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 2010
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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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 and B200C King Air
Page 2 of 140
190-00915-02 Rev. 4
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
See Cover
190-00915-02 Rev. 4
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
See Cover
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 3 of 140
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Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 4 of 140
190-00915-02 Rev. 4
Table of Contents
Section 1 - General ........................................................................................................ 7
Section 2 - Limitations ................................................................................................ 16
Section 3 - Emergency Procedures ........................................................................... 30
Section 3A - Abnormal Procedures ........................................................................... 42
Section 4 - Normal Procedures .................................................................................. 68
Section 5 – Performance ............................................................................................ 95
Section 6 - Weight and Balance ................................................................................. 97
Section 7 - Systems Description ................................................................................ 98
Section 8 – Handling, Service, and Maintenance ................................................... 140
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 5 of 140
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Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 6 of 140
190-00915-02 Rev. 4
FAA APPROVED
Section 1 - General
The information in this supplement is FAA-approved material and must be attached to the Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM) when the airplane has been
modified by installation of the GARMIN G1000 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
three-axis automatic flight control / flight director system with optional Electronic Stability & Protection.
Revision 4 of this supplement contains significant operational changes from earlier revisions. 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. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 7 of 140
OPERATIONAL APPROVALS
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT
APPROVALS
The Garmin G1000 Integrated Avionics GNSS navigation system installed in this airplane is a GPS
system with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3
approved Garmin GIA 63Ws, TSO-C146a Class 3 approved Garmin GDU 104X Display Units, GARMIN
GA36 and GA37 antennas, and GPS software version 3.2 or later approved version. The G1000 GNSS
navigation system in this airplane is installed in accordance with AC 20-138A.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this airplane complies
with the requirements of AC 20-138A and is approved for navigation using GPS and SBAS (within the
coverage of a Satellite Based Augmentation System complying with ICAO Annex 10) for IFR en route,
terminal area, and non-precision approach operations (including those approaches titled “GPS”, “or GPS”,
and “RNAV (GPS)” approaches). The G1000 Integrated Avionics GNSS navigation system installed in
this airplane is approved for approach procedures with vertical guidance including “LPV” and
“LNAV/VNAV”, within the U.S. National Airspace System.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this airplane complies
with the equipment requirements of AC 90-105 and meets the equipment performance and functional
requirements to conduct RNP terminal departure and arrival procedures and RNP approach procedures
without RF (radius to fix) legs. Part 91 subpart K, 121, 125, 129, and 135 operators require a Letter of
Authorization for operational approval from the FAA
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this airplane complies
with the equipment requirements of AC 90-100A for RNAV 2 and RNAV 1 operations. 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 2 and RNAV 1 procedures. Part 91 subpart K, 121, 125, 129, and
135 operators require a Letter of Authorization for operational approval from the FAA.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been
found to comply with the requirements for primary means of Class II navigation in oceanic and remote
navigation (RNP-10) without time limitations in accordance with AC 20-138A and FAA Order 8400.12A.
The G1000 can be used without reliance on other long-range navigation systems. This does not
constitute an operational approval.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft has been
found to comply with the navigation requirements for primary means of Class II navigation in oceanic and
remote navigation (RNP-4) in accordance with AC 20-138A and FAA Order 8400.33. The G1000 can be
used without reliance on other long-range navigation systems. Additional equipment may be required to
obtain operational approval to utilize RNP-4 performance. This does not constitute an operational
approval.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this aircraft complies with
the accuracy, integrity, and continuity of function, and contains the minimum system functions required for
PRNAV operations in accordance with JAA Administrative & Guidance Material Section One: General
Part 3: Temporary Guidance Leaflets, Leaflet No 10 (JAA TGL-10 Rev 1). The GNSS navigation system
has two ETSO-145 / TSO-C145a Class 3 approved Garmin GIA 63Ws, and ETSO-146 / TSO-C146a
Class 3 approved Garmin GDU 104X Display Units. The G1000 Integrated Avionics GNSS navigation
system as installed in this aircraft complies with the equipment requirements for PRNAV and BRNAV
operations in accordance with AC 90-96A and JAA TGL-10 Rev 1. This does not constitute an
operational approval.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 8 of 140
190-00915-02 Rev. 4
FAA APPROVED
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for
database Integrity, quality, and database management practices for the Navigation database. Pilots and
operators can view the LOA status at www.Garmin.com > Aviation Databases > Type 2 LOA Status.
Navigation information is referenced to WGS-84 reference system.
ELECTRONIC FLIGHT BAG
The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76A
Hardware Class 3, Software Type C Electronic Flight Bag (EFB) electronic aeronautical chart applications
when using current FliteChart or ChartView data. Additional operational approvals may be required.
For operations under 14 CFR Part 91, it is suggested that a secondary or back up source of aeronautical
information necessary for the flight be available to the pilot in the 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. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 9 of 140
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
CWS
Control Wheel Steering
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 10 of 140
190-00915-02 Rev. 4
FAA APPROVED
DA
Decision Altitude
DC
Direct Current
DH
Decision Height
DL LTNG
GFDS Data Link Lightning
DME
Distance Measuring Equipment
DN
Down
DR
Dead Reckoning
EC
Error Correction
EFB
Electronic Flight Bag
EIS
Engine Indication System
ELEC
Electrical
ENT
Enter
ESP
Electronic Stability and Protection
FAF
Final Approach Fix
FD
Flight Director
FLC
AFCS Flight Level Change mode, or FLC button on the GMC 710 AFCS
mode controller
FLTA
Forward Looking Terrain Awareness
FMS
Flight Management System
FPM
Flight Path Marker or Feet Per Minute
FSB
Fasten Seat Belts
ft
Feet
ft-lbs
Foot-Pounds
ft/min
Feet/Minute
GA
Go-around
GCU
Garmin Control Unit
GDC
Garmin Air Data Computer
GDL
Garmin Data Link Radio
GDU
Garmin Display Unit
GEA
Garmin Engine/Airframe Unit
GEN
Generator
GEO
Geographic
GFC
Garmin Flight Control
GFDS
Garmin Flight Data Services
GIA
Garmin Integrated Avionics Unit
GMA
Garmin Audio Panel System
GMC
Garmin Mode Control Unit
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 11 of 140
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
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
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
LOC
Localizer
LOI
Loss of Integrity (GPS)
LPV
Localizer Performance with Vertical Guidance
LRU
Line Replaceable Unit
LTNG
Lightning (XM Weather Product)
M
Mach
MAP
Missed Approach Point
MAXSPD
Maximum Speed, AFCS Overspeed Protection mode
Mb
Millibars
MDA
barometric minimum descent altitude
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 12 of 140
190-00915-02 Rev. 4
FAA APPROVED
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
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
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
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 13 of 140
SPD
Speed button on the GMC 710 AFCS Mode Controller. Toggles the FLC
speed between Mach and IAS references.
STAR
Standard Terminal Arrival Route
STBY
Standby
STC
Supplemental Type Certificate
STD
Standard
SUSP
Suspend
SVS
Synthetic Vision System
SW
Software
SYN TERR
Synthetic Terrain softkey
SYN VIS
Synthetic Vision softkey
TAWS
Terrain Awareness and Warning System
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
VDP
Visual Descent Point
VFR
Visual Flight Rules
VHF
Very High Frequency
VMC
Visual Meteorological Conditions
VMI
Vibro-meter Inc.
VMO
Maximum operation limit speed in knots
VNAV
Vertical Navigation
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
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 14 of 140
190-00915-02 Rev. 4
FAA APPROVED
XM
XM satellite system
XPDR
Transponder
YD
Yaw Damper
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 15 of 140
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 190-00929-01, Revision A when
System Software Version 0985.02 is installed. Use the G1000 Cockpit Reference Guide for Hawker
Beechcraft 200/B200 Series, GARMIN part number 190-00929-02, Revision A or later approved revision
when system software 0985.03 or later 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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 16 of 140
190-00915-02 Rev. 4
FAA APPROVED
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.
NOTE
The gauge indicator pointer and digital display will flash inverse red/white video for 5
seconds, then remain steady red, if the indicated engine parameter exceeds its
established limit.
The gauge indicator digital display will change to yellow for “caution” conditions.
PT6A-41 ENGINES COLOR MARKINGS & RANGES
Red Arc/Radial
Yellow Arc
Green Arc
Yellow Arc
Red Arc/Radial
(Minimum Limit)
(Caution)
(Normal)
(Caution)
(Maximum Limit)
Torque (ft-lbs)
--
--
0 to 2230
--
2230
ITT (ºC)
--
--
400 to 750
--
750 (1)
Prop N2 (rpm)
--
--
(2)
--
(2)
Gas Generator N1 (%)
--
--
52 to 101.5
--
101.5
-40
-40 to +10
10 to 99
99 to 104
99
60 to 105
105 to 135
--
135 (3)
OPERATING
PARAMETER
Oil Temp. (ºC)
Oil
Press.
(psi)
Less than
21,000’ MSL.
60
21,000’ MSL
and above
60 to 85
85 to 135
Footnotes:
(1)
A red diamond at 1000°C represents the starting limit.
(2)
See PROPELLER TYPES AND INDICATOR MARKINGS table.
(3)
A red diamond at 200 psi represents the upper transient limit.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 17 of 140
PT6A-42 ENGINES COLOR MARKINGS & RANGES
OPERATING
PARAMETER
Red Arc/Radial
Yellow Arc
(Minimum Limit)
(Caution)
Green Arc
Yellow Arc
Red Arc/Radial
(Normal)
(Caution)
(Maximum Limit)
Torque (ft-lbs)
--
--
0 to 2230
--
2230
ITT (ºC)
--
--
400 to 800
--
800 (1)
Prop N2 (rpm)
--
--
(2)
--
(2)
Gas Generator N1 (%)
--
--
61 to 101.5
--
101.5
-40
-40 to 0
0 to 99
99 to 104
99
60 to 100
100 to 135
60 to 85
85 to 135
Oil Temp. (ºC)
Less than
21,000’ MSL.
Oil
Press.
(psi)
60
--
21,000’ MSL
and above
135 (3)
Footnotes:
(1)
A red diamond at 1000°C represents the starting limit.
(2)
See PROPELLER TYPES AND INDICATOR MARKINGS table.
(3)
A red diamond at 200 psi represents the upper transient limit.
PT6A-52 ENGINES COLOR MARKINGS & RANGES
OPERATING
PARAMETER
Red Arc/Radial
Yellow Arc
(Minimum Limit)
(Caution)
Torque (ft-lbs)
--
ITT (ºC)
--
Prop N2 (rpm)
Gas Generator N1 (%)
Oil Temp. (ºC)
Oil
Press.
(psi)
Green Arc
Yellow Arc
Red Arc/Radial
(Normal)
(Caution)
(Maximum Limit)
--
0 to 2230
--
2230
--
400 to 820
--
820 (1)
--
--
(2)
--
(2)
--
--
61 to 104
--
104
-40
-40 to 0
0 to 110
--
110
60 to 90
90 to 135
--
135 (3)
60 to 85
85 to 135
Less than
21,000’ MSL.
60
21,000’ MSL and
above
Footnotes:
(1)
A red diamond at 1000°C represents the starting limit.
(2)
See PROPELLER TYPES AND INDICATOR MARKINGS table.
(3)
A red diamond at 200 psi represents the upper transient limit.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 18 of 140
190-00915-02 Rev. 4
FAA APPROVED
PT6A-61 ENGINES COLOR MARKINGS & RANGES
Red Arc/Radial
Yellow Arc
Green Arc
Yellow Arc
Red Arc/Radial
(Minimum Limit)
(Caution)
(Normal)
(Caution)
(Maximum Limit)
Torque (ft-lbs)
--
--
0 to 2230
--
2230
ITT (ºC)
--
--
400 to 800
--
800 (1)
Prop N2 (rpm)
--
--
(2)
--
(2)
Gas Generator N1 (%)
--
--
61 to 104
--
104
-40
-40 to 0
0 to 110
--
110
60 to 90
90 to 135
OPERATING
PARAMETER
Oil Temp. (ºC)
Oil
Press.
(psi)
Less than
21,000’ MSL.
60
21,000’ MSL and
above
-60 to 85
135 (3)
85 to 135
Footnotes:
(1)
A red diamond at 1000°C represents the starting limit.
(2)
See PROPELLER TYPES AND INDICATOR MARKINGS table.
(3)
A red diamond at 200 psi represents the upper transient limit.
PROPELLER TYPES AND INDICATOR MARKINGS
Manufacturer
Hartzell
Hartzell
Hartzell
McCauley
McCauley
Hub
HC-B3TN-3G
or -3N
HC-D4N-3A
HC-E4N-3G
3GFR34C702
4HFR34C771
4HFR34C754
Blades
T10178()-3R
D9383K
D9390SK-1R
100LA-2
94LA-0
Normal Operating
Range – RPM
(Green Arc)
1600-2000
1150-2000
1180-2000
1600-2000
1100-2000
Maximum Limit –
RPM (Red Radial)
2000
2000
2000
2000
2000
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 19 of 140
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
GPS NAV LOST
GIA1 SERVICE
GIA2 SERVICE
MFD SERVICE
PFD1 SERVICE
PFD2 SERVICE
GMA1 SERVICE
GMA2 SERVICE
GEO LIMITS
Do not takeoff if PFD1 FAN FAIL, PFD2 FAN FAIL or MFD FAN FAIL is displayed in the ALERTS window
AND the Outside Air Temperature is greater than 41°C (106°F).
Ground operation of the G1000 system is limited to 20 minutes when the Outside Air Temperature is
greater than 48°C (118°F).
The G1000 system must be turned on and operated for at least 30 minutes before takeoff if ground
outside air temperature is -40°C (-40°F) or below.
Use of VNAV is prohibited during the intermediate segment of an approach that includes a teardrop
course reversal. VNAV will become ‘Unavailable’ at the beginning of the teardrop segment of the course
reversal.
The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G1000 are
supplemental information only and must be verified by the flight crew.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 20 of 140
190-00915-02 Rev. 4
FAA APPROVED
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.
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS
NOTE
Limitations are in bolded text for this section only.
The pilot must confirm at system initialization that the Navigation database is current.
Navigation database is expected to be current for the duration of the flight. If the AIRAC cycle will
change during flight, the pilot must ensure the accuracy of navigation data, including suitability of
navigation facilities used to define the routes and procedures for flight. If an amended chart
affecting navigation data is published for the procedure, the database must not be used to
conduct the procedure.
GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the pilot
verifies and uses a valid, compatible, and current Navigation database or verifies each waypoint
for accuracy by reference to current approved data.
Discrepancies that invalidate a procedure must be reported to Garmin International. The affected
procedure is prohibited from being flown using data from the Navigation database until a new
Navigation database is installed in the aircraft and verified that the discrepancy has been
corrected.
Contact information to report Navigation database discrepancies can be found at
www.Garmin.com>Support>Contact Garmin Support>Aviation. Pilots and operators can view navigation
data base alerts at www.Garmin.com > In the Air> NavData Alerts.
For flight planning purposes, in areas where SBAS coverage is not available, the pilot must check
RAIM availability. Within the United States, RAIM availability can be determined using the G1000
WFDE Prediction program, part number 006-A0154-01 (010-G1000-00) or later approved version with
GARMIN GA36 and GA37 antennas selected, or the FAA’s en route and terminal RAIM prediction
website: www.raimprediction.net, or by contacting a Flight Service Station. Within Europe, RAIM
availability can be determined using the G1000 WFDE Prediction program or Europe’s AUGER GPS
RAIM Prediction Tool at http://augur.ecacnav.com/augur/app/home. For other areas, use the G1000
WFDE Prediction program. This requirement is not necessary if SBAS coverage is confirmed to be
available along the entire route of flight. The route planning and WFDE prediction program may be
downloaded from the GARMIN G1000 website on the internet. For information on using the WFDE
Prediction Program, refer to GARMIN WAAS FDE Prediction Program, part number 190-00643-01,
‘WFDE Prediction Program Instructions’.
For flight planning purposes, operations within the U.S. National Airspace System on RNP and
RNAV procedures when SBAS signals are not available, the availability of GPS integrity RAIM
shall be confirmed for the intended route of flight. In the event of a predicted continuous loss of
RAIM of more than five minutes for any part of the intended route of flight, the flight should be delayed,
canceled, or re-routed on a track where RAIM requirements can be met.
For flight planning purposes for operations within European B-RNAV and P-RNAV airspace, if
more than one satellite is scheduled to be out of service, then the availability of GPS integrity
RAIM shall be confirmed for the intended flight (route and time). In the event of a predicted
continuous loss of RAIM of more than five minutes for any part of the intended flight, the flight should be
delayed, canceled, or re-routed on a track where RAIM requirements can be met.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 21 of 140
For flight planning purposes, operations where the route requires Class II navigation the aircraft’s
operator or pilot-in-command must use the G1000 WFDE Prediction program to demonstrate that
there are no outages on the specified route that would prevent the G1000 to provide primary
means of Class II navigation in oceanic and remote areas of operation that requires (RNP-10 or
RNP-4) capability. If the G1000 WFDE Prediction program indicates fault exclusion (FDE) availability
will exceed 34 minutes in accordance with FAA Order 8400.12A for RNP-10 requirements, or 25 minutes
in accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled
when FDE is available.
Both GIA 63Ws GPS navigation receivers must be operating and providing GPS navigation
guidance to their respective PFD for operations requiring RNP-4 performance.
North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace operations per
AC 91-49 and AC 120-33 require both GPS/SBAS receivers to be operating and receiving usable signals
except for routes requiring only one Long Range Navigation sensor. Each display computes an
independent navigation solution based on the on-side GPS sensor. However, either display will
automatically revert to the cross-side sensor if the on-side sensor fails or if the cross-side sensor is
determined to be more accurate. A “BOTH ON GPS1” or “BOTH ON GPS2” message does not
necessarily mean that one GPS has failed. Refer to the MFD AUX-GPS STATUS page to determine the
state of the unused GPS.
Manual entry of waypoints using latitude/longitude or place/bearing is prohibited. Whenever
possible, RNP and RNAV routes including Standard Instrument Departures (SIDs) and Obstacle
Departure Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute RNAV “Q” and RNAV “T”
routes should be loaded into the flight plan from the database in their entirety, rather than loading route
waypoints from the database into the flight plan individually. Selecting and inserting individual named
fixes from the database is permitted, provided all fixes along the published route to be flown are inserted.
“GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the G1000 System are
prohibited unless the pilot verifies and uses the current Navigation database.
GPS based
instrument approaches must be flown in accordance with an approved instrument approach
procedure that is loaded from the Navigation database.
Not all published Instrument Approach Procedures (IAP) are in the Navigation database. Pilots
planning on flying an RNAV instrument approach must ensure that the Navigation database
contains the planned RNAV Instrument Approach Procedure and that approach procedure must
be loaded from the Navigation database into the FMS flight plan by its name.
IFR non-precision approach approval using the GPS/SBAS sensor is limited to published
approaches within the U.S. National Airspace System. Approaches to airports in other airspace
are not approved unless authorized by the appropriate governing authority.
The navigation equipment required to join and fly an instrument approach procedure is indicated by the
title of the procedure and notes on the IAP chart. Use of the GARMIN G1000 GPS/SBAS receivers to
provide navigation guidance during the final approach segment of an ILS, LOC, LOC-BC, LDA,
SDF, MLS or any other type of approach not approved for “or GPS” navigation is prohibited.
When using the G1000 VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS
navigation data is must be selected and presented on the CDI of the pilot flying.
Navigation information is referenced to WGS-84 reference system, and should only be used where the
Aeronautical Information Publication (including electronic data and aeronautical charts) conform to
WGS-84 or equivalent.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 22 of 140
190-00915-02 Rev. 4
FAA APPROVED
AHRS AREAS OF OPERATION
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. 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.
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.
For airplanes with system software version 0985.02 installed: When conducting missed approach
procedures, autopilot coupled operation is prohibited until the pilot has established a rate-of-climb that
ensures all altitude requirements of the procedure will be met.
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).
For airplanes with system software 0985.03 or later installed, autopilot coupled ILS, LOC, LPV, or
LNAV/VNAV approaches with the yaw damper inoperative or not engaged is prohibited.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 23 of 140
Do not use autopilot below the following altitudes:
(1) On takeoff, do not engage the autopilot below ............................ 400 feet Above Ground Level
(2) Enroute .................................................................................................................... 800 feet AGL
(3) Approach (GP or GS Mode) .................................................................................... 200 feet AGL
(4) Approach (FLC, VS, PIT or ALT Mode) ..................... Higher of 400 feet AGL or Approach MDA
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.
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 coverage area is from North 75° Latitude to South 60° Latitude in all
longitudes.
b) The Airport Terrain Database coverage area includes airports from North 75° Latitude to South
60° Latitude in all longitudes.
c) The Obstacle Database coverage area includes the United States and Europe.
Use of the TAWS or GPWS for navigation or terrain and/or obstacle avoidance is prohibited.
NOTE
The 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.
For airplanes that have system software 0985.02 installed: ILS approaches with manually overridden
frequency or course information are prohibited when TAWS A is installed. The TAWS level installed on
the airplane can be found on the header of the MFD MAP-TAWS page, which is always the last page in
the MFD MAP page group.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 24 of 140
190-00915-02 Rev. 4
FAA APPROVED
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 HP and Garmin GTS 820/850 Traffic Alert/Advisory System is intended as an aid for
the pilot to visually locate traffic. It is the responsibility of the pilot to see and manually maneuver the
airplane to avoid other traffic.
DATA LINK WEATHER (XM OR GFDS WEATHER)
Datalink weather information displayed by the G1000 system is limited to supplemental use only. XM or
Garmin Flight Data Service (GFDS) weather data is not a source of official weather information. Use of
the NEXRAD, PRECIP, XM LTNG and DL LTNG (Datalink Lightning) data on the MAP – NAVIGATION
MAP, MAP – XM WEATHER DATA LINK or MAP – GFDS WEATHER DATA LINK pages for hazardous
weather, e.g., thunderstorm penetration is prohibited.
NEXRAD, PRECIP, XM LTNG and DL LTNG information on the MAP – NAVIGATION, MAP – XM
WEATHER DATA LINK, or MAP – GFDS WEATHER DATA LINK pages is intended only as an aid to
enhance situational awareness of hazardous weather, not penetration. It is the pilot’s responsibility to
avoid hazardous weather using official weather data sources and the airplane’s in-flight weather radar.
Display of XM NEXRAD data is prohibited if XM ICING or XM TURBULENCE are displayed on the MFD
MAP- XM WEATHER DATA LINK page. XM ICING and XM TURBULENCE data must be turned off in
order to display XM NEXRAD data. For airplanes that have system software 0985.03 or later installed, it
is not possible to simultaneously display XM ICING, TURBULENCE and NEXRAD data.
OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE
Stormscope lightning information displayed by the G1000 system is limited to supplemental use only.
The use of the Stormscope lightning data on the MAP – NAVIGATION MAP and/or MAP –
STORMSCOPE page for hazardous weather (thunderstorm) penetration is prohibited. Stormscope
lightning data on the MAP - NAVIGATION or MAP – STORMSCOPE page is intended only as an aid to
enhance situational awareness of hazardous weather, not penetration. It is the pilot’s responsibility to
avoid hazardous weather using official weather data sources and the airplane’s weather radar.
PLACARDS
On 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. 4
FAA APPROVED
VMO-KIAS
259
236
213
191
170
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 25 of 140
KINDS OF OPERATION LIMITS
The Hawker Beechcraft model 200, 200C, B200 and B200C 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 and B200C King Air
Page 26 of 140
190-00915-02 Rev. 4
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
0
0
0
0
0
0
0
0
0
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
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
Electronic Stability & Protection
(ESP)
Yaw Damper
190-00915-02 Rev. 4
FAA APPROVED
Required only for operations in RVSM
airspace.
May be required for flight above a
certain altitude. Refer to Aircraft’s
POH or AFMS for any installed
modifications that affect this
requirement.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 27 of 140
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
Control Wheel Autopilot
Disconnect/Trim Interrupt Switches
1
1
1
1
1
Left side is required. Both 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.
Terrain Awareness and Warning
System (TAWS)
0
0
0
0
0
Or as required by operating
regulation.
Ground Proximity Warning System
(GPWS)
0
0
0
0
0
Or as required by operating
regulation.
Weather Radar
0
0
0
0
0
XM or GFDS Datalink Weather
0
0
0
0
0
GSR 56 Satellite Receiver
0
0
0
0
0
GDU Cooling Fans (3 total)
2
2
2
2
2
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 28 of 140
Or as required by operating
regulation.
All fans are required if OAT is above
41°C (106°F).
190-00915-02 Rev. 4
FAA APPROVED
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
RNAV Operations Equipment and
Components
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
Remarks and/or Exceptions
Equipment and components required
for RNAV 2, RNAV 1, B-RNAV,
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”, and “RNAV (GPS)”
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. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 29 of 140
Section 3 - Emergency Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 31
AUTOPILOT MALFUNCTION / ELEVATOR TRIM RUNAWAY ............................................................ 31
MANUAL AUTOPILOT DISCONNECT .................................................................................................. 32
AUTOPILOT ABNORMAL DISCONNECT ............................................................................................. 32
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION .................................................................. 32
AUTOPILOT FAILURE ................................................................................................. 33
PITCH AXIS FAILURE ............................................................................................................................ 33
ROLL AXIS FAILURE ............................................................................................................................. 34
YAW AXIS FAILURE (For airplanes with system software 0985.02 Installed)................................. 35
YAW AXIS FAILURE (For airplanes with system software 0985.03 or Later Installed) .................. 35
PITCH TRIM FAILURE ........................................................................................................................... 36
AUTOPILOT PRE-FLIGHT TEST FAIL .................................................................................................. 37
OVERSPEED RECOVERY ..................................................................................................................... 37
UNDERSPEED RECOVERY (ESP-Equipped Aircraft Only) ............................................................... 37
ENGINE FAILURE (AUTOPILOT ENGAGED) ...................................................................................... 38
ELECTRICAL SYSTEM ................................................................................................ 38
TAWS AND GPWS ....................................................................................................... 40
WINDSHEAR ENCOUNTER ........................................................................................ 41
ESP ENGAGEMENT .................................................................................................... 41
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 30 of 140
190-00915-02 Rev. 4
FAA APPROVED
Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot
memory action items. The pilot shall perform these items without reference to the
checklist in this section.
AUTOMATIC FLIGHT CONTROL SYSTEM
AUTOPILOT MALFUNCTION / ELEVATOR TRIM RUNAWAY
If the airplane deviates unexpectedly from the planned flight path:
1. Control Wheel ............................................................................................................ GRIP FIRMLY
2. AP/YD DISC / TRIM INTRPT Button ................................................................ PRESS AND HOLD
(Be prepared for possible high elevator control forces)
3. Aircraft Attitude ......................................................... MAINTAIN/REGAIN AIRCRAFT CONTROL
use standby attitude indicator if necessary
NOTE
Do not release the AP/YD DISC / TRIM INTRPT Button until after pulling the AFCS SERVO
Circuit Breaker.
4. Elevator Trim ......................................................... RETRIM if necessary using Elevator Tab Wheel
5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
6. AP/YD DISC / TRIM INTRPT Button ................................................................................ RELEASE
WARNING
In flight, do not overpower the autopilot. The trim will operate in the direction opposing
the overpower force, which will result in large out-of-trim forces.
Do not attempt to re-engage the autopilot or use manual electric pitch trim until the cause
of the malfunction has been corrected.
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
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 31 of 140
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.
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION
(Red
Warning Annunciator on the PFDs on ESP-equipped airplanes. May also be
accompanied by an amber
“AIRSPEED” alert.)
annunciator above the airspeed tape display, and an aural
1. Power Levers ..................... INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED
After Warning Ceases:
2. Autopilot .........................................RESELECT VERTICAL AND LATERAL MODES (if necessary)
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 32 of 140
190-00915-02 Rev. 4
FAA APPROVED
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. Operations with
the yaw damper inoperative should be considered, as 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
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 33 of 140
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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 34 of 140
190-00915-02 Rev. 4
FAA APPROVED
YAW AXIS FAILURE (For airplanes with system software 0985.02 Installed)
(Red
annunciator on PFD)
1. Indicates a failure of the yaw axis of the autopilot. The autopilot and yaw damper will be
inoperative.
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.
NOTE
A loss of the autopilot may also cause the yaw damper to be inoperative. Operations with
the yaw damper inoperative should be considered, as 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.
YAW AXIS FAILURE (For airplanes with system software 0985.03 or Later
Installed)
(Amber
annunciator on PFD)
1. Indicates a failure of the yaw axis of the autopilot. The autopilot and yaw damper will disconnect
initially. The autopilot may be re-engaged and disengaged normally, but the yaw damper will
remain inoperative.
2. Autopilot .......................................................................................................... AS DESIRED
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 35 of 140
WARNING
Do not use the autopilot to fly a coupled ILS, LOC, 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
Operations with the yaw damper inoperative should be considered, as 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 possible high elevator control forces)
4. Elevator Trim ...................................................... AS REQUIRED USING ELEVATOR TAB WHEEL
If Red
Message Clears
5. Autopilot ....................................................................................................................... RE-ENGAGE
If Red
Message Remains
5. Autopilot ........................................................................................................ DO NOT RE-ENGAGE
6. Elevator Trim .......................................................... CONTINUE TO USE ELEVATOR TAB WHEEL
7. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 36 of 140
190-00915-02 Rev. 4
FAA APPROVED
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. The yaw damper will also be inoperative if software
0985.02 is installed.
OVERSPEED RECOVERY
(Amber
annunciation on PFD)
1. Throttles ............................................................................................................................. 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.
UNDERSPEED RECOVERY (ESP-Equipped Airplanes Only)
(Amber
annunciation on PFD. May also be accompanied by an aural “AIRSPEED” alert)
1. Power Levers ..................... INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED
After underspeed condition is corrected:
2. Autopilot ........................................ RESELECT LATERAL AND VERTICAL MODES (if necessary)
NOTE
ESP Underspeed Mode provides a pitch down command to maintain 100 KIAS, or 2 KIAS
above stall warning airspeed. Underspeed recovery is not available below 200 feet AGL,
except in go-around (GA) mode.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 37 of 140
ENGINE FAILURE (AUTOPILOT ENGAGED)
1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE
2. Engine Failure Procedure in
EMERGENCY PROCEDURES Section of AFM ........................................................ COMPLETE
3. Trim Tabs .............................. MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS
4. Autopilot ............................................................. PRESS ‘AP’ BUTTON (if desired) to RE-ENGAGE
5. Rudder Tab ............................................................... MANUALLY ADJUST AS REQUIRED AFTER
POWER AND CONFIGURATION CHANGES
ELECTRICAL SYSTEM
DUAL GENERATOR FAILURE [L 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
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 38 of 140
190-00915-02 Rev. 4
FAA APPROVED
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
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. Operations with the yaw damper
inoperative should be considered, as 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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 39 of 140
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.
8. Consider a Landing Gear Manual Extension to conserve battery power.
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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 40 of 140
190-00915-02 Rev. 4
FAA APPROVED
WINDSHEAR ENCOUNTER
For airplanes equipped with Electronic Stability and Protection (ESP):
1. AP/YD DISC / TRIM INTRPT Button .................................................... PRESS and HOLD
(To prevent automatic autopilot
engagement)
2. Perform established windshear escape procedures.
After Exiting Windshear:
3. AP/YD DISC / TRIM INTRPT Button ................................................................... RELEASE
4. Autopilot/Yaw Damper .................................................................................... AS DESIRED
NOTE
Refer to FAA Advisory Circular 00-54, Pilot Windshear Guide for additional information on windshear
avoidance and escapement techniques.
ESP ENGAGEMENT
For airplanes equipped with Electronic Stability and Protection (ESP):
1. Use the flight controls and throttles as required to correct the abnormal flight condition.
NOTE
If the airplane remains within the ESP engagement envelope for more than approximately 10
seconds, the autopilot will automatically engage in LVL mode, and will be accompanied by an aural
“ENGAGING AUTOPILOT” alert. Refer to Section 7 – Systems Description, “Electronic Stability &
Protection” (ESP) for further information.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 41 of 140
Section 3A - Abnormal Procedures
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 44
AILERON MISTRIM ................................................................................................................................ 44
ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 45
ELEVATOR MISTRIM ............................................................................................................................. 46
RUDDER MISTRIM ................................................................................................................................. 47
FLASHING AMBER MODE ANNUNCIATION ....................................................................................... 48
YAW DAMPER DISCONNECT (Amber Flashing ‘YD’) ........................................................................ 48
ELECTRONIC STABILITY AND PROTECTION .......................................................... 49
G1000 INTEGRATED AVIONICS SYSTEM ................................................................. 49
ALTITUDE MISCOMPARE ..................................................................................................................... 49
AIRSPEED MISCOMPARE .................................................................................................................... 52
PITCH MISCOMPARE ............................................................................................................................ 53
ROLL MISCOMPARE ............................................................................................................................. 53
HEADING MISCOMPARE ...................................................................................................................... 54
LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE.................................................................... 54
LOSS OF ALTITUDE ERROR CORRECTION....................................................................................... 54
DISPLAY UNIT FAILURE ............................................................................................. 55
PFD FAILURE ......................................................................................................................................... 55
MFD FAILURE ........................................................................................................................................ 56
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI) ......................................................... 56
GPS APPROACH ALARM LIMITS EXCEEDED ................................................................................... 58
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH .......................................................... 58
LOSS OF RADIO TUNING FUNCTIONS ............................................................................................... 59
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED............................................................ 59
FAILED ATTITUDE AND/OR HEADING ................................................................................................ 60
ENGINE INDICATION SYSTEM (EIS) FAILURE ................................................................................... 62
LOSS OF NAVIGATION DATA .............................................................................................................. 62
INACCURATE FLIGHT DIRECTOR DISPLAY ...................................................................................... 63
BOTH ON ADC1, BOTH ON ADC2........................................................................................................ 63
BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 64
BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 64
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 42 of 140
190-00915-02 Rev. 4
FAA APPROVED
SYNTHETIC VISION ..................................................................................................... 65
TAWS AND GPWS ....................................................................................................... 65
TAWS or GPWS CAUTION .................................................................................................................... 65
TAWS INHIBIT ........................................................................................................................................ 65
GPWS INHIBIT (TAWS-A Only)
......................................................................................................... 66
FLAP OVERRIDE (TAWS-A Only)
..................................................................................................... 66
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) ...................................................... 67
TAWS N/A and TAWS FAIL ................................................................................................................... 67
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 43 of 140
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. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
6. Roll Trim ......................... USING AILERON TAB KNOB, MANUALLY RETRIM AIRPLANE
The autopilot should be considered inoperative until the cause of the mistrim has been investigated
and corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
7. 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.
8. 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 and B200C King Air
Page 44 of 140
190-00915-02 Rev. 4
FAA APPROVED
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 system software 0985.02 is installed on the airplane, the yaw damper will also be
inoperative.
If Operative:
3. Use as required.
If still inoperative:
3. Pitch Trim .......................................................................... MANUALLY TRIM AIRPLANE IN PITCH
(Using Elevator Tab Wheel)
NOTE
Operations with the yaw damper inoperative should be considered, as 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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 45 of 140
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. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
6. Pitch Trim .............................. USING ELEVATOR TAB WHEEL, MANUALLY RETRIM AIRPLANE
Autopilot should be considered inoperative until the cause of the mistrim has been investigated and
corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
7. 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.
8. 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 and B200C King Air
Page 46 of 140
190-00915-02 Rev. 4
FAA APPROVED
RUDDER MISTRIM (amber
or
annunciation on PFD)
Indicates a mistrim of the rudder while the autopilot is engaged. 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 RETRIM AIRPLANE
Yaw Damper should be considered inoperative until the cause of the mistrim has been
investigated and corrected. Operations with the yaw damper inoperative should be considered,
as 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 (SW 0985.03 installed) ......................................................................................... 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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 47 of 140
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 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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 48 of 140
190-00915-02 Rev. 4
FAA APPROVED
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.
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
190-00915-02 Rev. 4
FAA APPROVED
annunciator is displayed on both PFDs.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 49 of 140
•
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.
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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 50 of 140
190-00915-02 Rev. 4
FAA APPROVED
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.
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) 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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 51 of 140
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.
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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 52 of 140
190-00915-02 Rev. 4
FAA APPROVED
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.
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. 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. Refer to the GARMIN G1000 Cockpit
Reference Guide for additional information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 53 of 140
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.
LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE
If ATC is not receiving altitude reporting information while in RVSM airspace:
1. XPDR Softkey ............................................................................SELECT OTHER TRANSPONDER
2. Verify selected transponder is in ALT mode.
LOSS OF ALTITUDE ERROR CORRECTION
Loss of altitude (static source) error correction in the air data computers is indicated by an advisory
message in the alerts window of the PFD. The static source error correction is effective only above
18,000 feet MSL. The following advisory messages will post:
ADC1 ALT EC - ADC1 altitude error correction is unavailable.
and/or
ADC2 ALT EC - ADC2 altitude error correction is unavailable.
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
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 54 of 140
190-00915-02 Rev. 4
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.
•
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.
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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 55 of 140
MFD FAILURE
MFD failure is indicated by a complete loss of image on the center display.
1. Pilot’s Audio Panel DISPLAY BACKUP Button ..................................................................... PRESS
2. Copilot’s Audio Panel DISPLAY BACKUP Button ................................................................. PRESS
NOTE
Engine data will be displayed on both PFDs.
3. Electronic Chart Data will not be available following an MFD failure. Use the following procedure
if a secondary source of aeronautical information is not available in the airplane.
a.
Load approaches, arrivals, and departures into the Active Flight Plan using the PROC button
on either PFD. The procedure’s course can be displayed on either PFD Inset Map window.
Navigate using the course pointer and CDI on the PFDs.
b.
For instrument approach procedures, obtain altitude information from ATC.
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
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 56 of 140
190-00915-02 Rev. 4
FAA APPROVED
If No Alternate Navigation Sources Are Available:
DEAD RECKONING (DR) MODE - ACTIVE WHEN THE AIRPLANE IS GREATER THAN 30 NM FROM
THE DESTINATION AIRPORT:
1. Navigation - Use the airplane symbol, magenta course line on the map display and the amber
CDI for course information.
NOTE
•
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.
LOSS OF INTEGRITY (LOI) MODE - ACTIVE WHEN THE AIRPLANE IS WITHIN 30NM OF THE
DESTINATION OR DEPARTURE AIRPORT (AS CALCULATED FROM THE PREVIOUS GPS OR DR
POSITION):
1. Navigation - Fly towards known visual conditions. Use ATC or other information sources as
possible.
NOTE
•
All information derived from GPS or DR will be removed from the displays.
•
TAWS is inoperative.
•
The airplane symbol is removed from all maps. The map will remain centered at the last
known position. “NO GPS POSITION” will be annunciated in the center of the map.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 57 of 140
GPS APPROACH ALARM LIMITS EXCEEDED
During a GPS LPV, LNAV/VNAV, or LNAV+V approach, if the Horizontal or Vertical alarm limits
are exceeded, the G1000 System will downgrade the approach. This will be annunciated in the
ALERTS window and by an annunciation change on the HSI from LPV, L/VNAV, or LNAV+V to
LNAV. GPS glide path vertical guidance will be removed from the PFD. The approach may be
continued using the LNAV only minimums.
During any GPS approach in which both precision and non-precision alarm limits are exceeded,
the G1000 System will flag the lateral guidance and display a system message “ABORT
APPROACH loss of navigation”. Immediately upon viewing the message, the unit will revert to
Terminal navigation mode alarm limits. If the position integrity is within these limits lateral
guidance will be restored and the GPS may be used to execute the missed approach, otherwise
alternate means of navigation must be utilized.
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 system software version 0985.02 and TAWS-A installed on the
airplane, the Glideslope Deviation Alerting (GSD) will be inoperative, since this feature
relies on accurate database information to function correctly. This will not be discreetly
annunciated to the pilot.
•
For airplanes with system software version 0985.03 or later and 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
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 58 of 140
190-00915-02 Rev. 4
FAA APPROVED
LOSS OF RADIO TUNING FUNCTIONS
1.
COM Frequency Toggle Button ...................................PRESS AND HOLD FOR 2 SECONDS
NOTE
This procedure will tune the active COM field to the emergency frequency 121.5. Certain
failures of the tuning system will automatically tune 121.5 without pilot action.
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
•
6.
In RVSM Airspace:
Altitude ........................................................ CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 59 of 140
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7.
Perform appropriate RVSM contingency procedures for loss of redundancy of primary
altimetry systems, outlined in the operator’s RVSM procedures manual.
LOSS OF ALTITUDE ALERTER IN RVSM AIRSPACE
1.
Autopilot ALT Mode ................................................................................................ 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
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 60 of 140
190-00915-02 Rev. 4
FAA APPROVED
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
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. 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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 61 of 140
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. Perform appropriate RVSM contingency procedures for loss of altitude hold capability, outlined in
the operator’s RVSM procedures manual.
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 throttles 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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 62 of 140
190-00915-02 Rev. 4
FAA APPROVED
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
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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 63 of 140
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 and B200C King Air
Page 64 of 140
190-00915-02 Rev. 4
FAA APPROVED
SYNTHETIC VISION
If SVS displays information inconsistent with G1000 primary flight instrumentation:
On the PFD:
1.
PFD softkey ......................................................................................................................... PRESS
2.
SYN VIS softkey .................................................................................................................. PRESS
3.
SYN TERR key ................................................................................................................... PRESS
4.
SVS is removed from both PFD displays ........................................................................... VERIFY
Use G1000 primary displays for navigation and aircraft control.
If G1000 operation in display backup mode is required:
Select display backup mode on the G1000 system. When display backup mode is selected, the
MFD will initially present a non-SVS (blue sky over solid brown ground) display. SVS will be
presented on the backup display within 20 seconds if it was enabled on the PFD when display backup
was selected.
TAWS 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.
190-00915-02 Rev. 4
FAA APPROVED
annunciation displays on both PFDs and in the lower right corner of the
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 65 of 140
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
annunciation is removed from both PFDs and the MFD.
NOTE
The GPWS INHIBIT feature will not inhibit altitude voice callouts or Glideslope/Glidepath
deviation alerting.
FLAP OVERRIDE (TAWS-A Only)
For airplanes equipped with TAWS-A, the GPWS flap configuration alerting function may be inhibited
to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.
To Override Flap Altering:
1.
Display the MAP – 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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 66 of 140
190-00915-02 Rev. 4
FAA APPROVED
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only)
or
For airplanes equipped with TAWS-A, the glideslope or glidepath deviation alerting function may be
inhibited to stop alerting if desired. Refer to 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.
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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 67 of 140
Section 4 - Normal Procedures
Table of Contents
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 70
PREFLIGHT INSPECTION ........................................................................................... 70
BEFORE ENGINE STARTING ..................................................................................... 72
BEFORE TAXI .............................................................................................................. 72
TAXI .............................................................................................................................. 73
BEFORE TAKEOFF (RUN-UP) .................................................................................... 74
BEFORE TAKEOFF (FINAL ITEMS)............................................................................ 75
TAKEOFF ..................................................................................................................... 75
CRUISE WITHIN RVSM AIRSPACE ............................................................................ 75
CLIMB, CRUISE, AND DESCENT................................................................................ 75
ICING FLIGHT .............................................................................................................. 76
SHUTDOWN AND SECURING .................................................................................... 76
OTHER PROCEDURES ............................................................................................... 76
AUTOPILOT OPERATION ........................................................................................... 76
VERTICAL MODES ................................................................................................................................ 76
VERTICAL SPEED (VS) MODE .......................................................................................................... 76
FLIGHT LEVEL CHANGE (FLC) MODE ............................................................................................. 77
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE ....................................................................... 78
VERTICAL NAVIGATION (VNAV) ....................................................................................................... 78
LATERAL MODES.................................................................................................................................. 79
NAVIGATION (VOR) ........................................................................................................................... 79
NAVIGATION (GPS DIRECT TO) ....................................................................................................... 79
NAVIGATION (GPS OBS Mode) ......................................................................................................... 80
APPROACHES ....................................................................................................................................... 80
ILS ........................................................................................................................................................ 80
ILS GLIDE SLOPE INOPERATIVE ..................................................................................................... 82
RNAV (GPS) (LPV or LNAV/VNAV) .................................................................................................... 83
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 68 of 140
190-00915-02 Rev. 4
FAA APPROVED
RNAV (GPS) (LNAV, LNAV + V) ......................................................................................................... 85
VOR APPROACH ................................................................................................................................ 86
BACK COURSE (BC) .......................................................................................................................... 88
GO AROUND (GA) ................................................................................................................................. 89
AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only) ............................... 90
SYNTHETIC VISION ............................................................................................................................... 92
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 69 of 140
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.
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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 70 of 140
190-00915-02 Rev. 4
FAA APPROVED
FWD
12 INCHES
STATIC PORTS
12 INCHES
14 INCHES
10 INCHES
Figure 1, RVSM Critical Region
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 71 of 140
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 after completing the airplane’s AFM Before Taxi checklist
items.
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.
autopilot, yaw damper, ESP (if installed), and electric elevator trim will be inoperative.
1.
The
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
2.
Standby Attitude Indicator ..................................................................................................... CHECK
a. PULL TO CAGE Knob ............................................................... PULL KNOB TO ERECT GYRO
b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE
c.
PFD1, PFD2, and Standby Attitude Indicator .......................... COMPARE and CROSS CHECK
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 72 of 140
190-00915-02 Rev. 4
FAA APPROVED
3.
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.
4.
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 .................................................... 50 feet radar altitude on PFD1 and PFD2
d. RA Ground Reference ...................................................... Correlates to 50 feet 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.
NOTE
The standby compass is erratic during windshield anti-ice and/or air conditioner operation.
Windshield anti-ice and air conditioner must be OFF for heading verification check.
e. Verify turn rate and slip indicator display appropriately.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 73 of 140
BEFORE TAKEOFF (RUN-UP)
These procedures should be conducted after completing the airplane’s AFM Before Takeoff
(RUNUP) checklist items.
1.
Electric Elevator Trim Control ............................................................................................... CHECK
a. Pilot’s Control Wheel
• Left and Right Segments ................................................................ ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)
• Left and Right Segments ..................................................................... ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)
• With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button ......................................................... PRESS AND HOLD
(verify elevator tab wheel motion stops)
• Manually Operate Elevator Tab Wheel ...... VERIFY Pitch Trim Servo is Not Engaged
b. Copilot’s Control Wheel (If Installed)
• Left and Right Segments ................................................................ ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)
• Left and Right Segments ..................................................................... ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)
• With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button ......................................................... PRESS AND HOLD
(verify elevator tab wheel motion stops)
•
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 Throttle ...................... VERIFY FD Command Bars show Takeoff Attitude
‘TO / / TO’ is Annunciated in Mode Window on Both PFDs
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 74 of 140
190-00915-02 Rev. 4
FAA APPROVED
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 retrim 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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 75 of 140
ICING FLIGHT
IN FLIGHT
WARNING
Due to distortion of the wing airfoil, ice accumulation on the leading edges can cause a
significant loss in rate of climb and in speed performance, as well as increases in stall
speed. Even after cycling the deice boots, the ice accumulation remaining on the boots
and unprotected areas of the airplane can cause large performance losses. For the same
reason, the aural stall warning system may not be accurate and should not be relied
upon. Under these conditions, ESP 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
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
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 76 of 140
190-00915-02 Rev. 4
FAA APPROVED
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.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 77 of 140
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.
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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 78 of 140
190-00915-02 Rev. 4
FAA APPROVED
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
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
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 79 of 140
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.
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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 80 of 140
190-00915-02 Rev. 4
FAA APPROVED
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
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 throttle) .......................................................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. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 81 of 140
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 and B200C King Air
Page 82 of 140
190-00915-02 Rev. 4
FAA APPROVED
4. Established inbound on Final Approach Course (FAF Active Waypoint)
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ............................................................................. LOC is annunciated on the HSI
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF..................................Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA
NOTE
It is recommended to descend at 1000 ft/min 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) (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
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 83 of 140
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
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 throttle) .......................................................PRESS, Execute Go Around Procedure
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 84 of 140
190-00915-02 Rev. 4
FAA APPROVED
RNAV (GPS) (LNAV, 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 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. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 85 of 140
NOTE
Some RNAV (GPS) approaches provide a vertical descent angle as an aid in flying a stabilized
approach. These approaches are NOT considered Approaches with Vertical Guidance (APV).
Approaches that are annunciated on the HSI as LNAV or LNAV+V are considered Nonprecision
Approaches (NPA) and are flown to an MDA even though vertical glidepath (GP) information may
be 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 and B200C King Air
Page 86 of 140
190-00915-02 Rev. 4
FAA APPROVED
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix:
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( 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. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 87 of 140
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 and B200C King Air
Page 88 of 140
190-00915-02 Rev. 4
FAA APPROVED
NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the BC mode and indicate BC in white on the PFD. The pilot must ensure that
the current heading will result in a capture of the selected course. If the CDI is one dot or
less from center, the autopilot will enter the capture mode when the APR button is
pressed and annunciate BC in green on the PFD.
5. Airspeed.................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF..................................Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA
NOTE
It is recommended to descend at 1000 ft/min 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 throttle) .......................................... 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
NOTE
When the GA button is pressed, the autopilot disconnects, 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 AFCS will fly the published missed
approach procedure once the airplane is established on a segment of the missed
approach procedure, the autopilot is engaged, and NAV mode is selected.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 89 of 140
Recommended Procedures Following a Missed Approach:
1. To repeat the instrument approach procedure currently loaded into the flight plan:
a.
b.
Activate Vectors-To-Final if being radar vectored by ATC,
Or
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.
AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only)
1. Control Wheel ................................................................................................... GRASP FIRMLY
2. GO AROUND button (left throttle) .......................................... 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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 90 of 140
190-00915-02 Rev. 4
FAA APPROVED
Recommended Procedures Following a Missed Approach:
1. To repeat the instrument approach procedure currently loaded into the flight plan:
a.
b.
Activate Vectors-To-Final if being radar vectored by ATC,
Or
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. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 91 of 140
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 and B200C King Air
Page 92 of 140
190-00915-02 Rev. 4
FAA APPROVED
Leg 2
Leg 3
TOD
Leg 1
VPTH displayed by Pathway
Climb NOT displayed by Pathway
Enroute Pathway Altitude Display
Approach
During an approach transition with the GPS CDI active, the Pathway will be displayed along the lateral
path defined by the flight plan, at the altitude selected on the G1000 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. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 93 of 140
FAF
ALTITUDE
MAP
Heading
Pathway NOT displayed on heading
and turn segments
MAHP
Missed Approach Pathway Display
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 94 of 140
190-00915-02 Rev. 4
FAA APPROVED
190-00915-02 Rev. 4
FAA APPROVED
-150
-140
-130
-120
-110
-100
-90
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
80
90
100
110
120
130
140
150
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 and B200C King Air
Page 95 of 140
Altimeter Correction - Ft
(Add to Indicated Altitude)
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 96 of 140
190-00915-02 Rev. 4
FAA APPROVED
Altimeter Correction - Ft
(Add to Indicated Altitude)
-150
-140
-130
-120
-110
-100
-90
-80
-70
-60
-50
-40
-30
-20
-10
0
10
20
30
40
50
80
90
100
110
120
130
140
150
170
180
190
Indicated Airspeed - Kt
160
200
210
220
230
Valid at All Altitudes
ALTIMETER CORRECTION - STANDBY ALTIMETER
FLAPS UP
240
250
260
270
Section 6 - Weight and Balance
No Change. Refer to basic Aircraft Flight Manual or appropriate supplement.
190-00915-02 Rev. 4
FAA APPROVED
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 97 of 140
Section 7 - Systems Description
Table of contents
GENERAL ..................................................................................................................... 99
G1000 INTEGRATED AVIONICS ................................................................................. 99
SYSTEM OVERVIEW ............................................................................................................................. 99
INSTRUMENT PANEL ............................................................................................................................ 99
FLIGHT CONTROLS .................................................................................................. 113
AFCS, AUTOPILOT AND FLIGHT DIRECTOR ................................................................................... 113
ELECTRIC ELEVATOR TRIM .............................................................................................................. 116
ELECTRONIC STABILITY & PROTECTION (ESP) ............................................................................ 117
FLIGHT INSTRUMENTS ............................................................................................ 121
G1000 FLIGHT INSTRUMENTS........................................................................................................... 121
STANDBY FLIGHT INSTRUMENTS .................................................................................................... 121
ENGINE INSTRUMENTATION ................................................................................... 122
PROPELLER SYNCHROPHASER ...................................................................................................... 123
ELECTRICAL SYSTEM .............................................................................................. 123
INVERTERS .......................................................................................................................................... 123
POWER DISTRIBUTION ...................................................................................................................... 123
STANDBY BATTERY POWER SUPPLY ............................................................................................. 131
LIGHTING SYSTEMS ................................................................................................. 132
COCKPIT .............................................................................................................................................. 132
PITOT AND STATIC SYSTEM ................................................................................... 132
PITOT .................................................................................................................................................... 132
STATIC .................................................................................................................................................. 133
GROUND COMMUNICATIONS .................................................................................. 133
SYNTHETIC VISION ................................................................................................... 134
TAWS AND GPWS ..................................................................................................... 138
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 98 of 140
190-00915-02 Rev. 4
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
Multi-Function 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.
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 99 of 140
80
60
100
150
40
300
200
250
2992
1013
ALT
1000
Figure 2, Instrument Panel
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 100 of 140
190-00915-02 Rev. 4
Figure 3, Pilot's Control Wheel
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 101 of 140
Figure 4, Copilot's Control Wheel With Trim Switches
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 102 of 140
190-00915-02 Rev. 4
Figure 5, Copilot's Control Wheel Without Trim Switches
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 103 of 140
Figure 6, Overhead Panel (Airplanes BB-1632 and after; BL141 and after)
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 104 of 140
190-00682-02 Rev. 4
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
% LOAD
DC VOLTS
DC VOLTS
AIRSPEEDS (IAS)
MAX
MAX
MAX
MAX
MAX
MAX
GEAR EXTENSION
GEAR RETRACT
GEAR EXTENDED
APPROACH FLAP
FULL DOWN FLAP
MANUEVERING
181
163
181
200
157
181
KNOTS
KNOTS
KNOTS
KNOTS
KNOTS
KNOTS
Figure 7, Overhead Panel (Airplanes prior to BB1632; BL-141)
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 105 of 140
Figure 8, Left Side Circuit Breaker Panel
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 106 of 140
190-00915-02 Rev. 4
LEFT
25
PROP
DEICE
25
RIGHT
NO.3
50
BUS
FEEDERS
50
NO.4
CLOSED
FIREWALL
SHUTOFF
VALVE
OPEN
CONTROL
5
CONTROL
MOTOR
PROP
DEICE
GOV
5
PROP
5
FLAP
10
STANDBY
PUMP
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
BL-8)
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 107 of 140
PUMP
RIGHT
FEATHER
7.5
SUB PNL
OVHD &
7.5
INSTR
5
READING
5
5
5
ENVIRONMENTAL
PRESS
LEFT
5
BUS
20
ENT
CONTROL RIGHT
5
CONTROL CONTROL BLEED
AIR
TEMP CONTROL
5
OXYGEN
COPLT
& STBY
INSTR
FSB &
CABIN
WARN
5
STALL
RIGHT
RIGHT
RIGHT
DATA
5
LINK
30
NO 2
IND
5
ANN
7.5
POWER
RIGHT
5
SIGNAL
COND
5
LEFT
AVIONICS
BOOST
5
RUDDER
IND
RIGHT
FLIGHT
5
5
LANDING
GEAR
5
5
BLEED
AIR
WARN
WARN
LEFT
WARNINGS
5
7.5
5
GEA
5
7.5
5
FUEL
ICE
VANE CONTROL
CONTROL HEAT
LEFT
LEFT
LEFT
ENTERTAINMENT
PFD
SIDE PNL
5
INDIRECT CONSOLE
7.5
MFD
10
PLT PFD
DET
5
FIRE
NO SMK
LIGHTS
5
5
FUEL
DRAIN
COLLECT
5
AUTO
CHIP
DETR
5
5
SYNC
LEFT
PROP
ENGINES
50
50
BUS
FEEDERS
50
2
WIFI
TRAFFIC
5
LIGHTER
POWER
5
1
IRIDIUM
NO.2
FURNISHINGS
MASTER CIGAR
10
1
PFD/GIA
FANS
5
NO 2
NO 1
COMM
30
AVIONICS
RCDR
2
SPEAKER
VOICE
5
5
MFD
CABIN
FAN
1
5
PFD 2
5
5
ADC 1
NO 2
5
AUDIO
WARN
NO 2
5
XPDR
CTL
1
5
RADAR
MASTER
5
AVIONICS
MODE
AURAL
1
15
AUX BAT
ALTM
ATT
STBY
5
GIA 2
1
STBY
5
ADC 2
5
GIA 1
5
GIA 1
1
STBY
5
AHRS2
SECONDARY POWER
5
AHRS1
1
MFD
50
DEICE
5
PRIMARY POWER
5
ADC 1
NO 1
5
XPDR
LEFT
ELECTRICAL
NO.1
10
WSHLD
DEICE
5
5
PFD 1
AHRS1
5
NO 1
NO 1
PFD 1
5
AUDIO
5
COMM
CTL
1
FMS
RIGHT
RIGHT
10
SEC
25
ESS
BUS
25
PRI
WEATHER
SURF
BRAKE
RIGHT
5
TORQUE
5
LEFT
WIPER
GEN
CONTROL
10
LEFT
RIGHT
5
FUEL
VENT
5
LEFT
RIGHT
5
OIL
PRESS
5
LEFT
AVIONICS
SERVO
5
AFCS
Figure 10, Right Side Circuit Breaker Panel (Airplanes BB-666 Thru BB-1443, Except
BB-1439; BL-9 Thru BL-138)
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 108 of 140
190-00915-02 Rev. 4
PLT PFD
7.5
SUB PNL
OVHD &
7.5
INSTR
5
READING
5
5
5
ENVIRONMENTAL
LEFT
PRESS
5
BUS
20
ENT
CONTROL RIGHT
5
CONTROL CONTROL BLEED
AIR
TEMP CONTROL
5
OXYGEN
COPLT
& STBY
INSTR
FSB &
CABIN
WARN
5
STALL
5
5
50
TRAFFIC
5
DATA
5
LINK
NO 2
POWER
10
2
WIFI
LIGHTER
5
1
IRIDIUM
NO.2
FURNISHINGS
MASTER CIGAR
50
BUS
FEEDERS
5
NO 2
NO 1
COMM
RCDR
2
VOICE
5
MFD
5
PFD 2
30
AVIONICS
SPEAKER
5
CABIN
FAN
1
50
1
PFD/GIA
FANS
5
5
ADC 1
NO 2
5
AUDIO
WARN
1
AURAL
NO 2
5
XPDR
CTL
1
MODE
5
RADAR
MASTER
5
AVIONICS
15
AUX BAT
ALTM
ATT
STBY
5
GIA 2
1
STBY
5
ADC 2
5
GIA 1
5
GIA 1
1
STBY
5
AHRS2
SECONDARY POWER
5
AHRS1
1
PRIMARY POWER
MFD
50
DEICE
5
5
5
PFD 1
ADC 1
AHRS1
LEFT
ELECTRICAL
NO.1
10
WSHLD
DEICE
5
5
NO 1
5
NO 1
NO 1
XPDR
PFD 1
5
AUDIO
5
COMM
AVIONICS
CTL
1
FMS
RIGHT
RIGHT
10
SEC
25
ESS
BUS
25
PRI
WEATHER
SURF
BRAKE
RIGHT
5
TORQUE
5
LEFT
WIPER
GEN
CONTROL
10
LEFT
RIGHT
5
FUEL
VENT
5
LEFT
RIGHT
5
OIL
PRESS
5
LEFT
30
IND
5
ANN
7.5
POWER
RIGHT
5
SIGNAL
COND
5
LEFT
AVIONICS
BOOST
5
RUDDER
IND
RIGHT
FLIGHT
5
5
LANDING
GEAR
WARN
LEFT
BLEED
AIR
WARN
ENTERTAINMENT
PFD
SIDE PNL
5
10
INDIRECT CONSOLE
7.5
MFD
NO SMK
WARNINGS
RIGHT
RIGHT
RIGHT
PUMP
RIGHT
FEATHER
LIGHTS
5
7.5
5
5
GEA
5
7.5
5
FUEL
ICE
VANE CONTROL
CONTROL HEAT
LEFT
LEFT
LEFT
5
FUEL
DRAIN
COLLECT
DET
5
FIRE
5
AUTO
CHIP
DETR
5
5
SYNC
LEFT
PROP
ENGINES
SERVO
5
AFCS
Figure 11, Right Side Circuit Breaker Panel (Airplanes BB-1439, BB-1444 Thru
BB-1485, Except BB-1484; BL-139 And BL-140)
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 109 of 140
7.5
5
5
ENVIRONMENTAL
LEFT
PRESS
5
BUS
20
ENT
CONTROL RIGHT
5
WARN
5
STALL
RIGHT
RIGHT
50
TRAFFIC
5
DATA
5
LINK
NO 2
POWER
10
2
WIFI
LIGHTER
5
50
1
IRIDIUM
RIGHT
NO.2
FURNISHINGS
MASTER
CIGAR
10
BUS
FEEDERS
5
NO 2
NO 1
COMM
RCDR
2
VOICE
5
MFD
5
PFD 2
30
AVIONICS
SPEAKER
5
CABIN
FAN
1
RIGHT
1
PFD/GIA
FANS
5
5
ADC 1
NO 2
5
AUDIO
WARN
1
AURAL
ATT
1
STBY
5
AHRS2
NO 2
5
XPDR
CTL
1
MODE
5
RADAR
MASTER
5
AVIONICS
AUX BAT
15
ALTM
STBY
1
5
GIA 2
5
GIA 1
5
GIA 1
STBY
5
ADC 2
SECONDARY POWER
5
AHRS1
1
PRIMARY POWER
MFD
50
5
5
PFD 1
ADC 1
AHRS1
LEFT
50
GEN
CONTROL
10
DEICE
5
5
NO 1
5
NO 1
NO 1
XPDR
PFD 1
5
AUDIO
AVIONICS
5
COMM
CTL
1
FMS
ELECTRICAL
NO.1
WIPER
RIGHT
WSHLD
DEICE
5
10
LEFT
SEC
25
ESS
BUS
25
PRI
WEATHER
SURF
BRAKE
RIGHT
5
TORQUE
5
LEFT
5
FUEL
VENT
5
LEFT
RIGHT
5
OIL
PRESS
5
LEFT
30
AIR
TEMP
5
OUTSIDE
IND
5
ANN
7.5
POWER
RIGHT
5
SIGNAL
COND
5
LEFT
ENGINES
AVIONICS
BOOST
5
RUDDER
IND
RIGHT
FLIGHT
5
5
LANDING
GEAR
5
5
BLEED
AIR
WARN
WARN
LEFT
WARNINGS
5
7.5
ENTERTAINMENT
PFD
COPLT
7.5
CONTROL CONTROL BLEED
AIR
TEMP CONTROL
5
OXYGEN
5
INDIRECT CONSOLE
INSTR
5
& STBY
INSTR
FSB &
CABIN
SUB PNL
OVHD &
SIDE PNL
5
10
READING
7.5
MFD
NO SMK
PLT PFD
RIGHT
RIGHT
RIGHT
FEATHER
LIGHTS
5
5
GEA
5
7.5
5
5
FUEL
STBY ENG MN ENG
CONTROL
ANTI-ICE ANTI-ICE
HEAT
LEFT
LEFT
LEFT
LEFT
5
DET
5
FIRE
5
AUTO
CHIP
DETR
5
5
SYNC
LEFT
PROP
SERVO
5
AFCS
Figure 12, Right Side Circuit Breaker Panel (Airplanes BB-1484, B-1486 And After,
BL141 And After)
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 110 of 140
190-00915-02 Rev. 4
5
5
10
7.5
7.5
5
5
ENVIRONMENTAL
PRESS
LEFT
5
BUS
20
ENT
CONTROL RIGHT
5
POWER
LEFT
50
TRAFFIC
5
5
LINK
30
NO 2
POWER
10
2
WIFI
LIGHTER
5
1
IRIDIUM
50
BUS
FEEDERS
50
5
NO 2
NO 1
COMM
30
AVIONICS
RCDR
2
SPEAKER
VOICE
5
5
MFD
5
PFD 2
5
CABIN
FAN
1
MFD
50
1
PFD/GIA
FANS
1
5
NO 2
5
AUDIO
WARN
1
AURAL
ATT
1
STBY
5
AHRS2
NO 2
5
XPDR
CTL
1
MODE
ALTM
1
STBY
5
ADC 2
15
STBY
5
GIA 2
5
GIA 1
5
GIA 1
5
RADAR
MASTER
5
AVIONICS
AUX BAT
SECONDARY POWER
5
ADC 1
AHRS1
LEFT
5
ADC 1
NO 1
5
XPDR
PRIMARY POWER
ELECTRICAL
NO.1
RIGHT
NO.2
FURNISHINGS
MASTER CIGAR
10
5
DEICE
5
PFD 1
AHRS1
5
NO 1
NO 1
PFD 1
5
AUDIO
5
COMM
AVIONICS
CTL
1
FMS
RIGHT
10
WSHLD
DEICE
5
WEATHER
SURF
BRAKE
SEC
25
ESS
BUS
25
PRI
WIPER
GEN
CONTROL
10
LEFT
RIGHT
5
FUEL
VENT
5
DATA
AIR
TEMP
5
OUTSIDE
IND
5
ANN
7.5
AVIONICS
BOOST
5
RUDDER
IND
RIGHT
FLIGHT
5
5
LANDING
GEAR
5
5
BLEED
AIR
WARN
5
WARN
WARN
LEFT
WARNINGS
RIGHT
RIGHT
ENTERTAINMENT
PFD
COPLT
SUB PNL
OVHD &
CONTROL CONTROL BLEED
AIR
TEMP CONTROL
5
OXYGEN
5
5
7.5
5
& STBY SIDE PNL
INSTR
INDIRECT CONSOLE
INSTR
READING
FSB &
CABIN
PLT PFD
MFD
7.5
7.5
STALL
RIGHT
RIGHT
RIGHT
FEATHER
LIGHTS
5
5
NO SMK
7.5
7.5
ENG
INSTRU
POWER
LEFT
LEFT
FUEL
STBY ENG MN ENG
CONTROL
ANTI-ICE ANTI-ICE
HEAT
LEFT
LEFT
5
DET
5
FIRE
5
AUTO
CHIP
DETR
5
5
SYNC
LEFT
PROP
ENGINES
SERVO
5
AFCS
Figure 13, Pedestal Configuration Options
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 111 of 140
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
GSA 80
Yaw Servo
Servo Mgt
Servo Mgt
GSA 80
High-Speed
Pitch Trim
Servo
Pilot’s
Control Wheel
Copilot’s
Control Wheel
Figure 14, GFC 700 System Interface
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 112 of 140
190-00915-02 Rev. 4
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
wheel-mounted 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 throttle knob.
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 throttle (non-ESP equipped airplanes)
•
Turning OFF the Avionics Master Power Switch
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 113 of 140
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.
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
VS Key
ALT nnnnn FT
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 and B200C King Air
Page 114 of 140
190-00915-02 Rev. 4
AFCS LATERAL MODES
Lateral Mode
Roll Mode
Level
Low Bank
Heading Select
Approach, ILS Arm/Capture/Track (Glideslope
Mode Automatically Armed)
Takeoff (on ground)
Go Around (in air)
Wings Level
ROL
**
LVL
BANK Key
*
HDG Key
HDG
GPS
NAV Key
VOR
LOC
BC Key
Approach, GPS Arm/Capture/Track (Glidepath
Mode Automatically Armed, if available)
Approach, VOR Arm/Capture/Track
GA
(default)
Navigation, LOC Arm/Capture/Track (No
Glideslope)
Backcourse Arm/Capture/Track
TO
Annunciation
Navigation, GPS Arm/Capture/Track
Navigation, VOR Enroute Arm/Capture/Track
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
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
Wings Level
Control
BC
GPS
APR Key
VAPP
LOC
GA Switch
* 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. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 115 of 140
The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the
following range:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD,
the flight director will be removed (decluttered) from the display until the 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 and B200C King Air
Page 116 of 140
190-00915-02 Rev. 4
ELECTRONIC STABILITY & PROTECTION (ESP)
Electronic Stability and Protection (ESP) is an optional function on a GFC-700-equipped airplane that
uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the
airplane’s normal pitch, roll and airspeed envelopes. Additionally, ESP uses the airplane’s existing lift
computer and stall warning system 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
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. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 117 of 140
PFD display symbology implemented for ESP is illustrated in Figures 16 thru 19. All other indications on
the GDU displayed in the examples are to provide position reference for the ESP system symbology.
The values indicated are not representative of a condition required to activate ESP.
•
When the GDU receives information from the GIA indicating that ESP is not armed, the GDU will
not display ESP indications.
•
When the GDU receives information from the GIA indicating that ESP is armed, the GDU will
display the ESP roll limit indices.
•
The engagement and disengagement attitude limits are displayed with double hash marks on the
roll indicator depending on the airplane attitude and whether or not ESP is active in roll. When
ESP is inactive (roll attitude within nominal limits) only the engagement limit indications are
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 and B200C King Air
Page 118 of 140
190-00915-02 Rev. 4
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 positive roll attitude.
Upper Disengagement
Limit Indication
depicted at 75°.
Figure 18 – Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 119 of 140
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.
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.
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.
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 120 of 140
190-00915-02 Rev. 4
Coupled Go-Around
ESP equipped airplanes are capable of flying fully coupled go-around maneuvers. Pressing the GA
button on the left throttle 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.
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.
The bottom instrument is a mechanical airspeed indicator. It is a mechanical
instrument that requires no electrical power to operate. Electrical power is used for
internal lighting. In normal operation, power for standby instrument lighting comes
from dual feed bus 1. In the event of a total loss of electrical power, the standby
battery will power the instrument’s internal lighting. The standby airspeed indicator
uses the copilot’s static system for its source of static air pressure, and the copilot’s
pitot system for its source of impact air pressure.
1013
ALT
1000
2992
40
300
250
60
80
200
100
150
Figure 20, Standby Flight Instruments
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 121 of 140
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. A digital
indication combined with the pointer gives a resolution of 5 ft-lbs.
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. A digital
indication combined with the pointer gives a resolution of 1 lb/hr.
The oil pressure indicator displays oil pressure (in PSI). A digital indication combined with the pointer
gives oil pressure a resolution of 1 psi.
The oil temperature indicator displays oil temperature (in Degrees Celsius).
combined with the pointer gives oil temperature a resolution of 1°C
A digital indication
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 and B200C King Air
Page 122 of 140
190-00915-02 Rev. 4
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
NO. 2 DUAL FEED
BUS
NO. 3 DUAL FEED
BUS
NO. 4 DUAL FEED
BUS
AVIONICS
Avionics Master Switch
Cabin Audio
Aural Warning
PFD/GIA 2 Fan
Autopilot Mode
Controller
AHRS 2
Essential Bus
Secondary Power
Air Data 2
PFD/GIA 1 Fan
GIA 2
Voice Recorder
PFD 2
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. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 123 of 140
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
Anti-Ice (1)
R Standby Engine
Anti-Ice (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 and B200C King Air
Page 124 of 140
190-00915-02 Rev. 4
NO. 1 DUAL FEED
BUS
Standby Instrument
Overhead and Side
Panel Lighting
NO. 2 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
NO. 3 DUAL FEED
BUS
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 De-Ice
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
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 125 of 140
LEFT GENERATOR
BUS
RIGHT GENERATOR
BUS
ENVIRONMENTAL
ENVIRONMENTAL
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
DC Test Jack
Standby Altimeter
Vibrator
Standby Attitude
Indicator
FUEL
Left Firewall Shutoff
Valve
Right Firewall Shutoff
Valve
FURNISHINGS
MOD
LANDING GEAR
Landing Gear Motor
LIGHTS
LIGHTS
Entry Light
Standby Instrument
Internal Lighting
Clock Light
WEATHER
WEATHER
Pilot Windshield
Anti-Ice
Copilot Windshield
Anti-Ice
ESSENTIAL BUS
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
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 126 of 140
190-00915-02 Rev. 4
ESSENTIAL BUS
AVIONICS BUS 1
AVIONICS BUS 2
NAV/COM 1
WIFI (GDL 59)
MFD
Iridium (GSR 56)
MFD Fan
Avionics Controller
WEATHER
L Pitot Heat
ISOLATION BUS
STANDBY INSTRUMENT BUS
AVIONICS
AVIONICS
Standby Instrument Bus
Primary Pwr
Standby Altimeter Vibrator
Standby Attitude Indicator
Standby Battery
AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION
A/C SERIAL NUMBER BB-1484, 1486 AND AFTER, BL-141 AND AFTER
NO. 1 DUAL FEED
BUS
NO. 2 DUAL FEED
BUS
AVIONICS
AVIONICS
Avionics Master Switch
Cabin Audio
Aural Warning
PFD/GIA 2 Fan
Autopilot Mode
Controller
AHRS 2
Essential Bus
Secondary Power
Air Data 2
PFD/GIA 1 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
R Engine Fuel Control
L Start Control
190-00915-02 Rev. 4
ENGINE
R Igniter Power
R Start Control
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 127 of 140
NO. 1 DUAL FEED
BUS
Heat
NO. 2 DUAL FEED
BUS
Heat
L Main Engine Anti-Ice
R Main Engine Anti-Ice
L Standby Engine
Anti-Ice
R Standby Engine
Anti-Ice
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
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
Standby Instrument
Internal Lighting
Reading Light
Beacon Lights
Ice Lights
L Landing Lights
Navigation Lights
Strobe Lights
Recognition Lights
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 128 of 140
190-00915-02 Rev. 4
NO. 1 DUAL FEED
BUS
Tail Flood Lights
NO. 2 DUAL FEED
BUS
R Landing Lights
NO. 3 DUAL FEED
BUS
NO. 4 DUAL FEED
BUS
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 De-Ice
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
ENVIRONMENTAL
Condenser Blower Pwr
Aft Electric Heat
Fwd Electric Heat
Aft Evaporator Blower
Air Conditioner Clutch
Vent Blower
190-00915-02 Rev. 4
Hawker Beechcraft 200, 200C, B200 and B200C King Air
Page 129 of 140
LEFT GENERATOR
BUS
RIGHT GENERATOR
BUS
HOT BATTERY BUS
STANDBY BATTERY
BUS
FLIGHT
INSTRUMENTS
DC Test Jack
Standby Altimeter
Vibrator
Standby Attitude
Indicator
Standby Battery
FUEL
Left Firewall Shutoff
Valve
Right Firewall Shutoff
Valve
FURNISHINGS
MOD
LANDING GEAR
Landing Gear Motor
LIGHTS
LIGHTS
Entry Light
Standby Instrument
Internal Lighting
Clock Light
WEATHER
WEATHER
Pilot Windshield
Anti-Ice
Copilot Windshield
Anti-Ice
ESSENTIAL BUS
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
Avionics Controller
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ESSENTIAL BUS
AVIONICS BUS 1
AVIONICS BUS 2
WEATHER
L Pitot Heat
LEFT ENGINE
INSTRUMENT BUS
RIGHT ENGINE
INSTRUMENT BUS
ISOLATION BUS
STANDBY
INSTRUMENT BUS
AVIONICS
AVIONICS
Standby Instrument Bus
Primary Pwr
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
STANDBY BATTERY POWER SUPPLY
The G1000 installation incorporates a 24 vdc, 5 Ah JET model PS-835 Standby Battery
that provides electrical power for the standby attitude gyro, standby altimeter vibrator,
and internal lighting for the three standby instruments for a minimum of 30 minutes
following a total loss of aircraft power including the 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 popped out. There are no
internal switch annunciators illuminated in the switch when the system is OFF.
ON (Amber)
Illuminates when the standby battery is powering the standby instruments. The Standby
Battery switch must be latched ‘IN’ and the airplane has no source of normal electrical
power for the standby battery to power the standby instruments. When the ON
annunciator is illuminated, the standby battery will provide electrical power for the three
standby instruments for at least 30 minutes.
ARM (Green) The system is armed for automatic operation when the Standby Battery switch is latched
‘IN’ and the airplane is being powered by a normal source of electrical power. Normal
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.
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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.
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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.
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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.
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The Terrain/Obstacle/Airport databases have an area of coverage as detailed below:
•
The Terrain Database has an area of coverage from North 75° Latitude to South 60° Latitude in all
longitudes.
•
The Airport Terrain Database has an area of coverage that includes the United States, Canada,
Mexico, Latin America, and South America.
•
The Obstacle Database has an area of coverage that includes the United States.
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.
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Page 135 of 140
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.
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Because the horizon heading is only displayed in 30 degree increments, it should only be used for
general heading awareness and not be used to establish the aircraft heading.
Airport Signs and runway highlight
If APTSIGNS is selected, a “sign post” along with a representation of the runways will be plotted on the
SVS display for nearby airports that are contained in the G1000 airport database. The signpost will
become visible when you are within approximately 15nm of the airport. The text identifier for the airport
will be displayed inside the airport sign when the 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.
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Page 137 of 140
TAWS AND GPWS
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-00928-01 and 190-00929-01
Rev. A or later FAA approved 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.
For airplanes with system software 0985.02 installed:
Inside of 5 NM to an airport, the callouts are based on the minimum of the airplane’s radar altitude or the
GPS altitude above the runway threshold as obtained from the G1000 aviation database. Loss of GPS
altitude will cause TAWS to become unavailable. If TAWS is not available, and radar altitude is
available, VCO messages will be derived strictly from radar altitude. If radar altitude is unavailable and
TAWS remains available, the callouts will be based on GPS altitude. If TAWS and radar altitude are
both unavailable, VCO is inoperative. Refer to Figure 21 below.
Figure 21, TAWS-A VCO Altitude Callout Implementation
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190-00915-02 Rev. 4
For airplanes with system software 0985.03 or later installed:
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 altitude will cause TAWS to
become unavailable. If TAWS is not available, and radar altitude is available, VCO messages will be
derived strictly from radar altitude. If TAWS and radar altitude are both unavailable, VCO is inoperative.
In Class B TAWS configurations, VCO issues the “Five Hundred” aural message only . The messages
are based only on GPS altitude, even if the 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.
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Page 139 of 140
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.
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190-00915-02 Rev. 4
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