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Garmin SA01535Wi_D FAA Approved Airplane Flight Manual Supplement

1. CE NE a amp 2n e o ooo na Ho c j na na tia Ho Ho i5 5 n n Ho B go 0 oa 10 ut dE o pa B un Ia HE JL NN DO n D m mg T D NE A 0 0 0 Ha po Ho D tn in n Ho Ho to Ho go Hooooooo000 Figure 3 Instrument Panel 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 105 of 137 el BONG Figure 4 Pilot s Control Wheel Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 106 of 137 COPILOT Figure 5 Copilot s Control Wheel With Trim Switches 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 107 of 137 1 Figure 6 Copilot s Control Wheel Without Switches
2. osten ete AS DESIRED ty VERIFY S aiid Course pointer slews to the front course 4 Established inbound on Final Approach Course SET Missed Approach Altitude In Altitude Preselect Airspeed avt MAINTAIN 120 KIAS OR GREATER Recommended VERIFY Airplane Captures and Tracks LOC and GS At Decision Altitude DA 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 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 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 84 of 137 FAA APPROVED ILS GLIDE SLOPE INOPERATIVE 1 Load the approach into the Active Flight VERIFY the G1000 tunes the proper IL
3. 78 CLIMB CRUISE AND 5 79 ICING FLIGHT 79 SHUTDOWN AND SECURING 1 79 OTHER PROCEDURES 4 79 AUTOPILOT tnnt ttt 79 i a a aqaa atas 80 VERTICAL SPEED YS rer ha 80 FLIGHT LEVEL CHANGE FLO 80 ALTITUDE HOLD ALT MODE MANUAL 80 VERTICAL NAVIGATION 2 2 enne nennen enn 81 LATERAL E 82 82 NAVIGATION Rio 82 NAVIGATION GPS DIRECT 82 NAVIGATION GPS OBS 83 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 71 of 137 ES tore ince Alu bere In
4. 56 LOSS OF ALTITUDE ERROR sata natn nns nnas 56 DISPLAY DNITEAIEURBE a aa S MPa DO ORO Ru 57 PFD FAILURE wists e 57 IVI DSA FE 58 DUAL GPS SBAS FAILURE AMBER DR OR LOI ON HSI eene nnns 58 GPS APPROACH ALARM LIMITS EXCEEDED 59 ILS DATABASE FREQUENCY AND OR COURSE 60 LOSS OF RADIO TUNING FUNCTIONS 60 FAILED AIRSPEED ALTITUDE AND OR VERTICAL SPEED nee 61 FAILED ATTITUDE AND OR 62 ENGINE INDICATION SYSTEM EIS eene nennen nnn anite nnn 64 LOSS OF NAVIGATION DATA 2 orc ratore a andes Reese 64 INACCURATE FLIGHT DIRECTOR DISPLAY 64 BOTH ON ADC1 BOTH ON 2 65 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 43 o
5. 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 established 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 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 appro
6. 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 b Copilot s Control Wheel If Installed Left and Right ACTUATE INDIVIDUALLY Verify there is no elevator tab wheel movement Left and Right 044400 ACTUATE TOGETHER Verify proper elevator tab wheel movement 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 77 of 137 e With Elevator Tab Wheel in Motion AP YD DISC TRIM INTRPT PRESS AND HOLD verify elevator tab wheel motion stops e Pilots Trm Override s un a suede Y aee ene ia eua dea dad 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 copilot s 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 Attit
7. CONFIRM BOTH ON AHRS 1 message clears on both PFDs SYNTHETIC VISION If SVS displays information inconsistent with G1000 primary flight instrumentation On the PFD 1 66 E PRESS 2 SYN VIS SOMKCY inet PRESS 3 SYN TERR AM PRESS 4 SVS is removed from both PFD VERIFY Use G1000 primary displays for navigation and aircraft control If G1000 operation in display backup 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 within 20 seconds if it was enabled on the PFD when display backup was selected Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 66 of 137 FAA APPROVED TAWS AND GPWS TAWS GPWS CAUTION TERRAIN When a 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 En
8. PRESS TO REMOVE PATHWAY DISPLAY LOSS OF RADIO TUNING FUNCTIONS 1 COM Frequency Toggle Button PRESS AND HOLD FOR 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 SWIICl uicti reae he eb eerte 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 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 60 of 137 FAA APPROVED 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 Autopilot ALT sis 1 tat e a DIS ENGAGED Advise ATC of loss of all primary altimetry systems and if in RVSM airspace perform the appropriate RVSM contingency p
9. ee err Cerone 83 IES 85 RNAV GPS LPV tin Ph oae ume uta 86 RNAV GPS LNAV LNAV 87 VOR APPROAQGLEL 52 e t tea tib 89 PACK GOURSE E 91 GO AROUND trs Ae i oat 92 AUTOPILOT COUPLED GO AROUND ESP Equipped Airplanes 94 SYNTHETIC VISION Sa aean aan aa e Ea aT Se aaan aaae a eaaa aeaaaee SH eenaa 95 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 72 of 137 FAA APPROVED COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES To obtain an ATC clearance before starting the engines T gt BAT Switeh Master Switch ett fe eae e edet M et ON Use Pilot s Audio Panel and Com 1 to Obtain ATC Clearance then 2 BAT Switch Master rsen sites innen renis 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
10. 34 E d 9 s s3 Gg s mG l o 8 5 5 5 5 uu 104 LSHHv 1939 1431 1331 H3MOd SOINOIAV S3NION3 ONINHYM 190 00716 02 Rev 1 t Breaker Panel Figure 8 Right Side Hawker Beechcraft King Air 300 300LW Page 110 of 137 EAR HORN A KY eo A dum 7 g a 7 cr c T E J FF 1 AN o 7 c ARNIN ESSURIZE VIN LANDING s P corem VOICE RECORDER Figure 9 Pedestal Configuration 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 111 of 137 GMC 710 AFCS Mode Controller GDU 1500 GDU 1040A Multi Function Display GDU 1040A PFD1 PFD2 GSA 80 Roll Servo 1 2 GIA 63W GIA 63W LS AFCS Mode AFCS Logic Logic p ae Flight Director Flight Director m a E EL D GSA 9000 Yaw Servo 12 Servo Mgt Servo Mgt GSA 80 High Speed Pitch Trim Servo Pilot s Copilot s Control Wheel Control Wheel
11. enne 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 NOTE If the Course Deviation Indicator CDI is 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 ILS 2 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 Load the approach into the Active Flight VERIFY the G1000 tunes the proper ILS frequency Approach Minimums eene 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 ATC
12. 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 51 of 137 If Copilot and Standby Altimeter Agree Pilot 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 Autopilot ALT MOde Cede DISENGAGED 4 Pilot s Static Air Source nen 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 f Pilot 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 e In RVSM Airspace 5 see get ni 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 operators RVSM manual for the loss of redundancy of primary altimetry systems If no change in rate of climb
13. VNV Target Altitude Capture Glidepath GP Glideslope APR GS Takeoff on ground GA Switch 19 Go Around 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 extended amount of time 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 115 of 137 AFCS LATERAL MODES Maximum Roll Lateral Mode Conirol Annunciation Command Limit Roll Mode 25 Left Bank pet 25 Right Bank Level id LVL 0 Roll Low Bank 15 Left Bank PANKTSy 15 Right Bank Heading Select 25 Left Bank NDS eis 25 Right Bank Navigation GPS Arm Capture Track GPS 30 Left Bank 30 Right Bank 25 Left Bank Navigation VOR Enroute Arm Capture Track NAV Key YOR 25 Right Bank Navigation LOC Arm Capture Track No 25 Left Bank Glideslope LOG 25 Right Bank Backcourse Arm Capture Track BC Key BC 12 Right Ban Approach GPS Arm Capture Track Glidepath GPS 30 Left Bank Mode Automatically Armed if available 30 Right Ban
14. 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 un suspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish ec CDI PRESS until VOR navigation source To be used for the approach displays d Course rnnnnrnn nnne ennn Set to inbound course if not already set e Mode Control PRESS APR verify VAPP armed 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 89 of 137 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 BS deni uta SELECT GPS c Mode Control PRESS NAV GPS mode d Pathways erede ette eti E eire tuetur 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 essen Set to inbound course if not
15. 2 Aircraft Attitude and Altitude MONITOR After underspeed condition is corrected 3 Autopilot eri ae ceri RESELECT VERTICAL AND LATERAL MODES if necessary LME QUIE I 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 King Air 300 300LW 190 00716 02 Rev 1 Page 38 of 137 FAA APPROVED ENGINE FAILURE AUTOPILOT ENGAGED 1 AP YD DISC TRIM INTRPT Button eene PRESS and RELEASE 2 Engine Failure Procedure in EMERGENCY PROCEDURES Section Of AFM eese COMPLETE 3 Trim MANUALLY ADJUST ELEVATOR AILERON AND RUDDER TABS 4 Autopilot PRESS AP BUTTON if desired to RE ENGAGE b Buddetr io eet dac tad eres MANUALLY ADJUST AS REQUIRED AFTER POWER AND CONFIGURATION CHANGES ELECTRICAL SYSTEM DUAL GENERATOR FAILURE L DC GEN R DC GEN This procedure should be performed prior to completing the respective section of the AFM checklist If Neither Generator Will Reset 1 2 Standby Battery Switch INDICATES ARM or ON The following equipment will be functional while the G1000 is powered from the aircraft s batt
16. Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 108 of 137 330 1011402 330 52012 ASYN NJ9AXO OIN 10114002 TANVd 9391 330 79 9 dad 330 goou 10114029 330 2 330 330 LOSYIGNI YLSNI 330 W 4 1H9l88 SLHON 330 qoo 1014 ASYN N39AXO JTWINHON OIN 1014 149g 14g gf KNT of a LASN LG 330 330 LNAWNYLSNI LO1ld XAGGNVLS 6 15 MOIS Muvd 340 Q THIHSQNIM SSV19 Aud N 31Vvd3dO LON ea NO SLHOM TANVd U3lSvN Figure 7 Overhead Panel Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 109 of 137 iva xnv H3MOd AHVQNOO3S 3980 uom P a e s s g 1 5 1 4 wy SOINOIAY Shy we 1627 4084 5 46 3OHINV INJA au JONINY TANI LV NHVM H3lSVW uUo sng G1HSM 1HOlH GE Xy EE DE dS EI GL 0 0 5 8 6 OL N351 3QOW NIYO SOINOIAV amos ONOS IUE 529 TOHLNOD 3u TOuLNOO ONIHSINYN
17. Voice Recorder Windshield Wiper 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 127 of 137 STANDBY BATTERY POWER SUPPLY G1000 installation incorporates 24 vdc 5 Ah L 3 Avionics model PS 835 Standby Battery that provides electrical power for the standby attitude gyro standby altimeter var 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 standby 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
18. sis HOHINOO sna 1498 r s s s s 9 54 5 5 5 s 8 alee ioi dl ALS zi mU 71 ei a n guns 30 SS3Hd 9 Bn TWINSWNOYIANS _ EN Nv3 AM Oe 1O3HIONI dAL 6 9 8 8 CE 94 5 5 8 OJHL Bof SA 4 QN N39 Q HSM 1391 ao I wolHlO313 SOMHS gee comes c Meo ISIE BD 1HOld ONAS FIOSNOO o eye Cep 54600 9 6 6 N39 H So9dv 959 Ex DIE ddddO dH d QHAO SOINO V dOtd Nd 8186 9 0989 ONIOV3H HISNI 1OHINOO COM GON SCONE 1531 9955 ASIS 305 BANI HOION LS uS EE Sen ene 4 0 6 6 5 s lo N351 oO 147 MWSON dvid avid oe SHON 1H9N4 FON FON 1 1HOld LHI MSUL 49 5 6 5 5 5 65 5 ony WWOO sna i l 4 se pine A DAY vao 190 se3ud TouINOO LS 3noHOL TO HOIINOI 1 H3HlV3d o ONIONY 1 L ABv iHd
19. 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 CONNECTION LEFT GENERATOR BUS RIGHT GENERATOR BUS GEN No 1 CENTER GEN No 2 No 2 Avionics Bus AHRS 1 Secondary Power No 3 Avionics Bus COM 2 ADC 1 Secondary Power Datalink AUDIO 2 Condenser Blower Traffic XPDR 2 Electric Heat Aft WIFI RADAR Electric Heat Fwd IRIDIUM DME GIA 1 Secondary Power IRIDIUM Heater ADF Ice Lights Air Conditioner Clutch Radio Altimeter WX 500 Stormscope OPT Beacon Lights Bleed Air Control R Blower Vent Bus Tie Power L Gen Chip Detector L Cigar Lighter Engine Anti Ice L Standby Firewall Shutoff Valve L Flap Indicator amp Control Flap Motor Landing Gear Motor Na
20. airspeed or altitude is observed 4 Pilots Static diee ape dante ee Ed SELECT NORMAL 8 Compare indicated altitude to GPS altitude on MFD AUX GPS STATUS page to aid in determining which primary 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 e Temperatures WARMER than standard can cause GPS altitude to read HIGHER than indicated altitude Pressures LOWER than standard can cause GPS altitude to read HIGHER than indicated altitude Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 52 of 137 FAA APPROVED If Able to Identify Accurate Altitude Source 1 2 3 4 Autopilot ALT 2 DISENGAGED Use SENSOR softkey to select most accurate ADC on both PFD s Confirm BOTH ON ADC or annunciators are displayed on both PFDs Autopilot ALT MoOdQe rae x Re ENGAGE AS DESIRED In RVSM Airspace AIUD Ser CROSS CHECK USING STANDBY ALTIMETER Record each altimeter reading for con
21. Course pointer slews to the inbound course AS DESIRED Mode Controle ined 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 ache SELECT GPS Nav Source Mode Controller sessi PRESS APR Button GPS will be the active lateral mode GP will ARM if the procedure provides a glidepath Pathways xi eda ede Ree a s e ped db pede AS DESIRED 4 Established inbound on Final Approach Course FAF Active Waypoint MERIEMX etra Course Pointer is set to the final approach course bs VERIFY iactis eec reins LNAV V LNAV is annunciated the HSI Cx VERIFY GP Deviation Scale Displays if applicable de s euis Minimum Descent Altitude MDA 5 AIS POCO MAINTAIN 120 KIAS OR GREATER Recommended NOTE Some RNAV GPS approaches provide a vertical descent angle as an aid in flying a stabilized approach These approaches are NOT considered Approaches with Vertical Guidance APV Approaches that are annunciated on the HSI as LNAV or LNAV V are considered Non precision Approach
22. FAA APPROVED 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 MAP NAVIGATION MAP and or MAP STORMSCOPE page for hazardous weather thunderstorm penetration is prohibited Stormscope lightning data on the MAP NAVIGATION or MAP STORMSCOPE page is intended only as an aid to enhance situational awareness of hazardous weather not penetration It 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 S L TO 21 000 259 21 000 TO 25 000 239 25 000 TO 30 000 214 ABOVE 30 000 191 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 25 of 137 KINDS OF OPERATION LIMITS The Hawker Beechcraft King Air 300 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 IFR Day IFR Night Icing Conditions OP c m KINDS
23. 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 de cluttered 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 on the control wheel or automatically by the autopilot Electric Elevator trim switches are optional on the copilot s control wheel If 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
24. 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 is 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 wa
25. Hawker Beechcraft King Air 300 300LW Page 97 of 137 This page intentionally left blank Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 98 of 137 FAA APPROVED Section 5 Performance W peedsuiry 0 6 092 060 Ove 060 Occ Ole 000 06L 08 OLE 091 04 OEL Oct OIL OOL 06 08 y 000 81 i sepniniy 10 pieA i peje5ipu P9499100 00078 ALON SdV14 WALSAS 1VINHON NOILO3HHOO YALAWILTV OSL 0 1 061 0 lt 1 OLH 001 06 08 0 09 0S Or 05 oz 01 01 02 06 07 0S 0 ppy 14 4011994109 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 FAA APPROVED Page 99 of 137 13 pejeoipuj 042 092 052 Ove 062 022 012 002 061 08 0 1 091 OSL OEL 021 011 001 06 08 091 0 1 061 021 OLL 001 01 Ol 0c 06 dn SdV 14 YSLAWILTV A8QNVIS NOILO3HHOO YALAWILTIV 07 04 011991405 1949W Y LE 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW P
26. 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 are 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 temperature 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 o
27. List MFD Multi Function Display MLS Microwave Landing System Mmo Maximum operation limit speed in mach Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 12 of 137 FAA APPROVED MNPS MSL NAT NAV NEXRAD NM NPA OAT OBS OVR P N PDA PFD PFT PIT POH PRNAV PROC PSI PTCH RA RNAV RNP ROL RPM RVSM SBAS SDF SID SPD STAR STBY STC STD SUSP 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 traffic Resolution Advisory 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 Speed button on the GMC 710 AFCS Mode Controller Toggles the FLC speed between Mach and IAS references Standard Terminal Arrival Route Standby Supplemental Type Certificate Standard Suspend 190 00716 02 Rev 1 FAA APPRO
28. Manual or appropriate Airplane Flight Manual Supplement for further information In RVSM Airspace and Autopilot Inoperative 4 Altitude 22 22 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 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 King Air 300 300LW 190 00716 02 Rev 1 Page 46 of 137 FAA APPROVED ELEVATOR MIS TRIM amber IELE or TELE annunciation on PFD Indicates a mis trim 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 GRIP FIRMLY Elevator Tab ROTATE SLOWLY IN THE DIRECTION OF INDICATED MIS TRIM UNTIL ANNUNCIATION
29. Normal Caution Maximum Limit Torquemeter 0 to 100 a 100 b ITT C 400 820 820 d e Prop N2 rpm 1050 to 1700 Gas Generator N 62 to 104 Oil Temperature C g 0 to 99 Oil Pressure psi f 90 to 135 60 to 90 Footnotes a Torque limit applies within range of 1000 1700 propeller rpm N3 b Torque indications between 100 and 156 are time limited to 20 seconds c Maximum ITT during idle is 750 C High ITT at ground idle may be corrected by reducing accessory load and or increasing rpm d ITT indication between 820 C and 850 C is time limited to 20 seconds e ITT starting limit at 1000 C red triangle is time limited to 5 seconds Normal oil pressure is 90 to 135 psig at gas generator speeds above 72 With engine torque below 62 minimum oil pressure is 60 psig at normal oil temperature 60 to 70 C pressures under 90 psi are undesirable Under emergency conditions to complete a flight a lower oil pressure limit of 60 psig is permissible at a reduced power level not exceeding 6296 torque Oil pressures below 60 psig 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 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 press
30. PFD and If the amber GPHS FAIL status annunciator is displayed on the PFDs and MFD 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 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 69 of 137 This page intentionally left blank Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 70 of 137 FAA APPROVED Section 4 Normal Procedures Table of Contents COM RADIO COMMUNICATIONS BEFORE STARTING 73 PREFLIGHT INSPECTION sscssssssssssssssessscssscssessscsssesssesscssecsssesscesacsssesssesacesanssesanesecss 73 BEFORE ENGINE STARTING cessssssesssessssssscsssssscssscsssssscssscsssesstssscsssesstesscssatsssessneseess 75 BEFORE TAXI Zi 76 17 REM 76 BEFORE TAKEOFF 77 BEFORE TAKEOFF FINAL 5 1 78 oot co 78 CRUISE WITHIN RVSM
31. 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 ATC DUAL GPS SBAS FAILURE AMBER DR OR LOI ON HSI LOSS OF GPS SBAS NAVIGATION DATA When 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 DR 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 f
32. VNAV approach Alternate airport selection must be based upon an LNAV approach or an available ground based approach for which the aircraft is equipped to fly 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 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 19 of 137 SDF MLS or any 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 Navigation information is referenced to WGS 84 reference system and should only be used where the Aeronautical Information Publication including electronic data and aeronautical charts conform to WGS 84 or equivalent Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 20 of 137 FAA APPROVED AHRS AREAS OF OPERATION The GARMIN G1000 system is not designed for use as a polar navigator Operation outside the approved operating area is prohibited Refer to Figure 1 Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to unsuitability of the Earth s magnetic fields 1 2
33. 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 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 downlinked 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 1 4 inch standby instruments The ADF control head was relocated from the radio stack location on the instrument panel to the pedestal Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 104 of 137
34. 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 requirements 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 the 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 King Air 300 300LW 190 00716 02 Rev 1 Page 96 of 137 FAA APPROVED FAF ALTITUDE Pathway NOT displayed on heading and turn segments Missed Approach Pathway Display 190 00716 02 Rev 1 FAA APPROVED
35. i ede t Ete SET to Desired Altitude Press Button 2 GREEN FLC White ALTS annunciated on PFD AIRSPEED Reference sese ADJUST using UP DN Wheel Green et tr Ped aud VERIFY UPON ALTITUDE CAPTURE NOTE If the altitude 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 250 KIAS FLC will not automatically transition from KIAS to a Mach reference during a climb ALTITUDE HOLD ALT MODE MANUAL CAPTURE At the desired altitude eene PRESS ALT Button on Mode Controller Green zs iode NE cS 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 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 80 of 137 FAA APPROVED VERTICAL NAVIGATION VNAV VNAV Descent Vertical navigation will only function when the navigation source is GPS na
36. 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 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 f 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 act
37. 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 11 Electric Trim Switches Pilot s Control Wheel 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 117 of 137 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 aircrafts normal pitch roll and airspeed envelopes Additionally ESP uses the aircraft s existing lift computer and stall warning system to protect against stalling the aircraft Electronic Stability and Protection is invoked when the pilot allows the airplane to enter one or more conditions beyond normal flight defined below e Pitch attitude beyond normal flight 22 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
38. with any of the following messages displayed in the ALERTS window GPS1 FAIL and GPS2 FAIL simultaneously PFD1 SERVICE GPS NAV LOST PFD2 SERVICE GIA1 SERVICE GMA1 SERVICE GIA2 SERVICE GMA2 SERVICE MFD SERVICE GEO LIMITS Operation of the G1000 system is prohibited 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 Do 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 Ground operation of the G1000 system is not allowed when the Outside Air Temperature is greater than 47 C 116 F AND cabin air conditioning is inoperative 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 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 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 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 17 of 137 Do not use SafeTaxi or Chartview functions
39. 0 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 53 of 137 AIRSPEED This message is displayed when the G1000 detects a difference of 7 KIAS or greater between the pilot s and copilot s 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 PRESS Yel c PEE PRESS 4 PFD Displays CONFIRM BOTH annunciator is displayed both PFDs e n RVSM airspace 5 AUTE rei tees 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 Perform
40. 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 47 of 137 RUDDER MIS TRIM amber RUD or annunciation on PFD Indicates a mis trim of the rudder while the autopilot 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 1 Rudder Pedals eei cec tense Rite td HOLD FIRMLY 2 Rudder Tab ROTATE SLOWLY IN THE DIRECTION OF INDICATED MIS TRIM 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 5 tite uo HOLD FIRMLY 4 Rudder Tab ROTATE SLOWLY IN THE DIRECTION OF INDICATED MIS TRIM UNTIL ANNUNCIATION EXTINGUISHES b o msc DISCONNECT 6 Rudder Tab MANUALLY RE TRIM AIRPLANE NOTE Yaw Damper should be considered inoperative unt
41. 123 PROPELLER SYNCHROPHASER 124 ELECTRICAL SYSTEM ikisaidia tnn 124 INVERTERS fee D 124 POWER DISTRIBUTION 5 422 1 rt aac 124 STANDBY BATTERY POWER SUPPLY 5 3 128 LIGHTING SYS TEMS 129 COCKPIT ru EE 129 PITOT AND STATIC SYSTEM vase xL d dd Ra ce rd EAR Ra B a e 129 Er 129 STATIC sacs T 130 GROUND 130 SYNTHETIC ni e eui nai i icio ew ce 131 TAWS AND GPWS bre bie Died ina Eie ie fct beard 135 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 103 of 137 GENERAL This section supplements the Systems Description chapter in the aircraft s 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 The G1000 system is an integrated system that presents flight instrumentation navigation communication weather avoidanc
42. 16 02 Rev 1 Page 56 of 137 FAA APPROVED If a loss of altitude error correction advisory is received e 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 n RVSM Airspace 1 Advise ATC of loss of redundancy of primary altimetry systems Perform appropriate RVSM 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 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
43. 2 Cabin Entry Lights AFCS Servos Door Lock Lights AHRS 1 Primary Power 1908 Fire Extinguisher AHRS 2 Annunciator Indicator Annunciator Power Audio 1 Aural Warning Autofeather Avionics Master Bleed Air Control L Bleed Air Warning L amp R Compass Light Instrument Indirect Lights Standby Altimeter Vibrator Standby Attitude Standby Battery Indicator Standby Instrument Backlighting 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 125 of 137 TRIPLE FED BUS Bus Tie Power TPL FED Cabin Audio Cabin Lights Cabin Pressurization Control Cabin Temperature Control COM 1 Eng Anti Ice L amp Main Fan PFD GIA L amp Fire Detection L amp R Firewall Valve L amp R Alternate FMS Control GEA L amp R GIA 1 Primary Power GIA 2 GSD Ignitor Power L amp R Instrument Indirect Lights Landing Gear Control Landing Gear Indication Landing Gear Relay Landing Gear Warning MFD MFD Fan Mode Control Oil Pressure L amp R Oil Pressure Warning L amp R Outside Air Temperature OAT Oxygen Control PFD 1 Primary Power PFD2 Pitot Heat L Prop Deice Control Manual Signal Conditioner L amp R Start Control L amp R Stall Warning Standby Pump L amp R Standby Attitude Standby Altimeter Vibrator Standby Auxiliary Battery Hawker Beechcraft King Air 300 300LW Page 126 of 137 190 00716 02 Rev 1 TRIPLE FED BUS Surface Deice Torquemeter L amp
44. 20 850 TAS or Collins TCAS 94 or TCAS 4000 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 For airplanes that have a Collins TCAS 94 or TCAS 4000 TCAS II system installed pilots are authorized to deviate from their current ATC clearance to comply with a TCAS II resolution advisory RA DATA LINK WEATHER XM OR GFDS WEATHER Datalink weather information displayed by the G1000 system is limited to supplemental use only XM or Garmin Flight Data Service GFDS 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 MAP MAP XM WEATHER DATA LINK or MAP GFDS WEATHER DATA LINK pages for hazardous weather e g thunderstorm penetration is prohibited NEXRAD PRECIP XM LTNG and DL LTNG information on the MAP NAVIGATION MAP XM WEATHER DATA LINK or MAP GFDS WEATHER DATA LINK pages is intended only as an aid to enhance situational awareness of hazardous weather not penetration It is the pilots responsibility to avoid hazardous weather using official weather data sources and the airplane s in flight weather radar Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 24 of 137
45. DME Radar Radio Altimeter Conditions Remarks and or Exceptions Required only for operations in RVSM airspace 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 Or as required by operating regulation Hawker Beechcraft King Air 300 300LW Page 28 of 137 190 00716 02 Rev 1 FAA APPROVED Icing System and or Equipment Conditions Remarks and or Exceptions Or as required by operating Marker Beacon Receiver regulation Terrain Awareness and Warning Or as required by operating System TAWS regulation Ground Proximity Warning System Or as required by operating GPWS regulation Or as required by operating Weather Radar regulation XM or GFDS Datalink Weather GSR 56 Satellite Receiver GDU Cooling Fans 3 total cutee if OAT is above Both fans are required if OAT is above GIA Cool
46. E Prediction Program refer to GARMIN WAAS FDE Prediction Program part number 190 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 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 18 of 137 FAA APPROVED 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 For flight planning purposes operations where the route requires Class II 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
47. ELECTED VERTICAL MODE FLC VS VPTH ALT GS GP 1 Autopilot mode SELECT ANOTHER VERTICAL MODE If on an instrument approach disconnect autopilot and continue manually or execute missed approach 2 AP YD DISC TRIM INTRPT PRESS and RELEASE LOSS OF SELECTED LATERAL MODE HDG VOR GPS LOC VAPP BC 1 Autopilot mode controls sss ee SELECT ANOTHER LATERAL MODE If on an instrument approach disconnect autopilot and continue manually or execute missed approach 2 AP YD DISC TRIM INTRPT PRESS and RELEASE YAW DAMPER AUTOMATIC DISCONNECT Amber Flashing 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 300 aircraft require the yaw damper to be operative above 11 000 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 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 49 of 137 YAW AXIS FAILURE Amber YAW annunciator on PFD 1 Indicates a failure of the yaw axis of the autopilot The yaw damper will disconnect The autopilot may be engaged and disengaged normally but the yaw damper an
48. ER nnana nnmnnn nnmnnn 42 ESP ENGAGEMEN DP 42 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 31 of 137 Bolded checklist steps in 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 ELEVATOR TRIM ACTIVATION AFM checklist items If the airplane deviates unexpectedly from the planned flight path T ile GRIP FIRMLY 2 AP YD DISC TRIM INTRPT ennnen PRESS AND HOLD Be prepared for possible high elevator control forces 3 Aircraft Attitude eese 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 The rudder boost will also be interrupted when the disconnect button is depressed 4 Elevator Trim RE TRIM if necessary using Elevator Tab Wheel 5 AFCS SERVOS Circuit Breaker iieii rann eene PULL Right circuit breaker panel NOTE Pul
49. 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 3 4 6 Control m mE GRIP FIRMLY Elevator Tab ROTATE SLOWLY IN THE DIRECTION OF INDICATED MIS TRIM UNTIL ANNUNCIATION EXTINGUISHES AP YD DISC TRIM INTRPT Button eese PRESS and RELEASE Pilot s or Copilot s control wheel Pitch 2121 USING ELEVATOR TAB WHEEL MANUALLY RE TRIM AIRPLANE Autopilot should be considered inoperative until the cause of the mis trim has been investigated and corrected Yaw damper may be re engaged and used normally In RVSM Airspace and Autopilot Inoperative T Altitude ittis 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 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 190 00716 02 Rev
50. Figure 10 GFC 700 System Interface Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 112 of 137 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 axis 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 The rudder boost is enabled by setting the pedestal mounted control switch placarded RUDDER BOOST OFF to the RUDDER BOOST position The system senses bl
51. GARMIN Ltd or its subsidiaries c o 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 King Air 300 300LW Aircraft Dwg Number 190 00716 02 Rev 1 This Supplement is Applicable to the Following Manuals 101 590097 3 101 590097 107 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 Pilots Operating Handbook and FAA Approved Airplane Flight Manual Airplane Serial Number Airplane Registration Number FAA Approved By Robert G Murray ODA STC Unit Administrator GARMIN International Inc ODA 240087 CE Date 5 2012 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 1 of 137 Copyright 2012 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 permission to download a single copy of this man
52. Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 78 of 137 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 SHUTDOWN 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 1 Standby Battery PRESS OFF a Standby Battery 5 222 ARMED and ON EXTINGUISHED b Standby attitude fail DISPLAYED c Standby altimeter vibrator sho
53. MIN G1000 system installed in the Hawker Beechcraft King Air 300 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 A or B Weather Avoidance and a three axis automatic flight control flight director system with optional Electronic Stability amp Protection USE OF THE HANDBOOK The following definitions 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 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 7 of 137 OPERATIONAL APPROVALS G1000 GNSS GPS SBAS NAVIGATION SYSTEM EQUIPMENT APPROVALS The Garmin G1000 Integrated Avionics GNSS navigation system installed in this aircraft 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 Display Units GARMIN GA36 and GA37 antennas and GPS software version 3 2 or later approved version Th
54. N069 48 57 14 W 180 00 00 00 N067 09 04 64 W180 00 00 00 N067 09 04 64 W151 00 00 00 N060 34 40 96 W 123 00 00 00 N054 43 13 96 W123 00 00 00 N054 43 13 96 W094 30 00 00 N054 43 13 96 W065 30 00 00 N060 03 03 37 W065 30 00 00 N067 13 16 31 W038 00 00 00 N067 13 16 31 W007 00 00 00 N069 52 01 37 W007 00 00 00 N069 52 01 37 W007 00 00 00 N069 52 01 37 E026 30 00 00 N065 49 54 43 E026 30 00 00 N065 49 54 43 E057 00 00 00 N060 59 40 52 E057 00 00 00 N060 59 40 52 E086 30 00 00 N060 59 40 52 E118 00 00 00 N062 30 03 55 E118 00 00 00 N062 30 03 55 E147 00 00 00 N068 00 43 26 E147 00 00 00 N068 00 43 26 E180 00 00 00 N069 48 57 15 E180 00 00 00 S070 00 00 00 W 180 00 00 00 5070 00 00 00 097 00 00 00 5047 00 00 00 097 00 00 00 5047 00 00 00 155 00 00 00 5053 00 00 00 155 00 00 00 5053 00 00 00 180 00 00 00 the Northern hemisphere North of the line beginning at to to to to to to to to to to to to to to to to to to to to to to to point of beginning In the Southern hemisphere South of the line beginning at to to to to to to point of beginning 190 00716 02 Rev 1 FAA APPROVED Hawker Beechcraft King Air 300 300LW Page 21 of 137 88N m i 48N 885 H EE 180W 1260W 6w 68 120E 186W Geographic Longitude Figure 1 GRS 77 Geographic Lim
55. 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 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 26 of 137 FAA APPROVED System and or Equipment ELECTRICAL POWER Inverter INVERTER Annunciator Standby Battery ENGINE INDICATIONS No Changes Refer to Aircraft Flight Manual ENGINE OIL No Changes Refer to Aircraft Flight Manual ENVIRONMENTAL No Changes Refer to Aircra
56. OFF when maneuvering the aircraft by reference to the magnetic compass In Flight If One Side Only 1 Standby Attitude enne snnt tenens MONITOR 2 Affected PFD SENSOR AHRS SOfIK8y ie e a t t eie ved PRESS Opposite Side AHRS softkey 4 Both 1 CONFIRM VALID ATTITUDE AND HEADING ARE DISPLAYED CONFIRM BOTH ON AHRS1 or BOTH ON AHRS2 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 0 cn e eerte 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 autopilot system Perform appropriate RVSM contingency procedures for loss of altitude hold capability outlined in the operators RVSM procedures manual 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 63 of 137 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 RESET once if tripped If unable to res
57. ON 33 MANUAL AUTOPILOT DISCONNECT natn ns sena ssa sana tnn usan as 34 AUTOPILOT ABNORMAL 5 34 AUTOPILOT FAIEURE 2 2 22 ete 35 nnne ties ae eae 36 ROLLAXIS FAILURE t 36 PITCH TRIM FAILURE ertt tri et etiatn nando une oda cune 37 AUTOPILOT PRE FLIGHT TEST 37 AUTOPILOT OVERSPEED 38 AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY ESP Equipped PAU Crafts Only Error Bookmark not defined ENGINE FAILURE AUTOPILOT ENGAGED 39 ELECTRICAL SYSTE M aa 2224222 ara r aiar aaia a a riadia aiaiai 39 DUAL GENERATOR FAILURE L DC DC GEN eene 39 LOAD MANAGEMENT TABLE 40 DV FO RACIQUI 41 TAWS OR GPWS 41 gio e H 41 TCAS RESOLUTION ADVISORY 41 WINDSHEAR ENCOUNT
58. P 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 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 118 of 137 PFD display symbology implemented for ESP is illustrated in Figures 12 thru 14 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 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 12 for an example of the ESP engagement limit indications Engagement Limit Indication at 45 Figure 12 Nominal Roll Attitude ESP Engagement Limit Indications 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 119 of 137 Once E
59. S CDI softkey until LOC navigation source to be used for the approach displays Autopilot Flight Director Mode will automatically change to ROL Lnd eer ip ac Course Pointer is set to the Front Course 9 Mode Control 020 0 2 41 1 00000000 eintreten nnns nnn nitens PRESS BC Verify BC mode is armed or active 4 Established inbound on Final Approach Course VERIFY te estes Course Pointer is set to the front course b VERIFY LOC is annunciated on the HSI 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 91 of 137 NOTE 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 5 2 22 2 MAINTAIN 120 KIAS OR GREATER Recommended Gs ALINE FA uiae 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 GP
60. S SYSTEM ALTITUDE 71 This message is displayed when the G1000 detects a difference of 200 feet or greater between the pilot s and copilot s altitude information Refer to the G1000 Cockpit Reference Guide for additional information 1 Altimeter 0 VERIFY both pilot and copilot have the correct barometric altimeter setting 2 Pilot s and Copilot s Altitude 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 enne PRESS ADG1 SOG PRESS 5 PFD Displays CONFIRM BOTH annunciator is displayed on both PFDs e n RVSM Airspace b 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 operators RVSM manual for the loss of primary altimetry systems
61. S frequency 2 Approach SET on TMR REF page if not already set If Flying Vectors To Final 3 Airplane on Vectors To Final 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 un suspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish gt zione tie EDT VERIFY CDI automatically changes to LOC Course pointer slews to the front course Oi a a AS DESIRED e Mode Control 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 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 B gt the IAF b 195601 onl eit hata atten aint el ade ey SELECT GPS Nav Source c Mode Control PRESS NAV GPS Mode NOTE The airplane will navigate in GPS mode throughout the intermediate portion of the approach proc
62. SP 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 13 shows the engagement limit indication just prior to ESP activation left image and just after ESP activation right image 1 second after ESP activation m EE Lower Disengagement Limit Engagement Limit Indication still at Indication depicted at 30 after ESP 45 just prior to activation activation Figure 13 Engagement Limit Indications Upon ESP Activation If an attitude becomes extreme enough for the upper disengagement limit indication to be shown it will be drawn in a similar fashion to the engagement limit indication See Figure 14 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 14 Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 120 of 137 The ESP roll limit indications are not de cluttered when the aircraft is in an extreme attitude ESP roll limit indications are not shown when ESP is not configured for a given installation ESP is not avail
63. SS and RELEASE To disconnect the autopilot 2 Aircraft 1 PULL BACK ON CONTROL WHEEL 9 POWE MAXIMUM ALLOWABLE 4 Airspeed BEST ANGLE OF CLIMB SPEED og MAXIMUM CONTINUOUS CLIMB AND MAINTAIN SAFE ALTITUDE 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 Il Refer to the GARMIN Pilot s Guide P N 190 01343 00 Rev A or later FAA approved revision for a detailed description of the TCAS II display and control elements as implemented in the G1000 The following procedure should be performed in conjunction with the respective section of the TCAS II AFMS checklist TCAS RESOLUTION ADVISORY 271588 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 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 se
64. 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 show land contours large water features and towers and other obstacles over 200 ft AGL including buildings that are included in the G1000 obstacle database n 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 The colors used to display the terrain elevation contours are similar to those used
65. VED Hawker Beechcraft King Air 300 300LW Page 13 of 137 SVS SYN TERR SYN VIS TA TAWS TCAS TEMP TIS TMR TO TOD TSO VAPP VCO Vdc VDP VFR VHF VMC Vo VNAV VNV VOR VPTH vs WAAS WFDE WGS 84 WSHLD XFR XM XPDR YD Synthetic Vision System Synthetic Terrain softkey Synthetic Vision softkey Traffic Advisory Terrain Awareness and Warning System Traffic Alert and 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 Visual Descent Point Visual Flight Rules Very High Frequency Visual Meteorological Conditions Maximum operation limit speed in knots Vertical Navigation 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 Transfer button on the GMC 710 AFCS Mode Controller XM satellite system Transponder Yaw Damper Hawker Beechcraft King Air 300 300LW Page 14 of 137 190 00716 02 Rev 1 FAA APPROVED Section 2 Limitations INTRODUCTION The G1000 Cockpit Reference Guide for Hawker Beechcraft King Air 300 B300 series GARMIN part number 190 01344 00 Revision A or later must be immediately available to the flight crew during all phases of flight AIRSPEED LIMITATIONS AND INDICATOR MARKINGS No ch
66. WS 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 SET Missed Approach Altitude In Altitude Preselect GO AROUND GA Control Wheel it eee e ra deed edu ei dn ed Pl eade GRASP FIRMLY 2 GO AROUND button left power lever PUSH Verify GA GA on PFD in lateral and vertical mode fields Rotate to Go Around Follow Flight Director Command Bars 4 Balked nine tio t re Cg ORE 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 6 Altitude Presel ct uie eite VERIFY Set to appropriate altitude At An Appropriate Safe Altitude 7 Mode Control Panel eti ern etie edited AP to Engage Autopilot Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 92 of 137 FAA APPROVED NOTE 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
67. able 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 Underspeed 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 does not disengage the autopilot Instead the AP will attempt to capture and track the flight director com
68. ach holding fix a M 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 e When enroute to the alternate a new instrument approach may be loaded into the flight plan Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 94 of 137 FAA APPROVED SYNTHETIC VISION Use of Pathways If Synthetic Terrain is displayed on the PFD the Pathways may 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 e If the first segment of the flight plan is a heading to altitude leg the P
69. age 2 GPWSINEISOfKOV tia ate pet b bee ee OPE estt d aeu a PRESS 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 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 A page 2 FLAP OVR nete on enda eiue det dei den qp eet tege acere et Gaeta PRESS 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 FEAP OVR SOKO oiu bog Oates PRESS 3 Verify the FLAP OVR annunciation is removed from both PFDs and the MFD Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 68 of 137 FAA APPROVED GLIDESLOPE GLIDEPATH DEVIATION INHIBIT TAWS A Only or GP INH 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 A page 2 QSINH or GP INE Softkey ho de deri etre
70. age 100 of 137 FAA APPROVED Section 6 Weight and Balance No Change Refer to basic Aircraft Flight Manual or appropriate supplement 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 101 of 137 This page intentionally left blank Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 102 of 137 Section 7 Systems Description Table of Contents 104 31000 INTEGRATED AVIONICS i caravane dna x dau daa d na ntu ru a d ot taa 104 SYSTEM OVERVIEW DEI 104 hip dimi mE M 104 FLIGHT eo inielb em S 113 AFCS AUTOPILOT AND FLIGHT 113 ELECTRIC ELEVATOR eni eoe aeter cect eed sate ceno cor 117 ELECTRONIC STABILITY amp PROTECTION ESP 118 FLIGHT INSTRUMENTS 122 G1000 FLIGHT 122 STANDBY FLIGHT 5 nennen nn nn ansa sinn nna tn nns n nasa satanas nnne nnns 122 ENGINE INSTRUMENTATION nentur trn kr rn stro ro enki kr ia rcr eid
71. al 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 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 130 of 137 SYNTHETIC VISION 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
72. 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 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 Horizon line 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 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 133 of 137 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 Signs and runway highlight mss 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 approx
73. ality 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 aircraft s GPS altitude above the runway threshold as obtained from the G1000 aviation database Loss of GPS altitude will cause TAWS to become unavailable If TAWS is not available and radar altitude is available VCO messages will be derived strictly from radar altitude If TAWS and radar altitude are both unavailable VCO is inoperative 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 are not available when the system 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 or TAWS B system When the aircraft s height above terrain exceeds 675 feet the function becomes enabled and is prov
74. already set g Mode Control PRESS APR verify VAPP active or armed 4 Established Inbound on Final Approach Course Course Pointer is set to the inbound course Dix 22 ete eite eee 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 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 VAPP in green on the PFD AirSDeed uiae tad MAINTAIN 120 KIAS OR GREATER Recommended 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 King Air 300 300LW 190 00716 02 Rev 1 Pag
75. ance section of this supplement 6 Advise ATC of loss of redundancy of primary altimetry systems Perform appropriate RVSM contingency procedures outlined in the operators 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 Copilot NOTE Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 54 of 137 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 e 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 6 UI RESUME NORMAL SPEEDS If Pilot s and Copilot s Altitude Do Not Agree 3 Refer to Abnormal Procedures ALT MISCOMP procedure to determine most accurate ADC PITCH MISCOMPARE This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilot s
76. and Roll servos available e Autopilot not engaged e The Global Positioning System GPS altitude above ground based on TAWS terrain data base is more than 200 feet Aircraft is within the autopilot engagement envelope 50 in pitch and 75 in roll Protection for excessive Pitch Roll and 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 into 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 fom vertical speed An 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 ES
77. and copilot s pitch attitude of more than 5 degrees Refer to GARMIN G1000 Cockpit Reference Guide for additional information 1 Refer to 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 ROLL This message is displayed in the upper right corner of the PFD when the G1000 detects a difference between the pilot s and copilot s roll attitude of more than 6 degrees Refer to the GARMIN G1000 Cockpit Reference Guide for additional information 1 Refer to 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 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 55 of 137 HEADING MISCOMPARE This message is displayed in the upper right corner of the PFD when the G1000 detects a 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 5 1 1 OFF Be ELEGQ HEAT initi adi cn rd nena tr ei OFF 4 Referto Magnetic Compass to determine which AHRS is providing the most accurate heading information 5 Use SENSOR softk
78. 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 or hatches Refer to Figure 2 Right side mirrors the Left LEFT AFT FUSELAGE 1 Left Side Fuselage Skin and Static Ports 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 or hatches Refer to Figure 2 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 73 of 137 i FWD 12 INCHES 4 STATIC PORTS 12 INCHES 14 INCHES m L 10 INCHES Figure 2 RVSM Critical Region Hawker Beechcraft King Air 300 300LW Page 74 of 137 190 00716 02 Rev 1 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 pref
79. anges 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 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 15 of 137 POWER PLANT LIMITATIONS AND INDICATOR MARKINGS No changes were made to the airplane s engine operating limits The engine gauges are marked as shown in the following table Refer to the latest Airplane Flight Manual or appropriate Airplane Flight Manual Supplement for engine and propeller limitations NOTE 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 established limit The gauge indicator digital display will change to yellow for caution conditions PT6A 60A ENGINES COLOR MARKINGS amp RANGES OPERATING Red Arc Radial Green Arc Yellow Arc Red Arc Radial PARAMETER Minimum Limit
80. 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 crew 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 G1000 GNSS GPS SBAS NAVIGATION SYSTEM LIMITATIONS NOTE Limitations are in bolded text for this section only The pilot must confirm at system initialization that the Navigation database is current Navigation database is expected to be current for the duration of the flight If the AIRAC cycle will change during flight the pilot 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 pilot verifies and uses a valid compatible and current Navigation database or verifies each waypoint for accuracy by reference to current approved data Discrepancies that in
81. athway will be displayed for that segment first Pathway segment displayed will be the first GPS course leg e 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 altitude 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
82. ch 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 operators RVSM manual for the loss of automatic altitude hold capability Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 36 of 137 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 2 Control Wheel MEM GRIP FIRMLY 3 AP YD DISC TRIM INTRPT 8 PRESS and RELEASE Be prepared for possible high elevator control forces 4 Elevator Trim AS REQUIRED USING ELEVATOR TAB WHEEL If Red Message Clears 5 RE ENGAGE If Red Message Remains NEN liteelo T DO NOT RE ENGAGE 6 Elevator CONTINUE TO USE ELEVATOR TAB WHEEL Te ENGAGE AS REQUIRED In RVSM Airspace 8 Advise ATC of loss of autopilot system 9 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 th
83. 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 Hawker Beechcraft King Air 300 300LW Page 114 of 137 190 00716 02 Rev 1 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 Flight 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 incremani 25 Nose Pitch Hold default PIT 0 5 20 Nose Down Level M LVL 0 fpm Selected Altitude ALTS Capture Altitude Hold ALT Key ALT nnnnn Vertical Speed VS Key VS nnnn FPM 4000 to 4000 fom 100 fpm Flight Level Change IAS Hold FLC nnn KT 100 to 263 kt 1 kt Flight Level FLC Key Change Mach FLC M 0 M 0 25 to 0 58 0 01 Hold Vertical Path Tracking VNAV VNV Key
84. d 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 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 2 PRESS the button on the PFDs or GCU From the DIRECT TO page activate DIRECT TO a waypoint 3 Mode Controller SELECT NAV on mode controller GPS will be annunciated in GREEN on the PFDs Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 82 of 137 FAA APPROVED NAVIGATION GPS OBS Mode Dico Ov dme 59 Navigation SELECT GPS using the CDI softkey on PFD Select 2 PRESS the B button on the PFDs or GCU From the DIRECT TO page activate DIRECT TO a waypoint OBS eee t t eer ON PFD PRESS OBS softkey Course lu ai RR edu SET using CRS knob intercept Heading nere mes ESTABLISH in HDG or ROL mode Mode
85. d rudder boost will be inoperative 2 gol AS DESIRED WARNING DO NOT USE THE AUTOPILOT ON A COUPLED ILS APPROACH 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 a faulted AHRS Monitor both PFDs and the standby attitude indicator for abnormal attitude indications NOTE Many King Air 300 aircraft require the yaw damper to be operative above 11 000 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 wheel 00 PRESS and HOLD 3 AFCS SERVOS Circuit Breaker sss PULL Right circuit breaker panel 4 AUX SYSTEM SETUP 2 Page on DISABLE STABILITY AND PROTECTION Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 50 of 137 FAA APPROVED G1000 INTEGRATED AVIONIC
86. 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 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 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 95 of 137 VPTH displayed by 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
87. dures 43 Section 4 Normal Procedures cio temi etude saco De 70 Secuonm 5 Performarnpe ciui reiecit nii 98 Section 6 Weight and 101 Section 7 Systems 102 Section 8 Handling Service and Maintenance 137 190 00716 02 Rev 1 FAA APPROVED Hawker Beechcraft King Air 300 300LW Page 5 of 137 This page intentionally left blank Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 6 of 137 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 GFC 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 GAR
88. e 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 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 00 and 190 01344 00 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
89. e 90 of 137 FAA APPROVED BACK COURSE BC 1 Load the approach into the Active Flight VERIFY the G1000 tunes the proper LOC frequency 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 PRESS HDG to fly 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 un suspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish tite tt etin PRESS until LOC Navigation Source to be used for the Approach Displays VERIFY 32 3 imita a itn Course Pointer is Set to the Front Course e Mode Control 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 bs iut carat ert tL Cet ut SELECT GPS c Mode Control Panel sss PRESS NAV GPS Mode d Pathways iens dd icti datur dd deg ru dote AS DESIRED e When Established Inbound to the FAF PRES
90. e 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 Navigation Bright Circuit Breaker Course Deviation Indicator Code of Federal Regulations Clear Communication radio Course Control Wheel Steering Hawker Beechcraft King Air 300 300LW Page 10 of 137 190 00716 02 Rev 1 FAA APPROVED DA DC DL LTNG DME DN DR EC EFB EIS ELEC ENT ESP FAF FD FLC FLTA FMS FPM FSB ft ft min GA GCU GDC GDU GEA GEN GEO GFC GFDS GIA GMC GP GPS GPWS GRS Decision Altitude Direct Current GFDS 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 Awareness Flight Management System Flight Path Marker or Feet Per Minute Fasten Seat Belts Feet Feet Minute Go around Garmin Control Unit Garmin Air Data Computer Gar
91. e G1000 GNSS navigation system in this aircraft is installed in accordance with AC 20 138A The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the requirements of AC 20 138A and is approved for navigation using GPS and SBAS within the coverage of a Satellite Based Augmentation System complying with ICAO Annex 10 for IFR en route terminal area and non precision approach operations including those approaches titled GPS or GPS and RNAV GPS approaches The G1000 Integrated Avionics GNSS navigation system installed in this aircraft is approved for approach procedures with vertical guidance including LPV and LNAV VNAV within the U S National Airspace System The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the equipment requirements of AC 90 105 and meets the equipment performance and functional requirements to conduct RNP terminal departure and arrival procedures and RNP approach procedures without RF radius to fix legs Part 91 subpart K 121 125 129 and 135 operators require a Letter of Authorization for operational approval from the FAA The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the equipment requirements of AC 90 100A for RNAV 2 and RNAV 1 operations accordance with 90 1004 Part 91 operators except subpart following the aircraft and tra
92. e 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 Phe 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 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 37 of 137 AUTOPILOT OVERSPEED RECOVERY Amber _ MAXSPD annunciation on PFD 1 Power Levers ec REDUCE When overspeed condition is corrected 2 AUtOpilot 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 259 KIAS 0 58 or Veg 200 or 157 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 on the PFDs on ESP equipped aircraft also be accompanied by an amber MINSPD annunciator above the airspeed tape display and aural AIRSPEED alert 1 Power Levers INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED
93. e 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 The following conditions will cause the autopilot to disconnect Electrical power failure including pulling the AFCS SERVOS circuit breaker Electrical power failure to the GMC 710 Autopilot Mode Controller including pulling the MODE CTL circuit breaker Internal autopilot system failure Malfunction of either AHRS two fully functional AHRS are required for the autopilot to function Failure of the on side PFD 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 Pushing the AP button on the autopilot mode controller when the autopilot is engaged 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
94. e 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 database 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 e 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 Overriden Frequency or Course on an ILS Approach Prior to Turning Inbound on the Final Approach Course PFD Softkey on PFD1 and or PFD2 sse entente PRESS SYN VIS vele tet ats ok D c Des ao PRESS PATHWAY
95. ecc Hie ur e FREE 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 A page 2 GS INH or GP INH Softkey eerte ttt ttt ttt tts st 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 N A and TAWS FAIL 5 N A 5 FAIL 1 If the amber TAWS N A 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 2 Ifthe amber TAWS FAIL 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
96. echcraft King Air 300 300LW FAA APPROVED Page 61 of 137 FAILED ATTITUDE AND OR HEADING ATTITUDE FAIL AND OR RED X OVER HEADING DISPLAY ON PFD This indicates a loss of pitch 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 1 e te p RE Rx MONITOR using standby attitude gyro 2 WSHLD ANTI ICE Switches Pilot and 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 on
97. ectors To Final a Mode Control 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 un suspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish C VERIFY etate Recette net Course pointer slews to the front course PatlhiWays a ue dte ao M Ei atto de ie ii tud AS DESIRED e Mode Control PRESS APR Verify GPS and GP armed Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 86 of 137 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 B gt the IAF b SELECT GPS Nav Source c Mode Control Panel PRESS APR Verify GPS mode active GP armed d Bathimays oai ette ER REN AS DESIRED 8 zia ed RU edat aa Course pointer slews to the front course 4 Established inbound on Final Approach Course VERIFY ave leere Course Pointer is set to the final approach course sistas er LPV or L VNAV is annunciated on t
98. edure When the airplane is inbound towards the final approach course the CDI will automatically switch from GPS navigation to LOC navigation d Pathways dde det escam AS DESIRED 9 VERIFY Course pointer slews to the front course 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 85 of 137 4 Established inbound on Final Approach Course FAF Active Waypoint VERIFY asec ation tete Course Pointer is set to the final approach course b MERIEY unte eii endete da Ioa e ned e d aoa LOC is annunciated on the HSI Airspeed sss MAINTAIN 120 KIAS OR GREATER Recommended At the EAE iiie 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 SET Missed Approach Altitude In Altitude Preselect RNAV GPS LPV or LNAV VNAV 1 Load the approach into the Active Flight Plan 2 Approach SET TMR REF page if not already set If Flying Vectors To Final 3 Airplane on V
99. ee 50 feet radar altitude on PFD1 and PFD2 RA Ground Correlates to 50 feet radar altitude on PFD 1 and PFD 2 Altimeter displays RATEST Softkey niea t dte Het itd Hed eade dada PRESS TO STOP TEST f PFD1 and PFD2 Radar Altimeter 0 Feet g RA Ground Reference sse Correlates to 0 feet radar altitude on PFD 1 and PFD 2 Altimeter displays h RA TEST Annunciation sss 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 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 Te Elighit Instr ments ier ERE Reate ie Smet e MN 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 Beec
100. eed air pressure from both engines When the difference in these pressures 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 bleed air pressure differential Trimming of the rudder must be accomplished by the pilot The rudder boost system is disabled if the RUDDER BOOST switch is OFF or when one of the bleed air switches is in the PNEU amp ENVIR OFF position Rudder boost is interrupted when the AP YD DISC TRIM INTRPT button is pressed An amber caution annunciator RUD BOOST OFF is provided on the caution advisory status annunciator panel as illustrated below 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 CAUTION ADVISORY PANEL ILLUSTRATION RUD BOOST RUD BOOST OFF OFF FA 226 and after or airplanes with Raytheon Aircraft Kit P N 130 9600 installed 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 113 of 137 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 th
101. er the autopilot yaw damper and rudder boost Systems inoperative 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 33 of 137 MANUAL AUTOPILOT DISCONNECT If necessary the autopilot may be manually disconnected using any one of the following methods 1 AP YD DISC TRIM INTRPT Button nnne PRESS and RELEASE Pilot s or Copilot s control wheel 2 AP Button Autopilot mode control panel sse nennen PRESS Yaw damper remains engaged 3 Pitch Trim Switch Pilot s or if installed Copilot s control ACTIVATE Yaw damper remains engaged 4 Go Around GA switch For airplanes without ESP PRESS Left power lever yaw damper remains engaged 5 AFCS SERVOS Circuit PULL Right circuit breaker panel AUTOPILOT ABNORMAL DISCONNECT Red AP flashing on PFD Continuous high low aural tone 1 A P DISC TRIM INTRPT Button enne PRESS AND RELEASE to cancel disconnect tone Aircraft Atttud o io ie ceed ie 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 annunciations p
102. ery 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 MFD Engine Gauges Com 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 G1000 equipment items will be displayed in the ALERTS window on both PFDs NOTE The aircraft s 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 Standby Altimeter and Airspeed indicators may be unreliable in visible moisture because the Right Pitot Heat is not powered by the aircraft battery The Left Pitot Heat remains powered by the battery via the aircraft s Triple Fed Bus 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 39 of 137 LOAD MANAGEMENT TABLE This table replaces the Load Management Table published in the AFM Use of the following equipment will reduce battery duration by the approxi
103. es NPA and are flown to an MDA even though vertical glidepath GP information may be provided Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 88 of 137 FAA APPROVED 6 Athe 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 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 MDA 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 SET ON TMR REF page if not already set If Flying Vectors To Final 3 Airplane on Vectors To Final a Mode Control
104. ey to select the most accurate AHRS on the affected PFD 6 WSHLD ANTI ICE Switches AS REQUIRED 4 iiti etr tei ne ER reed E DARE ERE AS DESIRED 8 dod 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 LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE If ATC is not receiving altitude reporting information while in RVSM airspace 1 XPDR Softkey 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 Hawker Beechcraft King Air 300 300LW 190 007
105. f 10 rpm The 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 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 lb hr The oil pressure indicator displays oil pressure in PSI digital indication combined with the pointer gives oil pressure a resolution of 1 psi The oil temperature indicator displays oil temperature in Degrees Celsius A digital indication combined with the pointer gives oil temperature a resolution of 1 C A propeller synchroscope located above and between the propeller tachometers 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 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 123 of 137 PROPELLER SYNCHROPHASER
106. f 137 BOTH ON AHRS 1 BOTH ON AHRS 2 65 BOTH ON GPS 1 BOTH ON GPS 2 65 USING alo GF ADC2 Rx 66 USING AHRS1 er AHRSO ien equ 66 SYNTHETIC VISION mee EM EIE 66 AND GPWS iatenuatediusstuteau tutes meu 67 TAWS or GPWS CAUTION RRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRMMMMMMMMMKKKNMBKKIAEHKYEH RNN 67 m 67 GPWS INHIBIT TAWS A Only LGPHS INH 68 FLAP OVERRIDE TAWS A Only essent ttn ttnt ttti 68 GLIDESLOPE GLIDEPATH DEVIATION INHIBIT TAWS A Only entente 69 TAWS N A TAWS PAIL tac rettet 69 GPWS FAIL TAWS A Only PRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRMMMMMMMEMMMKMKNHNHWW 69 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 44 of 137 FAA APPROVED AUTOMATIC FLIGHT CONTROL SYSTEM AILERON MIS TRIM amber ML or annunciation PFD Indicates a mis trim 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
107. ft 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 Conditions Remarks and or Exceptions Removed by G1000 modification Removed by G1000 modification 190 00716 02 Rev 1 FAA APPROVED Hawker Beechcraft King Air 300 300LW Page 27 of 137 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 System 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 ATC Transponder VHF Navigation Receiver GPS SBAS Receiver Automatic Direction Finder ADF Distance Measuring Equipment
108. fuselage four ports total An alternate static air line is also provided for the pilot s Air Data Computer ADC1 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 pilots 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 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 interv
109. ghting 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 pilot s right subpanel 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 129 of 137 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
110. hcraft King Air 300 300LW 190 00716 02 Rev 1 Page 76 of 137 FAA APPROVED NOTE 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 e Verify turn rate and slip indicator display appropriately BEFORE TAKEOFF RUN UP The following procedures supersede the same procedures in the airplane s AFM BEFORE TAKEOFF RUNUP checklist items 1 Damp is SERERE E AO DR ERE aei EE inn CHECK Yaw ON b Rudder Pedals nada decere ndn CHECK FOR ADDED RESISTANCE AP YD DISC TRIM INTRPT 2 4 0 0000 00000 nennen PRESS d R B BOOST OFF ir ettet etr resort eie acea re CI ront ILLUMINATES VERIFY DISCONNECTED f Repeat Items a through c for copilot s side g Rudder Boost Switch eru de dp oa ded duae OFF RUD BOOST OFF ILLUMINATED h Rudder Boost Switch RUDDER BOOST RUD BOOST OFF EXTINGUISHED 2 Electric Elevator Trim CHECK a Pilot s Control Wheel Left and Right Segments sess ACTUATE INDIVIDUALLY Verify there is no elevator tab wheel movement Left and Right
111. he HSI cx WERIEY 2 ttem e Urt e HEU Pr eee GP Indicator Displays VERIFY ied tete SUSP is not displayed on HSI SED Missed Approach Altitude In Altitude Preselect enaiis MAINTAIN 120 KIAS OR GREATER Recommended VERIFY itia Airplane Captures and Tracks GPS Course At Decision Altitude DA 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 RNAV GPS LNAV LNAV V 1 Load the approach into the Active Flight Plan 2 Approach Minimums see 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 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 un suspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 87 of 137 d VERIEY iim
112. ibited Use of the SVS traffic display alone to avoid other aircraft is prohibited 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 23 of 137 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 1 terrain database coverage area is from North 75 Latitude to South 60 Latitude in all longitudes 2 The Airport Terrain Database coverage area includes airports from North 75 Latitude to South 60 Latitude in all longitudes 3 The Obstacle Database coverage area includes the United States and Europe Use of the TAWS or GPWS for navigation or terrain and or obstacle avoidance is prohibited NOTE The 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 TRAFFIC AVOIDANCE SYSTEM LIMITS Use of the MAP TRAFFIC MAP to maneuver the airplane for traffic avoidance without outside visual reference is prohibited The Traffic Information System TIS or optional Skywatch HP Skywatch TAS Honeywell KTA 870 TAS Garmin GTS 8
113. ided 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 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 135 of 137 This page intentionally left blank Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 136 of 137 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 requirements for the G1000 system and components 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 137 of 137
114. il the cause of the mis trim has been investigated and corrected The rudder boost may also be inoperative Many King Air 300 aircraft require the yaw damper to be operative above 11 000 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 OL i cata TE RVSM Airspace and Autopilot Inoperative 8 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 King Air 300 300LW 190 00716 02 Rev 1 Page 48 of 137 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 S
115. ilot 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 Yaw DAM pel ENGAGE AS REQUIRED 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 ROLL AXIS FAILURE Red UE 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 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 Y aw iue secs dee quet dato se ebd dee bled Ded t cet bla enda da vade ENGAGE AS REQUIRED Altitude eese MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY Record ea
116. imately 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 Ve nm of the threshold Runway highlighting is displayed even if APTSIGNS are turned off Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 134 of 137 TAWS AND GPWS Refer to the GARMIN Pilot s Guide and Cockpit Reference Guide P N 190 01343 001 and 190 01344 00 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 G1000 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 function
117. in oceanic and remote areas of operation that requires RNP 10 or RNP 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 12B 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 63Ws GPS navigation 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 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 GPS1 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 Whenever possible RNP and RNAV routes including Standard Instrument Departures SIDs and Obstacle Departure Procedures ODPs Standard Terminal Arrival STAR and enroute RNAV and RNAV T routes sh
118. 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 the altitude preselect altitude reference Vertical DIRECT TO To descend from the present position to a waypoint 1 Altitude Preselect een dtd ea ics RESET ten ott PRESS 3 Waypolnt 5 tege i oie SELECT desired waypoint 4 VNV gt Softkey MFD Flight Plan Page ssssseeeeenenns PRESS 5 Vertical DIREGT TO Li at Nm e y eek ACTIVATE 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 81 of 137 LATERAL MODES HEADING MODE HDG 1 2 3 HDG Knob eg m e ee PUSH to synch heading bug to current heading HDG BUTTON iere p teen ge eed PUSH HDG mode annunciated ADG tib etna aT Rotate to set heading bug to desired heading NAVIGATION VOR OY ue qe cm Navigation Source SELECT VOR 1 or VOR2 using CDI softkey on PFD Course POINTE aaa Dans aa SET using CRS knob Intercept ESTABLISH in HDG ROL mode Mode 20404 4 000 enne PRESS on mode controller VOR will be annunciate
119. ing Fans 2 total 42 107 F Equipment and components required for RNAV Operations Equipment and RNAV 2 RNAV 1 B RNAV P RNAV Class II Components navigation RNP and RNAV routes including gt Standard Instrument Departures SIDs GPS SBAS receiver with GPS Obstacle Departure Procedures ODPs Software 3 2 or later approved Standard Terminal Arrival STAR and version Note 1 2 enroute RNAV Q and RNAV T routes and GPS or GPS and RNAV GPS GDU 104X Display instrument approach operations GDU 1500 Display NOTE 1 Some operations require two GA36 antenna functioning GPS SBAS receivers GA37 antenna NOTE 2 If only one is required and only one is operative it must be 1 OXYGEN No Changes Refer to Aircraft Flight Manual PROPELLER Refer to Aircraft s POH or AFMS for No Changes any installed modifications VACUUM SYSTEM Gyro Suction Gage Instrument Air System 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 29 of 137 This page intentionally left blank Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 30 of 137 FAA APPROVED Section 3 Emergency Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM 32 AUTOPILOT MALFUNCTION PITCH TRIM 2 nnne nenne nnn nennt nnn nnn 32 UNSCHEDULED RUDDER BOOST ACTIVATI
120. ining guidance AC 90 100A are authorized to fly RNAV 2 and RNAV 1 procedures Part 91 subpart K 121 125 129 and 135 operators require a Letter of Authorization for operational approval from the FAA The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been found to comply with the requirements for primary means of Class II navigation in oceanic and remote navigation RNP 10 without time limitations in accordance with AC 20 138A and FAA Order 8400 12A The G1000 can be used without reliance on other long range navigation systems This does not constitute an operational approval The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been found to comply with the navigation requirements for primary means of Class II navigation in oceanic remote navigation RNP 4 in accordance with AC 20 138A and FAA Order 8400 33 The G1000 can be used without reliance on other long range navigation systems Additional equipment may be required to obtain operational approval to utilize RNP 4 performance This does not constitute an operational approval The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the accuracy integrity and continuity of function and contains the minimum system functions required for PRNAV operations in accordance with JAA Administrative amp Guidance Material Section One General Part 3 Temporar
121. ion 3A Abnormal Procedures Table of Contents AUTOMATIC FLIGHT CONTROL SYSTEM 45 AILERON MIS TRM a 45 ELECTRIC PITCH TRIM INOPERATIVE 46 47 RUDDER 5 Me dees Naa aaaea aasa 48 FLASHING AMBER MODE ANNUNCIATION 49 YAW DAMPER AUTOMATIC DISCONNECT Amber Flashing 49 WAW AXIS FAILURE A 50 ELECTRONIC STABILITY AND PROTECTION 50 MANUAL ESP 5 50 G1000 INTEGRATED AVIONICS SYSTEM 51 ALTITUDE MISCOMPARE 2 1 2 2 iuiiieec cce seedeesutedvecdvesducesteceedescesscsessonceedecepescastacussacedseds 51 AIRSPEED nera nra e a nor Extreme to E e E edm ur ua Fe 54 PITCH MISCOMPARE ie soc cmm 55 ROLE MISCOMPARE 2 2 sla LLLI ELI 55 HEADING MISCOMPARE 2 522 56 LOSS OF ALTITUDE REPORTING IN RVSM
122. ion 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 G1000 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 and FAA Advisory Circular 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 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 9 of 137 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 Mod
123. is displayed high roll forces are possible The following procedure should be followed Een GRIP FIRMLY 2 Aileron Tab Knob ROTATE SLOWLY IN DIRECTION OF INDICATED MIS TRIM 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 extinguishes If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the previous trimmed condition 3 Whee GRIP FIRMLY 4 Aileron Tab Knob ROTATE SLOWLY IN THE DIRECTION OF INDICATED MIS TRIM UNTIL ANNUNCIATION EXTINGUISHES 5 AP YD DISC TRIM INTRPT Button PRESS and RELEASE Pilot s or Copilot s control wheel 6 USING AILERON TAB KNOB MANUALLY RE TRIM AIRPLANE The autopilot should be considered inoperative until the cause of the mis trim has been investigated and corrected Yaw damper may be re engaged and used normally In RVSM Airspace and Autopilot Inoperative 7 Altitude 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 Sta
124. 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 Panel see TRANSFER XFR button to operating PFD 3 AUtOpIlOt etes i ttes RE ENGAGE and select modes 4 Transponder ce e ES cot e te SELECT operating transponder 5 ca git pt Hm dietus SELECT operating COM Radio NOTE Use the operating PFD to control Com frequency selection Com and Nav volume and Altimeter Barometric Pressure setting 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 57 of 137 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 on 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
125. its Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 22 of 137 FAA APPROVED 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 Vuo Myo Autopilot coupled ILS LOC LPV or LNAV VNAV approaches with the yaw damper inoperative or not engaged is prohibited Do not use autopilot below the following altitudes 1 On takeoff do not engage the autopilot below 22 2 00 400 feet AGL 21 EET 1000 feet AGL 3 Approach GP or GS 04 1 00 enne nennen 200 feet AGL 4 Approach FLC VS PIT or ALT mode Higher of 400 feet AGL or Approach MDA 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 proh
126. k Approach VOR Arm Capture Track APR Key VAPP 1 Rig an Approach ILS Arm Capture Track Glideslope Loc 25 Left Bank Mode Automatically Armed 25 Right Bank Takeoff on ground GA TO Wings Level Go Around in air GA Wings Level 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 flight 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 75 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 The autopilot is capable of commanding the aircraft in the following ranges Pitch 25 nose up to 20 nose down Roll 25 or 30 while using a GPS lateral mode Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 116 of 137 The
127. laying data from opposite AHRS SENSOR PRESS 2 AHRS 1 or AHRS2 Select on side AHRS 51 for Pilot PFD AHRS2 for copilot PFD 3 Displays CONFIRM BOTH ON AHRS 1 or BOTH ON AHRS 2 message clears on both PFDs 4 If message does not clear refer to Abnormal Procedures FAILED ATTITUDE AND OR HEADING 1 2 AMES 2 This message is displayed 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 Status tei ente UE endi ed Eee tied hes ect ie etc ee CHECK a Select AUX GPS STATUS page on MFD b Select GPS1 then GPS2 softkeys and verify sufficient satellite reception 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 65 of 137 USING ADC1 or ADC2 Siar This message is displayed on both PFDs and indicates that both PFDs are displaying data from the opposite side air data computer Normally the pilo
128. light 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 aee ted ate eg USE ALTERNATE SOURCES Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 58 of 137 FAA APPROVED 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 e 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 e MAP TRAFFIC MAP display is not dependent on GPS information The position of displayed traffic relative to the airplane symbol on the map 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 Navigatio
129. light 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 Test nennen COMPLETE a Red AFCS ILLUMINATED DURING AHRS ALIGNMENT b Red AFCS Annunrciator EXTINGUISHES When Autopilot Preflight Test Begins c White PFT enne ILLUMINATED 5 Seconds d White PFT 2 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 Standby Battery PUSH ON illuminated if Aircraft Battery is OFF ARM illuminated if Aircraft Battery is ON 2 Standby Attitude Gyro Fail 2 448 40000 NOT DISPLAYED listen for standby alti
130. ling 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 King Air 300 300LW 190 00716 02 Rev 1 Page 32 of 137 FAA APPROVED NOTE The maximum altitude lost during malfunction tests was Cruise 230 Feet Descent 555 Feet Maneuvering 170 Feet Glideslope Glidepath Approach 79 Feet Non Precision Approach 100 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 PRESS AND HOLD 2 Rudder Bo0sL ld mii duni iE OFF If Condition Persists 3 AFCS SERVOS Circuit Breaker PULL or 4 Either Bleed uiu cee anlar eects ec ex aa ado tle PNEU amp ENVIR OFF 5 Perform Normal Landing NOTE Pulling the AFCS SERVOS circuit breaker will rend
131. ly long enough to reference magnetic compass or the pilot should descent to a warmer altitude if terrain fuel and endurance permit ELEC e OFF CABIN TEMP MODE switch cece eeeaee rennen USES IRI ER IER MONITOR using magnetic compass If in RVSM airspace 6 Altitude ie eet 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 autopilot system Perform appropriate RVSM contingency procedures for loss of altitude hold capability outlined in the operators RVSM procedures manual 8 Land as soon as practical Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 62 of 137 FAA APPROVED NOTE e autopilot will disconnect and will not re engage ESP if installed will be inoperative e Reference the GPS track on 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
132. mand 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 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 121 of 137 FLIGHT INSTRUMENTS G1000 FLIGHT INSTRUMENTS Flight instruments are an integrated part of the G1000 system For system descriptions operating instructions and abnormal failure indication refer to the Cockpit Reference and Pilot s Guides STANDBY FLIGHT INSTRUMENTS ALTITUDE FEET Vuo KIAS There are three 2 inch standby instruments that are arranged vertically S L TO 21 000 directly to the right of the pilot s Primary Flight Display 0 TO 25 000 e Standby attitude indicator e Standby altimeter 21 2 Standby airspeed indicator 7920 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 WX d xr electrical power there is a standby battery that will power the standby AS Adi attitude indicator for at least 30 minutes S M A The second instrument in the stack is a standby altimeter It is a mechanical instrument that requires no electrical power to display A c altitude Electrical power is used for internal instrumen
133. mate times listed below Multiple usage of the following equipment is additive EQUPMENT RETE 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 fw MFD Continuous fw Copilot PFD Continuous Nav 2 Continuous ADC 2 Continuous AHRS 2 Continuous GEA 2 Continuous fw Instrument Indirect Emergency Lights Continuous Cabin Lights 5 3 Ice Lights 5 0 6 NAV Lights 60 7 Taxi Lights 5 2 Digital OAT Continuous Single Standby Fuel Pump 5 2 Left Bleed Air Valve Continuous Pressurization Control Continuous Cabin Temperature Control Continuous we Surface Deice 1 0 1 Left and Right Main Engine Anti ice Single Operation 0 1 Manual Prop Deice 5 6 Windshield Wiper 5 1 Left Pitot Heat Continuous Powered by standby battery Hawker Beechcraft King Air 300 300LW Page 40 of 137 190 00716 02 Rev 1 FAA APPROVED TAWS AND GPWS TAWS OR GPWS WARNING Red on PFD and aural PULL UP or Whoop Whoop PULL UP 1 AP YD DISC TRIM INTRPT 2 PRE
134. meter vibrator operation 3 1 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 5 AUX Weight INPUT LOAD DATA 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 75 of 137 BEFORE TAXI These procedures should be conducted after completing the airplane s AFM BEFORE TAXI checklist items before brake release 1 Standby Attitude IndiGator e a are e Ee eet E d ce d peas CHECK a PULE TO CAGE PULL KNOB TO ERECT GYRO b Instrument Fail NOT DISPLAYED IN INSTRUMENT FACE PFD1 PFD2 and Standby Attitude Indicator COMPARE and CROSS CHECK 24 idc etta P ote oed idee dle te eb a de 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 Radar Altimeter z us e ea o ea MEER AERE ee a AE TEST RA TEST Soflk6y i rote ad de oce ede Ra d GON cu vi ai e du PRESS MFD AUX SYSTEM STATUS Page b RA TEST Annunciation sese ILLUMINATED on PFD1 and PFD2 RA Display Window e
135. min Display Unit Garmin Engine Airframe Unit Generator Geographic Garmin Flight Control Garmin Flight Data Services Garmin Integrated Avionics Unit Garmin Mode Control Unit GPS Glide Path Global Positioning System Ground Proximity Warning System Garmin Reference System AHRS 190 00716 02 Rev 1 FAA APPROVED Hawker Beechcraft King Air 300 300LW Page 11 of 137 GS Glide Slope GSA Garmin Servo Actuator GSR Garmin Iridium Satellite Radio HDG AFCS heading mode or the HDG button on the GMC 710 AFCS Mode Controller HITS Highway in the Sky HPa Hectopascal HSI Horizontal Situation Indicator IAF Initial Approach Fix IAP Instrument Approach Procedure IAS Indicated Airspeed ICAO International Civil Aviation Organization IFR Instrument Flight Rules ILS Instrument Landing System in Hg inches of mercury INH Inhibit ITT Interstage Turbine Temperature KIAS Knots Indicated Air Speed LCD Liquid Crystal Display LDA Localizer Type Directional Aid LNAV Lateral Navigation LNAV V Lateral Navigation with Advisory Vertical Guidance LNAV VNAV Lateral Navigation Vertical Navigation LOA Letter of Acceptance LOC Localizer LOI Loss of Integrity GPS LPV Localizer Performance with Vertical Guidance LRU Line Replaceable Unit LTNG Lightning XM Weather Product M Mach MAP Missed Approach Point MAXSPD Maximum Speed AFCS Overspeed Protection mode MDA barometric minimum descent altitude MEL Minimum Equipment
136. n Fly toward known visual conditions Use ATC or other information sources as available NOTE e All information derived from GPS or DR will be removed from the displays e TAWS is inoperative e airplane symbol is removed from all maps The map will remain centered at the last known position NO GPS POSITION will be annunciated in the center of the map GPS APPROACH ALARM LIMITS EXCEEDED During a GPS LPV LNAV VNAV or LNAV V approach if the Horizontal or Vertical alarm limits are exceeded the G1000 System will downgrade the approach This will be annunciated in the ALERTS window and by an annunciation change on the HSI from LPV L VNAV or LNAV V to LNAV GPS glide path vertical guidance will be removed from the PFD The approach may be continued using the LNAV only minimums During any GPS approach in which both precision and non precision alarm 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 alarm 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 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 59 of 137 ILS DATABASE FREQUENCY AND OR COURSE MISMATCH In some rar
137. ndby System chart in the Performance section of this supplement 8 Advise ATC of loss of autopilot system Perform appropriate RVSM contingency procedures outlined in the operator s RVSM manual for the loss of automatic altitude hold capability 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 45 of 137 ELECTRIC PITCH TRIM INOPERATIVE NOTE This condition may be accompanied by a red or 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 sse 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 If 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 MANUALLY TRIM AIRPLANE IN PITCH Using Elevator Tab Wheel NOTE The autopilot yaw damper and rudder boost may also be inoperative Many King Air 300 aircraft require the yaw damper to be operative above 11 000 feet MSL and rudder boost continuously Refer to the Limitations section of the Aircraft Flight
138. on the MFD map The terrain display also includes a north south east west grid to assist in orientation relative to the terrain The terrain display is intended to serve as an 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 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW Page 131 of 137 The Terrain Obstacle Airport databases have an area of coverage as detailed below e The Terrain Database has an area of coverage from North 75 Latitude to South 60 Latitude in all longitudes e The Airport Terrain Database has an area of coverage that includes the United States Canada Mexico Latin America and South America e The Obstacle Database has an area of coverage that includes the United States NOTE The area of coverage may be modified as additional terrain data sources become available 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 the G1000 Terrain or 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 in color If an obstacle warning is generated by the G1000 system the obstacle symbol
139. opriate If unable to restore Flight Director 5 PRESS to remove Flight Director from PFDs Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 64 of 137 FAA APPROVED BOTH ON ADC1 BOTHON ancz EADS 0000008 This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are 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 PRESS 2 ADC1 or ADC 2 softkey sese ener ennt SELECT on side ADC ADC1 for Pilot PFD ADC2 for copilot PFD 3 PRD DISPIAYS nta CONFIRM BOTH ON ADC 1 or BOTH ON ADC 2 message clears on both PFDs 4 If message does not clear refer to Abnormal Procedures FAILED AIRSPEED ALTITUDE AND OR VERTICAL SPEED BOTH AHRS 1 AHRS2 EL 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 disp
140. ould 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 Manual entry of waypoints using latitude longitude or place bearing is prohibited GPS or GPS and RNAV GPS instrument approaches using the G1000 System are prohibited unless the pilot 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 Pilots 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 must not be based on an RNAV GPS LP LPV or LNAV
141. paration for example visual acquisition of and safe separation from a nearby aircraft on a parallel approach 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 41 of 137 WINDSHEAR ENCOUNTER For airplanes equipped with Electronic Stability and Protection ESP 1 AP YD DISC TRIM INTRPT Button eese eene enne nnn PRESS and HOLD To prevent automatic autopilot engagement 2 Perform established windshear escape procedures After Exiting Windshear 3 AP YD DISC TRIM INTRPT Button nnne nennen RELEASE 4 Autopilot Yaw Dampoel c ect ettet Ene ttn e creen ru AS DESIRED NOTE Refer to FAA Advisory Circular 00 54 Pilot Windshear Guide for additional information on windshear avoidance and escapement techniques ESP ENGAGEMENT For airplanes equipped with Electronic Stability and Protection ESP 1 Usethe 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 King Air 300 300LW 190 00716 02 Rev 1 Page 42 of 137 FAA APPROVED Sect
142. 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 un suspend when the airplane intercepts and turns inbound on the final approach course When automatic flight plan waypoint sequencing resumes SUSP will extinguish 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 83 of 137 le VERIFY CDI automatically changes to LOC Course pointer slews to the front course PAWAY S ge que aap ee a net AS DESIRED e Mode Control 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 B gt the IAF b Hel OD sut ic ettet tea beate SELECT GPS Nav Source Mode Control 2 2 40 41 1 000 PRESS NAV GPS Mode Mode Control 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
143. resent Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 34 of 137 FAA APPROVED AUTOPILOT FAILURE Red annunciator PFD Red AP flashing on PFD Continuous high low aural tone 1 AP YD DISC TRIM INTRPT PRESS to cancel disconnect tone If red AFCS is displayed the autopilot yaw damper and manual electric pitch trim will be inoperative 2 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 300 aircraft require the yaw damper to be operative above 11 000 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 3 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 4 Perform appropriate RVSM contingency procedures outlined in the operators RVSM manual for the loss of automatic altitude hold capability 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 35 of 137 PITCH AXIS FAILURE Red annunciator on PFD 1 Indicates a failure of the pitch axis of the autop
144. rocedures for loss of all primary altimetry systems and accurate altitude reporting capability outlined in the operators RVSM procedures manual 4 Land as soon as practical If One Side Only 1 Autopilot AET ce eet E c m tte ee i tede DISENGAGED 2 Affected PED SENSOR Softkey xatd cette a t ict Hd etse ede PRESS 3 ADC PRESS the ADC softkey to select the functional ADC ADC1 or ADC2 4 eiie te itn er CONFIRM BOTH ON ADC1 OR BOTH ON ADC2 annunciated on both PFDs 5 Autopilot AET M J RESELECT AS DESIRED e n RVSM Airspace Oa Altitude 2 n Ede Ene 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 Autopllot ALT MO d 2 I te et rte ee e P i E ENGAGED 2 Altit de 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 190 00716 02 Rev 1 Hawker Be
145. sure 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 2 TAWS INH or INHIBIT Softkey PRESS 3 Verify annunciation displays on both PFDs and in the lower right corner of the MFD To Enable TAWS If Inhibited 1 Display the MAP TAWS A or MAP TAWS B page 2 TAWS INH or INHIBIT Softkey rettet tette titres PRESS 3 Verify the TAWS INH annunciations are removed from both PFDs and the MFD 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 67 of 137 GPWS INHIBIT TAWS A Only 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 2 5 A a foes sete co ete rende tete desti edet cu rete td ins diem TO PRESS 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 p
146. t s side displays ADC 1 and the copilot s side displays ADC 2 Refer to GARMIN G1000 Cockpit Reference Guide for additional information 1 PILOT S PFD SENSOR Softkey sse nennen nnne nnns PRESS 2 PILOT S 1 PRESS PFD Displays CONFIRM BOTH ADC1 message displayed on both PFDs 4 COPILOT S PFD SENSOR PRESS 5 COPILOT S PFD ADC2 Softkey cc ccescceccceeeceeeceeeeceseceeeeeeeeeeeeseeeeeaeesaeesaeeeeeeseesneeenaeenaees 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 PILOTS PFD SENSOR PRESS 2 PILOT S PFD AHRS 1 PRESS 3 PFD Displays CONFIRM BOTH ON AHRS1 message displayed on both PFDs 4 COPILOT S PFD SENSOR Softkey sss PRESS 5 COPILOT S PFD 52 PRESS 6 PFD Displays
147. t lighting and for ag an internal vibrator that is used to minimize indicator pointer sticking Sa 10137 The vibrator is normally powered from the Triple Fed Bus the event of total loss of normal aircraft electrical power the vibrator and internal zL1090 lighting are powered by the standby battery The standby altimeter 27 uses the copilot s static system for its source of static air pressure i Yn 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 normal operation power et for standby instrument lighting comes from the Triple Fed Bus In the lt I event of a total loss of aircraft electrical power the standby battery will NC 300 40 gt power the instrument s internal lighting standby airspeed indicator 5250 Je dore 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 0 Figure 15 Standby Flight Instruments Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 122 of 137 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
148. 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 Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 128 of 137 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 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 backli
149. 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 4 380 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 If a profile requires a climb the Pathway will be displayed 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
150. tingency 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 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 Unable to Identify Accurate Altitude Source 1 Avoid IFR conditions if possible consider diversion to visual conditions and LAND AS SOON AS PRACTICAL Maintain altitudes based on LOWEST indicated altitude Advise ATC of inability to verify correct altitude RVSM airspace perform appropriate RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude reporting capability If unable to descend in visual conditions plan an ILS LPV or RNAV GPS LNAV VNAV approach with course intercept well outside the Final Approach Fix FAF Once glideslope or glidepath is captured determine most accurate altitude source when crossing FAF 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 19
151. tore engine gauges 2 Move both power levers together using the engine with operating engine gauges to set power If One or More 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 1 CDI PRESS TO 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 PRESS Pilot s or Copilot s control wheel Attitude eet tee CROSSCHECK BOTH PFDs with the Standby Attitude Indicator Flight Director eene 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 appr
152. ual 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 1515 Street Olathe KS 66062 USA Telephone 913 397 8200 www garmin com Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 2 of 137 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 King Air 300 300LW Aircraft REV PAGE DATE OF FAA APPROVED NO NO S DEDCRIPTION APPROVAL 1 ALL Original Issue See Cover See Cover 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 200LW Page 3 of 137 This page intentionally left blank Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 4 of 137 Table of Contents SECON 7 Section 2 eda ER Rn dd 15 Section 3 Emergency Procedures 31 Section Abnormal Proce
153. ually 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 THE AIRCRAFT PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL CLIMB GRADIENT UNTIL PAST THE TERRAIN OR OBSTACLE Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 132 of 137 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 the 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 As 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
154. ude TO TO is Annunciated in Mode Window on Both PFDs BEFORE TAKEOFF FINAL ITEMS The following procedures supersede the same procedures in the airplane s AFM BEFORE TAKEOFF FINAL ITEMS checklist items 1 V4 Vo Minimum Takeoff 8 SET OR CONFIRM These procedures should be conducted after completing the airplane s AFM BEFORE TAKEOFF FINAL ITEMS checklist 2 PED Attitude and Headin iamini ee endete ee aea eed NORMAL 3 GPS PoSitl n niue a dedica VALID LO NOT ANNUNCIATED on HSI 4 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 LEES Mule CREE CIEN EEUU DER HERE CROSS CHECK Maximum Difference 200 Feet Ensure Matched barometric pressure settings 29 92 inHg STD BARO or 1013 mb 2 Altitude eain oti s bd eden dest RECORD as 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 Mode een Maximum Altitude Deviation 65 Feet During normal operations the ADC coupled to the autopilot will supply altitude data to the active transponder
155. uld not be heard BAT MASTER SWITCH OFF OTHER PROCEDURES 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 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 The pilot must re select the desired modes 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 79 of 137 VERTICAL MODES VERTICAL SPEED VS MODE C937 4 Altitude Preselect ie de t eie ens SET to Desired Altitude Press VS Button eese GREEN VS White ALTS annunciated on PFD Vertical Speed Reference sse ADJUST using UP DN Wheel Green tun Ree VERIFY UPON ALTITUDE CAPTURE FLIGHT LEVEL CHANGE FLC MODE 1 2 3 4 Atude POSEE its
156. ures above 135 psi but not exceeding 200 psi are permitted only for the duration of the flight g Cil temperature limits are 40 C and 110 C However temperatures between 99 C and 110 C are limited to a maximum of 10 minutes Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 16 of 137 FAA APPROVED MANEUVER LIMITS No changes have been made to the aircrafts maneuver limits The Hawker Beechcraft Super King Air 300 is a Normal Category airplane 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 G1000 INTEGRATED AVIONICS SYSTEM The GARMIN G1000 Cockpit Reference Guide P N 190 01344 00 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 any display in reversionary mode Do not take off
157. validate a procedure should be reported to Garmin International The affected procedure is prohibited from being flown using data from the Navigation database until a new Navigation database is installed in the aircraft and verified that the discrepancy has been corrected Contact information to report Navigation database discrepancies can be found at www Garmin com gt Support gt Contact Garmin Support gt Aviation Pilots and operators can view navigation data base alerts at www Garmin com gt In the Air gt NavData Alerts For flight planning purposes in areas where SBAS coverage is not available the pilot must check RAIM availability Within the United States RAIM availability can be determined using the G1000 WFDE Prediction program part number 006 A0154 01 010 G1000 00 or later approved version with GARMIN GA36 and GA37 antennas selected or the FAA s en route and terminal RAIM prediction website www raimprediction net or by contacting a Flight Service Station 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 WFD
158. vigation 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 enroute 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 ATC has been received RESET Altitude Preselect to the vertical clearance limit 2 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
159. vigation Lights PFD 1 Secondary Power Prop Deice Power Manual L amp R Taxi Lights Blower Aft Evaporator 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 Firewall Shutoff Valve R Fuel Crossfeed Fuel Pressure Warning R Fuel Qty R Hawker Beechcraft King Air 300 300LW Page 124 of 137 190 00716 02 Rev 1 LEFT GENERATOR BUS RIGHT GENERATOR BUS GEN No 1 CENTER BUS GEN No 2 Flight Inst Pilot amp Side Panel Lights Fuel Qty Warning R Fuel Pressure Warning L Fuel Qty Warning amp Transfer Aux R Fuel Qty L Fuel Vent Heat R Fuel Qty Warning L Landing Light R Qty Warning amp Transfer Aux Pitot Heat R Fuel Vent Heat L Prop Sync OPT Furnishings Master Control PROP GOV TEST FA 111 amp AFT Landing Light L Reading Lights MFD Standby Lights Recognition Lights No Smoking FSB amp Reading Refreshment Bar R Lights Prop Deice Auto Signal Conditioner R PROP GOV TEST FA 2 thru FA 110 Stall Warning Heat Refreshment Bar L Strobe Lights n Sub Panel Overhead Console Signal Conditioner L Lights Tail Flood Lights Toilet Windshield Anti Ice Control Pilots Window Defog Windshield Anti Ice Power Pilots Windshield Anti Ice Copilot TRIPLE FED BUS HOT BATTERY BUS STANDBY BATTERY Avionics No 1 Bus Battery Relay XPDR 1 Battery Bus Tie ADC 1 Primary Power Voltmeter ADC
160. y Guidance Leaflets Leaflet No 10 JAA TGL 10 Rev 1 The GNSS navigation system has two ETSO 145 TSO C145a Class 3 approved Garmin GIA 63Ws and ETSO 146 TSO C146a Class 3 approved Garmin GDU 104X Display Units The G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with the equipment requirements for PRNAV and BRNAV operations in accordance with AC 90 96A and JAA TGL 10 Rev 1 This does not constitute an operational approval Hawker Beechcraft King Air 300 300LW 190 00716 02 Rev 1 Page 8 of 137 FAA APPROVED 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 Pilots and operators can view the LOA status at www Garmin com gt Aviation Databases gt Type 2 LOA Status Navigation information is referenced to WGS 84 reference system ELECTRONIC FLIGHT BAG The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120 76A Hardware Class 3 Software Type C Electronic Flight Bag EFB electronic aeronautical chart applications when using current FliteChart or ChartView data Additional operational approvals may be required For operations under 14 CFR Part 91 it is suggested that a secondary or back up source of aeronautical information necessary for the flight be available to the pilot in the aircraft The secondary or backup informat
161. ypoints 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 e When enroute to the alternate a new instrument approach may be loaded into the flight plan 190 00716 02 Rev 1 Hawker Beechcraft King Air 300 300LW FAA APPROVED Page 93 of 137 AUTOPILOT COUPLED GO AROUND GA ESP Equipped Airplanes Only t Paces oet 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 VERIFY airplane pitches up following flight director command bars Ba lked Landing 2 te Wee ne de ea 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

Garmin SA01535Wi_D FAA Approved Airplane Flight Manual Supplement

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