Garmin | G1000: Beechcraft King Air 200/B200 | Garmin G1000: Beechcraft King Air 200/B200 Airplane Flight Manual Supplement-FAA Approved, G1000/GFC700 King Air 200 Series

Garmin G1000: Beechcraft King Air 200/B200 Airplane Flight Manual Supplement-FAA Approved, G1000/GFC700 King Air 200 Series
© Copyright 2016
GARMIN Ltd. or its subsidiaries
All Rights Reserved
Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted,
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written consent of GARMIN. GARMIN hereby grants permission to download a single copy of this
manual and of any revision to this manual onto a hard drive or other electronic storage medium to be
viewed and to print one copy of this manual or of any revision hereto, provided that such electronic or
printed copy of this manual or revision must contain the complete text of this copyright notice and
provided further that any unauthorized commercial distribution of this manual or any revision hereto is
strictly prohibited.
GARMIN International, Inc.
1200 E. 151st Street
Olathe, KS 66062 USA
Telephone: 913-397-8200
www.garmin.com
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 2 of 183
190-00915-02 Rev. 9
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 200,
200C, B200 and B200C King Air Aircraft
REV
NO.
PAGE
NO(S)
DESCRIPTION
DATE OF
APPROVAL
1
ALL
Original Issue
3/14/2009
2
ALL
Change 0985.00 to 0985.01
4/7/2009
3
ALL
Incorporate G1000 enhancement
and Class A TAWS information
12/14/2009
4
ALL
Incorporate system software
0985.03 from 0985.02
11/23/2010
5
ALL
Incorporate system software
0985.04 from 0985.03,
miscellaneous editorial changes
05/11/2012
ALL
Incorporate system software
0985.06, revised AHRS areas of
operation, added a VNAV
limitation, revised system
temperature limitations, revised
TAWS database coverage areas,
miscellaneous editorial
corrections, repaginated
ALL
Incorporate system software
0985.07, revised AHRS areas of
operation to account for GRS
7800 installations
6
7
190-00915-02 Rev. 9
FAA APPROVED
FAA APPROVED
Robert G. Murray,
Lead DAS Administrator
GARMIN International, Inc.
DAS-240087-CE
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
11/16/2012
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
2/28/2014
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 3 of 183
Log of Revisions
(Continued)
REV
NO.
8
PAGE
NO(S)
ALL
DESCRIPTION
Revised GRS 7800 AHRS areas
of operation
DATE OF
APPROVAL
10/24/2014
FAA APPROVED
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
9
ALL
Incorporate system software
0985.08, revised MFD FAILURE
procedure, miscellaneous
editorial corrections
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 4 of 183
See Cover
See Cover
190-00915-02 Rev. 9
Table of Contents
Section 1 - General ........................................................................................................ 7
Section 2 - Limitations ................................................................................................ 23
Section 3 - Emergency Procedures ........................................................................... 42
Section 3A - Abnormal Procedures ........................................................................... 57
Section 4 - Normal Procedures .................................................................................. 89
Section 5 – Performance .......................................................................................... 117
Section 6 - Weight and Balance ............................................................................... 119
Section 7 - Systems Description .............................................................................. 121
Section 8 – Handling, Service, and Maintenance ................................................... 173
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 5 of 183
This page intentionally left blank.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 6 of 183
190-00915-02 Rev. 9
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 200, 200C, B200 and B200C 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 A or B, Weather Avoidance, and a threeaxis automatic flight control / flight director system with optional Electronic Stability & Protection.
Use of this supplement requires Garmin G1000 system software version 0985.07 or later to be installed in
the aircraft. Pilots are advised to carefully review the contents of this revision before operating the
airplane.
USE OF THE HANDBOOK
The following 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.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 7 of 183
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT
APPROVALS
The Garmin G1000 Integrated Avionics GNSS long range navigation system installed in this airplane is a
GPS system with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3
approved Garmin GIA 63Ws, two TSO-C146a Class 3 approved Garmin GDU 104X display units, one GDU
1500 display unit, GARMIN GA36 and GA37 antennas, and GPS software version 3.2 or later approved
version. The G1000 GNSS navigation system 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 airplane complies with
the requirements of AC 20-138D and is approved for navigation using GPS and GPS/SBAS (within the
coverage of a Satellite Based Augmentation System complying with ICAO Annex 10) for IFR en-route,
terminal area, non-precision approach, and approach procedures with vertical guidance operations.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this airplane complies with
the equipment, performance, and functional requirements to conduct RNAV and RNP operations in
accordance with the following table:
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 1.
Two GNSS systems
required to be
operational, (one
GNSS system for
those routes requiring
only one long range
navigation system)
Reference
Documents
FAA AC
20-138D,
FAA AC:
91-70A,
FAA Order
8400.12C
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 WFDE
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 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 8 of 183
190-00915-02 Rev. 9
FAA APPROVED
Navigation
Specification
B-RNAV /
RNAV 5
(Europe)
Operational
Requirements/
Authorization
This does not
constitute an
operational approval.
Reference
Documents
FAA AC
90-96A
CHG 1,
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
B2
R
L1
Notes
EASA AMC
20-4A
RNP 4
Oceanic and
Remote
Areas of
Operation
(Class II
Navigation).
GNSS FDE
availability must be
verified prior to flight.
Maximum predicted
FDE unavailability is
25 minutes. 1
Two operational
long-range nav
systems required, (or
one navigation
system and one
GNSS sensor for
those routes requiring
only one long-range
navigation sensor).
FAA AC
20-138D,
FAA AC:
91-70A,
FAA Order
8400.33
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 WFDE
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.
RNAV 2
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC
20-138D,
R
C2
Includes RNAV Q and T
routes.
FAA AC
90-100A
CHG 2
In accordance with
AC 90-100A, CHG 2,
Part 91 operators
(except subpart K)
(continued)
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 9 of 183
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Notes
Item 10a
Code
Item 18
PBN/
R
D2
Includes RNAV terminal
departure and arrival
procedures.
R
D2
ICAO flight plan code for
P-RNAV no longer exist.
P-RNAV utilizes RNAV 1
flight plan codes.
R
O2
Includes RNP terminal
departure and arrival
procedures. For airplanes
that have system software
following the aircraft
and training guidance
in AC 90-100A are
authorized to fly
RNAV 2 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNAV 1
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC
20-138D,
FAA AC
90-100A
CHG 2
In accordance with
AC 90-100A, Part 91
operators (except
subpart K) following
the aircraft and
training guidance in
AC 90-100A are
authorized to fly
RNAV 1 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
P-RNAV
(Europe)
This does not
constitute an
operational approval.
FAA AC
90-96A
CHG 1,
JAA TGL
10 Rev 1
RNP 1
When flying a RNP
procedure containing
an RF leg, the AFCS
must be operational.
FAA AC
90-105
(continued)
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 10 of 183
(continued)
190-00915-02 Rev. 9
FAA APPROVED
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
At a minimum, the
flight director must be
displayed and utilized
when conducting
procedures containing
Radius-to-Fix (RF)
legs.
Notes
0985.07 or later installed,
this includes procedures
with RF (radius to fix) legs.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105 are
authorized to fly
RNP 1 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
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.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105 are
authorized to fly RNP
APCH LNAV minima
procedures.
FAA AC
20-138D
FAA AC
90-105,
EASA AMC
20-27
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 0985.07 or later
installed, this includes
procedures with RF (radius
to fix) legs.
(continued)
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 11 of 183
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
S2
Notes
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
displayed and utilized
when conducting
procedures containing
RF legs.
FAA AC
20-138D
FAA AC
90-105
EASA AMC
20-27 with
CM-AS-002
Vertical guidance is based
on GPS/SBAS when within
SBAS coverage and by
baro VNAV (system
software 0985.07 or later)
when outside SBAS
coverage, or when SBAS
has been pilot disabled for
approaches with ‘WAAS
VNAV NA’.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105 are
authorized to fly RNP
APCH LNAV minima
procedures.
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
Includes area navigation
approaches titled
“RNAV (GPS)” and
“RNAV (GNSS).” For
airplanes with system
software 0985.07 or later
installed, this includes
procedures with RF (radius
to fix) legs.
FAA AC
90-107
(continued)
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 12 of 183
N/A
N/A
For airplanes with system
software 0985.07 or later
installed, this includes area
navigation approaches
titled “RNAV (GPS)” and
“RNAV (GNSS)” including
procedures with RF legs.
(continued)
190-00915-02 Rev. 9
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.
Notes
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.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105 are
authorized to fly RNP
APCH LNAV/VNAV
minima procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
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-to-Fix (RF)
segments.
FAA AC
90-107,
EASA
AMC 20-28
B
N/A
Includes area navigation
approaches titled
“RNAV (GPS)” and
“RNAV (GNSS).” For
airplanes with system
software 0985.07 or later
installed, this includes
procedures with RF (radius
to fix) legs. LPV minima
are available only when
within SBAS coverage.
In accordance with
AC 90-107, Part 91
operators (except
subpart K), following
the 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.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 13 of 183
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.
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.
_________________________________
1. FDE/RAIM availability worldwide can be determined via the following:
• Using G1000 WFDE Prediction program, part number 006-A0154-01 (010-G1000-00) or later
approved version with GARMIN GA36 and GA37 antennas selected.
Also, within the United States:
• Via the FAA’s RAIM Service Availability Prediction Tool (SAPT) website: http://sapt.faa.gov.
• Contacting a Flight Service Station (not DUATS) to obtain non-precision approach RAIM.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 14 of 183
190-00915-02 Rev. 9
FAA APPROVED
Within Europe,


Using the G1000 WFDE 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 WFDE Prediction Program, refer to GARMIN WAAS
FDE Prediction Program, part number 190-00643-01, ‘WFDE Prediction Program Instructions’.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153A for
database integrity, quality, and database management practices for the Navigation database. Flight crews
and operators can view the LOA status at FlyGarmin.com then select” Type 2 LOA Status”.
Navigation information is referenced to the WGS-84 reference system.
ELECTRONIC FLIGHT BAG
The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76A
Hardware Class 3, Software Type B Electronic Flight Bag (EFB) electronic aeronautical chart applications
when using current FliteChart or ChartView data. Additional operational approvals may be required.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for
database integrity, quality, and database management practices for the FliteChart database. Flight crews
and operators can view the LOA status by selecting the Type 2 LOA status quick link at
www.FlyGarmin.com.
For operations under 14 CFR Part 91, it is suggested that a secondary or back up source of aeronautical
information necessary for the flight be available to the pilot in the airplane. 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.
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)
This airplane is approved as a group aircraft for operations in Reduced Vertical Separation Minimum
(RVSM) airspace when required equipment is maintained with the Hawker Beechcraft Super King Air 200
Series Maintenance Manual and Garmin’s G1000/GFC 700 System Maintenance Manual for the Hawker
Beechcraft Model 200/B200 Series King Air.
This does not constitute operational approval. Operational approval must be obtained in accordance with
the applicable operating rules.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 15 of 183
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
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
CB
Circuit Breaker
CDI
Course Deviation Indicator
CFR
Code of Federal Regulations
CLR
Clear
COM
Communication radio
CRG
Cockpit Reference Guide
CRS
Course
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 16 of 183
190-00915-02 Rev. 9
FAA APPROVED
CWS
Control Wheel Steering
DA
Decision Altitude
DC
Direct Current
DG
Directional Gyro
DH
Decision Height
DL LTNG
Connext 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
FSD
Full Scale Deflection
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
GIA
Garmin Integrated Avionics Unit
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 17 of 183
GMA
Garmin Audio Panel System
GMC
Garmin Mode Control Unit
GP
GPS Glide Path
GPS
Global Positioning System
GPWS
Ground Proximity Warning System
GRS
Garmin Reference System (AHRS)
GS
Glide Slope
GSR
Garmin Iridium Satellite Radio
GTS
Garmin Traffic System
GWX
Garmin Weather Radar
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)
LP
Localizer Performance
LPV
Localizer Performance with Vertical Guidance
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 18 of 183
190-00915-02 Rev. 9
FAA APPROVED
LRU
Line Replaceable Unit
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
MINSPD
Minimum Speed, AFCS Underspeed Protection mode
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
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, or TCAS II Resolution Advisory
RF
Radius-to-Fix
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 19 of 183
RNAV
Area Navigation
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
TA
Traffic Advisory
TAWS
Terrain Awareness and Warning System
TCAS
Traffic Collision Avoidance System
TEMP
Temperature
TIS
Traffic Information System
TMR
Timer
TO
Take off
TOD
Top of Descent
TSO
Technical Standard Order
VAPP
AFCS VOR Approach Mode
VCO
Voice Call Out
Vdc
Volts DC
VDI
Vertical Deviation Indicator
VDP
Visual Descent Point
VFR
Visual Flight Rules
VHF
Very High Frequency
VMC
Visual Meteorological Conditions
VMI
Vibro-meter Inc.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 20 of 183
190-00915-02 Rev. 9
FAA APPROVED
VMO
Maximum operation limit speed in knots
VNAV
Vertical Navigation
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
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 21 of 183
This page intentionally left blank.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 22 of 183
190-00915-02 Rev. 9
FAA APPROVED
Section 2 - Limitations
INTRODUCTION
The G1000 Cockpit Reference Guide for Hawker Beechcraft 200, 200C, B200 and B200C (CRG) must be
immediately available to the flight crew during all phases of flight. Use the G1000 Cockpit Reference
Guide for Hawker Beechcraft 200/B200 Series, GARMIN part number 190-00929-05, Revision A or later
revision when system software 0985.08 is installed.
The System Software Version number is displayed at the top right side of the MFD Power-up page.
AIRSPEED LIMITATIONS AND INDICATOR MARKINGS
No changes were made to the airplane’s airspeed limitations. The airspeed indicators on the Primary
Flight Displays (PFDs) and the standby airspeed indicator are marked in accordance with the airplane’s
POH/AFM.
A red low speed awareness band is marked on the PFDs in red from 20 – 75 KIAS. The low-speed
awareness band is suppressed while the airplane is on the ground. The low-speed awareness band
appears in flight two seconds after main gear liftoff.
The standby airspeed indicator is marked in accordance with the airspeed markings called out in the
airplane’s AFM/POH. The standby airspeed indicator is not marked with a low speed awareness band.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 23 of 183
POWER PLANT LIMITATIONS AND INDICATOR MARKINGS
No changes were made to the airplane’s engine operating limits. The engine gauges are marked as
shown in the following tables. Refer to the latest Airplane Flight Manual or appropriate Airplane Flight
Manual Supplement for engine and propeller limitations.
PT6A-41 ENGINES COLOR MARKINGS & RANGES
Red Arc/Radial
(Minimum Limit)
Yellow Arc
(Caution)
Torque (ft-lbs)
--
--
ITT (ºC)
--
--
Prop N2 (rpm)
--
Gas Generator N1 (%)
--40 (5)
OPERATING
PARAMETER
Oil Temp. (ºC)
Oil
Press.
(psi)
Yellow Arc
(Caution)
Red Arc/Radial
(Maximum
Limit)
0 to 2230
--
2230 (1)
400 to 750
--
750 (2)
--
(3)
--
(3)
--
52 to 101.5
--
101.5 (4)
-40 to +10 (5)
10 to 99 (5)
99 to 104 (5)
99 (5)
60 to 105
105 to 135
--
135 (6)(7)
Less than
21,000’ MSL.
21,000’ MSL
and above
Green Arc
(Normal)
60
60 to 85
85 to 135
Footnotes:
(1)
The maximum transient torque value is 2750 ft-lb for up to 5 seconds. Within this transient value,
the torque indicator will display green digits and a white pointer. After 5 seconds, the digits will
flash alternating red and white background with a flashing red pointer for 5 seconds. After 5
seconds of flashing, the indication is steady white digits/red background and the pointer is red.
Above 2750 FT-LB, the indication immediately begins flashing for 5 seconds before displaying
steady white digits on a red background and a red pointer.
(2)
A red diamond at 1000°C represents the upper transient limit for engine Starting Mode. Normally,
the ITT indicator will display green digits and a white pointer. Above 800°C, or when between
750°C and 800°C for more than 5 seconds, (or above 1000°C for more than 5 seconds in Starting
Mode), the digital indication will flash alternating red and white background with a flashing red
pointer for 5 seconds. After 5 seconds of flashing, the indication is steady white digits/red
background and the pointer is red.
(3)
See PROPELLER TYPES AND INDICATOR MARKINGS table.
(4)
The maximum transient N1 value is 102.6% for up to 10 seconds. Within this transient value, the
N1 indicator will display green digits and a white pointer. When between 101.5% and 102.6% for
more than 10 seconds, or when above 102.6%, the digital indication will flash alternating red and
white background with a flashing red pointer for 5 seconds. After 5 seconds of flashing, the
indication is steady white digits/red background and the pointer is red.
(5)
Above 104°C, or between 99°C and 104°C for more than 5 minutes, the digital indication will flash
alternating red and white background with a flashing red pointer for 5 seconds. After 5 seconds
of flashing, the indication is steady white digits/red background and the pointer is red. Below 0°C
to -40°C, the digital indication will be black digits on a yellow background. Below -40°C, the digital
indication will be white digits on a red background.
(6)
Above 135 PSI, or below 60 PSI and decreasing oil pressure, the digital indication will flash
alternating red and white background with a flashing red pointer for 5 seconds. After 5 seconds
of flashing, the indication is steady white digits/red background and the pointer is red.
(7)
A red diamond at 200 psi represents the upper transient limit.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 24 of 183
190-00915-02 Rev. 9
FAA APPROVED
PT6A-42 ENGINES COLOR MARKINGS & RANGES
OPERATING
PARAMETER
Red Arc/Radial
(Minimum Limit)
Yellow Arc
(Caution)
Torque (ft-lbs)
--
--
0 to 2230
--
2230 (1)
ITT (ºC)
--
--
400 to 800
--
800 (2)
Prop N2 (rpm)
--
--
(3)
--
(3)
Gas Generator N1 (%)
--
--
61 to 101.5
--
101.5 (4)
-40 (5)
-40 to 0 (5)
0 to 99 (5)
99 to 104
99 (5)
60 to 100
100 to 135
--
135 (6)(7)
60 to 85
85 to 135
Oil Temp. (ºC)
Oil
Press.
(psi)
Less than
21,000’ MSL.
21,000’ MSL
and above
Green Arc
(Normal)
60
Yellow Arc
(Caution)
Red Arc/Radial
(Maximum Limit)
Footnotes:
(1)
The maximum transient torque value is 2750 ft-lb for up to 5 seconds. Within this transient value,
the torque indicator will display green digits and a white pointer. After 5 seconds, the digits will
flash alternating red and white background with a flashing red pointer for 5 seconds. After 5
seconds of flashing, the indication is steady white digits/red background and the pointer is red.
Above 2750 FT-LB, the indication immediately begins flashing for 5 seconds before displaying
steady white digits on a red background and a red pointer.
(2)
A red diamond at 1000°C represents the upper transient limit for engine Starting Mode. The
lower Normal Mode transient limit is 850°C. Within this transient value, the ITT indicator will
display green digits and a white pointer. After 20 seconds between 800°C and 850°C (or above
1000°C for more than 5 seconds in Starting Mode), the digital indication will flash alternating red
and white background with a flashing red pointer for 5 seconds. After 5 seconds of flashing, the
indication is steady white digits/red background and the pointer is red. In Normal Mode while
above 850°C, the indication immediately begins flashing for 5 seconds before displaying steady
white digits on a red background and a red pointer.
(3)
See PROPELLER TYPES AND INDICATOR MARKINGS table.
(4)
The maximum transient N1 value is 102.6% for up to 10 seconds. Within this transient value, the
N1 indicator will display green digits and a white pointer. When between 101.5% and 102.6% for
more than 10 seconds, or when above 102.6%, the digital indication will flash alternating red and
white background with a flashing red pointer for 5 seconds. After 5 seconds of flashing, the
indication is steady white digits/red background and the pointer is red.
(5)
Above 104°C, or between 99°C and 104°C for more than 10 minutes, the digital indication will flash
alternating red and white background with a flashing red pointer for 5 seconds. After 5 seconds
of flashing, the indication is steady white digits/red background and the pointer is red. Below 0°C
to -40°C, the digital indication will be black digits on a yellow background. Below -40°C, the digital
indication will be white digits on a red background.
(6)
Above 135 PSI, or below 60 PSI and decreasing oil pressure, the digital indication will flash
alternating red and white background with a flashing red pointer for 5 seconds. After 5 seconds
of flashing, the indication is steady white digits/red background and the pointer is red.
(7)
A red diamond at 200 psi represents the upper transient limit.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 25 of 183
PT6A-52 ENGINES COLOR MARKINGS & RANGES
OPERATING
PARAMETER
Red Arc/Radial
(Minimum Limit)
Yellow Arc
(Caution)
Green Arc
(Normal)
Yellow Arc
(Caution)
Red Arc/Radial
(Maximum Limit)
Torque (ft-lbs)
--
--
0 to 2230
--
2230 (1)
ITT (ºC)
--
--
400 to 820
--
820 (2)
Prop N2 (rpm)
--
--
(3)
--
(3)
Gas Generator N1 (%)
--
--
61 to 104
--
104 (4)
-40 (5)
-40 to 0 (5)
0 to 110 (5)
--
110 (5)
60 to 90
90 to 135
--
135 (6)(7)
Oil Temp. (ºC)
Oil
Press.
(psi)
Less than
21,000’ MSL.
21,000’ MSL and
above
60
60 to 85
85 to 135
Footnotes:
(1)
The maximum transient torque value is 2750 ft-lb for up to 5 seconds. Within this transient value,
the torque indicator will display green digits and a white pointer. After 5 seconds, the digits will
flash alternating red and white background with a flashing red pointer for 5 seconds. After 5
seconds of flashing, the indication is steady white digits/red background and the pointer is red.
Above 2750 FT-LB, the indication immediately begins flashing for 5 seconds before displaying
steady white digits on a red background and a red pointer.
(2)
A red diamond at 1000°C represents the upper transient limit for engine Starting Mode. The
lower Normal Mode transient limit is 850°C. Within this transient value, the ITT indicator will
display green digits and a white pointer. After 20 seconds between 820°C and 850°C (or above
1000°C for more than 5 seconds in Starting Mode), the ITT digital indication will flash alternating
red and white background with a flashing red pointer for 5 seconds. After 5 seconds of flashing,
the indication is steady white digits/red background and the pointer is red. In Normal Mode while
above 850°C, the indication immediately begins flashing for 5 seconds before displaying steady
white digits on a red background and a red pointer.
(3)
See PROPELLER TYPES AND INDICATOR MARKINGS table.
(4)
Above 104%, the digital indication will flash alternating red and white background with a flashing
red pointer for 5 seconds. After 5 seconds of flashing, the indication is steady white digits/red
background and the pointer is red
(5)
Above 110°C, the digital indication will flash alternating red and white background with a flashing
red pointer for 5 seconds. After 5 seconds of flashing, the indication is steady white digits/red
background and the pointer is red. Below 0°C to -40°C, the digital indication will be black digits
on a yellow background. Below -40°C, the digital indication will be white digits on a red
background.
(6)
Above 135 PSI, or below 60 PSI and decreasing oil pressure, the digital indication will flash
alternating red and white background with a flashing red pointer for 5 seconds. After 5 seconds
of flashing, the indication is steady white digits/red background and the pointer is red.
(7)
A red diamond at 200 psi represents the upper transient limit.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 26 of 183
190-00915-02 Rev. 9
FAA APPROVED
PT6A-61 ENGINES COLOR MARKINGS & RANGES
OPERATING
PARAMETER
Red Arc/Radial
(Minimum Limit)
Yellow Arc
(Caution)
Green Arc
(Normal)
Yellow Arc
(Caution)
Red Arc/Radial
(Maximum Limit)
Torque (ft-lbs)
--
--
0 to 2230
--
2230 (1)
ITT (ºC)
--
--
400 to 800
--
800 (2)
Prop N2 (rpm)
--
--
(3)
--
(3)
Gas Generator N1 (%)
--
--
61 to 104
--
104 (4)
-40 (5)
-40 to 0 (5)
0 to 110 (5)
--
110 (5)
60 to 90
90 to 135
--
135 (6)(7)
Oil Temp. (ºC)
Oil
Press.
(psi)
Less than
21,000’ MSL.
21,000’ MSL and
above
60
60 to 85
85 to 135
Footnotes:
(1)
The maximum transient torque value is 2750 ft-lb for up to 5 seconds. Within this transient value,
the torque indicator will display green digits and a white pointer. After 5 seconds, the digits will
flash alternating red and white background with a flashing red pointer for 5 seconds. After 5
seconds of flashing, the indication is steady white digits/red background and the pointer is red.
Above 2750 FT-LB, the indication immediately begins flashing for 5 seconds before displaying
steady white digits on a red background and a red pointer.
(2)
A red diamond at 1000°C represents the upper transient limit for engine Starting Mode. The
lower Normal Mode transient limit is 850°C. Within this transient value, the ITT indicator will
display green digits and a white pointer. After 20 seconds between 800°C and 850°C (or above
1000°C for more than 5 seconds in Starting Mode), the ITT digital indication will flash alternating
red and white background with a flashing red pointer for 5 seconds. After 5 seconds of flashing,
the indication is steady white digits/red background and the pointer is red. In Normal Mode while
above 850°C, the indication immediately begins flashing for 5 seconds before displaying steady
white digits on a red background and a red pointer.
(3)
See PROPELLER TYPES AND INDICATOR MARKINGS table.
(4)
Above 104%, the digital N1 indication will flash alternating red and white background with a
flashing red pointer for 5 seconds. After 5 seconds of flashing, the indication is steady white
digits/red background and the pointer is red
(5)
Above 110°C, the digital N1 indication will flash alternating red and white background with a
flashing red pointer for 5 seconds. After 5 seconds of flashing, the indication is steady white
digits/red background and the pointer is red. Below 0°C to -40°C, the digital indication will be
black digits on a yellow background. Below -40°C, the digital indication will be white digits on a
red background.
(6)
Above 135 PSI, or below 60 PSI and decreasing oil pressure, the digital indication will flash
alternating red and white background with a flashing red pointer for 5 seconds. After 5 seconds
of flashing, the indication is steady white digits/red background and the pointer is red.
(7)
A red diamond at 200 psi represents the upper transient limit.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 27 of 183
PROPELLER TYPES AND INDICATOR MARKINGS
Manufacturer
Hartzell
Hartzell
Hartzell
Hartzell
McCauley
McCauley
Hub
HC-B3TN-3G
or -3N
HC-D4N-3A
HC-E4N-3G
HC–E4N-3A
3GFR34C702
4HFR34C771
4HFR34C754
Blades
T10178()-3R
D9383K
Or
D9515K
D9390SK-1R
NC9208K
100LA-2
94LA-0
1600-2000
1150-2000
1180-2000
1180-2000
1600-2000
1100-2000
2000
2000
2000
2000
2000
2000
2200 (1)
2200 (2)
2200 (2)
2200 (1)
2200 (1)
2200 (1)
Normal
Operating
Range – RPM
(Green Arc)
Maximum
Limit – RPM
(Red Radial)
Transient Limit
- RPM
Footnotes:
(1)
This value is time limited to 5 seconds. Within the transient value, the torque indicator will display
green digits and a white pointer. After 5 seconds, the digits will flash alternating red and white
background with a flashing red pointer for 5 seconds. After 5 seconds of flashing, the indication
is steady white digits/red background and the pointer is red. Above 2200 RPM, the indication
immediately begins flashing for 5 seconds before displaying steady white digits on a red
background and a red pointer.
(2)
This value is time limited to 20 seconds. Within the transient value, the torque indicator will display
green digits and a white pointer. After 20 seconds, the digits will flash alternating red and white
background with a flashing red pointer for 5 seconds. After 5 seconds of flashing, the indication
is steady white digits/red background and the pointer is red. Above 2200 RPM, the indication
immediately begins flashing for 5 seconds before displaying steady white digits on a red
background and a red pointer.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 28 of 183
190-00915-02 Rev. 9
FAA APPROVED
MANEUVER LIMITS
No changes have been made to the airplane’s maneuver limits. The Hawker Beechcraft Super King Air
200, 200C, B200 and B200C are Normal Category airplanes. Acrobatic maneuvers, including spins, are
prohibited.
RVSM OPERATIONS
RVSM operations are prohibited if the static ports are damaged or surface irregularities are found within
the RVSM critical region.
The pilot and copilot PFDs must display on-side ADC information during RVSM operations.
G1000 INTEGRATED AVIONICS SYSTEM
Tuning of the COM and NAV radios using the GCU477 controller must be done from the Left seat pilot’s
station and only referencing the pilot’s PFD.
Required flight crewmembers must wear and use headsets when the overhead cockpit speaker audio is
selected OFF.
Do not take off unless all display units are installed and operational.
Do not take off with any display in reversionary mode.
Do not take off with any of the following messages displayed in the ALERTS window:
GPS1 FAIL and GPS2 FAIL simultaneously
PFD1 SERVICE
GPS NAV LOST
PFD2 SERVICE
GIA1 SERVICE
GMA1 SERVICE
GIA2 SERVICE
GMA2 SERVICE
MFD SERVICE
GEO LIMITS
The G1000 system must be turned on and operated for at least 30 minutes before takeoff if ground outside
air temperature is -40°C (-40°F) or below.
The following temperature limitations apply only to aircraft with G1000 systems installed per Garmin
drawing 005-00421-00 Revision 15 or previous and not modified by Garmin service bulletin No. 1375:
 Do not takeoff if the PFD 1 FAN FAIL, PFD 2 FAN FAIL or MFD FAN FAIL is displayed in the ALERTS
window AND the Outside Air Temperature is greater than 41°C (106°F) AND cabin air conditioning is
inoperative.
 Do not takeoff if AVN FAN 1 FAIL or AVN FAN 2 FAIL is displayed in the ALERTS window AND the
Outside Air Temperature is greater than 42°C (107°F).
 Ground operation of the G1000 system is limited to 18 minutes when the Outside Air Temperature is
greater than 47°C (116°F) AND cabin air conditioning is inoperative.
.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 29 of 183
For airplanes with system software 0985.06 or earlier, use of VNAV is prohibited during the intermediate
segment of an approach that includes a teardrop course reversal. VNAV will become ‘Unavailable’ at the
beginning of the teardrop segment of the course reversal.
For airplanes that have system software 0985.07 installed, all VNAV altitude constraints must be manually
entered by the flight crew. The system will not auto-nominate VNAV altitude constraints.
Use of VNAV is prohibited with course changes greater than 90°.
The barometric altimeter must be used as the primary altitude reference for all baro VNAV operations,
including instrument approach procedure step-down fixes. Use of baro VNAV to a DA is not authorized with
a remote altimeter setting. A current altimeter setting for the landing airport is required. When using
remote altimeter minima, the baro VNAV function may be used to the published LNAV MDA.
When a flight is predicated on flying a RNP approach with an RF leg at the destination and/or alternate, the
pilot must determine that the AFCS is operational. At a minimum, the flight director must be displayed and
utilized when conducting procedures containing Radius-to-Fix (RF) segments.
For airplanes with 0985.07 system software, 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 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 30 of 183
190-00915-02 Rev. 9
FAA APPROVED
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS
NOTE
Limitations are in bolded text for this section only.
1. The flight crew must confirm at system initialization the currency of the Navigation database
and the database is appropriate for the region of intended operation.
2. Navigation information is referenced to WGS-84 reference system, and should only be used
where the Aeronautical Information Publication (including electronic data and aeronautical
charts) conform to WGS-84 or equivalent.
3. If the AIRAC cycle will change during flight, the flight crew must ensure the accuracy of
navigation data, including suitability of navigation facilities used to define the routes and
procedures for flight. If an amended chart affecting navigation data is published for the
procedure, the database must not be used to conduct the procedure. The Navigation database
is expected to be current for the duration of the flight.
4. 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.
5. Navigation procedures with known database discrepancies are prohibited from being flown
using data from the navigation database until a new navigation database is installed in the
aircraft and the discrepancy is verified to have been corrected.
NOTE
Navigation database discrepancies can be reported at FlyGarmin.com then select “Aviation
Data Error Report”. Flight crew and operators can view Navigation data base alerts at
FlyGarmin.com then select “NavData Alerts”.
6. For flight planning purposes, IFR operations in areas where SBAS coverage is not available
along the entire route of flight, the flight crew must check FDE/RAIM availability.
7. For flight planning purposes, IFR operations within the U.S. National Airspace System on RNP
and RNAV procedures when SBAS signals are not available, the availability of GPS integrity
FDE/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 FDE/RAIM requirements can be met. The flight may
also be re-planned using non-GNSS based navigational capabilities.
8. 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
FDE/RAIM shall be confirmed for the intended flight (route and time). In the event of a predicted
continuous loss of FDE/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 FDE/RAIM requirements can be met.
9. For flight planning purposes, IFR operations where the route requires Class II navigation the
aircraft’s operator or flight crew must determine that FDE/RAIM will be available along the
intended route. Use the Garmin WFDE Prediction program to determine that there are no outages
on the specified route that would prevent the G1000 from providing primary means of Class II navigation
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 31 of 183
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/RAIM) is unavailable for more than 34
minutes in accordance with FAA Order 8400.12C for RNP-10 requirements, or 25 minutes in
accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled
when FDE/RAIM is available.
10. Two GPS/SBAS receivers and two PFDs must be operating and providing GPS navigation
guidance for operations in the following airspace:




RNP-4 (except for operations where single long range navigation system is authorized)
RNP-10 (except for operations in the Gulf of Mexico where single long range navigation
system RNP-10 is authorized)
NAT MNPS (except routes requiring only one long range navigation system)
Oceanic/Remoter Areas (Class II navigation) (except routes requiring only one long range
navigation system)
North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace operations
per AC 91-49 and AC 120-33 require both GPS/SBAS receivers to be operating and receiving usable
signals except for routes requiring only one Long Range Navigation sensor. Each primary flight 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, but the airplane is no longer operating with two
independent long-range navigation systems. Refer to the MFD AUX-GPS STATUS page to determine
the state of the unused GPS.
11. Manual entry of waypoints using latitude/longitude or place/bearing is prohibited for RNP and
RNAV routes.
This includes Standard Instrument Departures (SIDs) and Obstacle Departure
Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute (including RNAV “Q” and RNAV
“T” routes). Whenever possible, RNP and RNAV 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 for
procedures not contained in the navigation database. In such cases, route waypoints can be loaded
into the flight plan by selecting and inserting individual named fixes from the database provided all fixes
along the published route to be flown are inserted.
12. Approach limitations utilizing GNSS for navigation:

“GPS”, “or GPS”, or “RNAV (GPS)” instrument approaches using the G1000 System are
prohibited unless the flight crew verifies and uses the current Navigation database.

Flight crew planning on flying an RNAV instrument approach must ensure that the
Navigation database contains the planned RNAV Instrument Approach Procedure.

“GPS”, “or GPS”, or “RNAV (GPS)” instrument approaches must be loaded into the FMS
flight plan by the procedure name from the Navigation database. Pilots are prohibited from
flying any approach path that contains manually entered waypoints.

When conducting instrument approaches referenced to true North, the NAV Angle on the
AUX-Units/Position (AUX - System Status) page must be set to True (To).

GPS based instrument approaches must be flown in accordance with an approved
instrument approach procedure that is loaded from the Navigation database.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 32 of 183
190-00915-02 Rev. 9
FAA APPROVED

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.

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.
Note
The title of the procedure and notes on the IAP chart indicates the navigation equipment required
to join and fly an instrument approach procedure. GNSS navigation can be used as an alternate
means of navigation for the final approach segment of a VOR approach.

When using the G1000 VOR/LOC/GS receivers to fly the final approach segment,
VOR/LOC/GS navigation data must be selected and presented on the CDI of the pilot flying.

With system software 0985.06 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.

With system software 0985.07 or later installed, alternate airport selection may based upon
LNAV, LNAV/VNAV (when baro-VNAV is used), or other available ground-based approaches
for which the aircraft is equipped to fly. Alternate planning may include the use of an LNAV
MDA (h) for circling or LNAV/VNAV DA (h) when baro-VNAV is active.

For airplanes that have system software 0985.07 installed, all VNAV altitude constraints
must be manually entered by the flight crew. The system will not auto-nominate VNAV altitude
constraints.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 33 of 183
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.
For airplanes that have GRS 7800 AHRS installed:
Flight operations in the following regions require heading to be in DG FREE Mode when using system
software version 0985.07 only:
1. North of 72° North latitude at all longitudes
2. North of 65° North latitude between longitude 75° W and 120° W (Northern Canada)
3. North of 70° North latitude between longitude 70° W and 128° W (Northern Canada)
4. North of 70° North latitude between longitude 85° E and 114° E (Northern Russia)
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.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 34 of 183
190-00915-02 Rev. 9
FAA APPROVED
AUTOPILOT OPERATION LIMITS
One pilot must remain seated at the controls, with seatbelt fastened, during all autopilot operations.
Do not use autopilot or yaw damper during takeoff and landing.
The GFC 700 AFCS preflight test must complete successfully prior to use of the autopilot, flight director or
manual electric trim.
The maximum fuel imbalance with the autopilot engaged is 300 pounds.
Minimum speed for autopilot or flight director operation is 100 KIAS.
Maximum speed limit for autopilot operation is unchanged from the airplane’s maximum airspeed limit
(VMO/MMO).
Autopilot coupled ILS, LOC, LP/LPV or LNAV/VNAV approaches with the yaw damper inoperative or not
engaged is prohibited.
The autopilot must be in ROL mode while switching between MAGNETIC and TRUE navigation angles.
For airplanes that have GRS 7800 AHRS installed, the autopilot must be in ROL mode while switching
between AHRS DG FREE and DG SLAVE Modes.
Do not use autopilot below the following altitudes:
1.
On takeoff, do not engage the autopilot below ....................................................... 400 feet AGL
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
SYNTHETIC VISION AND PATHWAYS LIMITS
Use of the Synthetic Vision system display elements alone for aircraft control without reference to the
G1000 primary flight instruments or the aircraft standby instruments is prohibited.
Use of the Synthetic Vision system alone for navigation, or obstacle or terrain avoidance is prohibited.
Use of the SVS traffic display alone to avoid other aircraft is prohibited.
For airplanes that have GRS 7800 AHRS installed, use of the Synthetic Vision System is prohibited while
operating in DG FREE mode.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 35 of 183
TAWS, GPWS, AND TERRAIN SYSTEM LIMITS
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with
TAWS or GPWS warnings.
The TAWS databases have an area of coverage as detailed below:
a) The terrain database has an area of coverage from North 90° Latitude to South 90° Latitude in all
Longitudes.
b) The obstacle database has an area of coverage that includes the United States and Europe.
Use of the TAWS for navigation or terrain and/or obstacle avoidance is prohibited.
NOTE
The area of coverage may be modified, as additional terrain data sources become
available.
NOTE
The TAWS page and terrain display is intended to serve as a situational awareness tool only. It
may not provide the accuracy, fidelity, or both, on which to solely base decisions and plan
maneuvers to avoid terrain or obstacles.
To avoid unwanted alerts, inhibit TAWS and/or GPWS when landing at an airport that is not included in the
airport database.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for
database integrity, quality, and database management practices for the Terrain and Obstacle databases.
Flight crews and operators can view the LOA statuses and areas of degraded terrain performance by
selecting the Type 2 LOA status quick link at www.FlyGarmin.com.
When responding to a TAWS “Pull Up” warning, the autopilot must be immediately disconnected and the
evasive maneuver hand flown by the pilot.
TRAFFIC AVOIDANCE SYSTEM LIMITS
Use of the MAP - TRAFFIC MAP, Inset Map traffic display, or the SVS display to maneuver the airplane for
traffic avoidance without outside visual reference is prohibited. The Traffic Information System (TIS) or
optional Skywatch TAS, Skywatch HP, Honeywell KTA-870, and Garmin GTS 820/850/8000 Traffic
Systems are intended as an aid for the pilot to visually locate traffic. It is the responsibility of the pilot to see
and manually maneuver the airplane to avoid other traffic.
Maneuvers based solely on a traffic advisory (TA) or on information displayed on a traffic display are not
authorized. Pilots are authorized to deviate from their current ATC clearance to comply with a TCAS II
resolution advisory (RA). When responding to a TCAS RA warning, the autopilot must be immediately
disconnected and the evasive maneuver hand flown by the pilot.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 36 of 183
190-00915-02 Rev. 9
FAA APPROVED
DATA LINK WEATHER (XM OR CONNEXT WEATHER)
Datalink weather information displayed by the G1000 system is limited to supplemental use only. XM or
Garmin Connext weather data is not a source of official weather information. Use of the NEXRAD,
PRECIP, XM LTNG and DL LTNG (Datalink Lightning) data on the MAP – NAVIGATION MAP, MAP –
WEATHER DATA LINK (XM) or MAP – WEATHER DATA LINK (CNXT) pages for hazardous weather, e.g.,
thunderstorm penetration is prohibited.
NEXRAD, PRECIP, XM LTNG and DL LTNG information on the MAP – NAVIGATION MAP, MAP –
WEATHER DATA LINK (XM), or MAP – WEATHER DATA LINK (CNXT) pages is intended only as an aid
to enhance situational awareness of hazardous weather, not penetration. It is the pilot’s responsibility to
avoid hazardous weather using official weather data sources and the airplane’s in-flight weather radar.
OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE
Stormscope lightning information displayed by the G1000 system is limited to supplemental use only. The
use of the Stormscope lightning data on the MAP – NAVIGATION MAP and/or MAP – STORMSCOPE
page for hazardous weather (thunderstorm) penetration is prohibited. Stormscope lightning data on the
MAP - NAVIGATION MAP or MAP – STORMSCOPE page is intended only as an aid to enhance situational
awareness of hazardous weather, not penetration. It is the pilot’s responsibility to avoid hazardous
weather using official weather data sources and the airplane’s weather radar.
PLACARDS
On Instrument Panel above the Standby Attitude Indicator:
STANDBY ALT/AS
ALTITUDE – FEET
S.L TO 15,000
15,000 TO 20,000
20,000 TO 25,000
25,000 TO 30,000
ABOVE 30,000
190-00915-02 Rev. 9
FAA APPROVED
VMO-KIAS
259
236
213
191
170
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 37 of 183
KINDS OF OPERATION LIMITS
The Hawker Beechcraft model 200, 200C, B200, B200C, B200GT, and B200CGT is approved for the
following types of operations when the required equipment, as shown in the airplane AFM/POH Kinds of
Operations Equipment List, supplemented by the Kinds of Operations Equipment List from other applicable
Airplane Flight Manual Supplements, and the Kinds of Operations Equipment List contained in this Airplane
Flight Manual Supplement, is installed and operable.
1.
VFR Day
2.
VFR Night
3.
IFR Day
4.
IFR Night
5.
Icing Conditions
KINDS OF OPERATIONS EQUIPMENT LIST
This airplane may be operated in day or night VFR, day or night IFR, and icing conditions when the required
systems and equipment are installed and operable.
The following equipment list identifies the systems and equipment upon which type certification for each
kind of operation was predicated. The system and equipment listed must be installed and operable for the
particular kind of operation indicated unless:
The airplane is approved to be operated in accordance with a current Minimum Equipment List (MEL)
issued by the FAA.
Or:
An alternate procedure is provided in the Pilots Operating Handbook and FAA Approved Flight Manual for
the inoperative state of the listed system or equipment and all limitations are complied with.
Numbers in the Kinds of Operations Equipment List refer to quantities required to be operative for the
specified condition. The list does not include all equipment that may be required by specific operating
rules. It also does not include components obviously required for the airplane to be airworthy such as
wings, empennage, engines, etc.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 38 of 183
190-00915-02 Rev. 9
FAA APPROVED
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
Magnetic Compass
1
1
1
1
1
Outside Air Temperature
1
1
1
1
1
GARMIN G1000 Cockpit Reference
Guide
1
1
1
1
1
Autopilot
0
0
1
1
0
ENGINE INDICATIONS
No Changes - Refer to Aircraft Flight
Manual
ENGINE OIL
No Changes - Refer to Aircraft Flight
Manual
ENVIRONMENTAL
No Changes – Refer to Aircraft Flight
Manual
FIRE PROTECTION
No Changes - Refer to Aircraft Flight
Manual
FLIGHT CONTROLS
No Changes - Refer to Aircraft Flight
Manual
FUEL
No Changes - Refer to Aircraft Flight
Manual
ICE AND RAIN PROTECTION
No Changes - Refer to Aircraft Flight
Manual
LANDING GEAR
No Changes - Refer to Aircraft Flight
Manual
LIGHTS
No Changes - Refer to Aircraft Flight
Manual
NAVIGATION INSTRUMENTS
G1000 Integrated Avionics
Required only for operations in RVSM
airspace.
A flight director is required at all times
when conducting procedures
containing Radius-to-Fix (RF)
segments.
Electronic Stability & Protection
(ESP)
190-00915-02 Rev. 9
FAA APPROVED
0
0
0
0
0
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 39 of 183
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
Yaw Damper
0
0
0
0
0
Control Wheel Autopilot
Disconnect/Trim Interrupt Switches
1
1
1
1
1
Left side is required. Both sides
required for two-crew operation.
VHF Communications System
0
0
1
1
1
Or as required by operating
regulation.
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
Required for RVSM operations, or as
required by operating regulation.
VHF Navigation Receiver
0
0
1
1
1
Or as required by operating
regulation.
GPS/SBAS Receiver
1
1
2
2
2
Or as required by operating
regulation.
Automatic Direction Finder (ADF)
0
0
0
0
0
Or as required by operating
regulation.
Distance Measuring Equipment
(DME)
0
0
0
0
0
Or as required by operating
regulation.
Radar (Radio) Altimeter
0
0
0
0
0
Or as required by operating
regulation.
Marker Beacon Receiver
0
0
0
0
0
Or as required by operating
regulation.
Traffic Collision Avoidance System
(TCAS I or II)
0
0
0
0
0
Or as required by operating
regulation.
Terrain Awareness and Warning
System (TAWS)
0
0
0
0
0
Or as required by operating
regulation.
Ground Proximity Warning System
(GPWS)
0
0
0
0
0
Or as required by operating
regulation.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 40 of 183
May be required for flight above a
certain altitude. Refer to Aircraft’s
POH or AFMS for any installed
modifications that affect this
requirement.
190-00915-02 Rev. 9
FAA APPROVED
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Weather Radar
0
0
0
0
0
XM or Connext Datalink Weather
0
0
0
0
0
GSR 56 Satellite Receiver
0
0
0
0
0
PFD and MFD Cooling Fans (3 total)
2
2
2
2
2
GIA (AVN) Cooling Fans (2 total)
0
0
0
0
0
GPS/SBAS receiver with GPS Software
3.2 or later approved version **Note 1,
2
1
1
2
2
2
GDU 104X Display (PFD)
2
2
2
2
2
GDU 1500 Display (MFD)
1
1
1
1
1
GA36 antenna
1
1
1
1
1
GA37 antenna
1
1
1
1
1
RNAV Operations Equipment and
Components
Remarks and/or Exceptions
Or as required by operating
regulation.
For aircraft with G1000 systems
installed per Garmin drawing 00500421-00 Revision 15 or previous and
not modified by Garmin service
bulletin No. 1375, all fans are required
if OAT is above 41°C (106°F) and
cabin air conditioning is inoperative.
For aircraft with G1000 systems
installed per Garmin drawing 00500421-00 Revision 15 or previous and
not modified by Garmin service
bulletin No. 1375, both fans are
required if OAT is above 42°C (107°F).
Equipment and components required
for RNAV 2, RNAV 1, B-RNAV/RNAV 5,
P-RNAV, Class II navigation, RNP and
RNAV routes including Standard
Instrument Departures (SIDs) and
Obstacle Departure Procedures
(ODPs), Standard Terminal Arrival
Routes (STARs), and enroute RNAV
“q” and RNAV “T” routes, and “GPS”,
“or GPS”, “RNAV (GPS)”, and RNAV
(GNSS) Instrument approach
operations
NOTE 1: Some approaches require
two functioning GPS/SBAS receivers.
NOTE 2: If only one is required, and
only one is operative, it must be #1.
OXYGEN
No Changes - Refer to Aircraft Flight
Manual
PROPELLER
Refer to Aircraft’s POH or AFMS for
any installed modifications
No Changes VACUUM SYSTEM
Gyro Suction Gage
0
0
0
0
1
Instrument Air System
0
0
0
0
1
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 41 of 183
This page intentionally left blank.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 42 of 183
190-00915-02 Rev. 9
FAA APPROVED
Section 3 - Emergency Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 44
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 44
MANUAL AUTOPILOT DISCONNECT .................................................................................................. 45
AUTOPILOT ABNORMAL DISCONNECT ............................................................................................. 45
AUTOPILOT FAILURE ........................................................................................................................... 46
PITCH AXIS FAILURE ............................................................................................................................ 46
ROLL AXIS FAILURE ............................................................................................................................. 47
YAW AXIS FAILURE .............................................................................................................................. 48
(Amber
annunciator on PFD) ........................................................................... 48
PITCH TRIM FAILURE ........................................................................................................................... 48
AUTOPILOT PRE-FLIGHT TEST FAIL .................................................................................................. 49
OVERSPEED RECOVERY ..................................................................................................................... 49
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESP-Equipped
Aircraft Only) .......................................................................................................................................... 50
ENGINE FAILURE .................................................................................................................................. 50
EMERGENCY ENGINE SHUTDOWN .................................................................................................... 50
ENGINE FAILURE IN FLIGHT ............................................................................................................... 50
ELECTRICAL SYSTEM ................................................................................................ 51
DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN] .................................................................... 51
TAWS AND GPWS ....................................................................................................... 53
TAWS OR GPWS WARNING ................................................................................................................. 53
TCAS II ......................................................................................................................... 54
TCAS II RESOLUTION ADVISORY ....................................................................................................... 54
WINDSHEAR ENCOUNTER ........................................................................................ 56
ESP ENGAGEMENT .................................................................................................... 56
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 43 of 183
Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot memory
action items. The pilot shall perform these items without reference to the checklist in this
section.
AUTOMATIC FLIGHT CONTROL SYSTEM
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY
These procedures supersede the airplane’s UNSCHEDULED ELECTRIC ELEVATOR TRIM
ACTIVATION AFM checklist items.
If the airplane deviates unexpectedly from the planned flight path:
1. Control Wheel ............................................................................................................ GRIP FIRMLY
2. AP/YD DISC / TRIM INTRPT Button ................................................................ PRESS AND HOLD
(Be prepared for high elevator control forces)
3. Aircraft Attitude ......................................................... MAINTAIN/REGAIN AIRCRAFT CONTROL
use standby attitude indicator if necessary
NOTE
Do not release the AP/YD DISC / TRIM INTRPT Button until after pulling the AFCS SERVO Circuit
Breaker.
4. Elevator Trim ........................................................ RE-TRIM if necessary using Elevator Tab Wheel
5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
NOTE
Pulling the AFCS SERVOS circuit breaker will render the autopilot and yaw damper systems
inoperative.
6. AP/YD DISC / TRIM INTRPT Button ................................................................................ RELEASE
WARNING
IN FLIGHT, DO NOT OVERPOWER THE AUTOPILOT. THE TRIM WILL OPERATE IN THE
DIRECTION OPPOSING THE OVERPOWER FORCE, WHICH WILL RESULT IN LARGE 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.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 44 of 183
190-00915-02 Rev. 9
FAA APPROVED
NOTE
The maximum altitude lost during malfunction tests was:
Climb – 0 Feet
Cruise – 120 Feet
Descent – 450 Feet
Maneuvering – 0 Feet
Glideslope/Glidepath Approach – 80 Feet
Non-Precision Approach – 120 Feet
One-engine inoperative approach – 80 Feet
MANUAL AUTOPILOT DISCONNECT
If necessary, the autopilot may be manually disconnected using any one of the following
methods.
1. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
2. AP Button (Autopilot mode control panel) .............................................................................. PRESS
(Yaw damper remains engaged)
3. Pitch Trim Switch (Pilot’s or, if installed, Copilot’s control wheel) .................................... ACTIVATE
(Yaw damper remains engaged)
4. Go-Around (GA) switch (For airplanes without ESP Installed) .............................................. PRESS
(Left power lever -yaw damper remains engaged)
5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
AUTOPILOT ABNORMAL DISCONNECT
(Red ‘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, YAW or
AFCS on the PFD, indicating the axis which has failed, or that the automatic flight control
system has failed. The autopilot cannot be re-engaged with any of these annunciations
present.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 45 of 183
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, ESP (If installed), yaw damper, and manual electric
pitch trim will be inoperative.
2. Advise ATC of loss of autopilot system.
NOTE
A loss of the autopilot may also cause the yaw damper to be inoperative. Some King Air 200,
200C, B200 and B200C airplanes require the yaw damper to be operative above 17,000 feet
MSL. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate Airplane
Flight Manual Supplement for further information.
3. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
4. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
PITCH AXIS FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the pitch axis of the autopilot. The autopilot and ESP (if installed) will be
inoperative. The yaw damper will be operative.
NOTE
If the red
annunciator illuminates without the autopilot engaged, it may indicate a
faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude
indications.
2. Advise ATC of loss of autopilot system.
3. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
4. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 46 of 183
190-00915-02 Rev. 9
FAA APPROVED
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
5. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
ROLL AXIS FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the roll axis of the autopilot. The autopilot and ESP (if installed) will be
inoperative. The yaw damper will be operative.
NOTE
If the red
annunciator illuminates without the autopilot engaged, it may indicate a
faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude
indications.
2. Advise ATC of loss of autopilot system.
3. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
4. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
5. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 47 of 183
YAW AXIS FAILURE
(Amber
annunciator on PFD)
1. Indicates a failure of the yaw axis of the autopilot. The yaw damper will disconnect. The
autopilot may be re-engaged and disengaged normally, but the yaw damper will remain
inoperative.
2. Autopilot .......................................................................................................... AS DESIRED
WARNING
DO NOT USE THE AUTOPILOT TO FLY A COUPLED ILS, LOC, LP/LPV OR LNAV/VNAV
APPROACH WITH AN INOPERATIVE YAW DAMPER. THE AUTOPILOT MAY NOT BE ABLE
TO MAINTAIN DIRECTIONAL CONTROL IF AN ENGINE FAILS DURING THE APPROACH.
NOTE
If the amber
annunciator illuminates without the autopilot engaged, it may indicate a
faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude
indications.
NOTE
Some King Air 200, 200C, B200 and B200C airplanes require the yaw damper to be operative
above 17,000 feet MSL. Refer to the Limitations section of the Aircraft Flight Manual, or
appropriate Airplane Flight Manual Supplement for further information.
PITCH TRIM FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the pitch trim servo of the autopilot. The autopilot and ESP (if installed) will
be inoperative. The yaw damper will remain operative.
2. Control Wheel ............................................................................................................. GRIP FIRMLY
3. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Be prepared for high elevator control forces)
4. Elevator Trim ...................................................... AS REQUIRED USING ELEVATOR TAB WHEEL
If Red
Message Clears
5. Autopilot ....................................................................................................................... RE-ENGAGE
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 48 of 183
190-00915-02 Rev. 9
FAA APPROVED
If Red
Message Remains
5. Autopilot ........................................................................................................ DO NOT RE-ENGAGE
6. Elevator Trim .......................................................... CONTINUE TO USE ELEVATOR TAB WHEEL
7. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
In RVSM Airspace:
8. Advise ATC of loss of autopilot system.
9. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
10. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
AUTOPILOT PRE-FLIGHT TEST FAIL
(Red
annunciator on PFD)
1. Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, ESP (if installed),
and electric elevator trim are inoperative. Flight Director may still function.
OVERSPEED RECOVERY
(Amber
annunciation on PFD)
1. Power Levers ..................................................................................................................... REDUCE
When overspeed condition is corrected:
2. Autopilot ..................................................................... RESELECT VERTICAL MODE (if necessary)
NOTE
Overspeed recovery mode provides a pitch up command to decelerate the airplane at or below
the maximum autopilot operating speed (259 KIAS / 0.52 M). Overspeed recovery is not active
in altitude hold (ALT), glideslope (GS), or glidepath (GP) modes.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 49 of 183
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESPEquipped Aircraft Only)
(Red
Warning Annunciator on the PFDs on ESP-equipped aircraft. May also be
accompanied by an amber
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, 95 or
100 +/-2 KIAS, or 2 KIAS above stall warning airspeed, depending on the flap position and the
vertical mode selected. Underspeed recovery is not available below 200 feet AGL, except in
go-around (GA) mode.
ENGINE FAILURE
EMERGENCY ENGINE SHUTDOWN
ENGINE FAILURE IN FLIGHT
1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE
2. Engine Failure Procedure in
EMERGENCY PROCEDURES Section of AFM ........................................................ COMPLETE
3. Trim Tabs .............................. MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS
4. Autopilot .............................................................PRESS ‘AP’ BUTTON (if desired) to RE-ENGAGE
5. Rudder Tab ............................................................... MANUALLY ADJUST AS REQUIRED AFTER
POWER AND CONFIGURATION CHANGES
6. TCAS II (IF INSTALLED) ...................................................................................SELECT TA ONLY
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 50 of 183
190-00915-02 Rev. 9
FAA APPROVED
ELECTRICAL SYSTEM
DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN]
This procedure supersedes the AFM procedure in its entirety.
1. Gen1 and Gen 2 Generator Switches ............................................................... RESET, THEN ON
If Either Generator Will Reset:
2. Operating Generator Loadmeter .................................................DO NOT EXCEED 100% LOAD
(88% above 31,000 ft)
3. Inoperative Generator Switch ..................................................................................................... OFF
If Neither Generator Will Reset:
4. Avoid IFR conditions if possible and LAND AT THE NEAREST SUITABLE AIRPORT.
5. Standby Battery Switch ............................................................................... INDICATES ARM or ON
6. Non-essential equipment:
a. Auto-Ignition…………………………………………………………………………………...OFF
b. Engine Anti-Ice………………………………………………LEAVE IN CURRENT POSITION
c.
Prop Sync……………………………………………………………………………………...OFF
d. All Exterior Lights……………………………………………………………………………..OFF
e. All Ice Protection except L Pitot Heat……………………………………………………….OFF

f.
Surface Deice………………………………………ACTIVATE WHEN REQUIRED
COM 1 ......................................................................................... SELECTED AND ACTIVE
g. Transponder……………………………………………………………………SELECT XPDR 1
h. Cabin Furnishings, Lights, No Smoke/FSB………………………………………………...OFF
i.
Vent Blower………………………………………………………………………………….AUTO
j.
Aft Blower (if installed)………………………………………………………………………..OFF
k.
Cabin Temp Mode Control…………………………………………………………………...OFF
l.
Electric Heat ................................................................................................................... OFF
m. Cigar Lighter/Accessories ...................................................................................... UNPLUG
n. Overhead Flood Lights…………………………………………………………..ON (if required)
o. Instrument Indirect Lights…………………………………………………………………….OFF
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 51 of 183
p. Master Panel Lights…………………………………………………………………………..OFF
q. Left and Right Fuel Control Heat CB’s (right panel)……………………………………..PULL
r.
Reading Light CB (right panel)..................................................................................... PULL
NOTE
The following step will cause the autopilot, yaw damper, and electric trim to become inoperative.
Both flight directors will continue to function normally. Some King Air 200, 200C, B200 and
B200C airplanes require the yaw damper to be operative above 17,000 feet MSL. Refer to the
Limitations section of the Aircraft Flight Manual, or appropriate Airplane Flight Manual
Supplement for further information
s.
Avionics Master PWR .................................................................................................... OFF
t.
Flaps ......................................................................................................... DO NOT LOWER
7. The following equipment will be functional while the G1000 is powered from the airplane’s battery
power, Avionics Master Power Switch is OFF, and the [L DC GEN] and [R DC GEN] annunciators
are illuminated.
Pilot’s Attitude, Heading, Air Data, and Nav CDI
Copilot’s Attitude, Heading, Air Data, and Nav CDI
MFD, Engine Gauges
Com 1, Pilot’s Audio Panel, GPS 1, GPS 2, VHF Nav 1, VHF Nav 2, Transponder 1
Flight Director
NOTE
Inoperative G1000 equipment items will be displayed in the ALERTS window on both PFDs.
NOTE
The airplane’s battery will continue to power the G1000 equipment for at least 30 minutes following
complete loss of normal electrical power generation. Once the airplane’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. The standby battery will also power the internal lighting of the magnetic compass on
certain airplanes for an additional 30 minutes.
8. Consider a Landing Gear Manual Extension to conserve battery power.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 52 of 183
190-00915-02 Rev. 9
FAA APPROVED
TAWS AND GPWS
TAWS OR GPWS WARNING
(Red
on PFD and aural “PULL UP” or “[Whoop, Whoop], PULL UP”
1. AP/YD DISC / TRIM INTRPT Button ............................................. PRESS and RELEASE
(To disconnect the autopilot)
2. Aircraft Attitude ....................................................... PULL BACK ON CONTROL WHEEL
3. Power.......................................................................................... MAXIMUM ALLOWABLE
4. Airspeed ........................................................................ BEST ANGLE OF CLIMB SPEED
After Warning Ceases:
5. Power ......................................................................................... MAXIMUM CONTINUOUS
6. Altitude ............................................................... CLIMB AND MAINTAIN SAFE ALTITUDE
7. Advise ATC of Altitude Deviation, if appropriate.
NOTE
Only vertical maneuvers are recommended, unless either operating in visual meteorological
conditions (VMC), or the pilot determines, based on all available information, that turning in addition
to the escape maneuver is the safest course of action, or both.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 53 of 183
TCAS II
Refer to the GARMIN Pilot’s Guide, P/N 190-00928-05 Rev. A or later FAA approved revision for a detailed
description of the TCAS II display and control elements as implemented in the G1000.
TCAS II RESOLUTION ADVISORY
(Red on PFD and aural resolution advisory)
If a Maneuver is Required:
1. AP/YD DISC / TRIM INTRPT Button ............................................ PRESS AND RELEASE
(To Disconnect the Autopilot)
2. Aircraft Attitude .............................. PITCH AS REQUIRED TO COMPLY WITH THE RA,
VERTICAL SPEED INDICATOR INSIDE THE GREEN BAND
3. Power ........................................................................................................... AS REQUIRED
If a TCAS “CLIMB” RA Occurs When Configured for Landing:
1. Flaps..................................................................................................................... RETRACT
2. Gear ........................................................................ UP WITH POSITIVE RATE OF CLIMB
Compliance with a TCAS II resolution advisory (RA) is necessary unless the pilot considers it unsafe to do
so, or unless the pilot has information about the cause of the RA and can maintain safe separation for
example visual acquisition of, and safe separation from, a nearby aircraft on a parallel approach. The TA
ONLY mode can be used to preclude unnecessary RA when intentionally operating near other aircraft.
Evasive maneuvering should be limited to the minimum required to comply with the RA. Excessive
responses to RAs are not desirable or appropriate because of other potential traffic and ATC
consequences. From level flight, proper response to an RA typically results in an overall altitude deviation
of 300 to 500 feet in order to successfully resolve a traffic conflict.
CAUTION
Once a non-crossing RA has been issued, safe operation could be compromised if current
vertical speed is changed, except as necessary to comply with the RA. This is because TCAS IIto-TCAS II coordination may be in progress with the intruder airplane, and any change in vertical
speed that does not comply with the RA may negate the effectiveness of the other
airplane’s compliance with its RA.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 54 of 183
190-00915-02 Rev. 9
FAA APPROVED
WARNING
NONCOMPLIANCE WITH A CROSSING RA BY ONE AIRPLANE MAY RESULT IN REDUCED
VERTICAL SEPARATION; THEREFORE, SAFE HORIZONTAL SEPARATION MUST ALSO
BE ASSURED BY VISUAL MEANS.
CAUTION
It is possible in some cases to have insufficient airplane performance to follow the TCAS RA
command without flying into stall warning or buffet. Therefore, stall warning must be respected
when following an RA. Conditions where this may occur include but are not limited to:

Bank angle in excess of 15 degrees.

One engine inoperative.

Speeds below normal operating speeds.

Failure to configure for a go-around following a climb RA in landing configuration.

Failure to advance thrust to full rating following reduced thrust takeoff.

Abnormal configurations which reduce climb performance (ie, gear not retractable)

TCAS command reversal to a “CLIMB – CLIMB NOW.”

Icing conditions affecting airplane performance.
CAUTION
Do not attempt to use the Flight Director to comply with TCAS II Resolution Advisories
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 55 of 183
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.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 56 of 183
190-00915-02 Rev. 9
FAA APPROVED
Section 3A - Abnormal Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 59
AILERON MISTRIM ................................................................................................................................ 59
ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 60
ELEVATOR MISTRIM ............................................................................................................................. 61
RUDDER MISTRIM ................................................................................................................................. 62
FLASHING AMBER MODE ANNUNCIATION ....................................................................................... 63
YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’) ................................................. 63
ELECTRONIC STABILITY AND PROTECTION .......................................................... 64
MANUAL ESP DISENGAGEMENT ........................................................................................................ 64
G1000 INTEGRATED AVIONICS SYSTEM ................................................................. 64
ALTITUDE MISCOMPARE ..................................................................................................................... 64
AIRSPEED MISCOMPARE .................................................................................................................... 67
PITCH MISCOMPARE ............................................................................................................................ 69
ROLL MISCOMPARE ............................................................................................................................. 69
HEADING MISCOMPARE ...................................................................................................................... 69
AMBER HEADING DISPLAY ................................................................................................................. 70
LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE.................................................................... 70
LOSS OF ALTITUDE ERROR CORRECTION ...................................................................................... 71
DISPLAY UNIT FAILURE ............................................................................................. 72
PFD FAILURE ......................................................................................................................................... 72
MFD FAILURE ........................................................................................................................................ 72
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI) ......................................................... 73
GPS APPROACH INTEGRITY LIMITS EXCEEDED ............................................................................. 74
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH .......................................................... 75
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP on PFD) ....... 76
VDI MISCOMPARE ON BARO VNAV APPROACHES (VDI MISCOMP on PFD)................................ 77
LOSS OF RADIO TUNING FUNCTIONS ............................................................................................... 77
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED............................................................ 78
FAILED ATTITUDE AND/OR HEADING ................................................................................................ 79
ENGINE INDICATION SYSTEM (EIS) FAILURE ................................................................................... 81
LOSS OF NAVIGATION DATA .............................................................................................................. 81
INACCURATE FLIGHT DIRECTOR DISPLAY ...................................................................................... 81
BOTH ON ADC1, BOTH ON ADC2........................................................................................................ 82
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 57 of 183
BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 82
BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 82
USING ADC1 or ADC2 ........................................................................................................................... 83
USING AHRS1 or AHRS2 ...................................................................................................................... 83
RADIO ALTIMETER FAILURE ............................................................................................................... 83
SYNTHETIC VISION ..................................................................................................... 84
TAWS AND GPWS ....................................................................................................... 85
TAWS or GPWS CAUTION .................................................................................................................... 85
TAWS INHIBIT ........................................................................................................................................ 85
GPWS INHIBIT (TAWS-A Only) ............................................................................................................. 85
FLAP OVERRIDE (TAWS-A Only) ........................................................................................................ 86
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) ...................................................... 86
TAWS N/A and TAWS FAIL ................................................................................................................... 87
GPWS FAIL (TAWS-A only) .................................................................................................................. 87
TCAS II ......................................................................................................................... 87
TCAS II TRAFFIC ADVISORY ............................................................................................................... 87
TCAS II SYSTEM FAILURE
............................................................................................ 88
TCAS II SYSTEM STANDBY
.............................................................................................. 88
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 58 of 183
190-00915-02 Rev. 9
FAA APPROVED
AUTOMATIC FLIGHT CONTROL SYSTEM
AILERON MISTRIM
(amber
or
annunciation on PFD)
Indicates a mistrim of the ailerons while the autopilot is engaged. The autopilot cannot trim the
airplane in roll. During large changes in airspeed, engine failure, or single engine operation,
illumination of this message may occur. If the autopilot is disconnected while this message is
displayed, high roll forces are possible. The following procedure should be followed:
1. Control Wheel ............................................................................................................. GRIP FIRMLY
2. Aileron Tab Knob ............................................ ROTATE SLOWLY IN DIRECTION OF INDICATED
MISTRIM UNTIL THE ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Control Wheel ............................................................................................................. GRIP FIRMLY
4. Aileron Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Cabin Sign ........................................................................................................... NO SMOKE & FSB
Ensure passengers are seated with seat belts securely fastened
6. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
7. Aileron Trim ................... USING AILERON TAB KNOB, MANUALLY RE-TRIM AIRPLANE
The autopilot should be considered inoperative until the cause of the mistrim has been investigated
and corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
8. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
9. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 59 of 183
ELECTRIC PITCH TRIM INOPERATIVE
NOTE
This condition may be accompanied by a red
or
annunciation on the PFDs.
1. Move both halves of pilot and copilot pitch trim switches to check for stuck switch.
2. AFCS SERVO Circuit Breaker .............................................................................. PULL and RESET
(Right circuit breaker panel)
The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVO circuit breaker is reset. If
the autopilot successfully completes the Pre-Flight Test, re-engage the autopilot, reselect the desired
autopilot modes, and continue to use normally. If the Pre-Flight Test fails, indicated by a red
on the PFDs, the autopilot, and electric pitch trim will be inoperative for the remainder of the flight.
If Operative:
3. Use as required.
If still inoperative:
3. Pitch Trim .......................................................................... MANUALLY TRIM AIRPLANE IN PITCH
(Using Elevator Tab Wheel)
NOTE
Some King Air 200, 200C, B200 and B200C airplanes require the yaw damper to be operative
above 17,000 feet MSL. Refer to the Limitations section of the Aircraft Flight Manual, or
appropriate Airplane Flight Manual Supplement for further information.
In RVSM Airspace and Autopilot Inoperative:
4. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
5. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 60 of 183
190-00915-02 Rev. 9
FAA APPROVED
ELEVATOR MISTRIM
(amber
or
annunciation on PFD)
Indicates a mistrim of the elevator tab while the autopilot is engaged. The autopilot will normally
trim the airplane as required. However, during rapid acceleration, deceleration, or configuration
changes, momentary illumination of this message may occur accompanied by minor fluctuations in
flight path. If the autopilot is disconnected while this message is displayed, high elevator control
forces are possible. In the event of sustained illumination, the following procedure should be
followed:
1. Control Wheel ............................................................................................................. GRIP FIRMLY
2. Elevator Tab Wheel................................. ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Control Wheel ............................................................................................................. GRIP FIRMLY
4. Elevator Tab Wheel................................. ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Cabin Sign ........................................................................................................... NO SMOKE & FSB
Ensure passengers are seated with seat belts securely fastened
6. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
7. Pitch Trim ............................. USING ELEVATOR TAB WHEEL, MANUALLY RE-TRIM AIRPLANE
Autopilot should be considered inoperative until the cause of the mistrim has been investigated and
corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
8. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
9. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 61 of 183
RUDDER MISTRIM (amber
or
annunciation on PFD)
Indicates a mistrim of the rudder while the autopilot is engaged. The autopilot cannot trim the
airplane in yaw. During large changes in airspeed, engine failure, or single engine operation,
illumination of this message may occur. If the autopilot is disconnected while this message is
displayed, high rudder pedal forces and yawing motion are possible. The following procedure
should be followed:
1. Rudder Pedals ........................................................................................................... HOLD FIRMLY
2. Rudder Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Rudder Pedals ........................................................................................................... HOLD FIRMLY
4. Rudder Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Autopilot ..................................................................................................................... DISCONNECT
6. Rudder Tab Knob .........................................................................MANUALLY RE-TRIM AIRPLANE
NOTE
Yaw Damper should be considered inoperative until the cause of the mistrim has been
investigated and corrected. Some King Air 200, 200C, B200 and B200C airplanes require the
yaw damper to be operative above 17,000 feet MSL. Refer to the Limitations section of the
Aircraft Flight Manual, or appropriate Airplane Flight Manual Supplement for further
information.
7. Autopilot .............................................................................................................................. ENGAGE
In RVSM Airspace and Autopilot Inoperative:
8. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
9. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 62 of 183
190-00915-02 Rev. 9
FAA APPROVED
FLASHING AMBER MODE ANNUNCIATION
NOTE
Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the AFCS)
will be annunciated by flashing the disengaged mode in amber on the PFD. Upon loss of a selected
mode, the system will revert to the default mode for the affected axis, either ROL or PIT. After 10
seconds, the new mode (PIT or ROL) will be annunciated in green.
LOSS OF SELECTED VERTICAL MODE (FLC, VS, VPTH, ALT, GS, GP)
1. Autopilot mode controls....................................................... SELECT ANOTHER VERTICAL MODE
If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
LOSS OF SELECTED LATERAL MODE (HDG, VOR, GPS, LOC, VAPP, BC)
1. Autopilot mode controls.................. ............................... ......SELECT ANOTHER LATERAL MODE
If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’)
Flashing amber ‘YD’ in flight indicates that yaw damper has disconnected. If the disconnect was
not pilot initiated, the flashing amber ‘YD’ annunciation will be accompanied by a red or amber YAW
annunciation in the AFCS status field on the PFD. Refer to Section 3 – Emergency Procedures,
YAW AXIS FAILURE, for further information.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 63 of 183
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
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.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 64 of 183
190-00915-02 Rev. 9
FAA APPROVED
If Pilot and Standby Altimeter Agree (Copilot Altimeter Differs):
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
3. SENSOR Softkey (Copilot PFD) ............................................................................................ PRESS
4. ADC1 Softkey ......................................................................................................................... PRESS
5. PFD Displays ............................ CONFIRM

annunciator is displayed on both PFDs
In RVSM Airspace:
6. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
7. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of primary altimetry
systems.
If Copilot and Standby Altimeter Agree (Pilot Altimeter Differs):
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
3. Autopilot ALT Mode.................................................................................................... DISENGAGED
4. Pilot’s Static Air Source .................................................................................. SELECT ALTERNATE
A sudden sustained change in rate-of-climb indication accompanied by abnormal indicated
airspeed and altitude changes beyond normal calibrated differences observed on the Pilot’s
PFD would indicate a blockage of the pilot’s static system.

If Pilot’s and Copilot’s altimeters agree within normal calibrated differences with Pilot’s Alternate
Static Air Source in the ALTERNATE position:
Refer to Section 5, PERFORMANCE in the aircraft AFM for Airspeed Calibration-Alternate
System and Altimeter Correction–Alternate System for the Pilot’s Altimeter.

In RVSM Airspace:
5. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
6. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimetry systems.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 65 of 183
If no change in rate-of-climb, airspeed, or altitude is observed:
7. Pilot’s Static Air Source ........................................................................................SELECT NORMAL
8. Compare indicated altitude to GPS altitude on MFD AUX-GPS STATUS page to aid in
determining which primary system is most accurate.
NOTE
When comparing indicated altitude to GPS altitude, deviations from standard temperature or pressure
can cause indicated altitude to deviate from GPS altitude. Those errors are largest at high altitude.
Below 10,000 feet 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:
1. Autopilot ALT Mode.................................................................................................... DISENGAGED
2. Use SENSOR softkey to select most accurate ADC on both PFD’s.
3. Confirm
or
annunciators are displayed on both PFDs
4. Autopilot ALT Mode...................................................................................... ENGAGE AS DESIRED

In RVSM Airspace:
5. Altitude ................................................................ CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
6. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimetry systems.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 66 of 183
190-00915-02 Rev. 9
FAA APPROVED
If Unable to Identify Accurate Altitude Source:
1. Avoid IFR conditions if possible; consider diversion to visual conditions and LAND AS SOON AS
PRACTICAL.
2. Maintain altitudes based on LOWEST indicated altitude.
3. ATC – Advise of inability to verify correct altitude. If in RVSM airspace, perform appropriate
RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude
reporting capability.
4. If unable to descend in visual conditions, plan an ILS, LPV, or RNAV (GPS or GNSS)
LNAV/VNAV approach with course intercept well outside the Final Approach Fix (FAF).
5. Once glideslope or glidepath is captured, determine most accurate altitude source when crossing
FAF.
6. Reference ILS Decision Altitude or GPS based approach Minimum Descent Altitude to most
accurate altimeter based on FAF crossing.
WARNING
VARIOUS TAWS ALERTS ARE BASED ON GPS ALTITUDE AND POSITION INFORMATION.
TAWS WARNINGS AND CAUTIONS ARE INDEPENDENT OF ADC DATA. IF A TAWS
WARNING OR CAUTION IS RECEIVED, CONSIDER IT ACCURATE AND TAKE IMMEDIATE
AVOIDANCE ACTION.
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.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 67 of 183
If Pilot and Standby Airspeed Indicator Agree (Copilot Airspeed Differs):
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction – Standby System
chart in the Performance section of this supplement.
2. SENSOR Softkey (Copilot’s PFD) ......................................................................................... PRESS
3. ADC1 Softkey ......................................................................................................................... PRESS
4. PFD Displays ........................... CONFIRM

annunciator is displayed on both PFDs
In RVSM airspace:
5. Altitude ................................................................ CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
6. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimetry systems.
If Copilot and Standby Airspeed Indicator Agree (Pilot Airspeed Differs):
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction – Standby
System chart in the Performance section of this supplement.
2. Pilot and Copilot ALTITUDE .................................................................................................... NOTE
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.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 68 of 183
190-00915-02 Rev. 9
FAA APPROVED
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 in the upper right corner of the PFD when the G1000 detects a difference
between the pilot’s and copilot’s heading information. Refer to the GARMIN G1000 Cockpit
Reference Guide for additional information.
1. WSHLD ANTI-ICE Switches (PILOT and 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 and/or air conditioner operation.
These items must be turned OFF prior to referencing magnetic compass heading, and then
may be reselected ON. With windshield anti-ice OFF, fog or frost may form on the inside
surface of the windshield. The windshield anti-ice should be turned off only long enough to
reference magnetic compass or the pilot should descend to a warmer altitude if terrain, fuel,
and endurance permit.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 69 of 183
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. HDG MODE Softkey 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.
HDG MODE Softkey on PFD ............................................................................................... PRESS
3.
DG SLAVE Softkey............................................................................................................... PRESS
4.
Verify the heading display is shown in white.
5.
Autopilot ......................................................................... RE-SELECT DESIRED LATERAL MODE
LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE
If ATC is not receiving altitude reporting information while in RVSM airspace:
1. XPDR Softkey ............................................................................SELECT OTHER TRANSPONDER
2. Verify selected transponder is in ALT mode.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 70 of 183
190-00915-02 Rev. 9
FAA APPROVED
LOSS OF ALTITUDE ERROR CORRECTION
Loss of altitude (static source) error correction in the air data computers is indicated by an advisory
message in the alerts window of the PFD. The static source error correction is effective only above
18,000 feet MSL. The following advisory messages will post:
ADC1 ALT EC - ADC1 altitude error correction is unavailable.
and/or
ADC2 ALT EC - ADC2 altitude error correction is unavailable.
If a loss of altitude error correction advisory is received:

Above 18,000 feet MSL:
1. Altitude .......................MAINTAIN USING CROSS-SIDE ALTIMETER OR STANDBY ALTIMETER
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

In RVSM Airspace:
1. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimetry systems.
2. Record each altimeter reading for RVSM contingency procedure use.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 71 of 183
DISPLAY UNIT FAILURE
PFD FAILURE
PFD failure is indicated by a complete loss of image on a display. The pilot should use the cross
side PFD and the standby flight instruments for information to fly the airplane. If only individual
elements of the display are failed, refer to appropriate procedures for the individual failures.
To display composite primary flight information and the engine instruments on the MFD:
1. DISPLAY BACKUP Button (on audio panel of affected side) ................................................ PRESS
The DISPLAY BACKUP button may be pressed again to return the MFD to its normal
presentation. With the MFD in its normal display presentation, the pilot has access to
functions and pages unique to the MFD that are not accessible when the MFD is in the
composite display.
NOTE
The CDI SYNC and BARO SYNC settings must be ON to allow the operating PFD controls to
affect settings on the MFD when the MFD is in the Display Backup mode. These settings are
accessible on the MFD when in the normal display presentation on the AUX – SYSTEM SETUP
page.
2. Autopilot Mode Panel ....................................................TRANSFER (XFR button) to operating PFD
3. Autopilot .......................................................................................... RE-ENGAGE and select modes
4. Transponder .....................................................................................SELECT operating transponder
5. Audio Panels .................................................................................... SELECT operating COM Radio
NOTE
Use the operating PFD to control Com frequency selection, Com and Nav volume, and
Altimeter Barometric Pressure setting.
MFD FAILURE
MFD failure is indicated by a complete loss of image on the center display. A failed MFD will cause
PFD1 to automatically to display in reversionary format to provide display of engine instrumentation.
Engine data may also be displayed on PFD2 by pressing the Copilot’s Audio Panel DISPLAY BACKUP
button.
1. Pilot’s Audio Panel DISPLAY BACKUP Button ..................................................................... PRESS
(if auto-reversion does not occur)
2. Copilot’s Audio Panel DISPLAY BACKUP Button ................................................................. PRESS
(if desired)
NOTE
Engine data will be displayed on both PFDs.
3. Electronic Chart Data will not be available following an MFD failure. Use the following procedure
if a secondary source of aeronautical information is not available in the airplane.
a.
Load approaches, arrivals, and departures into the Active Flight Plan using the PROC button
on either PFD. The procedure’s course can be displayed on either PFD Inset Map window.
Navigate using the course pointer and CDI on the PFDs.
b.
For instrument approach procedures, obtain altitude information from ATC.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 72 of 183
190-00915-02 Rev. 9
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.
In addition, ESP (if installed) will function in a degraded mode. ESP Angle of Attack (AOA) mode
will be inoperative and the following ALERT message will be displayed on both PFDs: “ESP
DEGRADE – ESP AOA mode is inoperative.”
If the LOI annunciation is displayed, revert to an alternate means of navigation appropriate to the
route and phase of flight. In Dead Reckoning mode, the MAP – NAVIGATION MAP will continue to
be displayed with a ghosted aircraft icon in the center and an amber ‘DR’ overwriting the icon.
Aircraft position will be based upon the last valid GPS position, then estimated by Dead Reckoning
methods. Changes in true airspeed, altitude, or winds aloft can affect the estimated position
substantially. Dead Reckoning is only available in Enroute mode; Terminal and Approach modes
do not support DR. Course deviation information will be displayed as an amber CDI on both PFDs
and will remain for up to 20 minutes after GPS position data has been lost. The autopilot and/or
flight director may be coupled in GPS mode while the system is in Dead Reckoning mode. Refer
to the G1000 Cockpit Reference Guide for further information. Revert to an alternate means of
navigation appropriate to the route and phase of flight.
If Alternate Navigation Sources (ILS, LOC, VOR, DME, ADF) Are Available:
1. Navigation
............................................................................. 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, magenta course line on the map display and the amber
CDI for course information.
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.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 73 of 183
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 most 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. The position of displayed
traffic relative to the airplane symbol on the map is still accurate.
GPS APPROACH INTEGRITY LIMITS EXCEEDED
During a GPS LP, LPV, LNAV/VNAV, or LNAV+V approach using SBAS, if the Horizontal or Vertical
integrity limits are exceeded, the G1000 System will downgrade the approach. This will be
annunciated in the ALERTS window and may also be accompanied by a change in the indicated
approach type on the HSI. GPS glide path vertical guidance will be removed from the PFD unless
the minimum can still be supported using Baro VNAV. The approach may be continued as
annunciated.
During any GPS approach in which both precision and non-precision integrity limits are exceeded,
the G1000 System will flag the lateral guidance and display a system message “ABORT
APPROACH loss of navigation”. Immediately upon viewing the message, the unit will revert to
Terminal navigation mode integrity limits. If the position integrity is within these limits lateral
guidance will be restored and the GPS may be used to execute the missed approach, otherwise
alternate means of navigation must be utilized.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 74 of 183
190-00915-02 Rev. 9
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 Jeppesen database update cycles. Manual
course or frequency changes can be made to override the auto-loaded values in the G1000 database
whenever an ILS approach is loaded into the G1000 via the FMS. ADVISORY messages will post in
the ALERTS window on the PFDs prompting the pilot verify course and/or frequency information.
Use the latest published instrument approach procedure information to verify all course and
frequency information.
While flying ILS approaches with manually overridden course or frequency information:

For airplanes with TAWS-A installed, the Glideslope Deviation Alerting (GSD) will be
function normally.

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 Overriden 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
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 75 of 183
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP
on PFD)
Airplanes that have system software 0985.07 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. The autopilot may be
transferred and coupled to this VDI if necessary.
If both air data temperature inputs are failed, the VDIs on both displays will be flagged and no
glidepath will be generated. The approach may be continued to LNAV minima.
If VDI NO COMP Annunciation is Observed and AFCS is Coupled to Affected (Failed) Side:
1.
XFR Button on GMC 710 ..................................................................................................... PRESS
2.
APR Mode ............................................................................................... RE-SELECT AS DESIRED
If Both Air Data Temperature Inputs Have Failed:
1.
AFCS Vertical Mode.............................................................................. RE-SELECT AS DESIRED
2.
Continue the approach using LNAV only minima.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 76 of 183
190-00915-02 Rev. 9
FAA APPROVED
VDI MISCOMPARE ON BARO VNAV APPROACHES (VDI MISCOMP on PFD)
If a difference in temperature compensated altitudes from the two air data computers differs by
more than 50 feet, an amber VDI MISCOMP annunciation will be displayed on both PFDs.
If a VDI MISCOMP Annunciation is Observed on the PFDs:
1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the
correct barometric altimeter setting
If 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. Approach may be continued to LNAV only
minima.
LOSS OF RADIO TUNING FUNCTIONS
1. COM Frequency Toggle Button ...........................................PRESS AND HOLD FOR 2 SECONDS
NOTE
This procedure will tune the active COM field to the emergency frequency 121.5.
failures of the tuning system will automatically tune 121.5 without pilot action.
190-00915-02 Rev. 9
FAA APPROVED
Certain
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 77 of 183
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED
(RED "X" ON PFD AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED
INDICATORS)
This indicates a loss of valid air data computer information to the respective system.
If Both Sides:
1. Airspeed, Altitude and Attitude ................................................ MONITOR using standby indicators
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance Section of this Supplement.
2. Autopilot ALT Mode................................................................................................... DIS-ENGAGED
3. Advise ATC of loss of all primary altimetry systems and if in RVSM airspace perform the
appropriate RVSM contingency procedures for loss of all primary altimetry systems and accurate
altitude reporting capability outlined in the operator’s RVSM procedures manual.
4. ESP (if installed) will be inoperative.
5. Land as soon as practical.
If One Side Only:
1. Autopilot ALT Mode.................................................................................................... DISENGAGED
2. Affected PFD 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 ADC2” annunciated on both PFDs.
5. Autopilot ALT Mode.................................................................................. RESELECT AS DESIRED

In RVSM Airspace:
6. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Perform appropriate RVSM contingency procedures for loss of redundancy of primary altimetry
systems, outlined in the operator’s RVSM procedures manual.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 78 of 183
190-00915-02 Rev. 9
FAA APPROVED
LOSS OF ALTITUDE ALERTER IN RVSM AIRSPACE
1. Autopilot ALT Mode......................................................................................................... ENGAGED.
2. Altitude
......................................................MONITOR AND MAINTAIN ASSIGNED ALTITUDE
3. Perform appropriate RVSM contingency procedures for the loss of altitude alerting, outlined in the
operator’s RVSM procedures manual.
FAILED ATTITUDE AND/OR HEADING
(ATTITUDE FAIL AND/OR RED "X" OVER HEADING DISPLAY ON PFD)
This indicates a loss of pitch, roll, and/or heading information from AHRS. Refer to 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 airplane is on the ground.
This is usually accompanied by a BOTH ON GPS 1, BOTH ON GPS 2, or LOI annunciation.
Moving the airplane more than 100 yards away from the source of the interference should alleviate
the condition.
Taxiing the airplane before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. As soon as the airplane acquires a valid GPS
position, attitude and heading should return to normal.
WARNING
DO NOT TAKE OFF WITHOUT VALID, NORMAL ATTITUDE AND HEADING DISPLAYS
In Flight, If Both Sides:
1. Attitude .................................................................................. MONITOR using standby attitude gyro
2. WSHLD ANTI-ICE Switches (Pilot and Copilot).......................................................................... OFF
NOTE
The magnetic compass is erratic during windshield anti-ice and/or air conditioner operation.
With windshield anti-ice OFF, windshield may form fog or frost on the inside surface. The
windshield anti-ice should be turned off only long enough to reference magnetic compass or
the pilot should descent to a warmer altitude if terrain, fuel, and endurance permit.
3. ELEC HEAT ................................................................................................................................ OFF
4. CABIN TEMP MODE switch ....................................................................................................... OFF
5. Heading .................................................................................... MONITOR using magnetic compass
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 79 of 183
If in RVSM airspace:
6. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
for loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.
8. Land as soon as practical.
NOTE

The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative.

Reference the GPS track on MFD/PFD map to improve situational awareness. GPS will
continue to display correct GPS based map, position, and track.

Magnetic compass is influenced by windshield anti-ice and/or air conditioner operation.
These items must be turned OFF prior to referencing magnetic compass heading. Leave
these items OFF when maneuvering the airplane by reference to the magnetic compass.
In Flight, If One Side Only:
1. Standby Attitude Gyro ....................................................................................................... MONITOR
2. 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. ESP (if installed) will be inoperative.
If in RVSM airspace and autopilot inoperative:
5. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
6. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
for loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 80 of 183
190-00915-02 Rev. 9
FAA APPROVED
ENGINE INDICATION SYSTEM (EIS) FAILURE
(RED 'X' ON ENGINE DISPLAY)
If All Engine Gauges on One Engine Red ‘X’:
Indicates failure of the GEA for that engine
1. Check GEA circuit breakers ........................................................................... RESET once if tripped
If unable to restore engine gauges:
2. Move both power levers together using the engine with operating engine gauges to set power.
If One or 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
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 81 of 183
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 SBAS satellite coverage in which case the non-selected GPS is still available in the event
the active GPS fails. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.
1.
GPS/SBAS Status ................................................................................................................. CHECK
a. Select AUX - GPS STATUS page on MFD.
b. Select GPS1 then GPS2 softkeys and verify sufficient satellite reception.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 82 of 183
190-00915-02 Rev. 9
FAA APPROVED
USING ADC1 or ADC2
This message is displayed on both PFDs and indicates that both PFDs are displaying data from
the opposite side Air Data Computer. Normally the pilot’s side displays ADC 1 and the copilot’s
side displays ADC 2. Refer to 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
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
RADIO ALTIMETER FAILURE
This message is displayed on both PFDs and indicates that the radio altimeter has failed. The
and
annunciations will be displayed on both PFDs. The GTS 8000 TCAS II
will be inoperative, and the G1000 will no longer provide GPWS alerting. Refer to the TCAS II
SYSTEM FAILURE and GPWS FAIL procedures in this Section for additional information.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 83 of 183
SYNTHETIC VISION
If SVS displays information inconsistent with G1000 primary flight instrumentation, or if operating in
GRS 7800 DG FREE mode:
On the PFD:
1. PFD 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 reversionary mode is required:
Select display backup mode on the G1000 system. When display backup mode is selected, the
MFD will initially present a non-SVS (blue sky over solid brown ground) display. SVS will be
presented on the backup display within 20 seconds if it was enabled on the PFD when display backup
was selected.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 84 of 183
190-00915-02 Rev. 9
FAA APPROVED
TAWS AND GPWS
TAWS or GPWS CAUTION
When a TAWS or GPWS CAUTION occurs, take positive corrective action until the alert ceases. Stop
descending or initiate either a climb or a turn, or both as necessary, based on analysis of all available
instruments and information.
GPWS CAUTION advisories may also be generated when the airplane’s flaps and landing gear are not
in the landing position at low altitudes at groundspeeds less than 157 knots. Ensure the airplane’s
landing gear and flaps are in the desired configuration.
TAWS INHIBIT
The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA) functions
may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information.
To Inhibit TAWS:
1. Display the MAP – TAWS-A or MAP – TAWS-B page.
2. TAWS INH or INHIBIT 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-A or MAP – TAWS-B page.
2. TAWS INH or INHIBIT Softkey .............................................................................................. PRESS
3. Verify the
annunciations are removed from both PFDs and the MFD.
GPWS INHIBIT (TAWS-A Only)
For airplanes equipped with TAWS-A, some GPWS functions may be inhibited to stop alerting if
desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.
To Inhibit GPWS:
1. Display the MAP – TAWS A page
2. GPWS INH Softkey ................................................................................................................ PRESS
3. Verify a
MFD.
annunciation displays on both PFDs and in the lower right corner of the
To Enable GPWS if Inhibited:
1. Display the MAP – TAWS A page
2. GPWS INH Softkey ................................................................................................................ PRESS
3. Verify the
190-00915-02 Rev. 9
FAA APPROVED
annunciation is removed from both PFDs and the MFD.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 85 of 183
NOTE
The GPWS INHIBIT feature will not inhibit altitude voice callouts or Glideslope/Glidepath
deviation alerting.
FLAP OVERRIDE (TAWS-A Only)
For airplanes equipped with TAWS-A, the GPWS flap configuration alerting function may be inhibited
to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.
To Override Flap Altering:
1. Display the MAP – TAWS A page
2. FLAP OVR Softkey ................................................................................................................ PRESS
3. Verify a
MFD.
annunciation displays on both PFDs and in the lower right corner of the
To Enable Flap Alerting if Overridden:
1. Display the MAP – TAWS A page
2. FLAP OVR Softkey ................................................................................................................ PRESS
3. Verify the
annunciation is removed from both PFDs and the MFD.
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only)
or
For airplanes equipped with TAWS-A, the glideslope or glidepath deviation alerting function may be
inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.
To Inhibit Glideslope or Glidepath Alerting:
1. Display the MAP – TAWS A page
2. GS INH or GP INH Softkey .................................................................................................... PRESS
3. Verify a
of the MFD.
or a
annunciation displays on both PFDs and in the lower right corner
To Enable Glideslope or Glidepath Alerting if Inhibited:
1. Display the MAP – TAWS A page
2. GS INH or GP INH Softkey .................................................................................................... PRESS
3. Verify the
or
annunciation is removed from both PFDs and the MFD.
NOTE
The GS INH or GP INH softkeys are only available for selection below 1000’ radar altitude with
the landing gear DOWN and the airplane sufficiently below the Glideslope or Glidepath to
generate a deviation alert.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 86 of 183
190-00915-02 Rev. 9
FAA APPROVED
TAWS N/A and TAWS FAIL
1. If the amber
status annunciator is displayed on the PFDs and MFD, the system will
no longer provide TAWS alerting or display relative terrain and obstacle elevations. The crew must
maintain compliance with procedures that ensure minimum terrain and obstacle separation.
2. If the amber
status annunciator is displayed on the PFDs and MFD, the system will
no longer provide TAWS alerting or display relative terrain and obstacle elevations. The crew must
maintain compliance with procedures that ensure minimum terrain and obstacle separation.
NOTE
The GPWS functions will continue to function if GPWS is available on a Class A TAWS system.
Forward Looking Terrain Awareness alerts and Premature Descent Alerts will be unavailable.
GPWS FAIL (TAWS-A only)
(Yellow
on PFD and MFD)
If the amber
status annunciator is displayed on the PFDs and MFD, the G1000 will no
longer provide GPWS alerting. The crew must maintain compliance with procedures that ensure
minimum terrain separation as well proper airplane landing gear and flap configuration.
NOTE
Forward Looking Terrain Awareness alerts, Premature Descent Alerts, and Altitude Voice Callouts
will continue to function if TAWS is available.
TCAS II
TCAS II TRAFFIC ADVISORY
(Amber
on PFD and aural “TRAFFIC, TRAFFIC” advisory)
Conduct a visual search for the intruder.
separation.
If successful, maintain visual acquisition to ensure safe
The pilot should not initiate evasive maneuvers using information from the traffic map display only on
a traffic advisory (TA) without visually sighting the traffic. These displays and advisories are intended
only for assistance in visually locating the traffic and lack the flight path trends necessary for use in
evasive maneuvering. However, unnecessary resolution advisories can be issued by TCAS II when
other aircraft are operating at an altitude adjacent to the one that has been assigned to the climbing or
descending TCAS aircraft. When climbing or descending in an environment where these unnecessary
advisories are considered likely to occur (based on either airspace design, air traffic communications,
visual acquisition or utilization of traffic displays), a reduction in vertical velocity is recommended until
reaching the assigned altitude. As appropriate, the vertical velocity should be reduced to a rate
between 500 and 1,500 ft/min, when approaching an altitude between 1,000 and 2,000 ft. above or
below the altitude assigned in the ATC instruction or clearance.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 87 of 183
TCAS II SYSTEM FAILURE
If the amber
status annunciator is displayed on the PFDs and “FAIL”, “NO DATA,” DATA
FAILED,” or “FAILED” is displayed on the traffic map displays, the system will no longer provide traffic
information including Traffic or Resolution Advisories. The crew must visually acquire and maintain
separation from other aircraft.
TCAS II SYSTEM STANDBY
In flight, if the amber
status annunciator is displayed on the PFDs and “STANDBY”” is
displayed on the traffic map displays, the system will no longer provide traffic information including
Traffic or Resolution Advisories. The crew must visually acquire and maintain separation from other
aircraft. The TCAS should be placed into TA/RA or TA ONLY mode as appropriate. If the TCAS is
in Standby Mode while on the ground, it will be annunciated with a white
annunciator.
To Manually Place the TCAS II into TA/RA or TA ONLY Mode:
1. On Either PFD, XPDR/TFC Softkey....................................................................................... PRESS
2. MODE Softkey ....................................................................................................................... PRESS
3. TA ONLY or TA/RA Softkey ................................................................................................... PRESS
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 88 of 183
190-00915-02 Rev. 9
FAA APPROVED
Section 4 - Normal Procedures
Table of Contents
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 91
PREFLIGHT INSPECTION ........................................................................................... 91
BEFORE ENGINE STARTING ..................................................................................... 93
BEFORE TAXI .............................................................................................................. 93
TAXI .............................................................................................................................. 94
BEFORE TAKEOFF (RUN-UP) .................................................................................... 95
BEFORE TAKEOFF (FINAL ITEMS)............................................................................ 96
TAKEOFF ..................................................................................................................... 96
CRUISE WITHIN RVSM AIRSPACE ............................................................................ 96
CLIMB, CRUISE, AND DESCENT................................................................................ 96
ICING CONDITIONS ..................................................................................................... 97
SHUTDOWN AND SECURING .................................................................................... 97
OTHER PROCEDURES ............................................................................................... 97
TRANSPONDER ..................................................................................................................................... 97
TCAS II .................................................................................................................................................... 98
AUTOPILOT OPERATION ........................................................................................... 99
VERTICAL MODES ................................................................................................................................ 99
VERTICAL SPEED (VS) MODE .......................................................................................................... 99
FLIGHT LEVEL CHANGE (FLC) MODE ............................................................................................. 99
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE ....................................................................... 99
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV) ...................................................... 100
LATERAL MODES................................................................................................................................ 101
HEADING MODE (HDG) ................................................................................................................... 101
NAVIGATION (VOR).......................................................................................................................... 101
NAVIGATION (GPS DIRECT TO) ..................................................................................................... 101
NAVIGATION (GPS OBS Mode) ....................................................................................................... 101
APPROACHES ..................................................................................................................................... 102
ILS ...................................................................................................................................................... 102
ILS GLIDE SLOPE INOPERATIVE ................................................................................................... 104
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 89 of 183
RNAV (GPS) or RNAV (GNSS) - (LPV or LNAV/VNAV) ................................................................... 105
RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V) ................................................................. 107
VOR APPROACH .............................................................................................................................. 108
BACK COURSE (BC) ........................................................................................................................ 110
GO AROUND (GA) ............................................................................................................................... 111
AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only) ............................. 113
SYNTHETIC VISION ............................................................................................................................. 114
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 90 of 183
190-00915-02 Rev. 9
FAA APPROVED
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES
To obtain an ATC clearance before starting the engines:
1.
BAT Switch (Master Switch) ......................................................................................................... ON
Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then:
2.
BAT Switch (Master Switch) ....................................................................................................... OFF
PREFLIGHT INSPECTION
The following procedure is in addition to the AFM PREFLIGHT INSPECTION procedure and required
only if the airplane is RVSM compliant and will be operated in an RVSM environment.
RIGHT AFT FUSELAGE
1.
Right Side Fuselage Skin and Static Ports ...................................................................... CHECKED
2.
Verify that the static port openings are smooth and round, and that there is no foreign material in
the static port openings. Visually inspect the fuselage skin in the RVSM critical region (defined
by markings in the vicinity of the static ports) to verify the absence of skin defects, physical
damage, or large gaps and steps in the skin surface caused by improperly seated access panels
or hatches. Refer to Figure 1 – Right side mirrors the Left.
LEFT AFT FUSELAGE
1.
Left Side Fuselage Skin and Static Ports......................................................................... CHECKED
2.
Verify that the static port openings are smooth and round, and that there is no foreign material in
the static port openings. Visually inspect the fuselage skin in the RVSM critical region (defined
by markings in the vicinity of the static ports) to verify the absence of skin defects, physical
damage, or large gaps and steps in the skin surface caused by improperly seated access panels
or hatches. Refer to Figure 1.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 91 of 183
FWD
12 INCHES
STATIC PORTS
12 INCHES
14 INCHES
10 INCHES
Figure 1, RVSM Critical Region
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 92 of 183
190-00915-02 Rev. 9
FAA APPROVED
BEFORE ENGINE 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 turning the Avionics Master 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, ESP (if installed), and electric elevator trim will be inoperative.
1.
Automatic Autopilot Preflight Test .................................................................................. COMPLETE
a. Red AFCS Annunciator......................................... ILLUMINATED DURING AHRS ALIGNMENT
b. Red AFCS Annunciator.......................... EXTINGUISHES When Autopilot Preflight Test Begins
c.
White PFT Annunciator ..................................................................ILLUMINATED (~ 5 Seconds)
d. White PFT Annunciator ........................................ EXTINGUISHES when preflight test complete
e. Autopilot Disconnect Tone ............................................................................................. SOUNDS
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 93 of 183
These procedures should be conducted after completing the airplane’s AFM BEFORE TAXI checklist
items.
1.
Standby Attitude Indicator ..................................................................................................... CHECK
a. PULL TO CAGE Knob ............................................................... PULL KNOB TO ERECT GYRO
b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE
c. PFD1, PFD2, and Standby Attitude Indicator .......................... COMPARE and CROSS CHECK
2.
Altimeters ................................................................................................. SET and CROSS CHECK
PFD 1, PFD 2, Standby Altimeter
If barometric pressure settings on the PFD1 and PFD2 altimeters differ by more than 0.03 in-Hg
(1 HPa), the baro display on both PFDs will be amber.
3. Radar Altimeter ......................................................................................................................... TEST
a. RA TEST Softkey .............................................................................................................. PRESS
(MFD AUX – SYSTEM STATUS Page)
b. RA TEST Annunciation .........................................................ILLUMINATED on PFD1 and PFD2
c. RA Display Window ................................................... Positive radar altitude on PFD1 and PFD2
d. RA Ground Reference .................................................................. Correlates to radar altitude on
PFD 1 and PFD 2 Altimeter displays
e. RA TEST Softkey ................................................................................... PRESS TO STOP TEST
f. PFD1 and PFD2 Radar Altimeter Displays ......................................................................... 0 Feet
g. RA Ground Reference ........................................................ Correlates to 0 feet radar altitude on
PFD 1 and PFD 2 Altimeter displays
h. RA TEST Annunciation ........................................................... REMOVED from PFD1 and PFD2
TAXI
The following procedure should be accomplished while the airplane is taxiing and prior to
conducting the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist.
NOTE
Taxiing the airplane before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. Interference from GPS repeaters or magnetic
anomalies can cause an intermittent loss of attitude and heading displays while the airplane in on
the ground.
1.
Flight Instruments.................................................................................................................. CHECK
a. Compare attitude displayed by PFD1, PFD2, and Standby Attitude Indicator.
b. Verify the correct barometric pressure is set in the PFD1, PFD2, and Standby Altimeters.
c.
Compare altitude displayed by PFD1, PFD2, and Standby Altimeter. Cross-check and verify
the altitudes agree within 75 feet.
d. Compare heading displayed by PFD1, PFD2, and Magnetic Compass.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 94 of 183
190-00915-02 Rev. 9
FAA APPROVED
NOTE
The standby compass is erratic during windshield anti-ice and/or air conditioner operation.
Windshield anti-ice and air conditioner must be OFF for heading verification check.
e. Verify turn rate and slip indicator display appropriately.
BEFORE TAKEOFF (RUN-UP)
The following procedures supersede the same procedures in the airplane’s AFM BEFORE
TAKEOFF (RUNUP) checklist items.
1.
Electric Elevator Trim ............................................................................................................ CHECK
a. Pilot’s Control Wheel
 Left and Right Segments ................................................................ ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)
 Left and Right Segments ..................................................................... ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)
 With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button ......................................................... PRESS AND HOLD
(verify elevator tab wheel motion stops)
 Manually Operate Elevator Tab Wheel ...... VERIFY Pitch Trim Servo is Not Engaged
b. Copilot’s Control Wheel (If Installed)
 Left and Right Segments ................................................................ ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)
 Left and Right Segments ..................................................................... ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)
 With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button ......................................................... PRESS AND HOLD
(verify elevator tab wheel motion stops)

Pilot’s Trim Override.................................................................................................... CHECK
Activate the copilot’s Pitch Trim Switches nose down. Verify elevator tab wheel is moving
nose down. While the tab wheel is moving in the DN direction, activate the pilot’s Pitch
Trim Switches nose up. Verify the elevator tab wheel begins to move in the UP direction.
Release both pilot’s and copilot’s Pitch Trim switches and reset elevator tab as required.
 Manually Operate Elevator Tab Wheel ....................VERIFY Pitch Trim Servo is Not Engaged
2.
Press GA Button on Left power lever................ VERIFY FD Command Bars show Takeoff Attitude
‘TO / / TO’ is Annunciated in Mode Window on Both PFDs
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 95 of 183
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
TAKEOFF
This procedure should be conducted after brake release during the takeoff roll but before becoming
airborne.
1.
Verify correspondence of PFD airspeed display and standby airspeed.
CRUISE WITHIN RVSM AIRSPACE
1.
Altimeters ................................................................................................................ CROSS-CHECK
Maximum Difference: 200 Feet
Ensure Matched barometric pressure settings (29.92 inHg, STD BARO, or 1013 mb).
2.
Altitude ........................................................................................................... RECORD as Required
Record pilot, copilot and standby altimeter readings upon entering RVSM airspace and as
required thereafter while in RVSM airspace for contingency situations.
3.
Autopilot ALT Mode............................................................Maximum Altitude Deviation: +/- 65 Feet
During normal operations, the ADC coupled to the autopilot will supply altitude data to the active
transponder.
CLIMB, CRUISE, AND DESCENT
Disengage autopilot and yaw damper and re-trim the airplane in roll and/or yaw, if slight dutch roll
activity is observed. Re-engage the autopilot and yaw damper after trimming the airplane.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 96 of 183
190-00915-02 Rev. 9
FAA APPROVED
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 AOA PROTECTION AND AUTOPILOT UNDERSPEED PROTECTION
MAY ALSO NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON.
SHUTDOWN AND SECURING
These procedures should be conducted after the Battery and Generator Switches have been turned
OFF in the AFM SHUTDOWN AND SECURING checklist, and before the flight crew vacates the
cockpit.
1.
Standby Battery Switch ..................................................................................................PRESS OFF
a. Standby Battery Switch ...................................................... [ARMED] and [ON] EXTINGUISHED
b. Standby attitude fail flag ........................................................................................... DISPLAYED
c.
Standby altimeter vibrator should not be heard (BAT – MASTER SWITCH OFF).
OTHER PROCEDURES
TRANSPONDER
With system software version 0985.07 or later, the GTX 33, 33D, or 3000 transponder ADS-B OUT system
has been shown to meet the requirements of 14 CFR 91.227. The ADS-B OUT system should be
operational during all phases of flight, including airport surface movement operations.
System software 0985.07 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 0985.08 or later and GTX 33 or 33D, or
System Software 0985.07 or later and GTX 3000:
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.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 97 of 183
TCAS II
For airplanes equipped with the GTS 8000 TCAS II system:
The GTS 8000 TCAS II system will normally transition between the appropriate STANDBY, TA ONLY and
TA/RA modes automatically. During airport surface movement operations, the GTS 8000 will normally be
in STANDBY Mode. The TCAS II should not be manually placed into TA ONLY or TA/RA mode during
surface movement operations.
The TCAS II should be tested as part of cockpit preparation during preflight inspection. The G1000
systems should be operating in their normal mode prior to performing a TCAS II test. A successful TCAS
test will result in the aural message “TACS II System Test Passed” being played, and no TCAS FAIL
annunciations observed on the PFDs or MFD.
To test the GTS 8000 TCAS II from the PFD:
1.
XPDR/TFC Softkey on PFD ................................................................................................... PRESS
2.
TCAS Softkey ......................................................................................................................... PRESS
3.
TEST Softkey ......................................................................................................................... PRESS
To test the GTS 8000 TCAS II from the MFD:
1.
View the MAP – TRAFFIC MAP page.
2.
TEST Softkey ......................................................................................................................... PRESS
NOTE
Use of the TCAS II system test function in flight will inhibit TCAS II until the test is completed.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 98 of 183
190-00915-02 Rev. 9
FAA APPROVED
AUTOPILOT OPERATION
Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active
autopilot/flight director modes.
Annunciations displayed in white indicate armed
autopilot/flight director modes. Normal mode transitions will flash inverse video green/black
for 10 seconds before becoming steady green. Abnormal mode transitions will flash amber
for 10 seconds before the default mode is annunciated as the active mode. Default
autopilot/flight director modes are Pitch (PIT) and Roll (ROL) modes.
The XFR button on the mode control panel selects the navigation, attitude, and air data inputs
the autopilot / flight director uses. Pressing the XFR button transfers these selections to the
opposite side and causes the autopilot / flight director to drop selected lateral and vertical
modes and engage the default PIT and ROL modes. The pilot must re-select the desired
modes.
VERTICAL MODES
VERTICAL SPEED (VS) MODE
1. Altitude Preselect ................................................................................... SET to Desired Altitude
2. Press VS Button ............................................. GREEN ‘VS’, White ‘ALTS’ annunciated on PFD
3. Vertical Speed Reference........................................................... ADJUST using UP / DN Wheel
4. Green ‘ALT’..................................................................... VERIFY UPON ALTITUDE CAPTURE
FLIGHT LEVEL CHANGE (FLC) MODE
1. Altitude Preselect ................................................................................... SET to Desired Altitude
2. Press FLC Button ......................................... GREEN ‘FLC’, White ‘ALTS’ annunciated on PFD
3. AIRSPEED Reference ................................................................ ADJUST using UP / DN Wheel
4. Green ‘ALT’..................................................................... VERIFY UPON ALTITUDE CAPTURE
NOTE
If the altitude preselect is not changed before selecting FLC, the autopilot may re-capture
the current altitude immediately after entering FLC mode. Always ensure that the altitude
preselect is adjusted prior to selecting FLC.
Pressing the SPD button while in FLC Mode toggles the airspeed reference between KIAS
and Mach. FLC will automatically transition from Mach to KIAS reference during a
descent when the current Mach reference equals 250 KIAS. FLC will not automatically
transition from KIAS to a Mach reference during a climb.
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE
1. At the desired altitude ................................................... PRESS ALT Button on Mode Controller
2. Green ‘ALT’........................................................................................................ VERIFY on PFD
If climbing or descending when the ALT button is pressed, the airplane will overshoot the
reference altitude and then return to it. The amount of overshoot will depend on the
vertical speed when the ALT button is pressed.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 99 of 183
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV)
VNAV Descent
Vertical navigation will only function when the navigation source is GPS navigation. VNAV will
not function if the navigation source is VOR, Localizer, or ADF. The airplane’s heading must
be within 75° of the desired GPS course and within 10 NM cross track error in order for VNAV
to function.
VNAV functions only for enroute and terminal descents. Vertical navigation is not available
during climbs or descents between the final approach fix (FAF) and the missed approach point
(MAP). Refer to the G1000 Cockpit Reference Guide and Pilot’s Guide for additional
information.
1. Once clearance from ATC has been received ..................................... RESET Altitude Preselect
to the vertical clearance limit.
2. 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
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 100 of 183
190-00915-02 Rev. 9
FAA APPROVED
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 GCU
From the DIRECT TO page, activate DIRECT TO a waypoint.
3. Mode Controller .......................................................................SELECT NAV on mode controller
GPS will be annunciated in GREEN on the PFDs
NAVIGATION (GPS OBS Mode)
1. Navigation Source.................................................. SELECT GPS using the CDI softkey on PFD
2. Select Waypoint ................................................... PRESS the D button on the PFDs or GCU
From the DIRECT TO page, activate DIRECT TO a waypoint.
3. OBS Softkey ................................................................................ ON PFD, PRESS OBS softkey
4. Course Pointer ............................................................................................ SET using CRS knob
5. Intercept Heading...................................................................ESTABLISH in HDG or ROL mode
6. Mode Controller .......................................................................SELECT NAV on mode controller
7. GPS will be annunciated in WHITE if the mode is armed or in GREEN if the GPS is the active
lateral mode.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 101 of 183
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. Pathways......................................................................................................... AS DESIRED
e. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 102 of 183
190-00915-02 Rev. 9
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. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed
NOTE
The airplane will navigate in GPS mode throughout the intermediate portion of the approach
procedure. When the airplane is inbound towards the final approach course, the CDI will
automatically switch from GPS navigation to LOC navigation.
e. Pathways......................................................................................................... AS DESIRED
f.
VERIFY ................................................................. Course pointer slews to the front course
4. Established inbound on Final Approach Course ........................ SET Missed Approach Altitude
In Altitude Preselect
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. VERIFY .................................................................. Airplane Captures and Tracks LOC and GS
7. At Decision Altitude (DA),
a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS
Continue visually for a normal landing
Or
b. GO AROUND button
(on Left power lever) ..............................................PRESS, Execute Go Around Procedure
NOTE
For TAWS-A equipped airplanes: When executing a missed approach from an ILS approach,
occasional Glideslope Deviation cautions may be received while establishing the missed
approach climb, even if the airplane is not below the ILS glideslope. This is caused by
transitioning through ILS glideslope side lobe signals. If the Glideslope Deviation alert
annunciates during the initial portion of the go-around, continue to execute the go-around
procedure and fly the appropriate missed approach procedure.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 103 of 183
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 GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend when the airplane intercepts and turns inbound on the final approach
course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.
c.
HSI CDI ......................................................... VERIFY CDI automatically changes to LOC
Course pointer slews to the front course
d. Pathways......................................................................................................... AS DESIRED
e. Mode Control Panel ........................................................... PRESS NAV, verify LOC armed
Pressing the NAV button will arm the autopilot / flight director to capture Localizer and
prevent Glideslope from arming or capturing if the glideslope is inoperative or out of
service.
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( 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 navigation to LOC navigation.
d. Pathways......................................................................................................... AS DESIRED
e. VERIFY ................................................................. Course pointer slews to the front course
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 104 of 183
190-00915-02 Rev. 9
FAA APPROVED
4. Established inbound on Final Approach Course (FAF Active Waypoint)
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ............................................................................. LOC is annunciated on the HSI
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF .................................. Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA
NOTE
It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS
alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.
7. After Leveling at MDA ................................. SET Missed Approach Altitude In Altitude Preselect
RNAV (GPS) or RNAV (GNSS) - (LPV or LNAV/VNAV)
1. Load the approach into the Active Flight Plan.
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend when the airplane intercepts and turns inbound on the final approach
course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.
c.
VERIFY ................................................................. Course pointer slews to the front course
d. Pathways......................................................................................................... AS DESIRED
e. Mode Control Panel ............................................. PRESS APR, Verify GPS and GP armed
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Control Panel .............................. PRESS APR, Verify GPS mode active, GP armed
d. Pathways......................................................................................................... AS DESIRED
e. VERIFY ................................................................. Course pointer slews to the front course
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 105 of 183
4. Established inbound on Final Approach Course
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY .......................................... LPV,LNAV + V, or L/VNAV is annunciated on the HSI
c.
VERIFY ............................................................................................ GP Indicator Displays
d. VERIFY ............................................................................... SUSP is not displayed on HSI
e. SET ........................................................... Missed Approach Altitude In Altitude Preselect
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. VERIFY .......................................................Airplane Captures and Tracks GPS Course and GP
7. At Decision Altitude (DA):
a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS
Continue visually for a normal landing
Or
b. GO AROUND button
(on Left power lever) ..............................................PRESS, Execute Go Around Procedure
NOTE
If SBAS is unavailable before conducting an LNAV/VNAV approach, the G1000 will revert to baro
VNAV operation with automatic temperature compensation on the final approach segment. The
baro VNAV glidepath may be intercepted and flown in the same manner as an SBAS generated
glidepath. Refer to the G1000 Pilot’s Guide, 190-00928-05 Revision A or later, for additional
information on manually applying temperature compensation to other segments of an approach
and approach minima.
For RNAV (GPS) approaches that prohibit WAAS for VNAV, ‘WAAS VNAV NA’, WAAS is inhibited
on the AUX-GPS Status page, select SBAS softkey, highlight WAAS in the SBAS selection box,
and press the ENTER button. Reselect WAAS after completing the approach so SBAS is
available for the next flight.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 106 of 183
190-00915-02 Rev. 9
FAA APPROVED
RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V)
1. Load the approach into the Active Flight Plan.
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend when the airplane intercepts and turns inbound on the final approach
course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.
c. VERIFY ........................................................... Course pointer slews to the inbound course
d. Pathways......................................................................................................... AS DESIRED
e. Mode Controller..................................................................................... PRESS APR Button
GPS will be the active lateral mode,
GP will ARM if the procedure provides a glidepath
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( 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 a glidepath
d. Pathways......................................................................................................... AS DESIRED
4. Established inbound on Final Approach Course (FAF Active Waypoint)
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ..................................................LNAV+V, LP or LNAV is annunciated on the HSI
c.
VERIFY .......................................................... GP Deviation Scale Displays (if applicable)
d. PRESELECT ..................................................................Minimum Descent Altitude (MDA)
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 107 of 183
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 recommended to descend at 1000 ft/min or less. Descending at a higher rate or reaching
MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS alerts. If a
TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS WARNING
procedure in the EMERGENCY PROCEDURES Section of this AFMS.
CAUTION
The autopilot/flight director will not capture ALT if descending in GP mode.
7. Level airplane in ALT mode at MDA ............................... PRESS NAV button 200 ft above MDA
If airplane is descending via GP, GP will extinguish and PIT mode will be active and
airplane will capture MDA.
8. AFTER LEVELING AT MDA ....................... SET Missed Approach Altitude In Altitude Preselect
VOR APPROACH
1. Load the approach into the Active Flight 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 GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend when the airplane intercepts and turns inbound on the final approach
course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.
c.
HSI CDI ....................................................................... PRESS until VOR navigation source
To be used for the approach displays
d. Course Pointer ..................................................... Set to inbound course (if not already set)
e. Mode Control Panel ......................................................... PRESS APR, verify VAPP armed
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 108 of 183
190-00915-02 Rev. 9
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
c.
Mode Control Panel .................................................................... PRESS NAV (GPS mode)
d. Pathways......................................................................................................... AS DESIRED
e. When Established Inbound to the FAF ................................................. PRESS CDI softkey
until VOR navigation source to be used for the approach displays
(Autopilot / Flight Director Mode will automatically change to ROL)
f.
Course Pointer ..................................................... Set to inbound course (if not already set)
g. Mode Control Panel .......................................... PRESS APR, verify VAPP active or armed
4. Established Inbound on Final Approach Course:
a. VERIFY .......................................................... Course Pointer is set to the inbound course
b. VERIFY ............................................................................. VOR is annunciated on the HSI
NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the VAPP mode and indicate VAPP in white on the PFD. The pilot must ensure
that the current heading will result in a capture of the selected course. If the CDI is one dot
or less from center, the autopilot will enter the capture mode when the APR button is
pressed and annunciate VAPP in green on the PFD.
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF .................................. Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA
NOTE
It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS
alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.
.
7. AFTER LEVELING AT MDA ....................... SET Missed Approach Altitude In Altitude Preselect
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 109 of 183
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
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 110 of 183
190-00915-02 Rev. 9
FAA APPROVED
NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the BC mode and indicate BC in white on the PFD. The pilot must ensure that the
current heading will result in a capture of the selected course. If the CDI is one dot or less
from center, the autopilot will enter the capture mode when the APR button is pressed and
annunciate BC in green on the PFD.
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF .................................. Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA
NOTE
It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS
alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.
7. AFTER LEVELING AT MDA ....................... SET Missed Approach Altitude In Altitude Preselect
GO AROUND (GA)
1. Control Wheel ................................................................................................... GRASP FIRMLY
2. GO AROUND button (Left power lever) ................................. PUSH – Verify GA / / GA on PFD
in lateral and vertical mode fields
3. Rotate to Go Around attitude ........................................... Follow Flight Director Command Bars
4. Balked Landing ........................................................................................................... EXECUTE
5. Mode Control Panel ....................... PRESS NAV to Fly Published Missed Approach Procedure
PRESS HDG to Fly ATC Assigned Missed Approach Heading
NOTE
The pilot is responsible for initial missed approach guidance in accordance with published
procedure. The G1000 may not provide correct guidance until the airplane is established
on a defined leg of the procedure.
6. Altitude Preselect ..................................................................VERIFY Set to appropriate altitude
At An Appropriate Safe Altitude:
7. Mode Control Panel ................................................................................ AP to Engage Autopilot
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 111 of 183
NOTE
When the GA button is pressed, the Flight Director command bars will command 8° nose
up and wings level, the HSI nav source automatically switches to GPS, the flight plan
sequences to the first published missed approach leg, and automatic leg sequencing
resumes. The autopilot will disconnect if the ESP option is not installed. If ESP is
installed, the autopilot will not disconnect with a GA button press. The AFCS will fly the
published missed approach procedure once the aircraft is established on a segment of the
missed approach procedure, the autopilot is engaged, and NAV mode is selected.
The flight plan can only contain one approach procedure at a time. If the pilot attempts to
load another instrument approach at this time, the airplane will depart from the missed
approach procedure and turn directly towards the first waypoint in the new approach. Do
not attempt to load or activate a new approach while flying the missed approach procedure
until ready to fly the new approach.
Recommended Procedures Following a Missed Approach:
1. To repeat the instrument approach procedure currently loaded into the flight plan:
a. Activate Vectors-To-Final if being radar vectored by ATC,
Or
b. If flying the entire instrument approach procedure, activate a DIRECT TO the desired
initial waypoint. Follow the appropriate procedure for the instrument approach being
flown.
2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the
alternate before leaving the missed approach holding fix):
a. Highlight the first enroute waypoint in the flight plan
b. Begin entering waypoints in the desired route order. Do not attempt to load a new
approach at this time.
c. CLR all waypoints after the last waypoint in the route to the alternate and the
currently loaded instrument approach header.
d. When ready to proceed to the alternate, highlight the first enroute waypoint in the
route to the alternate airport. ACTIVATE a DIRECT TO that waypoint.
e. When enroute to the alternate, a new instrument approach may be loaded into the
flight plan.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 112 of 183
190-00915-02 Rev. 9
FAA APPROVED
AUTOPILOT COUPLED GO AROUND (GA)
(ESP Equipped Airplanes Only)
1. Control Wheel ................................................................................................... GRASP FIRMLY
2. GO AROUND button (Left power lever) ................................. PUSH – Verify GA / / GA on PFD
in lateral and vertical mode fields, autopilot will not disengage.
3. Autopilot ............................. VERIFY airplane pitches up following flight director command bars
4. Balked Landing ........................................................................................................... EXECUTE
5. Mode Control Panel ....................... PRESS NAV to Fly Published Missed Approach Procedure
PRESS HDG to Fly ATC Assigned Missed Approach Heading
NOTE
The pilot is responsible for initial missed approach guidance in accordance with published
procedure. The G1000 may not provide correct guidance until the airplane is established
on a defined leg of the procedure.
6. Altitude Preselect ..................................................................VERIFY Set to appropriate altitude
NOTE
In ESP equipped airplanes, when the GA button is pressed the Flight Director command
bars will command 8° nose up and wings level, the HSI nav source automatically switches
to GPS, the flight plan sequences to the first published missed approach leg, and automatic
leg sequencing resumes. The autopilot will remain engaged, and fly the published missed
approach procedure once the airplane is established on a segment of the missed approach
procedure and NAV mode is selected.
The flight plan can only contain one approach procedure at a time. If the pilot attempts to
load another instrument approach at this time, the airplane will depart from the missed
approach procedure and turn directly towards the first waypoint in the new approach. Do
not attempt to load or activate a new approach while flying the missed approach procedure
until ready to fly the new approach.
Recommended Procedures Following a Missed Approach:
1. To repeat the instrument approach procedure currently loaded into the flight plan:
a. Activate Vectors-To-Final if being radar vectored by ATC,
Or
b. If flying the entire instrument approach procedure, activate a DIRECT TO the desired
initial waypoint. Follow the appropriate procedure for the instrument approach being
flown.
2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the
alternate before leaving the missed approach holding fix):
a.
b.
c.
d.
e.
Highlight the first enroute waypoint in the flight plan
Begin entering waypoints in the desired route order. Do not attempt to load a new
approach at this time.
CLR all waypoints after the last waypoint in the route to the alternate and the
currently loaded instrument approach header.
When ready to proceed to the alternate, highlight the first enroute waypoint in the
route to the alternate airport. ACTIVATE a DIRECT TO that waypoint.
When enroute to the alternate, a new instrument approach may be loaded into the
flight plan.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 113 of 183
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 airplane 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 airplane control must be by reference to the primary airplane instruments. The
SVS and Pathway displays should be used to aid in awareness of the terrain and programmed flight path.
Prior to intercepting the programmed course, the Pathway will be displayed as a series of magenta “boxes”
with pointers at each corner that point in the direction of the programmed course. The Pathway boxes will
not be displayed on portions of the course line that would lead the pilot to intercept the course in the wrong
direction.
As the airplane approaches the center of the programmed course and altitude, the number of Pathway
boxes will decrease to a minimum of four.
Enroute
When enroute, the Pathway will be displayed along the lateral path defined by the flight plan, at the altitude
selected on the G1000 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 airplane performance, climb profiles are not displayed by the Pathway.
If the programmed flight plan includes one or more defined VNAV descent segments, the descent path(s)
will be displayed by the Pathway as prompted by the G1000 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.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 114 of 183
190-00915-02 Rev. 9
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 airplane 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 airplane 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 airplane 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.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 115 of 183
FAF
ALTITUDE
MAP
Heading
Pathway NOT displayed on heading
and turn segments
MAHP
Missed Approach Pathway Display
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 116 of 183
190-00915-02 Rev. 9
FAA APPROVED
190-00915-02 Rev. 9
FAA APPROVED
-150
-140
-130
-120
-110
-100
-90
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
80
90
100
110
120
130
140
150
170
180
190
Indicated Airspeed - Kt
160
200
210
220
230
Valid for Altitudes
Below 18,000 ft
NOTE Above 18,000 ft, Corrected Altitude = Indicated Altitude
ALTIMETER CORRECTION - NORMAL SYSTEM
FLAPS UP
240
250
260
270
Section 5 – Performance
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 117 of 183
Altimeter Correction - Ft
(Add to Indicated Altitude)
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 118 of 183
190-00915-02 Rev. 9
FAA APPROVED
Altimeter Correction - Ft
(Add to Indicated Altitude)
-150
-140
-130
-120
-110
-100
-90
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
80
90
100
110
120
130
140
150
170
180
190
Indicated Airspeed - Kt
160
200
210
220
230
Valid at All Altitudes
ALTIMETER CORRECTION - STANDBY ALTIMETER
FLAPS UP
240
250
260
270
Section 6 - Weight and Balance
No Change. Refer to basic Aircraft Flight Manual or appropriate supplement.
190-00915-02 Rev. 9
FAA APPROVED
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 119 of 183
This page intentionally left blank.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 120 of 183
190-00915-02 Rev. 8
Section 7 - Systems Description
Table of Contents
GENERAL ................................................................................................................... 122
G1000 INTEGRATED AVIONICS ............................................................................... 122
SYSTEM OVERVIEW ........................................................................................................................... 122
INSTRUMENT PANEL .......................................................................................................................... 122
FLIGHT CONTROLS .................................................................................................. 136
AFCS, AUTOPILOT AND FLIGHT DIRECTOR ................................................................................... 136
ELECTRIC ELEVATOR TRIM .............................................................................................................. 140
ELECTRONIC STABILITY & PROTECTION (ESP) ............................................................................ 141
FLIGHT INSTRUMENTS ............................................................................................ 145
G1000 FLIGHT INSTRUMENTS ........................................................................................................... 145
STANDBY FLIGHT INSTRUMENTS .................................................................................................... 145
ENGINE INSTRUMENTATION ................................................................................... 146
PROPELLER SYNCHROPHASER ...................................................................................................... 147
ELECTRICAL SYSTEM .............................................................................................. 147
INVERTERS .......................................................................................................................................... 147
POWER DISTRIBUTION ...................................................................................................................... 147
STANDBY BATTERY POWER SUPPLY ............................................................................................. 156
LIGHTING SYSTEMS ................................................................................................. 157
COCKPIT .............................................................................................................................................. 157
PITOT AND STATIC SYSTEM ................................................................................... 157
PITOT .................................................................................................................................................... 157
STATIC .................................................................................................................................................. 158
GROUND COMMUNICATIONS .................................................................................. 158
SYNTHETIC VISION ................................................................................................... 159
TAWS AND GPWS ..................................................................................................... 163
GTS 8000 TCAS II ...................................................................................................... 164
APPROACH BARO VNAV ......................................................................................... 173
190-00915-02 Rev. 8
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200 CGT King Air
Page 121 of 183
GENERAL
This section supplements the Systems Description chapter in the airplane’s original Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual. This section will follow the format and layout of the
chapter in the original manual. Only topics changed by the installation of the G1000 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, as well as an optional Electronic Stability
& Protection (ESP) system. Refer to the GARMIN G1000 Integrated Flight Deck Pilot’s Guide Beechcraft
200/B200 Series and Cockpit Reference Guide for detailed descriptions of the GARMIN G1000 system
including its components, detailed descriptions of functions, and operating instructions.
G1000 INTEGRATED AVIONICS
SYSTEM OVERVIEW
The main components of the G1000 Integrated Avionics system consists of 14 Line Replaceable Units
(LRU)s. Seven of those LRUs are mounted in the cockpit and interface the pilot to the G1000 system.
There are two Primary Flight Displays (PFDs) that display primary flight information to the pilot, including
attitude, airspeed, altitude, heading, vertical speed, navigation information, system information, and pilot
situational awareness information. In the center of the cockpit, a 15 inch Multi-Function Display (MFD)
displays engine gauges, flight plan data, various map displays, and access to aviation and weather
information. Information access and data entry through the MFD is via the GCU 477 MFD controller
mounted in the pedestal between the pilot and copilot seats.
Communications are interfaced through the PFDs and two audio panels mounted outside each PFD.
Radio tuning controlled through both PFDs and the GCU 477 controller. Audio levels for the Com and
Nav radios, ADF, intercom, and XM music are controlled by the two audio panels.
The G1000 incorporates a fully digital integrated autopilot and flight director. Pilot interface to the AFCS
is through the GMC 710 Autopilot Mode controller mounted in the center of the cockpit just below the
airplane’s glareshield.
In addition to dual Primary Flight Displays, the system incorporates dual Air Data Computers (GDC), Dual
AHRS (GRS), and Dual Integrated Avionics (GIA) units for system redundancy. Each GIA contains a VHF
Com radio, a VHF Nav radio, Glide Slope receiver, Marker Beacon receiver, and a SBAS augmented GPS
receiver.
Finally, the G1000 system includes weather radar and satellite downlinked weather information for weather
avoidance and situational awareness.
INSTRUMENT PANEL
The G1000 Instrument Panel consists of two 10 inch LCD Primary Flight Displays, one 15 inch LCD MultiFunction Display, two audio panels, autopilot / flight director mode control panel, an MFD controller, and
three 2 ¼ inch standby instruments. The ADF control head was relocated from the radio stack location on
the instrument panel to the pedestal.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 122 of 183
190-00915-02 Rev. 8








2992
1013
ALT
1000
Figure 2, Instrument Panel
190-00915-02 Rev. 8
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 123 of 183
Figure 3, Pilot's Control Wheel
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 124 of 183
190-00915-02 Rev. 8
Figure 4, Copilot's Control Wheel With Trim Switches
190-00915-02 Rev. 8
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 125 of 183
Figure 5, Copilot's Control Wheel Without Trim Switches
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 126 of 183
190-00915-02 Rev. 8
Figure 6, Overhead Panel (Airplanes BB-1632 and after; BL141 and after)
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 127 of 183
DO NOT OPERATE ON
DRY GLASS
OVERHEAD
FLOOD
LIGHTS
WINDSHIELD WIPERS
OFF
PARK
SLOW
OFF
BRT
INSTRUMENT
INDIRECT
LIGHTS
BRT
OFF
FAST
MASTER
PANEL
LIGHTS
STANDBY
INSTRUMENT
LIGHTS
PILOT
PFD
ON
BRT
OFF
BRT
OFF
OVERHEAD
SUBPANEL
& CONSOLE
LIGHTS
MFD
BRT
OFF
BRT
OFF
SIDE
PANEL
LIGHTS
BRT
COPILOT
PFD
CLOCKS
OFF
BRT
OFF
BRT
OFF
OFF
% LOAD
DC VOLTS
% LOAD
DC VOLTS
AIRSPEEDS (IAS)
MAX GEAR EXTENSION
MAX GEAR RETRACT
MAX GEAR EXTENDED
MAX APPROACH FLAP
MAX FULL DOWN FLAP
MAX MANUEVERING
181 KNOTS
163 KNOTS
181 KNOTS
200 KNOTS
157 KNOTS
181 KNOTS
Figure 7, Overhead Panel (Airplanes prior to BB1632; BL-141)
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 128 of 183
190-00915-02 Rev. 9
Figure 8, Left Side Circuit Breaker Panel
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 129 of 183
PROP
DEICE
25
RIGHT
50
NO.4
25
50
BUS
FEEDERS
LEFT
NO.3
CLOSED
FIREWALL
SHUTOFF
VALVE
OPEN
CONTROL
5
GOV
5
PROP
CONTROL
5
10
STANDBY
PUMP
FLAP
MOTOR
PROP
DEICE
20
5
FIRE
WALL
VALVE
5
LEFT
LEFT
5
QTY
IND
50
NO.3
5
PRESS
WARN
RIGHT
5
RIGHT
5
NO.4
50
5
CROSS
FEED
FUEL SYSTEM
IGNITOR START
BUS
POWER CONTROL FEEDERS
5
LEFT
5
AUX
TRANS
PUMP
5
PRESS
WARN
5
10
STANDBY
PUMP
5
SIGNAL
COND
5
RIGHT
5
GEA
5
ENGINE INSTRUMENTS
LEFT
5
AUX
TRANS
PUMP
RIGHT
TORQUE
5
5
QTY
IND
5
OIL
PRESS
5
5
FIRE
WALL
VALVE
CLOSED
FIREWALL
SHUTOFF
VALVE
OPEN
Figure 9, Right Side Circuit Breaker Panel (Airplanes BB-1 Thru BB-665, BL-1 Thru BL8)
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 130 of 183
190-00915-02 Rev. 9
Figure 10, Right Side Circuit Breaker Panel (Airplanes BB-666 Thru BB-1443, Except
BB-1439; BL-9 Thru BL-138)
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 131 of 183
Figure 11, Right Side Circuit Breaker Panel (Airplanes BB-1439, BB-1444 Thru BB1485, Except BB-1484; BL-139 And BL-140)
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 132 of 183
190-00915-02 Rev. 9
Figure 12, Right Side Circuit Breaker Panel (Airplanes BB-1484, BB-1486 And After,
BL141 And After)
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 133 of 183
Figure 13, Pedestal Configuration Options
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 134 of 183
190-00915-02 Rev. 9
GMC 710
AFCS Mode Controller
GDU 1040A
PFD1
GDU 1500
Multi-Function Display
GDU 1040A
PFD2
GSA 80
Roll Servo
No. 1
GIA 63W
GSA 80
Pitch Servo
No. 2
GIA 63W
AFCS Mode
Logic
AFCS Mode
Logic
Flight Director
Flight Director
Servo Mgt
GSA 80
Yaw Servo
Servo Mgt
GSA 80
High-Speed
Pitch Trim
Servo
Figure
14, GFC
700
System
Interface
Pilot’s
Control Wheel
190-00915-02 Rev. 9
Copilot’s
Control Wheel
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 135 of 183
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.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 136 of 183
190-00915-02 Rev. 9
The following conditions will cause the autopilot to disconnect:

Electrical power failure, including pulling the AFCS SERVO circuit breaker

Electrical power failure to the GMC 710 Autopilot Mode Controller, including pulling the MODE CTL
circuit breaker

Internal autopilot system failure

Malfunction of either AHRS (two fully functional AHRS are required for the autopilot to function)

Failure of the on-side PFD

Depressing the red A/P Y/D DISC/TRIM INTRPT button on the pilot’s or copilot’s (if installed) control
wheel

Actuating the Left section of the manual electric trim split switch, pilot’s and copilot’s control wheel

Pushing the AP button on the autopilot mode controller when the autopilot is engaged

Pushing the GO AROUND button on the Left power lever (non-ESP equipped airplanes)

Turning OFF the Avionics Master Power Switch
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.
NOTE
Pressing and holding the CWS (control wheel steering) switch on the Left grip of the pilot’s control
wheel will disconnect the autopilot servos from the airplane flight controls as long as the CWS switch
is depressed. Upon release of the CWS switch, the system will synchronize to the existing pitch and
roll modes selected. Review the Cockpit Reference Guide for more information.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 137 of 183
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)
Reference Range
Reference Change
Increment
Control
Annunciation
(default)
PIT
***
LVL
*
ALTS
ALT Key
ALT nnnnn FT
VS Key
VS nnnn FPM
-4000 to +4000
fpm
100 fpm
FLC nnn KT
100 to 259 kt
1 kt
FLC M 0.nn
M 0.25 to 0.52
M0.01
20O Nose up
15O Nose Down
0 fpm
0.5O
FLC Key
VNV Key
VPTH
**
ALTV
APR Key
GP
GS
GA
Switch
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
to the aircraft remaining outside of the normal flight envelope for an extended amount of time.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 138 of 183
190-00915-02 Rev. 9
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
25° Left Bank
25° Right Bank
TO
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
Wings Level
GA
Wings Level
VAPP
LOC
GA Switch
Maximum Roll
Command Limit
25° Left Bank
25° Right Bank
0° Roll
15° Left Bank
15° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
* No annunciation appears in the AFCS Status Box. The commandable bank angle range is indicated by a
green band along the Roll Scale of the Attitude Indicator.
** ESP equipped airplanes only. LVL mode is entered from an automatic engagement of the autopilot due
to the aircraft remaining outside of the normal flight envelope for an extended amount of time.
The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or
Approach modes. The autopilot guides the airplane back to the Selected Heading/Course upon release of
the CWS Button.
The autopilot may be engaged within the following ranges:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded while the autopilot is engaged, the autopilot will disconnect.
Engaging the autopilot outside of its command limits, but within its engagement limits, will cause the
autopilot to return the aircraft within command limits. The autopilot is capable of commanding the airplane
in the following ranges:
Pitch 20° nose up to 15° nose down
Roll ±25°
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 139 of 183
The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the
following range:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD, the
flight director will be removed (de-cluttered) from the display until the airplane is within display limits.
ELECTRIC ELEVATOR TRIM
Electric elevator trim is standard with the G1000 system installation. The electric elevator trim can be
operated manually by the pilot using the pitch trim switches on the control wheel, or, automatically by the
autopilot. Electric Elevator trim switches are optional on the copilot’s control wheel. If pitch trim switches
are installed on the copilot’s control wheel, the pilot’s pitch trim inputs override those made by the copilot
The ON/OFF toggle switch on the pedestal has been removed. Electric elevator trim will function if the
AFCS SERVO circuit breaker (right side circuit breaker panel) is set and the autopilot has satisfactorily
completed a preflight test.
Pitch trim rocker switches on the pilot’s control wheel manually control the electric elevator trim system.
NOSE DN at the top of the rocker switch, when depressed causes the elevator pitch trim servo to move the
trim tab in the upward direction resulting in the nose of the airplane pitching downward. The control column
will move in the forward direction and the pitch trim wheel will move forward in the nose down direction.
Depressing NOSE UP at the bottom of the rocker switch results in the opposite of the previous motions
with the airplane nose pitching up.
Runaway or malfunctioning trim can be interrupted by pressing and holding the red A/P Y/D DISC TRIM
INTRPT switch on either control wheel. Pulling the AFCS circuit breaker on the right side circuit breaker
panel will disable the electric elevator trim so it will not move when the TRIM INTRPT switch is released.
Figure 15, Electric Trim Switches, Pilot's Control Wheel
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 140 of 183
190-00915-02 Rev. 9
ELECTRONIC STABILITY & PROTECTION (ESP)
Electronic Stability and Protection (ESP) is an optional function on a GFC-700-equipped airplane that
uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the
airplane’s normal pitch, roll and airspeed envelopes. Additionally, ESP uses the airplane’s stall warning
system, and the aircraft’s lift computer on certain airplanes, to predict and protect against exceeding stall
angles of attack. If the aircraft’s stall warning system is not operational, ESP Angle of Attack modes and
Autopilot Underspeed Protection functions that depend on that system will also not be functional.
Electronic Stability and Protection is invoked when the pilot allows the airplane to exceed one or more
conditions beyond normal flight defined below:

Pitch attitude beyond normal flight (+20°, -17°)

Roll attitude beyond normal flight (45°)

High airspeed beyond normal flight (Above 260 KIAS or .52M)

Angles of Attack near stall (if equipped with requisite lift computer)
The conditions that are required for ESP to be available are:

Pitch and Roll servos available

Functioning aircraft stall warning system

Autopilot not engaged

The Global Positioning System (GPS) altitude above ground (based on TAWS terrain data base)
is more than 200 feet

Aircraft is within the autopilot engagement envelope (+/-50° in pitch and +/-75° in roll)
Protection for excessive Pitch, Roll, Airspeed, and Angle of Attack is provided when the limit thresholds
are first exceeded, which engages the appropriate servo in ESP mode at a nominal torque level to bring
the airplane back within the normal flight envelope. If the airplane deviates further from the normal flight
envelope, the servo torque will increase until the maximum torque level is reached in an attempt to return
the airplane into the normal flight envelope. Once the airplane returns to within the normal flight
envelope, ESP will deactivate the autopilot servos.
When the normal flight envelope thresholds have been exceeded for more than 10 seconds, ESP
Autolevel Mode is activated. Autolevel Mode engages the AFCS to bring the airplane back into straight
and level flight based on 0° roll angle and 0 fpm vertical speed. An aural “ENGAGING AUTOPILOT”
alert sounds and the Flight Director mode annunciation will indicate LVL for the pitch and roll modes.
Anytime an ESP mode is active, the pilot can interrupt ESP by using either the Control Wheel Steering
(CWS) or Autopilot Disconnect (AP DISC) switch, or simply override ESP by overpowering the AFCS
servos. The pilot may also disable ESP by accessing the Multi-Function Display (MFD) AUX – SYSTEM
SETUP 2 page on the MFD and manually disabling ESP. Once the flight has ended and power is
removed from the G1000 system, ESP will default to “Enabled” on the next power-up.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 141 of 183
PFD display symbology implemented for ESP is illustrated in Figures 16 through 19. All other indications
on the GDU displayed in the examples are to provide position reference for the ESP system symbology.
The values indicated are not representative of a condition required to activate ESP.
1. When the GDU receives information from the GIA indicating that ESP is not armed, the GDU will
not display ESP indications.

When the GDU receives information from the GIA indicating that ESP is armed, the GDU will
display the ESP roll limit indices.

The engagement and disengagement attitude limits are displayed with double hash marks on the
roll indicator depending on the airplane attitude and whether or not ESP is active in roll. When
ESP is inactive (roll attitude within nominal limits) only the engagement limit indications are
displayed in order to reduce clutter on the roll indicator. See Figure 16 for an example of the
ESP engagement limit indications.
Engagement Limit
Indication at 45°
Figure 16 – Nominal Roll Attitude ESP Engagement Limit Indications
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 142 of 183
190-00915-02 Rev. 9
Once ESP becomes active in roll, the engagement limit indication that was crossed (either Left or Right)
will move to the lower disengagement limit indication. The opposite roll limit remains at the engagement
limit. Figure 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
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 roll attitude.
Upper Disengagement
Limit Indication
depicted at 75°.
Figure 18 – Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 143 of 183
The ESP roll limit indications are not de-cluttered when the airplane is in an extreme attitude. ESP roll
limit indications are not shown when ESP is not configured for a given installation, ESP is not available as
determined by the active GIA, or the autopilot is engaged.
On airplanes that are equipped with certain lift computers, ESP Angle Of Attack (AOA) Alpha Floor
Symbology will be initially displayed approximately 4 degrees above the aircraft attitude symbol on the
PFD when approaching stall angles of attack. The Alpha Floor symbology will be removed from the
display when the pitch attitude is approximately 5 degrees below stall warning angle of attack. Refer to
Figure 19 below for an illustration of the Alpha Floor symbology.
Figure 19 – Alpha Floor Limit Symbology
Autopilot Underspeed Protection
For airplanes that have ESP installed, the AFCS is able to detect and protect against underspeed
situations while the autopilot is engaged.
When the AFCS is engaged in a non-altitude critical mode (LVL, PIT, FLC, VS, VNV) and airspeed falls
below the minimum threshold of 100 KIAS, the AFCS automatically enters minimum airspeed mode. A
MINSPD annunciation appears above the airspeed tape, and the AFCS causes the airplane to pitch down
to maintain 100 KIAS. An aural “AIRSPEED” alert will sound once.
For airplanes that have system software 0985.07 or later installed, the minimum airspeed thresholds for
both MINSPD annunciation and AFCS airspeed protection are determined according to flap position.
The AFCS causes the airplane to pitch down to maintain the minimum speed for the flap setting in use:
Flap Setting
Minimum Airspeed
(KIAS)
UP
100
TAKEOFF AND APPROACH
95
DOWN
90
If the AFCS is engaged in an altitude critical mode ( ALT, GS, GP and GA) and the aural stall warning is
played for more than 1 second, the AFCS will maintain a wings-level roll attitude and pitch the airplane
down to maintain an airspeed that will cause the aural stall warning to stop playing, plus 2 KIAS. Also,
an aural “AIRSPEED” alert will sound every 5 seconds.
All Underspeed Protection modes are exited automatically when there is enough airplane performance to
follow the originally selected flight director mode and reference.
Coupled Go-Around
ESP equipped airplanes are capable of flying fully coupled go-around maneuvers. Pressing the GA
button on the Left power lever will not disengage the autopilot. Instead, the AP will attempt to capture
and track the flight director command bars. If insufficient airplane performance is available to follow the
commands, the AFCS will enter altitude-critical Underspeed Protection mode when the stall warning
sounds. GA mode is the only ESP-associated mode that can be engaged below 200’ AGL.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 144 of 183
190-00915-02 Rev. 9
FLIGHT INSTRUMENTS
G1000 FLIGHT INSTRUMENTS
Flight instruments are an integrated part of the G1000 system. For system descriptions, operating
instructions, and abnormal failure indication refer to the Cockpit Reference and Pilot’s Guides.
STANDBY FLIGHT INSTRUMENTS
There are three 2 ¼ inch standby instruments that are arranged vertically
directly to the right of the pilot’s Primary Flight Display:

Standby attitude indicator

Standby altimeter

Standby airspeed indicator
The standby attitude indicator located at the top of the stack is normally
powered by the standby instrument bus, which receives power from the
isolation bus. In the event of total loss of electrical power, there is a
standby battery that will power the standby attitude indicator for at least 30
minutes.
The second instrument in the stack is a standby altimeter. It is a
mechanical instrument that requires no electrical power to display altitude.
Electrical power is used for internal instrument lighting, and for an internal
vibrator that is used to minimize indicator pointer sticking. The vibrator is
normally powered from the standby instrument bus. In the event of total
loss of normal electrical power, the vibrator and internal lighting are
powered by the standby battery. The standby altimeter uses the copilot’s
static system for its source of static air pressure.
1013
ALT
1000
2992


The bottom instrument is a mechanical airspeed indicator. It is a
mechanical instrument that requires no electrical power to operate.
Electrical power is used for internal lighting. In normal operation, power
for standby instrument lighting comes from dual feed bus 1. In the event
of a total loss of electrical power, the standby battery will power the
instrument’s internal lighting. The standby airspeed indicator uses the
copilot’s static system for its source of static air pressure, and the copilot’s
pitot system for its source of impact air pressure.






Figure 20, Standby Flight Instruments
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 145 of 183
ENGINE INSTRUMENTATION
Engine instruments, located in a window on the Left side of the MFD, are grouped according to their function.
The G1000 engine gauges are constructed and arranged to emulate the mechanical gauges they replaced.
At the top, the ITT (Interstage Turbine Temperature) indicators and torquemeters are used to set take-off
power. Climb and cruise power are established using the torquemeters and propeller tachometers while
observing ITT limits. Gas generator (N1) operation is monitored by the gas generator tachometers. The
lower grouping consists of the fuel flow indicators and the oil pressure/temperature indicators.
The engine transducers send their signals to the GARMIN GEAs (Engine and Airframe LRU) which process
the signals and allow the engine parameters to be displayed on the MFD. There are two GEAs; one for
each engine. Operating on 28vdc power, the Left GEA receives power from dual feed bus 1, and the Right
GEA receives power from dual feed bus 2. The GEAs are protected by circuit breakers located on the Left
side circuit breaker panel labeled GEA.
The ITT indicator gives a reading of engine gas temperature between the compressor turbine and the power
turbines. A digital indication combined with the pointer gives a resolution of 1OC.
The torquemeters give an indication in foot-pounds of the torque being applied to the propeller.
indication combined with the pointer gives a resolution of 5 ft-lbs.
A digital
The propeller tachometer reads directly in revolutions per minute. A digital indication combined with the
pointer gives a resolution of 10 rpm.
The N1 or gas generator tachometer is in percent of rpm, based on a figure of 37,500 rpm at 100%.
Maximum continuous gas generator speed is limited to 39,000 rpm or 104.0% N1. A digital indication
combined with the pointer gives a resolution of 0.1% rpm.
The fuel flow indicators give an indication of fuel consumption in pounds of fuel per hour.
indication combined with the pointer gives a resolution of 1 lb/hr.
A digital
The oil pressure indicator displays oil pressure (in PSI). A digital indication combined with the pointer
gives oil pressure a resolution of 1 psi.
The oil temperature indicator displays oil temperature (in Degrees Celsius).
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, indicates propeller
synchronization. When the propellers are operating at the same rpm, the display will show stationary
diamond symbols. As one propeller begins to turn faster than the other propeller, the diamonds will begin
to move towards the faster turning propeller and transition into an arrowhead pointing towards the faster
turning propeller. The transition to a full arrowhead is complete when the propeller speed difference is
equal to 50 rpm. This instrument aids the pilot in obtaining synchronization of the propellers.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 146 of 183
190-00915-02 Rev. 9
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. Only
the Avionics power distribution has changed.
AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION
A/C SERIAL NUMBER BB-2 THROUGH BB-1485 EXCEPT BB-1484, BL-1 THRU BL-140
NO. 1 DUAL FEED
BUS
AVIONICS
Avionics Master Switch
NO. 2 DUAL FEED
BUS
AVIONICS
Cabin Audio
Aural Warning
Right PFD/GIA Fan
Autopilot Mode
Controller
AHRS 2
Essential Bus
Secondary Power
Air Data 2
Left PFD/GIA Fan
GIA 2
Voice Recorder
PFD 2
NO. 3 DUAL FEED
BUS
NO. 4 DUAL FEED
BUS
AHRS 1 Secondary
Pwr
Air Data 1 Secondary
Pwr
GIA 1 Secondary Pwr
PFD 1 Secondary Pwr
ELECTRICAL
ELECTRICAL
Left Generator Control
Right Generator Control
ENGINE
ENGINE
ENGINE
ENGINE
L Engine Instrument
Power
R Engine Instrument
Power
L Igniter Power
R Igniter Power
L Engine Fuel Control
Heat
R Engine Fuel Control
Heat
L Start Control
R Start Control
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 147 of 183
NO. 1 DUAL FEED
BUS
L Main Engine Anti-Ice
(1)
NO. 2 DUAL FEED
BUS
R Main Engine Anti-Ice
(1)
L Standby Engine AntiIce (1)
R Standby Engine AntiIce (1)
L Ice Vane Control (2)
R Ice Vane Control (2)
L Chip Detector
R Chip Detector
L Torque Meter
R Torque Meter
L Oil Pressure
R Oil Pressure
L Tach/Fuel Flow (VMI)
R Tach/Fuel Flow (VMI)
GEA 1
GEA 2
Fire Detection
Auto Feather
ENVIRONMENTAL
ENVIRONMENTAL
L Bleed Air Control
Right Bleed Control
Cabin Pressure Control
Cabin Pressure Control
Auto Oxygen Control
Cabin Temperature
Control
NO. 3 DUAL FEED
BUS
FLIGHT CONTROL
FLIGHT CONTROL
Rudder Boost
Flap Motor
NO. 4 DUAL FEED
BUS
Flap Control/Indicator
FLIGHT
INSTRUMENTS
Outside Air Temp
FUEL
FUEL
L Firewall Valve
R Firewall Valve
L Standby Pump
R Standby Pump
L Aux Fuel Transfer
R Aux Fuel Transfer
L Fuel Quantity
R Fuel Quantity
Fuel Cross Feed
FURNISHINGS
Cigarette Lighter
Furnishing Master
Switch
LIGHTS
LIGHTS
Cabin Lights
PFD 2 Lighting
MFD Lighting
Instrument Indirect
Lighting
PFD 1 Lighting
Overhead & Sub-panel
Lights
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 148 of 183
190-00915-02 Rev. 9
NO. 1 DUAL FEED
BUS
Standby Instrument
Overhead and Side
Panel Lighting
NO. 2 DUAL FEED
BUS
NO. 3 DUAL FEED
BUS
NO. 4 DUAL FEED
BUS
Reading Light
Beacon Lights
Ice Lights
L Landing Lights
Navigation Lights
Strobe Lights
Recognition Lights
Tail Flood Lights
R Landing Lights
Taxi Light
LANDING GEAR
Landing Gear Control
PROPELLERS
PROPELLERS
PROPELLERS
Propeller Balance/Sync
L Manual Prop De-Ice
R Manual Prop De-Ice
Propeller Governor
WARNING/
ANNUNCIATORS
WARNING/
ANNUNCIATORS
WARNING/
ANNUNCIATORS
WARNING/
ANNUNCIATORS
Annunciator Power
Annunciator Indicator
L Aux Fuel Quantity
Warning
R Aux Fuel Quantity
Warning
L Bleed Air Warning
R Bleed Air Warning
L Fuel Pressure
Warning
R Fuel Pressure
Warning
Landing Gear Warning
Landing Gear Position
Indicator
No Smoking/FSB Lights
Stall Warning
WEATHER
WEATHER
WEATHER
L Fuel Vent Heat
R Fuel Vent Heat
Manual Propeller DeIce Control
Prop Automatic Heat
R Pitot Heat
Brake De-Ice
Stall Warning Heat
Surface De-Ice
Windshield Wiper
LEFT GENERATOR
BUS
RIGHT GENERATOR
BUS
AVIONICS
AVIONICS
Avionics Bus 1
Avionics Bus 2
HOT BATTERY BUS
STANDBY BATTERY
BUS
ENGINE
L Engine Fire
Extinguisher
R Engine Fire
Extinguisher
ENVIRONMENTAL
190-00915-02 Rev. 9
ENVIRONMENTAL
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 149 of 183
LEFT GENERATOR
BUS
RIGHT GENERATOR
BUS
Condenser Blower Pwr
Aft Electric Heat
Fwd Electric Heat
Aft Evaporator Blower
HOT BATTERY BUS
STANDBY BATTERY
BUS
Air Conditioner Clutch
Vent Blower
FLIGHT
INSTRUMENTS
Standby Altimeter
Vibrator
DC Test Jack
Standby Attitude
Indicator
FUEL
Left Firewall Shutoff
Valve
Right Firewall Shutoff
Valve
FURNISHINGS
MOD
LANDING GEAR
Landing Gear Motor
LIGHTS
Entry Light
LIGHTS
Standby Instrument
Internal Lighting
Clock Light
WEATHER
Pilot Windshield AntiIce
ESSENTIAL BUS
WEATHER
Copilot Windshield AntiIce
AVIONICS BUS 1
AVIONICS BUS 2
AVIONICS
AVIONICS
AVIONICS
AHRS 1 Primary Pwr
AFCS Servos
Weather Data Link
(GDL69)
Air Data 1 Primary Pwr
Audio Panel 2
Traffic
GIA 1 Primary Pwr
NAV/COM 2
Stormscope
PFD 1 Primary Pwr
Transponder 2
ADF
Transponder 1
Radar
Radio Altimeter
Audio Panel 1
DME
NAV/COM 1
WIFI (GDL 59)
MFD
Iridium (GSR 56)
MFD Fan
Iridium Heater (GSR
56)
Avionics Controller
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 150 of 183
190-00915-02 Rev. 9
ESSENTIAL BUS
AVIONICS BUS 1
AVIONICS BUS 2
WEATHER
L Pitot Heat
ISOLATION BUS
AVIONICS
Standby Instrument Bus
Primary Pwr
STANDBY INSTRUMENT
BUS
AVIONICS
Standby Altimeter Vibrator
Standby Attitude Indicator
Standby Battery
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 151 of 183
AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION
A/C SERIAL NUMBER BB-1484, 1486 AND AFTER, BL-141 AND AFTER
NO. 1 DUAL FEED
BUS
AVIONICS
Avionics Master Switch
NO. 2 DUAL FEED
BUS
AVIONICS
Cabin Audio
Aural Warning
Right PFD/GIA Fan
Autopilot Mode
Controller
AHRS 2
Essential Bus
Secondary Power
Air Data 2
Left PFD/GIA Fan
GIA 2
Voice Recorder
PFD 2
NO. 3 DUAL FEED
BUS
NO. 4 DUAL FEED
BUS
AHRS 1 Secondary
Pwr
Air Data 1 Secondary
Pwr
GIA 1 Secondary Pwr
PFD 1 Secondary Pwr
ELECTRICAL
ELECTRICAL
Left Generator Control
Right Generator Control
ENGINE
ENGINE
ENGINE
L Engine Instrument
Power
R Engine Instrument
Power
L Igniter Power
L Engine Fuel Control
Heat
R Engine Fuel Control
Heat
L Start Control
L Main Engine Anti-Ice
R Main Engine Anti-Ice
L Standby Engine AntiIce
R Standby Engine AntiIce
L Chip Detector
R Chip Detector
Fire Detection
Auto Feather
ENVIRONMENTAL
ENVIRONMENTAL
L Bleed Air Control
R Bleed Air Control
Cabin Pressure Control
Cabin Pressure Control
Auto Oxygen Control
Cabin Temperature
Control
FLIGHT CONTROL
FLIGHT CONTROL
Rudder Boost
Flap Motor
ENGINE
R Igniter Power
R Start Control
Flap Control/Indicator
FLIGHT
INSTRUMENTS
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 152 of 183
190-00915-02 Rev. 9
NO. 1 DUAL FEED
BUS
NO. 2 DUAL FEED
BUS
NO. 3 DUAL FEED
BUS
NO. 4 DUAL FEED
BUS
Outside Air Temp
FUEL
FUEL
L Firewall Valve
R Firewall Valve
L Standby Pump
R Standby Pump
L Aux Fuel Transfer
R Aux Fuel Transfer
L Fuel Quantity
R Fuel Quantity
Fuel Cross Feed
FURNISHINGS
Cigarette Lighter
Furnishing Master
Switch
LIGHTS
LIGHTS
Cabin Lights
PFD 2 Lighting
MFD Lighting
Instrument Indirect
Lighting
PFD 1 Lighting
Overhead & Sub-panel
Lights
Standby Instrument
Internal Lighting
Reading Light
Beacon Lights
Ice Lights
L Landing Lights
Navigation Lights
Strobe Lights
Recognition Lights
Tail Flood Lights
R Landing Lights
Taxi Light
LANDING GEAR
Landing Gear Control
PROPELLERS
PROPELLERS
PROPELLERS
Propeller Balance/Sync
L Manual Prop De-Ice
R Manual Prop De-Ice
Propeller Governor
WARNING/
ANNUNCIATORS
WARNING/
ANNUNCIATORS
WARNING/
ANNUNCIATORS
WARNING/
ANNUNCIATORS
Annunciator Power
Annunciator Indicator
L Aux Fuel Quantity
Warning
R Aux Fuel Quantity
Warning
L Bleed Air Warning
R Bleed Air Warning
L Fuel Pressure
Warning
R Fuel Pressure
Warning
Landing Gear Warning
Landing Gear Position
Indicator
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 153 of 183
NO. 1 DUAL FEED
BUS
No Smoking/FSB Lights
NO. 2 DUAL FEED
BUS
NO. 3 DUAL FEED
BUS
NO. 4 DUAL FEED
BUS
Stall Warning
WEATHER
WEATHER
WEATHER
L Fuel Vent Heat
R Fuel Vent Heat
Manual Propeller DeIce Control
Prop Automatic Heat
R Pitot Heat
Brake De-Ice
Stall Warning Heat
Surface De-Ice
Windshield Wiper
LEFT GENERATOR
BUS
RIGHT GENERATOR
BUS
AVIONICS
AVIONICS
Avionics Bus 1
Avionics Bus 2
HOT BATTERY BUS
STANDBY BATTERY
BUS
ENGINE
L Engine Fire
Extinguisher
R Engine Fire
Extinguisher
ENVIRONMENTAL
Condenser Blower Pwr
ENVIRONMENTAL
Aft Electric Heat
Fwd Electric Heat
Aft Evaporator Blower
Air Conditioner Clutch
Vent Blower
FLIGHT
INSTRUMENTS
Standby Altimeter
Vibrator
DC Test Jack
Standby Attitude
Indicator
Standby Battery
FUEL
Left Firewall Shutoff
Valve
Right Firewall Shutoff
Valve
FURNISHINGS
MOD
LANDING GEAR
Landing Gear Motor
LIGHTS
Entry Light
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 154 of 183
LIGHTS
Standby Instrument
190-00915-02 Rev. 9
LEFT GENERATOR
BUS
RIGHT GENERATOR
BUS
HOT BATTERY BUS
STANDBY BATTERY
BUS
Internal Lighting
Clock Light
WEATHER
Pilot Windshield AntiIce
ESSENTIAL BUS
WEATHER
Copilot Windshield AntiIce
AVIONICS BUS 1
AVIONICS BUS 2
AVIONICS
AVIONICS
AVIONICS
AHRS 1 Primary Pwr
AFCS Servos
Weather Data Link
(GDL69)
Air Data 1 Primary Pwr
Audio Panel 2
Traffic
GIA 1 Primary Pwr
NAV/COM 2
Stormscope
PFD 1 Primary Pwr
Transponder 2
ADF
Transponder 1
Radar
Radio Altimeter
Audio Panel 1
DME
NAV/COM 1
WIFI (GDL 59)
MFD
Iridium (GSR 56)
MFD Fan
Iridium Heater (GSR
56)
Avionics Controller
WEATHER
L Pitot Heat
LEFT ENGINE
INSTRUMENT BUS
RIGHT ENGINE
INSTRUMENT BUS
ISOLATION BUS
AVIONICS
Standby Instrument Bus
Primary Pwr
STANDBY
INSTRUMENT BUS
AVIONICS
Standby Altimeter
Vibrator
Standby Attitude
Indicator
Standby Battery
ENGINE
ENGINE
L Torque Meter
R Torque Meter
L Oil Pressure
R Oil Pressure
L Tach/Fuel Flow
(VMI)
R Tach/Fuel Flow
(VMI)
GEA 1
GEA 2
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 155 of 183
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 (and the internal lighting of the
magnetic compass on certain airplanes) for a minimum of 30 minutes following a total
loss of aircraft power including the airplane’s battery.
A push button switch located directly below the standby airspeed indicator controls the standby battery
power system. The switch is a push ON (switch latches in), push OFF (switch pops out) type of switch.
The system has three modes: OFF, ON, and ARM.
OFF
The system is OFF when the Standby Battery switch is not depressed. There are no
internal switch annunciators illuminated in the switch when the system is OFF.
ON (Amber)
Illuminates when the standby battery is powering the standby instruments. The Standby
Battery switch must be latched ‘IN’ and the airplane has no source of normal electrical
power for the standby battery to power the standby instruments. When the ON
annunciator is illuminated, the standby battery will provide electrical power for the three
standby instruments for at least 30 minutes.
ARM (Green) The system is armed for automatic operation when the Standby Battery switch is latched
‘IN’ and the airplane is being powered by a normal source of electrical power. Normal
power sources include the airplane’s battery, at least one generator, or external power.
During normal operations, the standby battery remains in a fully charged state by its own trickle charger,
which is powered from the electrical system through the STBY AUX BAT circuit breaker located on the right
side circuit breaker panel.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 156 of 183
190-00915-02 Rev. 9
LIGHTING SYSTEMS
COCKPIT
An overhead light control panel, accessible to both pilots, incorporates a functional arrangement of all
lighting systems. Each light group has its own rheostat switch placarded BRT – OFF. The MASTER
PANEL LIGHTS – ON – OFF switch is the master switch for: PILOT PFD, STANDBY INSTRUMENT
LIGHTS, MFD, OVERHEAD SUBPANEL & CONSOLE LIGHTS, SIDE PANEL LIGHTS, CLOCKS, and
COPILOT PFD.
PILOT PFD – Controls the brightness of the pilot’s PFD.
STANDBY INSTRUMENT LIGHTS - Controls the brightness of the internal lighting for the standby
attitude indicator, standby altimeter, and standby airspeed indicator.
MFD – Controls the brightness of the Multi-Function Display (MFD).
OVERHEAD SUBPANEL & CONSOLE LIGHTS - Controls the brightness of the backlighting of the
overhead light control panel and internal lighting of the overhead electrical gauges,
throttle quadrant backlighting, internal lighting for pedestal mounted gauges, and the MFD
Controller panel backlighting, and the subpanel backlighting.
SIDE PANEL LIGHTS - Controls the brightness of the backlighting of the Right side circuit breaker
panel, the Left side circuit breaker panel and the fuel gauge panel.
CLOCKS – Controls the brightness of the clocks mounted in the pilot’s and copilot’s control wheels.
COPILOT PFD – Controls the brightness of the copilot’s PFD.
Separate rheostat switches individually control the instrument indirect lights in the glareshield and overhead
map lights.
PITOT AND STATIC SYSTEM
PITOT
The pitot heads are the sources of impact air for the operation of the flight instruments.
A heated pitot mast is located on each side of the lower portion of the nose. Tubing from the Left pitot
mast is connected to the pilot’s Air Data Computer (ADC1), and tubing from the right pitot mast is connected
to the copilot’s Air Data Computer (ADC2) and the standby airspeed indicator. The switch for the PITOT
– LEFT – RIGHT – OFF is located in the ICE PROTECTION group on the pilot’s Right subpanel.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 157 of 183
STATIC
The normal static system has two separate sources of static air. One source is connected to the pilot’s Air
Data Computer (ADC1), and the other is connected to the copilot’s Air Data Computer (ADC2) and the
standby instruments. Each of the normal static air lines opens to the atmosphere through two static air
ports—one on each side of the aft fuselage, four ports total.
An alternate static air line is also provided for the pilot’s Air Data Computer (ADC1). In the event of a
failure of the pilot’s normal static air source (e.g., if ice accumulations should obstruct the static air ports),
the alternate source can be selected by lifting the spring-clip retainer off the PILOT’S EMERGENCY
STATIC AIR SOURCE valve handle, located on the right side panel, and moving the handle aft to the
ALTERNATE position. This will connect the alternate static air line to the pilot’s Air Data Computer (ADC1).
The alternate line is open to the unpressurized area just aft of the rear pressure bulkhead. When the
alternate static air source is not needed, ensure that PILOT’S EMERGENCY STATIC AIR SOURCE valve
handle is held in the forward (NORMAL) position by the spring-clip retainer.
WARNING
THE PILOT’S AIRSPEED AND ALTIMETER INDICATIONS CHANGE WHEN THE
ALTERNATE STATIC AIR SOURCE IS IN USE. REFER TO THE AIRSPEED
CALIBRATION – ALTERNATE SYSTEM, AND THE ALTIMETER CORRECTION –
ALTERNATE SYSTEM GRAPHS IN SECTION 5, PERFORMANCE, OF THE
AIRPLANE’S ORIGINAL PILOT’S OPERATION HANDBOOK AND FAA
APPROVED AIRPLANE FLIGHT MANUAL FOR OPERATION WHEN THE
ALTERNATE STATIC AIR SOURCE IS IN USE.
There are three drain petcocks for draining the static air lines located below the side panel on the right
sidewall behind an access cover. These drain petcocks should be opened to release any trapped moisture
at each inspection interval or after exposure to visible moisture on the ground, and must be closed after
draining.
For RVSM compliant airplanes that operate in RVSM airspace, special care must be taken when inspecting
the static ports and surrounding regions during preflight inspection. The static port openings should be
smooth and round, and free of foreign material. The fuselage skin in the RVSM critical region, which is
defined by markings in the vicinity of the static ports, should have no skin defects, physical damage, or
large gaps and steps in the skin surface caused by improperly seated access panels or hatches.
GROUND COMMUNICATIONS
Ground communication is provided by the G1000 system by turning ON the airplane’s battery. COM 1
and the pilot’s audio panel will be powered. The pilot may use the airplane’s speaker and hand
microphone or a headset for communication.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 158 of 183
190-00915-02 Rev. 9
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
airplane 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.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 159 of 183
The Terrain/Obstacle/Airport 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 airplane. Refer to the other displays in the airplane 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 airplane 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
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 airplane will clear the terrain
or obstacle IF, AND ONLY IF, THE CURRENT AIRCRAFT CONFIGURATION IS MAINTAINED, AND THE
AIRCRAFT PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL (CLIMB)
GRADIENT UNTIL PAST THE TERRAIN OR OBSTACLE.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 160 of 183
190-00915-02 Rev. 9
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 airplane 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 airplane 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.
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.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 161 of 183
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 airplane reaches approximately 8 nm from the airport.
Once the airplane 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 airplane is within approximately ½ nm of
the threshold. Runway highlighting is displayed even if APTSIGNS are turned off.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 162 of 183
190-00915-02 Rev. 9
TAWS AND GPWS
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-00928-05 and 190-00929-05
Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 TAWS and
GPWS system functions and operating instructions.
Most of the G1000 Class A TAWS and GPWS functions depend upon either GPS or radar (radio) altitude
to function properly. The Altitude Voice Callout (VCO) GPWS function is one of the few that may use both
altitudes for normal operation. Because of the unique functional nature of the VCO function, its description
is contained in this section.
VCO Description
The advisory aural Voice Callouts (VCO) are part of the TAWS GPWS functionality. In Class A TAWS
configurations, aural altitude callouts “Five Hundred,” “Four Hundred,” “Three Hundred,” “Two Hundred,”
and “One Hundred” are generated based on inputs from the radar altimeter and GPS altitude. When the
airplane is more than 5 NM from an airport, the VCO messages are triggered solely on radar altitude and
will not function if radar altitude is unavailable.
Inside of 5 NM to an airport, the callouts are based on the airplane’s GPS altitude above the runway
threshold as obtained from the G1000 aviation database. Loss of GPS may cause VCO messages not
be issued. If a flight plan was loaded in the G1000 at the time of GPS signal loss, VCO messages will
not be issued. Conversely, if no flight plan was loaded at the time of GPS signal loss, VCO messages
will be provided.
In Class B TAWS configurations, VCO issues the “Five Hundred” aural message only. The messages
are based only on GPS altitude, even if the airplane has an operable radar altimeter. VCO messages
are not available when the system status annunciations shown below are posted.
System Status
Visual
Aural
Type
Annunciation
Annunciation
TAWS System Test in Progress
None
TAWS System Failure
“TAWS System Failure”
TAWS Not Available
“TAWS Not Available”
VCO callouts are inactive at the initialization of the TAWS-A or TAWS-B system. When the airplane’s
height above terrain exceeds 675 feet, the function becomes enabled and is provided during all flight
phases. Alerts are issued, one time only, when the height above terrain becomes less than 500 feet
down to 100 feet (TAWS-A), at which time the VCO is disabled until the airplane climbs at least 175
above the altitude associated with the last VCO callout that was issued. VCO alerts cannot be inhibited
in any TAWS configuration.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 163 of 183
GTS 8000 TCAS II
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-00928-05 and 190-00929-05
Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN GTS 8000 TCAS
II system function and operating instructions.
System Description
The TCAS II is an on-board collision avoidance system that identifies and displays aircraft that are
potential collision threats. The GTS 8000 can issue resolution advisories (RAs) in the form of vertical
maneuver guidance on the pilot and copilot’s vertical speed indicators, in addition to aural messages.
Using transponder replies from threat aircraft, the GTS 8000 determines relative altitude, range, and
bearing of any ATCRBS or Mode S equipped aircraft with altitude reporting capability. Using this
information, the GTS 8000 will determine the type of advisory to issue. ATCRBS equipped aircraft that
only reply with Mode A information will not provide altitude information. Therefore, the GTS 8000 will not
issue resolution advisories for these aircraft, but can issue traffic advisories. The GTS 8000 will not
detect aircraft that are not equipped with transponders.
The GTS 8000 TCAS II components as installed in the King Air 200/B200 consist of:

A TCAS II processor.

A TCAS II compatible Mode S Transponder. As installed in the King Air B200 with a
G1000 system, the GTX 3000 transponder is used.

One top mounted antenna.

One bottom mounted antenna.

A radio altimeter.

Controls provided via the GDU 1040 and GDSU 1500 display units.
The TCAS II provides two levels of advisories:
1. If the traffic gets within 25 to 48 seconds (depending upon altitude) of projected Closest Point of
Approach (CPA), it is then considered an intruder, and an aural and visual traffic advisory (TA) is
issued. This level calls attention to what may develop into a collision threat using the traffic map
displays and the aural message, “TRAFFIC - TRAFFIC.” It permits mental and physical preparation
for a possible maneuver to follow, and assists the pilot in achieving visual acquisition of the intruding
aircraft
2. If the intruder gets within 15 to 35 seconds of CPA (depending on altitude), it is considered a threat
and an aural and visual resolution advisory (RA) is issued. The RA provides a recommended
vertical maneuver using VSIs located on each PFD, and voice messages to provide adequate
vertical separation from the threat aircraft, or prevents initiation of a maneuver that would place the
TCAS II aircraft in jeopardy. The GTS 8000 TCAS II is considered a backup system to the “SEE
AND AVOID” concept and the ATC surveillance.
When a TCAS II RA is issued, the pilot should immediately disconnect the autopilot and pitch the aircraft
in the direction that will result in a vertical speed in the green band on the VSI. The flight director will
NOT provide guidance to comply with the RA command.
The TCAS II RA algorithms are based on the pilot initiating the initial 0.25 g acceleration maneuver within
approximately 5 seconds. Pilot response is expected within approximately 2.5 seconds if an additional RA
is issued (The increase rate and rate reversal RAs are based on a 0.35 g acceleration maneuver.). Because
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 164 of 183
190-00915-02 Rev. 9
of these requirements and the rate limits of the autopilots, all RA responses must be hand-flown and not
with the autopilot engaged.
Modified advisories are posted after the response to an initial advisory has been completed and the TCAS
II airplane is projected to have adequate altitude separation from the intruder. The initial RA is said to
weaken, indicating a return towards the original flight path or clearance is allowed. When the initial advisory
weakens, the green band on the VSI is repositioned to indicate level flight, the magnitude of the red band
decreased, and “LEVEL OFF, LEVEL OFF” is announced. The modified RA indicates a return to level flight
so that the altitude displacement in response to the initial RA can be minimized. This RA will remain
displayed until the “CLEAR OF CONFLICT” aural annunciation is issued. Following the weakening advisory
will greatly reduce the ultimate altitude deviation caused by the original corrective resolution advisory.
After deviating from an ATC clearance or instruction in response to a TCAS II RA, notify ATC of the deviation
as soon as possible. Following a TCAS II “CLEAR OF CONFLICT” advisory, the pilot should expeditiously
return to the applicable ATC clearance unless otherwise directed by ATC.
The threat aircraft track or altitude information can be lost during an RA. If so, the RA will terminate
without a “CLEAR OF CONFLICT” annunciation.
TCAS II resolution advisories are annunciated by the following voice messages, along with the expected
pilot response:

“CLIMB, CLIMB”-- climb at the rate depicted by the green (fly to) arc on the VSI, nominally between
1,500 and 2,000 fpm.

“DESCEND, DESCEND”-- descend at the rate depicted by the green (fly to) arc on the VSI
nominally between 1,500 and 2,000 fpm.

“MONITOR VERTICAL SPEED”-- ensure that vertical speed is out of the illuminated VSI red arc
until the RA is completed.

“LEVEL OFF, LEVEL OFF” -- reduce vertical speed to zero feet per minute. A green arc will be
displayed on the VSI beginning at zero feet per minute. This can be issued as the initial RA or as a
subsequent RA.

“CLEAR OF CONFLICT”-- range is increasing, and separation is adequate. Expeditiously return
to the applicable ATC clearance, unless otherwise directed by ATC.

“CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB”-- climb at the rate depicted by the green
(fly to) arc on the VSI, nominally between 1,500 and 2,000 fpm. Safe separation will best be achieved
by climbing through the threat aircraft’s flight path.

“DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND”-- descend at the rate
depicted by the green (fly to) arc on the VSI, nominally between 1,500 and 2,000 fpm. Safe
separation will best be achieved by descending through the intruder’s flight path.

“MAINTAIN VERTICAL SPEED, MAINTAIN”-- continue the existing climb or descent rate, or other
vertical speed, as depicted by the green (fly to) arc on the VSI.

“MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN”— continue the existing climb or descent
rate, or other vertical speed, as depicted by the green (fly to) arc on the VSI. Safe separation is best
achieved by not altering the existing vertical speed and climbing or descending through the threat’s
flight path.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 165 of 183
The following voice messages annunciate enhanced TCAS II maneuvers when initial RA does not provide
sufficient vertical separation. The tone and inflection indicate increased urgency:

“INCREASE CLIMB, INCREASE CLIMB”-- climb at the rate depicted by the green (fly-to) arc on the
VSI, nominally between 2,500 and 3,000 fpm. Received after “CLIMB” advisory, and indicates
additional climb rate is required to achieve safe vertical separation from a maneuvering aircraft.

“INCREASE DESCENT, INCREASE DESCENT”-- descend at the rate depicted by the green (flyto) arc on the VSI, nominally between 2,500 and 3,000 fpm. Received after “DESCEND” advisory,
and indicates additional descent rate is required to achieve safe vertical separation from a
maneuvering aircraft.

“CLIMB – CLIMB NOW, CLIMB – CLIMB NOW”-- climb at the rate depicted by the green (fly-to) arc
on the VSI, nominally between 1,500 and 2,000 fpm. Received after a “DESCEND” resolution
advisory and indicates a reversal in direction is required to achieve safe vertical separation from a
maneuvering threat aircraft.

“DESCEND – DESCEND NOW, DESCEND – DESCEND NOW”- descend at the rate depicted by
the green (fly-to) arc on the VSI, nominally between 1,500 and 2,000 fpm. Received after a “CLIMB”
resolution advisory and indicates a reversal in direction is required to achieve safe vertical separation
from a maneuvering threat aircraft.
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The chart below outlines the
TCAS inhibits produced from radio altimeter information and the associated RA status.
RESOLUTION ADVISORY (RA) STATUS
RADIO ALTITUDE
“INCREASE DESCENT” RA
Inhibited below 1650 ft AGL while climbing and
inhibited below 1450 ft AGL while descending.
“DESCEND” RA
Inhibited below 1200 ft AGL while climbing and
inhibited below 1000 ft AGL while descending.
TA ONLY Aural Messages
Inhibited below 400 ft AGL while descending and
inhibited below 600 ft AGL while climbing.
Other RAs
Inhibited below 1100 ft AGL while climbing, and
inhibited below 900 ft AGL while descending.
(TCAS automatically reverts to TA ONLY mode).
Advisory Priority
Automatically reverts to TA ONLY when higher
priority advisories (such as GPWS/TAWS) occur.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 166 of 183
190-00915-02 Rev. 9
Display and Controls
Threat Depiction
The G1000 and GTS 8000 depict aircraft on the system displays as follows:
Non-Threat Traffic – Open white diamond.
feet relative altitude or beyond 5 nm
Indicates intruding aircraft is greater than +1200
distance.
Proximity Advisory (PA) – opaque white diamond.
Indicates intruding aircraft is within +1200 feet
and within a 6 nm range but still not considered a threat.
Resolution Advisory (RA) – red box.
Indicates intruding aircraft is closing to within 15 to 35 seconds
of a potential collision. RA’s include vertical guidance maneuvers designed to increase to maintain
vertical separation from intruding aircraft.
Resolution Advisory Off Scale – ½ red box.
(off scale)
Traffic Advisory (TA) – amber circle.
seconds of a potential collision.
Traffic Advisory Off Scale – ½ amber circle.
range
190-00915-02 Rev. 9
Indicates RA beyond the selected map range
Indicates hazardous intruding aircraft closing to within 25-48
Indicates traffic advisory beyond the selected display
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 167 of 183
Vertical Speed Display
RAs may be categorized into preventative and corrective RAs. The system issues a preventative RA to
prevent vertical maneuvers. During an RA, vertical guidance indications appear on the Vertical Speed
indicators of the PFD to provide visual pitch cues for the flight crew to use to achieve (or maintain) vertical
separation from intruding traffic (Figure 21). The flight direction will NOT provide guidance necessary to
satisfy the RA command.
While an RA is occurring, a red vertical bar appears on the VSI scale to indicate the range of vertical
speeds to be avoided during the RA. If the current aircraft vertical speed is within this red range, the
pointer on the VSI appears red. When an RA directs the flight crew to fly to (or maintain) a vertical speed,
a green vertical bar will appear on the VSI scale at the recommended vertical speed range. The bars on
the Vertical Speed Indicator are removed when the RA condition has been resolved.
Figure 21, RA Vertical Speed Bands
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 168 of 183
190-00915-02 Rev. 9
Annunciations
The GTS 8000 provides the following annunciations. PFD annunciations are located in the upper left of
each PFD, to the right of the airspeed indicator tape. Traffic Map modes and center banner
annunciations are displayed on the PFD Inset Traffic Maps, and the MFD MAP – TRAFFIC MAP. Refer to
Figures 22 and 23 for the locations of the PFD and MFD traffic display element locations.
Traffic Map
Mode
Annunciation
Traffic Map Center
Banner Annunciation
Aural
Message
Traffic
Advisory (TA)
TA/RA or TA
ONLY
N/A
“TRAFFIC, TRAFFIC”
Resolution
Advisory (RA)
TA/RA
N/A
Various
TCAS Failure
FAIL
NO DATA
DATA FAILED
FAILED
TA Only Mode
TA ONLY
N/A
None
STANDBY
STANDBY also shown in
white in center of page on
ground, or amber in flight
None
TEST
“TEST MODE” shown in
white on top center of
traffic map
Mode
PFD
Annunciation
TCAS Standby
Or
TCAS Test
May also be
accompanied by
“TCAS II System
Failed”
“TCAS II System Test
Passed”
The annunciators below appear in a banner at the lower left corner of maps on which traffic can be
displayed:
Traffic Status Banner
Annunciation
Description
RA OFF SCALE
A Resolution Advisory is outside the selected display range*. Annunciation
is removed when traffic comes within the selected display range.
TA OFF SCALE
A Traffic Advisory is outside the selected display range*. Annunciation is
removed when traffic comes within the selected display range.
RA X.X +/- XX <UP> or
<DN>
System cannot determine bearing of Resolution Advisory**. Annunciation
indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend <UP> for climbing <DN> for descending traffic.
TA X.X +/- XX <UP> or
<DN>
System cannot determine bearing of Traffic Advisory**. Annunciation
indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend <UP> for climbing or <DN> for descending traffic.
TRFC FAIL
NO TCAS DATA
TCAS II unit has failed (unit is self-reporting a failure or sending incorrectly
formatted data).
Data is not being received from the TCAS II unit.
*Shown as symbol on Traffic Map Page
** Shown in center of Traffic Map Page
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 169 of 183
Figure 22, PFD TCAS II Display Elements
Figure 23, MFD TCAS II Display Elements
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 170 of 183
190-00915-02 Rev. 9
PFD Controls
The GTS 8000 can be controlled by softkeys on each PFD. The table below outlines the GTS 8000
controls available on the PFD. A green colored mode in the transponder window signifies that the
transponder is in an in-flight mode. White colored transponder modes signify an on-ground status. The
transponder should be left in ALT mode in flight and on ground unless directed by ATC to do otherwise.
Softkey Control
Function
XPDR/TFC
Top tier softkey
MODE
Mode sub-tier softkey
STBY
Places the GTS 8000 and the GTX 3000
transponder into STANDBY Mode
ON
Places the GTX 3000 transponder into Mode A.
Selecting this mode will also place the GTS 8000
into STANDBY mode.
ALT
Places the GTX 3000 into altitude reporting
mode. Selecting this mode allows all TCAS II
modes to be on.
TA ONLY
Selects TA ONLY Mode. No RAs will be
generated in this mode.
TA/RA
Selects TA/RA Mode. All TCAS II functions are
on.
TCAS
TCAS sub-tier softkey
REL
Used to display traffic relative to own altitude
ABS
Used to display traffic based on Absolute
Altitude
ALT RNG
Displays Altitude Range softkeys
TEST
190-00915-02 Rev. 9
ABOVE
Displays non-threat and proximity traffic from
9000 feet above the aircraft to 2700 feet below
the aircraft.
NORMAL
Displays non-threat and proximity traffic from
2700 feet above the aircraft to 2700 feet below
the aircraft.
BELOW
Displays non-threat and proximity traffic from
2700 feet above the aircraft to 9000 feet below
the aircraft.
UNREST
All traffic is displayed from 9900 feet above and
9900 feet below the aircraft.
Initiates a self-test of the TCAS II system
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 171 of 183
MFD Controls
GTS 8000 controls are available via softkeys or page menu selections on the MFD.
outlines the GTS 8000 softkey controls available on the MAP – TRAFFIC MAP.
Softkey Control
The table below
Function
REL
Used to display traffic relative to own altitude.
ABS
Used to display traffic based on Absolute Altitude.
TFC STBY
Places the GTS 8000 into STANDBY Mode.
TA ONLY
Selects TA ONLY Mode. No RAs will be generated in this
mode.
TA/RA
Selects TA/RA Mode. All TCAS II functions are on.
TEST
Initiates a self-test of the TCAS II system.
ALT RNG
Displays Altitude Range softkeys.
ABOVE
Displays non-threat and proximity traffic from 9000 feet above
the aircraft to 2700 feet below the aircraft.
NORMAL
Displays non-threat and proximity traffic from 2700 feet above
the aircraft to 2700 feet below the aircraft.
BELOW
Displays non-threat and proximity traffic from 2700 feet above
the aircraft to 9000 feet below the aircraft.
UNREST
All traffic is displayed from 9900 feet above and 9900 feet below
the aircraft.
The table below lists the GTS 8000 page menu selections available on the MFD MAP – TRAFFIC MAP,
and the function of each. The page menu selections are available by pressing the MENU softkey on
the GCU 477 controller while viewing the MAP – TRAFFIC MAP.
Page Menu Selection
Function
Absolute Altitude
Used to display traffic based on Absolute Altitude.
Relative Altitude
Used to display traffic relative to own altitude.
Traffic Standby Mode
Places the GTS 8000 into STANDBY Mode.
TA Only Mode
Selects TA ONLY Mode. No RAs will be generated in this mode.
TA/RA Mode
Selects TA/RA Mode. All TCAS II functions are on.
Test Mode
Initiates a self-test of the TCAS II system.
Above
Displays non-threat and proximity traffic from 9000 feet above the
aircraft to 2700 feet below the aircraft.
Normal
Displays non-threat and proximity traffic from 2700 feet above the
aircraft to 2700 feet below the aircraft.
Below
Displays non-threat and proximity traffic from 2700 feet above the
aircraft to 9000 feet below the aircraft.
Unrestricted
All traffic is displayed from 9900 feet above and 9900 feet below the
aircraft.
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 172 of 183
190-00915-02 Rev. 9
APPROACH BARO VNAV
General
All G1000 equipped King Air 200/B200 aircraft have enroute and terminal VNAV capability. Airplanes
that have system software 0985.07 or later installed have additional ability to conduct barometric based
VNAV operations while conducting certain GPS approaches using an automatically generated
temperature compensated glidepath. It should be noted that the Approach Baro VNAV functionality is
separate and distinct from enroute and terminal descent VNAV functions.
For GPS-based LPV, LNAV/VNAV, LNAV+V, and RNP approaches, glidepath vertical guidance is normally
provided via the Space Based Augmentation System (SBAS) system. If SBAS is unavailable or disabled
, the G1000 will provide automatic, temperature compensated glidepath vertical guidance on
approaches that have LNAV/VNAV minima published, or on some approaches that are not authorized for
SBAS. No pilot action is required to receive the temperature compensated glidepath when SBAS is not
available or allowed.
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-00928-05 and 190-00929-05
Rev. A or later FAA accepted revision for complete detailed descriptions of the GARMIN G1000 Approach
Baro VNAV function and operating instructions.
Temperature Compensation
Final Approach Segment (FAS)
Altimeter systems assume an ISA temperature model of 15°C 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 24 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 24 – Actual Descent Path on a Hot or Cold Day
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 173 of 183
In Figure 25 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 25 – 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.
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 26.
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).
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 174 of 183
190-00915-02 Rev. 9
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.
Figure 26 - Temperature Compensation Pop-Up Page
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 175 of 183
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 27) 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 27- Display of Temperature-Compensated Altitudes
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 176 of 183
190-00915-02 Rev. 9
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 28). 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 29).
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 28 - Temperature Compensation of Minimum Altitude
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 177 of 183
Figure 29 - Approach Window Temperature Compensated Minimum Altitude
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 178 of 183
190-00915-02 Rev. 9
Vertical Deviation Display
The vertical deviation for baro-VNAV approaches is displayed using a solid magenta
symbol and “V”
label (Figure 30), compared to the magenta diamond and “G” label used for SBAS approaches.
Figure 30 - 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 31. 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 32. 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.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 179 of 183
Figure 31 – VDI Scale for Baro-Altitude Based LNAV/VNAV Approach
Figure 32 – Display of VDI Range Exceeding ±75 feet
Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
Page 180 of 183
190-00915-02 Rev. 9
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.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
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Hawker Beechcraft 200, 200C, B200, B200C,
B200GT and B200CGT King Air
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190-00915-02 Rev. 9
Section 8 – Handling, Service, and Maintenance
Refer to the G1000/GFC 700 System Maintenance Manual (contains Instructions for Continued
Airworthiness) P/N 190-00915-01 Rev. 1 or later FAA approved revision for maintenance requirements for
the G1000 system and components.
190-00915-02 Rev. 9
Hawker Beechcraft 200, 200C, B200 , B200C,
B200GT and B200CGT King Air
Page 183 of 183
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