the PFDs the autopilot yaw damper and electric pitch trim will be inoperative for the remainder of the flight If Operative 3 Useasrequired If still inoperative 3 TEIL aa MANUALLY TRIM AIRPLANE IN PITCH Using Elevator Tab Wheel NOTE The autopilot yaw damper and rudder boost may also be inoperative Many King Air B300 B300C aircraft require the yaw damper to be operative above 5 000 feet MSL and rudder boost continuously Refer to the Limitations section of the Aircraft Flight Manual or appropriate Airplane Flight Manual Supplement for further information In RVSM Airspace and Autopilot Inoperative 4 Altitude MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency proce
122. d inbound on Final Approach Course VERIFY eee te Course Pointer is set to the final approach course b intei eie c oe LPV or L VNAV is annunciated on the HSI GP Indicator Displays Ge VERIFY aie tale Babee ks SUSP is not displayed HSI SET Missed Approach Altitude In Altitude Preselect 5 MAINTAIN 120 KIAS OR GREATER Recommended 6 VERIFY eiae Airplane Captures and Tracks GPS Course and GP Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 100 of 173 FAA APPROVED 7 At Decision Altitude DA a A P Y D DISC TRIM INTRPT PRESS Continue visually for a normal landing Or b GO AROUND button on left power lever PRESS Execute Go Around Procedure NOTE If SBAS is unavailable before conducting an LNAV VNAV approach the G1000 will revert to baro VNAV operation with automatic temperature compensation on the final approach segment baro VNAV glidepath may be intercepted and flown in the same manner as an SBAS generated glidepath Refer to the 51000 Pilot s Guide 190 01343 01 Revision A or later for additional information on manually applying temperature compensation to other segments of an approach and approach minim
123. d to Affected Failed Side 1 XFR B tton on 710 55 2 ide ia pite diuites RE SELECT AS DESIRED If Both Air Data Temperature Inputs Have Failed 1 AFOS Vertical M d6 i itio iei bec cci asit e bip RE SELECT AS DESIRED 2 Continue the approach using LNAV only minima Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 70 of 173 FAA APPROVED VDI MISCOMPARE VNAV APPROACHES VDI MISCOMP on PFD If a difference in temperature compensated altitudes from the two air data computers differs by more than 50 feet an amber VDI MISCOMP annunciation will be displayed on both PFDs If a VDI MISCOMP Annunciation is Observed the PFDs 1 Altimeter 5 VERIFY both pilot and copilot have the correct barometric altimeter setting If VDI MISCOMP Annunciation Persists and Able to Determine Accurate VDI 2 Button on GMC 710 PRESS AS REQUIRED TO SELECT ACCURATE VDI SOURCE 3 APRMOdG 3 nte tte RE SELECT AS DESIRED If VDI MISCOMP Annunciation Persists and Unable to Determine Accurate VDI 2 Donotuse the VDI for vertical guidance information Approach may be continued to LNAV only minima LOSS OF RADIO TUNING FUNCTIONS 1 COM Frequency Toggle Button PRESS AND HOLD FOR
124. database has an area of coverage that includes the United States and Europe Use of the TAWS for navigation or terrain and or obstacle avoidance is prohibited NOTE The area of coverage may be modified as additional terrain data sources become available NOTE TAWS page and terrain display is intended to serve as a situational awareness tool only It may not provide the accuracy fidelity or both on which to solely base decisions and plan maneuvers to avoid terrain or obstacles To avoid unwanted alerts TAWS and or GPWS should be inhibited when landing at an airport that is not included in the airport database Garmin International holds an FAA Type 2 Letter of Acceptance LOA in accordance with AC 20 153 for database integrity quality and database management practices for the Terrain and Obstacle databases Flight crews and operators can view the LOA statuses and areas of degraded terrain performance by selecting the Type 2 LOA status quick link at www FlyGarmin com When responding to a TAWS Pull Up warning the autopilot must be immediately disconnected and the evasive maneuver hand flown by the pilot TRAFFIC AVOIDANCE SYSTEM LIMITS Use of the MAP TRAFFIC MAP Inset Map traffic display or the SVS display to maneuver the airplane for traffic avoidance without outside visual reference is prohibited The Traffic Information System TIS or optional Skywatch TAS Skywatch HP Honeywell KTA 870 and Garmin GTS 820 850 8000
125. de published for the procedure e g SID WHICHEVER IS HIGHER After departure the primary aircraft control must be by reference to the primary aircraft instruments The SVS and Pathway displays should be used to aid in awareness of the terrain and programmed flight path Prior to intercepting the programmed course the Pathway will be displayed as a series of magenta boxes with pointers at each corner that point in the direction of the programmed course The Pathway boxes will not be displayed on portions of the course line that would lead the pilot to intercept the course in the wrong direction As the aircraft approaches the center of the programmed course and altitude the number of Pathway boxes will decrease to a minimum of four Enroute When enroute the Pathway will be displayed along the lateral path defined by the flight plan at the altitude selected on the G1000 altitude selector Flight plan changes in altitude that require a climb will be indicated by the Pathway being displayed as a level path at the altitude entered for the current flight plan leg Because the G1000 system does not have information available to it about aircraft performance climb profiles are not displayed by the Pathway If the programmed flight plan includes one or more defined VNAV descent segments the descent path s will be displayed by the Pathway as prompted by the G1000 FMS If the flight plan includes a significant change in course at a waypoint
126. dure provides a glidepath gc detained HERE edet emus AS DESIRED 4 Established inbound on Final Approach Course FAF Active Waypoint a MERIEY zu veto hn Course Pointer is set to the final approach course b VERIFY xe citet tette LNAV V LP or LNAV is annunciated on the HSI VERIFY 4t rite uius GP Deviation Scale Displays if applicable d PRESELECT Minimum Descent Altitude MDA 5 MAINTAIN 120 KIAS OR GREATER Recommended Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 102 of 173 FAA APPROVED Some RNAV GPS or GNSS approaches provide a vertical descent angle aid flying a stabilized approach These approaches are NOT considered Approaches with Vertical Guidance Approaches that are annunciated on the HSI as LNAV or LNAV V are considered Nonprecision Approaches NPA and are flown to an MDA even though vertical glidepath GP information may be provided Approaches that are annunciated on the HSI as LP will not have vertical glidepath GP information provided Oo AP the EAE eem Descend via GP if LNAV V approach Use desired vertical mode to fly the approach s vertical profile if LNAV approach Use Altitude Preselect to level off at intermediate altitudes and at the MDA NOTE It is recommended to descend at 1000 ft min or less Descending at
127. dure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 5 Advise ATC of loss of the autopilot system Perform appropriate RVSM contingency procedures outlined in the operator s RVSM manual for the loss of automatic altitude hold capability Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 54 of 173 FAA APPROVED ELEVATOR MISTRIM amber or annunciation on PFD Indicates a mistrim of the elevator tab while the autopilot is engaged The autopilot will normally trim the airplane as required However during rapid acceleration deceleration or configuration changes momentary illumination of this message may occur accompanied by minor fluctuations in flight path If the autopilot is disconnected while this message is displayed high elevator control forces are possible In the event of sustained illumination the following procedure should be followed 1 2 Control Wheel hic hes ee eee ae GRIP FIRMLY Elevator Tab ROTATE SLOWLY IN THE DIRECTION OF INDICATED MISTRIM UNTIL ANNUNCIATION EXTINGUISHES If the annunciator stays extinguished and no other annunciations illuminate 3 Continue to operate the autopilot in a normal manner after the annunciation extinguishes If the annunciator remains illuminated or reappears with no changes
128. e DESCEND DESCEND descend at the rate depicted by the green fly to arc on the VSI nominally between 1 500 and 2 000 fpm MONITOR VERTICAL SPEED ensure that vertical speed is out of the illuminated VSI red arc until the RA is completed LEVEL OFF LEVEL OFF reduce vertical speed to zero feet per minute A green arc will be displayed on the VSI beginning at zero feet per minute This can be issued as the initial RA or as a subsequent RA e CLEAR OF CONFLICT range is increasing and separation is adequate Expeditiously return to the applicable ATC clearance unless otherwise directed by ATC e CLIMB CROSSING CLIMB CLIMB CROSSING CLIMB climb at the rate depicted by the green fly to arc on the VSI nominally between 1 500 and 2 000 fpm Safe separation will best be achieved by climbing through the threat aircraft s flight path DESCEND CROSSING DESCEND DESCEND CROSSING DESCEND descend at the rate depicted by the green fly to arc on the VSI nominally between 1 500 and 2 000 fom Safe separation will best be achieved by descending through the intruder s flight path MAINTAIN VERTICAL SPEED MAINTAIN continue the existing climb or descent rate or other vertical speed as depicted by the green fly to arc on the VSI e MAINTAIN VERTICAL SPEED CROSSING MAINTAIN continue the existing climb or descent rate or other vertical speed as depicted by the green fly to arc on the VSI Safe
129. e altitude preselect altitude reference Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 94 of 173 FAA APPROVED Vertical DIRECT TO To descend from the present position to a waypoint 1 Altitude Preselect scettr uer Aaa aetna see RESET 2 MNV Buttons quiete Ht i gh PRESS ME elige cc SELECT desired waypoint 4 gt Softkey Flight Plan PRESS Vertical DIRECT TO niei i br RD He ACTIVATE LATERAL MODES HEADING MODE HDG GIRO oit ote ntes PUSH to synch heading bug to current heading 2 HDG BUTTONiz cie tacite a EP rrr DATE PUSH HDG mode annunciated Knob Rotate to set heading bug to desired heading NAVIGATION VOR 1 Navigation Source SELECT using CDI softkey on PFD 2 Course PONET ides tede este dua coe ede SET using CRS knob 9 Intercept Heading e ESTABLISH in HDG or ROL mode 4 Mode Controler erein eet des PRESS NAV on mode controller 5 VOR will be annunciated in WHITE if the mode is armed or in GREEN if the VOR is the active lateral mode NOTE If the Course Deviation Indicator CDI is greater than one dot from center the autopilot will arm the NAV mode and indicate VOR in white on the PFD The pilot must ensure
130. e and terminal descents Vertical navigation is not available during climbs or descents between the final approach fix FAF and the missed approach point MAP Refer to the G1000 Cockpit Reference Guide and Pilot s Guide for additional information 1 Once clearance from has been received RESET Altitude Preselect to the vertical clearance limit 2 MNV Button nae PRESS within 5 minutes of the top of descent TOD NOTE If the VNV button is pressed more than 5 minutes before the TOD or the altitude preselect is not reset to a lower altitude VPTH will begin to flash inverse video white black when the aural alert Vertical Track annunciation sounds Pressing the VNV button and or resetting the altitude preselect to a lower altitude cancels the flashing and the AFCS will capture and track the vertical profile If VNV button is not pressed or the altitude preselect is not reset to a lower altitude VPTH stops flashing at the TOD and the airplane will remain in ALT mode and not descend ALTV will be the armed vertical mode during the descent if the altitude preselect is set to a lower altitude than the VNAV reference altitude This indicates the autopilot flight director will capture the VNAV altitude reference ALTS will be the armed mode during the descent if the altitude preselect is set at or above the VNAV reference altitude indicating that the autopilot flight director will capture th
131. e manually or execute missed approach 2 AP YD DISC TRIM INTRPT Button PRESS and RELEASE LOSS OF SELECTED LATERAL MODE HDG VOR GPS LOC VAPP 1 Autopilot mode 5 sss SELECT ANOTHER LATERAL MODE If on an instrument approach disconnect autopilot and continue manually or execute missed approach 2 DISC TRIM INTRPT Button PRESS and RELEASE YAW DAMPER AUTOMATIC DISCONNECT Amber Flashing YD Flashing amber YD in flight indicates that yaw damper has disconnected If the disconnect was not pilot initiated the yaw servo has failed The autopilot may be re engaged after a yaw servo failure NOTE Many King Air B300 B300C aircraft require the yaw damper to be operative above 5 000 feet MSL and rudder boost continuously Refer to the Limitations section of the Aircraft Flight Manual or appropriate Airplane Flight Manual Supplement for further information 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 57 of 173 YAW AXIS FAILURE Amber annunciator PFD 1 Indicates a failure of the yaw axis of the autopilot yaw damper will disconnect autopilot may be engaged and disengaged normally but the yaw damper and rudder boost will be inoperative 2 Ir AS DESIRED WARNING DO NOT USE THE AUTOPILOT ON A COUPLED ILS LOC LP LPV OR LNAV VNAV A
132. e na anna vx nasa n aaa 49 ESP ENGAGEMENT rece o vec eue vo eec ee o vec eue vo eec ere o vec eve Eo rec 50 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 37 of 173 Bolded checklist steps the EMERGENCY PROCEDURES section indicate pilot memory action items The pilot shall perform these items without reference to the checklist in this section AUTOMATIC FLIGHT CONTROL SYSTEM AUTOPILOT MALFUNCTION PITCH TRIM RUNAWAY These procedures supersede the airplanes UNSCHEDULED ELECTRIC PITCH TRIM ACTIVATION AFM checklist items If the airplane deviates unexpectedly from the planned flight path 1 Control ln en GRIP FIRMLY 2 AP YD DISC TRIM INTRPT Button PRESS AND HOLD Be prepared for high elevator control forces 3 Aircraft MAINTAIN REGAIN AIRCRAFT CONTROL use standby attitude indicator if necessary NOTE Do not release the AP YD DISC TRIM INTRPT Button until after pulling the AFCS SERVOS Circuit Breaker rudder boost will also be interrupted when the disconnect button is depressed 4 Elevator Trim edere RE TRIM if necessary using Elevator Tab Wheel 5 AFCO SERVOS Circuit Breake
133. e upper disengagement limit indication to be shown it will be drawn in a similar fashion to the engagement limit indication See Figure 18 for an example of the ESP roll indication when ESP is active with an extreme roll attitude In this case the left roll limit is the engagement limit and the two right roll ESP limits are the lower and upper disengagement limit indications Upper Disengagement Limit Indication depicted at 75 Figure 18 Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 139 of 173 The ESP roll limit indications not de cluttered when the aircraft is an extreme attitude ESP roll limit indications are not shown when ESP is not configured for a given installation ESP is not available as determined by the active GIA or the autopilot is engaged Autopilot Underspeed Protection For aircraft that have ESP installed the AFCS is able to detect and protect against underspeed situations while the autopilot is engaged When the AFCS is engaged in a non altitude critical mode LVL PIT FLC VS VNV and airspeed falls below the minimum threshold of 100 KIAS the AFCS automatically enters minimum airspeed mode A MINSPD annunciation appears above the airspeed tape and the AFCS causes the airplane to pitch down to maintain 100 KIAS An aural AIRSPEED alert will sound once when entering non altitude critical Under
134. eference system RNP APCH Hawker Beechcraft B300 and B300C King Air Page 10 of 173 190 00716 03 Rev 4 FAA APPROVED ELECTRONIC FLIGHT BAG The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120 76A Hardware Class 3 Software Type B Electronic Flight Bag EFB electronic aeronautical chart applications when using current FliteChart or ChartView data Additional operational approvals may be required Garmin International holds an FAA Type 2 Letter of Acceptance LOA in accordance with AC 20 153 for database integrity quality and database management practices for the FliteChart database Flight crews and operators can view the LOA status by selecting the Type 2 LOA status quick link at www FlyGarmin com For operations under 14 CFR Part 91 it is suggested that a secondary or backup source of aeronautical information necessary for the flight be available to the pilot in the aircraft The secondary or backup information may be either traditional paper based material or displayed electronically If the source of aeronautical information is in electronic format operators must determine non interference with the 51000 system and existing aircraft systems for all flight phases REDUCED VERTICAL SEPARATION MINIMUMS RVSM This aircraft has been evaluated in accordance with 14 CFR Part 91 Appendix Operations in Reduced Vertical Separation Minimum RVSM Airspace FAA Advisory Circular
135. er and rudder boost systems inoperative 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 39 of 173 MANUAL AUTOPILOT DISCONNECT If necessary the autopilot may be manually disconnected using any one of the following methods 1 AP YD DISC TRIM INTRPT PRESS and RELEASE Pilot s or Copilot s control wheel 2 AP Button Autopilot mode control PRESS Yaw damper remains engaged 3 Pitch Trim Switch Pilot s if installed Copilot s control wheel ACTIVATE Yaw damper remains engaged 4 GA switch For airplanes without ESP PRESS Left power lever yaw damper remains engaged 5 AFOS SERVOS 2 he e ete PULL Right circuit breaker panel AUTOPILOT ABNORMAL DISCONNECT Red AP flashing on PFD Continuous high low aural tone 1 DISC TRIM INTRPT 2 emen PRESS AND RELEASE to cancel disconnect tone 2 Aircraft Attitude inca nan dine MAINTAIN REGAIN AIRCRAFT CONTROL NOTE The autopilot disconnect may be accompanied by a red boxed PTCH pitch ROLL YAW or AFCS on the PFD indicating the axis which has failed or that the automatic flight control system has failed The autopilot cannot be re engaged with any of these annunciatio
136. erform appropriate RVSM contingency procedures outlined in the operator s RVSM manual for the loss of redundancy of primary altimetry systems If Unable to Identify Accurate Altitude Source 1 Avoid IFR conditions if possible consider diversion to visual conditions and LAND AS SOON AS PRACTICAL 2 Maintain altitudes based on LOWEST indicated altitude 3 Advise ATC of inability to verify correct altitude If in RVSM airspace perform appropriate RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude reporting capability 4 lf unable to descend in visual conditions plan an ILS or RNAV GPS or GNSS LNAV VNAV approach with course intercept well outside the Final Approach Fix FAF 5 Once glideslope or glidepath is captured determine most accurate altitude source when crossing FAF 6 Reference ILS Decision Altitude or GPS based approach Minimum Descent Altitude to most accurate altimeter based on FAF crossing WARNING VARIOUS TAWS ALERTS ARE BASED ON GPS ALTITUDE AND POSITION INFORMATION TAWS WARNINGS AND CAUTIONS ARE INDEPENDENT OF ADC DATA IF A TAWS WARNING OR CAUTION IS RECEIVED CONSIDER IT ACCURATE AND TAKE IMMEDIATE AVOIDANCE ACTION 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 61 of 173 AIRSPEED MISCOMPARE This message is displayed when the G1000 detects a difference of 7 KIAS or greater between the pilot s and copilot s
137. ermission to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed and to print one copy of this manual or of any revision hereto provided that such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice and provided further that any unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited GARMIN International Inc 1200 154 Street Olathe KS 66062 USA Telephone 913 397 8200 www garmin com Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 2 of 173 GARMIN International Inc Log of Revisions Pilot s Operating Handbook and FAA Approved Airplane Flight Manual Supplement for G1000 Integrated Avionics System and GFC 700 AFCS In Hawker Beechcraft B300 and B300C King Air Aircraft REV DATE OF FAA APPROVED NO NO S DESCRIPTION APPROVAL Robert G Murray ODA STC Unit 1 ALL Original Issue 05 11 2012 Administrator GARMIN International Inc ODA 240087 CE Robert G Murray ODA STC Unit 2 21 22 Revised AHRS areas 10 29 2012 Administrator operation GARMIN International Inc ODA 240087 CE Incorporate system software 0985 06 revised AHRS areas of operation added a VNAV Robert G Murray ODA STC Unit 3 ALL limitation revised 11 16 2012 Admini
138. ew instrument approach may be loaded into the flight plan 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 107 of 173 AUTOPILOT COUPLED GO AROUND ESP Equipped Airplanes Only Wheel es naw od GRASP FIRMLY 2 GO AROUND button left power lever PUSH Verify GA GA on PFD in lateral and vertical mode fields autopilot will not disengage Autopilot ec ctt VERIFY airplane pitches up following flight director command bars Balked bEandirig ce e Eee o EXECUTE Mode Control Panel PRESS NAV to Fly Published Missed Approach Procedure PRESS HDG to Fly ATC Assigned Missed Approach Heading NOTE The pilot is responsible for initial missed approach guidance in accordance with published procedure The G1000 may not provide correct guidance until the airplane is established on a defined leg of the procedure 6 Altitude 0021 VERIFY Set to appropriate altitude NOTE In ESP equipped airplanes when the GA button is pressed the Flight Director command bars will command 8 nose up and wings level the HSI nav source automatically switches to GPS the flight plan sequences to the first published missed approach leg and automatic leg sequencing resumes The autopilot will remain engaged and fly the published missed approach procedure once the airplane is establis
139. flight director modes Normal mode transitions will flash inverse video green black for 10 seconds before becoming steady green Abnormal mode transitions will flash amber for 10 seconds before the default mode is annunciated as the active mode Default autopilot flight director modes are Pitch PIT and Roll ROL modes The XFR button on the mode control panel selects the navigation attitude and air data inputs the autopilot flight director uses Pressing the XFR button transfers these selections to the opposite side and causes the autopilot flight director to drop selected lateral and vertical modes and engage the default PIT and ROL modes pilot must re select the desired modes VERTICAL MODES VERTICAL SPEED VS MODE Altitude Preselect nO URINE SET to Desired Altitude 2 Press VS Button no deese GREEN VS White ALTS annunciated on PFD 3 Vertical Speed ADJUST using UP DN Wheel 4 Green o pte rt te aes VERIFY UPON ALTITUDE CAPTURE FLIGHT LEVEL CHANGE FLC MODE 1 Altitude Preselect 2 ete Leid tanda SET to Desired Altitude 2 Press FLC Button GREEN FLC White ALTS annunciated on PFD 3 AIRSPEED References ui obest men nete tege RO rd ADJUST using UP DN Wheel 4 Greens AL ete tert fetus VERIFY UPON ALTITUDE CAPTURE NOTE If the a
140. gation approaches titled GPS RNAV GPS and RNAV GNSS For airplanes with system software FAA AC 0985 07 or later installed this includes procedures with RF RNP APCH 90 105 51 radius to fix legs LNAV minima EASA AMC 20 27 In accordance with AC 90 105 Part 91 operators except subpart K following the aircraft and training guidance in AC 90 105 are authorized to fly RNP APCH LNAV minima procedures Part 91 subpart 121 125 129 and 135 operators require operational approval Includes area navigation approaches titled RNAV GPS RNAV GNSS For airplanes with system software 0985 07 or later installed this includes procedures with RF radius to fix legs Vertical guidance is based on FAA AC GPS SBAS when within SBAS coverage and by baro RNP APCH 90 105 VNAV system software 0985 07 or later when outside LNAV VNAV_ EASA AMC 52 SBAS coverage minima 20 27 with CM AS 002 In accordance with AC 90 105 Part 91 operators except subpart K following the aircraft and training guidance in AC 90 105 are authorized to fly RNP APCH LNAV VNAV minima procedures Part 91 subpart K 121 125 129 and 135 operators require operational approval 190 00716 03 Rev 4 FAA APPROVED Hawker Beechcraft B300 and B300C King Air Page 9 of 173 Specification Reference Documents ICAO Flight Plan Code Notes RNP APCH LP minima FAA AC 90 107 N A For airplanes with system sof
141. greater than one dot from center the autopilot will arm the NAV mode and indicate GPS in white on the PFD The pilot must ensure that the current heading will result in a capture of the selected course If the CDI is one dot or less from center the autopilot will enter the capture mode when the NAV button is pressed and annunciate GPS in green on the PFD APPROACHES The G1000 is capable of performing many tasks for the pilot to reduce pilot workload during the approach and landing phases of flight The G1000 system references the Flight Plan to predict the pilot s intended actions Time permitting the pilot should keep the Flight Plan updated with the destination airport and the instrument approach to be flown This will keep the G1000 from performing tasks associated with the approach procedures entered in the flight plan if the approach plan changes ILS 1 Load the approach into the Active Flight VERIFY the G1000 tunes the proper ILS frequency 2 Approach SET on TMR REF page if not already set Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 96 of 173 FAA APPROVED If Flying Vectors To Final 3 Airplane on Vectors To Final a Mode Control Panel PRESS HDG to fly ATC radar vectors b PROC button on PFDs or MFD SELECT ACTIVATE VECTORS TO FINAL NOTE SUSP may annunciate on the HSI when Vectors To Final is
142. h roll and or heading information from AHRS Refer to GARMIN G1000 Cockpit Reference Guide and Pilot s Guide for additional information Interference from GPS repeaters operating inside nearby hangars or magnetic anomalies caused by nearby structures can cause an intermittent loss of attitude and heading displays while the aircraft is on the ground This is usually accompanied by a BOTH ON GPS 1 BOTH ON GPS 2 or LOI annunciation Moving the aircraft more than 100 yards away from the source of the interference should alleviate the condition Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and or heading display to indicate a failed condition As soon as the aircraft acquires a valid GPS position attitude and heading should return to normal WARNING DO NOT TAKE OFF WITHOUT VALID NORMAL ATTITUDE AND HEADING DISPLAYS In Flight If Both Sides Ta Ate ec a bit MONITOR using standby attitude gyro 2 WSHLD Switches Pilot and Copilot sss OFF NOTE The magnetic compass is erratic during windshield anti ice and or air conditioner operation With windshield anti ice OFF windshield may form fog or frost on the inside surface The windshield anti ice should be turned off only long enough to reference magnetic compass or the pilot should descent to a warmer altitude if terrain fuel and endurance permit ELEC HEAT
143. he programmed flight path When the aircraft is well off course the pathway will be displayed as a number boxes floating in the sky along the programmed lateral and vertical path the aircraft intercepts the programmed flight path the number of boxes displayed will be reduced to a maximum of four to avoid cluttering the PFD display The pathway is only displayed for navigation paths that are fully defined by the sensor in use Because a fully defined lateral and vertical path through space is not defined by them a Pathway is not displayed for heading legs VOR LOC BC or ADF segments When the Pathway is displayed the color of the boxes indicates the sensor generating the path If the GPS sensor is in use the boxes will be magenta colored If the LOC sensor is defining the path in use the boxes will be green The Pathway boxes are 100 ft in vertical dimension and approximately 380 ft horizontally from the center of the box The Pathway presentation is intended only to aid the pilot in awareness of the programmed flight path location relative to the airplane s current position The pathway is not intended for use as a primary reference in tracking the navigation path If a GPS based descent profile has been programmed either on the G1000 flight plan page or as part of an approach or STAR the descent will be displayed by the Pathway Climb paths are never displayed by the Pathway profile requires a climb the Pathway will be displayed
144. he rudder boost system is disabled if the RUDDER BOOST switch is OFF and is interrupted when the AP YD DISC TRIM INTRPT button is pressed The amber caution annunciator RUD BOOST OFF is retained from the original caution advisory status annunciator panel to indicate that the rudder boost system is unavailable due to the rudder boost control Switch being in the OFF position the AP YD DISC TRIM INTRPT has been pressed on either yoke or if a fault in the rudder boost system has rendered it inoperative Electric Pitch Trim The pitch trim servo provides manual electric pitch trim capability when the autopilot is not engaged Pilot commands to the AFCS are entered through the GMC 710 Autopilot Mode Controller mounted in the center of the cockpit under the airplane s glareshield The GMC 710 controller also controls the heading bug navigation course selector on each PFD and the altitude preselect Other components of the autopilot include four servos that also contain autopilot processor control wheel mounted elevator trim switches copilot s side optional control wheel mounted autopilot yaw damper disconnect and trim interrupt switch AP YD DISC TRIM INTRPT control wheel mounted CWS Control Wheel Steering switch and a Go Around switch mounted in the left power lever knob Hawker Beechcraft B300 and B300C King Air 190 00716 03 4 132 173 The following conditions will cause the autopilot to disconnect e Ele
145. hed on a segment of the missed approach procedure and NAV mode is selected The flight plan can only contain one approach procedure at a time If the pilot attempts to load another instrument approach at this time the airplane will depart from the missed approach procedure and turn directly towards the first waypoint in the new approach Do not attempt to load or activate a new approach while flying the missed approach procedure until ready to fly the new approach Recommended Procedures Following a Missed Approach 1 To repeat the instrument approach procedure currently loaded into the flight plan a Activate Vectors To Final if being radar vectored by ATC Or b flying the entire instrument approach procedure activate a DIRECT TO the desired initial waypoint Follow the appropriate procedure for the instrument approach being flown 2 To proceed to an alternate airport This procedure will allow the pilot to enter the route to the alternate before leaving the missed approach holding fix a Highlight the first enroute waypoint in the flight plan b Begin entering waypoints in the desired route order Do not attempt to load a new approach at this time c CLR all waypoints after the last waypoint in the route to the alternate and the currently loaded instrument approach header d When ready to proceed to the alternate highlight the first enroute waypoint in the route to the alternate airport ACTIVATE a DIRECT TO that waypoint
146. il VOR navigation source To be used for the approach displays d Course POolnter Set to inbound course if not already set 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 103 of 173 e Mode Control Panel PRESS APR verify VAPP armed If Flying Full Approach Including Transition 3 Airplane cleared to an initial approach fix a ACTIVATE THE APPROACH from the PROC page Or ACTIVATE a DIRECT TO P gt the IAF b gt E a ied ted a edd ee ali dade dine et ad SELECT GPS Mode Control PRESS NAV GPS mode 9 icis oo eed Loi Lee ete AS DESIRED e When Established Inbound to the FAF PRESS CDI softkey until VOR navigation source to be used for the approach displays Autopilot Flight Director Mode will automatically change to ROL f Course Pointer eiie etes Set to inbound course if not already set 9 Mode Control Panel PRESS APR verify VAPP active or armed 4 Established Inbound on Final Approach Course VERIFY au itt ett Course Pointer is set to the inbound course b VERIFY he ein ei fete VOR is annunciated on the HSI NOTE If the Course Deviation Indicator CDI is greater than one dot from center the autopilot will arm the VAPP mode and indicate VAPP in white on the PFD The pilot must ensure that the curre
147. ilot s right subpanel Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 148 of 173 STATIC The normal static system has two separate sources of static air One source is connected to the pilot s air data computer ADC1 and the other is connected to the copilot s air data computer ADC2 and the standby instruments Each of the normal static air lines opens to the atmosphere through two static air ports one on each side of the aft fuselage four ports total An alternate static air line is also provided for the pilot s air data computer ADC1 In the event of a failure of the pilot s normal static air source e g if ice accumulations should obstruct the static air ports the alternate source can be selected by lifting the spring clip retainer off the PILOT S EMERGENCY STATIC AIR SOURCE valve handle located on the right side panel and moving the handle aft to the ALTERNATE position This will connect the alternate static air line to the pilot s air data computer ADC1 The alternate line is open to the unpressurized area just aft of the rear pressure bulkhead When the alternate static air source is not needed ensure that PILOT S EMERGENCY STATIC AIR SOURCE valve handle is held in the forward NORMAL position by the spring clip retainer WARNING THE PILOT S AIRSPEED AND ALTIMETER INDICATIONS CHANGE WHEN THE ALTERNATE STATIC AIR SOURCE IS IN USE REFER TO THE AIRSPEED CALIBRATION ALTERNATE SYSTEM AND
148. in airspeed or configuration from the previous trimmed condition 3 4 7 Control ete et dese Dou e demde GRIP FIRMLY Elevator Tab 2 2 ROTATE SLOWLY IN THE DIRECTION OF INDICATED MISTRIM UNTIL ANNUNCIATION EXTINGUISHES CADIN SIG MM ER NO SMOKE amp FSB Ensure passengers are seated with seat belts securely fastened AP YD DISC TRIM INTRPT PRESS and RELEASE Pilot s or Copilot s control wheel Pitch Trim USING ELEVATOR TAB WHEEL MANUALLY RE TRIM AIRPLANE Autopilot should be considered inoperative until the cause of the mistrim has been investigated and corrected Yaw damper may be re engaged and used normally In RVSM Airspace and Autopilot Inoperative 7 Altitude once MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement Advise of loss of the autopilot system Perform appropriate RVSM contingency procedures outlined in the operator s RVSM manual for the loss of automatic altitude hold capability 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 55 of 173 RUDDER MISTRIM amber RUD annunciation on PFD Indicates a mistrim of the rudder while the autopilot
149. in softkey Synthetic Vision softkey Traffic Advisory Terrain Awareness and Warning System Traffic Collision Avoidance System Temperature Traffic Information System Timer Take off Top of Descent Technical Standard Order AFCS VOR Approach Mode Voice Call Out Volts DC Vertical Deviation Indicator Visual Descent Point Visual Flight Rules Very High Frequency Visual Meteorological Conditions Maximum operation limit speed in knots Vertical Navigation Toggles the FLC Vertical Navigation button on the GMC 710 AFCS Mode Controller VHF Omni directional Range Vertical path Vertical Speed Wide Area Augmentation System WAAS Fault Detection Exclusion World Geodetic System 1984 Windshield Hawker Beechcraft B300 and B300C King Air Page 16 of 173 190 00716 03 Rev 4 FAA APPROVED XFR Transfer button on the GMC 710 AFCS Mode Controller XM XM satellite system XPDR Transponder YD Yaw Damper 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 17 of 173 This page intentionally left blank Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 18 of 173 FAA APPROVED Section 2 Limitations INTRODUCTION The G1000 Cockpit Reference Guide for Hawker Beechcraft King Air 300 B300 series GARMIN part number 190 01344 01 Revision A or later must be immediately available to the flight crew during all phases of flight when system software 0985 07 is installed
150. initial advisory has been completed and the TCAS airplane is projected to have adequate altitude separation from the intruder The initial RA is said to weaken indicating a return towards the original flight path or clearance is allowed When the initial advisory weakens the green band on the VSI is repositioned to indicate level flight the magnitude of the red band decreased and LEVEL OFF LEVEL OFF is announced The modified RA indicates a return to level flight so that the altitude displacement in response to the initial RA can be minimized This RA will remain displayed until the CLEAR OF CONFLICT aural annunciation is issued Following the weakening advisory will greatly reduce the ultimate altitude deviation caused by the original corrective resolution advisory After deviating from ATC clearance or instruction in response to a TCAS RA notify ATC of the deviation as soon as possible Following a TCAS Il CLEAR OF CONFLICT advisory the pilot should expeditiously return to the applicable ATC clearance unless otherwise directed by ATC The threat aircraft track or altitude information can be lost during an RA If so the RA will terminate without a CLEAR OF CONFLICT annunciation TCAS II resolution advisories are annunciated by the following voice messages along with the expected pilot response e CLIMB CLIMB climb at the rate depicted by the green fly to arc on the VSI nominally between 1 500 and 2 000 fpm
151. ion Bright Circuit Breaker Course Deviation Indicator Code of Federal Regulations Clear Communication radio Course Control Wheel Steering Hawker Beechcraft B300 and B300C King Air Page 12 of 173 190 00716 03 Rev 4 FAA APPROVED DA DC DG DH DL LTNG DME DN DR EC EFB EIS ELEC ENT ESP FAF FD FLC FLTA FMS FPM FSB FSD ft ft min GA GCU GDC GDU GEA GEN GEO GFC GIA GMC GP GPS Decision Altitude Direct Current Directional Gyro Decision Height Connext Data Link Lightning Distance Measuring Equipment Down Dead Reckoning Error Correction Electronic Flight Bag Engine Indication System Electrical Enter Electronic Stability and Protection Final Approach Fix Flight Director AFCS Flight Level Change mode or FLC button on the GMC 710 AFCS mode controller Forward Looking Terrain Avoidance Flight Management System Flight Path Marker or Feet Per Minute Fasten Seat Belts Full Scale Deflection Feet Feet Minute Go around Garmin Control Unit Garmin Air Data Computer Garmin Display Unit Garmin Engine Airframe Unit Generator Geographic Garmin Flight Control Garmin Integrated Avionics Unit Garmin Mode Control Unit GPS Glide Path Global Positioning System 190 00716 03 Rev 4 FAA APPROVED Hawker Beechcraft B300 and B300C King Air Page 13 of 173 GPWS GRS GS GSA GSR GTS GWX HDG HITS HPa HSI IAF IAP IAS ICAO IFR ILS in Hg INH ITT KIA
152. ions apply to WARNINGS CAUTIONS and NOTES found throughout the handbook WARNING Operating procedures techniques etc which could result in personal injury or loss of life if not carefully followed CAUTION Operating procedures techniques etc which could result in damage to equipment if not carefully followed NOTE Operating procedures techniques etc which is considered essential to emphasize 190 00716 03 Rev 4 Hawker Beechcraft B300 and King Air FAA APPROVED Page 7 of 173 OPERATIONAL APPROVALS G1000 GNSS GPS SBAS NAVIGATION SYSTEM EQUIPMENT APPROVALS The Garmin G1000 Integrated Avionics GNSS navigation system installed in this airplane is a GPS system with a Satellite Based Augmentation System SBAS comprised of two TSO C145a Class 3 approved Garmin GIA 63Ws TSO C146a Class 3 approved Garmin GDU 104X and GDU 1500 Display Units GARMIN GA36 and GA37 antennas and GPS software version 3 2 or later approved version The G1000 GNSS navigation system in this airplane is installed in accordance with AC 20 138C The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this airplane complies with the requirements of AC 20 138C and is approved for navigation using GPS and GPS SBAS within the coverage of a Satellite Based Augmentation System signals complying with ICAO Annex 10 for IFR en route terminal area non precision approach and approach procedures with vertical guidance operatio
153. is autopilot and flight director system which provides the pilot with the following features Autopilot AP Autopilot operation occurs within the pitch roll and pitch trim servos It also provides servo monitoring and automatic flight control in response to flight director steering commands AHRS attitude and rate information and airspeed Flight Director FD Two flight directors each operating independently within their respective GIA and referred to as pilot side and copilot side Commands for the selected flight director are displayed on both PFDs The flight director provides e Command Bars showing pitch roll guidance e Vertical lateral mode selection and processing e Autopilot communication Yaw Damper YD The yaw servo is self monitoring and provides Dutch Roll damping and turn coordination in response to yaw rate roll angle vertical acceleration and airspeed Rudder Boost The GFC 700 incorporates the rudder boost capabilities rudder boost is enabled by setting the pedestal mounted control switch placarded RUDDER BOOST OFF to the RUDDER BOOST position The system senses engine torque from both engines When the difference in these torques exceeds a preset level the yaw servo is activated and deflects the rudder to assist pilot effort in maintaining directional control The servo contribution is proportional to the engine torque differential Trimming of the rudder must be accomplished by the pilot T
154. is engaged The autopilot cannot trim the airplane in yaw During large changes in airspeed engine failure or single engine operation illumination of this message may occur If the autopilot is disconnected while this message is displayed high rudder pedal forces and yawing motion are possible The following procedure should be followed Rudder Pedals ecce deti darte ee dient neni EE HOLD FIRMLY 2 Rudder Tab ROTATE SLOWLY IN THE DIRECTION OF INDICATED MISTRIM UNTIL ANNUNCIATION EXTINGUISHES If the annunciator stays extinguished and no other annunciations illuminate 3 Continue to operate the autopilot in a normal manner after the annunciation extinguishes If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the previous trimmed condition ttt enint in bb rete P HOLD FIRMLY 4 Rudder Tab ROTATE SLOWLY IN THE DIRECTION OF INDICATED MISTRIM UNTIL ANNUNCIATION EXTINGUISHES DISCONNECT 6 Rudder Tab MANUALLY RE TRIM AIRPLANE NOTE Yaw Damper should be considered inoperative until the cause of the mistrim has been investigated and corrected The rudder boost may also be inoperative Many King Air B300 B300C aircraft require the yaw damper to be operative above 5 000 feet MSL and
155. ishes If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the previous trimmed condition 3 Control Wheel ecce eiie ce Ric etel etx DR RR E Ada E De RR GRIP FIRMLY 4 Aileron Tab Knob ROTATE SLOWLY IN THE DIRECTION OF INDICATED MISTRIM UNTIL ANNUNCIATION EXTINGUISHES NEST SMOKE amp FSB Ensure passengers are seated with seat belts securely fastened 6 AP YD DISC TRIM INTRPT PRESS and RELEASE Pilot s or Copilot s control wheel 7 Trim USING AILERON TAB KNOB MANUALLY AIRPLANE The autopilot should be considered inoperative until the cause of the mistrim has been investigated and corrected Yaw damper may be re engaged and used normally In RVSM Airspace and Autopilot Inoperative 7 ANU MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 8 Advise ATC of loss of the autopilot system Perform appropriate RVSM contingency procedures outlined in the operators RVSM manual for the loss of automatic altitude hold capability 190 00716 03 Rev 4 Hawker Beechcraft B300 an
156. isplay Microwave Landing System Maximum operation limit speed in Mach Minimum Navigational Performance Specifications Mean Sea Level North Atlantic Track Navigation or AFCS navigation mode or NAV button on the GMC710 AFCS Mode Controller Next Generation Radar XM Weather Product Nautical Mile Non precision Approaches Outside Air Temperature Omni Bearing Selector Override Part Number Premature Descent Alert Primary Flight Display Pre Flight Test AFCS pitch mode Pilot s Operating Handbook Precision Area Navigation Procedure button on the GDU or GCU 477 Pounds per Square Inch Pitch Radar Altimeter or Radar Altitude or TCAS Resolution Advisory Radius to Fix Area Navigation Required Navigation Performance AFCS roll mode Revolutions per Minute Reduced Vertical Separation Minimums Satellite Based Augmentation System Simplified Directional Facility Standard Instrument Departure 190 00716 03 Rev 4 FAA APPROVED Hawker Beechcraft B300 and B300C King Air Page 15 of 173 SPD STAR STBY STC STD SUSP SVS SYN TERR SYN VIS TA TAWS TCAS TEMP TIS TMR TO TOD TSO VAPP vco VDI VDP VFR VHF VMC VNAV VNV VOR VPTH vs WAAS WFDE WGS 84 WSHLD Speed button on the GMC 710 AFCS Mode Controller speed between Mach and IAS references Standard Terminal Arrival Route Standby Supplemental Type Certificate Standard Suspend Synthetic Vision System Synthetic Terra
157. itudes the field at the bottom of this pop up page reads CANCEL COMPENSATION Displayed waypoint altitudes should remain constant Because the compensation may originally be computed when the aircraft is at a much higher altitude than the approach waypoint altitudes compensation of published waypoint altitudes on the active flight plan page is based on the temperature 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 165 of 173 reported at the field elevation rather than using the measured static air temperature at the aircraft altitude Rather than adjusting the measured altitude displayed as uncompensated barometric altitude on the altimeter temperature compensation is applied to each published approach waypoint altitude shown in the active flight plan This includes approach waypoints in the initial intermediate final and missed approach segments When the altimeter reaches the barometric altitude displayed in the active flight plan for the waypoint this geopotential altitude is the original published MSL altitude for the waypoint Only published approach waypoint altitudes shown on the active flight plan are temperature compensated No altitude outside a published approach procedure no user entered altitude and no altitude shown as a flight level is temperature compensated Temperature compensation of published waypoint altitudes on the active flight plan page is not dependent on use of barometric altitude f
158. ltitude preselect is not changed before selecting FLC the autopilot may re capture the current altitude immediately after entering FLC mode Always ensure that the altitude preselect is adjusted prior to selecting FLC Pressing the SPD button while in FLC Mode toggles the airspeed reference between KIAS and Mach FLC will automatically transition from Mach to KIAS reference during a descent when the current Mach reference equals 260 KIAS FLC will not automatically transition from KIAS to a Mach reference during a climb 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 93 of 173 ALTITUDE HOLD ALT MODE MANUAL CAPTURE At the desired altitude PRESS ALT Button on Mode Controller 22nGreen uo reet LIC eR t t VERIFY on PFD If climbing or descending when the ALT button is pressed the aircraft will overshoot the reference altitude and then return to it The amount of overshoot will depend on the vertical speed when the ALT button is pressed ENROUTE AND TERMINAL VERTICAL NAVIGATION VNAV VNAV Descent Vertical navigation will only function when the navigation source is GPS navigation VNAV will not function if the navigation source is VOR Localizer or ADF The airplane s heading must be within 75 of the desired GPS course and within 10 NM cross track error in order for VNAV to function VNAV functions only for enrout
159. ly seated access panels orhatches Refer to Figure 1 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 85 of 173 H FWD i 12 INCHES _ STATIC PORTS E s i y 12 INCHES 14 INCHES 10 INCHES i Figure 1 RVSM Critical Region Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 86 of 173 FAA APPROVED BEFORE ENGINE STARTING These procedures should be conducted during the airplane s AFM BEFORE ENGINE STARTING checklist items after the battery has been turned on and both AHRS have aligned NOTE Autopilot preflight test will not begin until both AHRS have aligned Autopilot Pre Flight test begins when the white PFT message is displayed on each PFD Autopilot Pre Flight test has successfully completed when the white PFT message extinguishes and the autopilot disconnect tone sounds CAUTION A red PFT or AFCS annunciator indicates a malfunction within the autopilot system The autopilot yaw damper and electric elevator trim will be inoperative The rudder boost may be inoperative 1 Automatic Autopilot Preflight COMPLETE a Red AFCS ILLUMINATED DURING AHRS ALIGNMENT b Red AFCS Annunciator EXTINGUISHES When Autopilot Preflight Test Begins c White
160. mation Refer to the G1000 Cockpit Reference Guide for additional information 1 Altimeter 6 VERIFY both pilot and copilot have the correct barometric altimeter setting 2 Pilot s and Copilot s COMPARE with Standby Altimeter WARNING THE STANDBY ALTIMETER USES THE SAME STATIC SOURCE AS THE COPILOT S SIDE AIR DATA COMPUTER ADC2 DO NOT USE STANDBY ALTIMETER AS SOLE SOURCE IN DETERMINING CORRECT ALTITUDE If Pilot and Standby Altimeter Agree Copilot Altimeter Differs NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement SENSOR Softkey Copilot PRESS 4 ADGA SOMKCY HE PRESS 5 PFD Displays CONFIRM BOTH ON ADC annunciator is displayed on both PFDs e In RVSM Airspace Altitude CROSS CHECK USING STANDBY ALTIMETER Record each altimeter reading for contingency procedure use 7 Advise ATC of loss of redundancy of primary altimetry systems Perform appropriate RVSM contingency procedures outlined in the operator s RVSM manual for the loss of primary altimetry systems 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 59 of 173 If Copilot and Standby Altimeter Agree Pilot Altimeter
161. ments for the G1000 system and components 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 173 of 173
162. moved from both PFDs and the 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 79 of 173 GLIDESLOPE GLIDEPATH DEVIATION INHIBIT TAWS A Only or For airplanes equipped with TAWS A the glideslope or glidepath deviation alerting function may be inhibited to stop alerting if desired Refer to GARMIN G1000 Cockpit Reference Guide for additional information To Inhibit Glideslope or Glidepath Alerting 1 Display the MAP TAWS A page 2 GS INF or GP INH Softkey ciere egre e iain edie PRESS 3 Verify a ora annunciation displays on both PFDs and in the lower right corner of the MFD To Enable Glideslope or Glidepath Alerting if Inhibited 1 Display the MAP TAWS A page 2 GS or GP Softkey a ge dne xao d qux RI Edna reus PRESS 3 Verify the or annunciation is removed from both PFDs and the MFD NOTE The GS INH or GP INH softkeys are only available for selection below 1000 radar altitude with the landing gear DOWN and the aircraft sufficiently below the Glideslope or Glidepath to generate a deviation alert TAWS TAWS FAIL 5 N A 5 FAIL 1 If the amber TAWS status annunciator is displayed on the PFDs and MFD the system will no longer provide TAWS alerting or display relative terrain and obstacle elevations The crew must maintain compliance with procedures that ensure minimum terrain and obstacle separation
163. mperature between the compressor turbine and the power turbines A digital indication combined with the pointer gives a resolution of 1 C The torquemeters give an indication in percent torque being applied to the propeller A digital indication combined with the pointer gives a resolution of 0 2 Propeller Autofeather annunciations are located adjacent the torquemeters to the upper right of each indicator When the autofeather system is armed the green AFX annunciations will be posted The propeller tachometer reads directly in revolutions per minute A digital indication combined with the pointer gives a resolution of 10 RPM or gas generator tachometer is in percent of RPM based on a figure of 37 500 RPM at 100 Maximum continuous gas generator speed is limited to 39 000 RPM or 104 0 Ny A digital indication combined with the pointer gives a resolution of 0 1 RPM The fuel flow indicators give an indication of fuel consumption in pounds of fuel per hour A digital indication combined with the pointer gives a resolution of 1 Ib hr The oil pressure indicator displays oil pressure in PSI A digital indication combined with the pointer gives oil pressure a resolution of 1 psi The oil temperature indicator displays oil temperature in Degrees Celsius digital indication combined with the pointer gives oil temperature a resolution of 1 C A propeller synchroscope located above and between the propeller tachome
164. nce before starting the engines T BAT Switch Master Switch 2 eae tois egeo a cece ON Use Pilot s Audio Panel and Com 1 to Obtain ATC Clearance then 2 BAT Switch Master OFF PREFLIGHT INSPECTION The following procedure is in addition to the AFM PREFLIGHT INSPECTION procedure and required only if the airplane is RVSM compliant and will be operated in an RVSM environment RIGHT AFT FUSELAGE 1 Right Side Fuselage Skin and Static CHECKED 2 Verify that the static port openings are smooth and round and that there is no foreign material in the static port openings Visually inspect the fuselage skin in the RVSM critical region defined by markings in the vicinity of the static ports to verify the absence of skin defects physical damage or large gaps and steps in the skin surface caused by improperly seated access panels orhatches Refer to Figure 1 Right side mirrors the Left LEFT AFT FUSELAGE 1 Left Side Fuselage Skin and Static sss em CHECKED 2 Verify that the static port openings are smooth and round and that there is no foreign material in the static port openings Visually inspect the fuselage skin in the RVSM critical region defined by markings in the vicinity of the static ports to verify the absence of skin defects physical damage or large gaps and steps in the skin surface caused by improper
165. ncy procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 10 Perform appropriate RVSM contingency procedures outlined in the operators RVSM manual for the loss of automatic altitude hold capability AUTOPILOT PRE FLIGHT TEST FAIL Red annunciator on PFD 1 Indicates the AFCS system failed the automatic Pre Flight test The autopilot yaw damper and electric elevator trim are inoperative and the rudder boost system may be inoperative The Flight Director may still function 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 43 of 173 AUTOPILOT OVERSPEED RECOVERY Amber MAXSPD annunciation on PFD 1 Power pen S SG00 S SS nw REDUCE When overspeed condition is corrected 2 RESELECT VERTICAL MODE if necessary NOTE Overspeed recovery mode provides a pitch up command to decelerate the airplane at or below the maximum autopilot operating speed 263 KIAS 0 58 or Vre 202 or 158 KIAS if the flaps are extended Overspeed recovery is not active in altitude hold ALT glideslope GS or glidepath GP modes AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY ESP Equipped Aircraft Only Red Warning Annunciator the PFDs ESP equipped aircraft also be accompanied by an amber
166. nd 850 C is time limited to 20 seconds g ITT starting limit at 1000 C red triangle is time limited to 5 seconds h Within transient ITT values the ITT indicator will display green digits and a white pointer After 20 seconds between 820 C and 850 C or above 1000 C for more than 5 seconds in Starting Mode the ITT digital indication will flash alternating red and white background with a flashing red pointer for 5 seconds After 5 seconds of flashing the indication is steady white digits red background and the pointer is red Normal Mode while above 850 C the indication immediately begins flashing for 5 seconds before displaying steady white digits on a red background and a red pointer Maximum reverse propeller operation is limited to 1650 RPM speed Propeller speeds between 1735 RPM 1870 RPM are time limited to 20 seconds To account for power setting accuracy and steady state fluctuations inadvertent propeller RPM excursions up to 1735 RPM are time limited to 7 minutes DW a ems A 2 Hawker Beechcraft B300 and B300C King Air Page 20 of 173 190 00716 03 Rev 4 FAA APPROVED When within transient RPM values the torque indicator will display green digits and a white pointer After 7 minutes above 1735 RPM or after 20 seconds between 1735 and 1870 RPM the digits will flash alternating red and white background with a flashing red pointer for 5 seconds After 5 seconds of flashing
167. ns The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this airplane complies with the equipment performance and functional requirements to conduct RNAV and RNP operations in accordance with the following table Reference ICAO Flight Documents Plan Code Notes Specification GPS Class II navigation in oceanic and remote navigation without reliance on other long range navigation systems when used in conjunction with the 51000 WFDE RNAV 10 FAA Order Prediction program part number 006 A0154 01 RNP 10 A1 010 G 1000 00 or later approved version 8400 12C Oceanic This does not constitute an operational approval Part 91 Part 91 subpart K 121 125 and 135 operators require operational approval FAA AC B RNAV 90 96A RNAV 5 CHG 1 B2 This does not constitute an operational approval Europe EASA AMC 20 4 Includes RNAV Q and T routes FAA AC In accordance with AC 90 1004 Part 91 operators except RNAV 2 90 100A C2 subpart K following the aircraft and training guidance in AC 90 1004 are authorized to fly RNAV 2 and RNAV 1 procedures Part 91 subpart K 121 125 129 and 135 operators require operational approval Includes RNAV terminal departure and arrival procedures In accordance with AC 90 1004 Part 91 operators except RNAV 1 a D2 subpart K following the aircraft and training guidance in AC 90 100A are authorized to fly RNAV 2 and RNAV 1 procedures
168. ns present Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 40 of 173 FAA APPROVED AUTOPILOT FAILURE Red 888 on PFD Red AP flashing on PFD Continuous high low aural tone 1 3 AP YD DISC TRIM INTRPT Button PRESS to cancel disconnect tone If red AFCS is displayed the autopilot yaw damper and manual electric pitch trim will be inoperative Advise ATC of loss of autopilot system NOTE A loss of the autopilot may also cause yaw damper and rudder boost to be inoperative Many King Air B300 B300C aircraft require the yaw damper to be operative above 5 000 feet MSL and rudder boost continuously Refer to the Limitations section of the Aircraft Flight Manual or appropriate Airplane Flight Manual Supplement for further information te etes MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement Perform appropriate RVSM contingency procedures outlined in the operators RVSM manual for the loss of automatic altitude hold capability 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 41 of 173 PITCH AXIS FAILURE Red annunciator on PFD 1 Indic
169. ns and runway highlight If APTSIGNS is selected a sign post along with a representation of the runways will be plotted on the SVS display for nearby airports that are contained in the G1000 airport database The signpost will become visible when you are within approximately 15nm of the airport The text identifier for the airport will be displayed inside the airport sign when the aircraft reaches approximately 8 nm from the airport Once the aircraft reaches approximately 4 5 nm from the airport the airport sign will be removed but the runways presentation will remain If an approach to a specific runway has been loaded and activated that runway will be highlighted on the SVS display When on an approach the highlight for the approach runway will be considerably larger than normal to assist in visually acquiring the runway The oversized highlight will automatically shrink around the runway depiction so that the runway is proportionally displayed when the aircraft is within approximately of the threshold Runway highlighting is displayed even if APTSIGNS are turned off 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 153 of 173 TAWS AND GPWS Refer to the GARMIN Pilot s Guide and Cockpit Reference Guide P N 190 01343 01 and 190 01344 01 Rev A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 TAWS and GPWS system functions and operating instructions Most of the G
170. nt heading will result in a capture of the selected course If the CDI is one dot or less from center the autopilot will enter the capture mode when the APR button is pressed and annunciate VAPP in green on the PFD 5 Airspeed MAINTAIN 120 KIAS OR GREATER Recommended Atthe Use desired vertical mode to fly the approach s vertical profile Use Altitude Preselect to level off at intermediate altitudes and at the MDA NOTE It is recommended to descend at 1000 ft min or less Descending at a higher rate or reaching MDA too far before the Visual Descent Point VDP could cause TAWS or GPWS alerts If a TAWS or GPWS WARNING is issued immediately follow the TAWS OR GPWS WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS 7 AFTER LEVELING AT MDA SET Missed Approach Altitude In Altitude Preselect Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 104 of 173 FAA APPROVED BACK COURSE 1 Load the approach into the Active Flight VERIFY the G1000 tunes the proper LOC frequency 2 Approach Minimums SET ON TMR REF page if not already set If Flying Vectors To Final 3 Airplane on Vectors To Final a Mode Control PRESS HDG to fly radar vectors b PROC button on PFDs or SELECT ACTIVATE
171. ny display in reversionary mode Do not take off with any of the following messages displayed in the ALERTS window 51 FAIL and GPS2 FAIL simultaneously PFD1 SERVICE GPS NAV LOST PFD2 SERVICE GIA1 SERVICE GMA1 SERVICE GIA2 SERVICE GMA2 SERVICE MFD SERVICE GEO LIMITS The G1000 system must be turned on and operated for at least 30 minutes before takeoff if ground outside air temperature is 40 C 40 F or below The following temperature limitations apply only to aircraft with G1000 systems installed per Garmin drawing 005 00629 00 Revision 6 or previous and not modified by Garmin service bulletin No 1375 eDo not takeoff if the PFD1 FAN FAIL PFD2 FAN FAIL or MFD FAN FAIL is displayed in the ALERTS window AND the Outside Air Temperature is greater than 41 C 106 F AND cabin air conditioning is inoperative eDo not takeoff if GIA1 FAN FAIL or GIA2 FAN FAIL is displayed in the ALERTS window AND the Outside Air Temperature is greater than 42 C 107 F eGround operation of the G1000 system is limited to 18 minutes when the Outside Air Temperature is greater than 47 C 116 F AND cabin air conditioning is inoperative For airplanes with system software 0985 06 or earlier use of VNAV is prohibited during the intermediate segment of an approach that includes a teardrop course reversal VNAV will become Unavailable at the beginning of the teardrop segment of the course reversal Use of is prohi
172. o the normal flight envelope Once the aircraft returns to within the normal flight envelope ESP will deactivate the autopilot servos When the normal flight envelope thresholds have been exceeded for more than approximately 10 seconds ESP Autolevel Mode is activated Autolevel Mode engages the AFCS to bring the airplane back into straight and level flight based on 0 roll angle and 0 fpm vertical speed aural ENGAGING AUTOPILOT alert sounds and the Flight Director mode annunciation will indicate LVL for the pitch and roll modes Anytime an ESP mode is active the pilot can interrupt ESP by using either the Control Wheel Steering CWS or Autopilot Disconnect AP DISC switch or simply override ESP by overpowering the AFCS servos The pilot may also disable ESP by accessing the Multi Function Display MFD AUX SYSTEM SETUP 2 page on the MFD and manually disabling ESP Once the flight has ended and power is removed from the G1000 system ESP will default to Enabled on the next power up 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 137 of 173 PFD display symbology implemented for ESP is illustrated in Figures 16 through 18 All other indications on the GDU displayed in the examples are to provide position reference for the ESP system symbology The values indicated are not representative of a condition required to activate ESP e When the GDU receives information from the GIA indicating that ESP is not
173. of the internal lighting for the standby attitude indicator standby altimeter and standby airspeed indicator Controls the brightness of the Multi Function Display OVERHEAD PED amp SUBPANEL LIGHTS Controls the brightness of the backlighting of the overhead light control panel and internal lighting of the overhead electrical gauges throttle quadrant backlighting internal lighting for pedestal mounted gauges and the MFD Controller panel backlighting and the subpanel backlighting SIDE PANEL Controls the brightness of the backlighting of the right side circuit breaker panel the left side circuit breaker panel and the fuel gauge panel CLOCKS Controls the brightness of the clocks mounted in the pilot s and copilot s control wheels COPILOT PFD Controls the brightness of the copilot s PFD Separate rheostat switches individually control the instrument indirect lights in the glareshield and overhead map lights PITOT AND STATIC SYSTEM PITOT The pitot heads are the sources of impact air for the operation of the flight instruments A heated pitot mast is located on each side of the lower portion of the nose Tubing from the left pitot mast is connected to the pilot s air data computer ADC1 and tubing from the right pitot mast is connected to the copilot s air data computer ADC2 and the standby airspeed indicator The switch for the PITOT LEFT RIGHT OFF is located in the ICE PROTECTION group on the p
174. opaque white diamond Indicates intruding aircraft is within 1200 feet and within a 6 nm range but still not considered a threat Resolution Advisory RA red box indicates intruding aircraft is closing to within 15 to 35 seconds of a potential collision RA s include vertical guidance maneuvers designed to increase to maintain vertical separation from intruding aircraft Resolution Advisory Off Scale gt red box Indicates RA beyond the selected map range off scale Traffic Advisory TA amber circle O Indicates hazardous intruding aircraft closing to within 25 48 seconds of a potential collision Traffic Advisory Off Scale gt amber circle Indicates traffic advisory beyond the selected display range Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 158 of 173 Vertical Speed Display RAs may be categorized into preventative and corrective RAs The system issues a preventative RA to prevent vertical maneuvers During an RA vertical guidance indications appear on the Vertical Speed indicators of the PFD to provide visual pitch cues for the flight crew to use to achieve or maintain vertical separation from intruding traffic Figure 20 The flight direction will NOT provide guidance necessary to satisfy the RA command While an RA is occurring a red vertical bar appears on the VSI scale to indicate the range of vertical speeds to be avoided during the RA If the current aircraft ver
175. or vertical guidance on the final approach segment and is therefore available for any type of approach Use of temperature compensation to adjust the vertical deviation along the final approach segment and display of temperature compensated waypoint altitudes on the active flight plan page are two separate features Enabling the display of temperature compensated altitudes on the active flight plan page for published approach waypoints is independent of using temperature compensated altitude to compute vertical deviation along the final approach segment 110 30 110 98 122 875 118 009 com nevz118 38 110 90 136 975 125 300 CONFIGURATION COME ee TEMPERATURE COMPENSATION INVALID TEMPERATURE TEMP AT KSTJ 11 DEBEC faf 2500 COMPENSATED ALT 26601 ACTIVATE COMPENSATION Approach K RUKNE iof Press CLR to cancel FILUX DEBEC 357 2500 HIBGE 357 2 4NM 1720ri RW35 mop 357 PN TOCDU mahp 357 12 9NM 30001 HOLD 177 nu p CURRENT VNV PROFILE ACT VNV WPT 3100FT ot RUKNE iof FPH FPA 3 0 SELECTED WAYPOINT WEATHER Press the FPL key to view the previous page Figure 25 Temperature Compensation Pop Up Page Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 166 of 173 Display of Compensated Altitudes To differentiate altitude values that have been adjusted for temperature compensation from uncompensated altitudes and user entered altitudes small slant text i
176. ors To Final a Mode Control PRESS HDG to fly ATC radar vectors b PROC button on PFDs or GCU SELECT ACTIVATE VECTORS TO FINAL NOTE SUSP may annunciate on the HSI when Vectors To Final is selected The flight plan will automatically unsuspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish iud uita en VERIFY CDI automatically changes to LOC Course pointer slews to the front course d ie rae e Ug Edu ed ave nd ne dd AS DESIRED e Mode Control Panel PRESS NAV verify LOC armed Pressing the NAV button will arm the autopilot flight director to capture Localizer and prevent Glideslope from arming or capturing if the glideslope is inoperative or out of service Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 98 of 173 FAA APPROVED If Flying Full Approach Including Transition 3 Airplane cleared to an initial approach fix a ACTIVATE THE APPROACH from the PROC page Or ACTIVATE a DIRECT TO P gt the IAF We SELECT GPS Nav Source c Mode Control PRESS NAV GPS Mode NOTE The airplane will n
177. ow land contours large water features and towers and other obstacles over 200 ft AGL including buildings that are included in the G1000 obstacle database In order to provide a clean uncluttered PFD display cultural features on the ground such as roads and highways railroad tracks cities and political boundaries state county lines are not displayed on the PFD even if those features are selected for display on the MFD colors used to display the terrain elevation contours are similar to those used on the MFD map The terrain display also includes a north south east west grid to assist in orientation relative to the terrain Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 150 of 173 The terrain display is intended to serve as awareness tool only It may not provide either the accuracy or fidelity or both on which to solely base decisions and plan maneuvers to avoid terrain or obstacles Navigation must not be predicated solely upon the use of the TAWS Terrain or Obstacle data displayed by the G1000 SVS system The Terrain Obstacle Airport databases have an area of coverage as detailed below terrain database has an area of coverage from North 90 Latitude to South 90 Latitude in longitudes e The obstacle database has an area of coverage that includes the United States and Europe NOTE The area of coverage may be modified as additional terrain data sources become available
178. r nen poto e Depot ides PULL Right circuit breaker panel NOTE Pulling the AFCS SERVOS circuit breaker will render the autopilot yaw damper and rudder boost systems inoperative 6 AP YD DISC TRIM INTRPT RELEASE WARNING IN FLIGHT DO NOT OVERPOWER THE AUTOPILOT THE TRIM WILL OPERATE IN THE DIRECTION OPPOSING THE OVERPOWER FORCE WHICH WILL RESULT IN LARGE OUT OF TRIM FORCES DO NOT ATTEMPT TO RE ENGAGE THE AUTOPILOT OR USE MANUAL ELECTRIC PITCH TRIM UNTIL THE CAUSE OF THE MALFUNCTION HAS BEEN CORRECTED Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 38 of 173 FAA APPROVED maximum altitude lost during malfunction tests was Cruise 258 Feet Descent 755 Feet Maneuvering 130 Feet Glideslope Glidepath Approach 68 Feet Non Precision Approach 90 Feet UNSCHEDULED RUDDER BOOST ACTIVATION These procedures supersede the airplane s UNSCHEDULED RUDDER BOOST ACTIVATION AFM checklist items Rudder boost operation without a large variation of power between the engines indicates a failure of the system 1 AP YD DISC TRIM INTRPT 2 PRESS AND HOLD 2 iD ach e RE OFF If Condition Persists 3 AFCS SERVOS Circuit PULL 4 Perform Normal Landing NOTE Pulling the AFCS SERVOS circuit breaker will render the autopilot yaw damp
179. r Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 136 of 173 ELECTRONIC STABILITY amp PROTECTION ESP Electronic Stability and Protection ESP is an optional function on a GFC 700 equipped airplane that uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the aircraft s normal pitch roll and airspeed envelopes Electronic Stability and Protection is invoked when the pilot allows the airplane to exceed one or more conditions beyond normal flight defined below Pitch attitude beyond normal flight 20 17 e attitude beyond normal flight 45 e High airspeed beyond normal flight Above 263 KIAS or 58M The conditions that are required for ESP to be available are e Pitch and Roll servos available e Autopilot not engaged e Global Positioning System GPS altitude above ground based TAWS terrain data base is more than 200 feet e Aircraft is within the autopilot engagement envelope 50 in pitch and 75 in roll Protection for excessive pitch roll and high airspeed is provided when the limit thresholds are first exceeded which engages the appropriate servo in ESP mode at a nominal torque level to bring the airplane back within the normal flight envelope If the airplane deviates further from the normal flight envelope the servo torque will increase until the maximum torque level is reached in an attempt to return the aircraft int
180. r s RVSM manual for the loss of redundancy of primary altimetry systems If Copilot and Standby Airspeed Indicator Agree Pilot Airspeed Differs NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 2 Pilot and CopilotAl Hawker Beechcraft B300 B300C King Air 190 00716 03 Rev 4 Page 62 of 173 FAA APPROVED If Pilot s and Copilot s Altitude Agree 3 Airspeed 120 KIAS MINIMUM on slowest indicator 4 Monitor all three airspeed indicators during changes in power or altitude to determine which indicators are inaccurate Indications of inaccurate airspeed include change in indicated airspeed when power change and altitude maintained e Indicated airspeed increases when climbing or decreases when descending 5 Use SENSOR softkey to select most accurate ADC on the affected PFDs SEE Treo eT RESUME NORMAL SPEEDS If Pilot s and Copilot s Altitude Do Not Agree 3 Referto Abnormal Procedures ALT MISCOMP procedure to determine most accurate ADC PITCH MISCOMPARE LIES This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilots and copilot s pitch attitude of more than 5 degrees Refer to GARMIN G1000 Cockpit Reference Guide for additional information 1 Referto STANDBY ATTITUDE indicator to determine which AHR
181. re Engine Parameter Indications Are Flagged On Only One Engine 1 Adjust power using the remaining indications and comparing to the opposite engine LOSS OF NAVIGATION DATA LATERAL DEVIATION BAR NOT PRESENT AND OR GLIDESLOPE INDEX CLEARS This indicates a loss of data from the selected NAV source Refer to GARMIN G1000 Cockpit Reference Guide for additional information T PRESS SELECT ALTERNATE NAVIGATION SOURCE 2 CONFIRM a valid navigation source is displayed giving valid navigation guidance INACCURATE FLIGHT DIRECTOR DISPLAY Indicated by one or both flight directors commanding attitude contrary to intended flight path 1 AP YD DISC TRIM INTRPT Button lt PRESS Pilot s or Copilot s control wheel Attitude eee CROSS CHECK BOTH PFDs with the Standby Attitude Indicator Flighit Director Modes t Ee Eb MH RESELECT AS DESIRED NOTE If continued use of the flight director is desired it is recommended that only basic modes i e ROL and PIT be selected initially If this proves satisfactory HDG and ALT may then be selected Ensure navigation systems are set up correctly prior to attempting to engage NAV mode 4 ENGAGE AS DESIRED if flight director commands are appropriate If unable to restore Flight Director ish PRESS to remove Flight Direc
182. required to sustain flight Fluctuations of plus or minus 10 psi are acceptable During extremely cold starts oil pressure may reach 200 psi red triangle flight oil pressures above 135 psi but not exceeding 200 psi are permitted only for the duration of the flight MANEUVER LIMITS No changes have been made to the aircraft s maneuver limits Hawker Beechcraft Super King Air B300 and B300C are Commuter Category airplanes Acrobatic maneuvers including spins are prohibited OPERATIONS IN RVSM AIRSPACE The airplane is not permitted to operate in RVSM airspace if the static ports are damaged or if damage or surface irregularities are found within the RVSM critical region The pilot and copilot PFDs must display the on side ADC information for operations in RVSM airspace 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 21 of 173 61000 INTEGRATED AVIONICS SYSTEM The GARMIN G1000 Cockpit Reference Guide P N 190 01344 01 Rev A or later FAA accepted revision must be immediately available to the flight crew during all phases of flight Tuning of the COM and NAV radios using the GCU477 controller must be done from the left seat pilot s station and only referencing the pilot s PFD Required flight crewmembers must wear and use headsets when the overhead cockpit speaker audio is selected OFF Do not take off unless all display units are installed and operational Do not take off with a
183. rimary system is most accurate NOTE When comparing indicated altitude to GPS altitude deviations from standard temperature or pressure can cause indicated altitude to deviate from GPS altitude Those errors are largest at high altitude Below 10 000 feet with the correct local altimeter setting set GPS altitude will usually be within 600 feet or better of the correct indicated altitude Use the following guidelines to help estimate correct altitude from non standard conditions Temperatures WARMER than standard can cause GPS altitude to read HIGHER than indicated altitude Pressures LOWER than standard cause GPS altitude to read HIGHER than indicated altitude Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 60 of 173 FAA APPROVED If Able to Identify Accurate Altitude Source 1 Autopilot ALT DISENGAGED 2 Use SENSOR softkey to select most accurate ADC on both PFD s 3 Confirm BOTH ON ADC or annunciators are displayed on both PFDs 4 Autopilot ALT ENGAGE AS DESIRED e In RVSM Airspace 5 Altitude CROSS CHECK USING STANDBY ALTIMETER Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 6 Advise ATC of loss of redundancy of primary altimetry systems P
184. rport selection must be based upon an LNAV approach or an available ground based approach for which the aircraft is equipped to fly For airplanes that have system software 0985 07 or later installed alternate airport selection may based upon LNAV LNAV VNAV when baro VNAV is used or other available ground based approaches for which the aircraft is equipped to fly Alternate planning may include the use of an LNAV MDA h for circling or LNAV VNAV DA h when baro VNAV is active The navigation equipment required to join and fly an instrument approach procedure is indicated by the title of the procedure and notes on the IAP chart Use of the GARMIN G1000 GPS SBAS receivers to provide navigation guidance during the final approach segment of an ILS LOC LOC BC LDA 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 25 of 173 SDF MLS or other type of approach not approved for or GPS navigation is prohibited When using the G1000 VOR LOC GS receivers to fly the final approach segment VOR LOC GS navigation data is must be selected and presented on the CDI of the pilot flying For airplanes that have system software 0985 07 or later installed all VNAV altitude constraints must be manually entered by the flight crew The system will not auto nominate VNAV altitude constraints Navigation information is referenced to WGS 84 reference system and should only be used where the Aeronautical Information P
185. rudder boost continuously Refer to the Limitations section of the Aircraft Flight Manual or appropriate Airplane Flight Manual Supplement for further information NEP odds ENGAGE In RVSM Airspace and Autopilot Inoperative 8 Altitude 2 2 MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record each altimeter reading for contingency procedure use NOTE The standby altimeter must be corrected for position error using the Altimeter Correction Standby System chart in the Performance section of this supplement 9 Advise ATC of loss of the autopilot system Perform appropriate RVSM contingency procedures outlined in the operator s RVSM manual for the loss of automatic altitude hold capability Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 56 of 173 FAA APPROVED FLASHING AMBER MODE ANNUNCIATION NOTE Abnormal mode transitions those not initiated by the pilot or by normal sequencing of the AFCS will be annunciated by flashing the disengaged mode in amber on the PFD Upon loss of a selected mode the system will revert to the default mode for the affected axis either ROL or PIT After 10 seconds the new mode PIT or ROL will be annunciated in green LOSS OF SELECTED VERTICAL MODE FLC VS VPTH ALT GS GP 1 Autopilot mode 5 SELECT ANOTHER VERTICAL MODE If on an instrument approach disconnect autopilot and continu
186. s due to unsuitability of the magnetic fields near the Earth s poles 1 2 3 North of 84 North latitude at all longitudes South of 70 South latitude at all longitudes South of 55 South latitude between longitude 120 E and 165 E Region south of Australia and New Zealand NOTE The Garmin G1000 system is not designed for use as a polar navigator and operation outside the approved operating area is prohibited 190 00716 03 Rev 4 Hawker Beechcraft B300 and King Air FAA APPROVED Page 27 of 173 AUTOPILOT OPERATION LIMITS One pilot must remain seated at the controls with seatbelt fastened during all autopilot operations Do not use autopilot or yaw damper during takeoff and landing The GFC 700 AFCS preflight test must complete successfully prior to use of the autopilot flight director or manual electric trim The maximum fuel imbalance with the autopilot engaged is 300 pounds Minimum speed for autopilot operation is 100 KIAS Maximum speed limit for autopilot operation is unchanged from the airplane s maximum airspeed limit Autopilot coupled ILS LOC LP LPV or LNAV VNAV approaches with the yaw damper inoperative or not engaged is prohibited The autopilot must be in ROL mode while switching between MAGNETIC and TRUE navigation angles For airplanes that have GRS 7800 AHRS installed the autopilot must be in ROL mode while switching between AHRS DG FREE and DG SLAVE Modes
187. s engaged and NAV mode is selected The flight plan can only contain one approach procedure at a time If the pilot attempts to load another instrument approach at this time the airplane will depart from the missed approach procedure and turn directly towards the first waypoint in the new approach Do not attempt to load or activate a new approach while flying the missed approach procedure until ready to fly the new approach Recommended Procedures Following a Missed Approach 1 To repeat the instrument approach procedure currently loaded into the flight plan a Activate Vectors To Final if being radar vectored by ATC Or b f flying the entire instrument approach procedure activate a DIRECT TO the desired initial waypoint Follow the appropriate procedure for the instrument approach being flown 2 To proceed to an alternate airport This procedure will allow the pilot to enter the route to the alternate before leaving the missed approach holding fix a Highlight the first enroute waypoint in the flight plan b Begin entering waypoints in the desired route order Do not attempt to load a new approach at this time c CLRall waypoints after the last waypoint in the route to the alternate and the currently loaded instrument approach header d When ready to proceed to the alternate highlight the first enroute waypoint in the route to the alternate airport ACTIVATE a DIRECT TO that waypoint e When enroute to the alternate a n
188. s used by the G1000 system Figure 26 on altitude constraints that have temperature compensation applied Temperature compensated altitudes may be white cyan or subdued cyan to indicate reference altitudes altitudes used for vertical guidance and invalid altitudes respectively Altitudes shown as a flight level e g FL350 and user entered altitudes are never temperature compensated by the system 18 38 118 58 1 55 136 975 118 000 com wuz110 30 136 975 118 000 conz CONFIGURATION NORTH UP ACTIVE FLIGHT PLAN INVALID KMCI KSTJ Enroute KMCI KSTJ 340 29 9NM 4000 Approach KSTJ RNAV LNAV VNAV RUKNE iaf 202 11 6NM 3388r i FILUX 087 5 NM 2890 DEBEC fuf 357 6 8NM 2 5 Hoe iuc RW35 35r EXIT 1160 357 0 TOCDU mahp DONIP HOLD T CURRENT VNV PROFILE WPT 3000 ot RUKNE iaf FPA 3 0 DEV EST A a Press the FPL key to view the previous page AND CLARK VILLAGE MAP NEW WPT VIEW VNV PROF CNCL VNV VNV ATK OFST ACT LEG SHW CHRT a a a a a a a a Figure 26 Display of Temperature Compensated Altitudes 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 167 of 173 Temperature Compensation of Approach Minimums To enable temperature compensation of the minimum altitude a new option TEMP COMP has
189. se update cycles Manual course or frequency changes can be made to override the auto loaded values in the G1000 database whenever an ILS approach is loaded into the G1000 via the FMS ADVISORY messages will post in the ALERTS window on the PFDs prompting the pilot verify course and or frequency information Use the latest published instrument approach procedure information to verify all course and frequency information While flying ILS approaches with manually overridden course or frequency information For airplanes with TAWS A installed the Glideslope Deviation Alerting GSD will be function normally e f SVS Pathways are turned on for display they must be turned off prior to turning inbound onto the final approach course to prevent possible confusion This is because the pathway display is also dependent on accurate database information to display proper guidance If SVS Pathways are Displayed While Flying a Manually Overridden Frequency or Course on an ILS Approach Prior to Turning Inbound on the Final Approach Course 1 PFD Softkey on PFD1 and or 2 PRESS 2 SYN VIS nire dte ea te aie ee o eae PRESS PATHWAY Softkey PRESS TO REMOVE PATHWAY DISPLAY 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 69 of 173 LOSS OF TEMPERATURE INPUT BARO VNAV APPROACHES VDI COMP on PFD Airplanes that have system software 0985 07
190. separation is best achieved by not altering the existing vertical speed and climbing or descending through the threat s flight path Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 156 of 173 The following voice messages annunciate enhanced TCAS II maneuvers when initial RA does not provide sufficient vertical separation The tone and inflection indicate increased urgency INCREASE CLIMB INCREASE CLIMB climb at the rate depicted by the green fly to arc on the VSI nominally between 2 500 and 3 000 fom Received after CLIMB advisory and indicates additional climb rate is required to achieve safe vertical separation from a maneuvering aircraft INCREASE DESCENT INCREASE DESCENT descend at the rate depicted by the green fly to arc on the VSI nominally between 2 500 3 000 fom Received after DESCEND advisory and indicates additional descent rate is required to achieve safe vertical separation from a maneuvering aircraft CLIMB CLIMB NOW CLIMB CLIMB NOW climb at the rate depicted by the green fly to arc the VSI nominally between 1 500 and 2 000 Received after a DESCEND resolution advisory and indicates a reversal in direction is required to achieve safe vertical separation from a maneuvering threat aircraft DESCEND DESCEND NOW DESCEND DESCEND descend at the rate depicted by the green fly to arc on the VSI nominally between 1 5
191. speed Protection If the AFCS is engaged in an altitude critical mode ALT GS GP and GA and the aural stall warning is played for more than 1 second the AFCS will maintain a wings level roll attitude and pitch the aircraft down at 1kt sec to maintain an airspeed that will cause the aural stall warning to stop playing plus 2 KIAS Also an aural AIRSPEED alert will sound every 5 seconds All Underspeed Protection modes are exited automatically when there is enough aircraft performance to follow the originally selected flight director mode and reference Coupled Go Around ESP equipped aircraft are capable of flying fully coupled go around maneuvers Pressing the GA button on the left power lever will not disengage the autopilot Instead the AP will attempt to capture and track the flight director command bars If insufficient aircraft performance is available to follow the commands the AFCS will enter altitude critical Underspeed Protection mode after approximately 10 seconds GA mode is the only ESP associated mode that can be engaged below 200 AGL GPS altitude Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 140 of 173 FLIGHT INSTRUMENTS G1000 FLIGHT INSTRUMENTS Flight instruments an integrated part of the G1000 system system descriptions operating instructions and abnormal failure indication refer to the Cockpit Reference and Pilot s Guides STANDBY FLIGHT INSTRUMENTS There are
192. strator temperature limitations revised GARMIN International Inc TAWS database coverage areas ODA 240087 CE miscellaneous editorial corrections repaginated Incorporate system software 0985 07 revised AHRS areas of 6 operation to account for GRS RAUST 7800 installations 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 3 of 173 This page intentionally left blank Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 4 of 173 Table of Contents SECTION Gela dida id ds bola bordi da Devo bla bled iri he ct 7 Section 2 Limitations Lii 18 Section 3 Emergency Procedures 37 Section Abnormal Procedures 51 Section 4 Normal Procedures a xao 83 Section 5 Pelformangoe uin ccu RUE 112 Section 6 Weight and Balance 115 Section 7 Systems Description cessere nennen 117 Section 8 Handling Service and Maintenance 173 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 5 of 173 This page intentionally left blank Hawker Beechcraft B300 and B300C
193. t Level Change modes The NOSE UP DN Wheel can be used to change the vertical mode reference while operating under Pitch Hold Vertical Speed or Flight Level Change Mode Increments of change and acceptable ranges of values for each of these references using the NOSE UP DN Wheel are also listed in the table AFCS VERTICAL MODES Reference Change Vertical Mode Control Annunciation Reference Range 20 Nose up B Pitch Hold default PIT 0 5 20 Nose Down Level TES LVL 0 fpm Selected Altitude x ALTS Capture Altitude Hold ALT Key ALT nnnnnFT Vertical Speed VS Key VS nnnn FPM 4000 to 4000 fpm 100 fom Flight Level Change IAS Hold FLC nnn KT 100 to 263 kt 1 kt Flight Level FLC Key Change Mach FLC 0 25 to 0 58 0 01 Hold Vertical Path Tracking VNAV VNV Key KETE VNV Target Altitude Capture Glidepath GP Glideslope APR Key GS Takeoff on ground GA Switch ne Go Around in air GA ALTS arms automatically when PIT VS FLC TO or GA is active and under VPTH when the Selected Altitude is to be captured instead of the VNV Target Altitude ALTV arms automatically under VPTH when the VNV Target Altitude is to be captured instead of the Selected Altitude ESP equipped aircraft only LVL mode is entered from an automatic engagement of the autopilot due to the aircraft remaining outside of the normal flight envelope for an
194. t envelope for an extended amount of time The CWS Button does not change lateral references for Heading Select Navigation Backcourse or Approach modes The autopilot guides the aircraft back to the Selected Heading Course upon release of the CWS Button The autopilot may be engaged within the following ranges Pitch 50 nose up to 50 nose down Roll x75 If the above pitch or roll limits are exceeded while the autopilot is engaged the autopilot will disconnect Engaging the autopilot outside of its command limits but within its engagement limits will cause the autopilot to return the aircraft within command limits autopilot is capable of commanding the aircraft in the following ranges Pitch 20 nose up to 20 nose down Roll 25 or 30 while using a GPS lateral mode 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 135 of 173 The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the following range Pitch 50 nose up to 50 nose down Roll 75 If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD the flight director will be removed decluttered from the display until the aircraft is within display limits ELECTRIC ELEVATOR TRIM Electric elevator trim is standard with the G1000 system installation The electric elevator trim can be operated manually by the pilot using the pitch trim switches
195. ta sources and the airplane s in flight weather radar OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX 500 STORMSCOPE Stormscope lightning information displayed by the G1000 system is limited to supplemental use only The use of the Stormscope lightning data on the NAVIGATION MAP and or MAP STORMSCOPE page for hazardous weather thunderstorm penetration is prohibited Stormscope lightning data on the MAP NAVIGATION MAP or MAP STORMSCOPE page is intended only as an aid to enhance situational awareness of hazardous weather not penetration is the pilots responsibility to avoid hazardous weather using official weather data sources and the airplane s weather radar PLACARDS On Instrument Panel above the Standby Attitude Indicator STANDBY ALT AS ALTITUDE FEET 5 S L TO 21 000 263 21 000 TO 25 000 242 25 000 TO 30 000 217 ABOVE 30 000 194 Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 30 of 173 FAA APPROVED KINDS OPERATION LIMITS The Hawker Beechcraft B300 B300C is approved for the following types of operations when the required equipment as shown in the airplane AFM POH Kinds of Operations Equipment List supplemented by the Kinds of Operations Equipment List from other applicable Airplane Flight Manual Supplements and the Kinds of Operations Equipment List contained in this Airplane Flight Manual Supplement is installed and operable VFR Day Night
196. ters indicates propeller synchronization When the propellers are operating at the same RPM the display will show stationary diamond symbols As one propeller begins to turn faster than the other propeller the diamonds will begin to move towards the faster turning propeller and transition into an arrowhead pointing towards the faster turning propeller The transition to a full arrowhead is complete when the propeller speed difference is equal to 50 RPM This instrument aids the pilot in obtaining synchronization of the propellers Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 142 of 173 PROPELLER SYNCHROPHASER A push button ON OFF switch is located on the instrument panel below the pilot s PFD that turns the propeller synchrophaser ON and OFF To turn the propeller synchrophaser ON push the PROP SYNC switch A green ON annunciator will illuminate when the system is on To turn the propeller synchrophaser OFF push the PROP SYNC switch Refer to the Systems Description section in the airplane s original Pilot s Operating Handbook and FAA Approved Airplane Flight Manual for a description of the synchrophaser and its operation ELECTRICAL SYSTEM INVERTERS The two solid state inverters are not needed with the G1000 system and have been removed POWER DISTRIBUTION There are no changes to the electrical power generation power feeders control or fault protection AVIONICS ELECTRICAL EQUIPMENT BUS CONNECTIO
197. that the current heading will result in a capture of the selected course If the CDI is one dot or less from center the autopilot will enter the capture mode when the NAV button is pressed and annunciate VOR in green on the PFD NAVIGATION GPS DIRECT TO 1 Navigation Source SELECT GPS Using the CDI Softkey on PFD 2 Select PRESS the button on the PFDs From the DIRECT TO page activate DIRECT TO a waypoint 3 Controllers SELECT NAV on mode controller GPS will be annunciated in GREEN on the PFDs 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 95 of 173 NAVIGATION GPS OBS Mode Navigation Source SELECT GPS using the CDI softkey on PFD Select PRESS the B button on the PFDs From the DIRECT TO page activate DIRECT TO a waypoint OBS Softkey tiae ere ON PFD PRESS OBS softkey Gourse Polnter eed a MER Dee e tne Pe SET using CRS knob Intercept Feading ESTABLISH in HDG or ROL mode Mode SELECT NAV on mode controller GPS will be annunciated in WHITE if the mode is armed or in GREEN if the GPS is the active lateral mode If Course Deviation Indicator CDI is
198. the GPS sensor If the FPM is above the horizon line the airplane is climbing and similarly if the FPM is below the horizon line the airplane is descending If the airplane is flying in a crosswind the FPM will be offset from the center of the display In that case the center of the PFD airplane reference symbol indicates the airplane heading and the FPM indicates the direction that the airplane is actually moving taking into account the crosswind The FPM indicates the current path of the airplane but does not predict the future path If aircraft attitude power setting airspeed crosswind etc are changed the FPM will move to indicate the new path resulting from those changes If the FPM is below the terrain or obstacle displayed behind it on the PFD the current aircraft path will not clear that terrain or obstacle If the FPM is above that terrain or obstacle the aircraft will clear the terrain or obstacle IF AND ONLY IF THE CURRENT AIRCRAFT CONFIGURATION IS MAINTAINED AND 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 151 of 173 THE AIRCRAFT PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL CLIMB GRADIENT UNTIL PAST THE TERRAIN OR OBSTACLE Pathway BE If PATHWAY is enabled on the SVS menu of the PFD and a defined navigation path has been entered on the G1000 the SVS system will display a pathway sometimes called a highway in the sky or HITS The pathway is a perspective representation of t
199. the indication is steady white digits red background and the pointer is red Above 1870 RPM the indication immediately begins flashing for 5 seconds before displaying steady white digits on a red background and a red pointer m Oil temperature limits are 40 C and 110 C However temperatures between 99 C and 110 C are limited to a maximum of 10 minutes When between 99 C and 110 C the oil temperature indicator will display black digits on a yellow background for 10 minutes After 10 minutes or immediately if above 110 C the indication will immediately flash alternating red and white background with a flashing red pointer for 5 seconds After 5 seconds of flashing the indication is steady white digits red background and the pointer is red Below 0 C to 40 C the digital indication will be black digits on a yellow background Below 40 C the digital indication will be white digits on a red background n Normal oil pressure is 90 to 135 psi at gas generator speeds above 72 With engine torque below 62 minimum oil pressure is 60 psi at normal oil temperature 60 70 C Oil pressures under 90 psi are undesirable Under emergency conditions to complete a flight a lower oil pressure limit of 60 psi is permissible at a reduced power not to exceed 62 torque Oil pressures below 60 psi are unsafe and require that either the engine be shut down or a landing be made at the nearest suitable airport using the minimum power
200. three 2 74 inch standby instruments that are arranged vertically directly to the right of the pilot s Primary Flight Display e Standby attitude indicator e Standby altimeter e Standby airspeed indicator The standby attitude indicator located at the top of the stack is normally powered by the Triple Fed Bus In the event of total loss of aircraft electrical power there is a standby battery that will power the standby attitude indicator for at least 30 minutes The second instrument in the stack is a standby altimeter It is a mechanical instrument that requires no electrical power to display altitude Electrical power is used for internal instrument lighting and for an internal vibrator that is used to minimize indicator pointer sticking The vibrator is normally powered from the Triple Fed Bus In the event of total loss of normal aircraft electrical power the vibrator and internal lighting are powered by the standby battery The standby altimeter uses the copilot s static system for its source of static air pressure The bottom instrument is a mechanical airspeed indicator It is a mechanical instrument that requires no electrical power to operate Electrical power is used for internal lighting In normal operation power for standby instrument lighting comes from the Triple Fed Bus In the event of a total loss of aircraft electrical power the standby battery will power the instrument s internal lighting The standby airspeed indicator
201. tical speed is within this red range the pointer on the VSI appears red When an RA directs the flight crew to fly to or maintain a vertical speed a green vertical bar will appear on the VSI scale at the recommended vertical speed range The bars on the Vertical Speed Indicator are removed when the RA condition has been resolved Figure 20 RA Vertical Speed Bands 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air Page 159 of 173 Annunciations The GTS 8000 provides the following annunciations each PFD to the right of the airspeed indicator tape annunciations are displayed on the PFD Inset Traffic Maps and the MFD MAP TRAFFIC MAP Refer to Figures 21 and 22 for the locations of the PFD and MFD traffic display element locations PFD annunciations are located in the upper left of Traffic Map modes and center banner Mode PFD Center Aural Annunciation Annunciation Banner Annunciation Message Traffic TA RA or TA Advisory TA TRAFFIC ONLY N A TRAFFIC TRAFFIC Resolution Advisory RA TRAFFIC TA RA N A Various NO DATA May also be accompanied by TCAS Failure FAILI FAIL DATA FAILED TCAS Il System FAILED Failed nly Mode one TA Only Mod TA ONLY N A N TCAS STBY STANDBY also shown in TCAS Standby Or STANDBY white in center of page on None 5 5 ground or amber in flight TEST MODE shown TCAS Test TRAFFIC TEST white
202. tor from PFDs 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 75 of 173 BOTH ON ADc2 This message is displayed on both PFDs and indicates that both pilot and copilot PFDs displaying data from the same Air Data Computer Normally the pilot s side displays ADC 1 information and the copilot s side displays ADC 2 information Refer to GARMIN G1000 Cockpit Reference Guide and Pilot s Guide for additional information 1 PFD displaying data from opposite ADC SENSOR softkey PRESS 2 ADCTor ADC 2 ete e i E e SELECT on side ADC ADC1 for Pilot PFD ADC2 for copilot PFD 3 PFD Displays CONFIRM BOTH ON ADC 1 or BOTH ON ADC 2 message clears on both PFDs 4 f message does not clear refer to Abnormal Procedures FAILED AIRSPEED ALTITUDE AND OR VERTICAL SPEED BOTH AHRS1 BOTHONAHRS2 This message is displayed on both PFDs and indicates that both pilot and copilot PFDs displaying data from the same Attitude Heading Reference System Normally the pilot s side displays AHRS 1 information and the copilot s side displays AHRS 2 information Refer to GARMIN G1000 Cockpit Reference Guide for additional information 1 displaying data from opposite AHRS SENSOR
203. ts of the published missed approach procedure If the initial missed approach leg is heading to altitude or a leg defined by other than a GPS course the Pathway will not be displayed for that segment If the course to the Missed Approach Holding Point is out of the SVS field of view during the initial missed approach climb the Pathway will not be visible on the PFD until the aircraft is turned toward the course The Pathway will be displayed at the published missed approach altitude OR the altitude set on the G1000 altitude selector WHICHEVER IS HIGHER If G1000 altitude selector is set to MDA on the final approach segment and not reset during the initial missed approach the Pathway will still be displayed at the published missed approach altitude Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 110 of 173 FAA APPROVED ALTITUDE Pathway NOT displayed on heading and turn segments Missed Approach Pathway Display 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 111 of 173 This page intentionally left blank Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 112 of 173 FAA APPROVED Section 5 Performance 14 peieoipul 0 2 0902 0402 070 oez Occ 000 OGL 08 07 09 09 07 OEL 000 OLL 00 06 3 000 8L 5 JO PHEA
204. tware 0985 07 or later installed this includes area navigation approaches titled RNAV GPS and RNAV GNSS including procedures with RF legs minima are available only when within SBAS coverage In accordance with AC 90 107 Part 91 operators except subpart K following the operational considerations and training guidance in AC 90 107 are authorized to fly RNP APCH LP minima procedures Part 91 subpart K 121 125 133 135 and 137 operators require operational approval LPV minima FAA AC 90 107 EASA AMC 20 28 N A Includes area navigation approaches titled RNAV GPS and 55 For airplanes with system software 0985 07 or later installed this includes procedures with RF radius to fix legs LPV minima are available only when within SBAS coverage In accordance with AC 90 107 Part 91 operators except subpart K following the operational considerations and training guidance in AC 90 107 are authorized to fly RNP APCH minima procedures Part 91 subpart K 121 125 133 135 and 137 operators require operational approval Garmin International holds an FAA Type 2 Letter of Acceptance LOA in accordance with AC 20 153 for database integrity quality and database management practices for the Navigation database Flight crews and operators can view the LOA status at FlyGarmin com then select Type 2 LOA Status Navigation information is referenced to the WGS 84 r
205. ublication including electronic data and aeronautical charts conform to WGS 84 or equivalent Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 26 of 173 FAA APPROVED AHRS AREAS OF OPERATION For airplanes that have GRS 77 AHRS installed Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to unsuitability of the magnetic fields near the Earth s poles 1 2 North of 72 North latitude at all longitudes South of 70 South latitude at all longitudes North of 65 North latitude between longitude 75 W and 120 W Northern Canada North of 70 North latitude between longitude 70 W and 128 W Northern Canada North of 70 North latitude between longitude 85 E and 114 E Northern Russia South of 55 South latitude between longitude 120 E and 165 E Region south of Australia and New Zealand NOTE The Garmin G1000 system is not designed for use as a polar navigator and operation outside the approved operating area is prohibited The GRS 77 AHRS internally monitors the magnetic field and will display a GEO LIMITS system message when the magnetic field becomes unsuitable for AHRS operation When the AHRS can no longer reliably compute heading heading information will be removed from the HSI For airplanes that have GRS 7800 AHRS installed Flight operations with the G1000 Integrated Avionics installed are prohibited in the following region
206. w to orient themselves on the airport surface to improve pilot situational awareness during ground operations The use of the colors red and amber within the checklist function has not been evaluated or approved by this STC Use of the colors red and or amber within user created checklists may require separate evaluation and approval by the FAA 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 23 of 173 1000 GNSS GPS SBAS NAVIGATION SYSTEM LIMITATIONS NOTE Limitations are in bolded text for this section only The flight crew must confirm at system initialization that the Navigation database is current The Navigation database is expected to be current for the duration of the flight If the AIRAC cycle will change during flight the flight crew must ensure the accuracy of navigation data including suitability of navigation facilities used to define the routes and procedures for flight If an amended chart affecting navigation data is published for the procedure the database must not be used to conduct the procedure GPS SBAS based IFR enroute oceanic and terminal navigation is prohibited unless the flight crew verifies and uses a valid compatible and current Navigation database or verifies each waypoint for accuracy by reference to current approved data Discrepancies that invalidate a procedure must be reported to Garmin International The affected procedure is prohibited from being flown using data
207. y Altimeter and Airspeed indicators may be unreliable in visible moisture because the Right Pitot Heat is not powered by the aircraft battery Left Pitot Heat remains powered by the battery via the aircraft s Triple Fed Bus 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 45 of 173 LOAD MANAGEMENT TABLE This table replaces the Load Management Table published in the AFM EQUIPMENT Standby Altimeter Continuous None Standby Airspeed Indicator Continuous None Standby Attitude Indicator Continuous None Comm 1 Xmit Continuous Pilot Audio Continuous Nav 1 Continuous ADC 1 Continuous Pilot PFD Continuous AHRS 1 Continuous Transponder 1 Continuous GEA 1 Continuous MFD Continuous Copilot PFD Continuous Nav 2 Continuous ADC 2 Continuous AHRS 2 Continuous 2 Continuous Instrument Indirect Emergency Lights Continuous None Cabin Lights 5 2 Ice Lights 5 0 5 Beacon Lights Continuous Taxi Lights 1 0 3 Digital OAT Continuous Fuel Quantity Indicators Continuous Single Standby Fuel Pump 5 1 Left Bleed Air Valve Continuous ff Pressurization Control Continuous ff Cabin Temperature Control Continuous Engine Ignition 0 5 0 1 Surface Deice 5 cycles 0 1 Left and Right
208. ys the system will no longer provide traffic information including Traffic or Resolution Advisories crew must visually acquire and maintain separation from other aircraft The TCAS should be placed into TA RA or TA ONLY mode as appropriate If the TCAS is in Standby Mode while on the ground it will be annunciated with a white annunciator To Manually Place the TCAS into TA RA or TA ONLY Mode 1 On Either PFD XPDR TFC PRESS 2 MODE o ii CA PRESS 3 PRESS 190 00716 03 Rev 4 Hawker Beechcraft B300 and B300C King Air FAA APPROVED Page 81 of 173 This page intentionally left blank Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 82 of 173 FAA APPROVED Section 4 Normal Procedures Table of Contents COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES 85 PREFLIGHT INSPEG HON nn diu uni cpu ku CR md sui oic vu in dw n a 85 BEFORE ENGINE STARTING us caonin atis raqu nda tbi STA CRY bk Rak vR Dh Ta SCR UR FII Tero tM Pu 87 BEFORE TAA TT 88 TA PH 88 BEFORE TAKEOFF RUINUP
209. ystem status annunciations shown below are posted System Status Visual Aural Type Annunciation Annunciation TAWS System Test in Progress TAWS TEST None TAWS System Failure TAWS System Failure TAWS Not Available TAWS Not Available VCO callouts are inactive at the initialization of the TAWS A TAWS B system When the aircraft s height above terrain exceeds 675 feet the function becomes enabled and is provided during all flight phases Alerts are issued one time only when the height above terrain becomes less than 500 feet down to 100 feet TAWS A at which time the VCO is disabled until the aircraft climbs at least 175 above the altitude associated with the last VCO callout that was issued VCO alerts cannot be inhibited in any TAWS configuration Hawker Beechcraft B300 and B300C King Air 190 00716 03 Rev 4 Page 154 of 173 GTS 8000 TCAS Refer to the GARMIN Pilot s Guide and Cockpit Reference Guide P N 190 01343 01 and 190 01344 01 Rev A or later FAA accepted revision for complete detailed descriptions of the GARMIN GTS 8000 TCAS Il system function and operating instructions System Description The TCAS an on board collision avoidance system that identifies and displays aircraft that are potential collision threats GTS 8000 can issue resolution advisories RAs in the form of vertical maneuver guidance on the pilot and copilot s vertical speed indicators in addition

Garmin SA01535Wi_D FAA Approved Airplane Flight Manual Supplement

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