Garmin | G1000 NXi: Beechcraft King Air 300/B300 | Garmin G1000 NXi: Beechcraft King Air 300/B300 AFMS, G1000 NXi Integrated Avionics System and GFC 700 AFCS in Beechcraft B300 and B300C King Air Aircraft

Garmin G1000 NXi: Beechcraft King Air 300/B300 AFMS, G1000 NXi Integrated Avionics System and GFC 700 AFCS in Beechcraft B300 and B300C King Air Aircraft
© Copyright 2017-2019
Garmin Ltd. or its subsidiaries
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Garmin International, Inc.
1200 E. 151st Street
Olathe, KS 66062 USA
Telephone: 913-397-8200
www.garmin.com
Beechcraft B300 and B300C King Air
Page 2 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Garmin International, Inc.
Log of Revisions
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
Supplement for
G1000 NXi Integrated Avionics System and GFC 700 AFCS In
Beechcraft B300 and B300C King Air Aircraft
REV
NO.
PAGE
NO(S)
DATE OF
APPROVAL
FAA APPROVED
1
ALL
Original Issue
2-17-2017
ODA STC Unit Administrator
Garmin International Inc.
ODA-240087
ALL
Added Table 4 for PT6A-67A engines
color markings and ranges. Updated
EFB description and added a limitation
on the use of ownship position on
electronic charts.
2-19-2018
ODA STC Unit Administrator
Garmin International Inc.
ODA-240087
ALL
Incorporate system software 2286.06,
miscellaneous editorial corrections,
repaginated, added FS 510 in Kinds of
Operations Equipment List.
7-16-2018
ODA STC Unit Administrator
Garmin International Inc.
ODA-240087
3
4
ALL
Incorporate system software 2286.07
See Cover
See Cover
DESCRIPTION
Paul Mast
2
190-00716-N3 Rev. 4
FAA APPROVED
Paul Mast
Paul Mast
Beechcraft B300 and B300C King Air
Page 3 of 182
This Page Intentionally Left Blank
Beechcraft B300 and B300C King Air
Page 4 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Table of Contents
Section 1 – General ....................................................................................................... 7
Section 2 – Limitations ............................................................................................... 23
Section 3 – Emergency Procedures .......................................................................... 41
Section 3A – Abnormal Procedures .......................................................................... 59
Section 4 – Normal Procedures ................................................................................. 99
Section 5 – Performance .......................................................................................... 131
Section 6 – Weight and Balance .............................................................................. 133
Section 7 – Systems Description ............................................................................. 135
Section 8 – Handling, Service, and Maintenance ................................................... 181
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 5 of 182
This Page Intentionally Left Blank
Beechcraft B300 and B300C King Air
Page 6 of 182
190-00716-N3 Rev. 4
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 NXi Integrated Avionics System and GFC 700 Digital Automatic Flight
Guidance System in accordance with Garmin International, Inc., approved data, STC SA01535WI-D.
The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below.
Users of the manual are advised to always refer to the supplement for possibly superseding information
and placarding applicable to operation of the airplane.
The Garmin G1000 NXi system installed in the Beechcraft B300 and B300C King Air aircraft provides a
fully integrated Display, Communications, Navigation and Flight Control system. Functions provided by
the G1000 NXi 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 & Protection.
Use of this supplement requires the installation of Garmin G1000 NXi hardware and system software
version 2286.07 or later in the aircraft. Pilots are advised to carefully review the contents of this revision
before operating the airplane.
The following table lists the Pilot’s Guide and Cockpit Reference Guide applicable to the respective system
software version.
System Software
Version
2286.07 or later
Pilot’s Guide
Cockpit Reference
Part Number
Guide Part Number
190-02043-01
190-02042-01
Revision A or later
Revision A or later
Table 1 - Applicable Pilot's Guide and Cockpit Reference Guide
USE OF THE AFMS
The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the AFMS:
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-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 7 of 182
G1000 NXi GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT
APPROVALS
The Garmin G1000 NXi 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 GIAs, TSO-C146d Class 3 approved Garmin GDU 1050A and GDU 1550 Display Units,
Garmin GA36 and GA37 antennas, and GPS software version 5.1 or later approved version. The G1000
NXi GNSS navigation system in this airplane is installed in accordance with AC 20-138D. When all the
equipment is operative, the Garmin G1000 NXi system has two independent GNSS long-range navigation
systems. Failure of any of the above equipment or the posting of ‘BOTH ON GPS1’ or ‘BOTH ON GPS2’
annunciators indicates only one operational GNSS system.
The Garmin G1000 NXi Integrated Avionics GNSS navigation system as installed in this airplane complies
with the requirements of AC 20-138D and is approved for navigation using GPS and GPS/SBAS (within the
coverage of a Satellite Based Augmentation System complying with ICAO Annex 10) for IFR en-route,
terminal area, non-precision approach, and approach procedures with vertical guidance operations.
The Garmin G1000 NXi Integrated Avionics GNSS navigation system as installed in this aircraft complies
with the equipment, performance, and functional requirements to conduct RNAV and RNP operations in
accordance with the applicable requirements of the reference documents listed in the following table. This
table is accurate at the time it was published. However, changes to operational rules, FAA advisory
circulars, flight plan formats, etc., are possible. The pilot is responsible to ensure compliance with current
operational requirements.
Navigation
Specification
RNAV 10
RNP 10
Oceanic and
Remote
Areas of
Operation
(Class II
Navigation)
Operational
Requirements/
Authorization
Reference
Documents
GNSS FDE
availability must be
verified prior to flight.
Maximum predicted
FDE unavailability is
34 minutes 1.
FAA AC
20-138D
CHG 2
Two GNSS systems
required to be
operational, (one
GNSS system for
those routes requiring
only one long range
navigation system).
FAA AC
91-70A
FAA AC
90-105A
EASA AMC
20-12
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
A1
Notes
The GPS equipment as
installed complies with the
requirements for GPS
primary means of Class II
navigation in oceanic and
remote airspace without
reliance on other longrange navigation systems,
when used in conjunction
with an FDE prediction
tool that satisfies the
guidance of FAA AC 20138D and AC 90-105A (or
later revision). 1
No time limit using
GNSS as the primary
navigation sensor.
Part 91, Part 91
subpart K, 121, 125,
and 135 operators
require operational
approval.
Beechcraft B300 and B300C King Air
Page 8 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Navigation
Specification
B-RNAV /
RNAV 5
(Europe)
Operational
Requirements/
Authorization
This does not
constitute an
operational approval.
Reference
Documents
FAA AC
90-96A
CHG 1
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
B2
R
L1
Notes
EASA AMC
20-4A
RNP 4
Oceanic and
Remote
Areas of
Operation
(Class II
Navigation)
GNSS FDE
availability must be
verified prior to flight.
Maximum predicted
FDE unavailability is
25 minutes. 1
FAA AC
20-138D
CHG 2
Two operational
long-range nav
systems required, (or
one navigation
system and one
GNSS sensor for
those routes requiring
only one long-range
navigation sensor).
FAA AC
91-70A
FAA AC
90-105A
Additional equipment may
be required to obtain
operational approval to
utilize RNP-4
performance.
No time limit using
GNSS as the primary
navigation sensor.
Part 91, Part 91
subpart K, 121, 125,
and 135 operators
require operational
approval.
RNP-2
(Oceanic/
Remote)
GNSS FDE
availability must be
verified prior to
oceanic or remote
continental flight.
Maximum predicted
FDE unavailability is
5 minutes.
Two operational
long-range nav
(continued)
190-00716-N3 Rev. 4
FAA APPROVED
The GPS equipment as
installed complies with the
requirements for GPS
primary means of Class II
navigation in oceanic and
remote airspace without
reliance on other longrange navigation systems,
when used in conjunction
with an FDE prediction
tool that satisfies the
guidance of FAA AC 20138D and AC 90-105A (or
later revision). 1
FAA AC
20-138D
CHG 2
FAA AC
90-105A
R
TBD
The GPS equipment as
installed complies with the
requirements for GPS
primary means of Class II
navigation in oceanic and
remote airspace without
reliance on other longrange navigation systems,
when used in conjunction
with an FDE prediction
tool that satisfies the
(continued)
Beechcraft B300 and B300C King Air
Page 9 of 182
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
guidance of FAA AC 20138D and AC 90-105A (or
later revision). 1
systems required, (or
one navigation
system and one
GNSS sensor for
those routes requiring
only one long-range
navigation sensor).
Additional equipment may
be required to obtain
operational approval to
utilize RNP-2
performance.
No time limit using
GNSS as the primary
navigation sensor.
Item 18 PBN flight plan
code is still to-bedetermined at time of
publication of this AFMS.
Part 91, Part 91
subpart K, 121, 125,
and 135 operators
require operational
approval.
RNP -2
(Domestic /
Offshore
En route)
In accordance with
AC 90-105A, Part 91
operators (except
subpart K) following
the aircraft and
training guidance in
AC 90-105A are
authorized to fly
RNP-2 domestic and
offshore routes.
Notes
FAA AC
20-138D
CHG 2
R
TBD
Includes RNP-2 domestic
and offshore routes.
Item 18 PBN flight plan
code is still to-bedetermined at time of
publication of this AFMS.
FAA AC
90-105A
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNAV 2
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC
20-138D
CHG 2
R
C2
Includes RNAV Q and T
routes.
FAA AC
90-100A
CHG 2
In accordance with
AC 90-100A, CHG 2,
Part 91 operators
(except subpart K)
(continued)
Beechcraft B300 and B300C King Air
Page 10 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Notes
Item 10a
Code
Item 18
PBN/
R
D2
Includes RNAV terminal
departure and arrival
procedures.
R
D2
ICAO flight plan code for
P-RNAV no longer exist.
P-RNAV utilizes RNAV 1
flight plan codes.
R
O2
Includes RNP terminal
departure and arrival
procedures. This includes
procedures with radius-tofix (RF) legs.
following the aircraft
and training guidance
in AC 90-100A are
authorized to fly
RNAV 2 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNAV 1
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC
20-138D
CHG 2
FAA AC
90-100A
CHG 2
In accordance with
AC 90-100A, Part 91
operators (except
subpart K) following
the aircraft and
training guidance in
AC 90-100A are
authorized to fly
RNAV 1 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
P-RNAV
(Europe)
This does not
constitute an
operational approval.
FAA AC
90-96A
CHG 1
JAA TGL
10 Rev 1
RNP 1
When flying a RNP
procedure containing
a radius-to-fix (RF)
leg, the AFCS must
be operational.
(continued)
190-00716-N3 Rev. 4
FAA APPROVED
FAA AC
20-138D
CHG 2
FAA AC
90-105A
Beechcraft B300 and B300C King Air
Page 11 of 182
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
S1
Notes
At a minimum, the
flight director must be
displayed and utilized
when conducting
procedures
containing RF legs.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105A are
authorized to fly
RNP 1 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNP APCH
LNAV minima
When flying a RNP
procedure with a
radius-to-fix (RF) leg,
the AFCS must be
operational. At a
minimum, the flight
director must be
displayed and utilized
when conducting
procedures
containing RF legs.
FAA AC
20-138D
CHG 2
FAA AC
90-105A
EASA AMC
20-27
Includes non-precision
approaches based on
conventional navigation
aids with “or GPS” in the
title and area navigation
approaches titled “GPS”,
“RNAV (GPS)”, and
“RNAV (GNSS)”. This
includes procedures with
radius-to-fix (RF) legs.
In accordance with
AC 90-105A, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105A are
authorized to fly RNP
APCH LNAV minima
procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
Beechcraft B300 and B300C King Air
Page 12 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Navigation
Specification
RNP APCH
LNAV/VNAV
minima
Operational
Requirements/
Authorization
When flying a RNP
procedure with a
radius-to-fix (RF) leg,
the AFCS must be
operational.
At a minimum, the
flight director must be
displayed and utilized
when conducting
procedures
containing RF legs.
Reference
Documents
FAA AC
20-138D
CHG 2
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
S2
FAA AC
90-105A
The aircraft complies with
the criteria of AMC 20-27
for RNP approaches to
LNAV/VNAV minima, with
the exception that VNAV
is based on SBAS/GNSS
geometric altitude when
SBAS/GNSS is available
and authorized.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
When flying a RNP
procedure with a
radius-to-fix (RF) leg,
the AFCS must be
operational. At a
minimum, the flight
director must be
displayed and utilized
when conducting
procedures
containing RF legs.
Includes area navigation
approaches titled
“RNAV (GPS)” and
“RNAV (GNSS).” This
includes procedures with
radius-to-fix (RF) legs.
Vertical guidance is based
on GPS/SBAS when
within SBAS coverage and
on baro VNAV when
outside SBAS coverage,
when SBAS has been
disabled by pilot selection,
or for approaches with
‘WAAS VNAV NA’.
EASA AMC
20-27 with
CM-AS-002
In accordance with
AC 90-105A, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105A are
authorized to fly RNP
APCH LNAV/VNAV
minima procedures.
RNP APCH
LP minima
Notes
FAA AC
20-138D
CHG 2
FAA AC
90-107
N/A
N/A
This includes area
navigation approaches
titled “RNAV (GPS)” and
“RNAV (GNSS)” including
procedures with radius-tofix (RF) legs.
LP minima are available
only when within SBAS
coverage.
In accordance with
AC 90-107, Part 91
operators (except
subpart K) following
the operational
(continued)
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 13 of 182
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
B
N/A
Notes
considerations and
training guidance in
AC 90-107 are
authorized to fly RNP
APCH LP minima
procedures.
Part 91 subpart K,
121, 125, 133, 135,
and 137 operators
require operational
approval.
RNP APCH
LPV minima
When flying a RNP
procedure containing
a radius-to-fix (RF)
leg, the AFCS must
be operational. At a
minimum, the flight
director must be
displayed and utilized
when conducting
procedures
containing RF
segments.
FAA AC
20-138D
CHG 2
FAA AC
90-107
EASA
AMC 20-28
Includes area navigation
approaches titled
“RNAV (GPS)” and
“RNAV (GNSS).” This
includes procedures with
radius-to-fix (RF) legs.
LPV minima are available
only when within SBAS
coverage.
In accordance with
AC 90-107, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-107 are
authorized to fly RNP
APCH LPV minima
procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
Beechcraft B300 and B300C King Air
Page 14 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Navigation
Specification
Advanced
RNP
Operational
Requirements/
Authorization
This does not
constitute an
operational approval.
Reference
Documents
FAA AC
20-138D
CHG 2
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
N/A
N/A
See Notes for
specific
Advanced
RNP
functions.
Notes

RNAV Holding:
Supported.

Radius-to-Fix (RF)
Legs:
Supported.

Parallel Offsets:
RNP-4 parallel offsets
as defined by AC 20138D Chapter 10 are
supported. However,
Advanced RNP
parallel offsets as
defined by AC 20138D Appendix 3 are
not supported.

Higher Continuity:
Supported when both
GIA GPS/SBAS
receivers are
operating and
providing GPS
navigation guidance to
their respective PFD.

Scalable RNP:
Not supported.

Fixed Radius
Transitions (FRT):
Not supported.

Time of Arrival Control
(TOAC):
Not supported.
Table 2 - G1000 NXi GNSS Operational Requirements
1. FDE/RAIM availability worldwide can be determined via the following:
An FDE prediction tool that satisfies the guidance of FAA AC 20-138D and AC 90-105A (or later
revision), such as the Garmin WFDE Prediction program, part number 006-A0154-01 (010-G1000-00)
or later approved version with Garmin GA36 and GA37 antennas selected.
Also, within the United States:
Via the FAA’s RAIM Service Availability Prediction Tool (SAPT) website: http://sapt.faa.gov.
Contacting a Flight Service Station (not DUATS) to obtain non-precision approach RAIM.
Also, within Europe,
Via Europe’s AUGER GPS RAIM Prediction Tool at http://augur.ecacnav.com/augur/app/home.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 15 of 182
This requirement is not necessary if SBAS coverage is confirmed to be available along the entire route of
flight. The route planning and WFDE prediction program may be downloaded from the Garmin G1000
website on the internet. For information on using the WFDE Prediction Program, refer to Garmin WAAS
FDE Prediction Program, part number 190-00643-01, ‘WFDE Prediction Program Instructions’.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with RTCA/DO-200A
and AC 20-153B for database integrity, quality, and database management processes for many of its
aviation databases. LOA status and RTCA/DO-200A List of Applicable Avionics (190-01999-00) can be
viewed at FlyGarmin.com.
Navigation information is referenced to the WGS-84 reference system.
ELECTRONIC FLIGHT BAG
Electronic aeronautical charts displayed on this system have been shown to meet the guidance in AC 12076D as a Type B Electronic Flight Bag (EFB) for FliteCharts and ChartView. Additional requirements may
make a secondary source of aeronautical charts necessary on the aircraft and available to the pilot, such
as traditional paper charts or an additional portable electronic device. If the secondary source of
aeronautical charts is a Portable Electronic Device (PED), its use must be consistent with the guidance in
AC 120-76D.
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 airplane. If the source of aeronautical
information is in electronic format, operators must determine non-interference with the G1000 NXi system
and existing aircraft systems for all flight phases.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with RTCA/DO-200A
and AC 20-153B for database integrity, quality, and database management processes for many of its
aviation databases. LOA status and RTCA/DO-200A List of Applicable Avionics (190-01999-00) can be
viewed at FlyGarmin.com.
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)
This airplane is approved as a group aircraft for operations in Reduced Vertical Separation Minimum
(RVSM) airspace when required equipment is maintained with the Beechcraft Super King Air B300 and
B300C Maintenance Manual and Garmin’s G1000 NXi System Maintenance Manual for the Model B300
and B300C King Air.
This does not constitute operational approval. Operational approval must be obtained in accordance with
the applicable operating rules.
Beechcraft B300 and B300C King Air
Page 16 of 182
190-00716-N3 Rev. 4
FAA APPROVED
ABBREVIATIONS AND TERMINOLOGY
The following glossary is applicable within the airplane flight manual supplement
AC
Advisory Circular
ADC
Air Data Computer
ADF
Automatic Direction Finder
ADS-B
Automatic Dependent Surveillance - Broadcast
AFCS
Automatic Flight Control System
AFM
Airplane Flight Manual
AFMS
Airplane Flight Manual Supplement
AGL
Above Ground Level
Ah
Amp hour
AHRS
Attitude and Heading Reference System
AIRAC
Aeronautical Information Regulation And Control
ALT
Altitude, or AFCS altitude hold mode, or ALT button on the GMC 710 AFCS Mode
Controller
ALTS
AFCS altitude capture using the altitude in the altitude preselect window
ALTV
AFCS altitude capture using the altitude from the VNAV profile vertical constraint
AMC
Acceptable Means of Compliance
AMMD
Airport Moving Map Display
AP
Autopilot
APCH
Approach
APR
AFCS Approach mode, or APR button of GMC 710 AFCS mode controller
APV
Approach with Vertical Guidance
ATC
Air Traffic Control
AUX
Auxiliary
AVN
Avionics
B-RNAV
Basic Area Navigation
BANK
Low-bank mode of the AFCS
BARO
Barometric Setting
BAT
Battery
BC
Back Course
BRT
Bright
CDI
Course Deviation Indicator
CFR
Code of Federal Regulations
CLR
Clear
CNXT
Connext Weather Data Link
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 17 of 182
COM
Communication radio
CRS
Course
CWS
Control Wheel Steering
DA
Decision Altitude
DC
Direct Current
DEST
Destination
DG
Directional Gyro
DL LTNG
Connext Data Link Lightning
DME
Distance Measuring Equipment
DN
Down
DR
Dead Reckoning
DUATS
Direct User Access Terminal Service
DWNGRADE
Downgrade
EASA
European Aviation Safety Agency
EC
Error Correction
EFB
Electronic Flight Bag
EIS
Engine Indication System
ELEC
Electrical
ELEV
Elevation
ENT
Enter
ESA
Enroute Safe Altitude
ESP
Electronic Stability and Protection
FAF
Final Approach Fix
FAS
Final Approach Segment
FD
Flight Director
FDE
Fault Detection/Exclusion
FIS-B
Flight Information Service-Broadcast
FLC
AFCS Flight Level Change mode, or FLC button on the GMC 710 AFCS mode controller
FLTA
Forward Looking Terrain Awareness
FMS
Flight Management System
FPL
Flight Plan
FPM
Flight Path Marker or Feet Per Minute
FRT
Fixed Radius Transitions
FSB
Fasten Seat Belts
FSD
Full Scale Deflection
ft or FT
Feet
ft-lbs
Foot-Pounds
Beechcraft B300 and B300C King Air
Page 18 of 182
190-00716-N3 Rev. 4
FAA APPROVED
ft/min or FPM Feet/Minute
GA
Go-around or Garmin Antenna
GCU
Garmin Control Unit
GDC
Garmin Air Data Computer
GDU
Garmin Display Unit
GEA
Garmin Engine/Airframe Unit
GEN
Generator
GEO
Geographic
GFC
Garmin Flight Control
GIA
Garmin Integrated Avionics Unit
GMA
Garmin Audio Panel System
GMC
Garmin Mode Control Unit
GNSS
Global Navigation Satellite System
GP
GPS Glide Path
GPS
Global Positioning System
GPWS
Ground Proximity Warning System
GRS
Garmin Reference System (AHRS)
GS
Glide Slope
GSD
Glide Slope Deviation Alerting
GSR
Garmin Iridium Satellite Radio
GTS
Garmin Traffic System
GTX
Garmin Transponder
HDG
AFCS heading mode or the HDG button on the GMC 710 AFCS Mode Controller
HPa
Hectopascal
HSI
Horizontal Situation Indicator
IAF
Initial Approach Fix
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
JAA
Joint Aviation Authorities
KIAS
Knots Indicated Air Speed
Kt(s)
Knot(s)
LCD
Liquid Crystal Display
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 19 of 182
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)
LP
Localizer Performance
LPV
Localizer Performance with Vertical Guidance
LRU
Line Replaceable Unit
M
Mach Number or Meters
MAP
Missed Approach Point
mb
Millibars
MDA
Barometric Minimum Descent Altitude
MEL
Minimum Equipment List
MFD
Multi Function Display
MLS
Microwave Landing System
MMO
Maximum Operation Limit Speed in Mach
MINSPD
Minimum Speed, AFCS Underspeed Protection mode
MPS
Meters per Second
MSA
Minimum Safe Altitude
MSL
Mean Sea Level
MT
Meters
NAV
Navigation, or AFCS navigation mode, or NAV button on the GMC710 AFCS Mode
Controller
NEXRAD
Next Generation Radar (XM Weather Product)
NM
Nautical Mile
NPA
Non-precision Approaches
OAT
Outside Air Temperature
OBS
Omni Bearing Selector
ODA
Organization Designation Authorization
ODP
Obstacle Departure Procedure
OPT
Option
OVR
Override
P-RNAV
Precision Area Navigation
PDA
Premature Descent Alert
PFD
Primary Flight Display
Beechcraft B300 and B300C King Air
Page 20 of 182
190-00716-N3 Rev. 4
FAA APPROVED
PFT
Pre-Flight Test
PIT
AFCS Pitch Mode
POH
Pilot’s Operating Handbook
PRECIP
Precipitation
PROC
Procedures, or Procedures Button on the GDU or GCU 477
psi
Pounds per Square Inch
PTCH
Pitch
QFE
The altimeter setting which will cause the altimeter to read the height above the airport or
runway threshold elevation
RA
Radar Altimeter, or Radar Altitude, or TCAS II Resolution Advisory
RAIM
Receiver Autonomous Integrity Monitoring
REF
Reference
RF
Radius-to-Fix
RNAV
Area Navigation
RNP
Required Navigation Performance
ROL
AFCS roll mode
RPM
Revolutions per Minute
RVSM
Reduced Vertical Separation Minimums
SAPT
Service Availability Prediction Tool
SAT
Static Air Temperature
SBAS
Satellite Based Augmentation System
SDF
Simplified Directional Facility
SID
Standard Instrument Departure
SPD
Speed Button on the GMC 710 AFCS Mode Controller. Toggles the FLC
Speed Between Mach and IAS References.
STAR
Standard Terminal Arrival Route
STBY
Standby
STC
Supplemental Type Certificate
STD
Standard
SUSP
Suspend
SVS
Synthetic Vision System
SVT
Synthetic Vision Technology
TA
Traffic Advisory
TAS
True Airspeed
TAWS
Terrain Awareness and Warning System
TCAS
Traffic Collision Avoidance System
TEMP
Temperature
TFC
Traffic
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 21 of 182
TGL
Temporary Guidance Leaflet
TIS
Traffic Information System
TMR
Timer
TO
Take off
TOAC
Time Of Arrival Control
TOD
Top of Descent
TSO
Technical Standard Order
TWY
Taxiway
VAPP
AFCS VOR Approach Mode
VDC
Volts DC
VDI
Vertical Deviation Indicator
VDP
Visual Descent Point
VFR
Visual Flight Rules
VHF
Very High Frequency
VMC
Visual Meteorological Conditions
VMO
Maximum operation limit speed in knots
VNAV
Vertical Navigation
VNV
Vertical Navigation, or Vertical Navigation Button on the GMC 710 AFCS Mode Controller
VOR
VHF Omni-directional Range
VPTH
Vertical Path
VS
Vertical Speed
VSD
Vertical Situation Display
WAAS
Wide Area Augmentation System
WFDE
WAAS Fault Detection/Exclusion
WGS-84
World Geodetic System – 1984
WSHLD
Windshield
XFR
Transfer Button on the GMC 710 AFCS Mode Controller
XM LTNG
XM Satellite System Lighting
XPDR
Transponder
YD
Yaw Damper
Beechcraft B300 and B300C King Air
Page 22 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Section 2 – Limitations
INTRODUCTION
The Cockpit Reference Guide, G1000 NXi in King Air B300 and B300C must be immediately available to
the flight crew during all phases of flight, see Table 1 in Section 1.
For G1000 NXi System Software Version 2286.07 or later:
Use the G1000 NXi Cockpit Reference Guide for King Air B300 and B300C Series,
Garmin part number 190-02042-01, Revision A or later revision.
The System Software Version number is displayed at the top right side of the MFD Power-up page.
AIRSPEED LIMITATIONS AND INDICATOR MARKINGS
No changes were made to the airplane’s airspeed limitations. The airspeed indicators on the Primary
Flight Displays (PFDs) and the standby airspeed indicator are marked in accordance with the airplane’s
POH/AFM.
A red low speed awareness band is marked on the PFDs in red from 20 – 81 KIAS. The low-speed
awareness band is suppressed while the airplane is on the ground. The low-speed awareness band
appears in flight two seconds after main gear liftoff.
The standby airspeed indicator is marked in accordance with the airspeed markings called out in the
airplane’s AFM/POH. The standby airspeed indicator is not marked with a low speed awareness band.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 23 of 182
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 & RANGES
OPERATING
PARAMETER
Red Arc/Radial
(Minimum Limit)
Green Arc
(Normal)
Yellow Arc
(Caution)
Red Arc/Radial
(Maximum Limit)
Torquemeter (%)
--
0 to 100 (a)
--
100 (b)(c)(d)
ITT (ºC)
--
400 to 820 (e)
--
820 (f)(g)(h)
Prop N2 (RPM)
--
1050 to 1700 (i)
--
1700 (j)(k)(l)
Gas Generator N1 (%)
--
62 to 104
--
104
Oil Temperature. (ºC)
--
0 to 99 (m)
--
99 (m)
60 (n)
90 to 135 (n)
Oil Pressure (psi)
60 to 90 (n)
135 (n)
Table 3 - PT6A-60A Engine Color Markings & Ranges
Footnotes:
(a) Torque limit applies within range of 1000 - 1700 propeller RPM (N2). Below 1000 RPM, torque is
limited to 62%.
(b) Torque indications between 102% and 156% are time limited to 20 seconds.
(c) To account for power setting accuracy and steady state fluctuations, inadvertent torque excursions up
to 102% is time limited to 7 minutes.
(d) Within transient torque values, the torque indicator will display green digits and a white pointer. After
5 seconds, the digits will flash alternating red and white background with a flashing red pointer for 5
seconds. After 5 seconds of flashing, the indication is steady white digits/red background and the
pointer is red. Above 156% torque, the indication immediately begins flashing for 5 seconds before
displaying steady white digits on a red background and a red pointer.
(e) Maximum ITT during idle is 750ºC. High ITT at ground idle may be corrected by reducing accessory
load and/or increasing N1 RPM.
(f) ITT indication between 820ºC and 850ºC is time limited to 20 seconds.
(g) ITT starting limit at 1000ºC (red triangle) is time limited to 5 seconds.
(h) Within transient ITT values, the ITT indicator will display green digits and a white pointer. After 20
seconds between 820°C and 850°C (or above 1000°C in Starting Mode), the ITT digital indication will
flash alternating red and white background with a flashing red pointer for 5 seconds. After 5
seconds of flashing, the indication is steady white digits/red background and the pointer is red. In
Normal Mode while above 850°C, the indication immediately begins flashing for 5 seconds before
displaying steady white digits on a red background and a red pointer.
(i) Maximum reverse propeller operation is limited to 1650 RPM N2 speed.
(j) Propeller (N2) speeds between 1735 RPM and 1870 RPM are time limited to 20 seconds.
(k) To account for power setting accuracy and steady state fluctuations, inadvertent propeller RPM
Beechcraft B300 and B300C King Air
Page 24 of 182
190-00716-N3 Rev. 4
FAA APPROVED
excursions up to 1735 RPM are time limited to 7 minutes.
(l) When within transient RPM values, the propeller RPM (N2) indicator will display green digits and a
white pointer. After 7 minutes above 1700 RPM, or after 20 seconds between 1735 and 1870 RPM,
the digits will flash alternating red and white background with a flashing red pointer for 5 seconds.
After 5 seconds of flashing, the indication is steady white digits/red background and the pointer is red.
Above 1870 RPM, the indication immediately begins flashing for 5 seconds before displaying steady
white digits on a red background and a red pointer.
(m) Oil temperature limits are -40ºC and +110 ºC. However, temperatures between 99ºC and 110 ºC
are limited to a maximum of 10 minutes. When between 99ºC and 110 ºC, the oil temperature
indicator will display black digits on a yellow background for 10 minutes. After 10 minutes, or
immediately if above 110°C, the indication will immediately flash alternating red and white
background with a flashing red pointer for 5 seconds. After 5 seconds of flashing, the indication is
steady white digits/red background and the pointer is red.
Below 0°C to -40°C, the digital indication will be black digits on a yellow background. Below -40°C,
the digital indication will be white digits on a red background.
(n) Normal oil pressure is 90 to 135 psi at gas generator speeds above 72%. With engine torque below
62%, minimum oil pressure is 60 psi at normal oil temperature (60° - 70°C).
Oil pressures under 90 psi are undesirable. Under emergency conditions, to complete a flight, a
lower oil pressure limit of 60 psi is permissible at a reduced power, not to exceed 62% torque. Oil
pressures below 60 psi are unsafe and require that either the engine be shut down or a landing be
made at the nearest suitable airport, using the minimum power 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). In flight, oil pressures
above 135 psi but not exceeding 200 psi are permitted only for the duration of the flight.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 25 of 182
PT6A-67A ENGINES COLOR MARKINGS & RANGES
OPERATING
PARAMETER
Red Arc/Radial
(Minimum Limit)
Green Arc
(Normal)
Yellow Arc
(Caution)
Red Arc/Radial
(Maximum Limit)
Torquemeter (%)
--
0 to 100 (a)
--
100 (b)(c)(d)
ITT (ºC)
--
400 to 840 (e)
840 to 850 (f)
850 (f)(g)(h)
Prop N2 (RPM)
--
1450 to 1700 (i)
--
1700 (j)(k)(l)
Gas Generator N1 (%)
--
64 to 104 (m)
--
104
Oil Temperature. (ºC)
--
0 to 110 (n)
--
110 (n)
60 (o)
90 to 135 (o)
60 to 90 (o)
135 (o)
Oil Pressure (psi)
Table 4 - PT6A-67A Engine Color Markings & Ranges
Footnotes:
(a) Torque limit applies within range of 1000 - 1700 propeller RPM (N2). Below 1000 RPM, torque is
limited to 62%.
(b) Torque indications between 102% and 156% are time limited to 20 seconds.
(c) To account for power setting accuracy and steady state fluctuations, inadvertent torque excursions up
to 102% are time limited to 7 minutes.
(d) Within transient torque values, the torque indicator will display green digits and a white pointer. After
20 seconds, the digits will flash alternating red and white background with a flashing red pointer for 5
seconds. After 5 seconds of flashing, the indication is steady white digits/red background and the
pointer is red. Above 156% torque, the indication immediately begins flashing for 5 seconds before
displaying steady white digits on a red background and a red pointer.
(e) Maximum ITT during idle is 750ºC. High ITT at ground idle may be corrected by reducing accessory
load and/or increasing N1 RPM.
(f) ITT between 840°C and 850°C for less than 4 min, 40 sec will display black digits on an amber
background with an amber pointer. After 4 min, 40 sec between 840°C and 850°C, the digits begin
flashing alternating red and white background for 5 seconds before displaying steady white digits on a
red background and a red pointer.
(g) ITT starting limit at 1000ºC (red triangle) is time limited to 5 seconds.
(h) A red triangle at 1000°C represents the transient limit for engine Starting Mode, and the digital
indication remains as green digits with a white pointer up to 1000°C. Above 1000°C, the indication
immediately flashes alternating red and white background with a flashing red pointer for 5 seconds
before displaying steady white digits on a red background and a red pointer.
The Normal Mode transient limit is 870°C. In Normal Mode, between 850°C and 870°C for less than
20 seconds, the ITT indicator displays black digits on an amber background with an amber pointer.
After 20 seconds, the digital indication flashes alternating red and white background with a flashing
red pointer for 5 seconds. After 5 seconds of flashing, the indication is steady white digits/red
background and the pointer is red. In Normal Mode while above 870°C, the indication immediately
begins flashing for 5 seconds before displaying steady white digits on a red background and a red
pointer.
(i) Maximum reverse propeller operation is limited to 1700 RPM N2 speed.
(j) Propeller (N2) speeds between 1735 RPM and 1870 RPM are time limited to 20 seconds.
(k) To account for power setting accuracy and steady state fluctuations, inadvertent propeller RPM
excursions up to 1735 RPM are time limited to 7 minutes.
Beechcraft B300 and B300C King Air
Page 26 of 182
190-00716-N3 Rev. 4
FAA APPROVED
(l) When within transient RPM values, the torque indicator will display green digits and a white pointer.
After 7 minutes above 1700 RPM, or after 20 seconds between 1735 and 1870 RPM, the digits will
flash alternating red and white background with a flashing red pointer for 5 seconds. After 5
seconds of flashing, the indication is steady white digits/red background and the pointer is red.
Above 1870 RPM, the indication immediately begins flashing for 5 seconds before displaying steady
white digits on a red background and a red pointer.
(m) Minimum in-flight Gas Generator speed (N1) is 64%. N1 speeds below 64% are intended for ground
operations only and are displayed as black digits on an amber background with an amber pointer.
(n) Oil temperature limits are -40ºC and +110 ºC. Oil temperatures between 111ºC and 115 ºC are
limited to a maximum of 10 minutes during ground operations only and using no more engine power
than is required for normal taxi operations. When between 111ºC and 115 ºC, the oil temperature
indicator will display black digits on a yellow background for 10 minutes. After 10 minutes, or
immediately if above 115°C, the indication will flash alternating red and white background with a
flashing red pointer for 5 seconds. After 5 seconds of flashing, the indication is steady white
digits/red background and the pointer is red.
Below 0°C to -40°C, the digital indication will be black digits on a yellow background. Below -40°C,
the digital indication will be white digits on a red background.
A minimum oil temperature of 55ºC is recommended for fuel heater operation at take-off power.
(o) Normal oil pressure is 90 to 135 psi at gas generator speeds above 72%. With engine torque below
62%, minimum oil pressure is 60 psi at normal oil temperature (60° - 70°C).
Oil pressures under 90 psi are undesirable. Under emergency conditions, to complete a flight, a
lower oil pressure limit of 60 psi is permissible at a reduced power, not to exceed 62% torque. Oil
pressures below 60 psi are unsafe and require that either the engine be shut down or a landing be
made at the nearest suitable airport, using the minimum power 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). In flight, oil pressures
above 135 psi but not exceeding 200 psi are permitted only for the duration of the flight.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 27 of 182
MANEUVER LIMITS
No changes have been made to the airplane’s maneuver limits. The King Air B300 and B300C are
Commuter Category airplane. Acrobatic maneuvers, including spins, are prohibited.
RVSM OPERATIONS
RVSM operations are prohibited if the static ports are damaged or surface irregularities are found within
the RVSM critical region.
The pilot and copilot PFDs must display on-side ADC information during RVSM operations.
G1000 NXi INTEGRATED AVIONICS SYSTEM
Tuning of the COM and NAV radios using the GCU 477 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.
SVT must be displayed or turned off on BOTH PFDs.
Do not take off 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
The G1000 NXi system must be turned on and operated for at least 30 minutes before takeoff if ground
outside air temperature is -40°C (-40°F) or below.
The barometric altimeter must be used as the primary altitude reference for all baro VNAV operations,
including instrument approach procedure step-down fixes. Use of baro VNAV to a DA is not authorized
with a remote altimeter setting. A current altimeter setting for the landing airport is required. When using
remote altimeter minima, the baro VNAV function may be used to the published LNAV MDA.
When a flight is predicated on flying a RNP approach with an RF leg at the destination and/or alternate, the
pilot must determine that the AFCS is operational. At a minimum, the flight director must be displayed and
utilized when conducting procedures containing Radius-to-Fix (RF) segments.
The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G1000 NXi are
supplemental information only and must be verified by the flight crew.
Do not use SafeTaxi, FliteCharts, ChartView, or SurfaceWatch functions as the basis for ground
maneuvering. These 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). These functions are to be used by the flight crew to
orient themselves on the airport surface to improve pilot situational awareness during ground operations.
Beechcraft B300 and B300C King Air
Page 28 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Do not use the own-ship aircraft position displayed on any G1000 electronic charts as the primary source
of navigation.
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 NXi GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS
The flight crew must confirm at system initialization that the Navigation database is current.
If the navigation database 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 flight crew verifies
and uses a valid, compatible, and current Navigation database or verifies each waypoint for accuracy by
reference to current approved data.
Discrepancies that invalidate a procedure must be reported to Garmin International. The affected
procedure is prohibited from being flown using data from the Navigation database until a new Navigation
database is installed in the aircraft and verified that the discrepancy has been corrected.
For flight planning purposes:

In areas where SBAS coverage is not available, the pilot must check RAIM availability.

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 must 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 operations within European B-RNAV and P-RNAV airspace, if more than one satellite is
scheduled to be out of service, then the availability of GPS integrity RAIM must 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 rerouted on a track where RAIM requirements can be met.

For operations where the route requires Class II navigation, the aircraft’s operator or flight crew
must use an FDE Prediction program that satisfies the guidance of AC 20-138D and AC 90-105A
(or later revision) to demonstrate that there are no outages on the specified route that would prevent
the G1000 NXi from providing primary means of Class II navigation in oceanic and remote areas
of operation that requires RNP-2 oceanic/remote, RNP-4, or RNP-10 capability. In accordance
with FAA AC 90-105A requirements, if the Garmin WFDE Prediction program indicates fault
exclusion (FDE) will be unavailable for more than 5 minutes for RNP-2 oceanic/remote, 25 minutes
for RNP-4, or 34 minutes for RNP-10, then the operation must be rescheduled when FDE is
available.
Both GIA GPS navigation receivers must be operating and providing GPS navigation guidance to their
respective PFD for operations requiring RNP-2 oceanic/remote, RNP-4, and RNP-10 performance.
NOTE
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 29 of 182
An amber “BOTH ON GPS1” or “BOTH ON GPS2” message does not necessarily
mean that one GPS has failed. Refer to the MFD – GPS STATUS page to determine
the state of the unused GPS.
Manual entry of waypoints using latitude/longitude or place/bearing is prohibited for published RNP and
RNAV routes.
“GPS”, “or GPS”, “RNAV (GPS)”, and “RNAV (GNSS)” instrument approaches using the G1000 NXi 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.
When conducting instrument approaches referenced to true North, the NAV Angle on the
AUX-Units/Position (AUX - System Status) page must be set to True (To).
Pilots planning to fly 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.
It is prohibited to flight plan to an alternate airport based on minima for which SBAS is required (RNAV(GPS)
LP/LPV).
Use of the Garmin G1000 NXi GPS/SBAS receivers to provide navigation guidance during the final
approach segment of an ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of approach not approved
for “or GPS” navigation is prohibited. When using the G1000 NXi VOR/LOC/GS receivers to fly the final
approach segment, VOR/LOC/GS navigation data 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 WGS84 or equivalent.
Do not delete the arrival airport or runway waypoint within a loaded arrival procedure. Arrival procedures
loaded into the G1000 NXi FMS must be associated with the destination airport.
Beechcraft B300 and B300C King Air
Page 30 of 182
190-00716-N3 Rev. 4
FAA APPROVED
AHRS AREAS OF OPERATION
For airplanes that have GRS 77 AHRS or GSU 75B installed:
Flight operations are prohibited in the following regions due to unsuitability of the magnetic fields near the
Earth’s poles:
1. North of 72° North latitude at all longitudes
2. South of 70° South latitude at all longitudes
3. North of 65° North latitude between longitude 75° W and 120° W (Northern Canada)
4. North of 70° North latitude between longitude 70° W and 128° W (Northern Canada)
5. North of 70° North latitude between longitude 85° E and 114° E (Northern Russia)
6. South of 55° South latitude between longitude 120° E and 165° E (Region south of Australia and
New Zealand)
NOTE
The Garmin G1000 NXi installation in this aircraft is not designed for use as a polar
navigator. Operation outside the approved operating area is prohibited. The GRS 77
AHRS and the GSU 75B internally monitor the magnetic field and will display a GEO
LIMITS system message when the magnetic field becomes unsuitable for AHRS
operation. When the AHRS can no longer reliably compute heading, heading
information will be removed from the HSI.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 31 of 182
For airplanes that have GRS 7800 AHRS installed:
Flight operations are prohibited in the following regions due to unsuitability of the magnetic fields near the
Earth’s poles:
1. North of 84° North latitude at all longitudes
2. South of 70° South latitude at all longitudes
3. South of 55° South latitude between longitude 120° E and 165° E (Region south of Australia and
New Zealand)
NOTE
The Garmin G1000 NXi system is not designed for use as a polar navigator and operation
outside the approved operating area is prohibited.
Beechcraft B300 and B300C King Air
Page 32 of 182
190-00716-N3 Rev. 4
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 or flight director operation is 100 KIAS.
Maximum speed limit for autopilot operation is unchanged from the airplane’s maximum airspeed limit
(VMO/MMO).
Autopilot coupled ILS, LOC, LP/LPV or LNAV/VNAV approaches with the yaw damper inoperative or not
engaged is prohibited.
The autopilot must be in ROL mode while switching between MAGNETIC and TRUE navigation angles.
For airplanes that have GRS 7800 AHRS installed, the autopilot must be in ROL mode while switching
between AHRS DG FREE and DG SLAVE Modes.
Do not use autopilot below the following altitudes:
1.
On takeoff, do not engage the autopilot below ......................................... 400 feet (122 m) AGL
2.
Enroute .................................................................................................... 1000 feet (305 m) AGL
3.
Approach (GP or GS mode) ........................................................................ 200 feet (61 m) AGL
4.
Approach (FLC, VS, PIT or ALT mode) ....... Higher of 400 feet (122 m) AGL or Approach MDA
5.
Steep Approaches (GP or GS mode) .......................................................... 286 feet (88m) AGL
SYNTHETIC VISION AND PATHWAYS LIMITS
Use of the Synthetic Vision system display elements alone for aircraft control without reference to the
primary flight instruments or the aircraft standby instruments is prohibited.
Use of the Synthetic Vision system alone for navigation, obstacle or terrain avoidance is prohibited.
Use of the SVT traffic display alone to avoid other aircraft is prohibited.
For airplanes that have GRS 7800 AHRS installed, use of the Synthetic Vision System is prohibited while
operating in DG FREE mode.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 33 of 182
TAWS, GPWS, AND TERRAIN SYSTEM LIMITS
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with
TAWS or GPWS warnings.
The TAWS databases have an area of coverage as detailed below:
a) The terrain database has an area of coverage from North 90° Latitude to South 90° Latitude in all
Longitudes.
b) The obstacle database has an area of coverage that includes the United States and Europe.
Use of the TAWS for navigation or terrain and/or obstacle avoidance is prohibited.
NOTE
The area of coverage may be modified, as additional terrain data sources become available.
NOTE
The TAWS page and terrain display is intended to serve as a situational awareness tool
only. It may not provide the accuracy, fidelity, or both, on which to solely base decisions
and plan maneuvers to avoid terrain or obstacles.
To avoid unwanted alerts, inhibit TAWS and/or GPWS when landing at an airport that is not included in the
airport database.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153B for
database integrity, quality, and database management practices for the Terrain and Obstacle databases.
Flight crews and operators can view the LOA statuses and areas of degraded terrain performance by
selecting the Type 2 LOA status quick link at www.FlyGarmin.com.
When responding to a TAWS “Pull Up” warning, the autopilot must be immediately disconnected and the
evasive maneuver hand flown by the pilot.
TRAFFIC AVOIDANCE SYSTEM LIMITS
Use of the MAP - TRAFFIC MAP, Inset Map traffic display, or the SVT display to maneuver the airplane for
traffic avoidance without outside visual reference is prohibited. The Traffic Information System (TIS) or
optional Skywatch TAS, Skywatch HP, Honeywell KTA-870, and Garmin GTS 820/850/8000 Traffic
Systems are intended as an aid for the pilot to visually locate traffic. It is the responsibility of the pilot to
see and manually maneuver the airplane to avoid other traffic.
Maneuvers based solely on a traffic advisory (TA) or on information displayed on a traffic display are not
authorized. Pilots are authorized to deviate from their current ATC clearance to comply with a TCAS II
resolution advisory (RA). When responding to a TCAS RA warning, the autopilot must be immediately
disconnected and the evasive maneuver hand flown by the pilot.
Beechcraft B300 and B300C King Air
Page 34 of 182
190-00716-N3 Rev. 4
FAA APPROVED
DATA LINK WEATHER (XM, CONNEXT, OR FIS-B WEATHER)
Datalink weather information displayed by the G1000 NXi system is limited to supplemental use only. XM,
Garmin Connext, or FIS-B 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 – WEATHER DATA LINK (XM), MAP – WEATHER DATA LINK (CNXT), and MAP – WEATHER
DATA LINK (FIS-B) pages for hazardous weather, e.g., thunderstorm penetration, is prohibited.
NEXRAD, PRECIP, XM LTNG and DL LTNG information on the MAP – NAVIGATION MAP, MAP –
WEATHER DATA LINK (XM), MAP – WEATHER DATA LINK (CNXT), and MAP – WEATHER DATA LINK
(FIS-B) pages is intended only as an aid to enhance situational awareness of hazardous weather, not
penetration. It is the pilot’s responsibility to avoid hazardous weather using official weather data sources
and the airplane’s in-flight weather radar.
OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE
Stormscope lightning information displayed by the G1000 NXi 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 MAP or MAP – STORMSCOPE page is intended only as an aid to enhance situational
awareness of hazardous weather, not penetration. It is the pilot’s responsibility to avoid hazardous
weather using official weather data sources and the airplane’s weather radar.
PLACARDS
For aircraft with analog standby instruments, this placard is on the Instrument Panel above the Standby
Attitude Indicator. No placard is present when a MD302 standby instrument is installed.
STANDBY ALT/AS
ALTITUDE – FEET
S.L. TO 21,000
21,000 TO 25,000
25,000 TO 30,000
ABOVE 30,000
190-00716-N3 Rev. 4
FAA APPROVED
VMO-KIAS
263
242
217
194
Beechcraft B300 and B300C King Air
Page 35 of 182
KINDS OF OPERATION LIMITS
The King Air Model B300/B300C is approved for the following types of operations when the required
equipment, as shown in the airplane AFM/POH Kinds of Operations Equipment List, supplemented by the
Kinds of Operations Equipment List from other applicable Airplane Flight Manual Supplements, and the
Kinds of Operations Equipment List contained in this Airplane Flight Manual Supplement, is installed and
operable.
1.
VFR Day
2.
VFR Night
3.
IFR Day
4.
IFR Night
5.
Icing Conditions
KINDS OF OPERATIONS EQUIPMENT LIST
This airplane may be operated in day or night VFR, day or night IFR, and icing conditions when the required
systems and equipment are installed and operable.
The following equipment list identifies the systems and equipment upon which type certification for each
kind of operation was predicated. The system and equipment listed must be installed and operable for the
particular kind of operation indicated unless:
The airplane is approved to be operated in accordance with a current Minimum Equipment List (MEL)
issued by the FAA.
Or:
An alternate procedure is provided in the Pilots Operating Handbook and FAA Approved Flight Manual for
the inoperative state of the listed system or equipment and all limitations are complied with.
Numbers in the Kinds of Operations Equipment List refer to quantities required to be operative for the
specified condition. The list does not include all equipment that may be required by specific operating
rules. It also does not include components obviously required for the airplane to be airworthy such as
wings, empennage, engines, etc.
Beechcraft B300 and B300C King Air
Page 36 of 182
190-00716-N3 Rev. 4
FAA APPROVED
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
COMMUNICATIONS
No Changes - Refer to Aircraft Flight
Manual
ELECTRICAL POWER
Inverter
0
0
0
0
0
Removed by G1000 NXi modification
INVERTER Annunciator
0
0
0
0
0
Removed by G1000 NXi modification
Standby Battery
0
1
1
1
1
Magnetic Compass
1
1
1
1
1
Outside Air Temperature
1
1
1
1
1
ENGINE INDICATIONS
No Changes - Refer to Aircraft Flight
Manual
ENGINE OIL
No Changes - Refer to Aircraft Flight
Manual
ENVIRONMENTAL
No Changes – Refer to Aircraft Flight
Manual
EQUIPMENT/FURNISHINGS
No Changes – Refer to Aircraft Flight
Manual
FIRE PROTECTION
No Changes – Refer to Aircraft Flight
Manual
FLIGHT CONTROLS
No Changes - Refer to Aircraft Flight
Manual
FUEL
No Changes - Refer to Aircraft Flight
Manual
ICE AND RAIN PROTECTION
No Changes - Refer to Aircraft Flight
Manual
LANDING GEAR
No Changes - Refer to Aircraft Flight
Manual
LIGHTS
No Changes - Refer to Aircraft Flight
Manual
MISCELLANEOUS EQUIPMENT
(Single Pilot Operation Only)
No Changes – Refer to Aircraft Flight
Manual
NAVIGATION INSTRUMENTS
G1000 NXi Integrated Avionics
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 37 of 182
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
GARMIN G1000 NXi Cockpit
Reference Guide
1
1
1
1
1
Required only for operations in RVSM
airspace.
Autopilot
Electronic Stability & Protection
(ESP)
0
0
1
1
0
0
0
0
0
0
A flight director is required at all times
when conducting procedures
containing Radius-to-Fix (RF)
segments.
Yaw Damper/Rudder Boost System
1
1
1
1
1
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.
Control Wheel Autopilot
Disconnect/Trim Interrupt Switches
1
1
1
1
1
Left side is required. Both sides
required for two-crew operation.
VHF Communications System
0
0
1
1
1
Or as required by operating
regulation.
Pilot's audio panel required for single
pilot operation. Both sides required
for two-crew operation.
Audio Control Panel **See Note
1
1
1
1
1
Note: Verify autopilot disconnect tone
can be heard prior to flight with an
inoperative copilot’s audio panel.
Primary Flight Display
2
2
2
2
2
Multi Function Display
1
1
1
1
1
Air Data Computer
2
2
2
2
2
Attitude/Heading Reference System
(AHRS)
2
2
2
2
2
Standby Attitude Indicator
0
0
1
1
1
Standby Altimeter
1
1
1
1
1
Standby Airspeed Indicator
1
1
1
1
1
ATC Transponder
0
0
1
1
1
Required for RVSM operations, or as
required by operating regulation.
VHF Navigation Receiver
0
0
0
0
0
Or as required by operating
regulation.
GPS/SBAS Receiver
1
1
2
2
2
Or as required by operating
regulation.
Automatic Direction Finder (ADF)
0
0
0
0
0
Or as required by operating
regulation.
Distance Measuring Equipment
(DME)
0
0
0
0
0
Or as required by operating
regulation.
Radar (Radio) Altimeter
0
0
0
0
0
Or as required by operating
regulation.
Beechcraft B300 and B300C King Air
Page 38 of 182
190-00716-N3 Rev. 4
FAA APPROVED
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
Or as required by operating
regulation.
Marker Beacon Receiver
0
0
0
0
0
Traffic Collision Avoidance System
(TCAS I or II)
0
0
0
0
0
Or as required by operating
regulation.
Terrain Awareness and Warning
System (TAWS)
0
0
0
0
0
Or as required by operating
regulation.
Ground Proximity Warning System
(GPWS)
0
0
0
0
0
Or as required by operating
regulation.
Weather Radar
0
0
0
0
0
Or as required by operating
regulation.
XM or Connext Datalink Weather
0
0
0
0
0
GSR 56 Satellite Receiver
0
0
0
0
0
Flight Stream 510
0
0
0
0
0
PFD and MFD Cooling Fans (3 total)
2
2
2
2
2
GIA (AVN) Cooling Fans (2 total)
0
0
0
0
0
GPS/SBAS receiver with GPS
Software 5.1 or later approved
version **Note 1, 2
1
1
2
2
2
GDU 1050A Display (PFD)
2
2
2
2
2
GDU 1550 Display (MFD)
1
1
1
1
1
GA36 antenna
GA37 antenna
1
1
1
1
1
1
1
1
1
1
RNAV Operations Equipment and
Components
For aircraft with G1000 systems
installed per Garmin drawing 00500629-00 Revision 11
For aircraft with G1000 systems
installed per Garmin drawing 00500629-00 Revision 11
Equipment and components required
for RNAV 2, RNAV 1, B-RNAV/RNAV 5,
P-RNAV, Class II navigation, RNP and
RNAV routes including Standard
Instrument Departures (SIDs) and
Obstacle Departure Procedures
(ODPs), Standard Terminal Arrival
Routes (STARs), and enroute RNAV
“q” and RNAV “T” routes, and “GPS”,
“or GPS”, “RNAV (GPS)”, and RNAV
(GNSS) Instrument approach
operations
NOTE 1: Some approaches require
two functioning GPS/SBAS receivers.
NOTE 2: If only one is required, and
only one is operative, it must be #1.
OXYGEN
No Changes - Refer to Aircraft Flight
Manual
PROPELLER
Refer to Aircraft’s POH or AFMS for
any installed modifications
No Changes VACUUM SYSTEM
Gyro Suction Gage
0
0
0
0
1
Instrument Air System
0
0
0
0
1
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 39 of 182
This Page Intentionally Left Blank
Beechcraft B300 and B300C King Air
Page 40 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Section 3 – Emergency Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 43
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 43
UNSCHEDULED RUDDER BOOST ACTIVATION ............................................................................... 44
MANUAL AUTOPILOT DISCONNECT .................................................................................................. 45
AUTOPILOT ABNORMAL DISCONNECT ............................................................................................. 45
AUTOPILOT FAILURE ........................................................................................................................... 46
PITCH AXIS FAILURE ............................................................................................................................ 46
ROLL AXIS FAILURE ............................................................................................................................. 47
PITCH TRIM FAILURE ........................................................................................................................... 48
AUTOPILOT PRE-FLIGHT TEST FAIL .................................................................................................. 48
OVERSPEED RECOVERY ..................................................................................................................... 49
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY.................................... 49
ENGINE FAILURE ........................................................................................................ 50
EMERGENCY ENGINE SHUTDOWN .................................................................................................... 50
ENGINE FAILURE IN FLIGHT ............................................................................................................... 50
ELECTRICAL SYSTEM ................................................................................................ 51
DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN] .................................................................... 51
LOAD MANAGEMENT TABLE .............................................................................................................. 52
TAWS AND GPWS ....................................................................................................... 53
TAWS OR GPWS WARNING ................................................................................................................. 53
TCAS II ......................................................................................................................... 54
TCAS II RESOLUTION ADVISORY (non-GTS 8000) ........................................................................... 54
TCAS II RESOLUTION ADVISORY (GTS 8000) ................................................................................... 54
WINDSHEAR ENCOUNTER ........................................................................................ 56
SURFACEWATCH WARNING ..................................................................................... 57
Taxiway Takeoff ..................................................................................................................................... 57
Taxiway Landing.................................................................................................................................... 57
Runway Too Short During Takeoff ...................................................................................................... 58
Runway Too Short During Landing ..................................................................................................... 58
ESP ENGAGEMENT .................................................................................................... 58
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 41 of 182
This Page Intentionally Left Blank
Beechcraft B300 and B300C King Air
Page 42 of 182
190-00716-N3 Rev. 4
FAA APPROVED
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 airplane’s UNSCHEDULED ELECTRIC ELEVATOR TRIM
ACTIVATION AFM checklist items.
If the airplane deviates unexpectedly from the planned flight path:
1. Control Wheel ............................................................................................................ GRIP FIRMLY
2. AP/YD DISC / TRIM INTRPT Button ................................................................ PRESS AND HOLD
(Be prepared for high elevator control forces)
3. Aircraft Attitude ......................................................... 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 SERVO
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 ................................................................................................ PULL
(Right circuit breaker panel)
NOTE
Pulling the AFCS SERVOS circuit breaker will render the autopilot, yaw damper and rudder
boost systems inoperative.
6. AP/YD DISC / TRIM INTRPT Button ................................................................................ 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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 43 of 182
NOTE
The maximum altitude lost during malfunction tests was:
Cruise – 258 Feet (79 m)
Descent – 755 Feet (231 m)
Maneuvering – 130 Feet (40 m)
Glideslope/Glidepath Approach – 68 Feet (21 m)
Non-Precision Approach – 90 Feet (28 m)
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 Button ................................................................ PRESS AND HOLD
2. Rudder Boost ............................................................................................................................ OFF
If Condition Persists:
3. AFCS SERVOS Circuit Breaker ............................................................................................. PULL
4. Perform Normal Landing
NOTE
Pulling the AFCS SERVOS circuit breaker will render the autopilot, yaw damper and rudder boost
systems inoperative.
Beechcraft B300 and B300C King Air
Page 44 of 182
190-00716-N3 Rev. 4
FAA APPROVED
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 ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
2. AP Button (Autopilot mode control panel) .............................................................................. PRESS
(Yaw damper remains engaged)
3. Pitch Trim Switch (Pilot’s or, if installed, Copilot’s control wheel) .................................... ACTIVATE
(Yaw damper remains engaged)
4. Go-Around (GA) switch (For airplanes without ESP Installed) .............................................. PRESS
(Left power lever -yaw damper remains engaged)
5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
AUTOPILOT ABNORMAL DISCONNECT
(Red
flashing on PFD, Continuous high-low aural tone)
1. A/P DISC/TRIM INTRPT Button ..................................................................PRESS AND RELEASE
(to cancel disconnect tone)
2. Aircraft Attitude............................................................. 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
present.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 45 of 182
AUTOPILOT FAILURE
(Red
annunciator on PFD, Red
flashing on PFD, Continuous high-low aural tone)
1. AP/YD DISC / TRIM INTRPT Button ..................................................................................... PRESS
(to cancel disconnect tone)
If red ‘AFCS’ is displayed, the autopilot, ESP (If installed), 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 the yaw damper and rudder boost to be inoperative.
Many King Air B300/B300C airplanes require the yaw damper to be operative above 5,000
feet (1524 m) 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. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
4. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
PITCH AXIS FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the pitch axis of the autopilot. The autopilot and ESP (if installed) 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.
2. Advise ATC of loss of autopilot system.
3. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
4. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
5. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
Beechcraft B300 and B300C King Air
Page 46 of 182
190-00716-N3 Rev. 4
FAA APPROVED
ROLL AXIS FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the roll axis of the autopilot. The autopilot and ESP (if installed) 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.
2. Advise ATC of loss of autopilot system.
3. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
4. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
5. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 47 of 182
PITCH TRIM FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the pitch trim servo of the autopilot. The autopilot and ESP (if installed) will
be inoperative. The yaw damper will remain operative.
2. Control Wheel ............................................................................................................. GRIP FIRMLY
3. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Be prepared for high elevator control forces)
4. Elevator Trim ...................................................... AS REQUIRED USING ELEVATOR TAB WHEEL
If Red
Message Clears
5. Autopilot ....................................................................................................................... RE-ENGAGE
If Red
Message Remains
5. Autopilot ........................................................................................................ DO NOT RE-ENGAGE
6. Elevator Trim .......................................................... CONTINUE TO USE ELEVATOR TAB WHEEL
7. Yaw Damper ............................................................................................. 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 the Performance section of this supplement.
10. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
AUTOPILOT PRE-FLIGHT TEST FAIL
(Red
annunciator on PFD)
1. Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, ESP (if installed),
and electric elevator trim are inoperative, and the rudder boost system may be inoperative. The
Flight Director may still function.
Beechcraft B300 and B300C King Air
Page 48 of 182
190-00716-N3 Rev. 4
FAA APPROVED
OVERSPEED RECOVERY
(Amber
annunciation on PFD)
1. Power Levers ..................................................................................................................... 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 (263 KIAS / 0.58 M) or VFE (202 or 158
KIAS) if the flaps are extended. Overspeed recovery is not active in altitude hold (ALT),
glideslope (GS), or glidepath (GP) modes.
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY
(ESP-Equipped Aircraft Only)
(Red
Warning Annunciator on the PFDs on ESP-equipped aircraft.
May also be accompanied by an amber
aural “AIRSPEED” alert)
annunciator above the airspeed tape display and
1. Power Levers ..................... INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED
2. Aircraft Attitude and Altitude ......................................................................................... MONITOR
After underspeed condition is corrected:
3. Autopilot .........................................RESELECT VERTICAL AND LATERAL MODES (if necessary)
4. Power Levers .......................................................................................... ADJUST AS NECESSARY
NOTE
Autopilot Underspeed Protection Mode provides a pitch down command to maintain 90, 95
or 100 +/-2 KIAS, or 2 KIAS above stall warning airspeed, depending on the flap position
and the vertical mode selected. Underspeed recovery is not available below 200 feet (61
m) AGL, except in go-around (GA) mode.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 49 of 182
ENGINE FAILURE
EMERGENCY ENGINE SHUTDOWN
ENGINE FAILURE IN FLIGHT
1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE
2. Engine Failure Procedure in
EMERGENCY PROCEDURES Section of AFM ........................................................ COMPLETE
3. Trim Tabs .............................. MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS
4. Autopilot .............................................................PRESS ‘AP’ BUTTON (if desired) to RE-ENGAGE
5. Rudder Tab ............................................................... MANUALLY ADJUST AS REQUIRED AFTER
POWER AND CONFIGURATION CHANGES
6. TCAS II (IF INSTALLED) ...................................................................................SELECT TA ONLY
Beechcraft B300 and B300C King Air
Page 50 of 182
190-00716-N3 Rev. 4
FAA APPROVED
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. Standby Battery Switch ............................................................................... INDICATES ARM or ON
2. The following equipment will be functional while the G1000 NXi is powered from the aircraft’s
battery power, Avionics Master Power Switch is ON, and the [L GEN TIE OPEN], [R GEN TIE
OPEN], [L DC GEN] and [R DC GEN] annunciators are illuminated.
Pilot’s Attitude, Heading, Air Data, and Nav CDI
Copilot’s Attitude, Heading, Air Data, and Nav CDI
MFD, Engine Gauges, Com 2
Com 1, Pilot’s Audio Panel, Copilot’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 NXi equipment items will be displayed in the ALERTS window on both PFDs.
NOTE
The aircraft’s battery will continue to power the G1000 NXi 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 NXi, 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-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 51 of 182
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 approximate times listed below. Multiple usage of the
following equipment is additive.
EQUIPMENT
OPERATING TIME
(Minutes)
Standby Altimeter
Continuous
Standby Airspeed Indicator
Continuous
Standby Attitude Indicator
Continuous
Com 1 Xmit
Continuous
Pilot Audio
Continuous
Nav 1
Continuous
ADC 1
Continuous
Pilot PFD
Continuous
AHRS 1
Continuous
Transponder 1
Continuous
GEA 1
Continuous
MFD
Continuous
Copilot PFD
Continuous
Nav 2
Continuous
ADC 2
Continuous
AHRS 2
Continuous
GEA 2
Continuous
Copilot Audio
Continuous
Com 2 Xmit
Continuous
Instrument Indirect /Emergency Lights
Continuous
Cabin Lights
5
Ice Lights
5
Beacon Lights
Continuous
Taxi Lights
1
Digital OAT
Continuous
Fuel Quantity Indicators
Continuous
Single Standby Fuel Pump
5
Left Bleed Air Valve
Continuous
Pressurization Control
Continuous
Cabin Temperature Control
Continuous
Engine Ignition
0.5
Surface Deice
5 cycles
Left and Right Main Engine Anti-ice
Single Operation
Manual Prop Deice
3
Windshield Wiper
1
Left Pitot Heat
Continuous
Landing Gear
Single Operation
Table 5 - Load Management
1
REDUCTION IN MAIN BATTERY
DURATION (Minutes)
None1
None1
None1
----------------------------------------------------------------None1
2
0.5
----0.3
--------1
------------0.1
0.1
0.1
3
0.2
----0.5
Powered by standby battery.
Beechcraft B300 and B300C King Air
Page 52 of 182
190-00716-N3 Rev. 4
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 Button ............................................. PRESS and RELEASE
(To disconnect the autopilot)
2. Aircraft Attitude ....................................................... PULL BACK ON CONTROL WHEEL
3. Power.......................................................................................... MAXIMUM ALLOWABLE
4. Airspeed ........................................................................ BEST ANGLE OF CLIMB SPEED
After Warning Ceases:
5. Power ......................................................................................... MAXIMUM CONTINUOUS
6. Altitude ............................................................... CLIMB AND MAINTAIN SAFE ALTITUDE
7. Advise ATC of Altitude Deviation, if appropriate.
NOTE
Only vertical maneuvers are recommended, unless either operating in visual
meteorological conditions (VMC), or the pilot determines, based on all available
information, that turning in addition to the escape maneuver is the safest course of action,
or both.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 53 of 182
TCAS II
Refer to the applicable G1000 NXi Pilot’s Guide (see Table 1 in Section 1) for a detailed description of the
TCAS II display and control elements as implemented in the G1000 NXi.
The following procedure is for airplanes NOT equipped with the Garmin GTS 8000 TCAS II system, and
should be performed in conjunction with the respective section of the TCAS-II AFMS checklist.
TCAS II RESOLUTION ADVISORY (non-GTS 8000)
(Red
on PFD and aural resolution advisory)
1. Perform Resolution Advisory Procedures in the NORMAL PROCEDURES Section of the
TCAS II 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 separation for example visual acquisition of, and safe separation from, a nearby
aircraft on a parallel approach.
The following procedure applies to airplanes that ARE equipped with the Garmin GTS 8000 TCAS II
system.
TCAS II RESOLUTION ADVISORY (GTS 8000)
(Red
on PFD and aural resolution advisory)
If a Maneuver is Required:
1. AP/YD DISC / TRIM INTRPT Button ............................................ PRESS AND RELEASE
(To Disconnect the Autopilot)
2. Aircraft Attitude .............................. PITCH AS REQUIRED TO COMPLY WITH THE RA,
VERTICAL SPEED INDICATOR INSIDE THE GREEN BAND
3. Power ........................................................................................................... AS REQUIRED
If a TCAS “CLIMB” RA Occurs When Configured for Landing:
1. Flaps..................................................................................................................... RETRACT
2. Gear ........................................................................ UP WITH POSITIVE RATE OF CLIMB
Compliance with a TCAS II resolution advisory (RA) is necessary unless the pilot considers it unsafe to do
so, or unless the pilot has information about the cause of the RA and can maintain safe separation for
example visual acquisition of, and safe separation from, a nearby aircraft on a parallel approach. The TA
ONLY mode can be used to preclude unnecessary RA when intentionally operating near other aircraft.
Beechcraft B300 and B300C King Air
Page 54 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Evasive maneuvering should be limited to the minimum required to comply with the RA. Excessive
responses to RAs are not desirable or appropriate because of other potential traffic and ATC
consequences. From level flight, proper response to an RA typically results in an overall altitude deviation
of 300 to 500 feet (92 to 153 m) in order to successfully resolve a traffic conflict.
CAUTION
Once a non-crossing RA has been issued, safe operation could be compromised if current
vertical speed is changed, except as necessary to comply with the RA. This is because
TCAS II-to-TCAS II coordination may be in progress with the intruder airplane, and any
change in vertical speed that does not comply with the RA may negate the effectiveness
of the other airplane’s compliance with its RA.
WARNING
NONCOMPLIANCE WITH A CROSSING RA BY ONE AIRPLANE MAY RESULT IN REDUCED
VERTICAL SEPARATION; THEREFORE, SAFE HORIZONTAL SEPARATION MUST ALSO BE
ASSURED BY VISUAL MEANS.
CAUTION
It is possible in some cases to have insufficient airplane performance to follow the TCAS RA
command without flying into stall warning or buffet. Therefore, stall warning must be respected
when following an RA. Conditions where this may occur include but are not limited to:

Bank angle in excess of 15 degrees.

One engine inoperative.

Speeds below normal operating speeds.

Failure to configure for a go-around following a climb RA in landing configuration.

Failure to advance thrust to full rating following reduced thrust takeoff.

Abnormal configurations which reduce climb performance (ie, gear not retractable)

TCAS command reversal to a “CLIMB – CLIMB NOW.”

Icing conditions affecting airplane performance.
CAUTION
Do not attempt to use the Flight Director to comply with TCAS II Resolution Advisories
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 55 of 182
WINDSHEAR ENCOUNTER
For airplanes equipped with Electronic Stability and Protection (ESP) as indicated on the power up
splash screen:
1. AP/YD DISC / TRIM INTRPT Button .................................................... PRESS and HOLD
(To prevent automatic autopilot
engagement)
2. Perform established windshear escape procedures.
After Exiting Windshear:
3. AP/YD DISC / TRIM INTRPT Button ................................................................... RELEASE
4. Autopilot/Yaw Damper .................................................................................... AS DESIRED
NOTE
Refer to FAA Advisory Circular 00-54, Pilot Windshear Guide for additional information on
windshear avoidance and escapement techniques.
Beechcraft B300 and B300C King Air
Page 56 of 182
190-00716-N3 Rev. 4
FAA APPROVED
SURFACEWATCH WARNING
For airplanes equipped with SurfaceWatch:
Taxiway Takeoff
(Red
Annunciator Is Displayed and Aural “Taxiway” Message)
1. Power ...................................................................................................................................... IDLE
2. Brakes .................................................................................................................................. APPLY
3. Aircraft Position and Runway Assignment ........................................................................ CONFIRM
If Aircraft Position and Runway Assignment are Correct:
4. SurfaceWatch Alerts ................................................................................................................... OFF

From the MFD AUX – System Setup page

Set SurfaceWatch Alerts: OFF
NOTE
SurfaceWatch Alerts should be turned ON as soon as practical after takeoff to restore
functionality for remainder of flight.
Taxiway Landing
(Red
Annunciator Is Displayed and Aural “Taxiway” Message)
1. BALKED LANDING Procedure ....................................................................................... EXECUTE
2. Aircraft Position and Runway Assignment ........................................................................ CONFIRM
If Aircraft Position and Runway Assignment are Correct:
3. SurfaceWatch Alerts ................................................................................................................... OFF

From the MFD AUX – System Setup page

Set SurfaceWatch Alerts: OFF
NOTE
SurfaceWatch Alerts should be turned ON as soon as practical after landing to restore
functionality for ground operations.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 57 of 182
Runway Too Short During Takeoff
(Red
1.
2.
3.
4.
Annunciator Is Displayed and Aural “Runway Too Short” Message)
Power......................................................................................................................................... IDLE
Brakes ................................................................................................................................... APPLY
Aircraft Position and Runway Assignment ............................................................................ Confirm
Ensure correct origin, runway, and required takeoff distance have been entered into the G1000
NXi system.

From the FPL – SurfaceWatch Setup page
Runway Too Short During Landing
(Red
Annunciator Is Displayed and Aural “Runway Too Short” Message)
1. BALKED LANDING Procedure ....................................................................................... EXECUTE
2. Aircraft Position and Runway Assignment ........................................................................ CONFIRM
3. Ensure correct destination, runway, and required landing distance have been entered into the
G1000 NXi system:

From the FPL – SurfaceWatch Setup page
ESP ENGAGEMENT
For airplanes equipped with Electronic Stability and Protection (ESP) as indicated on the power up splash
screen:
1. Use the flight controls and power levers as required to correct the abnormal flight
condition.
NOTE
If the airplane remains within the ESP engagement envelope for more than approximately
10 seconds, the autopilot will automatically engage in LVL mode, and will be accompanied
by an aural “ENGAGING AUTOPILOT” alert. Refer to Section 7 – Systems Description,
“Electronic Stability & Protection” (ESP) for further information.
Beechcraft B300 and B300C King Air
Page 58 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Section 3A – Abnormal Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 61
AILERON MISTRIM ................................................................................................................................ 61
ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 62
ELEVATOR MISTRIM ............................................................................................................................. 63
RUDDER MISTRIM ................................................................................................................................. 64
FLASHING AMBER MODE ANNUNCIATION ....................................................................................... 65
YAW DAMPER AUTOMATIC DISCONNECT ........................................................................................ 65
YAW AXIS FAILURE .............................................................................................................................. 66
ELECTRONIC STABILITY AND PROTECTION .......................................................... 67
MANUAL ESP DISENGAGEMENT ........................................................................................................ 67
G1000 NXi INTEGRATED AVIONICS SYSTEM .......................................................... 68
ALTITUDE MISCOMPARE ..................................................................................................................... 68
AIRSPEED MISCOMPARE .................................................................................................................... 71
PITCH MISCOMPARE ............................................................................................................................ 72
ROLL MISCOMPARE ............................................................................................................................. 72
HEADING MISCOMPARE ...................................................................................................................... 73
AMBER HEADING DISPLAY (GRS 7800 AHRS Only) ........................................................................ 74
LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE.................................................................... 74
LOSS OF ALTITUDE ERROR CORRECTION ...................................................................................... 75
TRANSPONDER FAILURE .................................................................................................................... 75
ADS-B OUT TRANSMISSION FAIL ....................................................................................................... 76
DISPLAY UNIT FAILURE ............................................................................................. 77
PFD FAILURE ......................................................................................................................................... 77
MFD FAILURE ........................................................................................................................................ 77
DUAL GPS/SBAS FAILURE .................................................................................................................. 78
GPS APPROACH INTEGRITY LIMITS EXCEEDED ............................................................................. 79
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH .......................................................... 80
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP on PFD) ....... 81
VDI MISCOMPARE ON BARO VNAV APPROACHES ......................................................................... 82
LOSS OF RADIO TUNING FUNCTIONS ............................................................................................... 82
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED............................................................ 83
LOSS OF ALTITUDE ALERTER IN RVSM AIRSPACE ........................................................................ 84
FAILED ATTITUDE AND/OR HEADING ................................................................................................ 84
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 59 of 182
ENGINE INDICATION SYSTEM (EIS) FAILURE ................................................................................... 86
LOSS OF NAVIGATION DATA .............................................................................................................. 86
INACCURATE FLIGHT DIRECTOR DISPLAY ...................................................................................... 86
BOTH ON ADC1, BOTH ON ADC2........................................................................................................ 87
BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 87
BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 88
USING ADC1 or ADC2 ........................................................................................................................... 88
USING AHRS1 or AHRS2 ...................................................................................................................... 89
RADIO ALTIMETER FAILURE............................................................................................................... 89
SYNTHETIC VISION ..................................................................................................... 90
TAWS AND GPWS ....................................................................................................... 91
TAWS or GPWS CAUTION (amber ..................................................................................................... 91
TAWS INHIBIT ........................................................................................................................................ 91
GPWS INHIBIT (TAWS-A Only) ............................................................................................................. 92
FLAP OVERRIDE (TAWS-A Only) ........................................................................................................ 92
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) ...................................................... 93
TAWS N/A and TAWS FAIL ................................................................................................................... 93
GPWS FAIL (TAWS-A only) .................................................................................................................. 94
TCAS II ......................................................................................................................... 94
TCAS II TRAFFIC ADVISORY ............................................................................................................... 94
TCAS II SYSTEM FAILURE ................................................................................................................... 94
TCAS II SYSTEM STANDBY ................................................................................................................. 95
SURFACEWATCH CAUTION MESSAGES ................................................................. 95
Check Runway During Takeoff ............................................................................................................ 95
Check Runway During Landing ........................................................................................................... 96
SURFACEWATCH SYSTEM MESSAGES ................................................................... 96
SURFACEWATCH INHIBITED ............................................................................................................... 96
SURFACEWATCH FAIL ......................................................................................................................... 97
NO SURFACEWATCH RUNWAY POSITION DATA ............................................................................. 97
Beechcraft B300 and B300C King Air
Page 60 of 182
190-00716-N3 Rev. 4
FAA APPROVED
AUTOMATIC FLIGHT CONTROL SYSTEM
AILERON MISTRIM
(amber
or
annunciation on PFD)
Indicates a mistrim of the ailerons while the autopilot is engaged. The autopilot cannot trim the
airplane in roll. During large changes in airspeed, engine failure, or single engine operation,
illumination of this message may occur. If the autopilot is disconnected while this message is
displayed, high roll forces are possible. The following procedure should be followed:
1. Control Wheel ............................................................................................................. GRIP FIRMLY
2. Aileron Tab Knob ............................................ ROTATE SLOWLY IN DIRECTION OF INDICATED
MISTRIM UNTIL THE ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Control Wheel ............................................................................................................. GRIP FIRMLY
4. Aileron Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Cabin Sign ........................................................................................................... NO SMOKE & FSB
Ensure passengers are seated with seat belts securely fastened
6. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
7. Aileron Trim ................................ USING AILERON TAB KNOB, MANUALLY RE-TRIM AIRPLANE
The autopilot should be considered inoperative until the cause of the mistrim has been investigated
and corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
8. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction
– Standby System chart in the Performance section of this supplement.
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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 61 of 182
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 SERVO Circuit Breaker .............................................................................. PULL and RESET
(Right circuit breaker panel)
The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVO 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, and electric pitch trim will be inoperative for the remainder of the flight.
If Operative:
3. Use as required.
If still inoperative:
3. Pitch Trim .......................................................................... MANUALLY TRIM AIRPLANE IN PITCH
(Using Elevator Tab Wheel)
NOTE
The autopilot, yaw damper and rudder boost may also be inoperative. Many King Air
B300/B300C aircraft require the yaw damper to be operative above 5,000 feet (1524 m)
MSL, and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight
Manual, or appropriate Airplane Flight Manual Supplement for further information.
In RVSM Airspace and Autopilot Inoperative:
4. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency 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.
Beechcraft B300 and B300C King Air
Page 62 of 182
190-00716-N3 Rev. 4
FAA APPROVED
ELEVATOR MISTRIM (amber
or
annunciation on PFD)
Indicates a mistrim of the elevator tab while the autopilot is engaged. The autopilot will normally
trim the airplane as required. However, during rapid acceleration, deceleration, or configuration
changes, momentary illumination of this message may occur accompanied by minor fluctuations in
flight path. If the autopilot is disconnected while this message is displayed, high elevator control
forces are possible. In the event of sustained illumination, the following procedure should be
followed:
1. Control Wheel ............................................................................................................. GRIP FIRMLY
2. Elevator Tab Wheel................................. ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Control Wheel ............................................................................................................. GRIP FIRMLY
4. Elevator Tab Wheel................................. ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Cabin Sign ........................................................................................................... NO SMOKE & FSB
Ensure passengers are seated with seat belts securely fastened
6. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
7. Pitch Trim ............................. USING ELEVATOR TAB WHEEL, MANUALLY RE-TRIM AIRPLANE
Autopilot should be considered inoperative until the cause of the mistrim has been investigated and
corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
8. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 63 of 182
RUDDER MISTRIM (amber
or
annunciation on PFD)
Indicates a mistrim 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 ........................................................................................................... HOLD FIRMLY
2. Rudder Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Rudder Pedals ........................................................................................................... HOLD FIRMLY
4. Rudder Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Autopilot ..................................................................................................................... DISCONNECT
6. Rudder Tab Knob .........................................................................MANUALLY RE-TRIM AIRPLANE
NOTE
Yaw Damper should be considered inoperative until the cause of the mistrim has been
investigated and corrected. The rudder boost may also be inoperative. Many King Air
B300/B300C aircraft require the yaw damper to be operative above 5,000 feet (1524 m)
MSL, and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight
Manual, or appropriate Airplane Flight Manual Supplement for further information.
7. Autopilot .............................................................................................................................. ENGAGE
In RVSM Airspace and Autopilot Inoperative:
8. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
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.
Beechcraft B300 and B300C King Air
Page 64 of 182
190-00716-N3 Rev. 4
FAA APPROVED
FLASHING AMBER MODE ANNUNCIATION
NOTE
Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the
AFCS) will be annunciated by flashing the disengaged mode in amber on the PFD. Upon
loss of a selected mode, the system will revert to the default mode for the affected axis,
either ROL or PIT. After 10 seconds, the new mode (PIT or ROL) will be annunciated in
green.
LOSS OF SELECTED VERTICAL MODE (FLC, VS, VPTH, ALT, GS, GP)
1. Autopilot mode controls....................................................... SELECT ANOTHER VERTICAL MODE
If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
LOSS OF SELECTED LATERAL MODE (HDG, VOR, GPS, LOC, VAPP, BC)
1. Autopilot mode controls.................. ............................... ......SELECT ANOTHER LATERAL MODE
If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
YAW DAMPER AUTOMATIC DISCONNECT (amber flashing ‘YD’)
Flashing amber ‘YD’ in flight indicates that yaw damper has disconnected. If the disconnect was
not pilot initiated, the yaw servo has failed. The autopilot may be re-engaged after a yaw servo
failure.
NOTE
Many King Air B300/B300C aircraft require the yaw damper to be operative above 5,000 feet (1524
m) 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-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 65 of 182
YAW AXIS FAILURE
(Amber
annunciator on PFD)
1. Indicates a failure of the yaw axis of the autopilot. The yaw damper will disconnect. The
autopilot may be re-engaged and disengaged normally, but the yaw damper and rudder boost will
be inoperative.
2. Autopilot .......................................................................................................... AS DESIRED
WARNING
DO NOT USE THE AUTOPILOT TO FLY A COUPLED ILS, LOC, LP/LPV OR
LNAV/VNAV APPROACH WITH AN INOPERATIVE YAW DAMPER. THE AUTOPILOT
MAY NOT BE ABLE TO MAINTAIN DIRECTIONAL CONTROL IF AN ENGINE FAILS
DURING THE APPROACH.
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 B300/B300C aircraft require the yaw damper to be operative above 5,000
feet (1524 m) MSL, and rudder boost continuously. Refer to the Limitations section of the
Aircraft Flight Manual, or appropriate Airplane Flight Manual Supplement for further
information.
Beechcraft B300 and B300C King Air
Page 66 of 182
190-00716-N3 Rev. 4
FAA APPROVED
ELECTRONIC STABILITY AND PROTECTION
For airplanes equipped with Electronic Stability and Protection (ESP) as indicated on the power up splash
screen:
MANUAL ESP DISENGAGEMENT
If necessary, ESP may be manually disconnected using any one of the following methods.
1. AP/YD DISC / TRIM INTRPT Button ................................................................... PRESS and HOLD
(Pilot’s or Copilot’s control wheel)
OR
2. CWS Button (Pilot’s or Copilot’s control wheel) ................................................... PRESS and HOLD
OR
3. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
OR
4. AUX – SYSTEM SETUP 2 Page on MFD...................... DISABLE STABILITY AND PROTECTION
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 67 of 182
G1000 NXi INTEGRATED AVIONICS SYSTEM
ALTITUDE MISCOMPARE
(amber
annunciator on PFD)
This message is displayed when the G1000 NXi detects a difference of 200 feet (61 m) or greater
between the pilot’s and copilot’s altitude information. Refer to the applicable G1000 NXi Cockpit
Reference Guide (see Table 1 in Section 1) for additional information.
1. Altimeter Settings ................................................................. 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.
3. PFD Opt Softkey (Copilot’s PFD) ........................................................................................... PRESS
4. Sensors Softkey ................................................................................................................... PRESS
5. ADC Softkey …………………………………………………………………… ........................... PRESS
6. ADC1 Softkey ......................................................................................................................... PRESS
7. PFD Displays ................... CONFIRM

annunciator is displayed on both PFDs
In RVSM Airspace:
8. Altitude ................................................................ CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
9. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of primary altimetry
systems.
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.
3. Autopilot ALT Mode.................................................................................................... DISENGAGED
Beechcraft B300 and B300C King Air
Page 68 of 182
190-00716-N3 Rev. 4
FAA APPROVED
4. Pilot’s Static Air Source .................................................................................. 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.

If 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.

In RVSM Airspace:
5. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
6. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimeter, if no change in rate-of-climb, airspeed, or altitude is observed:
7. Pilot’s Static Air Source ........................................................................................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 (3048 m) with the correct local altimeter setting set, GPS altitude will usually be
within 600 feet (183 m) or better of the correct indicated altitude. Use the following guidelines to help
estimate correct altitude from non-standard conditions:

Temperatures WARMER than standard can cause GPS altitude to read HIGHER than indicated
altitude.

Pressures LOWER than standard can cause GPS altitude to read HIGHER than indicated
altitude.
If Able to Identify Accurate Altitude Source:
1. Autopilot ALT Mode.................................................................................................... DISENGAGED
2. Use the Sensors softkey to select most accurate ADC on both PFD’s.
3. Confirm
or
annunciators are displayed on both PFDs
4. Autopilot ALT Mode...................................................................................... ENGAGE AS DESIRED

In RVSM Airspace:
5. Altitude ................................................................ CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
6. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 69 of 182
primary altimetry systems.
If Unable to Identify Accurate Altitude Source:
1. Avoid IFR conditions if possible; consider diversion to visual conditions and LAND AS SOON AS
PRACTICAL.
2. Maintain altitudes based on LOWEST indicated altitude.
3. ATC – Advise of inability to verify correct altitude. If in RVSM airspace, perform appropriate
RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude
reporting capability.
4. If unable to descend in visual conditions, plan an ILS, LPV, or RNAV (GPS or GNSS)
LNAV/VNAV approach with course intercept well outside the Final Approach Fix (FAF).
5. Once glideslope or glidepath is captured, determine most accurate altitude source when crossing
FAF.
6. Reference ILS Decision Altitude or GPS based approach Minimum Descent Altitude to most
accurate altimeter based on FAF crossing.
WARNING
VARIOUS TAWS ALERTS ARE BASED ON GPS ALTITUDE AND POSITION
INFORMATION. TAWS WARNINGS AND CAUTIONS ARE INDEPENDENT OF ADC
DATA. IF A TAWS WARNING OR CAUTION IS RECEIVED, CONSIDER IT ACCURATE
AND TAKE IMMEDIATE AVOIDANCE ACTION.
Beechcraft B300 and B300C King Air
Page 70 of 182
190-00716-N3 Rev. 4
FAA APPROVED
AIRSPEED MISCOMPARE
(amber
annunciator on PFD)
This message is displayed when the G1000 NXi 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 applicable G1000 NXi Cockpit Reference Guide (see Table 1 in Section 1) 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.
2. PFD Opt Softkey (Copilot’s PFD) ......................................................................................... PRESS
3. Sensors Softkey ..................................................................................................................... PRESS
4. ADC Softkey ………… ........................................................................................................... PRESS
5. ADC1 Softkey ......................................................................................................................... PRESS
6. PFD Displays ................... CONFIRM

annunciator is displayed on both PFDs
In RVSM airspace:
7. Altitude ................................................................ CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
8. 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 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 ALTITUDE .................................................................................................... NOTE
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 71 of 182
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:

No change in indicated airspeed when power change and altitude maintained.

Indicated airspeed increases when climbing or decreases when descending.
5. Use Sensors softkey to select most accurate ADC on the affected PFDs.
6. Airspeed
……………………………………………………….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
(amber
annunciator on PFD)
This message is displayed to the right of the roll scale on the PFD when the G1000 NXi detects a
difference between the pilot’s and copilot’s pitch attitude of more than 5 degrees. Refer to the
applicable Garmin G1000 NXi Cockpit Reference Guide (see Table 1 in Section 1) for additional
information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use Sensors softkey to select the most accurate AHRS on the affected PFD.
ROLL MISCOMPARE
(amber
annunciator on PFD)
This message is displayed to the right of the roll scale on the PFD when the G1000 NXi detects a
difference between the pilot’s and copilot’s roll attitude of more than 6 degrees. Refer to the
applicable Garmin G1000 NXi Cockpit Reference Guide (see Table 1 in Section 1) for additional
information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use Sensors softkey to select the most accurate AHRS on the affected PFD.
Beechcraft B300 and B300C King Air
Page 72 of 182
190-00716-N3 Rev. 4
FAA APPROVED
HEADING MISCOMPARE (amber
annunciator on PFD)
This message is displayed to the right of the heading indicator on the PFD when the G1000 NXi
detects a difference between the pilot’s and copilot’s heading information. Refer to the applicable
Garmin G1000 NXi Cockpit Reference Guide (see Table 1 in Section 1) for additional information.
1. WSHLD ANTI-ICE Switches (PILOT and COPILOT) ................................................................. OFF
2. CABIN TEMP MODE selector ..................................................................................................... OFF
3. ELEC HEAT ................................................................................................................................ OFF
4. Refer to Magnetic Compass to determine which AHRS is providing the most accurate heading
information.
5. Use Sensors softkey to select the most accurate AHRS on the affected PFD.
6. WSHLD ANTI-ICE Switches ..................................................................................... AS REQUIRED
7. CABIN TEMP MODE ................................................................................................... AS DESIRED
8. ELEC HEAT .............................................................................................................. 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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 73 of 182
AMBER HEADING DISPLAY (GRS 7800 AHRS Only)
The PFD heading display will turn amber when:

Unreliable heading data exists as detected by the system.

Operating in DG FREE Mode when the system detects reliable heading data is available.
If Heading Display is Amber When Operating in DG SLAVE Mode:
1. Autopilot (If Engaged) ...................................................................................... SELECT ROL MODE
2. PFD OPT Softkey … .............................................................................................................. PRESS
3. Sensors Softkey ……………… .............................................................................................. PRESS
4. HDG Softkey on PFD ............................................................................................................. PRESS
5. DG SLAVE Softkey ................................................................................................................ PRESS
6. Verify the heading display is shown in cyan.
7. Use the ‘HDG –“ and ‘HDG +” softkeys to correct heading as required.
8. Autopilot ........................................................................... RE-SELECT DESIRED LATERAL MODE
If Heading Display is Amber When Operating in DG FREE Mode:
1. Autopilot (If Engaged) ..................................................................................... SELECT ROL MODE
2.
PFD OPT Softkey ……… ..................................................................................................... PRESS
3.
Sensors Softkey ………… .................................................................................................... PRESS
4.
HDG Softkey on PFD ........................................................................................................... PRESS
5.
DG FREE Softkey................................................................................................................. PRESS
6.
Verify the heading display is shown in white.
7.
Autopilot ......................................................................... RE-SELECT DESIRED LATERAL MODE
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.
Beechcraft B300 and B300C King Air
Page 74 of 182
190-00716-N3 Rev. 4
FAA APPROVED
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 (5486 m) MSL. The following advisory messages will post:
ADC1 ALT EC - ADC1 altitude error correction is unavailable.
and/or
ADC2 ALT EC - ADC2 altitude error correction is unavailable.
If a loss of altitude error correction advisory is received:

Above 18,000 feet (5486 m) 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.

In RVSM Airspace:
1. 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.
2. Record each altimeter reading for RVSM contingency procedure use.
TRANSPONDER FAILURE
If the selected transponder fails during operation, the transponder code field at the bottom of the PFD will
be replaced with XPDR1 FAIL or XPDR 2 FAIL.
Additionally, the following will post on both PFDs in the alerts window:
XPDR 1 FAIL – XPDR 1 is inoperative
OR
XPDR 2 FAIL – XPDR 2 is inoperative
1. XPDR Softkey ............................................................................SELECT OTHER TRANSPONDER
2. Verify selected transponder is in ALT mode.
NOTE
If the airplane is ADS-B capable, ADS-B OUT information will not be transmitted with a
failed transponder selected for operation.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 75 of 182
ADS-B OUT TRANSMISSION FAIL
The G1000 NXi system transmits ADS-B OUT messages using the selected ATC transponder.
If the G1000 NXi system is unable to transmit ADS-B OUT messages, the following messages will post on
both PFDs in the alerts window, based on which transponder is installed in the aircraft.
If a GTX 345R or GTX 335R is installed
XPDR 1 ADS-B NO POS – Transponder: ADS-B is not transmitting position.
AND / OR
XPDR 2 ADS-B NO POS – Transponder: ADS-B is not transmitting position.
If only one transponder is affected, select the other transponder.
1. XPDR Softkey ............................................................................SELECT OTHER TRANSPONDER
2. Verify selected transponder is in ALT mode.
If a GTX 3000 is installed
XPDR1 ADS-B NO TX – Transponder: ADS-B out failed.
AND / OR
XPDR2 ADS-B NO TX – Transponder: ADS-B out failed.
If only one transponder is affected, select the other transponder:
1. XPDR/TFC Softkey ....................................................................SELECT OTHER TRANSPONDER
2. Verify selected transponder is in ALT mode.
If a GTX 33 is installed
XPDR1 ADS-B NO TX – Transponder: ADS-B out failed.
AND / OR
XPDR2 ADS-B NO TX – Transponder: ADS-B out failed.
If only one transponder is affected, select the other transponder:
1. XPDR Softkey ............................................................................SELECT OTHER TRANSPONDER
2. ADSB TX Softkey ................................................................................................ VERIFY ENABLED
3. Verify selected transponder is in ALT mode.
Beechcraft B300 and B300C King Air
Page 76 of 182
190-00716-N3 Rev. 4
FAA APPROVED
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 side) ................................................ PRESS
The DISPLAY BACKUP button may be pressed again to return the MFD to its normal
presentation. With the MFD in its normal display presentation, the pilot has access to
functions and pages unique to the MFD that are not accessible when the MFD is in the
composite display.
NOTE
The CDI SYNC and BARO SYNC settings must be ON to allow the operating PFD controls
to affect settings on the MFD when the MFD is in the Display Backup mode. These settings
are accessible on the MFD when in the normal display presentation on the AUX – SYSTEM
SETUP page.
2. Autopilot Mode Panel ....................................................TRANSFER (XFR button) to operating PFD
3. Autopilot .......................................................................................... RE-ENGAGE and select modes
4. Transponder .....................................................................................SELECT operating transponder
5. Audio Panels .................................................................................... SELECT operating COM Radio
NOTE
Use the operating PFD to control Com frequency selection, Com and Nav volume, and
Altimeter Barometric Pressure setting.
MFD FAILURE
MFD failure is indicated by a complete loss of image on the center display.
1. Pilot’s Audio Panel DISPLAY BACKUP Button ..................................................................... PRESS
2. Copilot’s Audio Panel DISPLAY BACKUP Button ................................................................. PRESS
NOTE
Engine data will be displayed on both PFDs.
3. Electronic Chart Data will not be available following an MFD failure. Use the following procedure
if a secondary source of aeronautical information is not available in the airplane.
a.
Load approaches, arrivals, and departures into the Active Flight Plan using the PROC button
on either PFD. The procedure’s course can be displayed on either PFD Inset Map window.
Navigate using the course pointer and CDI on the PFDs.
b.
For instrument approach procedures, obtain altitude information from ATC.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 77 of 182
DUAL GPS/SBAS FAILURE
(amber “DR” on HSI or amber “GPS LOI” displayed to the right of the HSI. “No FMS Position” may be
displayed on Navigation Map)
LOSS OF GPS/SBAS NAVIGATION DATA
When both GPS/SBAS receivers are inoperative or GPS navigation information is not available or
invalid, the G1000 NXi 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 an amber “GPS
LOI” displayed to the right of the HSI. Which mode is active depends on the distance from the
destination airport in the active flight plan.
If the “GPS LOI” annunciation is displayed, revert to an alternate means of navigation appropriate
to the route and phase of flight. In Dead Reckoning mode, the MAP – NAVIGATION MAP will
continue to be displayed with a ghosted aircraft icon in the center and an amber ‘DR’ overwriting
the icon. Aircraft position will be based upon the last valid GPS position, then estimated by Dead
Reckoning methods. Changes in true airspeed, altitude, or winds aloft can affect the estimated
position substantially. Dead Reckoning is only available in Enroute mode; Terminal and Approach
modes do not support DR. Course deviation information will be displayed as an amber CDI on
both PFDs and will remain for up to 20 minutes after GPS position data has been lost. The
autopilot and/or flight director may be coupled in GPS mode while the system is in Dead Reckoning
mode. Refer to the applicable G1000 NXi Cockpit Reference Guide (see Table 1 in Section 1) for
further information. Revert to an alternate means of navigation appropriate to the route and phase
of flight.
If Alternate Navigation Sources (ILS, LOC, VOR, DME, ADF) Are Available:
1. Navigation
............................................................................. USE ALTERNATE SOURCES
If No Alternate Navigation Sources Are Available:
If DR Is Displayed On HSI:
The system is in Dead Reckoning Mode. Estimated position is greater than 30 NM from both the
destination and departure airport.
1. Navigation – Use the airplane symbol, magenta course line on the map display, and the
amber CDI for course information. Fly toward known visual conditions. Use ATC or other
information sources as available.
NOTE

All information normally derived from GPS turns amber. All of this information will
become less accurate over time.

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.

TAWS is inoperative.

The MAP – TRAFFIC MAP page display is not dependent on GPS information.
The position of displayed traffic relative to the airplane symbol on this page is still
accurate.
Beechcraft B300 and B300C King Air
Page 78 of 182
190-00716-N3 Rev. 4
FAA APPROVED
If GPS LOI and/or NO FMS POSITION Is Displayed:
GPS LOI indicates that the system is in Loss of Integrity Mode. GPS information is either not present
or is invalid for navigation use.
NO FMS POSITION indicates the GPS position has been lost.
1. Navigation – Fly toward known visual conditions. Use ATC or other information sources as
available.
NOTE

All information derived from GPS or DR will be removed from the displays.

TAWS-B is inoperative.

TAWS-A GPWS is operative.

SurfaceWatch is inoperative.

The airplane symbol is removed from all maps. The map will remain centered at
the last known position. “NO FMS POSITION” will be annunciated in the center of
the map.

The TRAFFIC page display is not dependent on GPS information. The position of
displayed traffic relative to the airplane symbol on this page is still accurate.
GPS APPROACH INTEGRITY LIMITS EXCEEDED
During a GPS LP, LPV, LNAV/VNAV, or LNAV+V approach using SBAS, if the Horizontal or Vertical
integrity limits are exceeded, the G1000 NXi System will downgrade the approach. This will be
annunciated in the ALERTS window and may also be accompanied by a change in the indicated
approach type on the HSI. GPS glide path vertical guidance will be removed from the PFD unless
the minimum can still be supported using Baro VNAV. The approach may be continued as
annunciated.
During any GPS approach in which both precision and non-precision integrity limits are exceeded,
the G1000 NXi System will flag the lateral guidance and display a system message “ABORT
APPROACH loss of navigation”. Immediately upon viewing the message, the unit will revert to
Terminal navigation mode integrity limits. If the position integrity is within these limits lateral
guidance will be restored and the GPS may be used to execute the missed approach, otherwise
alternate means of navigation must be utilized.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 79 of 182
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH
In some rare instances, the actual course and/or frequency for an ILS localizer may not match the
course or frequency stored in the G1000 NXi database. This occurs most often when an ILS course
or frequency change is made by the FAA in between database update cycles. Manual course or
frequency changes can be made to override the auto-loaded values in the G1000 NXi database
whenever an ILS approach is loaded into the G1000 NXi via the FMS. ADVISORY messages will
post in the ALERTS window on the PFDs prompting the pilot verify course and/or frequency
information. Use the latest published instrument approach procedure information to verify all course
and frequency information.
While flying ILS approaches with manually overridden course or frequency information:

For airplanes with TAWS-A installed, the Glideslope Deviation Alerting (GSD) will
function normally.

If SVT 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 SVT Pathways are Displayed While Flying a Manually Overridden Frequency or Course on an ILS
Approach:
Prior to Turning Inbound on the Final Approach Course:
1. PFD Opt Softkey on PFD1 and/or PFD2 ............................................................................. PRESS
2. SVT Softkey ........................................................................................................................... PRESS
3. Pathways Softkey......................................................... PRESS TO REMOVE PATHWAY DISPLAY
Beechcraft B300 and B300C King Air
Page 80 of 182
190-00716-N3 Rev. 4
FAA APPROVED
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP
on PFD)
Airplanes that have system software 2286.01 or later installed have the capability of flying an
automatically generated and temperature compensated glidepath on certain GPS approaches when
SBAS is not available. This automatically generated glidepath depends upon temperature input from
the air data computers to function properly. In the event that the temperature input fails to its
respective display during an approach, the following will be observed:

If the AFCS is coupled to the affected side in APR mode, “GP” will be displayed in flashing
black text over amber background for 5 seconds, then revert to PIT mode. The AFCS will
remain coupled in GPS Mode (lateral).

If the AFCS is coupled to the non-affected side in APR mode, it will remain coupled in APR
Mode (GP remains green).

The affected side VDI is flagged with “NO GP” displayed in the VDI.

The “L/VNAV” indication on the CDI remains for both pilot and copilot side.

The non-affected side VDI remains displayed.

A
annunciation posts in black text on a white background at the bottom of the nonaffected side VDI on the PFD.

The non-affected side PFD will continue to display the VDI. The autopilot may be
transferred and coupled to this VDI if necessary.
If both air data temperature inputs are failed, the VDIs on both displays will be flagged and no
glidepath will be generated. The approach may be continued to LNAV minima.
If VDI NO COMP Annunciation is Observed and AFCS is Coupled to Affected (Failed) Side:
1.
XFR Button on GMC 710 ..................................................................................................... PRESS
2.
APR Mode ............................................................................................... RE-SELECT AS DESIRED
If Both Air Data Temperature Inputs Have Failed:
1.
AFCS Vertical Mode.............................................................................. RE-SELECT AS DESIRED
2.
Continue the approach using LNAV only minima.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 81 of 182
VDI MISCOMPARE ON BARO VNAV APPROACHES (amber
PFD)
annunciator on
If a difference in temperature compensated altitudes from the two air data computers differs by
more than 50 feet (15 m), an amber
annunciation will be displayed on both PFDs.
If a
Annunciation is Observed on the PFDs:
1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the
correct barometric altimeter setting
If
Annunciation Persists and Able to Determine Accurate VDI:
2. XFR Button on GMC 710 ...................................................... PRESS AS REQUIRED TO SELECT
ACCURATE VDI SOURCE
3. APR Mode ............................................................................................... RE-SELECT AS DESIRED
If
Annunciation Persists and Unable to Determine Accurate VDI:
2. Do not use the VDI for vertical guidance information. Approach may be continued to LNAV only
minima.
LOSS OF RADIO TUNING FUNCTIONS
1. COM Frequency Toggle Button ...........................................PRESS AND HOLD FOR 2 SECONDS
NOTE
This 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 switch ............................................................................. 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.
Beechcraft B300 and B300C King Air
Page 82 of 182
190-00716-N3 Rev. 4
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 Attitude ................................................ MONITOR using standby indicators
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance Section of this Supplement.
2. Autopilot ALT Mode................................................................................................... DIS-ENGAGED
3. Advise ATC of loss of all primary altimetry systems and if in RVSM airspace perform the
appropriate RVSM contingency procedures for loss of all primary altimetry systems and accurate
altitude reporting capability outlined in the operator’s RVSM procedures manual.
4. ESP (if installed) will be inoperative.
5. Land as soon as practical.
If One Side Only:
1. Autopilot ALT Mode.................................................................................................... DISENGAGED
2. Affected PFD Sensors Softkey .............................................................................................. PRESS
3. ADC Softkey...................... PRESS the ADC softkey to select the functional ADC (ADC1 or ADC2)
4. Both PFDs .................................................................................... CONFIRM “BOTH ON ADC1” OR
“BOTH ON ADC2” annunciated on both PFDs.
5. Autopilot ALT Mode.................................................................................. RESELECT AS DESIRED

In RVSM Airspace:
6. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Perform appropriate RVSM contingency procedures for loss of redundancy of primary altimetry
systems, outlined in the operator’s RVSM procedures manual.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 83 of 182
LOSS OF ALTITUDE ALERTER IN RVSM AIRSPACE
1. Autopilot ALT Mode.......................................................................................................... ENGAGED
2. Altitude
......................................................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.
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 the applicable
Garmin G1000 NXi Cockpit Reference Guide and Pilot’s Guide (see Table 1 in Section 1) 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 airplane is on the ground. This is usually accompanied by a BOTH ON
GPS 1, BOTH ON GPS 2, or LOI annunciation. Moving the airplane more than 100 yards away
from the source of the interference should alleviate the condition.
Taxiing the airplane before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. As soon as the airplane 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. Attitude .................................................................................. MONITOR using standby attitude gyro
2. WSHLD ANTI-ICE Switches (Pilot and Copilot).......................................................................... OFF
NOTE
The magnetic compass is erratic during windshield anti-ice and/or air conditioner operation.
With windshield anti-ice OFF, windshield may form fog or frost on the inside surface. The
windshield anti-ice should be turned off only long enough to reference magnetic compass
or the pilot should descent to a warmer altitude if terrain, fuel, and endurance permit.
3. ELEC HEAT ................................................................................................................................ OFF
4. CABIN TEMP MODE switch ....................................................................................................... OFF
5. Heading .................................................................................... MONITOR using magnetic compass
Beechcraft B300 and B300C King Air
Page 84 of 182
190-00716-N3 Rev. 4
FAA APPROVED
If in RVSM airspace:
6. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
for loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.
8. Land as soon as practical.
NOTE

The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative.

Reference the GPS track on MFD/PFD map to improve situational awareness. GPS will
continue to display correct GPS based map, position, and track.

Magnetic compass is influenced by windshield anti-ice and/or air conditioner operation.
These items must be turned OFF prior to referencing magnetic compass heading. Leave
these items OFF when maneuvering the airplane by reference to the magnetic compass.
In Flight, If One Side Only:
1. Standby Attitude Gyro …… ............................................................................................... MONITOR
2. PFD OPT Softkey … .............................................................................................................. PRESS
3. Affected PFD SENSOR Softkey ............................................................................................ PRESS
4. AHRS Softkey .........................................................................PRESS Opposite Side AHRS softkey
5. Both PFDs ................................... 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:
6. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
for loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 85 of 182
ENGINE INDICATION SYSTEM (EIS) FAILURE
(RED 'X' ON ENGINE DISPLAY)
If All Engine Gauges on One Engine Red ‘X’:
Indicates failure of the GEA for that engine
1. Check GEA circuit breakers ........................................................................... RESET once if tripped
If unable to restore engine gauges:
2. Move both power levers together using the engine with operating engine gauges to set power.
If One or 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 the applicable Garmin
G1000 NXi Cockpit Reference Guide (see Table 1 in Section 1) for additional information.
1.
CDI Softkey .........................................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)
2.
Attitude ........................................ CROSSCHECK BOTH PFDs with the Standby Attitude Indicator
3.
Flight Director Modes ............................................................................... 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.
Autopilot .................................. ENGAGE AS DESIRED if flight director commands are appropriate
If unable to restore Flight Director:
5.
FD Button .................................................................... PRESS to remove Flight Director from PFDs
Beechcraft B300 and B300C King Air
Page 86 of 182
190-00716-N3 Rev. 4
FAA APPROVED
BOTH ON ADC1, BOTH ON ADC2
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 the applicable Garmin
G1000 NXi Cockpit Reference Guide and Pilot’s Guide (see Table 1 in Section 1) for additional
information.
1.
PFD Opt (displaying data from opposite ADC) Softkey ......................................................... PRESS
2.
Sensors Softkey ..................................................................................................................... PRESS
3.
ADC Softkey … ...................................................................................................................... PRESS
4.
ADC1 or ADC 2 Softkey ..................................................................................SELECT on-side ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD).
5.
PFD Displays ................................................. CONFIRM “BOTH ON ADC 1” or “BOTH ON ADC 2”
message clears on both PFDs.
6.
If message does not clear, refer to Abnormal Procedures - FAILED AIRSPEED, ALTITUDE,
AND/OR VERTICAL SPEED.
BOTH ON AHRS 1, BOTH ON AHRS 2
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are
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 the
applicable Garmin G1000 NXi Cockpit Reference Guide (see Table 1 in Section 1) for additional
information.
1.
PFD Opt (displaying data from opposite AHRS) Softkey....................................................... PRESS
2.
Sensors Softkey ..................................................................................................................... PRESS
3.
AHRS Softkey ……… ............................................................................................................ PRESS
4.
AHRS1 or AHRS2 Softkey ............................................................................... Select on-side AHRS
(AHRS1 for Pilot PFD, AHRS2 for copilot PFD).
5.
PFD Displays ............................................ CONFIRM “BOTH ON AHRS 1” or “BOTH ON AHRS 2”
message clears on both PFDs
6.
If message does not clear, refer to Abnormal Procedures - FAILED ATTITUDE AND/OR
HEADING.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 87 of 182
BOTH ON GPS 1, BOTH ON GPS 2
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are
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 the applicable Garmin G1000 NXi Cockpit Reference Guide (see
Table 1 in Section 1) for additional information.
1.
GPS/SBAS Status ................................................................................................................. CHECK
a. Select AUX - GPS STATUS page on MFD.
b. Select GPS1 then GPS2 softkeys and verify sufficient satellite reception.
USING ADC1 or ADC2
This message is displayed on both PFDs and indicates that both PFDs are displaying data from
the opposite side Air Data Computer. Normally the pilot’s side displays ADC 1 and the copilot’s
side displays ADC 2. Refer to the applicable Garmin G1000 NXi Cockpit Reference Guide (see
Table 1 in Section 1) for additional information.
1.
PILOT’S PFD Opt Softkey...................................................................................................... PRESS
2.
PILOT’S Sensors Softkey ...................................................................................................... PRESS
3.
PILOT’S ADC Softkey … ....................................................................................................... PRESS
4.
PILOT’S PFD ADC1 Softkey .................................................................................................. PRESS
5.
PFD Displays .............................. CONFIRM “BOTH ON ADC1” message displayed on both PFDs
6.
COPILOT’S PFD Opt Softkey ................................................................................................ PRESS
7.
COPILOT’S Sensors Softkey ................................................................................................. PRESS
8.
ADC Softkey ……… ............................................................................................................... PRESS
9.
COPILOT’S PFD ADC2 Softkey ............................................................................................ PRESS
10. PFD Displays ................................... CONFIRM “BOTH ON ADC 1” message clears on both PFDs
Beechcraft B300 and B300C King Air
Page 88 of 182
190-00716-N3 Rev. 4
FAA APPROVED
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 the applicable Garmin G1000 NXi Cockpit
Reference Guide (see Table 1 in Section 1) for additional information.
1.
PILOT’S PFD Opt Softkey...................................................................................................... PRESS
2.
PILOT’S Sensors Softkey ...................................................................................................... PRESS
3.
PILOT’S AHRS Softkey.......................................................................................................... PRESS
4.
PILOT’S AHRS1 Softkey........................................................................................................ PRESS
5.
PFD Displays ............................ CONFIRM “BOTH ON AHRS1” message displayed on both PFDs
6.
COPILOT’S PFD Opt Softkey ................................................................................................ PRESS
7.
COPILOT’S Sensors Softkey ................................................................................................. PRESS
8.
AHRS Softkey ……… ............................................................................................................ PRESS
9.
COPILOT’S PFD AHRS2 Softkey .......................................................................................... PRESS
10. PFD Displays ................................. CONFIRM “BOTH ON AHRS 1” message clears on both PFDs
RADIO ALTIMETER FAILURE (amber
annunciator on PFD)
This message is displayed on both PFDs and indicates that the radio altimeter has failed. The
and
annunciations will be displayed on both PFDs. The GTS 8000
TCAS II will be inoperative, and the G1000 NXi will no longer provide GPWS alerting. Refer to
the TCAS II SYSTEM FAILURE and GPWS FAIL procedures in this Section for additional
information.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 89 of 182
SYNTHETIC VISION
If SVT displays information inconsistent with G1000 NXi primary flight instrumentation, or if operating
in GRS 7800 DG FREE mode:
On the PFD:
1. PFD Opt Softkey .................................................................................................................... PRESS
2. SVT Softkey ........................................................................................................................... PRESS
3. Terrain Softkey ....................................................................................................................... PRESS
4. SVT is removed from both PFD displays .............................................................................. VERIFY
(Use G1000 NXi primary displays for navigation and aircraft control.)
If G1000 NXi operation in display reversionary mode is required:
Select display backup mode on the G1000 NXi system. When display backup mode is selected, the
MFD will initially present a non-SVT (blue sky over solid brown ground) display. SVT will be
presented on the backup display within 20 seconds if it was enabled on the PFD when display backup
was selected.
Beechcraft B300 and B300C King Air
Page 90 of 182
190-00716-N3 Rev. 4
FAA APPROVED
TAWS AND GPWS
TAWS or GPWS CAUTION (amber
annunciator on PFD)
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 airplane’s flaps and landing gear are not
in the landing position at low altitudes at groundspeeds less than 157 knots. Ensure the airplane’s
landing gear and flaps are in the desired configuration.
TAWS INHIBIT
The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA) functions
may be inhibited to stop alerting if desired. Refer to the applicable Garmin G1000 NXi Cockpit
Reference Guide (see Table 1 in Section 1) for additional information.
To Inhibit TAWS:
1. Display the MAP – TAWS-A or MAP – TAWS-B page.
2. TAWS INH or INHIBIT Softkey .............................................................................................. PRESS
3. Verify a
annunciation displays on both PFDs and in the lower left 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 .............................................................................................. PRESS
3. Verify the
190-00716-N3 Rev. 4
FAA APPROVED
annunciations are removed from both PFDs and the MFD.
Beechcraft B300 and B300C King Air
Page 91 of 182
GPWS INHIBIT (TAWS-A Only)
For airplanes equipped with TAWS-A, some GPWS functions may be inhibited to stop alerting if
desired. Refer to the applicable Garmin G1000 NXi Cockpit Reference Guide (see Table 1 in Section
1) for additional information.
To Inhibit GPWS:
1. Display the MAP – TAWS A page
2. GPWS INH Softkey ................................................................................................................ PRESS
3. Verify a
MFD.
annunciation displays on both PFDs and in the lower left corner of the
To Enable GPWS if Inhibited:
1. Display the MAP – TAWS A page
2. GPWS INH Softkey ................................................................................................................ PRESS
3. Verify the
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 the applicable Garmin G1000 NXi Cockpit Reference Guide (see
Table 1 in Section 1) for additional information.
To Override Flap Altering:
1. Display the MAP – TAWS A page
2. FLAP OVR Softkey ................................................................................................................ PRESS
3. Verify a
MFD.
annunciation displays on both PFDs and in the lower left corner of the
To Enable Flap Alerting if Overridden:
1. Display the MAP – TAWS A page
2. FLAP OVR Softkey ................................................................................................................ PRESS
3. Verify the
annunciation is removed from both PFDs and the MFD.
Beechcraft B300 and B300C King Air
Page 92 of 182
190-00716-N3 Rev. 4
FAA APPROVED
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only)
or
For airplanes equipped with TAWS-A, the glideslope or glidepath deviation alerting function may be
inhibited to stop alerting if desired. Refer to the applicable Garmin G1000 NXi Cockpit Reference Guide
(see Table 1 in Section 1) for additional information.
To Inhibit Glideslope or Glidepath Alerting:
1. Display the MAP – TAWS A page
2. GS INH or GP INH Softkey .................................................................................................... PRESS
or a
3. Verify a
corner of the MFD.
annunciation displays on both PFDs and in the lower left
To Enable Glideslope or Glidepath Alerting if Inhibited:
1. Display the MAP – TAWS A page
2. GS INH or GP INH Softkey .................................................................................................... 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’ (305 m) radar
altitude with the landing gear DOWN and the airplane sufficiently below the Glideslope or
Glidepath to generate a deviation alert.
TAWS N/A and TAWS FAIL
1. If the amber
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. If the amber
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.
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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 93 of 182
GPWS FAIL (TAWS-A only)
(Amber
on PFD and MFD)
If the amber
status annunciator is displayed on the PFDs and MFD, the G1000 NXi will
no longer provide GPWS alerting. The crew must maintain compliance with procedures that ensure
minimum terrain separation as well proper airplane 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.
TCAS II
TCAS II TRAFFIC ADVISORY
(Amber
on PFD and aural “TRAFFIC, TRAFFIC” advisory)
Conduct a visual search for the intruder.
separation.
If successful, maintain visual acquisition to ensure safe
The pilot should not initiate evasive maneuvers using information from the traffic map display only on
a traffic advisory (TA) without visually sighting the traffic. These displays and advisories are intended
only for assistance in visually locating the traffic and lack the flight path trends necessary for use in
evasive maneuvering. However, unnecessary resolution advisories can be issued by TCAS II when
other aircraft are operating at an altitude adjacent to the one that has been assigned to the climbing or
descending TCAS aircraft. When climbing or descending in an environment where these unnecessary
advisories are considered likely to occur (based on either airspace design, air traffic communications,
visual acquisition or utilization of traffic displays), a reduction in vertical velocity is recommended until
reaching the assigned altitude. As appropriate, the vertical velocity should be reduced to a rate
between 500 and 1,500 ft/min (2.5 and 7.6 m/s), when approaching an altitude between 1,000 and
2,000 ft. (305 and 610 m) above or below the altitude assigned in the ATC instruction or clearance.
TCAS II SYSTEM FAILURE
If the amber
status annunciator is displayed on the PFDs and “FAIL”, “NO DATA,” DATA
FAILED,” or “FAILED” is displayed on the traffic map displays, the system will no longer provide traffic
information including Traffic or Resolution Advisories. The crew must visually acquire and maintain
separation from other aircraft.
Beechcraft B300 and B300C King Air
Page 94 of 182
190-00716-N3 Rev. 4
FAA APPROVED
TCAS II SYSTEM STANDBY
In flight, if the amber
status annunciator is displayed on the PFDs and “STANDBY”” is
displayed on the traffic map displays, the system will no longer provide traffic information including
Traffic or Resolution Advisories. The crew must visually acquire and maintain separation from other
aircraft. The TCAS should be placed into TA/RA or TA ONLY mode as appropriate. If the TCAS is
in Standby Mode while on the ground, it will be annunciated with a white
annunciator.
To Manually Place the TCAS II into TA/RA or TA ONLY Mode:
1. On Either PFD, XPDR/TFC Softkey....................................................................................... PRESS
2. MODE Softkey ....................................................................................................................... PRESS
3. TA ONLY or TA/RA Softkey ................................................................................................... PRESS
SURFACEWATCH CAUTION MESSAGES
For airplanes equipped with SurfaceWatch:
Check Runway During Takeoff
(Amber
annunciator displayed on PFD and aural “CHECK RUNWAY”)
This caution alert is issued when the aircraft is taking off from a runway different than that entered in the
FPL – SurfaceWatch Setup Page on the MFD. The alert will be issued when the Turbine % PRM is above
85% and the groundspeed is greater than 40 knots.
1. Aircraft Position/Runway Assignment ............................................................................... CONFIRM
If Aircraft Position and Runway Assignment are Correct:
2. Takeoff ..................................................................................................... CONTINUE AS DESIRED
If Aircraft Position and Runway Assignment are Not Correct or Cannot be Determined:
3. Power Levers …..................................................................................................................... …IDLE
4. Brakes …………………… ...................................................................................... …………. APPLY
5. Enter correct origin, runway, and required takeoff distance into the G1000 NXi system:

From the FPL – SurfaceWatch Setup Page on the MFD.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 95 of 182
Check Runway During Landing
(Amber
annunciator displayed on PFD and aural “CHECK RUNWAY”)
This caution alert is issued when the aircraft is landing on a runway different than that entered on the
MFD FPL – SurfaceWatch Setup Page. The alert will be issued when the aircraft is below 250’ (76 m)
AGL and within one nautical mile of the airport.
1. Aircraft Position/Runway Assignment ............................................................................... CONFIRM
If Aircraft Position and Runway Assignment are Correct:
2. Approach and Landing ............................................................................. CONTINUE AS DESIRED
If Aircraft Position and Runway Assignment are Not Correct or Cannot be Determined:
3. BALKED LANDING Procedure ......................................................................................... EXECUTE
4. Enter correct destination, runway, and required landing distance into the G1000 NXi system:

From the FPL – SurfaceWatch Setup Page on the MFD.
SURFACEWATCH SYSTEM MESSAGES
For airplanes equipped with SurfaceWatch:
SURFACEWATCH INHIBITED
During certain flight operations, there may be a desire by the crew to inhibit the SurfaceWatch system,
although it is considered abnormal to do so. Use the following procedures to inhibit the SurfaceWatch
system:
1. MFD AUX – System Setup Page .............................................................................................. VIEW
2. SurfaceWatch Alerts ............................................................................................................ SELECT
3. SurfaceWatch Alerts .................................................................................................... SELECT OFF
NOTE
After inhibiting SurfaceWatch, the following will post as an alert on both PFDs in the Alerts window:
“SURFACEWATCH INHIBITED SurfaceWatch Inhibited.”
SurfaceWatch Alerts will remain inhibited until manually un-inhibited by the crew, or a power-cycle of the
system. After a shutdown of the G1000 NXi system, SurfaceWatch will return to its normal state of
operation and will not be inhibited.
Beechcraft B300 and B300C King Air
Page 96 of 182
190-00716-N3 Rev. 4
FAA APPROVED
SURFACEWATCH FAIL
If any of the required inputs for SurfaceWatch operation are failed, invalid, or unavailable (such as GPS
position), SurfaceWatch will be inoperative until the required parameters are restored. If SurfaceWatch has
failed, the following will post as a message on both PFDs in the Alerts window:
“SURFACEWATCH FAIL One or more inputs invalid.”
SurfaceWatch will automatically return to its normal state of operation without crew action once the
required inputs are restored.
NO SURFACEWATCH RUNWAY POSITION DATA
There are certain runways at various worldwide airports that do not have valid position data for the
SurfaceWatch system to use. If such a runway is entered into the system for either takeoff or landing via
the FPL – SurfaceWatch Setup Page on the MFD, the following will post as a message on both PFDs in
the alerts window:
“NO RUNWAY POSITION DATA Inhibit SurfaceWatch. No runway position data.”
SurfaceWatch should then be inhibited according to the SURFACEWATCH INHIBIT procedures outlined
above. Failure to do so will result in nuisance TWY TAKEOFF or TWY LANDING warnings as applicable.
After performing the takeoff or landing with SurfaceWatch inhibited, the system should be un-inhibited as
soon as practical so that functionality will be restored for the remainder of the flight.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 97 of 182
This Page Intentionally Left Blank
Beechcraft B300 and B300C King Air
Page 98 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Section 4 – Normal Procedures
Table of Contents
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES......................... 101
PREFLIGHT INSPECTION ......................................................................................... 101
BEFORE ENGINE STARTING ................................................................................... 103
BEFORE TAXI ............................................................................................................ 104
TAXI ............................................................................................................................ 105
BEFORE TAKEOFF (RUN-UP) .................................................................................. 106
BEFORE TAKEOFF (FINAL ITEMS).......................................................................... 107
TAKEOFF ................................................................................................................... 107
CRUISE WITHIN RVSM AIRSPACE .......................................................................... 108
CLIMB, CRUISE, AND DESCENT.............................................................................. 108
ICING CONDITIONS ................................................................................................... 108
SHUTDOWN AND SECURING .................................................................................. 109
OTHER PROCEDURES ............................................................................................. 109
ADS-B OUT ........................................................................................................................................... 109
TCAS II .................................................................................................................................................. 110
QFE ....................................................................................................................................................... 111
METRIC ALT/VS UNITS ....................................................................................................................... 112
AUTOPILOT OPERATION ......................................................................................... 113
VERTICAL MODES .............................................................................................................................. 113
VERTICAL SPEED (VS) MODE ........................................................................................................ 113
FLIGHT LEVEL CHANGE (FLC) MODE ........................................................................................... 113
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE ..................................................................... 113
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV) ...................................................... 114
LATERAL MODES................................................................................................................................ 114
HEADING MODE (HDG) ................................................................................................................... 114
NAVIGATION (VOR).......................................................................................................................... 115
NAVIGATION (GPS DIRECT TO) ..................................................................................................... 115
NAVIGATION (GPS OBS Mode) ....................................................................................................... 115
APPROACHES ..................................................................................................................................... 116
ILS ...................................................................................................................................................... 116
ILS GLIDE SLOPE INOPERATIVE ................................................................................................... 118
RNAV (GPS) or RNAV (GNSS) - (LPV or LNAV/VNAV) ................................................................... 119
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 99 of 182
RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V) ................................................................. 121
VOR APPROACH .............................................................................................................................. 122
BACK COURSE (BC) ........................................................................................................................ 124
GO AROUND (GA) ............................................................................................................................... 125
AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only) ............................. 127
SYNTHETIC VISION ............................................................................................................................. 128
Beechcraft B300 and B300C King Air
Page 100 of 182
190-00716-N3 Rev. 4
FAA APPROVED
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES
To obtain an ATC clearance before starting the engines:
1.
BAT Switch (Master Switch) ......................................................................................................... ON
Use Pilot’s or Copilot’s Audio Panel and Com 1 or Com 2 to Obtain ATC Clearance, then:
2.
BAT Switch (Master Switch) ....................................................................................................... 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 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 1 – 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 1.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 101 of 182
FWD
12 INCHES
STATIC PORTS
12 INCHES
14 INCHES
10 INCHES
Figure 1, RVSM Critical Region
Beechcraft B300 and B300C King Air
Page 102 of 182
190-00716-N3 Rev. 4
FAA APPROVED
BEFORE ENGINE STARTING
These procedures should be conducted during the airplane’s AFM BEFORE ENGINE STARTING
checklist items, after the battery has been turned on and both AHRS have aligned.
NOTE
Autopilot preflight test will not begin until both AHRS have aligned. Autopilot Pre-Flight test begins
when the white PFT message is displayed on each PFD. Autopilot Pre-Flight test has successfully
completed when the white PFT message extinguishes and the autopilot disconnect tone sounds.
The autopilot disconnect tone status may be verified by engaging and disconnecting the autopilot
and verifying the disconnect tone sounds.
CAUTION
A red PFT or AFCS annunciator indicates a malfunction within the autopilot system. The autopilot,
yaw damper, ESP (if installed), and electric elevator trim will be inoperative.
1.
Automatic Autopilot Preflight Test .................................................................................. COMPLETE
a. Red AFCS Annunciator......................................... ILLUMINATED DURING AHRS ALIGNMENT
b. Red AFCS Annunciator.......................... EXTINGUISHES When Autopilot Preflight Test Begins
c.
White PFT Annunciator ..................................................................ILLUMINATED (~ 5 Seconds)
d. White PFT Annunciator ........................................ EXTINGUISHES when preflight test complete
e. Autopilot Disconnect Tone ............................................................................................. SOUNDS
These procedures should be conducted after completing the airplane’s AFM BEFORE ENGINE
STARTING checklist items.
If 2” Mid-Continent 4200-11 Standby Attitude Gyro Installed
1.
Standby Battery Switch ............................................................................................................ PUSH
[ON] illuminated if Aircraft Battery is OFF,
[ARM] illuminated if Aircraft Battery is ON
2.
Standby Attitude Gyro Fail Flag ............................................................................ NOT DISPLAYED
(listen for standby altimeter vibrator operation)
3.
Database ................................ REVIEW FOR VALID OPERATING DATES AND CYCLE NUMBER
4.
ENT key on the MFD Control Panel.................................... PRESS to acknowledge the G1000 NXi
database information and activate the selected pilot profile.
5.
AUX – Weight Planning...................................................................................... INPUT LOAD DATA
If Mid-Continent MD302 Standby Attitude Module Installed
1.
Standby Battery Switch ............................................................................................................ PUSH
[ON] illuminated if Aircraft Battery is OFF,
[ARM] illuminated if Aircraft Battery is ON
2.
Standby Attitude Module ............................................................................. ATTITUDE DISPLAYED
(verify no red X’s are displayed)
3.
Database ................................ REVIEW FOR VALID OPERATING DATES AND CYCLE NUMBER
4.
ENT key on the MFD Control Panel.................................... PRESS to acknowledge the G1000 NXi
database information and activate the selected pilot profile.
5.
AUX – Weight Planning...................................................................................... INPUT LOAD DATA
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 103 of 182
BEFORE TAXI
These procedures should be conducted after completing the airplane’s AFM BEFORE TAXI checklist
items.
If 2” Mid-Continent 4200-11 Standby Attitude Gyro Installed
1. Standby Attitude Indicator....................................................................................................... CHECK
a. PULL TO CAGE Knob ............................................................... PULL KNOB TO ERECT GYRO
b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE
c. PFD1, PFD2, and Standby Attitude Indicator .......................... COMPARE and CROSS CHECK
2. Altimeters ................................................................................................... SET and CROSS CHECK
PFD 1, PFD 2, Standby Altimeter
If barometric pressure settings on the PFD1 and PFD2 altimeters differ by more than 0.01 in-Hg
(1 HPa), the baro display on both PFDs will be amber.
3. Radar Altimeter ........................................................................................................................... TEST
a. RA TEST Softkey .............................................................................................................. PRESS
(MFD AUX – SYSTEM STATUS Page)
b. RA TEST Annunciation .........................................................ILLUMINATED on PFD1 and PFD2
c. RA Display Window ................................................... Positive radar altitude on PFD1 and PFD2
d. RA Ground Reference .................................................................. Correlates to radar altitude on
PFD 1 and PFD 2 Altimeter displays
e. RA TEST Softkey ................................................................................... PRESS TO STOP TEST
f. PFD1 and PFD2 Radar Altimeter Displays ............................................................... 0 Feet (0 m)
g. RA Ground Reference ............................................... Correlates to 0 feet (0 m) radar altitude on
PFD 1 and PFD 2 Altimeter displays
h. RA TEST Annunciation ........................................................... REMOVED from PFD1 and PFD2
If Mid-Continent MD302 Standby Attitude Module Installed
1. Standby Attitude Module......................................................................................................... CHECK
a. PFD1, PFD2, and Standby Attitude Module ............................ COMPARE and CROSS CHECK
2. Altimeters ................................................................................................... SET and CROSS CHECK
PFD 1, PFD 2, Standby Altimeter
If barometric pressure settings on the PFD1 and PFD2 altimeters differ by more than 0.01 in-Hg
(1 HPa), the baro display on both PFDs will be amber.
3. Radar Altimeter ........................................................................................................................... TEST
a. RA TEST Softkey .............................................................................................................. PRESS
(MFD AUX – SYSTEM STATUS Page)
b. RA TEST Annunciation .........................................................ILLUMINATED on PFD1 and PFD2
c. RA Display Window ................................................... Positive radar altitude on PFD1 and PFD2
d. RA Ground Reference .................................................................. Correlates to radar altitude on
PFD 1 and PFD 2 Altimeter displays
e. RA TEST Softkey ................................................................................... PRESS TO STOP TEST
Beechcraft B300 and B300C King Air
Page 104 of 182
190-00716-N3 Rev. 4
FAA APPROVED
f. PFD1 and PFD2 Radar Altimeter Displays ............................................................... 0 Feet (0 m)
g. RA Ground Reference ............................................... Correlates to 0 feet (0 m) radar altitude on
PFD 1 and PFD 2 Altimeter displays
h. RA TEST Annunciation ........................................................... REMOVED from PFD1 and PFD2
TAXI
The following procedure should be accomplished while the airplane is taxiing and prior to conducting
the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist.
NOTE
Taxiing the airplane 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 airplane in on the ground.
1.
Flight Instruments.................................................................................................................. 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. Cross-check and verify
the altitudes agree within 75 feet (22 m).
d. Compare heading displayed by PFD1, PFD2, and Magnetic Compass.
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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 105 of 182
BEFORE TAKEOFF (RUN-UP)
The following procedures supersede the same procedures in the airplane’s AFM BEFORE
TAKEOFF (RUNUP) checklist items.
1.
Yaw Damp ............................................................................................................................. CHECK
a. Yaw Damp .............................................................................................................................. ON
b. Rudder Pedals .................................................................. CHECK FOR ADDED RESISTANCE
c.
AP/YD DISC/TRIM INTRPT Button ................................................................................. PRESS
d. [RUD BOOST OFF] ............................................................................................. ILLUMINATES
e. Yaw Damp ........................................................................................ VERIFY DISCONNECTED
f.
Repeat Items a through e for copilot’s side
g. Rudder Boost Switch ............................................................................................................ OFF
[RUD BOOST OFF] - ILLUMINATED
2.
h. Rudder Boost Switch ...................................................................................... RUDDER BOOST
[RUD BOOST OFF] - EXTINGUISHED
Electric Elevator Trim ............................................................................................................ CHECK
a. Pilot’s Control Wheel

Left and Right Segments ......................................................... ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)

Left and Right Segments .............................................................. ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)

With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button .................................................. PRESS AND HOLD
(verify elevator tab wheel motion stops)

Manually Operate Elevator Tab Wheel ...........VERIFY Pitch Trim Servo is Not Engaged
b. Copilot’s Control Wheel (If Installed)

Left and Right Segments ......................................................... ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)

Left and Right Segments .............................................................. ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)

With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button .................................................. PRESS AND HOLD
(verify elevator tab wheel motion stops)

Pilot’s Trim Override .............................................................................................. 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
Beechcraft B300 and B300C King Air
Page 106 of 182
190-00716-N3 Rev. 4
FAA APPROVED
3.
Press GA Button on Left power lever................ VERIFY FD Command Bars show Takeoff Attitude
‘TO / / TO’ is Annunciated in Mode Window on Both PFDs
4.
V1, VR, V2, Static Takeoff Power ......................................................................... SET OR CONFIRM
BEFORE TAKEOFF (FINAL ITEMS)
These procedures should be conducted after completing the airplane’s AFM BEFORE TAKEOFF
(FINAL ITEMS) checklist.
If 2” Mid-Continent 4200-11 Standby Attitude Gyro Installed
1.
PFD Attitude and Heading ..................................................................................................NORMAL
2.
GPS Position .................................................................. VALID, ‘LOI’ NOT ANNUNCIATED on HSI
3.
Standby Attitude Indicator ............................................ ERECT and NORMAL, Fail Flag not in view
If Mid-Continent MD302 Standby Attitude Module Installed
2.
PFD Attitude and Heading ..................................................................................................NORMAL
3.
GPS Position .................................................................. VALID, ‘LOI’ NOT ANNUNCIATED on HSI
4.
Standby Attitude Indicator ................................................................ NORMAL, No Red X Displayed
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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 107 of 182
CRUISE WITHIN RVSM AIRSPACE
1.
Altimeters ................................................................................................................ CROSS-CHECK
Maximum Difference: 200 Feet (61 m)
Ensure Matched barometric pressure settings (29.92 inHg, STD BARO, or 1013 mb).
2.
Altitude ........................................................................................................... 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................................................ Maximum Altitude Deviation: +/- 65 Feet (20 m)
During normal operations, the ADC coupled to the autopilot will supply altitude data to the active
transponder.
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 CONDITIONS
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.
Beechcraft B300 and B300C King Air
Page 108 of 182
190-00716-N3 Rev. 4
FAA APPROVED
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.
If 2” Mid-Continent 4200-11 Standby Attitude Gyro Installed
1. Standby Battery Switch....................................................................................................PRESS OFF
a. Standby Battery Switch ...................................................... [ARMED] and [ON] EXTINGUISHED
b. Standby attitude fail flag ........................................................................................... DISPLAYED
c.
Standby altimeter vibrator should not be heard (BAT – MASTER SWITCH OFF).
If Mid-Continent MD302 Standby Attitude Module Installed
1. Standby Battery Switch ...................................................................................................PRESS OFF
a. Standby Battery Switch ...................................................... [ARMED] and [ON] EXTINGUISHED
b. Standby Attitude Module .................................................................................... POWERED OFF
(verify nothing is shown on the display of the MD302)
OTHER PROCEDURES
ADS-B OUT
For airplanes equipped with Garmin Transponders:
The ADS-B OUT system has been shown to meet the requirements of 14 CFR 91.227. The ADS-B OUT
system should be operational during all phases of flight, including airport surface movement operations.
The ADS-B OUT system is operational when the active transponder is in the ON or ALT modes. This will
be indicated in the transponder window in the lower right corner of each PFD.
To place the GTX 3000 in ON or ALT Modes:
1.
XPDR/TFC Softkey on PFD ................................................................................................... PRESS
2.
MODE Softkey ....................................................................................................................... PRESS
3.
ON or ALT Softkey ................................................................................................................. PRESS
To place the GTX 33, GTX 335R, GTX345R Garmin Transponders in ON or ALT Modes:
1.
XPDR Softkey on PFD ........................................................................................................... PRESS
2.
ON or ALT Softkey ................................................................................................................. PRESS
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 109 of 182
TCAS II
For airplanes equipped with the GTS 8000 TCAS II system:
The GTS 8000 TCAS II system will normally transition between the appropriate STANDBY, TA ONLY and
TA/RA modes automatically. During airport surface movement operations, the GTS 8000 will normally be
in TA ONLY Mode. Normally, TA ONLY should not be manually selected during surface movement
operations because this will inhibit automatic mode selection. If the system has been manually placed
into Standby or TA ONLY, select TA/RA, which will allow the system to automatically select TA/RA or TA
ONLY as appropriate.
The TCAS II should be tested as part of cockpit preparation during preflight inspection. The G1000 NXi
systems should be operating in their normal mode prior to performing a TCAS II test. A successful TCAS
test will result in the aural message “TACS II System Test Passed” being played, and no TCAS FAIL
annunciations observed on the PFDs or MFD.
To test the GTS 8000 TCAS II from the MFD:
1.
View the MAP – TRAFFIC MAP page.
2.
Test Softkey ........................................................................................................................... PRESS
3.
When test is complete ............................................... SET TCAS and ADSB traffic mode as desired
NOTE
Use of the TCAS II system test function in flight will inhibit TCAS II until the test is
completed.
If ADS-B IN is provided by the GTS 8000 (when dual GTX 3000 or dual GTX 335
transponders are installed), ADS-B IN is unavailable if TCAS is not active (STANDBY or
FAILED).
Beechcraft B300 and B300C King Air
Page 110 of 182
190-00716-N3 Rev. 4
FAA APPROVED
QFE
On ground, if QFE operations are required:
1.
BARO setting ................................................... SET to appropriate QFE BARO setting (both PFDs)
2.
View the MFD Aux – System Setup 1 page.
3.
BARO QFE REF ................................................................................... SET (Manual or FMS ORIG)
4.
BARO QFE ELEV ...................................................... SET if Manual REF, verify if FMS ORIG REF
5.
BARO QFE Off/On ................................................................................................................ SET On
This will make QFE mode active, as indicated by black QFE text on green box in upper right corner
of both PFD attitude displays.
To disable QFE mode:
6.
BARO setting ................................................... SET STD BARO (both PFDs), then SET as desired
Changing the baro setting on both PFDs to STD BARO will automatically disable QFE mode,
removing any QFE indications.
In Flight, before QFE operations are required:
1.
BARO setting ...................................................................................... SET STD BARO (both PFDs)
2.
View the MFD Aux – System Setup 1 page.
3.
BARO QFE REF .................................................................................. SET (Manual or FMS DEST)
4.
BARO QFE ELEV .................................................. SET if Manual REF, VERIFY if FMS DEST REF
5.
BARO QFE Off/On ................................................................................................................ SET On
If STD BARO is set on both PFDs, this step will Arm QFE mode, as indicated by black QFE text in
a white box in the upper right corner of both PFD attitude displays.
To activate QFE mode:
6.
BARO setting ................................................... SET to appropriate QFE BARO setting (both PFDs)
Changing the baro setting on both PFDs to a numerical value (not STD BARO) will automatically
activate QFE mode, as indicated by black QFE text in a green box in the upper right corner of both
PFD attitude displays.
To disable QFE mode:
7.
BARO setting ................................................... SET STD BARO (both PFDs), then SET as desired
Changing the baro setting on both PFDs to STD BARO will automatically disable QFE mode,
removing any QFE indications.
NOTE
Changing the BARO setting with the autopilot engaged in ALT mode will result in the aircraft
slowly climbing or descending to return to the original indicated altitude.
Indicated Altitude on Aux – Trip Planning page will always display MSL altitude, which may not
match indicated altitude if QFE is enabled.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 111 of 182
When QFE is toggled on or off, the following altitude displays will be converted by the system:
Flight Plan altitude constraints, active VNV Profile altitude, ESA and MSA, BARO Transition
Alert Altitude, and VSD altitude constraints. These will be displayed with parentheses to
indicate QFE altitudes, and without parentheses to indicate MSL altitudes. Flight Levels will
NOT be converted.
The following will not be converted by the system, and will not be displayed with parentheses:
PFD indicated altitude, PFD selected altitude, and approach minimums altitude.
METRIC ALT/VS UNITS
If operation with Metric Altitude and Vertical Speed units is desired or required:
1.
View the MFD Aux – System Setup 1 page.
2.
Display Units – ALT,VS ................................................................................. SET to Meters(MT,MPS)
If Metric Altitude and Vertical Speed units are displayed and English units display is desired or required:
1.
View the MFD Aux – System Setup 1 page.
2.
Display Units – ALT,VS ...................................................................................... SET to Feet(FT,FPM)
Beechcraft B300 and B300C King Air
Page 112 of 182
190-00716-N3 Rev. 4
FAA APPROVED
AUTOPILOT OPERATION
Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active
autopilot/flight director modes.
Annunciations displayed in white indicate armed
autopilot/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.
VERTICAL MODES
VERTICAL SPEED (VS) MODE
1. Altitude Preselect ................................................................................... SET to Desired Altitude
2. Press VS Button ............................................. GREEN ‘VS’, White ‘ALTS’ annunciated on PFD
3. Vertical Speed Reference........................................................... ADJUST using UP / DN Wheel
4. Green ‘ALT’..................................................................... VERIFY UPON ALTITUDE CAPTURE
FLIGHT LEVEL CHANGE (FLC) MODE
1. Altitude Preselect ................................................................................... SET to Desired Altitude
2. Press FLC Button ......................................... GREEN ‘FLC’, White ‘ALTS’ annunciated on PFD
3. AIRSPEED Reference ................................................................ ADJUST using UP / DN Wheel
4. Green ‘ALT’..................................................................... 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 260 KIAS. FLC will not automatically
transition from KIAS to a Mach reference during a climb.
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE
1. At the desired altitude ................................................... PRESS ALT Button on Mode Controller
2. Green ‘ALT’........................................................................................................ VERIFY on PFD
If climbing or descending when the ALT button is pressed, the airplane 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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 113 of 182
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV)
VNAV Descent
Vertical navigation will only function when the navigation source is GPS navigation. VNAV will
not function if the navigation source is VOR, Localizer, or ADF. The airplane’s heading must
be within 75° of the desired GPS course and within 10 NM cross track error in order for VNAV
to function.
VNAV functions only for 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 applicable G1000 NXi Cockpit Reference Guide and Pilot’s Guide for
additional information (see Table 1 in Section 1).
1. Once clearance from ATC has been received ..................................... RESET Altitude Preselect
to the vertical clearance limit.
2. VNV Button ............................................... PRESS within 5 minutes of the top of descent (TOD)
NOTE
If the VNV button is pressed more than 5 minutes before the TOD or the altitude preselect
is not reset to a lower altitude, VPTH will begin to flash inverse video, white/black, when the
aural alert ‘Vertical Track’ annunciation sounds.
Pressing the VNV button and/or resetting the altitude preselect to a lower altitude cancels
the flashing and the AFCS will capture and track the vertical profile.
If VNV button is not pressed, or the altitude preselect is not reset to a lower altitude, VPTH
stops flashing at the TOD and the airplane will remain in ALT mode and not descend.
ALTV will be the armed vertical mode during the descent if the altitude preselect is set to a
lower altitude than the VNAV reference altitude. This indicates the autopilot / flight director
will capture the VNAV altitude reference. ALTS will be the armed mode during the descent
if the altitude preselect is set at or above the VNAV reference altitude indicating that the
autopilot / flight director will capture the altitude preselect altitude reference.
Vertical DIRECT TO
To descend from the present position to a waypoint:
1. Altitude Preselect .............................................................................................................. RESET
2. VNV Button ....................................................................................................................... PRESS
3. Waypoint ........................................................................................... SELECT desired waypoint
4. VNV
Softkey (MFD Flight Plan Page)...................................................................... PRESS
5. Vertical DIRECT TO.................................................................................................... ACTIVATE
LATERAL MODES
HEADING MODE (HDG)
Beechcraft B300 and B300C King Air
Page 114 of 182
190-00716-N3 Rev. 4
FAA APPROVED
1. HDG Knob ......................................................... PUSH to synch heading bug to current heading
2. HDG BUTTON .......................................................................... PUSH , HDG mode annunciated
3. HDG Knob ............................................................. Rotate to set heading bug to desired heading
NAVIGATION (VOR)
1. Navigation Source...................................... SELECT VOR1 or VOR2 using CDI softkey on PFD
2. Course Pointer ............................................................................................ SET using CRS knob
3. Intercept Heading...................................................................ESTABLISH in HDG or ROL mode
4. Mode Controller ........................................................................ PRESS NAV on mode controller
5. VOR will be annunciated in WHITE if the mode is armed or in GREEN if the VOR is the active
lateral mode.
NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the NAV mode and indicate VOR in white on the PFD. The pilot must ensure
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 Waypoint ................................................... 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
NAVIGATION (GPS OBS Mode)
1. Navigation Source.................................................. SELECT GPS using the CDI softkey on PFD
2. Select Waypoint ................................................... PRESS the
button on the PFDs or GCU
From the DIRECT TO page, activate DIRECT TO a waypoint.
3. OBS Softkey ................................................................................ ON PFD, PRESS OBS softkey
4. Course Pointer ............................................................................................ SET using CRS knob
5. Intercept Heading...................................................................ESTABLISH in HDG or ROL mode
6. Mode Controller .......................................................................SELECT NAV on mode controller
7. 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
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 115 of 182
dot or less from center, the autopilot will enter the capture mode when the NAV button
is pressed and annunciate GPS in green on the PFD.
APPROACHES
The G1000 NXi is capable of performing many tasks for the pilot to reduce pilot workload
during the approach and landing phases of flight. The G1000 NXi 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 NXi from performing tasks associated with the approach
procedures entered in the flight plan if the approach plan changes.
ILS
1. Load the approach into the Active Flight Plan ............................. VERIFY the G1000 NXi tunes
the proper ILS frequency
2. Approach Minimums ................................................ SET on TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD......................... SELECT ‘ACTIVATE VECTOR-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight
plan will automatically unsuspend when the airplane intercepts and turns inbound
on the final approach course. When automatic flight plan waypoint sequencing
resumes, SUSP will extinguish.
c.
HSI CDI ......................................................... VERIFY CDI automatically changes to LOC
Course pointer slews to the front course
d. Pathways ......................................................................................................... AS DESIRED
e. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed
Beechcraft B300 and B300C King Air
Page 116 of 182
190-00716-N3 Rev. 4
FAA APPROVED
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO (
) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Control Panel .................................................................... PRESS NAV (GPS Mode)
d. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed
NOTE
The airplane will navigate in GPS mode throughout the intermediate portion of the
approach procedure. When the airplane is inbound towards the final approach
course, the CDI will automatically switch from GPS navigation to LOC navigation.
e. Pathways......................................................................................................... AS DESIRED
f.
VERIFY ................................................................. Course pointer slews to the front course
4. Established inbound on Final Approach Course ........................ SET Missed Approach Altitude
In Altitude Preselect
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. VERIFY .................................................................. Airplane Captures and Tracks LOC and GS
7. At Decision Altitude (DA),
a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ 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 airplanes: 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 airplane 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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 117 of 182
ILS GLIDE SLOPE INOPERATIVE
1. Load the approach into the Active Flight Plan .............................. VERIFY the G1000 NXi tunes
the proper ILS frequency
2. Approach Minimums ................................................. SET on TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or GCU ........................ SELECT ‘ACTIVATE VECTOR-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight
plan will automatically unsuspend when the airplane intercepts and turns inbound
on the final approach course. When automatic flight plan waypoint sequencing
resumes, SUSP will extinguish.
c.
HSI CDI ......................................................... VERIFY CDI automatically changes to LOC
Course pointer slews to the front course
d. Pathways......................................................................................................... AS DESIRED
e. Mode Control Panel ........................................................... PRESS NAV, verify LOC armed
Pressing the NAV button will arm the autopilot / flight director to capture Localizer
and prevent Glideslope from arming or capturing if the glideslope is inoperative or
out of service.
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 (
) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Control Panel .................................................................... PRESS NAV (GPS Mode)
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.
d. Pathways......................................................................................................... AS DESIRED
e. VERIFY ................................................................. Course pointer slews to the front course
Beechcraft B300 and B300C King Air
Page 118 of 182
190-00716-N3 Rev. 4
FAA APPROVED
4. Established inbound on Final Approach Course (FAF Active Waypoint)
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ............................................................................. LOC is annunciated on the HSI
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF .................................. 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 (5.1 m/s) 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
RNAV (GPS) or RNAV (GNSS) - (LPV or LNAV/VNAV)
1. Load the approach into the Active Flight Plan.
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight
plan will automatically unsuspend when the airplane intercepts and turns inbound
on the final approach course. When automatic flight plan waypoint sequencing
resumes, SUSP will extinguish.
c.
VERIFY ................................................................. Course pointer slews to the front course
d. Pathways......................................................................................................... AS DESIRED
e. Mode Control Panel ............................................. PRESS APR, Verify GPS and GP armed
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO (
) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Control Panel .............................. PRESS APR, Verify GPS mode active, GP armed
d. Pathways......................................................................................................... AS DESIRED
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 119 of 182
e. VERIFY ................................................................. Course pointer slews to the front course
4. Established inbound on Final Approach Course
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ......................................... LPV, LNAV + V, or L/VNAV is annunciated on the HSI
c.
VERIFY ............................................................................................ GP Indicator Displays
d. VERIFY ............................................................................... SUSP is not displayed on HSI
e. SET ........................................................... Missed Approach Altitude In Altitude Preselect
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. VERIFY .......................................................Airplane Captures and Tracks GPS Course and GP
7. At Decision Altitude (DA):
a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS
Continue visually for a normal landing
Or
b. GO AROUND button
(on Left power lever) ..............................................PRESS, Execute Go Around Procedure
NOTE
If SBAS is unavailable before conducting an LNAV/VNAV approach, the G1000
NXi will revert to baro VNAV operation with automatic temperature compensation
on the final approach segment. The baro VNAV glidepath may be intercepted
and flown in the same manner as an SBAS generated glidepath. Refer to the
applicable G1000 NXi Pilot’s Guide (see Table 1 in Section 1) for additional
information on manually applying temperature compensation to other segments of
an approach and approach minima.
Beechcraft B300 and B300C King Air
Page 120 of 182
190-00716-N3 Rev. 4
FAA APPROVED
RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V)
1. Load the approach into the Active Flight Plan.
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight
plan will automatically unsuspend when the airplane intercepts and turns inbound
on the final approach course. When automatic flight plan waypoint sequencing
resumes, SUSP will extinguish.
c. VERIFY ........................................................... Course pointer slews to the inbound course
d. Pathways......................................................................................................... AS DESIRED
e. Mode Controller..................................................................................... 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 (
) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Controller..................................................................................... PRESS APR Button
GPS will be the active lateral mode,
GP will ARM if the procedure provides a glidepath
d. Pathways......................................................................................................... AS DESIRED
4. Established inbound on Final Approach Course (FAF Active Waypoint)
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ..................................................LNAV+V, LP or LNAV is annunciated on the HSI
c.
VERIFY .......................................................... GP Deviation Scale Displays (if applicable)
d. PRESELECT ..................................................................Minimum Descent Altitude (MDA)
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 121 of 182
NOTE
Some RNAV (GPS) or (GNSS) 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 Approaches (NPA)
and are flown to an MDA even though vertical glidepath (GP) information may be
provided. Approaches that are annunciated on the HSI as LP will not have
vertical glidepath (GP) information provided.
6. At the FAF ......................................................................... 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 (5.1 m/s) 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 (61 m) 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 Plan .............................. VERIFY the G1000 NXi tunes
the proper VOR frequency
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight
plan will automatically unsuspend when the airplane intercepts and turns inbound
on the final approach course. When automatic flight plan waypoint sequencing
resumes, SUSP will extinguish.
c.
HSI CDI ....................................................................... PRESS until VOR navigation source
To be used for the approach displays
d. Course Pointer ..................................................... Set to inbound course (if not already set)
Beechcraft B300 and B300C King Air
Page 122 of 182
190-00716-N3 Rev. 4
FAA APPROVED
e. Mode Control Panel ......................................................... PRESS APR, verify VAPP armed
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix:
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO (
) the IAF
b. HSI CDI .......................................................................................................... SELECT GPS
c.
Mode Control Panel .................................................................... PRESS NAV (GPS mode)
d. Pathways......................................................................................................... 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 ..................................................... Set to inbound course (if not already set)
g. Mode Control Panel .......................................... PRESS APR, verify VAPP active or armed
4. Established Inbound on Final Approach Course:
a. VERIFY .......................................................... Course Pointer is set to the inbound course
b. VERIFY ............................................................................. 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.
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF .................................. 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 (5.1 m/s) 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
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 123 of 182
BACK COURSE (BC)
1. Load the approach into the Active Flight Plan .............................. VERIFY the G1000 NXi tunes
the proper LOC frequency
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .......................................................... PRESS HDG to fly radar vectors
b. PROC button on PFDs or MFD......................... SELECT ‘ACTIVATE VECTOR-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight
plan will automatically unsuspend when the airplane intercepts and turns inbound
on the final approach course. When automatic flight plan waypoint sequencing
resumes, SUSP will extinguish.
c.
HSI CDI ...................................................................... PRESS until LOC Navigation Source
to be used for the Approach Displays
d. VERIFY ............................................................. Course Pointer is Set to the Front Course
e. Mode Control Panel ............................................................................................ 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 (
) the IAF
b. HSI CDI .......................................................................................................... SELECT GPS
c.
Mode Control Panel .................................................................... PRESS NAV (GPS Mode)
d. Pathways......................................................................................................... AS DESIRED
e. When Established Inbound to the FAF ................................................. PRESS CDI softkey
until LOC navigation source to be used for the approach displays
(Autopilot / Flight Director Mode will automatically change to ROL)
f.
VERIFY ............................................................. Course Pointer is set to the Front Course
g. Mode Control Panel ............................................................................................ PRESS BC
Verify BC mode is armed or active
4. Established inbound on Final Approach Course:
a. VERIFY ................................................................ Course Pointer is set to the front course
b. VERIFY ............................................................................. LOC is annunciated on the HSI
Beechcraft B300 and B300C King Air
Page 124 of 182
190-00716-N3 Rev. 4
FAA APPROVED
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. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF .................................. 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 (5.1 m/s) 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
GO AROUND (GA)
1. Control Wheel ................................................................................................... GRASP FIRMLY
2. GO AROUND button (Left power lever) ................................. PUSH – Verify GA / / GA on PFD
in lateral and vertical mode fields
3. Rotate to Go Around attitude ........................................... Follow Flight Director Command Bars
4. Balked Landing ........................................................................................................... EXECUTE
5. 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 NXi may not provide correct guidance until the airplane is
established on a defined leg of the procedure.
6. Altitude Preselect ..................................................................VERIFY Set to appropriate altitude
At An Appropriate Safe Altitude:
7. Mode Control Panel ................................................................................ AP to Engage Autopilot
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 125 of 182
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 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. If flying the entire instrument approach procedure, activate a DIRECT TO the desired
initial waypoint. Follow the appropriate procedure for the instrument approach being
flown.
2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the
alternate before leaving the missed approach holding fix):
a. Highlight the first enroute waypoint in the flight plan
b. Begin entering waypoints in the desired route order. Do not attempt to load a new
approach at this time.
c. CLR all waypoints after the last waypoint in the route to the alternate and the
currently loaded instrument approach header.
d. When ready to proceed to the alternate, highlight the first enroute waypoint in the
route to the alternate airport. ACTIVATE a DIRECT TO that waypoint.
e. When enroute to the alternate, a new instrument approach may be loaded into the
flight plan.
Beechcraft B300 and B300C King Air
Page 126 of 182
190-00716-N3 Rev. 4
FAA APPROVED
AUTOPILOT COUPLED GO AROUND (GA)
(ESP Equipped Airplanes Only)
1. Control Wheel ................................................................................................... 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.
3. Autopilot ............................. VERIFY airplane pitches up following flight director command bars
4. Balked Landing ........................................................................................................... EXECUTE
5. 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 NXi may not provide correct guidance until the airplane is
established on a defined leg of the procedure.
6. Altitude Preselect ..................................................................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. If 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.
b.
c.
d.
e.
Highlight the first enroute waypoint in the flight plan
Begin entering waypoints in the desired route order. Do not attempt to load a new
approach at this time.
CLR all waypoints after the last waypoint in the route to the alternate and the
currently loaded instrument approach header.
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.
When enroute to the alternate, a new instrument approach may be loaded into the
flight plan.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 127 of 182
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 applicable G1000 NXi
Pilot’s Guide (see Table 1 in Section 1).
Departure
Prior to departure, load and activate the desired flight plan into the G1000 NXi FMS, set the initial altitude
on the G1000 NXi altitude selector and select GPS on the HSI display just as you would without the SVT
system.
The programmed flight path will be displayed as a series of magenta boxes along the path at the flight plan
altitude subject to the following conditions;

If the first segment of the flight plan is a heading to altitude leg, the Pathway will not be displayed
for that segment. The first Pathway segment displayed will be the first GPS course leg.

The Pathway must be within the SVT 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 airplane has turned toward the course.

The Pathway will be displayed at either the altitude selected on the G1000 NXi selector OR the
altitude published for the procedure (e.g. SID) WHICHEVER IS HIGHER.
After departure, the primary airplane control must be by reference to the primary airplane 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 airplane 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 NXi altitude selector.
Flight plan changes in altitude that require a climb will be indicated by the Pathway being displayed as a
level path at the altitude entered for the current flight plan leg. Because the G1000 NXi system does not
have information available to it about airplane 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 NXi 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.
Beechcraft B300 and B300C King Air
Page 128 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Leg 2
Leg 3
TOD
Leg 1
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 NXi altitude selector. Pathway will be
displayed at least up to the Final Approach Fix on all instrument approach procedures.
For ILS, LNAV/VNAV, LNAV+V and LPV approaches, the Pathway will display the lateral and vertical
descent segments from the glideslope or glidepath intercept altitude, down to the Decision Altitude. For
all other non-precision approaches, Pathway will not display beyond the Final Approach Fix until the missed
approach segment become active.
In all cases, the pilot must still ensure that the airplane complies with the requirements of the published
instrument approach procedure.
Missed approach
When the missed approach is selected on the G1000 NXi 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 airplane path will, at all times, comply with the requirements of the published
missed approach procedure.
If the initial missed approach leg is 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 SVT field of view during the initial missed
approach climb, the Pathway will not be visible on the PFD until the airplane is turned toward the course.
The Pathway will be displayed at the published missed approach altitude OR the altitude set on the G1000
NXi altitude selector WHICHEVER IS HIGHER. If the G1000 NXi 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.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 129 of 182
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Beechcraft B300 and B300C King Air
Page 130 of 182
190-00716-N3 Rev. 4
FAA APPROVED
190-00716-N3 Rev. 4
FAA APPROVED
-150
-140
-130
-120
-110
-100
-90
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
80
90
100
110
120
130
140
150
Beechcraft B300 and B300C King Air
Page 131 of 182
170
180
190
Indicated Airspeed - Kt
160
200
210
220
230
Valid for Altitudes
Below 18,000 ft
NOTE Above 18,000 ft, Corrected Altitude = Indicated Altitude
ALTIMETER CORRECTION - NORMAL SYSTEM
FLAPS UP
240
250
260
270
Section 5 – Performance
Altimeter Correction - Ft
(Add to Indicated Altitude)
Beechcraft B300 and B300C King Air
Page 132 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Altimeter Correction - Ft
(Add to Indicated Altitude)
-150
-140
-130
-120
-110
-100
-90
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
80
90
100
110
120
130
140
150
170
180
190
Indicated Airspeed - Kt
160
200
210
220
230
Valid at All Altitudes
ALTIMETER CORRECTION - STANDBY ALTIMETER
FLAPS UP
240
250
260
270
Section 6 – Weight and Balance
No Change. Refer to basic Aircraft Flight Manual or appropriate supplement.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 133 of 182
This Page Intentionally Left Blank
Beechcraft B300 and B300C King Air
Page 134 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Section 7 – Systems Description
Table of Contents
GENERAL................................................................................................................... 137
G1000 NXi INTEGRATED AVIONICS ........................................................................ 137
SYSTEM OVERVIEW ........................................................................................................................... 137
INSTRUMENT PANEL .......................................................................................................................... 137
FLIGHT CONTROLS .................................................................................................. 152
AFCS, AUTOPILOT AND FLIGHT DIRECTOR ................................................................................... 152
ELECTRIC ELEVATOR TRIM .............................................................................................................. 156
ELECTRONIC STABILITY & PROTECTION (ESP) ............................................................................ 157
FLIGHT INSTRUMENTS ............................................................................................ 161
G1000 NXi FLIGHT INSTRUMENTS.................................................................................................... 161
STANDBY FLIGHT INSTRUMENTS .................................................................................................... 161
MD302 STANDBY ATTITUDE MODULE (If Installed)........................................................................ 162
ENGINE INSTRUMENTATION ................................................................................... 163
PROPELLER SYNCHROPHASER ...................................................................................................... 164
ELECTRICAL SYSTEM .............................................................................................. 164
INVERTERS .......................................................................................................................................... 164
POWER DISTRIBUTION ...................................................................................................................... 164
STANDBY BATTERY POWER SUPPLY ............................................................................................. 167
LIGHTING SYSTEMS ................................................................................................. 168
COCKPIT .............................................................................................................................................. 168
PITOT AND STATIC SYSTEM ................................................................................... 168
PITOT .................................................................................................................................................... 168
STATIC .................................................................................................................................................. 169
GROUND COMMUNICATIONS .................................................................................. 169
APPROACH BARO VNAV ......................................................................................... 170
FLIGHT STREAM 510 (Optional) .............................................................................. 179
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 135 of 182
This Page Intentionally Left Blank
Beechcraft B300 and B300C King Air
Page 136 of 182
190-00716-N3 Rev. 4
FAA APPROVED
GENERAL
This section supplements the Systems Description chapter in the airplane’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 NXi integrated
avionics system will be addressed in this supplement.
The G1000 NXi system is an integrated system that presents flight instrumentation, navigation,
communication, weather avoidance, engine instrumentation, and supplemental flight information to the pilot
for enhanced situational awareness through large-format displays. The G1000 NXi also incorporates an
automatic flight control system that includes autopilot and flight director functions, as well as an optional
Electronic Stability & Protection (ESP) system. Refer to the Garmin G1000 NXi Integrated Flight Deck
King Air 300/B300 Series Pilot’s Guide and Cockpit Reference Guide (see Table 1 in Section 1) for detailed
descriptions of the Garmin G1000 NXi system including its components, detailed descriptions of functions,
and operating instructions.
G1000 NXi INTEGRATED AVIONICS
SYSTEM OVERVIEW
The main components of the G1000 NXi 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 NXi system.
There are two Primary Flight Displays (PFDs) that display primary flight information to the pilot, including
attitude, airspeed, altitude, heading, vertical speed, navigation information, system information, and pilot
situational awareness information. In the center of the cockpit, a 15 inch Multi-Function Display (MFD)
displays engine gauges, flight plan data, various map displays, and access to aviation and weather
information. Information access and data entry through the MFD is via the GCU 477 MFD controller
mounted in the pedestal between the pilot and copilot seats.
Communications are interfaced through the PFDs and two audio panels mounted outside each PFD.
Radio tuning controlled through both PFDs and the GCU 477 controller. Audio levels for the Com and
Nav radios, ADF, intercom, and XM music are controlled by the two audio panels.
The G1000 NXi 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 NXi system includes weather radar and satellite downlinked weather information for
weather avoidance and situational awareness.
INSTRUMENT PANEL
The G1000 NXi 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 ¼ inch standby instruments, or an optional MD302 standby attitude module. The ADF control
head was relocated from the radio stack location on the instrument panel to the pedestal.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 137 of 182
80
60
100
150
40
300
200
250
2992
1013
ALT
1000
]
Figure 2, Instrument Panel with Mechanical Standby Instruments
Beechcraft B300 and B300C King Air
Page 138 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Figure 3, Instrument Panel With MD302
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 139 of 182
Figure 4, Pilot's Control Wheel
Beechcraft B300 and B300C King Air
Page 140 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Figure 5, Copilot's Control Wheel With Trim Switches
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 141 of 182
Figure 6, Copilot's Control Wheel Without Trim Switches
Beechcraft B300 and B300C King Air
Page 142 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Figure 7, Overhead Panel
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 143 of 182
OFF
MASTER
PANEL
LIGHTS
ON
BRT
PILOT
PFD
OFF
CABIN
LIGHTS
BRIGHT
OFF
OXYGEN
MASK
BRT
PILOT
OVHD
FLOOD
OFF
PILOT
MIC
NORMAL
BRT
STANDBY
INSTRUMENT
LIGHTS
OFF
FAST
WINDSHIELD WIPER
OFF
PARK
SLOW
DO NOT OPERATE ON
DRY GLASS
D
I
M
F
U
R
N
OFF
FURN
COFFEE
ON
BRT
MFD
OFF
BRT
INSTR
INDIRECT
OFF
O
N
FSB
NO SMK
FSB
BRT
O
F
F
OVHD PED
& SUBPANEL
OFF
BRT
COPILOT
OVHD
FLOOD
OFF
BRT
OXYGEN
MASK
COPILOT
MIC
NORMAL
SIDE
PANEL
OFF
BRT
CLOCKS
OFF
BRT
COPILOT
PFD
OFF
Figure 8, Left Side Circuit Breaker Panel (Airplanes FL-1Thru FL-119, FL-121, FN-1,
FM-1 Thru FM-8)
Beechcraft B300 and B300C King Air
Page 144 of 182
190-00716-N3 Rev. 4
FAA APPROVED
STANDBY
PUMP
10
FIRE
WALL
VALVE
5
5
AUX
FUEL
FER
5
QTY
IND
5
PRESS
WARN
LEFT
5
QTY
WARN
5
CROSS
FEED
FUEL SYSTEM
5
5
5
ENG FIRE EXT
RIGHT
LEFT
5
QTY
WARN
5
QTY
IND
5
ENTRY
LIGHTS
RIGHT
PRESS
WARN
5
AVIONICS
10
STANDBY
PUMP
BATTERY BUS
5
AUX
FUEL
FER
5
BAT
RELAY
5
FIRE
WALL
VALVE
1/2
BUS
CONT
Figure 9, Left Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380,
FL-382, FM-9 Thru FM-11)
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 145 of 182
LEFT
5
RIGHT
5
ENG FIRE EXT
5
FIRE
WALL
VALVE
LIGHTS
5
ENTRY
10
STANDBY
PUMP
5
QTY
IND
5
RELAY
5
BAT
5
PRESS
WARN
LEFT
AVIONICS
BATTERY BUS
5
AUX
FUEL
FER
CONT
1/2
BUS
5
QTY
WARN
FUEL SYSTEM
5
CROSS
FEED
5
QTY
WARN
5
5
QTY
IND
5
AUX
FUEL
FER
10
5
SIGNAL
COND
5
RIGHT
5
GEA
5
5
5
FIRE
WALL
VALVE
5
OIL
PRESSURE
STANDBY
PUMP
ENGINE INSTRUMENTS
LEFT
RIGHT
TORQUE
5
5
PRESS
WARN
Figure 10, Left Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12
And After)
Beechcraft B300 and B300C King Air
Page 146 of 182
190-00716-N3 Rev. 4
FAA APPROVED
5
RIGHT
5
LEFT
LIGHTS
5
ENTRY
5
AUX
TRANS
FER
5
QTY
IND
5
RELAY
5
BAT
5
PRESS
WARN
LEFT
AVIONICS
BATTERY BUS
10
5
ENG FIRE EXT
STANDBY
PUMP
FIRE
WALL
VALVE
CONT
1/2
BUS
5
QTY
WARN
FUEL SYSTEM
5
CROSS
FEED
5
QTY
WARN
5
RIGHT
PRESS
WARN
5
QTY
IND
5
AUX
TRANS
FER
10
STANDBY
PUMP
5
FIRE
WALL
VALVE
BUS
TPL FED
L GEN
R GEN
Figure 11, Right Side Circuit Breaker Panel (A146)
(B300 MODEL A/C SERIAL NUMBER FL-001 Thru FL-119, FL-121, FN-1,
FM-1 Thru FM8)
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 147 of 182
Figure 12, Right Side Circuit Breaker Panel (A146)
(B300 MODEL A/C SERIAL NUMBER FL-120, FL-122 Thru FL-380, FL-382,
FM-9 Thru FM11)
Beechcraft B300 and B300C King Air
Page 148 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Figure 13, Right Side Circuit Breaker Panel (A146)
(B300 MODEL A/C SERIAL NUMBER FL-381, FL-383 & AFT, FM-12 & AFT)
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 149 of 182
Figure 14, Pedestal Configuration
Beechcraft B300 and B300C King Air
Page 150 of 182
190-00716-N3 Rev. 4
FAA APPROVED
GMC 710
AFCS Mode Controller
GDU 1050A
PFD1
GDU 1550
Multi-Function Display
GDU 1050A
PFD2
GSA 80
Roll Servo
No. 1
GIA
GSA 80
Pitch Servo
No. 2
GIA
AFCS Mode
Logic
AFCS Mode
Logic
Flight Director
Flight Director
Servo Mgt
GSA 9000
Yaw Servo
Servo Mgt
GSA 80
High-Speed
Pitch Trim
Servo
Pilot’s
Control Wheel
Copilot’s
Control Wheel
Figure 15, GFC 700 System Interface
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 151 of 182
FLIGHT CONTROLS
AFCS, AUTOPILOT AND FLIGHT DIRECTOR
The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000 NXi
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:

Command Bars showing pitch/roll guidance

Vertical/lateral mode selection and processing

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 engine torque from both engines. When the difference in these
torques exceeds a preset level, the yaw servo is activated and deflects the rudder to assist pilot effort in
maintaining directional control. The servo contribution is proportional to the engine torque differential.
Trimming of the rudder must be accomplished by the pilot. The rudder boost system is disabled if the
RUDDER BOOST switch is OFF and is interrupted when the AP/YD DISC/TRIM INTRPT button is pressed.
The amber caution annunciator, [RUD BOOST OFF], is retained from the original caution/advisory/status
annunciator panel to indicate that the rudder boost system is unavailable due to the rudder boost control
switch being in the OFF position, the AP/YD DISC/TRIM INTRPT has been pressed on either yoke, or if a
fault in the rudder boost system has rendered it inoperative.
Electric Pitch Trim — The pitch trim servo provides manual electric pitch trim capability when the autopilot
is not engaged.
Pilot commands to the AFCS are entered through the GMC 710 Autopilot Mode Controller mounted in the
center of the cockpit under the airplane’s glareshield. The GMC 710 controller also controls the heading
bug, navigation course selector on each PFD, and the altitude preselect.
Other components of the autopilot include four servos that also contain autopilot processor, control wheelmounted elevator trim switches (copilot’s side optional), control wheel-mounted autopilot/yaw damper
disconnect and trim interrupt switch (A/P Y/D DISC/TRIM INTRPT), control wheel-mounted CWS (Control
Wheel Steering) switch, and a Go-Around switch mounted in the Left power lever knob.
Beechcraft B300 and B300C King Air
Page 152 of 182
190-00716-N3 Rev. 4
FAA APPROVED
The following conditions will cause the autopilot to disconnect:

Electrical power failure, including pulling the AFCS SERVO 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)

Turning OFF the Avionics Master Power Switch
NOTE
Pressing and holding the CWS (control wheel steering) switch on the Left grip of the pilot’s
control wheel will disconnect the autopilot servos from the airplane flight controls as long as
the CWS switch is depressed. Upon release of the CWS switch, the system will synchronize
to the existing pitch and roll modes selected. Review the applicable Cockpit Reference
Guide (see Table 1 in Section 1) for more information.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 153 of 182
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
Vertical Mode
Pitch Hold
Level
Selected Altitude
Capture
Altitude Hold
Vertical Speed
Flight Level
Change, IAS Hold
Flight Level
Change, Mach
Hold
Vertical Path
Tracking (VNAV)
VNV Target
Altitude Capture
Glidepath
Glideslope
Takeoff (on
ground)
Go Around (in air)
Control
Annunciation
(default)
PIT
***
LVL
*
ALTS
ALT Key
VS Key
Reference Range
25° Nose up
20° Nose Down
0 fpm
Reference Change
Increment
0.5°
ALT nnnnn FT
(ALT nnnnn M)
VS nnnn FPM
(VS nn.n MPS)
±4000 fpm
(±20.5 mps)
100 fpm
(0.5 mps)
FLC nnn KT
100 to 263 kt
1 kt
FLC M 0.nn
M 0.25 to 0.58
M 0.01
FLC Key
VNV Key
VPTH
**
ALTV
APR Key
GP
GS
GA
Switch
TO
GA
Table 6 - AFCS Vertical Modes
* 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.
Beechcraft B300 and B300C King Air
Page 154 of 182
190-00716-N3 Rev. 4
FAA APPROVED
AFCS LATERAL MODES
Lateral Mode
Roll Mode
Level
Low Bank
Heading Select
Control
Annunciation
(default)
ROL
**
LVL
BANK Key
*
HDG Key
HDG
Navigation, GPS Arm/Capture/Track
Navigation, VOR Enroute Arm/Capture/Track
GPS
VOR
NAV Key
Navigation, LOC Arm/Capture/Track (No
Glideslope)
Backcourse Arm/Capture/Track
LOC
BC Key
BC
Approach, GPS Arm/Capture/Track
(Glidepath Mode Automatically Armed, if
available)
Approach, VOR Arm/Capture/Track
Approach, ILS Arm/Capture/Track
(Glideslope Mode Automatically Armed)
Takeoff (on ground)
Go Around (in air)
GPS
APR Key
30° Left Bank
30° Right Bank
TO
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
Wings Level
GA
Wings Level
VAPP
LOC
GA Switch
Maximum Roll
Command Limit
25° Left Bank
25° Right Bank
0° Roll
15° Left Bank
15° Right Bank
25° Left Bank
25° Right Bank
30° Left Bank
30° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
Table 7 - AFCS Lateral Modes
* No annunciation appears in the AFCS Status Box. The commandable bank angle range is indicated by a
green band along the Roll Scale of the Attitude Indicator.
** ESP equipped airplanes 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 airplane 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 airplane
in the following ranges:
Pitch 25° nose up to 20° nose down
Roll ±25°, or ±30° while using a GPS lateral mode
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 155 of 182
The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the
following range:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD, the
flight director will be removed (de-cluttered) from the display until the airplane is within display limits.
ELECTRIC ELEVATOR TRIM
Electric elevator trim is standard with the G1000 NXi 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 SERVO circuit breaker (right side circuit breaker panel) is set and the autopilot has satisfactorily
completed a preflight test.
Pitch trim rocker switches on the pilot’s control wheel manually control the electric elevator trim system.
NOSE DN at the top of the rocker switch, when depressed causes the elevator pitch trim servo to move the
trim tab in the upward direction resulting in the nose of the airplane pitching downward. The control column
will move in the forward direction and the pitch trim wheel will move forward in the nose down direction.
Depressing NOSE UP at the bottom of the rocker switch results in the opposite of the previous motions
with the airplane nose pitching up.
Runaway or malfunctioning trim can be interrupted by pressing and holding the red A/P Y/D DISC TRIM
INTRPT switch on either control wheel. Pulling the AFCS 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 16, Electric Trim Switches, Pilot's Control Wheel
Beechcraft B300 and B300C King Air
Page 156 of 182
190-00716-N3 Rev. 4
FAA APPROVED
ELECTRONIC STABILITY & 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
airplane’s normal pitch, roll and airspeed envelopes. Additionally, ESP uses the airplane’s existing stall
warning system and lift computer to protect against stalling the aircraft.
Electronic Stability and Protection is invoked when the pilot allows the airplane to exceed one or more
conditions beyond normal flight defined below:

Pitch attitude beyond normal flight (+22°, -17°)

Roll attitude beyond normal flight (45°)

High airspeed beyond normal flight (Above 263 KIAS or .58M)
The conditions that are required for ESP to be available are:

Pitch and Roll servos available

Functioning aircraft stall warning system

Autopilot not engaged

The Global Positioning System (GPS) altitude above ground (based on TAWS terrain data base)
is more than 200 feet (61 m)

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 airplane into the
normal flight envelope. Once the airplane 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 10 seconds, ESP Autolevel
Mode is activated. Autolevel Mode engages the AFCS to bring the airplane back into straight and level
flight based on 0° roll angle and 0 fpm vertical speed. 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 ESP by accessing the Multi-Function Display (MFD) AUX – SYSTEM
SETUP 2 page on the MFD and manually disabling ESP. Once the flight has ended and power is removed
from the G1000 NXi system, ESP will default to “Enabled” on the next power-up.
PFD display symbology implemented for ESP is illustrated in Figure 17 through Figure 19. 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.

When the GDU receives information from the GIA indicating that ESP is not armed, the GDU will
not display ESP indications.

When the GDU receives information from the GIA indicating that ESP is armed, the GDU will
display the ESP roll limit indices.

The engagement and disengagement attitude limits are displayed with double hash marks on the
roll indicator depending on the airplane 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
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 157 of 182
displayed in order to reduce clutter on the roll indicator. See Figure 17 for an example of the
ESP engagement limit indications.
Engagement Limit
Indication at 45°
Figure 17, Nominal Roll Attitude ESP Engagement Limit Indications
Beechcraft B300 and B300C King Air
Page 158 of 182
190-00716-N3 Rev. 4
FAA APPROVED
Once ESP becomes active in roll, the engagement limit indication that was crossed (either Left or Right)
will move to the lower disengagement limit indication. The opposite roll limit remains at the engagement
limit. Figure 18 shows the engagement limit indication just prior to ESP activation (Left image) and just
after ESP activation (right image 1 second after ESP activation).
Engagement Limit Indication still at
45° just prior to activation
Lower Disengagement Limit
Indication depicted at 30° after ESP
activation
Figure 18, 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 19 for an example of the ESP
roll indication when ESP is active with an extreme roll attitude.
Upper Disengagement
Limit Indication
depicted at 75°.
Figure 19, Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 159 of 182
The ESP roll limit indications are not de-cluttered when the airplane is in an extreme attitude. ESP roll
limit indications are not shown when ESP is not configured for a given installation, ESP is not available as
determined by the active GIA, or the autopilot is engaged.
Autopilot Underspeed Protection
For airplanes 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.
For airplanes that have system software 2286.01 or later installed, the minimum airspeed thresholds for
both MINSPD annunciation and AFCS airspeed protection are determined according to flap position. The
AFCS causes the airplane to pitch down to maintain the minimum speed for the flap setting in use:
Flap Setting
Minimum Airspeed
(KIAS)
UP
100
TAKEOFF AND APPROACH
95
DOWN
90
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 airplane
down 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 airplane performance to
follow the originally selected flight director mode and reference.
Coupled Go-Around
ESP equipped airplanes are capable of flying fully coupled go-around maneuvers. Pressing the GA button
on the Left power lever will not disengage the autopilot. Instead, the AP will attempt to capture and track
the flight director command bars. If insufficient airplane performance is available to follow the commands,
the AFCS will enter altitude-critical Underspeed Protection mode when the stall warning sounds. GA mode
is the only ESP-associated mode that can be engaged below 200’ (61 m) AGL.
Beechcraft B300 and B300C King Air
Page 160 of 182
190-00716-N3 Rev. 4
FAA APPROVED
FLIGHT INSTRUMENTS
G1000 NXi FLIGHT INSTRUMENTS
Flight instruments are an integrated part of the G1000 NXi system. For system descriptions, operating
instructions, and abnormal failure indication refer to the applicable Cockpit Reference and Pilot’s Guides
(see Table 1 in Section 1).
STANDBY FLIGHT INSTRUMENTS
Mechanical Standby Flight Instruments
There are three 2 ¼ inch standby instruments that are arranged vertically
directly to the right of the pilot’s Primary Flight Display:

Standby attitude indicator

Standby altimeter

Standby airspeed indicator
The standby attitude indicator located at the top of the stack is normally
powered by the standby instrument bus, which receives power from the
isolation bus. In the event of total loss of electrical power, there is a
standby battery that will power the standby attitude indicator for at least 30
minutes.
The second instrument in the stack is a standby altimeter. It is a
mechanical instrument that requires no electrical power to display altitude.
Electrical power is used for internal instrument lighting, and for an internal
vibrator that is used to minimize indicator pointer sticking. The vibrator is
normally powered from the standby instrument bus. In the event of total
loss of normal electrical power, the vibrator and internal lighting are
powered by the standby battery. The standby altimeter uses the copilot’s
static system for its source of static air pressure.
The bottom instrument is a mechanical airspeed indicator. It is a
mechanical instrument that requires no electrical power to operate.
Electrical power is used for internal lighting. In normal operation, power
for standby instrument lighting comes from dual feed bus 1. In the event
of a total loss of electrical power, the standby battery will power the
instrument’s internal lighting. The standby airspeed indicator 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.
1013
ALT
1000
2992
40
300
250
60
80
200
100
150
Figure 20, Standby Flight Instruments
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 161 of 182
MD302 STANDBY ATTITUDE MODULE (If Installed)
The standby flight display is a Mid-Continent Instruments MD302 Standby Attitude Module. It is installed
between PFD1 and the MFD. It is a self-contained electronic display that includes:

Standby Attitude Indicator

Standby Airspeed Indicator

Slip/Skid Indicator

Standby Altimeter
The attitude indicator portion of the display will always appear on the top display. The slip indicator will
always appear at the bottom of the attitude display. The altimeter will always display on the right side of
the bottom display. The altitude window displays the current, barometric adjusted altitude. The
barometric setting can be adjusted by turning the control knob. The airspeed indicator portion of the
display will always appear on the left side of the bottom display. The airspeed window displays the current
indicated airspeed (IAS).
In normal operation, power for the standby flight instrument operation comes from the standby instrument
bus, which receives power from the isolation bus.
In the event of total loss of electrical power, there is a standby battery that will power the standby flight
display. A battery icon will display on the standby flight display in the upper right hand corner. The lighting
of the standby flight display will default to full bright. The standby battery is capable of powering the
standby flight display for a minimum of 2 hours.
Figure 21, MD302 Standby Attitude Module
Beechcraft B300 and B300C King Air
Page 162 of 182
190-00716-N3 Rev. 4
FAA APPROVED
ENGINE INSTRUMENTATION
Engine instruments, located in a window on the left side of the MFD, are grouped according to their function.
The G1000 NXi engine gauges are constructed and arranged to emulate the mechanical gauges they
replaced. At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are used to
set take-off power. Climb and cruise power are established using the torquemeters and propeller
tachometers while observing ITT limits. Gas generator (N1) 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 1OC.
The torquemeters give an indication in percent (%) torque being applied to the propeller.
indication combined with the pointer gives a resolution of 0.2%.
A digital
Propeller Autofeather annunciations are located adjacent the torquemeters, to the upper right of each
indicator. When the autofeather system is armed, the green ‘AFX’ annunciations will be posted.
The propeller tachometer reads directly in revolutions per minute. A digital indication combined with the
pointer gives a resolution of 10 rpm.
The N1 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% N1. 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.
indication combined with the pointer gives a resolution of 1 lb/hr.
A digital
The oil pressure indicator displays oil pressure (in PSI). A digital indication combined with the pointer
gives oil pressure a resolution of 1 psi.
The oil temperature indicator displays oil temperature (in Degrees Celsius). 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-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 163 of 182
PROPELLER SYNCHROPHASER
A push button ON/OFF switch is located on the instrument panel below the pilot’s PFD that turns
the propeller synchrophaser ON and OFF. To turn the propeller synchrophaser ON, push the
PROP SYNC switch. A green ON annunciator will illuminate when the system is on. To turn
the propeller synchrophaser OFF, push the PROP SYNC switch.
Refer to the Systems Description section in the airplane’s original Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual for a description of the synchrophaser and its operation.
ELECTRICAL SYSTEM
INVERTERS
The two solid-state inverters are not needed with the G1000 NXi system and have been removed.
POWER DISTRIBUTION
There are no changes to the electrical power generation, power feeders, control, or fault protection.
Beechcraft B300 and B300C King Air
Page 164 of 182
190-00716-N3 Rev. 4
FAA APPROVED
AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION
LEFT GENERATOR BUS
CENTER BUS
RIGHT GENERATOR BUS
____________________________________________________________________________________
(AD)AHRS 1 Secondary Power
Avionics Bus, R Gen
Avionics Bus, L Gen
XPDR 2
ADC 1 Secondary Power2
Datalink
RADAR
Beacon Lights
Traffic
DME
Condenser Blower
WIFI
ADF
Elec Heat (Aft)
IRIDIUM
Radio Altimeter
Elec Heat (Fwd)
IRIDIUM Heater
WX-500 Stormscope (OPT)
GIA 1 Secondary Power
Radio Altm
AM/FM Stereo (OPT)
Ice Lights
Air Cond Clutch
Bleed Air Control, R
Landing Gear Motor
Blower, Aft Evap
Blower, Vent
PFD 1 Secondary Power
Brake Deice (OPT)
Bus Tie Power, L Gen
Bus Tie Power, R Gen
Bus Tie Control
Prop Deice Power (Manual), L &
R
Bus Tie Ind
Taxi Lights
Bus Tie Control
Bus Tie Ind
Chip Detect, L
Chip Detect, R
Cigar Lighter
Copilot PFD & Clock Lights
Eng Anti-Ice, L Stby
Eng Anti-Ice, R Stby
Flap Ind & Control
Fuel Vent Heat, R
Flap Motor
Landing Light, R
Flight Inst (Pilot) & Side Pnl
Lights
Pitot Heat, R
Fuel Vent Heat, L
Prop Sync
Furnishings Master Control
Reading Lights
Landing Light, L
Recognition Lights
MFD Standby Lights
Stall Warning Heat
Nav Lights
Strobe Lights
No Smk, FSB & Baggage Lights
Sub Pnl, Ovhd, Console Lights
Prop Deice, Auto
Toilet
Radio Phone
Wshld Anti-Ice, Copilot
Refreshment Bar
Window Defog
PROP GOV TEST
Tail Flood Lights
Wshld Anti-Ice Control, Pilots
Wshld Anti-Ice Power, Pilots
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 165 of 182
DUAL FED BUS
BATTERY BUS
STANDBY BATTERY
____________________________________________________________________________________
Cabin Entry Lights
Avionics
Compass Light
Digital Clocks
Bat Relay
Door Lock Lights
Engine Fire Ext, L & R
Instrument Indirect Lights
Bat Bus Tie
Standby Altimeter Vibrator1
Voltmeter
Standby Attitude1
Standby Inst. Backlighting1
Standby Battery Indicator
MD302 Standby Indicator (OPT)
TRIPLE FED BUS
____________________________________________________________________________________
Oxygen Control
COM 1
Avionics Bus, TPL FED
COM 2
PFD 1 Primary Power
Crossfeed
PFD 2
ADC 2
Eng Anti-Ice, L & R Main
Pitot Heat, L
AFCS Servos
Fan, PFD/GIA L & R
Prop Deice Control, Manual
(AD)AHRS 1 Primary Power
Fire Detect L & R
Rudder Boost
(AD)AHRS 2
Firewall Valve, L & R
Signal Conditioner, L & R
Annunciator Indicator
FMS CTL
Start Control, L & R
Annunciator Power
Fuel Press Warn, L & R
Stall Warn
Audio 1
Fuel Qty, L & R
Standby Attitude1
Audio 2
Fuel Qty Warn, L & R
Standby Altimeter Vibrator1
Audio, Cabin
GEA, L & R
MD302 Standby Indicator (OPT)
Aural Warning
Gen Reset
Standby Auxiliary Battery
Autofeather
GIA 1 Primary Power
Stby Pump, L & R
Aux Fuel XFR & Warn, L & R
GIA 2
Surface Deice
Avionics Annunciator (Opt)
GSD
Torquemeter, L & R
Avionics Master
Ignitor Power L & R
CVR
Bleed Air Control, L
Instrument Indirect Lights
WSHLD Wiper
Bleed Air Warning, L & R
Ldg Gear Control
Bus Tie Power, TPL FED
Ldg Gear Ind
XPDR 1
ADC 1 Primary Power
2
2
Bus Tie Control
Ldg Gear Warn
Bus Tie Ind
MFD
CABIN ALT HIGH
MFD Fan
CABIN DIFF HIGH
Mode CTL
Cabin Lights
Oil Press, L & R
Cabin Press Control
Oil Press Warn, L & R
Cabin Temp Control
Outside Air Temperature (OAT)
1
Not Present if MD302 Standby Indicator is Installed
2
Not Present if GSU 75B and ADAHRS Units are Installed
Beechcraft B300 and B300C King Air
Page 166 of 182
190-00716-N3 Rev. 4
FAA APPROVED
STANDBY BATTERY POWER SUPPLY
The G1000 NXi installation incorporates a 24 vdc, 5 Ah L-3 Avionics model PS-835
Standby Battery that provides electrical power for the standby attitude gyro or MD302,
standby altimeter vibrator (only used with analog standby indicators), and internal lighting
for the standby instrument(s) 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
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.
ON (Amber)
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.
ARM (Green) The system is armed for automatic operation when the Standby Battery switch is latched
‘IN’ and the airplane is being powered by a normal source of electrical power. Normal
power sources include the airplane’s battery, at least one generator, or external power.
During normal operations, the standby battery remains in a fully charged state by its own trickle charger,
which is powered from the electrical system through the STBY AUX BAT circuit breaker located on the right
side circuit breaker panel.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 167 of 182
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 SUBPANEL & CONSOLE LIGHTS, SIDE PANEL LIGHTS, 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 or the MD302.
MFD – Controls the brightness of the Multi-Function Display (MFD).
OVERHEAD SUBPANEL & CONSOLE LIGHTS - Controls the brightness of the backlighting of the
overhead light control panel and internal lighting of the overhead electrical gauges, throttle quadrant
backlighting, internal lighting for pedestal mounted gauges, and the MFD Controller panel
backlighting, and the subpanel backlighting.
SIDE PANEL LIGHTS - 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 or GSU1), and tubing from the right pitot mast is
connected to the copilot’s Air Data Computer (ADC2 or GSU2) 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.
Beechcraft B300 and B300C King Air
Page 168 of 182
190-00716-N3 Rev. 4
FAA APPROVED
STATIC
The normal static system has two separate sources of static air. One source is connected to the pilot’s Air
Data Computer (ADC1 or GSU1), and the other is connected to the copilot’s Air Data Computer (ADC2 or
GSU2) and the standby instruments. Each of the normal static air lines opens to the atmosphere through
two static air ports—one on each side of the aft fuselage, four ports total.
An alternate static air line is also provided for the pilot’s Air Data Computer (ADC1 or GSU1). In the event
of a failure of the pilot’s normal static air source (e.g., if ice accumulations should obstruct the static air
ports), the alternate source can be selected by lifting the spring-clip retainer off the PILOT’S EMERGENCY
STATIC AIR SOURCE valve handle, located on the right side panel, and moving the handle aft to the
ALTERNATE position. This will connect the alternate static air line to the pilot’s Air Data Computer (ADC1
or GSU1). 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 interval or after exposure to visible moisture on the ground, and must be closed after
draining.
For RVSM compliant airplanes 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 NXi system by turning ON the airplane’s battery. COM 1,
COM 2 and the pilot’s and copilot’s audio panel will be powered. The pilot may use the airplane’s speaker
and hand microphone or a headset for communication.
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 169 of 182
APPROACH BARO VNAV
General
All G1000 NXi equipped King Air B300 and B300C aircraft have enroute and terminal VNAV capability.
Airplanes that have system software 2286.01 or later installed have additional ability to conduct barometric
based VNAV operations while conducting certain GPS approaches using an automatically generated
temperature compensated glidepath. It should be noted that the Approach Baro VNAV functionality is
separate and distinct from enroute and terminal descent VNAV functions.
For GPS-based LPV, LNAV/VNAV, LNAV+V, and RNP approaches, glidepath vertical guidance is normally
provided via the Space Based Augmentation System (SBAS) system. If SBAS is unavailable or disabled,
the G1000 NXi will provide automatic temperature compensated glidepath vertical guidance on approaches
that have LNAV/VNAV minima published, or on some approaches that are not authorized for SBAS. No
pilot action is required to receive the temperature compensated glidepath when SBAS is not available or
allowed.
Refer to the applicable G1000 NXi Pilot’s Guide and Cockpit Reference Guide (see Table 1 in Section 1)
for complete detailed descriptions of the Garmin G1000 NXi Approach Baro VNAV function and operating
instructions.
Temperature Compensation
Final Approach Segment (FAS)
Altimeter systems assume an ISA temperature model of 15°C at sea level and a standard lapse rate of
−6.5°C/km. When actual atmosphere deviates from the ISA model it results in altitude errors. For
example, if the KICT RNAV (GPS) Y RWY 19R approach shown in Figure 22 were flown with baro-VNAV
on a non-standard day, the guidance would be relative to a glide path angle other than the 3.00° published
glide path angle.
Figure 22, Actual Descent Path on a Hot or Cold Day
Beechcraft B300 and B300C King Air
Page 170 of 182
190-00716-N3 Rev. 4
FAA APPROVED
In Figure 23 below, the approach plate notes for the same approach indicate it was designed to allow the
approach to be safely flown within a temperature range of 2°F to 114°F. Outside of this temperature range,
LNAV/VNAV minimums could not be used with uncompensated baro-VNAV systems.
Figure 23, Approach Plate Notes
The Garmin G1000 NXi Approach Baro VNAV system is automatically temperature compensated to
produce a glidepath position in space such that Baro VNAV approaches are always flown at the published
glide path angle when the actual temperature deviates from the ISA model. This produces results similar
to ILS glideslopes and LPV glidepaths that remain in the same position in space without respect to
temperature.
To produce the correct geometric glide path angle on the final approach segment, temperature
compensation is applied to the barometric altitude and used to determine the displayed vertical deviation.
However, the altimeter continues to display uncompensated barometric altitude. The temperature
compensation required depends on the temperature profile over the altitude range between the point at
which the barometric setting is measured (presumed to be the approach airport) and the present altitude of
the aircraft. This temperature profile is estimated by using the air data system static air temperature (SAT)
and applying the standard temperature lapse rate to determine the temperature over the rest of the range.
When using barometric altitude for vertical guidance along the final approach segment, temperature
compensation is applied whether the temperature is above or below standard temperature. The actual
compensated altitude is not displayed to the pilot during an approach.
Compensating Waypoint Altitudes
In some locales, temperature compensation is required for waypoints in the approach prior to the final
approach segment due to terrain and/or obstacle clearance requirements. Currently, US operations do
not require use of temperature compensated waypoint altitudes since non-standard temperature is factored
into the approach design. Pilots operating in US airspace must request and obtain ATC approval prior to
using temperature compensated waypoint altitudes since it may result in reduced vertical separation
between aircraft. However, other countries (e.g. Canada) may require use of temperature compensation
on certain procedures.
For the G1000 NXi system, temperature compensation of waypoint altitudes on the active flight plan page
is pilot-enabled by a menu option on the FPL – ACTIVE FLIGHT PLAN MFD page. Selecting the menu
option displays a pop-up window to allow the pilot to enter the temperature at the destination that is crossfilled to the other GDUs so that a consistent temperature is used for temperature compensation of published
approach waypoint altitudes and the approach minimum altitude. Refer to Figure 24. Enabling
temperature compensation of published approach waypoint altitudes on one display enables it on all
displays in the system. If compensation is already active, and the temperature matches the temperature
being used for compensation of waypoint altitudes, the field at the bottom of this pop-up page reads
“CANCEL COMPENSATION?”
Displayed waypoint altitudes should remain constant. Because the compensation may originally be
computed when the aircraft is at a much higher altitude than the approach waypoint altitudes, compensation
of published waypoint altitudes on the active flight plan page is based on the temperature reported at the
field elevation (rather than using the measured static air temperature at the aircraft altitude).
190-00716-N3 Rev. 4
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 171 of 182
Rather than adjusting the measured altitude (displayed as uncompensated barometric altitude on the
altimeter), temperature compensation is applied to each published approach waypoint altitude shown in the
active flight plan. This includes approach waypoints in the initial, intermediate, final, and missed approach
segments. When the altimeter reaches the barometric altitude displayed in the active flight plan for the
waypoint, this geopotential altitude is the original published MSL altitude for the waypoint.
NOTE
Only published approach waypoint altitudes shown on the active flight plan are temperature
compensated. No altitude outside a published approach procedure, no user entered
altitude, and no altitude shown as a flight level is temperature compensated.
Temperature compensation of published waypoint altitudes on the active flight plan page is not dependent
on use of barometric altitude for vertical guidance on the final approach segment, and is therefore available
for any type of approach. Use of temperature compensation to adjust the vertical deviation along the final
approach segment and display of temperature compensated waypoint altitudes on the active flight plan
page are two separate features. Enabling the display of temperature compensated altitudes on the active
flight plan page for published approach waypoints is independent of using temperature compensated
altitude to compute vertical deviation along the final approach segment.
Figure 24, Temperature Compensation Pop-Up Page
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Display of Compensated Altitudes
To differentiate altitude values that have been adjusted for temperature compensation from uncompensated
altitudes and user-entered altitudes, a snowflake icon is shown next to the compensated altitude on the
G1000 NXi system (Figure 25) on altitude constraints that have temperature compensation applied.
Temperature-compensated altitudes may be white, cyan, or crossed out, to indicate reference altitudes,
altitudes used for vertical guidance, and invalid altitudes respectively. Altitudes shown as a flight level (e.g.
FL350) and user-entered altitudes are never temperature compensated by the system.
Figure 25, Display of Temperature-Compensated Altitudes
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Temperature Compensation of Approach Minimums
To enable temperature compensation of the minimum altitude, select the “TEMP COMP”, option for the
minimum altitude reference type (in addition to “OFF”, “BARO”, and “RAD ALT”). The temperature at the
destination airport is used for this purpose. The compensated value is displayed below the entered,
uncompensated value (Figure 26). If a temperature has been entered for compensating waypoint altitudes
on the active flight plan page, it is used as the default here, and vice-versa. Similar functionality exists in
the minimums selection field on the approach selection pages (Figure 27).
The temperature at the destination airport is invalidated when a different approach is loaded into the active
flight plan or when the system powers up. This disables temperature compensation of both the published
approach waypoint altitudes on the active flight plan page and the minimum altitude. The minimum altitude
selection type changes to “BARO” if it was previously set to “TEMP COMP”. Temperature compensation
of the minimum altitude is not dependent on use of barometric altitude for vertical guidance on the FAS,
and is therefore available for any type of approach; in fact, only the destination airport and temperature are
required. Compensating the approach minimums bug simply determines where the minimums reference
is displayed on the altimeter. No adjustment to the barometric altitude is made as a result of temperature
compensating the minimums reference.
Figure 26, Temperature Compensation of Minimum Altitude
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Figure 27, Approach Window Temperature Compensated Minimum Altitude
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Vertical Deviation Display
The vertical deviation for baro-VNAV approaches is displayed using a solid magenta
symbol and “V”
label (Figure 28), compared to the magenta diamond and “G” label used for SBAS approaches.
Figure 28, Vertical Deviation Display With Barometric Approach Vertical Guidance
The full-scale deflection (FSD) for the vertical deviation indicator (VDI) used for approach baro-VNAV is the
same as the full-scale used for an SBAS LNAV/VNAV approach and is shown in Figure 29. In order to
assist flight crews in determining when vertical deviation exceeds ±75 feet (23 m), yellow bands have been
added to the VDI display as depicted in Figure 30. The yellow deviation bands are displayed for
LNAV/VNAV and RNP approaches only, and only between the FAF and MAP. The indication is displayed
regardless of whether SBAS or baro altitude is the vertical guidance source.
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Figure 29, VDI Scale For Baro-Altitude Based LNAV/VNAV Approach
Figure 30, Display of VDI Range Exceeding ±75 Feet (23 m)
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Autopilot Interface
The GFC 700 autopilot uses the GP mode via the APR button to follow approach baro-VNAV guidance as
opposed to the VNAV mode via the VNV button. When coupled in GP mode, the autopilot will not capture
a preselected altitude while tracking a baro-VNAV glidepath.
Approach Downgrades
For approaches with minimums that support both SBAS and baro altitude vertical guidance, downgrading
or reverting to barometric altitude guidance is allowed prior to one minute before the FAF. If SBAS
becomes unavailable after the approach is active but prior to 60 seconds before the FAF, an approach
downgrade may be performed (e.g. LPV to LNAV/VNAV) or a vertical source reversion to baro altitude may
be performed (e.g. SBAS LNAV/VNAV to baro LNAV/VNAV).
If a loss of SBAS occurs prior to 60 seconds before the FAF, the system will determine whether or not the
approach mode can be supported using baro VNAV. If baro VNAV can be supported, the “APR ADVISORY
- SBAS VNAV not available. Using Baro VNAV.” message will be displayed on the PFDs and the VDI will
be flagged. If SBAS is required for the approach, the approach mode (e.g. LPV) will be shown in amber
but the GPS/SBAS VDI will be displayed until one minute prior to the FAF. If the SBAS integrity has not
been restored at one minute prior to the FAF, the system will display the “APR DWNGRADE - Apr
downgraded. Baro VNAV.” message and flag the VDI.
Once the pilot acknowledges either message by viewing it on the PFD, the VDI will be restored using baro
altitude vertical guidance instead of SBAS. There is no downgrade from SBAS to barometric altitude after
the FAF or within one minute of the FAF; “LNAV” is the only downgrade option in those cases. For
approaches using barometric vertical guidance, downgrade is not allowed; if altitude or temperature data
becomes invalid, the vertical deviation will be flagged.
Sensor Failures
Outside Air Temperature (OAT) Probe
The OAT from the selected side Air Data Computer will be used. If the OAT becomes invalid the VDI on
that side will be flagged as invalid. The crew must select the off-side Air Data Computer sensor and VDI
will return regardless of if prior to or after the FAF.
Sensor Comparison Annunciation
The temperature compensated altitudes from the pilot and co-pilot side are continuously compared. If a
miscompare of > 50 feet (15 m) is detected the text “VDI” is displayed on the PFD below the VDI in black
text with an amber background.
When a temperature compensated altitude is not available for comparison, a “VDI” annunciation is posted
in comparison annunciation area on the PFD in black text with a white background.
Refer to the VDI MISCOMPARE ON BARO VNAV APPROACHES (VDI MISCOMP on PFD) and the LOSS
OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP on PFD) procedures in the
Abnormal Procedures Section for additional information.
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FLIGHT STREAM 510 (Optional)
The Flight Stream 510 is a wireless device which is inserted into the bottom MFD card slot. It enables
Bluetooth and Wi-Fi connection between a portable electronic device such as a tablet or smart phone and
the G1000 NXi system. Various tasks may be accomplished through these connections, such as
transferring flight plans, viewing weather information on a connected device, avionics system data
logging, or transferring databases to the G1000 NXi system.
In normal operation, the Flight Stream 510 should remain inserted in the bottom MFD card slot and
should only be removed for maintenance purposes. Removal of the Flight Stream 510 will result in loss of
Bluetooth and Wi-Fi connections, and will interrupt any data transfer that may be occurring to or from the
portable electronic device.
Refer to the G1000 NXi Pilot’s Guide (190-02041-01) for more information regarding connecting and
using portable electronic devices with the Flight Stream 510.
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Section 8 – Handling, Service, and Maintenance
Refer to the G1000 NXi System Maintenance Manual (contains Instructions for Continued Airworthiness)
P/N 190-00716-N1 Rev. 1 or later FAA approved revision for maintenance requirements for the G1000 NXi
system and components.
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