Garmin G1000: Beechcraft King Air C90A/C90GT/C90GTi FAA Approved Airplane Flight Manual Supplement, G1000 and GFC 700 in King Air C90A/C90GT/C90GTi - - SSV 0636.07

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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
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 2 of 141
190-00682-02 Rev. H
Garmin International, Inc
Log of Revisions
Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
Supplement for
G1000 Integrated Avionics System and GFC 700 AFCS In Hawker Beechcraft
C90A, C90GT and C90GTi King Air Aircraft
REV
NO.
PAGE
NO(S)
DATE OF
APPROVAL
FAA APPROVED
A
ALL
Original Issue
11/08/2007
Robert G. Murray,
DAS Administrator
Garmin International, Inc.
DAS-240087-CE
B
ALL
Repaginated
11/21/2007
Robert G. Murray,
DAS Administrator
Garmin International, Inc.
DAS-240087-CE
C
17, 24
Added Non-essential equipment
list to DUAL GENERATOR
FAILURE procedure, added GDU
cooling fans to minimum
equipment list, editorial updates.
03/13/2008
Robert G. Murray
Lead ODA Administrator
Garmin International, Inc
ODA-240087-CE
D
All
Updated System Software
Version from 0636.01 to 0636.02
05/18/2010
Robert G. Murray
Lead ODA Administrator
Garmin International, Inc
ODA-240087-CE
E
All
Updated System Software
Version from 0636.02 to 0636.03
11/2/2012
Robert G. Murray
Lead ODA Administrator
Garmin International, Inc
ODA-240087-CE
F
All
Updated System Software
Version from 0636.03 to 0636.05,
editorial update.
4/14/2014
G
All
Updated System Software
Version to 0636.06, revised AHRS
areas of operation to account for
GRS 7800 installations
02/12/2015
H
All
Updated System Software
Version to 0636.07enabling ADSB out, diversity transponder, and
new Sirius XM service.
See Cover
190-00682-02 Rev. H
DESCRIPTION
Robert G. Murray
Lead ODA Administrator
Garmin International, Inc
ODA-240087-CE
Paul Mast
ODA STC Unit
Administrator
Garmin International, Inc
ODA-240087-CE
See Cover
Hawker Beechcraft C90A, C90GT and C90GTi King Air
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Hawker Beechcraft C90A, C90GT and C90GTi King Air
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190-00682-02 Rev. H
Table of Contents
Section 1 - General ........................................................................................................ 7
Section 2 - Limitations ................................................................................................ 23
Section 3 - Emergency Procedures ........................................................................... 37
Section 3A - Abnormal Procedures ........................................................................... 47
Section 4 - Normal Procedures .................................................................................. 69
Section 5 - Performance ............................................................................................. 93
Section 6 - Weight and Balance ................................................................................. 93
Section 7 - Systems Description ................................................................................ 95
Section 8 – Handling, Service, and Maintenance ................................................... 141
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
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Hawker Beechcraft C90A, C90GT and C90GTi King Air
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190-00682-02 Rev. H
FAA APPROVED
Section 1 - General
The information in this supplement is FAA-approved material and must be attached to the Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been modified by
installation of the GARMIN G1000 Integrated Avionics System and GFC 700 Digital Automatic Flight
Guidance System in accordance with GARMIN International, Inc. approved data.
The information in this supplement supersedes or adds to the basic POH/AFM only as set forth below.
Users of the manual are advised to always refer to the supplement for possibly superseding information
and placarding applicable to operation of the airplane.
The GARMIN G1000 system installed in the Hawker Beechcraft C90A, C90GT and C90GTi King Air Aircraft
provides a fully integrated Display, Communications, Navigation and Flight Control system. Functions
provided by the G1000 system include: Primary Flight Information, Powerplant Monitoring, Navigation,
Communication, Traffic Surveillance, TAWS Class B, Weather Avoidance, and a three-axis automatic flight
control / flight director system with optional Electronic Stability & Protection.
This supplement is intended for airplanes that have Garmin G1000 system software version 0636.07 or
earlier installed. Pilots are advised to carefully review the contents of this revision before operating the
airplane.
USE OF THE HANDBOOK
The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the handbook:
WARNING
Operating procedures, techniques, etc., which could result in personal injury or loss of life if
not carefully followed.
CAUTION
Operating procedures, techniques, etc., which could result in damage to equipment if not
carefully followed.
NOTE
Operating procedures, techniques, etc., which is considered essential to emphasize.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 7 of 141
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM STATEMENTS OF COMPLIANCE
The Garmin G1000 Integrated Avionics GNSS navigation system installed in this aircraft is a GPS system
with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3 approved
Garmin GIA 63Ws, TSO-C146a Class 3 approved Garmin GDU 104X and GDU 1500 Display Units,
Comant CI 428-410 and CI 428-200 antennas, and GPS software version 3.0 or later approved version.
The G1000 GNSS navigation system in this aircraft is installed in accordance with AC 20-138D. When all
the equipment is operative, the Garmin G1000 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 Integrated Avionics GNSS navigation system as installed in this aircraft 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 enroute,
terminal area, non-precision approach, and approach procedures with vertical guidance operations.
The G1000 Integrated Avionics GNSS navigation system 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:
Navigation
Specification
RNAV 10
RNP 10
Oceanic and
Remote Areas
of Operation
(Class II
Navigation).
Operational
Requirements/
Authorization
GNSS FDE
availability must be
verified prior to flight.
Maximum predicted
FDE unavailability is
34 minutes.
Two GNSS systems
required to be
operational, (one
GNSS system for
those routes
requiring only one
long range navigation
system)
Reference
Documents
FAA AC
90-105A
FAA AC:
91-70A,
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 the G1000 FDE
Prediction program, part
number 006-A0154-01
(010-G1000-00) or later
approved version.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.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 8 of 141
190-00682-02 Rev. H
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.
FAA AC
90-105A
FAA AC:
91-70A,
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).
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 the G1000 FDE
Prediction program, part
number 006-A0154-01
(010-G1000-00) or later
approved version.1
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
Continental,
Special Areas
of Operation,
and
Domestic)
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
systems required for
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 the G1000 FDE
Prediction program, part
number 006-A0154-01
(010-G1000-00) or later
(continued)
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 9 of 141
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
Notes
approved version.1
oceanic/remote
continental RNP 2
operations.
Additional equipment may
be required to obtain
operational approval to
utilize RNP-2 performance.
One operational longrange nav system
required for domestic
and offshore
operations areas.
This does not
constitute an
operational approval.
RNAV 2
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC
90-100A
CHG 2
R
C2
Includes RNAV Q and T
routes.
In accordance with
AC 90-100A, CHG 2,
Part 91 operators
(except subpart K)
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.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 10 of 141
190-00682-02 Rev. H
FAA APPROVED
Navigation
Specification
RNAV 1
Operational
Requirements/
Authorization
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
Reference
Documents
ICAO Flight
Plan Code
Notes
Item 10a
Code
Item 18
PBN/
FAA AC
90-100A
CHG 2
R
D2
Includes RNAV terminal
departure and arrival
procedures.
FAA AC
90-96A
CHG 1,
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. For airplanes
that have system software
0636.06 or later installed,
this includes procedures
with RF (radius to fix) legs.
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.
JAA TGL
10 Rev 1
RNP 1
When flying a RNP
procedure containing
an RF leg, the AFCS
must be operational.
At a minimum, the
flight director must be
displayed and utilized
when conducting
procedures
containing Radius-toFix (RF) legs.
FAA AC
90-105A
In accordance with
AC 90-105A, Part 91
operators (except
subpart K), following
(continued)
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FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 11 of 141
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Notes
Item 10a
Code
Item 18
PBN/
R
S1
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)”. For
airplanes with system
software 0636.06 or later
installed, this includes
procedures with RF (radius
to fix) legs.
R
S2
Includes area navigation
approaches titled
“RNAV (GPS)” and
“RNAV (GNSS).” For
airplanes with system
software 0636.06 or later
installed, this includes
procedures with RF (radius
to fix) legs.
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
90-105A,
EASA AMC
20-27
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.
RNP APCH
LNAV/VNAV
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
FAA AC
90-105A
EASA AMC
20-27 with
CM-AS-002
(continued)
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 12 of 141
190-00682-02 Rev. H
FAA APPROVED
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
displayed and utilized
when conducting
procedures
containing RF legs.
Vertical guidance is based
on GPS/SBAS when within
SBAS coverage and by
baro VNAV (system
software 0636.06 or later)
when outside SBAS
coverage, or when SBAS
has been pilot disabled for
approaches with ‘WAAS
VNAV NA’.
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.
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.
RNP APCH
LP 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.
Notes
N/A
FAA AC
90-107
N/A
For airplanes with system
software 0636.06 or later
installed, this includes area
navigation approaches
titled “RNAV (GPS)” and
“RNAV (GNSS)” including
procedures with 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
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
(continued)
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 13 of 141
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
B
N/A
Notes
operational approval.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNP APCH
LPV minima
When flying a RNP
procedure containing
an RF leg, the AFCS
must be operational.
At a minimum, the
flight director must be
displayed and utilized
when conducting
procedures
containing Radius-toFix (RF) segments.
FAA AC
90-107,
EASA
AMC 20-28
Includes area navigation
approaches titled
“RNAV (GPS)” and
“RNAV (GNSS).” For
airplanes with system
software 0636.06 or later
installed, this includes
procedures with RF (radius
to fix) legs. LPV minima
are available only when
within SBAS coverage.
In accordance with
AC 90-107, Part 91
operators (except
subpart K), following
the 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.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
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190-00682-02 Rev. H
FAA APPROVED
Navigation
Specification
Advanced
RNP
Operational
Requirements/
Authorization
This does not
constitute an
operational approval.
Reference
Documents
FAA AC
20-138D
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
N/A
N/A
See Notes for
specific
Advanced
RNP
functions.
1.
Notes

RNAV Holding:
Supported.

RF Legs: Supported
in airplanes with
system software
0985.07 or later
installed.

Parallel Offsets: RNP4 parallel offsets as
defined by AC 20-138D
Chapter 10 are
supported. However,
Advanced RNP parallel
offsets as defined by
AC 20-138D Appendix
3 are not supported.

Higher Continuity:
Supported when both
GIA 63W 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.
FDE/RAIM availability worldwide can be determined via the following:
• Using G1000 FDE Prediction program, part number 006-A0154-01 (010-G1000-00) or later
approved version with Comant CI 428-200 or CI 428-400 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.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 15 of 141
Within Europe,


Using the G1000 FDE Prediction program,
Europe’s AUGER GPS RAIM Prediction Tool at http://augur.ecacnav.com/augur/app/home.
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 FDE Prediction Program, refer to GARMIN WAAS
FDE Prediction Program, part number 190-00643-01, ‘WFDE Prediction Program Instructions’.
Navigation information is referenced to WGS-84 reference system.
ELECTRONIC FLIGHT BAG
The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76C
Hardware Class 3, Software Type B Electronic Flight Bag (EFB) electronic aeronautical chart applications
when using current FliteChart or ChartView data. Additional operational approvals may be required.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153A for
database integrity, quality, and database management practices for the FliteChart database. Flight crews
and operators can view the LOA status by selecting the Type 2 LOA status quick link at
www.FlyGarmin.com. For operations under 14 CFR Part 91, it is suggested that a secondary or back up
source of aeronautical information necessary for the flight be available to the pilot in the aircraft. The
secondary or backup information may be either traditional paper-based material or displayed electronically.
If the source of aeronautical information is in electronic format, operators must determine non-interference
with the G1000 system and existing aircraft systems for all flight phases.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 16 of 141
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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
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
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
AMMD
Airport Moving Map Display
AP
Autopilot
APR
AFCS Approach mode, or APR button of GMC 710 AFCS mode controller
APTSIGNS
Airport Signs (SVS softkey on the PFD)
APV
Approach with Vertical Guidance
AS
Airspeed
ATC
Air Traffic Control
AUX
Auxiliary
BANK
Low-bank mode of the AFCS
BARO
Barometric Setting
BAT
Battery
BC
Back Course
BRNAV
Basic Area Navigation
BRT
Bright
C
Celsius
CDI
Course Deviation Indicator
CLR
Clear
COM
Communication radio
CRG
Cockpit Reference Guide
CRS
Course
CWS
Control Wheel Steering
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 17 of 141
DA
Decision Altitude
DC
Direct Current
DH
Decision Height
DL LTNG
GFDS Data Link Lightning
DME
Distance Measuring Equipment
DN
Down
DR
Dead Reckoning
EC
Error Correction
EFB
Electronic Flight Bag
EIS
Engine Indication System
ELEC
Electrical
ENT
Enter
ESP
Electronic Stability and Protection
FAF
Final Approach Fix
FD
Flight Director
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
FPM
Flight Path Marker or Feet Per Minute
FSB
Fasten Seat Belts
ft
Feet
ft-lbs
Foot-Pounds
ft/min
Feet/Minute
GA
Go-around
GCU
Garmin Control Unit
GDC
Garmin Air Data Computer
GDL
Garmin Data Link Radio
GDU
Garmin Display Unit
GEA
Garmin Engine/Airframe Unit
GEN
Generator
GEO
Geographic
GFC
Garmin Flight Control
GFDS
Garmin Flight Data Services
GIA
Garmin Integrated Avionics Unit
GMA
Garmin Audio Panel System
GMC
Garmin Mode Control Unit
Hawker Beechcraft C90A, C90GT and C90GTi King Air
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FAA APPROVED
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
GSA
Garmin Servo Actuator
GSR
Garmin Iridium Satellite Radio
GTX
Garmin Transponder
HDG
AFCS heading mode or the HDG button on the GMC 710 AFCS Mode
Controller
HITS
Highway in the Sky
HPa
Hectopascal
HSI
Horizontal Situation Indicator
IAF
Initial Approach Fix
IAP
Instrument Approach Procedure
IAS
Indicated Airspeed
ICAO
International Civil Aviation Organization
IFR
Instrument Flight Rules
ILS
Instrument Landing System
IMC
Instrument Meteorological Conditions
in-Hg
inches of mercury
INH
Inhibit
ITT
Interstage Turbine Temperature
KIAS
Knots Indicated Air Speed
Kt(s)
Knot(s)
LCD
Liquid Crystal Display
LDA
Localizer Type Directional Aid
LNAV
Lateral Navigation
LNAV + V
Lateral Navigation with Advisory Vertical Guidance
LNAV/VNAV
Lateral Navigation / Vertical Navigation
LOA
Letter of Acceptance
LOC
Localizer
LOI
Loss of Integrity (GPS)
LPV
Localizer Performance with Vertical Guidance
LRN
Long Range Navigation
LRU
Line Replaceable Unit
190-00682-02 Rev. H
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Page 19 of 141
LTNG
Lightning (XM Weather Product)
M
Mach
MAP
Missed Approach Point
MAXSPD
Maximum Speed, AFCS Overspeed Protection mode
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
MNPS
Minimum Navigational Performance Specifications
MSL
Mean Sea Level
NAT
North Atlantic Track
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
ODP
Obstacle Departure Procedure
OVR
Override
P/N
Part Number
PBN
Performance Based Navigation
PDA
Premature Descent Alert
PFD
Primary Flight Display
PFT
Pre-Flight Test
PIT
AFCS pitch mode
POH
Pilot’s Operating Handbook
PRNAV
Precision Area Navigation
PROC
Procedure button on the GDU or GCU 477
PSI
Pounds per Square Inch
PTCH
Pitch
PWR
Power
RA
Radar Altimeter, or Radar Altitude
RF
Radius-to-Fix
RNAV
Area Navigation
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 20 of 141
190-00682-02 Rev. H
FAA APPROVED
RNP
Required Navigation Performance
ROL
AFCS roll mode
RPM
Revolutions per Minute
RVSM
Reduced Vertical Separation Minimums
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
SW
Software
SYN TERR
Synthetic Terrain softkey
SYN VIS
Synthetic Vision softkey
TAWS
Terrain Awareness and Warning System
TCAS
Traffic Alert and Collision Avoidance System
TEMP
Temperature
TIS
Traffic Information System
TMR
Timer
TO
Take off
TOD
Top of Descent
TSO
Technical Standard Order
USP
Autopilot Underspeed Protection
VAPP
AFCS VOR Approach Mode
VCO
Voice Call Out
Vdc
Volts DC
VDP
Visual Descent Point
VFR
Visual Flight Rules
VHF
Very High Frequency
VMC
Visual Meteorological Conditions
VMI
Vibro-meter Inc.
VMO
Maximum operation limit speed in knots
VNAV
Vertical Navigation
190-00682-02 Rev. H
FAA APPROVED
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Page 21 of 141
VNV
Vertical Navigation button on the GMC 710 AFCS Mode Controller
VOR
VHF Omni-directional Range
VPTH
Vertical path
VS
Vertical Speed
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
XM satellite system
XPDR
Transponder
YD
Yaw Damper
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 22 of 141
190-00682-02 Rev. H
FAA APPROVED
Section 2 - Limitations
INTRODUCTION
The G1000 Cockpit Reference Guide for Hawker Beechcraft C90A/GT (CRG) must be immediately
available to the flight crew. Use the G1000 Cockpit Reference Guide for Hawker Beechcraft C90A/GT,
Garmin part number 190-00664-04, revision A or later approved revision when System Software Version
0636.07 is installed. The same documents may also be used with earlier System Software Versions. 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, or applicable Airplane Flight Manual Supplement.
A low speed awareness band is marked on the PFDs in red. While the airplane is on the ground, the low
speed awareness band is suppressed. It displays 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.
POWER PLANT LIMITATIONS AND INDICATOR MARKINGS
No changes were made to the airplane’s powerplant operating limitations. The engine gauges are marked
in accordance with the airplane’s POH/AFM or, if an engine modification has been installed, in accordance
with the AFMS for the engine modification.
All of the C90 engine gauges exhibit similar indications for normal operations, limitation exceedances, and
operation within a marked amber color range.

Normal Operations: The gauge displays a digital readout with green digits and a white pointer on
an analog scale.

Limitation Exceedance: The digital readout and gauge title will flash alternating red and white
background with a flashing red pointer for 5 seconds. After 5 seconds of flashing, the indication
becomes steady white digits and title with a red background and a red pointer.

Amber Range:
The digital readout and gauge title will display black text on an amber background.
The torque gauge for each engine indicates in units of ft-lb. The gauge exhibits the “Normal Operations”
behavior when torque has not exceeded the operating limitation defined by the appropriate POH/AFM or
AFMS. When the torque operating limitation has been exceeded the gauge exhibits the “Limitation
Exceedance” behavior. Some C90 engine installations define a transient operating limit and associated
time limit for brief exceedances of the normal operating limit. If such a transient limit is defined by the
applicable POH/AFM or AFMS, the “Limitation Exceedance” behavior will not occur until the transient
operating limit is exceeded, or the normal operating limit is exceeded for longer than the transient time limit.
The ITT gauge for each engine indicates in units of °C. The gauge exhibits the “Normal Operations”
behavior when ITT has not exceeded the operating limitation defined by the appropriate POH/AFM or
AFMS. When the ITT operating limitation has been exceeded the gauge exhibits the “Limitation
Exceedance” behavior. Some C90 engine installations define a transient operating limit and associated
time limit for brief exceedances of the normal operating limit. If such a transient limit is defined by the
applicable POH/AFM or AFMS, the “Limitation Exceedance” behavior will not occur until the transient
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 23 of 141
operating limit is exceeded, or the normal operating limit is exceeded for longer than the transient time limit.
Some King Air C90 engine installations define a higher transient ITT limit during engine start. Starting
mode ITT limits are defined by the applicable POH/AFM or AFMS, and are represented by a red triangle
on the ITT gauge. The gauge also displays an expanded analog scale during starting mode to allow
display of the higher ITT transient limit. If ITT exceeds the transient limit while in start mode, or is equal
to the transient ITT limit for a time period greater than the transient time limit defined in the POH/AFM or
AFMS, the gauge will exhibit the “Limitation Exceedance” behavior. If ITT is less than the transient ITT
limit during start mode the gauge will exhibit the “Normal Operations” behavior. When turbine speed
reaches a stabilized run condition the start mode transient ITT limit is removed from the gauge, and the
gauge transitions to the run mode depiction and behavior described above.
The Propeller speed gauge for each engine indicates in units of RPM. The gauge exhibits the “Normal
Operations” behavior when propeller RPM has not exceeded the operating limitation defined by the
appropriate POH/AFM or AFMS. When the propeller RPM operating limitation has been exceeded the
gauge exhibits the “Limitation Exceedance” behavior. Some C90 propeller and engine installations define
a transient operating limit and associated time limit for brief exceedances of the normal operating limit. If
such a transient limit is defined by the applicable POH/AFM or AFMS, the “Limitation Exceedance” behavior
will not occur until the transient operating limit is exceeded, or the normal operating limit is exceeded for
longer than the transient time limit. Additionally, some installations define an RPM range below the normal
operating range where stabilized operation is prohibited. When the propeller RPM is in this range the
“Limitation Exceedance” behavior will be exhibited. This behavior may also be observed while the
propellers are transitioning through this RPM range while moving from feathered pitch to idle.
The Turbine speed gauge for each engine indicates in units of % RPM. The gauge exhibits the “Normal
Operations” behavior when turbine speed has not exceeded the operating limitation defined by the
appropriate POH/AFM or AFMS. When the turbine speed transient operating limit is exceeded, or the
normal operating limit is exceeded for longer than the transient time limit, the gauge exhibits the “Limitation
Exceedance” behavior.
The Fuel Flow gauge for each engine indicates in units of pounds per hour.
“Normal Operations” behavior.
The gauge only exhibits the
The Oil Pressure gauge for each engine indicates in units of PSI. The gauge exhibits the “Normal
Operations” behavior when oil pressure is within the operating limitations defined by the appropriate
POH/AFM or AFMS. When the oil pressure operating limits are exceeded in either a high or low oil
pressure condition, the gauge will exhibit the “Limitation Exceedance” behavior. Some King Air C90
engine installations define a caution range for oil pressure that is lower than desirable. The operational
details of the caution range can be located in the applicable POH/AFM or AFMS. When indicating in a
caution range the gauge will exhibit the “Amber Range” behavior defined above. Additionally some King
Air manuals note that during engine starts oil pressure may briefly be as high as 200 psi. On these aircraft,
this value is depicted by a red triangle on the analog oil pressure gauge. During engine start, the gauge
will still exhibit the “Limitation Exceedance” behavior when it is indicating oil pressures greater than the
upper operating limitation (but still below the red triangle).
The Oil Temperature gauge for each engine indicates in units of °C. The gauge exhibits the “Normal
Operations” behavior when oil temperature is within the operating limitations defined by the appropriate
POH/AFM or AFMS. When the oil temperature operating limit is exceeded the gauge will exhibit the
“Limitation Exceedance” behavior. Some King Air C90 engine installations define a caution range for oil
temperature. When indicating in a caution range the gauge will exhibit the “Amber Range” behavior.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 24 of 141
190-00682-02 Rev. H
FAA APPROVED
G1000 INTEGRATED AVIONICS SYSTEM
The Garmin G1000 Cockpit Reference Guide P/N 190-00664-04, Rev A, or later FAA approved revision,
must be immediately available to the flight crew.
Required flight crewmembers must wear and use headsets when the overhead cockpit speaker audio is
selected OFF.
Do not take off unless all display units are installed and operational.
Do not take off with any display in reversionary mode.
Do not take off with any of the following messages displayed in the ALERTS window:
GPS1 FAIL and GPS2 FAIL simultaneously
GPS NAV LOST
GIA1 SERVICE
GIA2 SERVICE
MFD SERVICE
PFD1 SERVICE
PFD2 SERVICE
GMA1 SERVICE
GMA2 SERVICE
GEO LIMITS
Do not takeoff if PFD1 FAN FAIL, PFD2 FAN FAIL, MFD FAN FAIL is displayed in the ALERTS window
AND the Outside Air Temperature is greater than 39.0°C (102.2°F).
Do not takeoff if AVN1 FAN FAIL or AVN2 FAN FAIL is displayed in the ALERTS window AND the Outside
Air Temperature is greater than 37.0°C (98.6°F).
Ground operation of the G1000 system is limited to 18 minutes when the Outside Air Temperature is greater
than 47°C (116°F) AND air conditioning is inoperative.
The G1000 system must be turned on and operated for at least 30 minutes before takeoff if ground outside
air temperature is -40°C (-40°F) or below.
For airplanes with system software 0636.06 or earlier, use of VNAV is prohibited during the intermediate
segment of an approach that includes a teardrop course reversal. VNAV will become ‘Unavailable’ at the
beginning of the teardrop segment of the course reversal.
Use of VNAV is prohibited with course changes greater than 90°.
Barometric setting synchronization (MFD AUX – SYSTEM SETUP 1, SYNCHRONIZATION, BARO) must
be ON when the PFD barometric setting is displayed in units of HPA.
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 an 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 RF segments.
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FAA APPROVED
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Page 25 of 141
For airplanes with 0636.05 system software or earlier, Vector-to-Final transitions are prohibited for the
following approaches:

CYSB VOR/DME Rwy 12

NZTH GPS 330

TTPP ILS Rwy 10
The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G1000 are
supplemental information only and must be verified by the flight crew.
Do not use SafeTaxi or Chartview functions as the basis for ground maneuvering. SafeTaxi and Chartview
functions do not comply with the requirements of AC 20-159 and are not qualified to be used as an airport
moving map display (AMMD). SafeTaxi and Chartview are to be used by the flight crew to orient
themselves on the airport surface to improve pilot situational awareness during ground operations.
The use of the colors red and amber within the checklist function has not been evaluated or approved by
this STC. Use of the colors red and/or amber within user created checklists may require separate
evaluation and approval by the FAA.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 26 of 141
190-00682-02 Rev. H
FAA APPROVED
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS
NOTE
Limitations are in bolded text for this section only
The flight crew must confirm at system initialization that the Navigation database is current.
Navigation database is expected to be current for the duration of the flight. If the AIRAC cycle will
change during flight, the pilot must ensure the accuracy of navigation data, including suitability of
navigation facilities used to define the routes and procedures for flight. If an amended chart
affecting navigation data is published for the procedure, the database must not be used to conduct
the procedure.
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the flight crew
verifies and uses a valid, compatible, and current Navigation database or verifies each waypoint for
accuracy by reference to current approved data.
Navigation database 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 it is verified that the discrepancy has been
corrected. Navigation database discrepancies can be reported at FlyGarmin.com. Select “Aviation Data
Error Report”. Flight crew and operators can view Navigation database alerts at FlyGarmin.com by
selecting “Aviation Database Alerts”.
For flight planning purposes, in areas where SBAS coverage is not available, the pilot must check
RAIM availability. Within the United States, RAIM availability can be determined via the following:

Using the G1000 WFDE Prediction program, part number 006-A0154-01 (010-G1000-00) or later
approved version with Comant CI 428-410 and CI 428-200 antennas selected

Using the FAA’s RAIM Service Availability Prediction Tool (SAPT): www.sapt.faa.gov

Contacting a Flight Service Station (not DUATS) to obtain non-precision approach RAIM
Within Europe, RAIM availability can be determined using the G1000 WFDE Prediction program or Europe’s
AUGER GPS RAIM Prediction Tool at http://augur.ecacnav.com/ . For other areas, use the G1000 WFDE
Prediction program. This requirement is not necessary if SBAS coverage is confirmed to be available
along the entire route of flight. The route planning and WFDE prediction program may be downloaded
from the GARMIN G1000 website on the internet. For information on using the WFDE Prediction Program,
refer to GARMIN WAAS FDE Prediction Program, part number 190-00643-01, ‘WFDE Prediction Program
Instructions’.
For flight planning purposes, operations within the U.S. National Airspace System on RNP and
RNAV procedures when SBAS signals are not available, the availability of GPS integrity RAIM shall
be confirmed for the intended route of flight. In the event of a predicted continuous loss of RAIM of
more than five minutes for any part of the intended route of flight, the flight should be delayed, canceled, or
re-routed on a track where RAIM requirements can be met.
For flight planning purposes for operations within European B-RNAV and P-RNAV airspace, if more
than one satellite is scheduled to be out of service, then the availability of GPS integrity RAIM shall
be confirmed for the intended flight (route and time). In the event of a predicted continuous loss of
RAIM of more than five minutes for any part of the intended flight, the flight should be delayed, canceled,
or re-routed on a track where RAIM requirements can be met.
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FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 27 of 141
For flight planning purposes, operations where the route requires Class II navigation the aircraft’s
operator or flight crew must use the Garmin WFDE Prediction program to demonstrate that there
are no outages on the specified route that would prevent the G1000 from providing primary means
of Class II navigation in oceanic and remote areas of operation that requires (RNP-10 or RNP-4)
capability.
If the Garmin WFDE Prediction program indicates fault exclusion (FDE) is unavailable for
more than 34 minutes in accordance with FAA Order 8400.12B for RNP-10 requirements, or 25 minutes in
accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled
when FDE is available.
Both GIA 63Ws GPS navigation receivers must be operating and providing GPS navigation
guidance to their respective PFD for operations requiring RNP-4 performance.
North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace operations per
AC 91-49 and AC 120-33 require both GIA 63W GPS/SBAS receivers to be operating and receiving usable
signals except for routes requiring only one Long Range Navigation sensor. Each display computes an
independent navigation solution based on the on-side GPS sensor. However, either display will
automatically revert to the cross-side sensor if the on-side sensor fails or if the cross-side sensor is
determined to be more accurate. A “BOTH ON GPS1” or “BOTH ON GPS2” message does not necessarily
mean that one GPS has failed. Refer to the MFD AUX-GPS STATUS page to determine the state of the
unused GPS.
Whenever possible, RNP and RNAV routes including Standard Instrument Departures (SIDs) and Obstacle
Departure Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute RNAV “Q” and RNAV “T”
routes should be loaded into the flight plan from the database in their entirety, rather than loading route
waypoints from the database into the flight plan individually. Selecting and inserting individual named fixes
from the database is permitted, provided all fixes along the published route to be flown are inserted.
Manual entry of waypoints using latitude/longitude or place/bearing is prohibited.
“GPS”, “or GPS”, “RNAV (GPS)”, or “RNAV (GNSS)” instrument approaches using the G1000
System are prohibited unless the pilot verifies and uses the current Navigation database.
GPS
based instrument approaches must be flown in accordance with an approved instrument approach
procedure that is loaded from the Navigation database.
Not all published Instrument Approach Procedures (IAP) are in the Navigation database. Pilots planning
on flying an RNAV instrument approach must ensure that the Navigation database contains the
planned RNAV Instrument Approach Procedure and that approach procedure must be loaded from
the Navigation database into the FMS flight plan by its name.
IFR non-precision approach approval using the GPS/SBAS sensor is limited to published
approaches within the U.S. National Airspace System. Approaches to airports in other airspace are
not approved unless authorized by the appropriate governing authority.
When operating under instrument flight rules, flight plan selection of any required alternate airport may be
based on an RNAV approach. For airplanes with system software 0636.05 or earlier, alternate airport
selection must be based upon an LNAV approach or an available ground-based approach for which the
aircraft is equipped to fly.
For airplanes that have system software 0636.06 or later installed, alternate airport selection may be based
upon LNAV, LNAV/VNAV, or other available ground-based approaches for which the aircraft is equipped
to fly. Alternate planning may include the use of an LNAV MDA(h) for circling or LNAV/VNAV DA(h).
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 28 of 141
190-00682-02 Rev. H
FAA APPROVED
The navigation equipment required to join and fly an instrument approach procedure is indicated by the title
of the procedure and notes on the IAP chart. Use of the GARMIN G1000 GPS/SBAS receivers to
provide navigation guidance during the final approach segment of an ILS, LOC, LOC-BC, LDA, SDF,
MLS or any other type of approach not approved for “or GPS” navigation is prohibited. When
using the G1000 VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS navigation
data is must be selected and presented on the CDI of the pilot flying.
For airplanes that have system software 0636.06 installed, all VNAV altitude constraints calculated by the
system must be manually accepted or activated by the flight crew, or manually entered.
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.
AHRS AREAS OF OPERATION
For airplanes that have GRS 77 AHRS installed:
Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to
unsuitability of the magnetic fields near the Earth’s poles:
1. 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 system is not designed for use as a polar navigator and operation
outside the approved operating area is prohibited. The GRS-77 AHRS internally monitors
the magnetic field and will display a GEO LIMITS system message when the magnetic field
becomes unsuitable for AHRS operation. When the AHRS can no longer reliably compute
heading, heading information will be removed from the HSI.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 29 of 141
For airplanes that have GRS 7800 AHRS installed:
Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions
due to unsuitability of the magnetic fields near the Earth’s poles:
1. 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 system is not designed for use as a polar navigator and operation
outside the approved operating area is prohibited.
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.
NON-ESP EQUIPPED AIRPLANES ONLY - When conducting missed approach procedures, autopilot
coupled operation is prohibited until the pilot has established a rate-of-climb that ensures all altitude
requirements of the procedure will be met.
Minimum speed for autopilot operation is 100 KIAS.
Maximum speed limit for autopilot operation is unchanged from the airplane’s maximum airspeed limit
(VMO/MMO).
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 Above Ground Level
(2) Enroute .................................................................................................................... 800 feet AGL
(3) Approach (GP or GS Mode) .................................................................................... 200 feet AGL
(4) Approach (FLC, VS, PIT or ALT Mode) ..................... Higher of 400 feet AGL or Approach MDA
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 30 of 141
190-00682-02 Rev. H
FAA APPROVED
SYNTHETIC VISION AND PATHWAYS LIMITS
Use of the Synthetic Vision system display elements alone for aircraft control without reference to the
G1000 primary flight instruments or the aircraft standby instruments is prohibited.
Use of the Synthetic Vision system alone for navigation, or obstacle or terrain avoidance is prohibited.
Use of the Synthetic Vision system 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.
TAWS AND TERRAIN SYSTEM LIMITS
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with
TAWS 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 MAP - TAWS page and terrain display is intended to serve as a situational awareness
tool only. It may not provide either the accuracy or fidelity, or both, on which to solely base
decisions and plan maneuvers to avoid terrain or obstacles.
To avoid unwanted alerts, TAWS should be inhibited when landing at an airport that is not included in the
airport database.
TRAFFIC AVOIDANCE SYSTEM LIMITS
Use of the MAP - TRAFFIC MAP to maneuver the airplane to avoid traffic without outside visual reference
is prohibited. The Traffic Information System (TIS) or optional TAS or TCAS 1 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.
DATA LINK WEATHER (XM WEATHER)
Datalink weather information displayed by the G1000 system is limited to supplemental use only. XM
weather data is not a source of official weather information. Use of the NEXRAD and XM LTNG data on
the MAP – NAVIGATION MAP and/or MAP - WEATHER DATA LINK page for hazardous weather, e.g.,
thunderstorm penetration is prohibited. NEXRAD, and LTNG information on the MAP - NAVIGATION or
MAP – WEATHER DATA LINK 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 in-flight weather radar.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 31 of 141
OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE
Stormscope lightning information displayed by the G1000 system is limited to supplemental use only. The
use of the Stormscope lightning data on the MAP – NAVIGATION MAP and/or MAP – STORMSCOPE
page for hazardous weather (thunderstorm) penetration is prohibited. Stormscope lightning data on the
MAP - NAVIGATION or MAP – STORMSCOPE page is intended only as an aid to enhance situational
awareness of hazardous weather, not penetration. It is the pilot’s responsibility to avoid hazardous
weather using official weather data sources and the airplane’s weather radar.
PLACARDS
On some aircraft, placards “On Instrument Panel Adjacent to Each Gyroscopic Instrument (Except for Flight
Director)” were installed to identify the power source for the instrument (ref. AFM limitations section). With
the installation of the G1000, these placards are removed and not required.
On Instrument Panel above the Standby Attitude Indicator, for aircraft with serial numbers LJ-1063 thru
LJ-1137 and LJ-1146 with STC SA3593NM incorporated:
STANDBY ALT/AS
ALTITUDE – FEET
VMO-KIAS
S.L TO 20,000
20,000 TO 25,000
25,000 TO 30,000
208
189
169
On Instrument Panel above the Standby Attitude Indicator, for all other aircraft:
STANDBY ALT/AS
ALTITUDE – FEET
S.L TO 16,000
16,000 TO 20,000
20,000 TO 25,000
25,000 TO 30,000
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 32 of 141
VMO-KIAS
226
209
189
169
190-00682-02 Rev. H
FAA APPROVED
KINDS OF OPERATION LIMITS
The Hawker Beechcraft models C90A and C90GT are 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.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 33 of 141
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.
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
ELECTRICAL POWER
Inverter
0
0
0
0
0
Removed by G1000 modification
INVERTER Annunciator
0
0
0
0
0
Removed by G1000 modification
Standby Battery
0
1
1
1
1
ENGINE INDICATIONS
No Changes - Refer to Aircraft Flight
Manual
ENGINE OIL
No Changes - Refer to Aircraft Flight
Manual
ENVIRONMENTAL
Air Conditioning System
0
0
0
0
0
Magnetic Compass
1
1
1
1
1
Outside Air Temperature
1
1
1
1
1
1
1
1
1
1
Autopilot
Electronic Stability & Protection
(ESP)
0
0
0
0
0
0
0
0
0
0
Yaw Damper
0
0
0
0
0
Temperature limits reduced to 47OC
(116OF) with inoperative air
conditioner or air conditioner not
used.
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
NAVIGATION INSTRUMENTS
G1000 Integrated Avionics
Garmin G1000 Cockpit Reference
Guide
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 34 of 141
190-00682-02 Rev. H
FAA APPROVED
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
Control Wheel Autopilot
Disconnect/Trim Interrupt Switches
1
1
1
1
1
Left side is required. Both side
required for two-crew operation.
VHF Communications System
0
0
1
1
1
Or as required by operating
regulation.
Audio Control Panel
1
1
1
1
1
Pilot's audio panel required for single
pilot operation. Both sides required
for two-crew operation.
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
Or as required by operating
regulation.
VHF Navigation Receiver
0
0
0
0
0
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.
Marker Beacon Receiver
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.
Weather Radar
0
0
0
0
0
Or as required by operating
regulation.
XM Datalink Weather
GDU Cooling Fans (PFD1 FAN, PFD2
FAN, & MFD FAN)
GIA & Transponder Cooling Fans
(AVN1 FAN & AVN2 FAN)
0
0
0
0
0
2
2
2
2
2
0
0
0
0
0
190-00682-02 Rev. H
FAA APPROVED
All fans are required if OAT is above
39.0°C (102.2°F).
Both fans are required if OAT is above
37.0°C (98.6°F).
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 35 of 141
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
RNAV Operations, Equipment and
Components
GPS/SBAS receiver with GPS
Software 3.2 or later approved
version **Note 1, 2
GDU 104X Display
GDU 1500 Display
Comant CI 428-410 antenna
Comant CI 428-200 antenna
1
1
2
2
2
2
1
1
1
2
1
1
1
2
1
1
1
2
1
1
1
2
1
1
1
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 (STAR),
and enroute RNAV “Q” and RNAV “T”
routes, and “GPS”, “or GPS”, “RNAV
(GPS)”, and “RNAV (GNSS)” instrument
approach operations.
NOTE 1: Some operations 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
No Changes - Refer to Aircraft Flight
Manual
VACUUM SYSTEM
Gyro Suction Gage
0
0
0
0
1
Instrument Air System
0
0
0
0
1
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 36 of 141
190-00682-02 Rev. H
FAA APPROVED
Section 3 - Emergency Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 38
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY ..................................................................... 38
MANUAL AUTOPILOT DISCONNECT .................................................................................................. 39
AUTOPILOT ABNORMAL DISCONNECT ............................................................................................. 39
AUTOPILOT FAILURE ........................................................................................................................... 39
PITCH AXIS FAILURE ............................................................................................................................ 39
ROLL AXIS FAILURE ............................................................................................................................. 40
YAW AXIS FAILURE .............................................................................................................................. 40
PITCH TRIM FAILURE ........................................................................................................................... 40
AUTOPILOT PRE-FLIGHT TEST FAIL .................................................................................................. 41
AUTOPILOT OVERSPEED RECOVERY ............................................................................................... 41
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESP-Equipped
Aircraft Only) .......................................................................................................................................... 41
ENGINE FAILURE (AUTOPILOT ENGAGED) ...................................................................................... 42
ELECTRICAL SYSTEM ................................................................................................ 42
DUAL GENERATOR FAILURE [L GEN OFF] [R GEN OFF] ................................................................ 42
TAWS............................................................................................................................ 44
TAWS WARNING ................................................................................................................................... 44
TAWS FAIL ............................................................................................................................................. 44
WINDSHEAR ENCOUNTER ........................................................................................ 45
ESP ENGAGEMENT .................................................................................................... 45
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 37 of 141
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 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 possible 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 SERVOS Circuit
Breaker.
4. Elevator Trim ......................................................... RETRIM if necessary using Elevator Tab Wheel
5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
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 OUTOF-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.
NOTE
The maximum altitude lost during malfunction tests was:
Climb – 0 Feet
Cruise – 50 Feet
Descent – 320 Feet
Maneuvering – 0 Feet
Approach – 54 Feet
One-engine inoperative approach – 45 Feet
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 38 of 141
190-00682-02 Rev. H
FAA APPROVED
MANUAL AUTOPILOT DISCONNECT
If necessary, the autopilot can 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 (Non-ESP equipped aircraft) ........................................................... PRESS
(Left power lever) (Yaw damper remains engaged)
5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
AUTOPILOT ABNORMAL DISCONNECT
(Red ‘AP’ flashing on PFD, Continuous high-low aural tone)
1. A/P DISC/TRIM INTRPT Button ..................................................................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, 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.
AUTOPILOT FAILURE
(Red
annunciator on PFD, Red ‘AP’ 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, yaw damper, and manual electric pitch trim will be
inoperative.
PITCH AXIS FAILURE
(Red

annunciator on PFD)
Indicates a failure of the pitch axis of the autopilot.
inoperative.
The autopilot and ESP (if installed) will be
NOTE
If the red
faulted AHRS.
indications.
190-00682-02 Rev. H
FAA APPROVED
annunciator illuminates without the autopilot engaged, it may indicate a
Monitor both PFDs and the standby attitude indicator for abnormal attitude
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 39 of 141
ROLL AXIS FAILURE
(Red

annunciator on PFD)
Indicates a failure of the roll axis of the autopilot.
inoperative.
The autopilot and ESP (if installed) will be
NOTE
If the red
faulted AHRS.
indications.
annunciator illuminates without the autopilot engaged, it may indicate a
Monitor both PFDs and the standby attitude indicator for abnormal attitude
YAW AXIS FAILURE
(Red

annunciator on PFD)
Indicates a failure of the yaw axis of the autopilot. The pitch and roll axes of the autopilot will
remain operative. DO NOT pull and reset the AFCS SERVOS circuit breaker. Resetting the
AFCS SERVOS circuit breaker could cause the entire autopilot to become inoperative when no
fault exists in the pitch and roll axes.
NOTE
If the red
faulted AHRS.
indications.
annunciator illuminates without the autopilot engaged, it may indicate a
Monitor both PFDs and the standby attitude indicator for abnormal attitude
PITCH TRIM FAILURE
(Red
annunciator on PFD)
1. CONTROL WHEEL ..................................................................................................... GRIP FIRMLY
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Be prepared for possible high elevator control forces)
3. Elevator Trim ...................................................... AS REQUIRED USING ELEVATOR TAB WHEEL
If Red

If Red
Message Clears
Autopilot ....................................................................................................................... RE-ENGAGE
Message Remains
4. Autopilot ........................................................................................................ DO NOT RE-ENGAGE
5. Elevator Trim .......................................................... CONTINUE TO USE ELEVATOR TAB WHEEL
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 40 of 141
190-00682-02 Rev. H
FAA APPROVED
AUTOPILOT PRE-FLIGHT TEST FAIL
(Red

annunciator on PFD)
Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, ESP (if installed),
and electric elevator trim are inoperative. Flight Director may still function.
AUTOPILOT OVERSPEED RECOVERY
(Yellow
on PFD)
1. Power.................................................................................................................................. 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. Overspeed recovery is not active in altitude hold
(ALT), glideslope (GS), or glidepath (GP) modes.
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESPEquipped Aircraft Only)
(Red
Warning Annunciator on the PFDs on ESP-equipped aircraft.
accompanied by an amber
May also be
annunciator above the airspeed tape display and aural
“AIRSPEED” alert)
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 +/-2
KIAS, or 2 KIAS above stall warning airspeed, depending on the vertical mode selected.
Underspeed Protection is not available below 200 feet AGL, except in go-around (GA) mode.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 41 of 141
ENGINE FAILURE (AUTOPILOT ENGAGED)
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
ELECTRICAL SYSTEM
DUAL GENERATOR FAILURE [L GEN OFF] [R GEN OFF]
This procedure supersedes the AFM procedure in its entirety.
1. Gen 1 and Gen 2 Generator Switches ........................................................................................ OFF
2. Gen 1 Switch ............................................................................................... GEN RESET, THEN ON
3. Operating Generator ....................................................................... DO NOT EXCEED 100% LOAD
If Left Generator Will Not Reset:
4. Gen 1 Switch ............................................................................................................................... OFF
5. Gen 2 Switch ............................................................................................... GEN RESET, THEN ON
6. Operating Generator ....................................................................... DO NOT EXCEED 100% LOAD
If Neither Generator Will Reset:
7. Avoid IFR conditions if possible and LAND AT THE NEAREST SUITABLE AIRPORT.
8. Standby Battery Switch ............................................................................... INDICATES ARM or ON
9. Non-essential equipment:
a. Left and Right BOOST PUMP……………………………………………………………….OFF
b. Left and Right TRANS. PUMP OVERRIDE………………………………………………..OFF
c.
ENG AUTO IGNITION………………………………………………………………………..OFF
d. PROP ICE PROTECTION…………………………………………………………………...OFF
e. All Exterior Lights……………………………………………………………………………..OFF
f.
Cabin Lights……………………………………………………………………………………OFF
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 42 of 141
190-00682-02 Rev. H
FAA APPROVED
g. VENT BLOWER…………………………………………………………………………….AUTO
h. CABIN TEMP MODE selector……………………………………………………………….OFF
i.
INSTRUMENT EMERG LIGHTS……………………………………………….ON (if required)
j.
INSTRUMENT INDIRECT lights……………………………………………….ON (if required)
10. The following equipment will be functional while the G1000 is powered from the aircraft’s battery
power, Avionics Master Power Switch is ON, and the [L GEN TIE OPEN] and [R GEN TIE OPEN]
annunciators are illuminated.
Pilot’s Attitude, Heading, Air Data, and Nav CDI
Copilot’s Attitude, Heading, Air Data, and Nav CDI
Engine Gauges
Com1, Pilot’s Audio Panel
GPS 1, GPS 2, VHF Nav1, VHF Nav2 (Nav2 Audio Inop)
MFD, Flight Director, Transponder 1
NOTE
Inoperative G1000 equipment items will be displayed in the ALERTS window on both PFDs.
The aircraft’s battery will continue to power the G1000 equipment for 30 minutes following complete
loss of normal electrical power generation. Once the aircraft’s battery can no longer power the
G1000, the standby battery will automatically power the standby attitude indicator, altimeter
vibrator, and the internal lighting of the three standby instruments for an additional 30 minutes.
11. Consider a Flaps UP Landing and Landing Gear Manual Extension to conserve battery power for
an instrument approach if needed.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 43 of 141
TAWS
TAWS WARNING
(Red
on PFD and aural “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.
TAWS FAIL
(Red
on PFD and MFD)
Indicates the G1000 will no longer provide TAWS alerting or display relative terrain elevation.
crew must maintain compliance with procedures that ensure minimum terrain and obstacle
separation.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 44 of 141
The
190-00682-02 Rev. H
FAA APPROVED
WINDSHEAR ENCOUNTER
For airplanes equipped with Electronic Stability and Protection (ESP):
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.
ESP ENGAGEMENT
For airplanes equipped with Electronic Stability and Protection (ESP):
1. Use the flight controls and power levers as required to correct the abnormal flight
condition.
NOTE
If the airplane remains within the ESP engagement envelope for more than approximately 10
seconds, the autopilot will automatically engage in LVL mode, and will be accompanied by an aural
“ENGAGING AUTOPILOT” alert. Refer to Section 7 – Systems Description, “Electronic Stability
& Protection” (ESP) for further information.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 45 of 141
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Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 46 of 141
190-00682-02 Rev. H
FAA APPROVED
Section 3A - Abnormal Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 49
AILERON MISTRIM ................................................................................................................................ 49
ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 49
ELEVATOR MISTRIM ............................................................................................................................. 50
RUDDER MISTRIM ................................................................................................................................. 51
FLASHING AMBER MODE ANNUNCIATION ....................................................................................... 52
YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’) ................................................. 52
ELECTRONIC STABILITY AND PROTECTION .......................................................... 52
MANUAL ESP DISENGAGEMENT ........................................................................................................ 52
G1000 INTEGRATED AVIONICS SYSTEM ................................................................. 53
ALTITUDE MISCOMPARE ..................................................................................................................... 53
AIRSPEED MISCOMPARE .................................................................................................................... 55
PITCH MISCOMPARE ............................................................................................................................ 56
ROLL MISCOMPARE ............................................................................................................................. 56
HEADING MISCOMPARE ...................................................................................................................... 56
AMBER HEADING DISPLAY (GRS 7800 AHRS Only) ........................................................................ 57
DISPLAY UNIT FAILURE ............................................................................................. 57
PFD FAILURE ......................................................................................................................................... 57
MFD FAILURE ........................................................................................................................................ 58
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI) ......................................................... 59
GPS APPROACH ALARM LIMITS EXCEEDED ................................................................................... 60
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH .......................................................... 61
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES ................................................. 61
(VDI NO COMP on PFD) - ...................................................................................................................... 61
VDI MISCOMPARE ON BARO VNAV APPROACHES ......................................................................... 62
(VDI MISCOMP on PFD) - ...................................................................................................................... 62
LOSS OF RADIO TUNING FUNCTIONS ............................................................................................... 62
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED ........................................................... 63
FAILED ATTITUDE AND/OR HEADING ................................................................................................ 63
ENGINE INDICATION SYSTEM (EIS) FAILURE ................................................................................... 65
LOSS OF NAVIGATION DATA .............................................................................................................. 65
INACCURATE FLIGHT DIRECTOR DISPLAY ...................................................................................... 65
BOTH ON ADC1, BOTH ON ADC2 ........................................................................................................ 66
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 47 of 141
BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 66
BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 66
USING ADC1 or ADC2 ........................................................................................................................... 67
USING AHRS1 or AHRS2 ...................................................................................................................... 67
SYNTHETIC VISION ..................................................................................................... 67
TAWS ABNORMAL PROCEDURES............................................................................ 68
TAWS CAUTION..................................................................................................................................... 68
TAWS INHIBIT ........................................................................................................................................ 68
TAWS N/A and TAWS FAIL ................................................................................................................... 68
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 48 of 141
190-00682-02 Rev. H
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:

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 RETRIM 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.
ELECTRIC PITCH TRIM INOPERATIVE
NOTE
This condition may be accompanied by a red
or
annunciation on the PFDs.
1. Move both halves of pilot and copilot pitch trim switches to check for stuck switch
2. AFCS SERVOS Circuit Breaker ............................................................................ PULL and RESET
(Right circuit breaker panel)
The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVOS circuit breaker is reset.
If the autopilot successfully completes the Pre-Flight Test, re-engage the autopilot, reselect the desired
autopilot modes, and continue to use normally. If the Pre-Flight Test fails, indicated by a red
on the PFDs, the autopilot, yaw damper, and electric pitch trim will be inoperative for the remainder of
the flight.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 49 of 141
If still inoperative:

Pitch Trim ............................................................. MANUALLY TRIM AIRPLANE IN PITCH
(Using Elevator Tab Wheel)
NOTE
Autopilot and yaw damper may also be inoperative.
If Operative:

Use as required
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:

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 RETRIM 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.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 50 of 141
190-00682-02 Rev. H
FAA APPROVED
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
MIS-TRIM UNTIL ANNUNCIATION EXTINGUISHES
5. YD Button ............................................................................................... PRESS on Mode Controller
6. Rudder Tab Knob .......................................................................... MANUALLY RETRIM AIRPLANE
Yaw Damper should be considered inoperative until the cause of the mistrim has been investigated
and corrected. The Autopilot can continue to be used normally without the Yaw Damper.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 51 of 141
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. Do not reset the AFCS SERVOS circuit breaker in an
effort to reset the yaw servo. The autopilot pitch and roll modes will continue to function without
the yaw damper engaged.
ELECTRONIC STABILITY AND PROTECTION
MANUAL ESP DISENGAGEMENT
If necessary, ESP may be manually disconnected using any one of the following methods.
1. AP/YD DISC / TRIM INTRPT Button ................................................................... PRESS and HOLD
(Pilot’s or Copilot’s control wheel)
2. CWS Button (Pilot’s or Copilot’s control wheel) ................................................... PRESS and HOLD
3. AFCS SERVOS Circuit Breaker................................................................................................ PULL
(Right circuit breaker panel)
4. AUX – SYSTEM SETUP 2 Page on MFD ...................... DISABLE STABILITY AND PROTECTION
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 52 of 141
190-00682-02 Rev. H
FAA APPROVED
G1000 INTEGRATED AVIONICS SYSTEM
ALTITUDE MISCOMPARE
This message is displayed when the G1000 detects a difference of 200 feet or greater between the
pilot’s and copilot’s altitude information. Refer to the G1000 Cockpit Reference Guide for
additional information.
1. Altimeter 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):
3. SENSOR Softkey (Copilot PFD) ............................................................................................ PRESS
4. ADC1 Softkey......................................................................................................................... PRESS
5. PFD Displays ........................... CONFIRM
annunciator is displayed on both PFDs.
If Copilot and Standby Altimeter Agree (Pilot Altimeter Differs):
3. 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 PFD and Copilot’s PFD agree within normal calibrated differences with Pilot’s
Alternate Static Air Source in the ALTERNATE position:
Refer to Section 5, PERFORMANCE in the airplanes AFM for Airspeed Calibration and
Altimeter Correction.
If no change in rate-of-climb, airspeed, or altitude is observed:
4. Pilot’s Static Air Source ........................................................................................SELECT NORMAL
5. Compare indicated altitude to GPS altitude on MFD AUX-GPS STATUS page to aid in
determining which primary system is most accurate.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 53 of 141
NOTE
When comparing indicated altitude to GPS altitude, deviations from standard temperature or
pressure can cause indicated altitude to deviate from GPS altitude. These errors are largest at
high altitude. Below 10,000 feet with the correct local altimeter setting set, GPS altitude will
usually be within 600 feet or better of the correct indicated altitude. Use the following guidelines
to help estimate correct altitude from non-standard conditions:

Temperatures WARMER than standard can cause GPS altitude to read HIGHER than indicated
altitude.

Pressures LOWER than standard can cause GPS altitude to read HIGHER than indicated
altitude.
If Able to Identify Accurate Altitude Source:
6. Autopilot ALT Mode.................................................................................................... DISENGAGED
7. Use SENSOR softkey to select most accurate ADC on both PFD’s
8. Confirm
or
annunciators are displayed on both PFDs
9. Autopilot ALT Mode...................................................................................... ENGAGE AS DESIRED
If Unable to Identify Accurate Altitude Source:
6. Avoid IFR conditions if possible; consider diversion to visual conditions and LAND AS SOON AS
PRACTICAL.
7. Maintain altitudes based on LOWEST indicated altitude.
8. ATC – Advise of inability to verify correct altitude
9. If unable to descend into visual conditions, plan an ILS, LPV, or RNAV (GPS) LNAV/VNAV
approach with course intercept well outside the Final Approach Fix (FAF).
10. Once glideslope or glidepath is captured, determine most accurate altitude source when crossing
FAF.
11. Reference ILS Decision Altitude or GPS based approach Minimum Descent Altitude to most
accurate altimeter based on FAF crossing.
WARNING
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.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 54 of 141
190-00682-02 Rev. H
FAA APPROVED
AIRSPEED MISCOMPARE
This message is displayed when the G1000 detects a difference of 7 KIAS or greater between the
pilot’s and copilot’s airspeed indicators (10 KIAS difference during takeoff or landing roll). Refer to
the G1000 Cockpit Reference Guide for additional information.
1. Pilot’s and Copilot’s Airspeed ..................................... COMPARE with Standby Airspeed Indicator.
WARNING
THE STANDBY AIRSPEED INDICATOR USES THE SAME PITOT-STATIC SOURCES AS THE
COPILOT’S SIDE AIR DATA COMPUTER (ADC2). DO NOT USE STANDBY AIRSPEED
INDICATOR OR STANDBY ALTIMETER AS SOLE SOURCE IN DETERMINING CORRECT AIR
DATA INFORMATION.
If Pilot and Standby Airspeed Indicator Agree (Copilot Airspeed Differs):
2. SENSOR Softkey (Copilot’s PFD) ......................................................................................... PRESS
3. ADC1 Softkey......................................................................................................................... PRESS
4. PFD Displays .......................... CONFIRM
annunciator is displayed on both PFDs.
If Copilot and Standby Airspeed Indicator Agree (Pilot Airspeed Differs):
2. Pilot and Copilot ALTITUDE .................................................................................................... NOTE
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 SENSOR 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.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 55 of 141
PITCH MISCOMPARE
This message is displayed in the upper right corner of the PFD when the G1000 detects a difference
between the pilot’s and copilot’s pitch attitude of more than 5 degrees. Refer to GARMIN G1000
Cockpit Reference Guide for additional information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.
ROLL MISCOMPARE
This message is displayed in the upper right corner of the PFD when the G1000 detects a difference
between the pilot’s and copilot’s roll attitude of more than 6 degrees. Refer to the GARMIN G1000
Cockpit Reference Guide for additional information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.
HEADING MISCOMPARE
This message is displayed when the G1000 detects a difference between the pilot’s and copilot’s
heading information (displayed in the upper right of the PFD). Refer to GARMIN G1000 Cockpit
Reference Guide 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 SENSOR 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, air conditioner, and electric heat.
These items must be turned OFF prior to referencing magnetic compass heading, and then
may be reselected ON. 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 descend to a warmer altitude if terrain, fuel, and
endurance permit.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 56 of 141
190-00682-02 Rev. H
FAA APPROVED
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, then HDG MODE Softkeys on PFD .............................................................................. PRESS
3. DG FREE Softkey .................................................................................................................. PRESS
4. Verify the heading display is shown in cyan.
5. Use the “HDG –“ and “HDG +” softkeys to correct heading as required.
6. 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, then HDG MODE Softkeys on PFD .............................................................................. PRESS
3. DG SLAVE Softkey ................................................................................................................ PRESS
4. Verify the heading display is shown in white.
5. Autopilot ........................................................................... RE-SELECT DESIRED LATERAL MODE
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 a composite display of 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 can 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’s 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
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 57 of 141
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’s Inset Map window.
Navigate using the course pointer and CDI on the PFDs.
b.
For instrument approach procedures, obtain altitude information from ATC using either COM
radio.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 58 of 141
190-00682-02 Rev. H
FAA APPROVED
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI)
LOSS OF GPS/SBAS NAVIGATION DATA
When both GPS/SBAS receivers are inoperative or GPS navigation information is not available or
invalid, the G1000 system will enter one of two modes: Dead Reckoning mode (DR) or Loss Of
Integrity mode (LOI). The mode is indicated on the HSI by an amber “DR” or “LOI”. Which mode is
active depends on the distance from the destination airport in the active flight plan.
If the LOI annunciation is displayed, revert to an alternate means of navigation appropriate to the
route and phase of flight or periodically cross-check the GPS guidance to other, approved means
of navigation.
In Dead Reckoning mode, the MAP – NAVIGATION MAP will continue to be displayed with a
ghosted aircraft icon in the center and an amber ‘DR’ overwriting the icon. Aircraft position will be
based upon the last valid GPS position, then estimated by Dead Reckoning methods. Changes in
true airspeed, altitude, or winds aloft can affect the estimated position substantially. Dead
Reckoning is only available in Enroute mode; Terminal and Approach modes do not support DR.
Course deviation information will be displayed as an amber CDI on both PFDs and will remain for
up to 20 minutes after GPS position data has been lost. The autopilot and/or flight director may
be coupled in GPS mode while the system is in Dead Reckoning mode. Refer to the G1000
Cockpit Reference Guide for further information. Revert to an alternate means of navigation
appropriate to the route and phase of flight.
If Alternate Navigation Sources (ILS, LOC, VOR, DME, ADF) Are Available:
1. Navigation ................................................................................... USE ALTERNATE SOURCES
If No Alternate Navigation Sources Are Available:
DEAD RECKONING (DR) MODE - ACTIVE WHEN THE AIRPLANE IS GREATER THAN 30 NM
FROM THE DESTINATION AIRPORT.
1. Navigation - Use the airplane symbol and magenta course line on the map display.
NOTE

ALL INFORMATION NORMALLY DERIVED FROM GPS TURNS AMBER. ALL OF THIS
INFORMATION WILL BECOME LESS ACCURATE OVER TIME.

TAWS IS INOPERATIVE

DR mode uses heading, true airspeed, last known wind data, and the last known GPS position
to estimate the airplane’s current position. DR information will be available for a maximum of
20 minutes.

MAP – TRAFFIC MAP display is not dependent on GPS information. The position of displayed
traffic relative to the airplane symbol on the map is still accurate.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 59 of 141
LOSS OF INTEGRITY (LOI) MODE - ACTIVE WHEN THE AIRPLANE IS WITHIN 30NM OF THE
DESTINATION OR DEPARTURE AIRPORT (AS CALCULATED FROM THE PREVIOUS GPS OR
DR POSITION).
1. Navigation - Fly towards known visual conditions. Use ATC or other information sources as
possible.
NOTE

All information derived from GPS or DR will be removed from the displays

TAWS IS INOPERATIVE.

The airplane symbol is removed from all maps. The map will remain centered at the last known
position. “NO GPS POSITION” will be annunciated in the center of the map.

MAP – TRAFFIC MAP display is not dependent on GPS information.
displayed traffic relative to the airplane symbol on the map is still accurate.
The position of
GPS APPROACH ALARM LIMITS EXCEEDED
During a GPS LPV, LNAV/VNAV, or LNAV+V approach, if the Horizontal or Vertical alarm limits
are exceeded, the G1000 System will downgrade the approach. This will be annunciated in the
ALERTS window and by an annunciation change on the HSI from LPV, L/VNAV, or LNAV+V to
LNAV. GPS glide path vertical guidance will be removed from the PFD. The approach may be
continued using the LNAV only minimums.
During any GPS approach in which both precision and non-precision alarm limits are exceeded,
the G1000 System will flag the lateral guidance and display a system message “ABORT
APPROACH loss of navigation”. Immediately upon viewing the message, the unit will revert to
Terminal navigation mode alarm limits. If the position integrity is within these limits lateral
guidance will be restored and the GPS may be used to execute the missed approach, otherwise
alternate means of navigation must be utilized.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 60 of 141
190-00682-02 Rev. H
FAA APPROVED
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH
In some rare instances, the actual course and/or frequency for an ILS localizer may not match the
course or frequency stored in the G1000 database. This occurs most often when an ILS course or
frequency change is made by the FAA in between navigation database update cycles. Manual course
or frequency changes can be made to override the auto-loaded values in the G1000 database
whenever an ILS approach is loaded into the G1000 via the FMS. ADVISORY messages will post in
the ALERTS window on the PFDs prompting the pilot verify course and/or frequency information.
Use the latest published instrument approach procedure information to verify all course and
frequency information.
While flying ILS approaches with manually overridden course or frequency information:

If SVS Pathways are turned on for display, they must be turned off prior to turning
inbound onto the final approach course to prevent possible confusion. This is because
the pathway display is also dependent on accurate database information to display
proper guidance.
If SVS Pathways are Displayed While Flying a Manually Overridden Frequency or Course on an ILS
Approach:
Prior to Turning Inbound on the Final Approach Course:
1. PFD Softkey on PFD1 and/or PFD2 .................................................................................... PRESS
2. SYN VIS Softkey .................................................................................................................... PRESS
3. PATHWAY Softkey ...................................................... PRESS TO REMOVE PATHWAY DISPLAY
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES
(VDI NO COMP on PFD) - For airplanes with System Software 0636.06 or later
Airplanes that have system software 0636.06 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 “VDI NO COMP” annunciation posts in black text on a white background in the upper
right corner of the non-affected side PFD.

The non affected side PFD will continue to display the VDI.
transferred and coupled to this VDI if necessary.
190-00682-02 Rev. H
FAA APPROVED
The autopilot may be
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 61 of 141
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 the LNAV minimum.
If VDI NO COMP Annunciation is Observed and AFCS is Coupled to the Affected (Failed) Side:
1. XFR Button on GMC 710 ....................................................................................................... PRESS
2. APR Mode ............................................................................................... RE-SELECT AS DESIRED
If Both Air Date Temperature Inputs Have Failed:
1. AFCS Vertical Mode................................................................................ RE-SELECT AS DESIRED
2. Continue the approach using the LNAV only minimum.
VDI MISCOMPARE ON BARO VNAV APPROACHES
(VDI MISCOMP on PFD) - For airplanes with System Software 0636.06 or later
If a difference in temperature compensated altitudes from the two air data computers of more than 50
feet is detected, an amber VDI MISCOMP annunciation will be displayed on both PFDs.
If a VDI MISCOMP Annunciation is Observed on the PFDs:
1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the
correct barometric altimeter setting
If a VDI MISCOMP 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 VDI MISCOMP Annunciation Persists and Unable to Determine Accurate VDI:
2. Do not use the VDI for vertical guidance information.
only minimum.
Approach may be continued to the LNAV
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.
failures of the tuning system will automatically tune 121.5 without pilot action.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 62 of 141
Certain
190-00682-02 Rev. H
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 and Attitude ....................................................... MONITOR using standby indicators
2. Land as soon as practical
If One Side Only:
1. Autopilot ALT Mode ............................................................................................. DISENGAGED
2. Affected PFD SENSOR 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 ADC 2” annunciated on both PFDs.
5. Autopilot ALT Mode ........................................................................... RESELECT AS DESIRED
FAILED ATTITUDE AND/OR HEADING
(ATTITUDE FAIL AND/OR RED "X" OVER HEADING DISPLAY ON PFD)
This indicates a loss of pitch, roll, and/or heading information from AHRS. Refer to GARMIN G1000
Cockpit Reference Guide and Pilot’s Guide for additional information. Interference from GPS
repeaters operating inside nearby hangars or magnetic anomalies caused by nearby structures can
cause an intermittent loss of attitude and heading displays while the aircraft is on the ground. This
is usually accompanied by a BOTH ON GPS 1, BOTH ON GPS 2, or LOI annunciation. Moving
the aircraft more than 100 yards away from the source of the interference should alleviate the
condition.
Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. As soon as the aircraft acquires a valid GPS
position, attitude and heading should return to normal.
WARNING
DO NOT TAKE OFF WITHOUT VALID, NORMAL ATTITUDE AND HEADING DISPLAYS
In Flight, If Both Sides:
1. Attitude .......................................................................... MONITOR using standby attitude indicator.
2. WSHLD ANTI-ICE Switches (Pilot and Copilot) ......................................................................... OFF
190-00682-02 Rev. H
FAA APPROVED
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Page 63 of 141
NOTE
The magnetic compass is erratic when either windshield anti-ice, air conditioner, or electric
heat is on. 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
6. Land as soon as practical
NOTE

The autopilot will disconnect and will not re-engage.

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, air conditioner, and electric heat.
These items must be turned OFF prior to referencing magnetic compass heading. Leave
these items OFF when maneuvering the aircraft by reference to the magnetic compass.
In Flight, If One Side Only:
1. Standby Attitude Gyro ....................................................................................................... MONITOR
2. Affected PFD SENSOR softkey ............................................................................................. PRESS
3. AHRS softkey ..........................................................................PRESS Opposite Side AHRS softkey
4. 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.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 64 of 141
ESP (if installed) will be inoperative.
190-00682-02 Rev. H
FAA APPROVED
ENGINE INDICATION SYSTEM (EIS) FAILURE
(RED 'X' ON ENGINE DISPLAY)
If All Engine Gauges on One Engine Red ‘X’:
Indicates failure of the GEA for that engine
1. Check ENG INST circuit breaker ................................................................... 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 GARMIN G1000 Cockpit
Reference Guide 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
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 65 of 141
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 GARMIN G1000 Cockpit
Reference Guide and Pilot’s Guide for additional information.
1.
PFD (displaying data from opposite ADC) SENSOR softkey ................................................ PRESS
2.
ADC1 or ADC 2 softkey ..................................................................................SELECT on-side ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD).
3.
PFD Displays ................................................. CONFIRM “BOTH ON ADC 1” or “BOTH ON ADC 2”
message clears on both PFDs.
4.
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 GARMIN
G1000 Cockpit Reference Guide for additional information.
1.
PFD (displaying data from opposite AHRS) SENSOR softkey .............................................. PRESS
2.
AHRS1 or AHRS2 softkey................................................................................ Select on-side AHRS
(AHRS1 for Pilot PFD, AHRS2 for copilot PFD).
3.
PFD Displays ............................................ CONFIRM “BOTH ON AHRS 1” or “BOTH ON AHRS 2”
message clears on both PFDs
4.
If message does not clear, refer to Abnormal Procedures - FAILED ATTITUDE AND/OR
HEADING.
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 WAAS satellite coverage in which case the non-selected GPS is still available in the
event the active GPS fails. Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.
1.
GPS/SBAS Status ................................................................................................................. CHECK
a. Select AUX - GPS STATUS page on MFD
b. Select GPS1 then GPS2 softkeys and verify sufficient satellite reception.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 66 of 141
190-00682-02 Rev. H
FAA APPROVED
USING ADC1 or ADC2
or XSIDE ADC
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 GARMIN G1000 Cockpit Reference Guide for additional information.
1.
PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS
2.
PILOT’S PFD ADC1 Softkey .................................................................................................. PRESS
3.
PFD Displays .............................. CONFIRM “BOTH ON ADC1” message displayed on both PFDs
4.
COPILOT’S PFD SENSOR Softkey....................................................................................... PRESS
5.
COPILOT’S PFD ADC2 Softkey ............................................................................................ PRESS
6.
PFD Displays ................................... CONFIRM “BOTH ON ADC 1” message clears on both PFDs
USING AHRS1 or AHRS2
or XSIDE AHRS
This message is displayed on both PFDs and indicates that both PFDs are displaying data from
the opposite side Attitude Heading Reference System. Normally the pilot’s side displays AHRS 1
and the copilot’s side displays AHRS 2. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information.
1.
PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS
2.
PILOT’S PFD AHRS1 Softkey ............................................................................................... PRESS
3.
PFD Displays ............................ CONFIRM “BOTH ON AHRS1” message displayed on both PFDs
4.
COPILOT’S PFD SENSOR Softkey....................................................................................... PRESS
5.
COPILOT’S PFD AHRS2 Softkey .......................................................................................... PRESS
6.
PFD Displays ................................. CONFIRM “BOTH ON AHRS 1” message clears on both PFDs
SYNTHETIC VISION
If SVS displays information inconsistent with G1000 primary flight instrumentation:
On the PFD:
1.
PFD softkey ......................................................................................................................... PRESS
2.
SYN VIS softkey.................................................................................................................. PRESS
3.
SYN TERR key ................................................................................................................... PRESS
4.
SVS is removed from both PFD displays ........................................................................... VERIFY
Use G1000 primary displays for navigation and aircraft control.
If G1000 operation in display backup mode is required:
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 67 of 141
Select display backup mode on the G1000 system. When display backup mode is selected, the
MFD will initially present a non-SVS (blue sky over solid brown ground) display. SVS will be
presented on the backup display within 20 seconds if it was enabled on the PFD when display backup
was selected.
TAWS ABNORMAL PROCEDURES
TAWS CAUTION
When a TAWS 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.
TAWS INHIBIT
The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA) functions
may be inhibited to stop alerting for acceptable flight conditions. Refer to GARMIN G1000 Cockpit
Reference Guide for additional information.
To Inhibit TAWS:
1.
Display the MAP – TAWS page
2.
INHIBIT Softkey ..................................................................................................................... PRESS
3.
Verify a
MFD.
annunciation displays on both PFDs and in the lower right corner of the
To Enable TAWS If Inhibited:
1.
Display the MAP – TAWS page
2.
ENABLE Softkey .................................................................................................................... PRESS
3.
Verify the
annunciations displays are removed both PFDs and the MFD.
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.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 68 of 141
190-00682-02 Rev. H
FAA APPROVED
Section 4 - Normal Procedures
Table of Contents
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 71
BEFORE STARTING .................................................................................................... 71
BEFORE TAXI .............................................................................................................. 71
TAXI .............................................................................................................................. 72
BEFORE TAKEOFF (RUN-UP) .................................................................................... 73
BEFORE TAKEOFF (FINAL ITEMS)............................................................................ 74
ON TAKEOFF ROLL .................................................................................................... 74
CLIMB, CRUISE, AND DESCENT................................................................................ 74
ICING CONDITIONS ..................................................................................................... 74
SHUTDOWN AND SECURING .................................................................................... 75
OTHER PROCEDURES ............................................................................................... 75
AUTOPILOT OPERATION ........................................................................................... 75
VERTICAL MODES ................................................................................................................................ 76
VERTICAL SPEED (VS) MODE: ......................................................................................................... 76
FLIGHT LEVEL CHANGE (FLC) MODE: ............................................................................................ 76
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE: ...................................................................... 76
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV) ........................................................ 76
LATERAL MODES.................................................................................................................................. 78
NAVIGATION (VOR)............................................................................................................................ 78
NAVIGATION (GPS DIRECT TO) ....................................................................................................... 78
NAVIGATION (GPS OBS MODE) ....................................................................................................... 78
APPROACHES ....................................................................................................................................... 79
ILS ........................................................................................................................................................ 79
ILS GLIDE SLOPE INOPERATIVE ..................................................................................................... 80
RNAV (GPS) or RNAV (GNSS) - (LPV or LNAV/VNAV) ..................................................................... 82
RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V) ................................................................... 83
VOR APPROACH ................................................................................................................................ 84
BACK COURSE (BC) .......................................................................................................................... 86
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 69 of 141
GO AROUND (GA) ................................................................................................................................. 87
AUTOPILOT COUPLED GO AROUND (GA)
(ESP Equipped Airplanes Only) ............................... 88
SYNTHETIC VISION ............................................................................................................................... 90
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 70 of 141
190-00682-02 Rev. H
FAA APPROVED
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES
To obtain an ATC clearance before starting the engines:
1.
BAT Switch (Master Switch) ......................................................................................................... ON
2.
Avionics Master Pwr Switch .......................................................................................................... ON
Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then:
3.
Avionics Master Pwr Switch ........................................................................................................ OFF
4.
BAT Switch (Master Switch) ....................................................................................................... OFF
BEFORE STARTING
These procedures should be conducted after completing the airplane’s AFM BEFORE ENGINE
STARTING checklist items.
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
database information and activate the selected pilot profile.
5.
AUX –Weight Planning....................................................................................... INPUT LOAD DATA
BEFORE TAXI
These procedures should be conducted during the airplane’s AFM BEFORE TAXI checklist items,
after the Avionics Master has been turned ON.
NOTE
Autopilot preflight test will not begin until both AHRS have aligned. Autopilot Pre-Flight test begins
when the white PFT message is displayed on each PFD. Autopilot Pre-Flight test has successfully
completed when the white PFT message extinguishes and the autopilot disconnect tone sounds.
CAUTION
A red PFT or AFCS annunciator indicates a malfunction within the autopilot system. The autopilot,
yaw damper, and electric elevator trim will be inoperative.
1.
Automatic Autopilot Preflight Test .................................................................................. COMPLETE
a. Red AFCS Annunciator................................................... ILLUMINATED WHILE AHRS ALIGNS
b. Red AFCS Annunciator.......................... EXTINGUISHES When Autopilot Preflight Test Begins
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 71 of 141
c.
White PFT Annunciator ..................................................................ILLUMINATED (~ 5 Seconds)
d. White PFT Annunciator ........................................ EXTINGUISHES when preflight test complete
e. Autopilot Disconnect Tone ............................................................................................. SOUNDS
2.
Standby Attitude Indicator ..................................................................................................... CHECK
a. PULL TO CAGE Knob ............................................................... PULL KNOB TO ERECT GYRO
b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE
c.
3.
PFD1, PFD2, and Standby Attitude Indicator .......................... COMPARE and CROSS CHECK
Altimeters ................................................................................................. SET and CROSS CHECK
PFD 1, PFD 2, Standby Altimeter
If barometric pressure settings on the PFD1 and PFD2 altimeters differ by than 0.01 in-Hg (1 HPa)
or more, the baro display on both PFDs will be amber.
TAXI
The following procedure should be accomplished while the aircraft is taxiing and prior to conducting
the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist.
NOTE
Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. Interference from GPS repeaters or magnetic
anomalies can cause an intermittent loss of attitude and heading displays while the aircraft in on
the ground.
1.
Flight Instruments .................................................................................................................. CHECK
a. Compare attitude displayed by PFD1, PFD2, and Standby Attitude Indicator
b. Compare altitude displayed by PFD1, PFD2, and Standby Altimeter
c. Verify the correct barometric pressure is set in the PFD1, PFD2, and Standby Altimeters
d. Compare heading displayed by PFD1, PFD2, and Magnetic Compass
NOTE
The standby compass is erratic when windshield anti-ice, air conditioner, or electric heat is ON.
Windshield anti-ice, air conditioner, and electric heat must be OFF for heading verification check.
e. Verify turn rate and slip indicator display appropriately.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 72 of 141
190-00682-02 Rev. H
FAA APPROVED
BEFORE TAKEOFF (RUN-UP)
These procedures supersede the same procedures in the airplane’s AFM BEFORE TAKEOFF
(RUNUP) checklist.
1.
Autopilot ............................................................................................................ CHECK, THEN OFF
a. PUSH the AP Button on the Mode Control Panel .............................. VERIFY Autopilot Engages
b. Verify ROL / AP YD / PIT annunciated in green on the PFDs
c.
Control Wheel PULL FULL AFT ..........................................VERIFY Elevator Tab Wheel moves
in the DN direction
d. Control Wheel, PUSH FULL FORWARD.............................VERIFY Elevator Tab Wheel moves
in the UP direction
e. Pilot’s Control Wheel, AP/YD DISC / TRIM INTRPT Button, PRESS ............................. VERIFY
Autopilot Disconnects
f.

Autopilot Disconnect Tone Sounds

Amber AP and YD flashes for 5 seconds and then extinguishes

Servos disengaged
PUSH the AP Button on the Mode Control Panel .............................. VERIFY Autopilot Engages
g. Copilot’s Control Wheel, AP/YD DISC / TRIM INTRPT Button, PRESS ......................... VERIFY
Autopilot Disconnects
h. Manually Operate Elevator Tab Wheel .......................VERIFY Pitch Trim Servo is Not Engaged
2.
Electric Elevator Trim Control ............................................................................................... 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)
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 73 of 141

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
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
BEFORE TAKEOFF (FINAL ITEMS)
These procedures should be conducted after completing the airplane’s AFM BEFORE TAKEOFF
(FINAL ITEMS) checklist.
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
ON TAKEOFF ROLL
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
CLIMB, CRUISE, AND DESCENT
Disengage autopilot and yaw damper and retrim the airplane in roll and yaw following a power
change, change in airspeed, or if a slight wing rocking 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.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 74 of 141
190-00682-02 Rev. H
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.
1.
Standby Battery Switch .................................................................................................. PRESS OFF
a. Standby Battery Switch ...................................................... [ARMED] and [ON] EXTINGUISHED
b. Standby attitude fail flag displayed after BAT – MASTER SWITCH is OFF
c.
Standby altimeter vibrator should not be heard (BAT – MASTER SWITCH OFF)
OTHER PROCEDURES
Transponder
With system software version 0636.06 or later, the GTX 33 or 33D transponder ADS-B OUT 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.
System software 0636.06 and GTX 33 or 33D:
To place the transponder in ADS-B OUT Mode, ensure the ADS-B TX softkey is selected ON
(highlighted) in the PFD XPDR menu.
System software 0636.07 or later and GTX 33 or 33D:
The ADS-B OUT system is operational when the active transponder is in the ON or ALT modes.
Select these modes in the PFD XPDR menu.
While on ground in ON or ALT modes, ON or ALT is annunciated in white. This indicates that
ADS-B OUT is functioning, but the transponder Mode A or Mode C is NOT functioning. In air,
ON or ALT is annunciated in green. This indicates that ADS-B OUT is functioning, and Mode
A or Mode C is also functioning. The transition from white to green or green to white
annunciations happens automatically on take-off and landing.
AUTOPILOT OPERATION
Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active
autopilot/flight director modes.
Annunciations displayed in white indicate armed
autopilot/flight director modes. Normal mode transitions will flash inverse video green/black
for 10 seconds before becoming steady green. Abnormal mode transitions will flash amber
for 10 seconds before the default mode is annunciated as the active mode.
Default autopilot/flight director modes are Pitch (PIT) and Roll (ROL) modes.
The XFR button on the mode control panel selects the navigation, attitude, and air data inputs
the autopilot / flight director uses. Pressing the XFR button transfers these selections to the
opposite side and causes the autopilot / flight director to drop selected lateral and vertical
modes and engage the default PIT and ROL modes. The pilot must re-select the desired
modes.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 75 of 141
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 220 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, the aircraft will overshoot the reference altitude and then return
to it. The amount of overshoot will depend on the vertical speed when the ALT button is
pressed.
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV)
VNAV Descent
Vertical navigation will only function when the navigation source is GPS navigation. VNAV will
not function if the navigation source is VOR, Localizer, or ADF. The airplane’s heading must
be within 75° of the desired GPS course and within 10 NM cross track error in order of VNAV
to function.
VNAV functions only for enroute and terminal descents. Vertical navigation is not available
during climbs or descents between the final approach fix (FAF) and the missed approach point
(MAP). Refer to the G1000 Cockpit Reference Guide and Pilot’s Guide for additional
information.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 76 of 141
190-00682-02 Rev. H
FAA APPROVED
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
D
Softkey (MFD Flight Plan Page) ...................................................................... PRESS
5. Vertical DIRECT TO.................................................................................................... ACTIVATE
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 77 of 141
LATERAL MODES
HEADING MODE (HDG)
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 D button on the PFDs or MFD
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 D button on the PFDs or MFD
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.
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FAA APPROVED
NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the NAV mode and indicate GPS in white on the PFD. The pilot must ensure that
the current heading will result in a capture of the selected course. If the CDI is one dot or
less from center, the autopilot will enter the capture mode when the NAV button is pressed
and annunciate GPS in green on the PFD.
APPROACHES
The G1000 is capable of performing many tasks for the pilot to reduce pilot workload during
the approach and landing phases of flight. The G1000 system references the Flight Plan
to predict the pilot’s intended actions. Time permitting, the pilot should keep the Flight
Plan updated with the destination airport and the instrument approach to be flown. This
will keep the G1000 from performing tasks associated with the approach procedures
entered in the flight plan if the approach plan changes.
ILS
1. Load the approach into the Active Flight Plan .................................... VERIFY the G1000 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 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 ..........................................................VERIFY CDI automatically changes to LOC
Course pointer slews to the front course
d. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed
IF Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D
) 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
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FAA APPROVED
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Page 79 of 141
NOTE
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. 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 110 KIAS OR GREATER (Recommended)
6. VERIFY ........................................ Airplane Captures and Tracks LOC, captures and tracks 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 Missed Approach Procedure
ILS GLIDE SLOPE INOPERATIVE
1. Load the approach into the Active Flight Plan ..................................... VERIFY the G1000 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 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 ..........................................................VERIFY CDI automatically changes to LOC
Course pointer slews to the front course
d. 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
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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 ( D
) 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/SBAS navigation to LOC navigation.
d. VERIFY ................................................................. Course pointer slews to the front course
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 110 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 recommend to descend at 1000 ft/min or less. Descending at a higher rate or reaching
MDA too far before the Visual Descent Point (VDP) could cause TAWS alerts. If a TAWS
WARNING is issued, immediately follow the TAWS WARNING procedure in the
EMERGENCY PROCEDURES Section of this AFMS.
7. After Leveling at MDA ................................. SET Missed Approach Altitude In Altitude Preselect
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FAA APPROVED
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Page 81 of 141
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. 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 ( D
) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Control Panel .............................. PRESS APR, Verify GPS mode active, GP armed
d. VERIFY ................................................................. Course pointer slews to the front course
4. Established inbound on Final Approach Course
a.
b.
c.
d.
e.
VERIFY ................................................ Course Pointer is set to the final approach course
VERIFY ............................................................ LPV or L/VNAV is annunciated on the HSI
VERIFY ............................................................................................ GP Indicator Displays
VERIFY ............................................................................... SUSP is not displayed on HSI
SET ........................................................... Missed Approach Altitude In Altitude Preselect
5. Airspeed ..................................................MAINTAIN 110 KIAS OR GREATER (Recommended)
6. VERIFY ........................... Airplane Captures and Tracks GPS Course, Captures and tracks GP
7. AT Decision Altitude (DA),
c.
A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS
Continue visually for a normal landing
Or
d. GO AROUND button
(on left power lever) .................................... PRESS, Execute Missed Approach Procedure
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190-00682-02 Rev. H
FAA APPROVED
NOTE
If SBAS is unavailable before conducting an LNAV/VNAV approach, the G1000 will revert to
barometric VNAV operation with automatic temperature compensation on the final approach
segment. The barometric VNAV glidepath may be intercepted and flown in the same manner
as an SBAS generated glidepath. Refer to the G1000 Pilot’s Guide, 190-00663-04 Revision
A or later, for additional information on manually applying temperature compensation to other
segments of an approach and approach minima.
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. Mode Controller ..................................................................................... PRESS APR Button
GPS will be the active lateral mode,
GP will ARM if the procedure provides vertical guidance
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 ( D
) 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 vertical guidance
4. Established inbound on Final Approach Course (FAF Active Waypoint)
a.
b.
c.
d.
VERIFY ................................................ Course Pointer is set to the final approach course
VERIFY ........................................................ LNAV+V or LNAV is annunciated on the HSI
VERIFY ...........................................................GP Deviation Scale Displays (if applicable)
SET ................................. Minimum Descent Altitude (MDA) Altitude In Altitude Preselect
5. Airspeed ..................................................MAINTAIN 110 KIAS OR GREATER (Recommended)
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FAA APPROVED
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Page 83 of 141
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 Nonprecision Approaches (NPA) and are flown to an MDA even though vertical
glidepath (GP) information may be provided. Approaches that are annunciated on the HSI as LP
will not have vertical glidepath (GP) information provided.
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 recommend to descend at 1000 ft/min or less. Descending at a higher rate of descent or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS alerts. If a TAWS
WARNING is issued, immediately follow the TAWS WARNING procedure in the EMERGENCY
PROCEDURES Section of this AFMS.
CAUTION
Airplane will not capture ALT if descending in GP mode.
7. Level airplane in ALT mode at MDA ............................... PRESS NAV button 200 ft above MDA
If airplane is descending via GP, GP will extinguish and PIT mode will be active and airplane
will capture MDA.
8. AFTER LEVELING AT MDA ....................... SET Missed Approach Altitude In Altitude Preselect
VOR APPROACH
1. Load the approach into the Active Flight Plan ..................................... VERIFY the G1000 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 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.
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)
e. Mode Control Panel ......................................................... PRESS APR, verify VAPP armed
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190-00682-02 Rev. H
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 ( D
) the IAF
b. HSI CDI ........................................................................................ SELECT GPS nav source
c.
Mode Control Panel .................................................................... PRESS NAV (GPS mode)
d. 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)
e. Course Pointer ................................................................................... Set to inbound course
f.
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 110 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
It is recommend to descend at 1000 ft/min or less. Descending at a higher rate or reaching
MDA too far before the Visual Descent Point (VDP) could cause TAWS alerts. If a TAWS
WARNING is issued, immediately follow the TAWS WARNING procedure in the
EMERGENCY PROCEDURES Section of this AFMS.
7. AFTER LEVELING AT MDA ....................... SET Missed Approach Altitude In Altitude Preselect
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FAA APPROVED
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Page 85 of 141
BACK COURSE (BC)
1. Load the approach into the Active Flight Plan ..................................... VERIFY the G1000 tunes
the proper LOC frequency
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
IF Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .......................................................... PRESS HDG to fly radar vectors
b. PROC button on PFDs or MFD ...................... SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically 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 ( D
) 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
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190-00682-02 Rev. H
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 110 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
It is recommend to descend at 1000 ft/min or less. Descending at a higher rate or reaching
MDA too far before the Visual Descent Point (VDP) could cause TAWS alerts. If a TAWS
WARNING is issued, immediately follow the TAWS 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 may not provide correct guidance until the aircraft 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
NOTE
When the GA button is pressed, the Flight Director command bars will command 8O 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 Enhanced AFCS option is not installed. If
Enhanced AFCS 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.
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FAA APPROVED
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Page 87 of 141
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 can now be loaded into
the flight plan.
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 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
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FAA APPROVED
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. 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.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 89 of 141
SYNTHETIC VISION
Use of Pathways
If Synthetic Terrain is displayed on the PFD, the Pathways may be used to assist the pilot’s awareness of
the programmed lateral and vertical navigation path. The following sections describe the basic use of the
Pathways in various flight segments. For more detailed information, consult the G1000 Pilot’s Guide.
Departure
Prior to departure, load and activate the desired flight plan into the G1000 FMS, set the initial altitude on
the G1000 altitude selector and select GPS on the HSI display just as you would without the SVS system.
The programmed flight path will be displayed as a series of magenta boxes along the path at the flight plan
altitude subject to the following conditions;

If the first segment of the flight plan is a heading to altitude leg, the Pathway will not be displayed
for that segment. The first Pathway segment displayed will be the first GPS course leg.

The Pathway must be within the SVS field of view of 30 degrees left and 35 degrees right. If the
programmed path is outside that field of view, the Pathways will not be visible on the display until
the aircraft has turned toward the course.

The Pathway will be displayed at either the altitude selected on the G1000 selector OR the altitude
published for the procedure (e.g. SID) WHICHEVER IS HIGHER.
After departure, the primary aircraft control must be by reference to the primary aircraft instruments. The
SVS and Pathway displays should be used to aid in awareness of the terrain and programmed flight path.
Prior to intercepting the programmed course, the Pathway will be displayed as a series of magenta “boxes”
with pointers at each corner that point in the direction of the programmed course. The Pathway boxes will
not be displayed on portions of the course line that would lead the pilot to intercept the course in the wrong
direction.
As the aircraft approaches the center of the programmed course and altitude, the number of Pathway boxes
will decrease to a minimum of four.
Enroute
When enroute, the Pathway will be displayed along the lateral path defined by the flight plan, at the altitude
selected on the G1000 altitude selector.
Flight plan changes in altitude that require a climb will be indicated by the Pathway being displayed as a
level path at the altitude entered for the current flight plan leg. Because the G1000 system does not have
information available to it about aircraft performance, climb profiles are not displayed by the Pathway.
If the programmed flight plan includes one or more defined VNAV descent segments, the descent path(s)
will be displayed by the Pathway as prompted by the G1000 FMS.
If the flight plan includes a significant change in course at a waypoint, the Pathway boxes toward the
currently active waypoint will be magenta in color. The boxes defining the next flight plan segment may
be visible, but will be displayed in a white color.
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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 altitude selector. Pathway will be displayed
at least up to the Final Approach Fix on all instrument approach procedures.
For ILS, LNAV/VNAV, LNAV+V and LPV approaches, the Pathway will display the lateral and vertical
descent segments from the glideslope or glidepath intercept altitude, down to the Decision Altitude. For
all other non-precision approaches, Pathway will not display beyond the Final Approach Fix until the missed
approach segment become active.
In all cases, the pilot must still ensure that the aircraft complies with the requirements of the published
instrument approach procedure.
Missed approach
When the missed approach is selected on the G1000 FMS, the Pathway to the Missed Approach Holding
Point will be displayed just as described for the departure segment.
The pilot must assure that the aircraft path will, at all times, comply with the requirements of the published
missed approach procedure.
If the initial missed approach leg is heading-to-altitude or a leg defined by other than a GPS course, the
Pathway will not be displayed for that segment.
If the course to the Missed Approach Holding Point is out of the SVS field of view during the initial missed
approach climb, the Pathway will not be visible on the PFD until the aircraft is turned toward the course.
The Pathway will be displayed at the published missed approach altitude OR the altitude set on the G1000
altitude selector WHICHEVER IS HIGHER. If the G1000 altitude selector is set to MDA on the final
approach segment and not reset during the initial missed approach, the Pathway will still be displayed at
the published missed approach altitude.
190-00682-02 Rev. H
FAA APPROVED
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 91 of 141
FAF
ALTITUDE
MAP
Heading
Pathway NOT displayed on heading
and turn segments
MAHP
Missed Approach Pathway Display
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 92 of 141
190-00682-02 Rev. H
FAA APPROVED
Section 5 - Performance
No Change. Refer to basic Aircraft Flight Manual or appropriate supplement.
Section 6 - Weight and Balance
No Change. Refer to basic Aircraft Flight Manual or appropriate supplement
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
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190-00682-02 Rev. H
Section 7 - Systems Description
Table of contents
GENERAL ..................................................................................................................... 96
G1000 INTEGRATED AVIONICS ................................................................................. 96
SYSTEM OVERVIEW ............................................................................................................................. 96
INSTRUMENT PANEL ............................................................................................................................ 96
FLIGHT CONTROLS .................................................................................................. 111
AFCS, AUTOPILOT AND FLIGHT DIRECTOR ................................................................................... 111
ELECTRIC ELEVATOR TRIM .............................................................................................................. 114
ELECTRONIC STABILITY & PROTECTION (ESP) ............................................................................ 115
FLIGHT INSTRUMENTS ............................................................................................ 118
G1000 FLIGHT INSTRUMENTS ........................................................................................................... 118
STANDBY FLIGHT INSTRUMENTS .................................................................................................... 118
ENGINE INSTRUMENTATION ................................................................................... 119
PROPELLER SYNCHROPHASER ...................................................................................................... 120
ELECTRICAL SYSTEM .............................................................................................. 120
INVERTERS .......................................................................................................................................... 120
POWER DISTRIBUTION ...................................................................................................................... 120
STANDBY BATTERY POWER SUPPLY ............................................................................................. 125
LIGHTING SYSTEMS ................................................................................................. 126
COCKPIT .............................................................................................................................................. 126
PITOT AND STATIC SYSTEM ................................................................................... 127
PITOT .................................................................................................................................................... 127
STATIC .................................................................................................................................................. 127
GROUND COMMUNICATIONS .................................................................................. 127
SYNTHETIC VISION ................................................................................................... 128
APPROACH BARO VNAV ......................................................................................... 131
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 95 of 141
GENERAL
This section supplements the Systems Description chapter in the airplanes original Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual. This section will follow the format and layout of the
chapter in the original manual. Only topics changed by the installation of the G1000 integrated avionics
system will be addressed in this supplement.
The G1000 system is an integrated system that presents flight instrumentation, navigation, communication,
weather avoidance, engine instrumentation, and supplemental flight information to the pilot for enhanced
situational awareness through large-format displays. The G1000 also incorporates an automatic flight
control system that includes autopilot and flight director functions. Refer to the Garmin Pilot’s Guide and
Cockpit Reference Guide, P/N 190-00663-04 and 190-00664-04 Rev. A or later FAA approved revision for
detailed descriptions of the Garmin G1000 system including its components, detailed descriptions of
functions, and operating instructions.
G1000 INTEGRATED AVIONICS
SYSTEM OVERVIEW
The main components of the G1000 Integrated Avionics system consists of a series of Line Replaceable
Units (LRU)s. Several of those LRUs are mounted in the cockpit and interface the pilot to the G1000
system. There are two Primary Flight Displays (PFDs) that display primary flight information to the pilot
such as 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 475 MFD controller
mounted in the pedestal between the pilot’s seats.
Communications is interfaced through the PFD’s and two audio panels mounted outside each PFD. Radio
tuning is through the PFDs and audio from the COM radios, NAV radios, ADF, intercom, and XM music is
controlled by the two audio panels.
The G1000 incorporates a fully digital integrated autopilot and flight director. Pilot interface to the AFCS
is through the GMC 710 Autopilot Mode controller mounted in the center of the cockpit just below the
airplane’s glare shield.
In addition to dual Primary Flight Displays, the system incorporates dual Air Data Computers (GDC), Dual
AHRS (GRS), and Dual Integrated Avionics (GIA) units for system redundancy. Each GIA contains a VHF
COM radio, a VHF NAV radio, Glide Slope receiver, Marker Beacon receiver, and a SBAS augmented GPS
receiver.
Finally, the G1000 system includes weather radar and satellite downlinked weather information for weather
avoidance and situational awareness.
INSTRUMENT PANEL
The G1000 Instrument Panel consists of two 10 inch LCD Primary Flight Displays, one 15 inch LCD MultiFunction Display, two audio panels, and autopilot / flight director mode control panel, an MFD controller,
and three 2 ¼ inch standby instruments. The ADF control head has been relocated from the radio stack
location on the instrument panel to the pedestal.
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 96 of 141
190-00682-02 Rev. H
Figure 1 - Instrument Panel
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 97 of 141
Figure 2 - Pilot's Control Wheel
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 98 of 141
190-00682-02 Rev. H
Figure 3 - Copilot's Control Wheel with Trim Switches
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 99 of 141
Figure 4 - Copilot's Control Wheel without Trim Switches
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 100 of 141
190-00682-02 Rev. H
Figure 5 - Overhead Light Control Panel
190-00682-02 Rev. G
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 101 of 141
Figure 6 - Left Side Circuit Breaker Panel (SN LJ-1361, LJ-1363 thru LJ-1846 and LJ1848 thru LJ-1852)
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 102 of 141
190-00682-02 Rev. H
Figure 7 - Left Side Circuit Breaker Panel (Alternate Configuration SN LJ-1361, LJ-1363
thru LJ-1846 and LJ-1848 thru LJ-1852)
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 103 of 141
CLOSED
FIREWALL
SHUTOFF
VALVE
OPEN
5
FIRE
WALL
VALVE
10
BOOST
PUMP
5
TRANS
PUMP
5
CROSS
FEED
5
PRESS
WARN
ENG
INST
SIGNAL
COND
5
TORQUE
5
RIGHT
5
5
5
FUEL SYSTEM
ENGINE INSTRUMENTS
LEFT
5
PRESS
WARN
5
LEFT
5
QTY
IND
5
5
TRANS
PUMP
RIGHT
OIL
PRESSURE
5
5
QTY
IND
10
BOOST
PUMP
5
FIRE
WALL
VALVE
CLOSED
FIREWALL
SHUTOFF
VALVE
OPEN
Figure 8 - Left Side Circuit Breaker Panel (SN LJ-1847, LJ-1853 & After)
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 104 of 141
190-00682-02 Rev. H
BUS
TPL FED
L GEN
R GEN
BAT
CLOSED
FIREWALL
SHUTOFF
VALVE
OPEN
5
FIRE
WALL
VALVE
10
BOOST
PUMP
5
TRANS
PUMP
LEFT
5
QTY
IND
5
PRESS
WARN
FUEL SYSTEM
5
CROSS
FEED
5
PRESS
WARN
5
QTY
IND
RIGHT
5
TRANS
PUMP
10
BOOST
PUMP
5
FIRE
WALL
VALVE
CLOSED
FIREWALL
SHUTOFF
VALVE
OPEN
Figure 9 - Right Side Circuit Breaker Panel (SN LJ-1361, LJ-1363 thru LJ-1846 and LJ1848 thru LJ-1852)
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 105 of 141
Figure 10 - Right Side Circuit Breaker Panel (SN LJ-1063 thru LJ-1360, & LJ-1362 )
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 106 of 141
190-00682-02 Rev. H
Figure 11 - Right Side Circuit Breaker Panel (Alternate Configuration SN LJ-1063 thru
LJ-1360, & LJ-1362)
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 107 of 141
GEN 2
GEN 1
BAT
BAT
GEN 2
GEN 1
BAT
BAT
RIGHT
5
BLEED
AIR
CONTROL
5
LEFT
IND &
CONTROL
MOTOR
RUDDER
5
20
FLAP
5
CONTROL
5
ENVIRONMENTAL
TEMP
PRESS
BOOST
5
WARN
5
STALL
FLIGHT
IND
IND
FLAP
5
ANN
LANDING
GEAR
5
7.5
POWER
5
WARN
WARNING
5
LEFT
STBY
INSTR
5
MFD
RIGHT
5
SYNC
5
PROP
RIGHT
5
10
LIGHTER
5
CIGAR
10
TOILET
FURNISHING
5
ICE
5
FLUOR
5
CABIN
INDIRECT
INSTR
RIGHT
5
RIGHT
RIGHT
FUEL
VENT
5
LEFT
WIPER
10
5
DEICE
5
WEATHER
SURF
WSHLD
RIGHT
5
CHIP
DETR
5
LEFT
RIGHT
5
OIL
PRESS
5
LEFT
15
LDG
15
LEFT
15
TAXI
CONSOLE & CLKS READING
7.5
ANTI
ICE
5
LEFT
RIGHT
5
ENG
INST
SIGNAL
COND
5
5
LEFT
5
LEFT
NO SMK
SUB PNL
OVHD & SIDE PNL FSB &
PFD
7.5
PIL & CP
LIGHTS
RIGHT
7.5
START IGNITOR
CONTROL POWER
7.5
LEFT
ENGINES
5
LEFT
TEST
5
PROP
GOV
FEATHER
5
AUTO
RIGHT
5
7.5
BUS
TIE
7.5
7.5
BUS
TIE
POWER
7.5
BUS
CONTROL
TIE
POWER
7.5
RESET
5
ELECTRICAL
GEN
IND
RIGHT
7.5
FUEL
TORQUE
CONTROL
METER
HEAT
7.5
LEFT
RIGHT
5
FUEL
FLOW
5
LEFT
5
ADC 1
NO 2
5
COMM
NO 1
5
COMM
5
5
5
ADC 1
5
GIA 2
2
ADF
NO 1
2
DME
NO 2
5
AUDIO
NO 1
5
AUDIO
5
GIA 1
SECONDARY POWER
AHRS 1
PFD 1
AUDIO
MASTER
CABIN
5
ADC 2
ALTM
2
RADIO
5
5
5
AHRS 2
LINK
5
DATA
NO 3
25
AVIONICS RADAR
NO 2
25
AVIONICS
NO 1
25
AVIONICS
PRIMARY POWER
5
AHRS 1
5
AVIONICS
5
PFD 2
FAN
1
MFD
RIGHT
1
PFD/GIA
FANS
1
LEFT
5
MFD
5
PFD 1
AVIONICS
5
AUX BAT
15
STBY
1
ALTM
CTL
GIA 1
STBY
1
2
ATT
CTL
MODE
STBY
1
5
SKY
WATCH
SERVOS
5
AFCS
FMS
2
STORM
SCOPE
NO 2
5
XPDR
NO 1
5
XPDR
Figure 12 - Right Side Circuit Breaker Panel (SN LJ-1847, LJ-1853 & After)
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 108 of 141
190-00682-02 Rev. H
BUS
TPL FED
L GEN
R GEN
BAT
ANN
5
IND
LANDING
GEAR
5
IND
7.5
RIGHT
7.5
5
5
LIGHTER
5
CIGAR
10
TOILET
RIGHT
FURNISHING
5
5
PRESS
CONTROL
5
7.5
CABIN
15
TAXI
5
ICE
RIGHT
5
ANTI
ICE
5
LEFT
RIGHT
7.5
RIGHT
5
FUEL
VENT
5
DEICE
5
SURF
WIPER
10
WEATHER
LEFT
WSHLD
ANN
5
AVIONIC
7.5
LEFT
5
LEFT
RIGHT
15
LDG
15
LEFT
RIGHT
5
CHIP
DETR
5
LEFT
RIGHT
5
START IGNITOR
CONTROL POWER
LIGHTS
RIGHT
7.5
FUEL
CNTR
HEAT
7.5
LEFT
DET
5
FIRE
INDIRECT LIGHTS
5
INSTR
BOOST
TEMP
ELECTRICAL
CONTROL GEN
5
5
IND &
CONTROL
MOTOR
RUDDER
5
20
OUTSIDE
AIR
FLAP
BUS TIE
RESET
ENVIRONMENTAL
LEFT
TEMP
BUS
TIE
POWER
7.5
WARN
OIL
PRESS
WARN
5
5
STALL
5
LEFT
FLAP
BUS
BLEED
TIE
AIR
POWER CONTROL
7.5
7.5
IND
7.5
5
FLIGHT
POWER
WARN
WARNING
5
LEFT
5
SUB PNL
OVHD &
RIGHT
5
SIGNAL
COND
5
LEFT
RIGHT
5
INSTR
5
READING
10
NO SMK
COPLT FLT FSB &
SIDE PNL CONSOLE
5
PLT FLT
SYNC
5
PROP
RIGHT
5
TORQUE
OIL
METER PRESS
5
LEFT
ENGINES
1
NO 1
5
NO 2
5
RCDR
MASTER
5
PFD 1
7.5
5
ADC 1
WARN
1
AURAL
5
GIA 2
2
ADF
NO 1
2
DME
NO 2
5
AUDIO
NO 1
5
AUDIO
5
GIA 1
SECONDARY POWER
5
AHRS 1
AUDIO
CABIN
3
5
ADC 2
ALTM
2
RADIO
5
VOICE
5
AHRS 2
LINK
5
DATA
TPL FED
30
AVIONICS
BUS
RADAR
TPL FED
30
AVIONICS
BUS
COMM
TPL FED
25
5
AVIONICS
5
PFD 2
FAN
5
STBY
INSTR
MFD
RIGHT
1
PFD/GIA
FANS
1
LEFT
5
MFD
RIGHT
5
ENG
INST
5
LEFT
TEST
5
MFD
AVIONICS
BUS
COMM
5
ADC 1
PROP
GOV
5
AHRS 1
FEATHER
5
PFD 1
PRIMARY POWER
5
AUTO
AVIONICS
5
GIA 1
CTL
1
AUX BAT
15
STBY
ALTM
1
STBY
2
ATT
CTL
MODE
STBY
1
5
SKY
WATCH
SERVOS
5
AFCS
FMS
3
STORM
SCOPE
NO 2
5
XPDR
NO 1
5
XPDR
Figure 13 - Pedestal
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 109 of 141
Figure 14 - GFC 700 System Interface
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 110 of 141
190-00682-02 Rev. H
FLIGHT CONTROLS
AFCS, AUTOPILOT AND FLIGHT DIRECTOR
The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000 System
avionics architecture. The GFC 700 is a three axis autopilot and flight director system which provides the
pilot with the following features:
Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos. It also provides
servo monitoring and automatic flight control in response to flight director steering commands, AHRS
attitude and rate information, and airspeed.
Flight Director (FD) - Two flight directors, each operating independently within their respective GIA and
referred to as pilot-side and copilot-side. Commands for the selected flight director are displayed on both
PFDs.
The flight director provides:

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.
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.
The following conditions will cause the autopilot to disconnect:

Electrical power failure, including pulling the AFCS SERVOS circuit breaker

Electrical power failure to the GMC 710 Autopilot Mode Controller, including pulling the MODE CTL
circuit breaker

Internal autopilot system failure

Malfunction of either AHRS (two fully functional AHRS are required for the autopilot to function)


Failure of the on-side PFD
Depressing the red A/P Y/D DISC/TRIM INTRPT button on the pilot’s or copilot’s (if installed) control
wheel

Actuating the left section of the manual electric trim split switch, pilot’s and copilot’s control wheel

Pushing the AP button on the autopilot mode controller when the autopilot is engaged

Pushing the GO AROUND button on the left power lever (Non-ESP Equipped Airplanes)

Turning OFF the Avionics Master Power Switch
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 111 of 141
CAUTION
Turning OFF the Avionics Master Power Switch will cause the autopilot to abnormally disconnect and the
yaw damper to disconnect. An abnormal autopilot disconnect is normally annunciated visually by a red
flashing ‘AP’ in the PFD FD mode window and a continuous high-low tone. However, when the Avionics
Master Power Switch is turned OFF, electrical power is removed from the audio panels preventing the
autopilot disconnect tone from being heard.
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 GFC700 Cockpit Reference Guide for
more information.
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
ALT
20° Nose up
15° Nose Down
0 fpm
Reference Change
Increment
0.5°
nnnnn FT
VS nnnn FPM
-4000 to +4000
fpm
100 fpm
FLC nnn KT
90 kt to VMO
1 kt
FLC M 0.nn
Maximum: M 0.46
Minimum: Equiv. of
90 KIAS
M0.01
FLC Key
VNV Key
VPTH
**
ALTV
APR Key
GP
GS
GA
Switch
Reference Range
TO
GA
* ALTS arms automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected
Altitude is to be captured instead of the VNV Target Altitude.
** ALTV arms automatically under VPTH when the VNV Target Altitude is to be captured instead of the
Selected Altitude.
*** ESP equipped aircraft only. LVL mode is entered from an automatic engagement of the autopilot due
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 112 of 141
190-00682-02 Rev. H
to the aircraft remaining outside of the normal flight envelope for approximately 10 seconds.
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
NAV Key
Navigation, LOC Arm/Capture/Track (No
Glideslope)
Backcourse Arm/Capture/Track
LOC
BC Key
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)
VOR
BC
GPS
APR Key
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
30° Left Bank
30° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
TO
Wings Level
GA
Wings Level
* No annunciation appears in the AFCS Status Box. The commandable bank angle range is indicated by a
green band along the Roll Scale of the Attitude Indicator.
** ESP equipped aircraft only. LVL mode is entered from an automatic engagement of the autopilot due
to the aircraft remaining outside of the normal flight envelope for approximately 10 seconds.
The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or
Approach modes. The autopilot guides the aircraft back to the Selected Heading/Course upon release of
the CWS Button.
The autopilot may be engaged within the following ranges:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded while the autopilot is engaged, the autopilot will disconnect.
Engaging the autopilot outside of its command limits, but within its engagement limits, will cause the
autopilot to return the aircraft within command limits. The autopilot is capable of commanding the aircraft
in the following ranges:
Pitch 20° nose up to 15° nose down
Roll ±25°, or ±30° while using a GPS lateral mode
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 113 of 141
The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the
following range:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD, the
flight director will be removed (decluttered) from the display until the aircraft is within display limits.
ELECTRIC ELEVATOR TRIM
The electric elevator trim is standard with the G1000 system installation. The electric elevator trim can be
operated manually by the pilot using the pitch trim switches on the control wheel, or, automatically by the
autopilot. Electric Elevator trim switches are optional on the copilot’s control wheel. If pitch trim switches
are installed on the copilot’s control wheel, the pilot’s pitch trim inputs override those made by the copilot
The ON/OFF toggle switch on the pedestal has been removed. Electric elevator trim will function if the
AFCS 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 15 - Electric Trim Switches, Pilot's
Control Wheel
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 114 of 141
190-00682-02 Rev. H
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
aircraft’s normal pitch, roll and airspeed envelopes.
Electronic Stability and Protection is invoked when the pilot allows the airplane to exceed one or more
conditions beyond normal flight defined below:

Pitch attitude beyond normal flight (+17°, -15°)

Roll attitude beyond normal flight (45°)

High airspeed beyond normal flight (Above VMO+3 KIAS or .47M)
The conditions that are required for ESP to be available are:

Pitch and Roll servos available

Autopilot not engaged

The Global Positioning System (GPS) altitude above ground (based on TAWS terrain data base)
is more than 200 feet

Aircraft is within the autopilot engagement envelope (+/-50° in pitch and +/-75° in roll)
Protection for excessive pitch, roll, and high airspeed is provided when the limit thresholds are first
exceeded, which engages the appropriate servo in ESP mode at a nominal torque level to bring the
airplane back within the normal flight envelope. If the airplane deviates further from the normal flight
envelope, the servo torque will increase until the maximum torque level is reached in an attempt to return
the aircraft into the normal flight envelope. Once the aircraft returns to within the normal flight envelope,
ESP will deactivate the autopilot servos.
When the normal flight envelope thresholds have been exceeded for more than 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. ESP may also be overridden by simply overpowering
the flight controls. The pilot may also disable ESP by accessing the Multi-Function Display (MFD) AUX –
SYSTEM SETUP 2 page on the MFD and manually disabling ESP. Once the flight has ended and
power is removed from the G1000 system, ESP will default to “Enabled” on the next power-up.
GDU displayed in the examples are to provide position reference for the ESP system symbology.
values indicated are not representative of a condition required to activate ESP.
The

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 aircraft attitude and whether or not ESP is active in roll. When ESP is
inactive (roll attitude within nominal limits) only the engagement limit indications are
displayed in order to reduce clutter on the roll indicator.
engagement limit indications.
190-00682-02 Rev. H
See Figure 16 for an example of the ESP
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 115 of 141
Engagement Limit
Indication at 45°
Figure 16 - Nominal Roll Attitude ESP Engagement
Limit Indications
Once ESP becomes active in roll, the engagement limit indication that was crossed (either left or right) will
move to the lower disengagement limit indication over a period of 1 second. The opposite roll limit
remains at the engagement limit. Figure 17 shows the engagement limit indication just prior to ESP
activation (left image) and just after ESP activation (right image 1 second after ESP activation).
Engagement Limit Indication still at
45° just prior to activation
Lower Disengagement Limit
Indication depicted at 30° after ESP
activation
Figure 17 - Engagement Limit Indications Upon ESP Activation
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 116 of 141
190-00682-02 Rev. H
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 18 for an example of the ESP
roll indication when ESP is active with an extreme positive roll attitude. In this case, the left roll limit is
the engagement limit and the two right roll ESP limits are the lower and upper disengagement limit
indications.
Upper Disengagement
Limit Indication
depicted at 75°.
Figure 18 - Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications
The ESP roll limit indications are not de-cluttered when the aircraft is in an extreme attitude. ESP roll
limit indications are not shown when ESP is not configured for a given installation, ESP is not available as
determined by the active GIA, or the autopilot is engaged.
Autopilot Underspeed Protection
For aircraft that have ESP installed, the AFCS is able to detect and protect against underspeed situations
while the autopilot is engaged.
When the AFCS is engaged in a non-altitude critical mode (LVL, PIT, FLC, VS, VNV) and airspeed falls
below the minimum threshold of 90 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 90 KIAS. An aural “AIRSPEED” alert will sound once when entering non-altitude critical
Underspeed Protection.
If the AFCS is engaged in an altitude critical mode ( ALT, GS, GP and GA) and the aural stall warning is
played for more than 1 second, the AFCS will maintain a wings-level roll attitude and pitch the aircraft
down at ~1kt/sec to maintain an airspeed that will cause the aural stall warning to stop playing, plus 2
KIAS. Also, an aural “AIRSPEED” alert will sound every 5 seconds.
All Underspeed Protection modes are exited automatically when there is enough aircraft performance to
follow the originally selected flight director mode and reference.
Coupled Go-Around
ESP equipped aircraft are capable of flying fully coupled go-around maneuvers. Pressing the GA button
on the left power lever will not disengage the autopilot. Instead, the AP will attempt to capture and track
the flight director command bars. If insufficient aircraft performance is available to follow the commands,
the AFCS will enter altitude-critical Underspeed Protection mode if stall warning occurs. GA mode is the
only ESP-associated mode that can be engaged below 200’ AGL GPS altitude.
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 117 of 141
FLIGHT INSTRUMENTS
G1000 FLIGHT INSTRUMENTS
The flight instruments are an integrated part of the G1000 system. For system descriptions, operating
instructions, and abnormal failure indication refer to the Cockpit Reference Guide.
STANDBY FLIGHT INSTRUMENTS
There are three 2 ¼ inch standby instruments that are located directly to
the right of the pilot’s Primary Flight Display arranged vertically, standby
attitude indicator, standby altimeter, and standby airspeed indicator.
A standby attitude indicator located at the top of the stack is normally
powered by the triple fed buss. In the event of total loss of aircraft
electrical power, there is a standby battery that will power the standby
attitude indicator for at least 30 minutes.
A standby altimeter is the next instrument in the stack. It is a mechanical
instrument that requires no electrical power to operate. Electrical power
is used to power an internal vibrator, used to minimize indicator pointer
sticking, and instrument internal lighting. The vibrator is normally
powered from the triple fed buss. In the event of total loss of normal
aircraft electrical power, the vibrator and internal lighting is 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 the event of a total loss
of aircraft 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.
8 28
7 ALT 3
2992 1013
5
inHg
mb/hPa



AIRSPEED

KNOTS



Figure 19 - Standby Flight
Instruments
Hawker Beechcraft C90A, C90GT and C90GTi King Air
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190-00682-02 Rev. H
ENGINE INSTRUMENTATION
Engine instruments, located in a window on the left side of the MFD, are grouped according to their function.
The G1000 engine gauges are constructed and arranged to emulate the mechanical gauges they replaced.
At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are used to set take-off
power. Climb and cruise power are established with 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 GEA (Engine and Airframe LRU) where the analog
signals are converted to digital signals where the engine parameters are displayed on the MFD. There
are two GEAs, one for each engine. The GEAs operate on 28vdc power supplied by the triple fed bus and
are protected by circuit breakers normally located on the left side circuit breaker panel labeled ENG INST.
Some configurations will have the ENG INST circuit breakers located on the right side circuit breaker panel.
The ITT indicator gives a reading of engine gas temperature between the compressor turbine and the power
turbines. A digital indication combined with the pointer gives a resolution of 1°C.
The torquemeters give an indication in foot-pounds of the torque being applied to the propeller.
indication combined with the pointer gives a resolution of 5 ft-lbs.
The propeller tachometer reads directly in revolutions per minute.
pointer gives a resolution of 10 rpm.
A digital
A digital indication combined with the
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 38,100 rpm or 101.5% N 1. 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.
The oil pressure indicator displays oil pressure (in PSI).
gives oil pressure a resolution of 1 psi.
A digital
A digital indication combined with the pointer
The oil temperature indicator displays oil temperature (in Degrees Celsius).
with the pointer gives oil temperature a resolution of 1°C
A digital indication combined
A propeller synchroscope located above and between the propeller tachometers, gives an indication of
synchronization of the propellers. 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.
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Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 119 of 141
PROPELLER SYNCHROPHASER
A push button ON/OFF switch is located on the instrument panel below the pilot’s PFD that turns
the propeller synchrophaser ON and OFF. To turn the propeller synchrophaser ON, push the
PROP SYNC switch. A green ON annunciator will illuminate when the system is on. To turn
the propeller synchrophaser OFF, push the PROP SYNC switch.
Refer to the Systems Description section in the airplane’s original Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual for a description of the synchrophaser and its operation.
ELECTRICAL SYSTEM
INVERTERS
The two solid-state inverters are not needed with the G1000 system and have been removed.
POWER DISTRIBUTION
There are no changes to the electrical power generation, power feeders, control, or fault protection.
the Avionics power distribution has changed.
Only
AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION
LEFT GENERATOR BUS
(GEN No. 1)
AVIONICS
PFD1/ AVN 1 Cooling Fan
No. 2 Avionics Bus
COM 2
AUDIO 2
XPDR 2
AVIONICS
Avionics Annunciator
RIGHT GENERATOR BUS
(GEN No. 2)
AVIONICS
PFD2 / AVN 2 Cooling Fan
PFD 1 – Secondary Power
AHRS 1 - Secondary Power
ADC 1 - Secondary Power
GIA 1 - Secondary Power
No. 3 Avionics Bus
Data Link
Radio Altimeter (OPT)
ADF
CENTER BUS
RADAR
WX-500 Stormscope (OPT)
DME
Skywatch Traffic (OPT)
AFCS SERVOS
ELECTRICAL
ELECTRICAL
ELECTRICAL
L Gen Bus (Bus Tie & Meter
Indication)
Generator Reset
R Gen Bus (Bus Tie & Meter
Indication)
L Generator Control Panel (1)
R Generator Control Panel (1)
L Generator Field & Sense (1)
R Generator Field & Sense (1)
L Generator Loadmeter (1)
R Generator Loadmeter (1)
ENGINE
ENGINE
L Engine Fuel Control Heater
R Engine Fuel Control Heater
L Chip Detector
R Chip Detector
L Main Anti-ice (Ice Vane)
R Main Anti-ice (Ice Vane)
R Standby Anti-Ice (Ice Vane)
L Standby Anti-Ice (Ice Vane)
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Page 120 of 141
190-00682-02 Rev. H
LEFT GENERATOR BUS
(GEN No. 1)
CENTER BUS
ENVIRONMENTAL
ENVIRONMENTAL
R Bleed Air Control
Air Conditioner Motor
Vent Blower
Normal Heat (Electric)
RIGHT GENERATOR BUS
(GEN No. 2)
Max Heat (Electric)
FLIGHT CONTROL
FLIGHT CONTROL
Flap Indicator and Control
Rudder Boost
Flap Motor
FUEL
FUEL
L Firewall Valve
R Firewall Valve
L Fuel Boost Pump
R Fuel Boost Pump
Crossfeed Valve
Crossfeed Valve
FURNISHINGS
FURNISHINGS
Cigarette Lighter
Refreshment Bar (Optional)
Electric Toilet (Optional)
LIGHTS
LIGHTS
LIGHTS
Rotating Beacon Lights Tail
Taxi Light
Ovrhd, Subpanel &Pedestal Lights
L Landing Light
Icing Light
Recognition Lights (Optional,
Center Bus or Right Gen Bus)
Tail Flood Lights (Optional)
Recognition Lights (Optional,
Center Bus or Right Gen
Bus)
Side Panel Lights
Standby Altimeter Internal
Lighting
R Landing Light
Standby Attitude Indicator
Internal Lighting
Strobe Lights (Optional)
Standby Airspeed Indicator
Internal Lighting
Cabin Reading Lights & Sign
Chime
LANDING GEAR
Landing Gear Motor (1)
PROPELLERS
PROPELLERS
Prop Synchrophaser
Prop Deice
WARNING/ANNUNCIATORS
NO SMOKING & FSB Signs
WEATHER
WEATHER
WEATHER
L Fuel Vent Heat
Pneumatic Surface Deice
R Fuel Vent Heat
Pilot Windshield Anti-ice(1)
Windshield Wiper
Copilot Windshield Anti-ice (1)
Prop Deice
R Pitot Heat
Stall Warning Heat
190-00682-02 Rev. H
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 121 of 141
LEFT GENERATOR BUS
(GEN No. 1)
TRIPLE FED BUS
CENTER BUS
HOT BATTERY BUS
RIGHT GENERATOR BUS
(GEN No. 2)
(1) The circuit breaker in this circuit
is not accessible to the pilot in
flight.
STANDBY BATTERY
AVIONICS
PFD 1 – Primary Power
AHRS 1 – Primary Power
ADC 1 – Primary Power
GIA 1 – Primary Power
MFD – Power
PFD 2 – Power
AHRS 2 – Power
ADC 2 – Power
GIA 2 – Power
MFD Controller
Autopilot Mode Controller
MFD Cooling Fan
STBY Battery Charger
Voice Recorder (OPT)
Aural Warnings (OPT)
Avionics Master Power
Cabin Audio
Avionics No. 1 Bus
COM1
AUDIO 1
XPDR 1
ELECTRICAL
Bus Tie Control
Bus Tie Indicator
ENVIRONMENTAL
Cabin Air Temperature Control
ELECTRICAL
Battery Relay Power
Battery Voltmeter
Cabin Pressure Control
L Bleed Air Control
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 122 of 141
190-00682-02 Rev. H
TRIPLE FED BUS
ENGINE
Autofeather (Optional)
Fire Detector (Optional)
HOT BATTERY BUS
STANDBY BATTERY
ENGINE
L Engine Fire Extinguisher
(Optional)
R Engine Fire Extinguisher
(Optional)
L Igniter Power
L Start Control
L Torque
L Signal Conditioner (VMI)
L Engine Instrument (GEA)
L Fuel Flow
L Oil Pressure
R Igniter Power
R Starter Control
R Torque
R Signal Conditioner (VMI)
R Engine Instrument (GEA)
R Fuel Flow
R Oil Pressure
FLIGHT INSTRUMENTS
Standby Attitude Indicator
Gyro
FLIGHT INSTRUMENTS
Standby Attitude Indicator Gyro
Standby Altimeter Vibrator
FUEL
L Fuel Qty Indicator
Standby Altimeter Vibrator
FUEL
L Fuel Boost Pump
L Fuel Transfer Pump
R Fuel Boost Pump
L Firewall Valve
Fuel Crossfeed Valve
L Boost Pump
R Fuel Qty Indicator
R Fuel Transfer Pump
R Firewall Valve
R Fuel Boost Pump
Fuel Crossfeed Valve
FURNISHINGS
MOD (Stereo - Optional)
LANDING GEAR
Landing Gear Control
LIGHTS
LIGHTS
Cabin Floor Lights
Entrance & Aft Dome Lights
Instruments Indirect Lights
190-00682-02 Rev. H
LIGHTS
Standby Altimeter Internal
Lighting
Standby Attitude Indicator
Internal Lighting
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 123 of 141
TRIPLE FED BUS
HOT BATTERY BUS
Navigation Lights
STANDBY BATTERY
Standby Airspeed Indicator
Internal Lighting
PROPELLERS
Propeller Governor Test
WARNING/ANNUNCIATORS
Annunciator Indicator
Annunciator Power
L Oil Pressure Warning
Landing Gear Position
Indicator
Landing Gear Warning Horn
R Oil Pressure Warning
Stall Warning
L Fuel Pressure Warning
R Fuel Pressure Warning
L Auxiliary Fuel Quantity
Warning
R Auxiliary Fuel Quantity
Warning
WEATHER
L Pitot Heat
Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 124 of 141
190-00682-02 Rev. H
STANDBY BATTERY POWER SUPPLY
The G1000 installation incorporates a 24 vdc, 5 Ah JET model PS-835 Standby Battery
that provides electrical power for the standby attitude gyro, standby altimeter vibrator,
and internal lighting for the three standby instruments 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 popped out. 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
source of electrical power includes the airplane’s battery, or, at least one generator, or
external power.
During normal operations, the standby battery is kept in a fully charged state by its own trickle charger
powered from the triple-fed bus through the STBY AUX BAT circuit breaker located on the right side circuit
breaker panel.
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Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 125 of 141
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, STBY INSTR, MFD, OVHD
PED & SUBPANEL SIDE PANEL CLOCKS, and COPILOT PFD.
PILOT PFD – Controls the brightness of the pilot’s PFD.
STBY INSTR – Controls the brightness of the internal lighting for the standby attitude indicator,
standby altimeter, and standby airspeed indicator.
MFD – Controls the brightness of the Multi-Function Display (MFD).
OVHD PED & - Controls the brightness of the backlighting of the overhead light control panel
SUBPANEL
and internal lighting of the overhead electrical gauges, throttle quadrant
backlighting, internal lighting for pedestal mounted gauges, and the MFD
Controller panel backlighting, and the subpanel backlighting.
SIDE PANEL – Controls the brightness of the backlighting of the right side circuit breaker panel,
the left side circuit breaker panel and the fuel gauge panel.
CLOCKS – Controls the brightness of the clocks mounted in the pilot’s and copilot’s control wheels.
COPILOT PFD – Controls the brightness of the copilot’s PFD.
Separate rheostat switches individually control the instrument indirect lights in the glareshield and overhead
map lights.
An INSTRUMENT EMERG LIGHTS switch is located on the right side of the overhead electrical gauge
panel. This switch turns on indirect lights under the glareshield. These lights are separate from the
Instrument Indirect lights. The brightness of the Emergency Lights is not controllable. These lights are
powered from the Hot Battery bus.
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Page 126 of 141
190-00682-02 Rev. H
PITOT AND STATIC SYSTEM
PITOT
The pitot heads are the sources of impact air for the operation of the flight instruments.
A heated pitot mast is located on each side of the lower portion of the nose. Tubing from the left pitot mast
is connected to the pilot’s Air Data Computer (ADC1), and tubing from the right pitot mast is connected to
the copilot’s Air Data Computer (ADC2) and the standby airspeed indicator. The switch for the PITOT –
LEFT – RIGHT – OFF is located in the ICE PROTECTION group on the pilot’s right subpanel.
STATIC
The normal static system has two separate sources of static air, one source is connected to the pilot’s Air
Data Computer (ADC1), and the other source is connected to the copilot’s Air Data Computer (ADC2) and
the standby instruments. Each of the normal static air lines opens to the atmosphere through two static
air ports; one on each side of the aft fuselage; four ports total.
An alternate static air line is also provided for the pilot’s Air Data Computer (ADC1). In the event of a
failure of the pilot’s normal static air source (e.g., if ice accumulations should obstruct the static air ports),
the alternate source can be selected by lifting the spring-clip retainer off the PILOT’S EMERGENCY
STATIC AIR SOURCE valve handle, located on the right side panel, and moving the handle aft to the
ALTERNATE position. This will connect the alternate static air line to the pilot’s Air Data Computer (ADC1).
The alternate line is open to the unpressurized area just aft of the rear pressure bulkhead. When the
alternate static air source is not needed, ensure that PILOT’S EMERGENCY STATIC AIR SOURCE valve
handle is held in the forward (NORMAL) position by the spring-clip retainer.
WARNING
The pilot’s airspeed and altimeter indications change when the alternate static air
source is in use. Refer to the Airspeed Calibration – Alternate System, and 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.
GROUND COMMUNICATIONS
Ground communications is provided by the G1000 system by turning ON the airplane’s battery and the
Avionics Master switch. Com1 and the pilot’s audio panel will be powered. The pilot may use the
airplane’s speaker and hand microphone or a headset for communication.
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Page 127 of 141
SYNTHETIC VISION
General
The SVS sub system is dependent upon terrain data provided by the underlying G1000 system. If, for
some reason, the terrain data is not available from the G1000, all of the components of the SVS system
will be unavailable. The flight path marker, horizon heading, and airport signs are all sub-components of
the Synthetic Terrain display and are only available when Synthetic Terrain is enabled. Those features
are selected or de-selected using the PFD softkeys on the SVS menu.
Synthetic Terrain
The synthetic (3D) terrain display on the PFD provides a perspective view of the terrain ahead of the aircraft
showing ground features up to 30 degrees left and 35 degrees right of the airplane heading. The terrain
display is derived from the same terrain data contained in the G1000 system that is optionally used to
display terrain on the MFD map display. The terrain data has a resolution of 9 arc-seconds, this means
that the terrain elevation contours in the database are stored broken down into squares 9 arc-seconds on
each side. That data is processed and smoothed by the G1000 system to provide the synthetic terrain
display. In some instances, terrain features such as lakes in mountainous areas may be presented by the
SVS system as if the lake water extends somewhat up the mountainside. This is due to the limitations of
the terrain database resolution but is not significant for the approved uses of the SVS system.
The SVS terrain display will show land contours; large water features; and, towers and other obstacles over
200 ft AGL (including buildings), that are included in the G1000 obstacle database. In order to provide a
clean, uncluttered PFD display, cultural features on the ground such as; roads and highways, railroad
tracks, cities, and political boundaries (state / county lines) are not displayed on the PFD even if those
features are selected for display on the MFD.
The colors used to display the terrain elevation contours
are similar to those used on the MFD map. The terrain display also includes a north-south, east-west grid
to assist in orientation relative to the terrain.
The terrain display is intended to serve as an awareness tool only. It may not provide either the accuracy
or fidelity, or both, on which to solely base decisions and plan maneuvers to avoid terrain or obstacles.
Navigation must not be predicated solely upon the use of the TAWS, Terrain or Obstacle data displayed
by the G1000 SVS system.
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190-00682-02 Rev. H
For airplanes that have system software 0636.02 or earlier installed, the terrain/obstacle/airport
databases have an area of coverage as detailed below:

The terrain database has an area of coverage from North 75° Latitude to South 60° Latitude in all
longitudes.

The airport terrain database has an area of coverage that includes the United States, Canada,
Mexico, Latin America, and South America.

The obstacle database has an area of coverage that includes the United States.
For airplanes that have system software 0636.03 or later installed, the terrain and obstacle databases
have an area of coverage as detailed below:

The terrain database has an area of coverage from North 90° Latitude to South 90° Latitude in all
longitudes.

The obstacle database has an area of coverage that includes the United States and Europe.
NOTE
The area of coverage may be modified, as additional terrain data sources become
available.
Obstacle and Terrain Alerts and Warnings
Obstacles and terrain displayed on the SVS system may be highlighted if an alert or warning is generated
by the G1000 Terrain or TAWS system. If an obstacle alert is presented for an obstacle that is in the SVS
field of view, the obstacle symbol on the PFD will turn yellow in color. If an obstacle warning is generated
by the G1000 system, the obstacle symbol on the PFD will turn red.
If the G1000 Terrain or TAWS system generates a terrain alert or warning, the terrain feature displayed on
the PFD will be colored yellow for an alert or red for a warning for as long as the alert remains valid.
Because the area monitored by the Terrain or TAWS system can be wider than the field of view that can
be displayed by the SVS system, it is possible to receive an obstacle or terrain audible alert for an obstacle
or terrain that is not shown on the SVS display. In those cases, the object generating the alert will be left
or right of the aircraft. Refer to the other displays in the aircraft to determine the cause of the message.
Flight Path Marker
The SVS display includes a green circular barbed symbol called the Flight Path Marker (FPM) that
represents the current path of the airplane relative to the terrain display. The FPM is always displayed
when synthetic terrain is displayed and the aircraft ground speed exceeds 30 kt. The FPM indicates the
current lateral and vertical path of the airplane as determined by the GPS sensor.
If the FPM is above
the horizon line, the airplane is climbing, and similarly if the FPM is below the horizon line, the airplane is
descending. If the airplane is flying in a crosswind, the FPM will be offset from the center of the display.
In that case, the center of the PFD airplane reference symbol indicates the airplane heading and the FPM
indicates the direction that the airplane is actually moving, taking into account the crosswind.
The FPM indicates the current path of the airplane but does not predict the future path. If aircraft attitude,
power setting, airspeed, crosswind, etc. are changed, the FPM will move to indicate the new path resulting
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Hawker Beechcraft C90A, C90GT and C90GTi King Air
Page 129 of 141
from those changes.
If the FPM is below the terrain or obstacle displayed behind it on the PFD, the current aircraft path will not
clear that terrain or obstacle. If the FPM is above that terrain or obstacle, the aircraft will clear the terrain
or obstacle IF, AND ONLY IF, THE CURRENT AIRCRAFT CONFIGURATION IS MAINTAINED, AND THE
AIRCRAFT PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL (CLIMB)
GRADIENT UNTIL PAST THE TERRAIN OR OBSTACLE.
Pathway
If PATHWAY is enabled on the SVS menu of the PFD and a defined navigation path has been entered on
the G1000, the SVS system will display a pathway, sometimes called a “highway in the sky” or HITS. The
pathway is a perspective representation of the programmed flight path. When the aircraft is well off course,
the pathway will be displayed as a number boxes floating in the sky along the programmed lateral and
vertical path. As the aircraft intercepts the programmed flight path, the number of boxes displayed will be
reduced to a maximum of four to avoid cluttering the PFD display. The pathway is only displayed for
navigation paths that are fully defined by the sensor in use. Because a fully defined lateral and vertical
path through space is not defined by them, a Pathway is not displayed for heading legs, VOR, LOC, BC or
ADF segments. When the Pathway is displayed, the color of the boxes indicates the sensor generating
the path. If the GPS sensor is in use, the boxes will be magenta colored. If the LOC sensor is defining
the path in use, the boxes will be green.
The Pathway boxes are +- 100 ft in vertical dimension and approximately +-380 ft horizontally from the
center of the box. The Pathway presentation is intended only to aid the pilot in awareness of the
programmed flight path location relative to the airplane’s current position. The pathway is not intended for
use as a primary reference in tracking the navigation path.
If a GPS based descent profile has been programmed either on the G1000 flight plan page or as part of an
approach or STAR, the descent will be displayed by the Pathway. Climb paths are never displayed by the
Pathway. If a profile requires a climb, the Pathway will be displayed as a level segment at the higher of
the altitude defined by the programmed path or the G1000 altitude selector.
Traffic
If traffic that is within the SVS field of view is detected by the G1000 system, a symbol will be displayed
on the PFD indicating the direction and relative altitude of the traffic. The traffic will be displayed as a
white diamond unless it generates a traffic alert. Traffic that causes an alert will be displayed as a solid
yellow circle accompanied by a yellow TRAFFIC annunciator to the right of top of the airspeed display tape.
Horizon line
The SVS display includes an always visible white horizon line that represents the true horizon.
Terrain
will be presented behind the horizon line, and terrain shown above the horizon line is above the current
aircraft altitude. Terrain that is shown below the horizon line is below the aircraft altitude.
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Horizon Heading
A heading scale may be displayed on the PFD horizon line, if selected by the pilot. The heading marks
are spaced in even 30 degree increments and are presented just above the horizon line with tic marks that
intersect the horizon line. The horizon heading will correspond to that presented by the HSI. Because
the horizon heading is only displayed in 30 degree increments, it should only be used for general heading
awareness and not be used to establish the aircraft heading.
Airport Signs and runway highlight
If APTSIGNS is selected, a “sign post” along with a representation of the runways will be plotted on the
SVS display for nearby airports that are contained in the G1000 airport database. The signpost will
become visible when you are within approximately 15nm of the airport. The text identifier for the airport
will be displayed inside the airport sign when the aircraft reaches approximately 8 nm from the airport.
Once the aircraft reaches approximately 4.5 nm from the airport, the airport sign will be removed but the
runways presentation will remain. If an approach to a specific runway has been loaded and activated, that
runway will be highlighted on the SVS display.
When on an approach, the highlight for the approach runway will be considerably larger than “normal” to
assist in visually acquiring the runway. The oversized highlight will automatically shrink around the runway
depiction so that the runway is proportionally displayed when the aircraft is within approximately ½ nm of
the threshold. Runway highlighting is displayed even if APTSIGNS are turned off.
APPROACH BARO VNAV
General
All G1000 equipped King Air C90 aircraft have enroute and terminal VNAV capability. Airplanes that
have system software 0636.06 or later installed have additional ability to conduct barometric based VNAV
operations while conducting certain GPS approaches using an automatically generated temperature
compensated glidepath. It should be noted that the Approach Baro VNAV functionality is separate and
distinct from enroute and terminal descent VNAV functions.
For GPS-based LPV, LNAV/VNAV, LNAV+V, and RNP approaches, glidepath vertical guidance is normally
provided via the Space Based Augmentation System (SBAS) system. If SBAS is unavailable or disabled,
the G1000 will provide automatic, temperature compensated glidepath vertical guidance on approaches
that have LNAV/VNAV minima published, or on some approaches that are not authorized for SBAS. No
pilot action is required to receive the temperature compensated glidepath when SBAS is not available or
allowed.
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-00663-04 and 190-00664-04
Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 Approach
Baro VNAV function and operating instructions.
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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 20 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 20 - Actual Descent Path on a Hot or Cold Day
In Figure 21 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 21 - Approach Plate Notes
The Garmin G1000 Approach Baro VNAV system is automatically temperature compensated to produce a
glidepath position in space such that Baro VNAV approaches are always flown at the published glide path
angle when the actual temperature deviates from the ISA model. This produces results similar to ILS
glideslopes and LPV glidepaths that remain in the same position in space without respect to temperature.
To produce the correct geometric glide path angle on the final approach segment, temperature
compensation is applied to the barometric altitude and used to determine the displayed vertical deviation.
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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 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 22.
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).
Rather than adjusting the measured altitude (displayed as uncompensated barometric altitude on the
altimeter), temperature compensation is applied to each published approach waypoint altitude shown in
the active flight plan. This includes approach waypoints in the initial, intermediate, final, and missed
approach segments. When the altimeter reaches the barometric altitude displayed in the active flight
plan for the waypoint, this geopotential altitude is the original published MSL altitude for the waypoint.
Only published approach waypoint altitudes shown on the active flight plan are temperature
compensated. No altitude outside a published approach procedure, no user entered altitude, and
no altitude shown as a flight level is temperature compensated.
Temperature compensation of published waypoint altitudes on the active flight plan page is not dependent
on use of barometric altitude 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.
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Figure 22 - 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, small slant text is used by the G1000 system
(Figure 23) on altitude constraints that have temperature compensation applied. Temperaturecompensated altitudes may be white, cyan, or subdued cyan to indicate reference altitudes, altitudes
used for vertical guidance, and invalid altitudes respectively. Altitudes shown as a flight level (e.g.
FL350) and user-entered altitudes are never temperature compensated by the system.
Figure 23 - Display of Temperature-Compensated Altitudes
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Temperature Compensation of Approach Minimums
To enable temperature compensation of the minimum altitude, a new option, “TEMP COMP”, has been
added when selecting the minimum altitude reference type (in addition to “OFF”, “BARO”, and “RAD
ALT”). The temperature at the destination airport is used for this purpose. The compensated value is
displayed below the entered, uncompensated value (Figure 24). If a temperature has been entered for
compensating waypoint altitudes on the active flight plan page, it is used as the default here, and viceversa. Similar functionality exists in the minimums selection field on the approach selection pages
(Figure 25).
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 24 - Temperature Compensation of Minimum Altitude
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Figure 25 - 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 26), compared to the magenta diamond and “G” label used for SBAS approaches.
Figure 26 - 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 27. In order
to assist flight crews in determining when vertical deviation exceeds ±75 feet, yellow bands have been
added to the VDI display as depicted in Figure 28. 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 27 - VDI Scale for Baro-Altitude Based LNAV/VNAV Approach
Figure 28 - Display of VDI Range Exceeding ±75 feet
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Autopilot Interface
The GFC700 autopilot uses the GP mode via the APR button to follow approach baro-VNAV guidance as
opposed to the VNAV mode via the VNV button. When coupled in GP mode, the autopilot will not
capture a preselected altitude while tracking a baro-VNAV glidepath.
Approach Downgrades
For approaches 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 is detected the text “VDI MISCOMP” is displayed in the sensor comparison
annunciation area on the PFD in black text with an amber background.
When a temperature compensated altitude is not available for comparison, a “VDI NO COMP”
annunciation is posted in comparison annunciation area on the PFD in black text with a white
background.
Refer to the VDI MISCOMPARE ON BARO VNAV APPROACHES (VDI MISCOMP on PFD) and the
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP on PFD)
procedures in the Abnormal Procedures Section for additional information.
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Section 8 – Handling, Service, and Maintenance
Refer to Garmin G1000 Instructions For Continued Airworthiness, P/N 190-00682-01 Rev. A or later FAA
approved revision for maintenance requirements for the G1000 system and components.
190-00682-02 Rev. H
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