Garmin | G1000: Beechcraft King Air 300/B300 | Garmin G1000: Beechcraft King Air 300/B300 Airplane Flight Manual Supplement-FAA Approved, G1000/GFC700 King Air B300/B300C

Garmin G1000: Beechcraft King Air 300/B300 Airplane Flight Manual Supplement-FAA Approved, G1000/GFC700 King Air B300/B300C
© Copyright 2017
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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manual and of any revision to this manual onto a hard drive or other electronic storage medium to be
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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
Beechcraft B300 and B300C King Air
Page 2 of 175
190-00716-03 Rev. 8
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
Beechcraft B300 and B300C King Air Aircraft
REV
NO.
PAGE
NO(S)
1
ALL
2
21, 22
3
4
5
6
7
DESCRIPTION
Original Issue
05/11/2012
Revised AHRS areas of
operation
10/29/2012
ALL
Incorporate system software
0985.06, revised AHRS areas of
operation, added a VNAV
limitation, revised system
temperature limitations, revised
TAWS database coverage areas,
miscellaneous editorial
corrections, repaginated
ALL
Incorporate system software
0985.07, revised AHRS areas of
operation to account for GRS
7800 installations
ALL
Revised GRS 7800 AHRS areas
of operation
ALL
Incorporate system software
0985.08, revised MFD FAILURE
procedure, miscellaneous
editorial corrections
ALL
190-00716-03 Rev. 8
DATE OF
APPROVAL
Incorporate system software
0985.09, removed “Hawker”
FAA APPROVED
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
11/16/2012
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
2/28/2014
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
10/24/2014
Robert G. Murray,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
04/11/2016
Paul Mast,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
01/13/2017
Paul Mast,
ODA STC Unit
Administrator
GARMIN International, Inc.
ODA-240087-CE
Beechcraft B300 and B300C King Air
Page 3 of 175
8
ALL
Added note to Kinds of
Operations Equipment List,
incorporated note to power
distribution section and added
additional information regarding
preflight test
Beechcraft B300 and B300C King Air
Page 4 of 175
See Cover
See Cover
190-00716-03 Rev. 8
Table of Contents
0BSection 1 - General ........................................................................................................ 7
1BSection 2 - Limitations ................................................................................................ 23
2BSection 3 - Emergency Procedures ........................................................................... 39
3BSection 3A - Abnormal Procedures ........................................................................... 53
4BSection 4 - Normal Procedures .................................................................................. 85
5BSection 5 – Performance .......................................................................................... 115
6BSection 6 - Weight and Balance ............................................................................... 117
7BSection 7 - Systems Description .............................................................................. 119
8BSection 8 – Handling, Service, and Maintenance ................................................... 175
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 5 of 175
This page intentionally left blank.
Beechcraft B300 and B300C King Air
Page 6 of 175
190-00716-03 Rev.8
FAA APPROVED
Section 1 - General
0B
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 Beechcraft B300 and B300C 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.
Use of this supplement requires Garmin G1000 system software version 0985.07 or later to be installed in
the aircraft. Pilots are advised to carefully review the contents of this revision before operating the
airplane.
USE OF THE HANDBOOK
The following definitions apply to WARNINGS, CAUTIONS and NOTES found throughout the handbook:
WARNING
Operating procedures, techniques, etc., which could result in personal injury or loss of life if
not carefully followed.
CAUTION
Operating procedures, techniques, etc., which could result in damage to equipment if not
carefully followed.
NOTE
Operating procedures, techniques, etc., which is considered essential to emphasize.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 7 of 175
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM EQUIPMENT
APPROVALS
The Garmin G1000 Integrated Avionics GNSS long range navigation system installed in this airplane is a
GPS system with a Satellite Based Augmentation System (SBAS) comprised of two TSO-C145a Class 3
approved Garmin GIA 63Ws, two TSO-C146a Class 3 approved Garmin GDU 104X display units, one GDU
1500 display unit, GARMIN GA36 and GA37 antennas, and GPS software version 3.2 or later approved
version. The G1000 GNSS navigation system is installed in accordance with AC 20-138D. When all the
equipment is operative, the Garmin G1000 system has two independent GNSS long-range navigation
systems. Failure of any of the above equipment or the posting of ‘BOTH ON GPS1’ or ‘BOTH ON GPS2’
annunciators indicates only one operational GNSS system.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this airplane complies with
the requirements of AC 20-138D and is approved for navigation using GPS and GPS/SBAS (within the
coverage of a Satellite Based Augmentation System complying with ICAO Annex 10) for IFR en-route,
terminal area, non-precision approach, and approach procedures with vertical guidance operations.
The Garmin G1000 Integrated Avionics GNSS navigation system as installed in this airplane complies with
the equipment, performance, and functional requirements to conduct RNAV and RNP operations in
accordance with the following table:
Navigation
Specification
RNAV 10
RNP 10
Oceanic and
Remote
Areas of
Operation
(Class II
Navigation).
Operational
Requirements/
Authorization
GNSS FDE
availability must be
verified prior to flight.
Maximum predicted
FDE unavailability is
34 minutes 1.
Two GNSS systems
required to be
operational, (one
GNSS system for
those routes requiring
only one long range
navigation system)
Reference
Documents
FAA AC
20-138D,
FAA AC:
91-70A,
FAA Order
8400.12C
EASA AMC
20-12
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
A1
Notes
The GPS equipment as
installed complies with the
requirements for GPS
primary means of Class II
navigation in oceanic and
remote airspace without
reliance on other longrange navigation systems,
when used in conjunction
with the G1000 WFDE
Prediction program, part
number 006-A0154-01
(010-G1000-00) or later
approved version. 1
No time limit using
GNSS as the primary
navigation sensor.
Part 91, Part 91
subpart K, 121, 125,
and 135 operators
require operational
approval.
Beechcraft B300 and B300C King Air
Page 8 of 175
190-00716-03 Rev.8
FAA APPROVED
Navigation
Specification
B-RNAV /
RNAV 5
(Europe)
Operational
Requirements/
Authorization
This does not
constitute an
operational approval.
Reference
Documents
FAA AC
90-96A
CHG 1,
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
B2
R
L1
Notes
EASA AMC
20-4A
RNP 4
Oceanic and
Remote
Areas of
Operation
(Class II
Navigation).
GNSS FDE
availability must be
verified prior to flight.
Maximum predicted
FDE unavailability is
25 minutes. 1
Two operational
long-range nav
systems required, (or
one navigation
system and one
GNSS sensor for
those routes requiring
only one long-range
navigation sensor).
FAA AC
20-138D,
FAA AC:
91-70A,
FAA Order
8400.33
The GPS equipment as
installed complies with the
requirements for GPS
primary means of Class II
navigation in oceanic and
remote airspace without
reliance on other longrange navigation systems,
when used in conjunction
with the G1000 WFDE
Prediction program, part
number 006-A0154-01
(010-G1000-00) or later
approved version. 1
Additional equipment may
be required to obtain
operational approval to
utilize RNP-4 performance.
No time limit using
GNSS as the primary
navigation sensor.
Part 91, Part 91
subpart K, 121, 125,
and 135 operators
require operational
approval.
RNAV 2
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC
20-138D,
R
C2
Includes RNAV Q and T
routes.
FAA AC
90-100A
CHG 2
In accordance with
AC 90-100A, CHG 2,
Part 91 operators
(except subpart K)
(continued)
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 9 of 175
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Notes
Item 10a
Code
Item 18
PBN/
R
D2
Includes RNAV terminal
departure and arrival
procedures.
R
D2
ICAO flight plan code for
P-RNAV no longer exist.
P-RNAV utilizes RNAV 1
flight plan codes.
R
O2
Includes RNP terminal
departure and arrival
procedures. For airplanes
that have system software
following the aircraft
and training guidance
in AC 90-100A are
authorized to fly
RNAV 2 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNAV 1
The GNSS RNAV
system is installed
and meets the
performance and
functional
requirements of AC
90-100A.
FAA AC
20-138D,
FAA AC
90-100A
CHG 2
In accordance with
AC 90-100A, Part 91
operators (except
subpart K) following
the aircraft and
training guidance in
AC 90-100A are
authorized to fly
RNAV 1 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
P-RNAV
(Europe)
This does not
constitute an
operational approval.
FAA AC
90-96A
CHG 1,
JAA TGL
10 Rev 1
RNP 1
When flying a RNP
procedure containing
an RF leg, the AFCS
must be operational.
(continued)
Beechcraft B300 and B300C King Air
Page 10 of 175
FAA AC
90-105
(continued)
190-00716-03 Rev.8
FAA APPROVED
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
Notes
0985.07 or later installed,
this includes procedures
with RF (radius to fix) legs.
At a minimum, the
flight director must be
displayed and utilized
when conducting
procedures containing
Radius-to-Fix (RF)
legs.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105 are
authorized to fly
RNP 1 procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNP APCH
LNAV minima
When flying a RNP
procedure with a
Radius-to-Fix (RF)
leg, the AFCS must
be operational. At a
minimum, the flight
director must be
displayed and utilized
when conducting
procedures containing
RF legs.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105 are
authorized to fly RNP
APCH LNAV minima
procedures.
FAA AC
20-138D
FAA AC
90-105,
EASA AMC
20-27
R
S1
Includes non-precision
approaches based on
conventional navigation
aids with “or GPS” in the
title and area navigation
approaches titled “GPS”,
“RNAV (GPS)”, and
“RNAV (GNSS)”. For
airplanes with system
software 0985.07 or later
installed, this includes
procedures with RF (radius
to fix) legs.
(continued)
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 11 of 175
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
R
S2
Notes
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNP APCH
LNAV/VNAV
minima
When flying a RNP
procedure with a
Radius-to-Fix (RF)
leg, the AFCS must
be operational. At a
minimum, the flight
director must be
displayed and utilized
when conducting
procedures containing
RF legs.
FAA AC
20-138D
FAA AC
90-105
EASA AMC
20-27 with
CM-AS-002
Vertical guidance is based
on GPS/SBAS when within
SBAS coverage and by
baro VNAV (system
software 0985.07 or later)
when outside SBAS
coverage, or when SBAS
has been pilot disabled for
approaches with ‘WAAS
VNAV NA’.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105 are
authorized to fly RNP
APCH LNAV minima
procedures.
The aircraft complies with
the criteria of AMC 20-27
for RNP approaches to
LNAV/VNAV minima, with
the exception that VNAV is
based on SBAS/GNSS
geometric altitude when
SBAS/GNSS is available
and authorized.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNP APCH
LP minima
When flying a RNP
procedure with a
Radius-to-Fix (RF)
leg, the AFCS must
be operational. At a
minimum, the flight
director must be
(continued)
Beechcraft B300 and B300C King Air
Page 12 of 175
Includes area navigation
approaches titled
“RNAV (GPS)” and
“RNAV (GNSS).” For
airplanes with system
software 0985.07 or later
installed, this includes
procedures with RF (radius
to fix) legs.
FAA AC
90-107
N/A
N/A
For airplanes with system
software 0985.07 or later
installed, this includes area
navigation approaches
titled “RNAV (GPS)” and
“RNAV (GNSS)” including
procedures with RF legs.
(continued)
190-00716-03 Rev.8
FAA APPROVED
Navigation
Specification
Operational
Requirements/
Authorization
Reference
Documents
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
displayed and utilized
when conducting
procedures containing
RF legs.
Notes
LP minima are available
only when within SBAS
coverage.
In accordance with
AC 90-107, Part 91
operators (except
subpart K), following the
operational considerations
and training guidance in AC
90-107 are authorized to fly
RNP APCH LP minima
procedures.
In accordance with
AC 90-105, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-105 are
authorized to fly RNP
APCH LNAV/VNAV
minima procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
RNP APCH
LPV minima
When flying a RNP
procedure containing
an RF leg, the AFCS
must be operational.
At a minimum, the
flight director must be
displayed and utilized
when conducting
procedures containing
Radius-to-Fix (RF)
segments.
FAA AC
90-107,
EASA
AMC 20-28
B
N/A
Includes area navigation
approaches titled
“RNAV (GPS)” and
“RNAV (GNSS).” For
airplanes with system
software 0985.07 or later
installed, this includes
procedures with RF (radius
to fix) legs. LPV minima
are available only when
within SBAS coverage.
In accordance with
AC 90-107, Part 91
operators (except
subpart K), following
the aircraft and
training guidance in
AC 90-107 are
authorized to fly RNP
APCH LPV minima
procedures.
Part 91 subpart K,
121, 125, 129, and
135 operators require
operational approval.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 13 of 175
Navigation
Specification
Advanced
RNP
Operational
Requirements/
Authorization
This does not
constitute an
operational approval.
Reference
Documents
FAA AC
20-138D
ICAO Flight
Plan Code
Item 10a
Code
Item 18
PBN/
N/A
N/A
See Notes for
specific
Advanced
RNP
functions.
Notes

RNAV Holding:
Supported.

RF Legs: Supported
in airplanes with
system software
0985.07 or later
installed.

Parallel Offsets: RNP4 parallel offsets as
defined by AC 20-138D
Chapter 10 are
supported. However,
Advanced RNP parallel
offsets as defined by
AC 20-138D Appendix
3 are not supported.

Higher Continuity:
Supported when both
GIA 63W GPS/SBAS
receivers are operating
and providing GPS
navigation guidance to
their respective PFD.

Scalable RNP:
Not supported.

Fixed Radius
Transitions (FRT):
Not supported.

Time of Arrival Control
(TOAC):
Not supported.
_________________________________
1. FDE/RAIM availability worldwide can be determined via the following:
• Using G1000 WFDE Prediction program, part number 006-A0154-01 (010-G1000-00) or later
approved version with GARMIN GA36 and GA37 antennas selected.
Also, within the United States:
• Via the FAA’s RAIM Service Availability Prediction Tool (SAPT) website: http://sapt.faa.gov.
• Contacting a Flight Service Station (not DUATS) to obtain non-precision approach RAIM.
Within Europe,
Beechcraft B300 and B300C King Air
Page 14 of 175
190-00716-03 Rev.8
FAA APPROVED


Using the G1000 WFDE Prediction program,
Europe’s AUGER GPS RAIM Prediction Tool at http://augur.ecacnav.com/augur/app/home.
This requirement is not necessary if SBAS coverage is confirmed to be available along the entire route of
flight. The route planning and WFDE prediction program may be downloaded from the GARMIN G1000
website on the internet. For information on using the WFDE Prediction Program, refer to GARMIN WAAS
FDE Prediction Program, part number 190-00643-01, ‘WFDE Prediction Program Instructions’.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153A for
database integrity, quality, and database management practices for the Navigation database. Flight crews
and operators can view the LOA status at FlyGarmin.com then select” Type 2 LOA Status”.
Navigation information is referenced to the WGS-84 reference system.
ELECTRONIC FLIGHT BAG
The G1000 Integrated Avionics System as installed in this aircraft supports approval of AC 120-76A
Hardware Class 3, Software Type B Electronic Flight Bag (EFB) electronic aeronautical chart applications
when using current FliteChart or ChartView data. Additional operational approvals may be required.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for
database integrity, quality, and database management practices for the FliteChart database. Flight crews
and operators can view the LOA status by selecting the Type 2 LOA status quick link at
www.FlyGarmin.com.For operations under 14 CFR Part 91, it is suggested that a secondary or backup
source of aeronautical information necessary for the flight be available to the pilot in the aircraft. The
secondary or backup information may be either traditional paper-based material or displayed electronically.
If the source of aeronautical information is in electronic format, operators must determine non-interference
with the G1000 system and existing aircraft systems for all flight phases.
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)
This aircraft has been evaluated in accordance with 14 CFR Part 91, Appendix G, “Operations in Reduced
Vertical Separation Minimum (RVSM) Airspace,” and FAA Advisory Circular 91-85, “Authorization of Aircraft
and Operators for Flight in Reduced Vertical Separation Minimums Airspace,” and is qualified for RVSM
operations as a group aircraft. This finding does not constitute approval to conduct RVSM operations.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 15 of 175
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
AIRAC
Aeronautical Information Regulation And Control
ALT
Altitude, or AFCS altitude hold mode, or ALT button on the GMC 710 AFCS
Mode Controller
ALTS
AFCS altitude capture using the altitude in the altitude preselect window
ALTV
AFCS altitude capture using the altitude from the VNAV profile vertical
constraint
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
CRS
Course
CWS
Control Wheel Steering
Beechcraft B300 and B300C King Air
Page 16 of 175
190-00716-03 Rev.8
FAA APPROVED
DA
Decision Altitude
DC
Direct Current
DG
Directional Gyro
DH
Decision Height
DL LTNG
Connext Data Link Lightning
DME
Distance Measuring Equipment
DN
Down
DR
Dead Reckoning
EC
Error Correction
EFB
Electronic Flight Bag
EIS
Engine Indication System
ELEC
Electrical
ENT
Enter
ESP
Electronic Stability and Protection
FAF
Final Approach Fix
FD
Flight Director
FLC
AFCS Flight Level Change mode, or FLC button on the GMC 710 AFCS
mode controller
FLTA
Forward Looking Terrain Avoidance
FMS
Flight Management System
FPM
Flight Path Marker or Feet Per Minute
FSB
Fasten Seat Belts
FSD
Full Scale Deflection
ft
Feet
ft/min
Feet/Minute
GA
Go-around
GCU
Garmin Control Unit
GDC
Garmin Air Data Computer
GDU
Garmin Display Unit
GEA
Garmin Engine/Airframe Unit
GEN
Generator
GEO
Geographic
GFC
Garmin Flight Control
GIA
Garmin Integrated Avionics Unit
GMC
Garmin Mode Control Unit
GP
GPS Glide Path
GPS
Global Positioning System
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 17 of 175
GPWS
Ground Proximity Warning System
GRS
Garmin Reference System (AHRS)
GS
Glide Slope
GSA
Garmin Servo Actuator
GSR
Garmin Iridium Satellite Radio
GTS
Garmin Traffic System
GWX
Garmin Weather Radar
HDG
AFCS heading mode or the HDG button on the GMC 710 AFCS Mode
Controller
HITS
Highway in the Sky
HPa
Hectopascal
HSI
Horizontal Situation Indicator
IAF
Initial Approach Fix
IAP
Instrument Approach Procedure
IAS
Indicated Airspeed
ICAO
International Civil Aviation Organization
IFR
Instrument Flight Rules
ILS
Instrument Landing System
in-Hg
inches of mercury
INH
Inhibit
ITT
Interstage Turbine Temperature
KIAS
Knots Indicated Airspeed
LCD
Liquid Crystal Display
LDA
Localizer Type Directional Aid
LNAV
Lateral Navigation
LNAV + V
Lateral Navigation with Advisory Vertical Guidance
LNAV/VNAV
Lateral Navigation / Vertical Navigation
LOA
Letter of Acceptance
LOC
Localizer
LOI
Loss of Integrity (GPS)
LP
Localizer Performance
LPV
Localizer Performance with Vertical Guidance
LRU
Line Replaceable Unit
LTNG
Lightning (XM Weather Product)
M
Mach
MAP
Missed Approach Point
MAXSPD
Maximum Speed, AFCS Overspeed Protection mode
Beechcraft B300 and B300C King Air
Page 18 of 175
190-00716-03 Rev.8
FAA APPROVED
MDA
Barometric minimum descent altitude
MEL
Minimum Equipment List
MFD
Multi Function Display
MLS
Microwave Landing System
MMO
Maximum operation limit speed in Mach
MNPS
Minimum Navigational Performance Specifications
MSL
Mean Sea Level
NAT
North Atlantic Track
NAV
Navigation, or AFCS navigation mode, or NAV button on the GMC710 AFCS
Mode Controller
NEXRAD
Next Generation Radar (XM Weather Product)
NM
Nautical Mile
NPA
Non-precision Approaches
OAT
Outside Air Temperature
OBS
Omni Bearing Selector
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
RA
Radar Altimeter, or Radar Altitude, or TCAS II Resolution Advisory
RF
Radius-to-Fix
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
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 19 of 175
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
SYN TERR
Synthetic Terrain softkey
SYN VIS
Synthetic Vision softkey
TA
Traffic Advisory
TAWS
Terrain Awareness and Warning System
TCAS
Traffic Collision Avoidance System
TEMP
Temperature
TIS
Traffic Information System
TMR
Timer
TO
Take off
TOD
Top of Descent
TSO
Technical Standard Order
VAPP
AFCS VOR Approach Mode
VCO
Voice Call Out
Vdc
Volts DC
VDI
Vertical Deviation Indicator
VDP
Visual Descent Point
VFR
Visual Flight Rules
VHF
Very High Frequency
VMC
Visual Meteorological Conditions
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
Beechcraft B300 and B300C King Air
Page 20 of 175
190-00716-03 Rev.8
FAA APPROVED
XFR
Transfer button on the GMC 710 AFCS Mode Controller
XM
XM satellite system
XPDR
Transponder
YD
Yaw Damper
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
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Beechcraft B300 and B300C King Air
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FAA APPROVED
Section 2 - Limitations
1B
INTRODUCTION
The G1000 Cockpit Reference Guide for Beechcraft King Air 300/B300 series must be immediately
available to the flight crew during all phases of flight.
For G1000 System Software Version 0985.07:
Use the G1000 Cockpit Reference Guide for Beechcraft King Air 300/B300 series, GARMIN part number
190-01344-01 Revision A or later revision.
For G1000 System Software Version 0985.08 or later:
Use the G1000 Cockpit Reference Guide for Beechcraft King Air 300/B300 series, GARMIN part number
190-01344-02 Revision A or later revision.
AIRSPEED LIMITATIONS AND INDICATOR MARKINGS
No changes were made to the airplane’s airspeed limitations. The airspeed indicators on the Primary
Flight Displays (PFDs) and the standby airspeed indicator are marked in accordance with the airplane’s
POH/AFM.
A red low speed awareness band is marked on the PFDs in red from 20 – 81 KIAS. The low-speed
awareness band is suppressed while the airplane is on the ground. The low-speed awareness band
appears in flight two seconds after main gear liftoff.
The standby airspeed indicator is marked in accordance with the airspeed markings called out in the
airplane’s AFM/POH. The standby airspeed indicator is not marked with a low speed awareness band.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 23 of 175
POWER PLANT LIMITATIONS AND INDICATOR MARKINGS
No changes were made to the airplane’s engine operating limits. The engine gauges are marked as
shown in the following table. Refer to the latest Airplane Flight Manual or appropriate Airplane Flight
Manual Supplement for engine and propeller limitations.
NOTE
The gauge indicator pointer and digital display will flash inverse red/white video for 5
seconds, then remain steady red, if the indicated engine parameter exceeds its
established limit. The gauge indicator digital display will change to yellow for “caution”
conditions.
PT6A-60A ENGINES COLOR MARKINGS & RANGES
OPERATING
PARAMETER
Red Arc/Radial
(Minimum Limit)
Green Arc
(Normal)
Yellow Arc
(Caution)
Red Arc/Radial
(Maximum Limit)
Torquemeter (%)
--
0 to 100 (a)
--
100 (b)(c)(d)
ITT (ºC)
--
400 to 820 (e)
--
820 (f)(g)(h)
Prop N2 (RPM)
--
1050 to 1700 (i)
--
1700 (j)(k)(l)
Gas Generator N1 (%)
--
62 to 104
--
104
Oil Temperature. (ºC) (k)
--
0 to 99 (m)
--
99 (m)
60 (n)
90 to 135 (n)
Oil Pressure (psi) (j)
60 to 90 (n)
135 (n)
Footnotes:
(a) Torque limit applies within range of 1000 - 1700 propeller RPM (N2). Below 1000 RPM, torque is
limited to 62%.
(b) Torque indications between 102% and 156% are time limited to 20 seconds.
(c) To account for power setting accuracy and steady state fluctuations, inadvertent torque excursions up
to 102% is time limited to 7 minutes.
(d) Within transient torque values, the torque indicator will display green digits and a white pointer. After
5 seconds, the digits will flash alternating red and white background with a flashing red pointer for 5
seconds. After 5 seconds of flashing, the indication is steady white digits/red background and the
pointer is red. Above 156% torque, the indication immediately begins flashing for 5 seconds before
displaying steady white digits on a red background and a red pointer.
(e) Maximum ITT during idle is 750ºC. High ITT at ground idle may be corrected by reducing accessory
load and/or increasing N1 RPM.
(f) ITT indication between 820ºC and 850ºC is time limited to 20 seconds.
(g) ITT starting limit at 1000ºC (red triangle) is time limited to 5 seconds.
(h) Within transient ITT values, the ITT indicator will display green digits and a white pointer. After 20
seconds between 820°C and 850°C (or above 1000°C for more than 5 seconds in Starting Mode), the
ITT digital indication will flash alternating red and white background with a flashing red pointer for 5
seconds. After 5 seconds of flashing, the indication is steady white digits/red background and the
pointer is red. In Normal Mode while above 850°C, the indication immediately begins flashing for 5
seconds before displaying steady white digits on a red background and a red pointer.
(i) Maximum reverse propeller operation is limited to 1650 RPM N2 speed.
(j) Propeller (N2) speeds between 1735 RPM and 1870 RPM are time limited to 20 seconds.
(k) To account for power setting accuracy and steady state fluctuations, inadvertent propeller RPM
excursions up to 1735 RPM are time limited to 7 minutes.
Beechcraft B300 and B300C King Air
Page 24 of 175
190-00716-03 Rev.8
FAA APPROVED
(l) When within transient RPM values, the torque indicator will display green digits and a white pointer.
After 7 minutes above 1735 RPM, or after 20 seconds between 1735 and 1870 RPM, the digits will
flash alternating red and white background with a flashing red pointer for 5 seconds. After 5
seconds of flashing, the indication is steady white digits/red background and the pointer is red.
Above 1870 RPM, the indication immediately begins flashing for 5 seconds before displaying steady
white digits on a red background and a red pointer.
(m) Oil temperature limits are -40ºC and +110 ºC. However, temperatures between 99ºC and 110 ºC
are limited to a maximum of 10 minutes. When between 99ºC and 110 ºC, the oil temperature
indicator will display black digits on a yellow background for 10 minutes. After 10 minutes, or
immediately if above 110°C, the indication will immediately flash alternating red and white
background with a flashing red pointer for 5 seconds. After 5 seconds of flashing, the indication is
steady white digits/red background and the pointer is red.
Below 0°C to -40°C, the digital indication will be black digits on a yellow background. Below -40°C,
the digital indication will be white digits on a red background.
(n) Normal oil pressure is 90 to 135 psi at gas generator speeds above 72%. With engine torque below
62%, minimum oil pressure is 60 psi at normal oil temperature (60° - 70°C).
Oil pressures under 90 psi are undesirable. Under emergency conditions, to complete a flight, a
lower oil pressure limit of 60 psi is permissible at a reduced power, not to exceed 62% torque. Oil
pressures below 60 psi are unsafe and require that either the engine be shut down or a landing be
made at the nearest suitable airport, using the minimum power required to sustain flight.
Fluctuations of plus or minus 10 psi are acceptable.
During extremely cold starts, oil pressure may reach 200 psi (red triangle). In flight, oil pressures
above 135 psi but not exceeding 200 psi are permitted only for the duration of the flight.
MANEUVER LIMITS
No changes have been made to the aircraft’s maneuver limits. The Beechcraft Super King Air B300 and
B300C are Commuter Category airplanes. Acrobatic maneuvers, including spins, are prohibited.
OPERATIONS IN RVSM AIRSPACE
The airplane is not permitted to operate in RVSM airspace if the static ports are damaged, or if damage or
surface irregularities are found within the RVSM critical region.
The pilot and copilot PFDs must display the on-side ADC information for operations in RVSM airspace.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 25 of 175
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
The G1000 system must be turned on and operated for at least 30 minutes before takeoff if ground outside
air temperature is -40°C (-40°F) or below.
The following temperature limitations apply only to aircraft with G1000 systems installed per Garmin
drawing 005-00629-00 Revision 6 or previous and not modified by Garmin service bulletin No. 1375:
 Do not takeoff if the PFD 1 FAN FAIL, PFD 2 FAN FAIL or MFD FAN FAIL is displayed in the ALERTS
window AND the Outside Air Temperature is greater than 41°C (106°F) AND cabin air conditioning is
inoperative.
 Do not takeoff if AVN FAN 1 FAIL or AVN FAN 2 FAIL is displayed in the ALERTS window AND the
Outside Air Temperature is greater than 42°C (107°F).
 Ground operation of the G1000 system is limited to 18 minutes when the Outside Air Temperature is
greater than 47°C (116°F) AND cabin air conditioning is inoperative.
For airplanes that have system software 0985.07 installed, all VNAV altitude constraints must be manually
entered by the flight crew. The system will not auto-nominate VNAV altitude constraints.
Use of VNAV is prohibited with course changes greater than 90°.
The barometric altimeter must be used as the primary altitude reference for all baro VNAV operations,
including instrument approach procedure step-down fixes. Use of baro VNAV to a DA is not authorized with
a remote altimeter setting. A current altimeter setting for the landing airport is required. When using
remote altimeter minima, the baro VNAV function may be used to the published LNAV MDA.
When a flight is predicated on flying a RNP approach with an RF leg at the destination and/or alternate, the
pilot must determine that the AFCS is operational. At a minimum, the flight director must be displayed and
utilized when conducting procedures containing Radius-to-Fix (RF) segments.
For airplanes with 0985.07 system software, Vector-to-Final transitions are prohibited for the following
approaches:
Beechcraft B300 and B300C King Air
Page 26 of 175
190-00716-03 Rev.8
FAA APPROVED



CYSB VOR/DME Rwy 12
NZTH GPS 330
TTPP ILS Rwy 10
The fuel quantity, fuel required, fuel remaining, and gross weight estimate functions of the G1000 are
supplemental information only and must be verified by the flight crew.
Do not use SafeTaxi or Chartview functions as the basis for ground maneuvering. SafeTaxi and Chartview
functions do not comply with the requirements of AC 20-159 and are not qualified to be used as an airport
moving map display (AMMD). SafeTaxi and Chartview are to be used by the flight crew to orient
themselves on the airport surface to improve pilot situational awareness during ground operations.
The use of the colors red and amber within the checklist function has not been evaluated or approved by
this STC. Use of the colors red and/or amber within user created checklists may require separate
evaluation and approval by the FAA.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 27 of 175
G1000 GNSS (GPS/SBAS) NAVIGATION SYSTEM LIMITATIONS
NOTE
Limitations are in bolded text for this section only.
1. The flight crew must confirm at system initialization the currency of the Navigation database
and the database is appropriate for the region of intended operation.
2. Navigation information is referenced to WGS-84 reference system, and should only be used
where the Aeronautical Information Publication (including electronic data and aeronautical
charts) conform to WGS-84 or equivalent.
3. If the AIRAC cycle will change during flight, the flight crew must ensure the accuracy of
navigation data, including suitability of navigation facilities used to define the routes and
procedures for flight. If an amended chart affecting navigation data is published for the
procedure, the database must not be used to conduct the procedure. The Navigation database
is expected to be current for the duration of the flight.
4. GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the flight
crew verifies and uses a valid, compatible, and current Navigation database or verifies each
waypoint for accuracy by reference to current approved data.
5. Navigation procedures with known database discrepancies are prohibited from being flown
using data from the navigation database until a new navigation database is installed in the
aircraft and the discrepancy is verified to have been corrected.
NOTE
Navigation database discrepancies can be reported at FlyGarmin.com then select “Aviation
Data Error Report”. Flight crew and operators can view Navigation data base alerts at
FlyGarmin.com then select “NavData Alerts”.
6. For flight planning purposes, IFR operations in areas where SBAS coverage is not available
along the entire route of flight, the flight crew must check FDE/RAIM availability.
7. For flight planning purposes, IFR operations within the U.S. National Airspace System on RNP
and RNAV procedures when SBAS signals are not available, the availability of GPS integrity
FDE/RAIM shall be confirmed for the intended route of flight. In the event of a predicted continuous
loss of RAIM of more than five minutes for any part of the intended route of flight, the flight should be
delayed, canceled, or re-routed on a track where FDE/RAIM requirements can be met. The flight may
also be re-planned using non-GNSS based navigational capabilities.
8. For flight planning purposes, for operations within European B-RNAV and P-RNAV airspace, if
more than one satellite is scheduled to be out of service, then the availability of GPS integrity
FDE/RAIM shall be confirmed for the intended flight (route and time). In the event of a predicted
continuous loss of FDE/RAIM of more than five minutes for any part of the intended flight, the flight
should be delayed, canceled, or re-routed on a track where FDE/RAIM requirements can be met.
9. For flight planning purposes, IFR operations where the route requires Class II navigation the
aircraft’s operator or flight crew must determine that FDE/RAIM will be available along the
intended route. Use the Garmin WFDE Prediction program to determine that there are no outages
on the specified route that would prevent the G1000 from providing primary means of Class II navigation
in oceanic and remote areas of operation that requires (RNP-10 or RNP-4) capability. If the Garmin
Beechcraft B300 and B300C King Air
Page 28 of 175
190-00716-03 Rev.8
FAA APPROVED
WFDE Prediction program indicates fault exclusion (FDE/RAIM) is unavailable for more than 34
minutes in accordance with FAA Order 8400.12C for RNP-10 requirements, or 25 minutes in
accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled
when FDE/RAIM is available.
10. Two GPS/SBAS receivers and two PFDs must be operating and providing GPS navigation
guidance for operations in the following airspace:




RNP-4 (except for operations where single long range navigation system is authorized)
RNP-10 (except for operations in the Gulf of Mexico where single long range navigation
system RNP-10 is authorized)
NAT MNPS (except routes requiring only one long range navigation system)
Oceanic/Remoter Areas (Class II navigation) (except routes requiring only one long range
navigation system)
North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace operations
per AC 91-49 and AC 120-33 require both GPS/SBAS receivers to be operating and receiving usable
signals except for routes requiring only one Long Range Navigation sensor. Each primary flight display
computes an independent navigation solution based on the on-side GPS sensor. However, either
display will automatically revert to the cross-side sensor if the on-side sensor fails or if the cross-side
sensor is determined to be more accurate. A “BOTH ON GPS1” or “BOTH ON GPS2” message does
not necessarily mean that one GPS has failed, but the airplane is no longer operating with two
independent long-range navigation systems. Refer to the MFD AUX-GPS STATUS page to determine
the state of the unused GPS.
11. Manual entry of waypoints using latitude/longitude or place/bearing is prohibited for RNP and
RNAV routes.
This includes Standard Instrument Departures (SIDs) and Obstacle Departure
Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute (including RNAV “Q” and RNAV
“T” routes). Whenever possible, RNP and RNAV routes should be loaded into the flight plan from the
database in their entirety, rather than loading route waypoints from the database into the flight plan
individually. Selecting and inserting individual named fixes from the database is permitted for
procedures not contained in the navigation database. In such cases, route waypoints can be loaded
into the flight plan by selecting and inserting individual named fixes from the database provided all fixes
along the published route to be flown are inserted.
12. Approach limitations utilizing GNSS for navigation:

“GPS”, “or GPS”, or “RNAV (GPS)” instrument approaches using the G1000 System are
prohibited unless the flight crew verifies and uses the current Navigation database.

Flight crew planning on flying an RNAV instrument approach must ensure that the
Navigation database contains the planned RNAV Instrument Approach Procedure.

“GPS”, “or GPS”, or “RNAV (GPS)” instrument approaches must be loaded into the FMS
flight plan by the procedure name from the Navigation database. Pilots are prohibited from
flying any approach path that contains manually entered waypoints.

When conducting instrument approaches referenced to true North, the NAV Angle on the
AUX-Units/Position (AUX - System Status) page must be set to True (To).

GPS based instrument approaches must be flown in accordance with an approved
instrument approach procedure that is loaded from the Navigation database.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 29 of 175

IFR non-precision approach approval using the GPS/SBAS sensor is limited to published
approaches within the U.S. National Airspace System. Approaches to airports in other
airspace are not approved unless authorized by the appropriate governing authority.

Use of the GARMIN G1000 GPS/SBAS receivers to provide navigation guidance during the
final approach segment of an ILS, LOC, LOC-BC, LDA, SDF, MLS or any other type of
approach not approved for “or GPS” navigation is prohibited.
Note
The title of the procedure and notes on the IAP chart indicates the navigation equipment required
to join and fly an instrument approach procedure. GNSS navigation can be used as an alternate
means of navigation for the final approach segment of a VOR approach.

When using the G1000 VOR/LOC/GS receivers to fly the final approach segment,
VOR/LOC/GS navigation data must be selected and presented on the CDI of the pilot flying.
AHRS AREAS OF OPERATION
For airplanes that have GRS 77 AHRS installed:
Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to
unsuitability of the magnetic fields near the Earth’s poles:
1. North of 72° North latitude at all longitudes
2. South of 70° South latitude at all longitudes
3. North of 65° North latitude between longitude 75° W and 120° W (Northern Canada)
4. North of 70° North latitude between longitude 70° W and 128° W (Northern Canada)
5. North of 70° North latitude between longitude 85° E and 114° E (Northern Russia)
6. South of 55° South latitude between longitude 120° E and 165° E (Region south of Australia and
New Zealand)
NOTE
The Garmin G1000 system is not designed for use as a polar navigator and operation
outside the approved operating area is prohibited. The GRS-77 AHRS internally monitors
the magnetic field and will display a GEO LIMITS system message when the magnetic field
becomes unsuitable for AHRS operation. When the AHRS can no longer reliably compute
heading, heading information will be removed from the HSI.
For airplanes that have GRS 7800 AHRS installed:
Flight operations in the following regions require heading to be in DG FREE Mode when using system
software version 0985.07 only:
1. North of 72° North latitude at all longitudes
2. North of 65° North latitude between longitude 75° W and 120° W (Northern Canada)
Beechcraft B300 and B300C King Air
Page 30 of 175
190-00716-03 Rev.8
FAA APPROVED
3. North of 70° North latitude between longitude 70° W and 128° W (Northern Canada)
4. North of 70° North latitude between longitude 85° E and 114° E (Northern Russia)
Flight operations with the G1000 Integrated Avionics installed are prohibited in the following regions due to
unsuitability of the magnetic fields near the Earth’s poles:
1. North of 84° North latitude at all longitudes
2. South of 70° South latitude at all longitudes
3. South of 55° South latitude between longitude 120° E and 165° E (Region south of Australia and
New Zealand)
NOTE
The Garmin G1000 system is not designed for use as a polar navigator and operation outside the approved
operating area is prohibited.
AUTOPILOT OPERATION LIMITS
One pilot must remain seated at the controls, with seatbelt fastened, during all autopilot operations.
Do not use autopilot or yaw damper during takeoff and landing.
The GFC 700 AFCS preflight test must complete successfully prior to use of the autopilot, flight director or
manual electric trim.
The maximum fuel imbalance with the autopilot engaged is 300 pounds.
Minimum speed for autopilot operation is 100 KIAS.
Maximum speed limit for autopilot operation is unchanged from the airplane’s maximum airspeed limit
(VMO/MMO).
Autopilot coupled ILS, LOC, LP/LPV, or LNAV/VNAV approaches with the yaw damper inoperative or not
engaged is prohibited.
The autopilot must be in ROL mode while switching between MAGNETIC and TRUE navigation angles.
For airplanes that have GRS 7800 AHRS installed, the autopilot must be in ROL mode while switching
between AHRS DG FREE and DG SLAVE Modes.
Do not use autopilot below the following altitudes:
1.
On takeoff, do not engage the autopilot below ....................................................... 400 feet AGL
2.
Cruise .................................................................................................................... 1000 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
5.
Steep Approaches (GP or GS mode) ..................................................................... 286 feet AGL
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 31 of 175
SYNTHETIC VISION AND PATHWAYS LIMITS
Use of the Synthetic Vision system display elements alone for aircraft control without reference to the
G1000 primary flight instruments or the aircraft standby instruments is prohibited.
Use of the Synthetic Vision system alone for navigation, or obstacle or terrain avoidance is prohibited.
Use of the SVS traffic display alone to avoid other aircraft is prohibited.
For airplanes that have GRS 7800 AHRS installed, use of the Synthetic Vision System is prohibited while
operating in DG FREE mode.
TAWS, GPWS, AND TERRAIN SYSTEM LIMITS
Pilots are authorized to deviate from their current ATC clearance to the extent necessary to comply with
TAWS or GPWS warnings.
The TAWS databases have an area of coverage as detailed below:
a) The terrain database has an area of coverage from North 90° Latitude to South 90° Latitude in all
Longitudes.
b) The obstacle database has an area of coverage that includes the United States and Europe.
Use of the TAWS for navigation or terrain and/or obstacle avoidance is prohibited.
NOTE
The area of coverage may be modified, as additional terrain data sources become
available.
NOTE
The TAWS page and terrain display is intended to serve as a situational awareness tool only. It
may not provide the accuracy, fidelity, or both, on which to solely base decisions and plan
maneuvers to avoid terrain or obstacles.
To avoid unwanted alerts, TAWS and/or GPWS should be inhibited when landing at an airport that is not
included in the airport database.
Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for
database integrity, quality, and database management practices for the Terrain and Obstacle databases.
Flight crews and operators can view the LOA statuses and areas of degraded terrain performance by
selecting the Type 2 LOA status quick link at www.FlyGarmin.com.
When responding to a TAWS “Pull Up” warning, the autopilot must be immediately disconnected and the
evasive maneuver hand flown by the pilot.
TRAFFIC AVOIDANCE SYSTEM LIMITS
Use of the MAP - TRAFFIC MAP, Inset Map traffic display, or the SVS display to maneuver the airplane for
traffic avoidance without outside visual reference is prohibited. The Traffic Information System (TIS) or
optional Skywatch TAS, Skywatch HP, Honeywell KTA-870, and Garmin GTS 820/850/8000 Traffic
Systems are intended as an aid for the pilot to visually locate traffic. It is the responsibility of the pilot to see
and manually maneuver the airplane to avoid other traffic.
Beechcraft B300 and B300C King Air
Page 32 of 175
190-00716-03 Rev.8
FAA APPROVED
Maneuvers based solely on a traffic advisory (TA) or on information displayed on a traffic display are not
authorized. Pilots are authorized to deviate from their current ATC clearance to comply with a TCAS II
resolution advisory (RA). When responding to a TCAS RA warning, the autopilot must be immediately
disconnected and the evasive maneuver hand flown by the pilot.
DATALINK WEATHER (XM OR CONNEXT WEATHER)
Datalink weather information displayed by the G1000 system is limited to supplemental use only. XM or
Garmin Connext weather data is not a source of official weather information. Use of the NEXRAD,
PRECIP, XM LTNG and DL LTNG (Datalink Lightning) data on the MAP – NAVIGATION MAP, MAP –
WEATHER DATA LINK (XM) or MAP – WEATHER DATA LINK (CNXT) pages for hazardous weather, e.g.,
thunderstorm penetration is prohibited.
NEXRAD, PRECIP, XM LTNG and DL LTNG information on the MAP – NAVIGATION MAP, MAP –
WEATHER DATA LINK (XM), or MAP – WEATHER DATA LINK (CNXT) pages is intended only as an aid
to enhance situational awareness of hazardous weather, not penetration. It is the pilot’s responsibility to
avoid hazardous weather using official weather data sources and the airplane’s in-flight weather radar.
OPTIONAL L3 COMMUNICATIONS AVIONICS SYSTEM WX-500 STORMSCOPE
Stormscope lightning information displayed by the G1000 system is limited to supplemental use only. The
use of the Stormscope lightning data on the MAP – NAVIGATION MAP and/or MAP – STORMSCOPE
page for hazardous weather (thunderstorm) penetration is prohibited. Stormscope lightning data on the
MAP - NAVIGATION MAP or MAP – STORMSCOPE page is intended only as an aid to enhance situational
awareness of hazardous weather, not penetration. It is the pilot’s responsibility to avoid hazardous
weather using official weather data sources and the airplane’s weather radar.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 33 of 175
PLACARDS
On Instrument Panel above the Standby Attitude Indicator:
STANDBY ALT/AS
ALTITUDE – FEET
S.L TO 21,000
21,000 TO 25,000
25,000 TO 30,000
ABOVE 30,000
VMO-KIAS
263
242
217
194
KINDS OF OPERATION LIMITS
The Beechcraft B300/B300C is approved for the following types of operations when the required equipment,
as shown in the airplane AFM/POH Kinds of Operations Equipment List, supplemented by the Kinds of
Operations Equipment List from other applicable Airplane Flight Manual Supplements, and the Kinds of
Operations Equipment List contained in this Airplane Flight Manual Supplement, is installed and operable.
1.
VFR Day
2.
VFR Night
3.
IFR Day
4.
IFR Night
5.
Icing Conditions
KINDS OF OPERATIONS EQUIPMENT LIST
This airplane may be operated in day or night VFR, day or night IFR, and icing conditions when the required
systems and equipment are installed and operable.
The following equipment list identifies the systems and equipment upon which type certification for each
kind of operation was predicated. The system and equipment listed must be installed and operable for the
particular kind of operation indicated unless:
The airplane is approved to be operated in accordance with a current Minimum Equipment List (MEL)
issued by the FAA.
Or:
An alternate procedure is provided in the Pilots Operating Handbook and FAA Approved Flight Manual for
the inoperative state of the listed system or equipment and all limitations are complied with.
Numbers in the Kinds of Operations Equipment List refer to quantities required to be operative for the
specified condition. The list does not include all equipment that may be required by specific operating
rules. It also does not include components obviously required for the airplane to be airworthy such as
wings, empennage, engines, etc.
Beechcraft B300 and B300C King Air
Page 34 of 175
190-00716-03 Rev.8
FAA APPROVED
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
COMMUNICATIONS
No Changes - Refer to Aircraft Flight
Manual
ELECTRICAL POWER
Inverter
0
0
0
0
0
Removed by G1000 modification
INVERTER Annunciator
0
0
0
0
0
Removed by G1000 modification
Standby Battery
0
1
1
1
1
1
1
1
1
1
1
1
1
1
1
ENGINE INDICATIONS
No Changes - Refer to Aircraft Flight
Manual
ENGINE OIL
No Changes - Refer to Aircraft Flight
Manual
ENVIRONMENTAL
No Changes – Refer to Aircraft Flight
Manual
EQUIPMENT/FURNISHINGS
No Changes – Refer to Aircraft Flight
Manual
FIRE PROTECTION
No Changes – Refer to Aircraft Flight
Manual
FLIGHT CONTROLS
No Changes - Refer to Aircraft Flight
Manual
FUEL
No Changes - Refer to Aircraft Flight
Manual
ICE AND RAIN PROTECTION
No Changes - Refer to Aircraft Flight
Manual
LANDING GEAR
No Changes - Refer to Aircraft Flight
Manual
LIGHTS
No Changes - Refer to Aircraft Flight
Manual
MISCELLANEOUS EQUIPMENT
(Single Pilot Operation Only)
No Changes – Refer to Aircraft Flight
Manual
NAVIGATION INSTRUMENTS
Magnetic Compass
Outside Air Temperature
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 35 of 175
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
G1000 Integrated Avionics
GARMIN G1000 Cockpit Reference
Guide
1
1
1
1
1
Required only for operations in RVSM
airspace.
Autopilot
0
0
1
1
0
Electronic Stability & Protection
(ESP)
0
0
0
0
0
A flight director is required at all times
when conducting procedures
containing Radius-to-Fix (RF)
segments.
Yaw Damper/Rudder Boost
1
1
1
1
1
Yaw damper is required for flight
above a certain altitude. Refer to
Aircraft’s POH or AFMS for any
installed modifications that affect this
requirement. Rudder Boost is
required for all flights.
Control Wheel Autopilot
Disconnect/Trim Interrupt Switches
1
1
1
1
1
Left side is required. Both sides
required for two-crew operation.
VHF Communications System
0
0
1
1
1
Or as required by operating
regulation.
Pilot's audio panel required for single
pilot operation. Both sides required
for two-crew operation.
Audio Control Panel **See Note
1
1
1
1
1
Note: Verify autopilot disconnect tone
can be heard prior to flight with an
inoperative copilot’s audio panel.
Primary Flight Display
2
2
2
2
2
Multi Function Display
1
1
1
1
1
Air Data Computer
2
2
2
2
2
Attitude/Heading Reference System
(AHRS)
2
2
2
2
2
Standby Attitude Indicator
0
0
1
1
1
Standby Altimeter
1
1
1
1
1
Standby Airspeed Indicator
1
1
1
1
1
ATC Transponder
0
0
1
1
1
Required for RVSM operations, or as
required by operating regulation.
VHF Navigation Receiver
0
0
0
0
0
Or as required by operating
regulation.
GPS/SBAS Receiver
1
1
2
2
2
Or as required by operating
regulation.
Automatic Direction Finder (ADF)
0
0
0
0
0
Or as required by operating
regulation.
Distance Measuring Equipment
(DME)
0
0
0
0
0
Or as required by operating
regulation.
Beechcraft B300 and B300C King Air
Page 36 of 175
190-00716-03 Rev.8
FAA APPROVED
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
Or as required by operating
regulation.
Radar (Radio) Altimeter
0
0
0
0
0
Marker Beacon Receiver
0
0
0
0
0
Or as required by operating
regulation.
Traffic Collision Avoidance System
(TCAS I or II)
0
0
0
0
0
Or as required by operating
regulation.
Terrain Awareness and Warning
System (TAWS)
0
0
0
0
0
Or as required by operating
regulation.
Ground Proximity Warning System
(GPWS)
0
0
0
0
0
Or as required by operating
regulation.
Weather Radar
0
0
0
0
0
Or as required by operating
regulation.
XM or Connext Datalink Weather
0
0
0
0
0
GSR 56 Satellite Receiver
0
0
0
0
0
PFD and MFD Cooling Fans (3 total)
2
2
2
2
2
GIA (AVN) Cooling Fans (2 total)
0
0
0
0
0
GPS/SBAS receiver with GPS Software
3.2 or later approved version **Note 1,
2
1
1
2
2
2
GDU 104X Display (PFD)
2
2
2
2
2
GDU 1500 Display (MFD)
1
1
1
1
1
GA36 antenna
1
1
1
1
1
GA37 antenna
1
1
1
1
1
RNAV Operations Equipment and
Components
For aircraft with G1000 systems
installed per Garmin drawing 00500629-00 Revision 6 or previous and
not modified by Garmin service
bulletin No. 1375, all fans are required
if OAT is above 41°C (106°F) and
cabin air conditioning is inoperative.
For aircraft with G1000 systems
installed per Garmin drawing 00500629-00 Revision 6 or previous and
not modified by Garmin service
bulletin No. 1375, both fans are
required if OAT is above 42°C (107°F).
Equipment and components required
for RNAV 2, RNAV 1, B-RNAV/RNAV 5,
P-RNAV, Class II navigation, RNP and
RNAV routes including Standard
Instrument Departures (SIDs) and
Obstacle Departure Procedures
(ODPs), Standard Terminal Arrival
Routes (STARs), and enroute RNAV
“q” and RNAV “T” routes, and “GPS”,
“or GPS”, “RNAV (GPS)”, and RNAV
(GNSS) Instrument approach
operations
NOTE 1: Some approaches require
two functioning GPS/SBAS receivers.
NOTE 2: If only one is required, and
only one is operative, it must be #1.
OXYGEN
No Changes - Refer to Aircraft Flight
Manual
PROPELLER
No Changes -
190-00716-03 Rev. 8
FAA APPROVED
Refer to Aircraft’s POH or AFMS for
any installed modifications
Beechcraft B300 and B300C King Air
Page 37 of 175
VFR
Day
VFR
Night
IFR
Day
IFR
Night
Icing
Conditions
System and/or Equipment
Remarks and/or Exceptions
VACUUM SYSTEM
Gyro Suction Gage
0
0
0
0
1
Instrument Air System
0
0
0
0
1
Beechcraft B300 and B300C King Air
Page 38 of 175
190-00716-03 Rev.8
FAA APPROVED
Section 3 - Emergency Procedures
2B
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 40
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY..................................................................... 40
UNSCHEDULED RUDDER BOOST ACTIVATION ............................................................................... 41
MANUAL AUTOPILOT DISCONNECT .................................................................................................. 42
AUTOPILOT ABNORMAL DISCONNECT ............................................................................................. 42
AUTOPILOT FAILURE ........................................................................................................................... 43
PITCH AXIS FAILURE ............................................................................................................................ 44
ROLL AXIS FAILURE ............................................................................................................................. 44
PITCH TRIM FAILURE ........................................................................................................................... 45
AUTOPILOT PRE-FLIGHT TEST FAIL .................................................................................................. 45
AUTOPILOT OVERSPEED RECOVERY ............................................................................................... 46
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESP-Equipped
Aircraft Only) .......................................................................................................................................... 46
ENGINE FAILURE .................................................................................................................................. 47
ENGINE FIRE OR FAILURE IN FLIGHT ................................................................................................ 47
ELECTRICAL SYSTEM ................................................................................................ 47
DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN] .................................................................... 47
LOAD MANAGEMENT TABLE .............................................................................................................. 48
TAWS AND GPWS ....................................................................................................... 49
TAWS OR GPWS WARNING ................................................................................................................. 49
TCAS II ......................................................................................................................... 49
TCAS II RESOLUTION ADVISORY ....................................................................................................... 49
TCAS II RESOLUTION ADVISORY (GTS 8000) ................................................................................... 50
WINDSHEAR ENCOUNTER ........................................................................................ 51
ESP ENGAGEMENT .................................................................................................... 52
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 39 of 175
Bolded checklist steps in the EMERGENCY PROCEDURES section indicate pilot memory
action items. The pilot shall perform these items without reference to the checklist in this
section.
AUTOMATIC FLIGHT CONTROL SYSTEM
AUTOPILOT MALFUNCTION / PITCH TRIM RUNAWAY
These procedures supersede the airplane’s UNSCHEDULED ELECTRIC PITCH TRIM
ACTIVATION AFM checklist items.
If the airplane deviates unexpectedly from the planned flight path:
1. Control Wheel ............................................................................................................ GRIP FIRMLY
2. AP/YD DISC / TRIM INTRPT Button ................................................................ PRESS AND HOLD
(Be prepared for high elevator control forces)
3. Aircraft Attitude ......................................................... MAINTAIN/REGAIN AIRCRAFT CONTROL
use standby attitude indicator if necessary
NOTE
Do not release the AP/YD DISC / TRIM INTRPT Button until after pulling the AFCS SERVOS Circuit
Breaker. The rudder boost will also be interrupted when the disconnect button is depressed.
4. Elevator Trim ........................................................ RE-TRIM if necessary using Elevator Tab Wheel
5. AFCS SERVOS Circuit Breaker ................................................................................................ PULL
(Right circuit breaker panel)
NOTE
Pulling the AFCS SERVOS circuit breaker will render the autopilot, yaw damper and rudder boost
systems inoperative.
6. AP/YD DISC / TRIM INTRPT Button ................................................................................ RELEASE
WARNING
IN FLIGHT, DO NOT OVERPOWER THE AUTOPILOT. THE TRIM WILL OPERATE IN THE
DIRECTION OPPOSING THE OVERPOWER FORCE, WHICH WILL RESULT IN LARGE OUTOF-TRIM FORCES.
DO NOT ATTEMPT TO RE-ENGAGE THE AUTOPILOT OR USE MANUAL ELECTRIC PITCH
TRIM UNTIL THE CAUSE OF THE MALFUNCTION HAS BEEN CORRECTED.
Beechcraft B300 and B300C King Air
Page 40 of 175
190-00716-03 Rev.8
FAA APPROVED
NOTE
The maximum altitude lost during malfunction tests was:
Cruise – 258 Feet
Descent – 755 Feet
Maneuvering – 130 Feet
Glideslope/Glidepath Approach – 68 Feet
Non-Precision Approach – 90 Feet
UNSCHEDULED RUDDER BOOST ACTIVATION
These procedures supersede the airplane’s UNSCHEDULED RUDDER BOOST ACTIVATION
AFM checklist items.
Rudder boost operation without a large variation of power between the engines indicates a failure of
the system.
1. AP/YD DISC / TRIM INTRPT Button ................................................................ PRESS AND HOLD
2. Rudder Boost ............................................................................................................................ OFF
If Condition Persists:
3. AFCS SERVOS Circuit Breaker ............................................................................................. PULL
4. Perform Normal Landing
NOTE
Pulling the AFCS SERVOS circuit breaker will render the autopilot, yaw damper and rudder boost
systems inoperative.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 41 of 175
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.
Beechcraft B300 and B300C King Air
Page 42 of 175
190-00716-03 Rev.8
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, yaw damper, and manual electric pitch trim will be
inoperative.
2. Advise ATC of loss of autopilot system.
NOTE
A loss of the autopilot may also cause yaw damper and rudder boost to be inoperative. Many
King Air B300/B300C aircraft require the yaw damper to be operative above 5,000 feet MSL, and
rudder boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or
appropriate Airplane Flight Manual Supplement for further information.
3. 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.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 43 of 175
PITCH AXIS FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the pitch axis of the autopilot. The autopilot will be inoperative. The yaw
damper will be operative.
NOTE
If the red
annunciator illuminates without the autopilot engaged, it may indicate a
faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude
indications.
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.
ROLL AXIS FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the roll axis of the autopilot. The autopilot will be inoperative. The yaw
damper will be operative.
NOTE
If the red
annunciator illuminates without the autopilot engaged, it may indicate a
faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude
indications.
2. Advise ATC of loss of autopilot system.
3. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
4. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
5. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
Beechcraft B300 and B300C King Air
Page 44 of 175
190-00716-03 Rev.8
FAA APPROVED
PITCH TRIM FAILURE
(Red
annunciator on PFD)
1. Indicates a failure of the pitch trim servo of the autopilot. The autopilot will be inoperative. The
yaw damper will remain operative.
2. Control Wheel ............................................................................................................. GRIP FIRMLY
3. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Be prepared for high elevator control forces)
4. Elevator Trim ...................................................... AS REQUIRED USING ELEVATOR TAB WHEEL
If Red
Message Clears
5. Autopilot ....................................................................................................................... RE-ENGAGE
If Red
Message Remains
5. Autopilot ........................................................................................................ DO NOT RE-ENGAGE
6. Elevator Trim .......................................................... CONTINUE TO USE ELEVATOR TAB WHEEL
7. Yaw Damper ............................................................................................. ENGAGE AS REQUIRED
In RVSM Airspace:
8. Advise ATC of loss of autopilot system.
9. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
10. Perform appropriate RVSM contingency procedures outlined in the operator’s RVSM manual for
the loss of automatic altitude hold capability.
AUTOPILOT PRE-FLIGHT TEST FAIL
(Red
annunciator on PFD)
1. Indicates the AFCS system failed the automatic Pre-Flight test. The autopilot, yaw damper and
electric elevator trim are inoperative, and the rudder boost system may be inoperative. The
Flight Director may still function.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 45 of 175
AUTOPILOT OVERSPEED RECOVERY
(Amber
annunciation on PFD)
1. Power Levers ..................................................................................................................... REDUCE
When overspeed condition is corrected:
2. Autopilot ..................................................................... RESELECT VERTICAL MODE (if necessary)
NOTE
Overspeed recovery mode provides a pitch up command to decelerate the airplane at or below
the maximum autopilot operating speed (263 KIAS / 0.58 M), or VFE (202 or 158 KIAS) if the
flaps are extended. Overspeed recovery is not active in altitude hold (ALT), glideslope (GS), or
glidepath (GP) modes.
AUTOPILOT UNDERSPEED PROTECTION ACTIVATION AND RECOVERY (ESPEquipped Aircraft Only)
(Red
Warning Annunciator on the PFDs on ESP-equipped aircraft. May also be
accompanied by an amber
annunciator above the airspeed tape display and aural
“AIRSPEED” alert)
1. Power Levers ..................... INCREASE POWER AS REQUIRED TO CORRECT UNDERSPEED
2. Aircraft Attitude and Altitude ......................................................................................... MONITOR
After underspeed condition is corrected:
3. Autopilot .........................................RESELECT VERTICAL AND LATERAL MODES (if necessary)
4. Power Levers .......................................................................................... ADJUST AS NECESSARY
NOTE
Autopilot Underspeed Protection Mode provides a pitch down command to maintain 100 +/-2
KIAS, or 2 KIAS above stall warning airspeed, depending on the vertical mode selected.
Underspeed recovery is not available below 200 feet AGL, except in go-around (GA) mode.
Beechcraft B300 and B300C King Air
Page 46 of 175
190-00716-03 Rev.8
FAA APPROVED
ENGINE FAILURE
ENGINE FIRE OR FAILURE IN FLIGHT
1. AP/YD DISC / TRIM INTRPT Button .......................................................... PRESS and RELEASE
2. Engine Fire or Failure in Flight Failure Procedure in
EMERGENCY PROCEDURES Section of AFM ........................................................ COMPLETE
3. Trim Tabs .............................. MANUALLY ADJUST ELEVATOR, AILERON, AND RUDDER TABS
4. Autopilot .............................................................PRESS ‘AP’ BUTTON (if desired) to RE-ENGAGE
5. Rudder Tab ............................................................... MANUALLY ADJUST AS REQUIRED AFTER
POWER AND CONFIGURATION CHANGES
6. TCAS II (IF INSTALLED) .....................................................................................SELECT TA ONLY
ELECTRICAL SYSTEM
DUAL GENERATOR FAILURE [L DC GEN] [R DC GEN]
This procedure should be performed after completing the respective section of the AFM checklist.
If Neither Generator Will Reset:
1. Standby Battery Switch ............................................................................... INDICATES ARM or ON
2. The following equipment will be functional while the G1000 is powered from the aircraft’s battery
power, Avionics Master Power Switch is ON, and the [L GEN TIE OPEN], [R GEN TIE OPEN], [L
DC GEN] and [R DC GEN] annunciators are illuminated.
Pilot’s Attitude, Heading, Air Data, and Nav CDI
Copilot’s Attitude, Heading, Air Data, and Nav CDI
MFD, Engine Gauges, COM 2*, Copilot’s Audio Panel*
Com 1, Pilot’s Audio Panel, GPS 1, GPS 2, VHF Nav 1, VHF Nav 2, Transponder 1
Autopilot, Flight Director, Yaw Damper/Rudder Boost
* With SB 1707 incorporated.
NOTE
Inoperative G1000 equipment items will be displayed in the ALERTS window on both PFDs.
NOTE
The aircraft’s battery will continue to power the G1000 equipment for at least 30 minutes following
complete loss of normal electrical power generation. Once the aircraft’s battery can no longer
power the G1000, the standby battery will automatically power the standby attitude indicator,
altimeter vibrator, the instrument emergency lights, and the internal lighting of the three standby
instruments and magnetic compass for an additional 30 minutes.
NOTE
The Copilot and Standby Altimeter and Airspeed indicators may be unreliable in visible moisture
because the Right Pitot Heat is not powered by the aircraft battery. The Left Pitot Heat remains
powered by the battery via the aircraft’s Triple Fed Bus.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 47 of 175
LOAD MANAGEMENT TABLE
This table replaces the Load Management Table published in the AFM.
EQUIPMENT
Standby Altimeter
Standby Airspeed Indicator
Standby Attitude Indicator
Com 1 Xmit
Pilot Audio
Com 2 Xmit**
Copilot Audio**
Nav 1
ADC 1
Pilot PFD
AHRS 1
Transponder 1
GEA 1
MFD
Copilot PFD
Nav 2
ADC 2
AHRS 2
GEA 2
Instrument Indirect /Emergency Lights
Cabin Lights
Ice Lights
Beacon Lights
Taxi Lights
Digital OAT
Fuel Quantity Indicators
Single Standby Fuel Pump
Left Bleed Air Valve
Pressurization Control
Cabin Temperature Control
Engine Ignition
Surface Deice
Left and Right Main Engine Anti-ice
Manual Prop Deice
Windshield Wiper
Left Pitot Heat
Landing Gear
* Powered by standby battery.
OPERATING TIME
(Minutes)
REDUCTION IN MAIN BATTERY
DURATION (Minutes)
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
Continuous
5
5
Continuous
1
Continuous
Continuous
5
Continuous
Continuous
Continuous
0.5
5 cycles
Single Operation
3
1
Continuous
Single Operation
None*
None*
None*
----------------------------------------------------------------None*
2
0.5
----0.3
--------1
------------0.1
0.1
0.1
3
0.2
----0.5
** With SB 1707 incorporated.
Beechcraft B300 and B300C King Air
Page 48 of 175
190-00716-03 Rev.8
FAA APPROVED
TAWS AND GPWS
TAWS OR GPWS WARNING
(Red
on PFD and aural “PULL UP” or “[Whoop, Whoop], PULL UP”
1. AP/YD DISC / TRIM INTRPT Button ............................................. PRESS and RELEASE
(To disconnect the autopilot)
2. Aircraft Attitude ....................................................... PULL BACK ON CONTROL WHEEL
3. Power.......................................................................................... MAXIMUM ALLOWABLE
4. Airspeed ........................................................................ BEST ANGLE OF CLIMB SPEED
After Warning Ceases:
5. Power ......................................................................................... MAXIMUM CONTINUOUS
6. Altitude ............................................................... CLIMB AND MAINTAIN SAFE ALTITUDE
7. Advise ATC of Altitude Deviation, if appropriate.
NOTE
Only vertical maneuvers are recommended, unless either operating in visual meteorological
conditions (VMC), or the pilot determines, based on all available information, that turning in addition
to the escape maneuver is the safest course of action, or both.
TCAS II
For G1000 System Software version 0985.07:
Refer to the GARMIN Pilot’s Guide, P/N 190-01343-01 Rev. A or later revision for a detailed description of
the TCAS II display and control elements as implemented in the G1000.
For G1000 System Software version 0985.08 and later:
Refer to the GARMIN Pilot’s Guide, P/N 190-01343-02 Rev. A or later revision for a detailed description of
the TCAS II display and control elements as implemented in the G1000.
The following procedure is for airplanes NOT equipped with the Garmin GTS 8000 TCAS II system, and
should be performed in conjunction with the respective section of the TCAS-II AFMS checklist.
TCAS II RESOLUTION ADVISORY
(Red on PFD and aural resolution advisory)
1. Perform Resolution Advisory Procedures in the NORMAL PROCEDURES Section of the
TCAS II AFMS.
2. Follow the green cues on the PFD VSI display as required to comply with the RA.
Compliance with a TCAS II resolution advisory (RA) is necessary unless the pilot
considers it unsafe to do so, or unless the pilot has information about the cause of the RA
and can maintain safe separation for example visual acquisition of, and safe separation
from, a nearby aircraft on a parallel approach.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 49 of 175
The following procedure applies to airplanes that ARE equipped with the Garmin GTS 8000 TCAS II
system.
TCAS II RESOLUTION ADVISORY (GTS 8000)
(Red on PFD and aural resolution advisory)
If a Maneuver is Required:
1. AP/YD DISC / TRIM INTRPT Button ............................................ PRESS AND RELEASE
(To Disconnect the Autopilot)
2. Aircraft Attitude .............................. PITCH AS REQUIRED TO COMPLY WITH THE RA,
VERTICAL SPEED INDICATOR INSIDE THE GREEN BAND
3. Power ........................................................................................................... AS REQUIRED
If a TCAS “CLIMB” RA Occurs When Configured for Landing:
1. Flaps..................................................................................................................... RETRACT
2. Gear ........................................................................ UP WITH POSITIVE RATE OF CLIMB
Compliance with a TCAS II resolution advisory (RA) is necessary unless the pilot considers it unsafe to do
so, or unless the pilot has information about the cause of the RA and can maintain safe separation for
example visual acquisition of, and safe separation from, a nearby aircraft on a parallel approach. The TA
ONLY mode can be used to preclude unnecessary RA when intentionally operating near other aircraft.
Evasive maneuvering should be limited to the minimum required to comply with the RA. Excessive
responses to RAs are not desirable or appropriate because of other potential traffic and ATC
consequences. From level flight, proper response to an RA typically results in an overall altitude deviation
of 300 to 500 feet in order to successfully resolve a traffic conflict.
CAUTION
Once a non-crossing RA has been issued, safe operation could be compromised if current
vertical speed is changed, except as necessary to comply with the RA. This is because TCAS IIto-TCAS II coordination may be in progress with the intruder airplane, and any change in vertical
speed that does not comply with the RA may negate the effectiveness of the other
airplane’s compliance with its RA.
WARNING
NONCOMPLIANCE WITH A CROSSING RA BY ONE AIRPLANE MAY RESULT IN REDUCED
VERTICAL SEPARATION; THEREFORE, SAFE HORIZONTAL SEPARATION MUST ALSO
BE ASSURED BY VISUAL MEANS.
Beechcraft B300 and B300C King Air
Page 50 of 175
190-00716-03 Rev.8
FAA APPROVED
CAUTION
It is possible in some cases to have insufficient airplane performance to follow the TCAS RA
command without flying into stall warning or buffet. Therefore, stall warning must be respected
when following an RA. Conditions where this may occur include but are not limited to:

Bank angle in excess of 15 degrees.

One engine inoperative.

Speeds below normal operating speeds.

Failure to configure for a go-around following a climb RA in landing configuration.

Failure to advance thrust to full rating following reduced thrust takeoff.

Abnormal configurations which reduce climb performance (ie, gear not retractable)

TCAS command reversal to a “CLIMB – CLIMB NOW.”

Icing conditions affecting airplane performance.
CAUTION
Do not attempt to use the Flight Director to comply with TCAS II Resolution Advisories
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.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 51 of 175
ESP ENGAGEMENT
For airplanes equipped with Electronic Stability and Protection (ESP):
1. Use the flight controls and power levers as required to correct the abnormal flight
condition.
NOTE
If the airplane remains within the ESP engagement envelope for more than approximately 10
seconds, the autopilot will automatically engage in LVL mode, and will be accompanied by an aural
“ENGAGING AUTOPILOT” alert. Refer to Section 7 – Systems Description, “Electronic Stability
& Protection” (ESP) for further information.
Beechcraft B300 and B300C King Air
Page 52 of 175
190-00716-03 Rev.8
FAA APPROVED
Section 3A - Abnormal Procedures
3B
Table of Contents
AUTOMATIC FLIGHT CONTROL SYSTEM ................................................................ 55
AILERON MISTRIM ................................................................................................................................ 55
ELECTRIC PITCH TRIM INOPERATIVE ............................................................................................... 56
ELEVATOR MISTRIM ............................................................................................................................. 57
RUDDER MISTRIM ................................................................................................................................. 58
FLASHING AMBER MODE ANNUNCIATION ....................................................................................... 59
YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’) ................................................. 59
YAW AXIS FAILURE .............................................................................................................................. 60
ELECTRONIC STABILITY AND PROTECTION .......................................................... 60
MANUAL ESP DISENGAGEMENT ........................................................................................................ 60
G1000 INTEGRATED AVIONICS SYSTEM ................................................................. 61
ALTITUDE MISCOMPARE ..................................................................................................................... 61
AIRSPEED MISCOMPARE .................................................................................................................... 64
PITCH MISCOMPARE ............................................................................................................................ 65
ROLL MISCOMPARE ............................................................................................................................. 65
HEADING MISCOMPARE ...................................................................................................................... 66
AMBER HEADING DISPLAY ................................................................................................................. 66
LOSS OF ALTITUDE REPORTING IN RVSM AIRSPACE.................................................................... 67
LOSS OF ALTITUDE ERROR CORRECTION ...................................................................................... 67
DISPLAY UNIT FAILURE ............................................................................................. 68
PFD FAILURE ......................................................................................................................................... 68
MFD FAILURE ........................................................................................................................................ 69
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI) ......................................................... 69
GPS APPROACH INTEGRITY LIMITS EXCEEDED ............................................................................. 71
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH .......................................................... 71
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP on PFD) ....... 72
VDI MISCOMPARE ON BARO VNAV APPROACHES (VDI MISCOMP on PFD)................................ 73
LOSS OF RADIO TUNING FUNCTIONS ............................................................................................... 73
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL SPEED............................................................ 74
FAILED ATTITUDE AND/OR HEADING ................................................................................................ 75
ENGINE INDICATION SYSTEM (EIS) FAILURE ................................................................................... 77
LOSS OF NAVIGATION DATA .............................................................................................................. 77
INACCURATE FLIGHT DIRECTOR DISPLAY ...................................................................................... 77
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 53 of 175
BOTH ON ADC1, BOTH ON ADC2........................................................................................................ 78
BOTH ON AHRS 1, BOTH ON AHRS 2 ................................................................................................. 78
BOTH ON GPS 1, BOTH ON GPS 2 ...................................................................................................... 78
USING ADC1 or ADC2 ........................................................................................................................... 79
USING AHRS1 or AHRS2 ...................................................................................................................... 79
RADIO ALTIMETER FAILURE............................................................................................................... 79
SYNTHETIC VISION ..................................................................................................... 80
TAWS AND GPWS ....................................................................................................... 80
TAWS or GPWS CAUTION .................................................................................................................... 80
TAWS INHIBIT ........................................................................................................................................ 80
GPWS INHIBIT (TAWS-A Only)
FLAP OVERRIDE (TAWS-A Only)
.................................................................................... 81
................................................................................ 81
GLIDESLOPE/GLIDEPATH DEVIATION INHIBIT (TAWS-A Only) ...................................................... 82
TAWS N/A and TAWS FAIL ................................................................................................................... 82
GPWS FAIL (TAWS-A only) .................................................................................................................. 82
TCAS II ......................................................................................................................... 83
TCAS II TRAFFIC ADVISORY ............................................................................................................... 83
TCAS II SYSTEM FAILURE
TCAS II SYSTEM STANDBY
Beechcraft B300 and B300C King Air
Page 54 of 175
............................................................................................ 83
............................................................................................... 83
190-00716-03 Rev. 8
FAA APPROVED
AUTOMATIC FLIGHT CONTROL SYSTEM
AILERON MISTRIM
(amber
or
annunciation on PFD)
Indicates a mistrim of the ailerons while the autopilot is engaged. The autopilot cannot trim the
airplane in roll. During large changes in airspeed, engine failure, or single engine operation,
illumination of this message may occur. If the autopilot is disconnected while this message is
displayed, high roll forces are possible. The following procedure should be followed:
1. Control Wheel ............................................................................................................. GRIP FIRMLY
2. Aileron Tab Knob ............................................ ROTATE SLOWLY IN DIRECTION OF INDICATED
MISTRIM UNTIL THE ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Control Wheel ............................................................................................................. GRIP FIRMLY
4. Aileron Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Cabin Sign ........................................................................................................... NO SMOKE & FSB
Ensure passengers are seated with seat belts securely fastened
6. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
7. Aileron Trim ................... USING AILERON TAB KNOB, MANUALLY RE-TRIM AIRPLANE
The autopilot should be considered inoperative until the cause of the mistrim has been investigated
and corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
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.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 55 of 175
ELECTRIC PITCH TRIM INOPERATIVE
NOTE
This condition may be accompanied by a red
or
annunciation on the PFDs.
1. Move both halves of pilot and copilot pitch trim switches to check for stuck switch.
2. AFCS SERVOS Circuit Breaker ............................................................................ PULL and RESET
(Right circuit breaker panel)
The autopilot will enter Pre-Flight Test (PFT) mode when the AFCS SERVOS circuit breaker is reset.
If the autopilot successfully completes the Pre-Flight Test, re-engage the autopilot, reselect the desired
autopilot modes, and continue to use normally. If the Pre-Flight Test fails, indicated by a red
on the PFDs, the autopilot, yaw damper, and electric pitch trim will be inoperative for the remainder of
the flight.
If Operative:
3. Use as required.
If still inoperative:
3. Pitch Trim .......................................................................... MANUALLY TRIM AIRPLANE IN PITCH
(Using Elevator Tab Wheel)
NOTE
The autopilot, yaw damper and rudder boost may also be inoperative. Many King Air
B300/B300C aircraft require the yaw damper to be operative above 5,000 feet MSL, and rudder
boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or appropriate
Airplane Flight Manual Supplement for further information.
In RVSM Airspace and Autopilot Inoperative:
4. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
5. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.
Beechcraft B300 and B300C King Air
Page 56 of 175
190-00716-03 Rev. 8
FAA APPROVED
ELEVATOR MISTRIM (amber
or
annunciation on PFD)
Indicates a mistrim of the elevator tab while the autopilot is engaged. The autopilot will normally
trim the airplane as required. However, during rapid acceleration, deceleration, or configuration
changes, momentary illumination of this message may occur accompanied by minor fluctuations in
flight path. If the autopilot is disconnected while this message is displayed, high elevator control
forces are possible. In the event of sustained illumination, the following procedure should be
followed:
1. Control Wheel ............................................................................................................. GRIP FIRMLY
2. Elevator Tab Wheel................................. ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Control Wheel ............................................................................................................. GRIP FIRMLY
4. Elevator Tab Wheel................................. ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Cabin Sign ........................................................................................................... NO SMOKE & FSB
Ensure passengers are seated with seat belts securely fastened
6. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
(Pilot’s or Copilot’s control wheel)
7. Pitch Trim ............................. USING ELEVATOR TAB WHEEL, MANUALLY RE-TRIM AIRPLANE
Autopilot should be considered inoperative until the cause of the mistrim has been investigated and
corrected. Yaw damper may be re-engaged and used normally.
In RVSM Airspace and Autopilot Inoperative:
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.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 57 of 175
RUDDER MISTRIM (amber
or
annunciation on PFD)
Indicates a mistrim of the rudder while the autopilot is engaged. The autopilot cannot trim the
airplane in yaw. During large changes in airspeed, engine failure, or single engine operation,
illumination of this message may occur. If the autopilot is disconnected while this message is
displayed, high rudder pedal forces and yawing motion are possible. The following procedure
should be followed:
1. Rudder Pedals ........................................................................................................... HOLD FIRMLY
2. Rudder Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
If the annunciator stays extinguished and no other annunciations illuminate:
3. Continue to operate the autopilot in a normal manner after the annunciation extinguishes.
If the annunciator remains illuminated or reappears with no changes in airspeed or configuration from the
previous trimmed condition:
3. Rudder Pedals ........................................................................................................... HOLD FIRMLY
4. Rudder Tab Knob .................................... ROTATE SLOWLY IN THE DIRECTION OF INDICATED
MISTRIM UNTIL ANNUNCIATION EXTINGUISHES
5. Autopilot ..................................................................................................................... DISCONNECT
6. Rudder Tab Knob .........................................................................MANUALLY RE-TRIM AIRPLANE
NOTE
Yaw Damper should be considered inoperative until the cause of the mistrim has been
investigated and corrected. The rudder boost may also be inoperative. Many King Air
B300/B300C aircraft require the yaw damper to be operative above 5,000 feet MSL, and rudder
boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or
appropriate Airplane Flight Manual Supplement for further information.
7. Autopilot .............................................................................................................................. ENGAGE
In RVSM Airspace and Autopilot Inoperative:
8. Altitude ....................................... MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
9. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
outlined in the operator’s RVSM manual for the loss of automatic altitude hold capability.
Beechcraft B300 and B300C King Air
Page 58 of 175
190-00716-03 Rev. 8
FAA APPROVED
FLASHING AMBER MODE ANNUNCIATION
NOTE
Abnormal mode transitions (those not initiated by the pilot or by normal sequencing of the AFCS)
will be annunciated by flashing the disengaged mode in amber on the PFD. Upon loss of a selected
mode, the system will revert to the default mode for the affected axis, either ROL or PIT. After 10
seconds, the new mode (PIT or ROL) will be annunciated in green.
LOSS OF SELECTED VERTICAL MODE (FLC, VS, VPTH, ALT, GS, GP)
1. Autopilot mode controls....................................................... SELECT ANOTHER VERTICAL MODE
If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
LOSS OF SELECTED LATERAL MODE (HDG, VOR, GPS, LOC, VAPP, BC)
1. Autopilot mode controls.................. ............................... ......SELECT ANOTHER LATERAL MODE
If on an instrument approach, disconnect autopilot and continue manually or execute missed approach:
2. AP/YD DISC / TRIM INTRPT Button ............................................................ PRESS and RELEASE
YAW DAMPER AUTOMATIC DISCONNECT (Amber Flashing ‘YD’)
Flashing amber ‘YD’ in flight indicates that yaw damper has disconnected. If the disconnect was
not pilot initiated, the yaw servo has failed. The autopilot may be re-engaged after a yaw servo
failure.
NOTE
Many King Air B300/B300C aircraft require the yaw damper to be operative above 5,000 feet MSL,
and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight Manual, or
appropriate Airplane Flight Manual Supplement for further information.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 59 of 175
YAW AXIS FAILURE
(Amber
annunciator on PFD)
1. Indicates a failure of the yaw axis of the autopilot. The yaw damper will disconnect. The
autopilot may be engaged and disengaged normally, but the yaw damper and rudder boost will be
inoperative.
2. Autopilot .......................................................................................................... AS DESIRED
WARNING
DO NOT USE THE AUTOPILOT ON A COUPLED ILS, LOC, LP/LPV OR LNAV/VNAV
APPROACH WITH A FAILED YAW SERVO. THE AUTOPILOT MAY NOT BE ABLE TO
MAINTAIN DIRECTIONAL CONTROL IN THE EVENT OF AN ENGINE FAILURE.
NOTE
If the amber
annunciator illuminates without the autopilot engaged, it may indicate a
faulted AHRS. Monitor both PFDs and the standby attitude indicator for abnormal attitude
indications.
NOTE
Many King Air B300/B300C aircraft require the yaw damper to be operative above 5,000 feet
MSL, and rudder boost continuously. Refer to the Limitations section of the Aircraft Flight
Manual, or appropriate Airplane Flight Manual Supplement for further information.
ELECTRONIC STABILITY AND PROTECTION
MANUAL ESP DISENGAGEMENT
If necessary, ESP may be manually disconnected using any one of the following methods.
1. AP/YD DISC / TRIM INTRPT 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
Beechcraft B300 and B300C King Air
Page 60 of 175
190-00716-03 Rev. 8
FAA APPROVED
G1000 INTEGRATED AVIONICS SYSTEM
ALTITUDE MISCOMPARE
This message is displayed when the G1000 detects a difference of 200 feet or greater between the
pilot’s and copilot’s altitude information. Refer to the G1000 Cockpit Reference Guide for
additional information.
1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the
correct barometric altimeter setting.
2. Pilot’s and Copilot’s Altitude ........................................................ COMPARE with Standby Altimeter
WARNING
THE STANDBY ALTIMETER USES THE SAME STATIC SOURCE AS THE COPILOT’S SIDE
AIR DATA COMPUTER (ADC2). DO NOT USE STANDBY ALTIMETER AS SOLE SOURCE IN
DETERMINING CORRECT ALTITUDE.
If Pilot and Standby Altimeter Agree (Copilot Altimeter Differs):
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
3. SENSOR Softkey (Copilot PFD) ............................................................................................ PRESS
4. ADC1 Softkey ......................................................................................................................... PRESS
5. PFD Displays ............................ CONFIRM

annunciator is displayed on both PFDs.
In RVSM Airspace:
6. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
7. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of primary altimetry
systems.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 61 of 175
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.
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.
Beechcraft B300 and B300C King Air
Page 62 of 175
190-00716-03 Rev. 8
FAA APPROVED
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. Advise ATC of inability to verify correct altitude. If in RVSM airspace, perform appropriate
RVSM contingency procedures for loss of all primary altimetry systems and accurate altitude
reporting capability.
4. If unable to descend in visual conditions, plan an ILS, LPV, or RNAV (GPS or GNSS)
LNAV/VNAV approach with course intercept well outside the Final Approach Fix (FAF).
5. Once glideslope or glidepath is captured, determine most accurate altitude source when crossing
FAF.
6. Reference ILS Decision Altitude or GPS based approach Minimum Descent Altitude to most
accurate altimeter based on FAF crossing.
WARNING
VARIOUS TAWS ALERTS ARE BASED ON GPS ALTITUDE AND POSITION INFORMATION.
TAWS WARNINGS AND CAUTIONS ARE INDEPENDENT OF ADC DATA. IF A TAWS
WARNING OR CAUTION IS RECEIVED, CONSIDER IT ACCURATE AND TAKE IMMEDIATE
AVOIDANCE ACTION.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 63 of 175
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.
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
Beechcraft B300 and B300C King Air
Page 64 of 175
190-00716-03 Rev. 8
FAA APPROVED
If Pilot’s and Copilot’s Altitude Agree:
3. Airspeed 120 KIAS MINIMUM on slowest indicator.
4. Monitor all three airspeed indicators during changes in power or altitude to determine which
indicators are inaccurate. Indications of inaccurate airspeed include:

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 of more than 5 degrees. Refer to GARMIN G1000
Cockpit Reference Guide for additional information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.
ROLL MISCOMPARE
This message is displayed in the upper right corner of the PFD when the G1000 detects a difference
between the pilot’s and copilot’s roll attitude of more than 6 degrees. Refer to the GARMIN G1000
Cockpit Reference Guide for additional information.
1. Refer to STANDBY ATTITUDE indicator to determine which AHRS is providing the most accurate
data.
2. Use SENSOR softkey to select the most accurate AHRS on the affected PFD.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 65 of 175
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.
AMBER HEADING DISPLAY (GRS 7800 AHRS Only)
The PFD heading display will turn amber when:

Unreliable heading data exists as detected by the system.

Operating in DG FREE Mode when the system detects reliable heading data is available.
If Heading Display is Amber When Operating in DG SLAVE Mode:
1. Autopilot (If Engaged) ...................................................................................... SELECT ROL MODE
2. HDG MODE Softkey on PFD ................................................................................................. PRESS
3. DG FREE Softkey .................................................................................................................. PRESS
4. Verify the heading display is shown in cyan.
5. Use the ‘HDG –“ and ‘HDG +” softkeys to correct heading as required.
6. Autopilot ........................................................................... RE-SELECT DESIRED LATERAL MODE
If Heading Display is Amber When Operating in DG FREE Mode:
1.
Autopilot (If Engaged) ..................................................................................... SELECT ROL MODE
2.
HDG MODE Softkey on PFD ............................................................................................... PRESS
3.
DG SLAVE Softkey............................................................................................................... PRESS
4.
Verify the heading display is shown in white.
5.
Autopilot ......................................................................... RE-SELECT DESIRED LATERAL MODE
Beechcraft B300 and B300C King Air
Page 66 of 175
190-00716-03 Rev. 8
FAA APPROVED
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
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.

In RVSM Airspace:
1. Advise ATC of loss of redundancy of primary altimetry systems. Perform appropriate RVSM
contingency procedures outlined in the operator’s RVSM manual for the loss of redundancy of
primary altimetry systems.
2. Record each altimeter reading for RVSM contingency procedure use.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 67 of 175
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.
Beechcraft B300 and B300C King Air
Page 68 of 175
190-00716-03 Rev. 8
FAA APPROVED
MFD FAILURE
MFD failure is indicated by a complete loss of image on the center display. A failed MFD will cause
PFD1 to automatically to display in reversionary format to provide display of engine instrumentation.
Engine data may also be displayed on PFD2 by pressing the Copilot’s Audio Panel DISPLAY BACKUP
button.
If MFD auto-reversion does not occur, or to manually revert the PFD 2 display:
1. Pilot’s Audio Panel DISPLAY BACKUP Button ..................................................................... PRESS
(if auto-reversion does not occur)
2. Copilot’s Audio Panel DISPLAY BACKUP Button ................................................................. PRESS
(if desired)
NOTE
Engine data will be displayed on both PFDs.
3. Electronic Chart Data will not be available following an MFD failure. Use the following procedure
if a secondary source of aeronautical information is not available in the airplane.
a.
Load approaches, arrivals, and departures into the Active Flight Plan using the PROC button
on either PFD. The procedure’s course can be displayed on either PFD Inset Map window.
Navigate using the course pointer and CDI on the PFDs.
b.
For instrument approach procedures, obtain altitude information from ATC.
DUAL GPS/SBAS FAILURE (AMBER “DR” OR “LOI” ON HSI)
LOSS OF GPS/SBAS NAVIGATION DATA
When both GPS/SBAS receivers are inoperative or GPS navigation information is not available or
invalid, the G1000 system will enter one of two modes: Dead Reckoning mode (DR) or Loss Of
Integrity mode (LOI). The mode is indicated on the HSI by an amber “DR” or “LOI”. Which mode is
active depends on the distance from the destination airport in the active flight plan.
If the LOI annunciation is displayed, revert to an alternate means of navigation appropriate to the
route and phase of flight. In Dead Reckoning mode, the MAP – NAVIGATION MAP will continue to
be displayed with a ghosted aircraft icon in the center and an amber ‘DR’ overwriting the icon.
Aircraft position will be based upon the last valid GPS position, then estimated by Dead Reckoning
methods. Changes in true airspeed, altitude, or winds aloft can affect the estimated position
substantially. Dead Reckoning is only available in Enroute mode; Terminal and Approach modes
do not support DR. Course deviation information will be displayed as an amber CDI on both PFDs
and will remain for up to 20 minutes after GPS position data has been lost. The autopilot and/or
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
190-00716-03 Rev. 8
FAA APPROVED
............................................................................. USE ALTERNATE SOURCES
Beechcraft B300 and B300C King Air
Page 69 of 175
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 toward known visual conditions. Use ATC or other information sources as
available.
NOTE

All information derived from GPS or DR will be removed from the displays.

TAWS 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.
Beechcraft B300 and B300C King Air
Page 70 of 175
190-00716-03 Rev. 8
FAA APPROVED
GPS APPROACH INTEGRITY LIMITS EXCEEDED
During a GPS LP, LPV, LNAV/VNAV, or LNAV+V approach using SBAS, if the Horizontal or Vertical
integrity limits are exceeded, the G1000 System will downgrade the approach. This will be
annunciated in the ALERTS window and may also be accompanied by a change in the indicated
approach type on the HSI. GPS glide path vertical guidance will be removed from the PFD unless
the minimum can still be supported using Baro VNAV. The approach may be continued as
annunciated.
During any GPS approach in which both precision and non-precision integrity limits are exceeded,
the G1000 System will flag the lateral guidance and display a system message “ABORT
APPROACH loss of navigation”. Immediately upon viewing the message, the unit will revert to
Terminal navigation mode integrity limits. If the position integrity is within these limits lateral
guidance will be restored and the GPS may be used to execute the missed approach, otherwise
alternate means of navigation must be utilized.
ILS DATABASE FREQUENCY AND/OR COURSE MISMATCH
In some rare instances, the actual course and/or frequency for an ILS localizer may not match the
course or frequency stored in the G1000 database. This occurs most often when an ILS course or
frequency change is made by the FAA in between Jeppesen database update cycles. Manual
course or frequency changes can be made to override the auto-loaded values in the G1000 database
whenever an ILS approach is loaded into the G1000 via the FMS. ADVISORY messages will post in
the ALERTS window on the PFDs prompting the pilot verify course and/or frequency information.
Use the latest published instrument approach procedure information to verify all course and
frequency information.
While flying ILS approaches with manually overridden course or frequency information:

For airplanes with TAWS-A installed, the Glideslope Deviation Alerting (GSD) will be
function normally.

If SVS Pathways are turned on for display, they must be turned off prior to turning
inbound onto the final approach course to prevent possible confusion. This is because
the pathway display is also dependent on accurate database information to display
proper guidance.
If SVS Pathways are Displayed While Flying a Manually Overridden Frequency or Course on an ILS
Approach:
Prior to Turning Inbound on the Final Approach Course:
1. PFD Softkey on PFD1 and/or PFD2 .................................................................................... PRESS
2. SYN VIS Softkey .................................................................................................................... PRESS
3. PATHWAY Softkey ...................................................... PRESS TO REMOVE PATHWAY DISPLAY
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 71 of 175
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP
on PFD)
Airplanes that have system software 0985.07 or later installed have the capability of flying an
automatically generated and temperature compensated glidepath on certain GPS approaches when
SBAS is not available. This automatically generated glidepath depends upon temperature input from
the air data computers to function properly. In the event that the temperature input fails to its
respective display during an approach, the following will be observed:

If the AFCS is coupled to the affected side in APR mode, “GP” will be displayed in flashing
black text over amber background for 5 seconds, then revert to PIT mode. The AFCS will
remain coupled in GPS Mode (lateral).

If the AFCS is coupled to the non-affected side in APR mode, it will remain coupled in APR
Mode (GP remains green).

The affected side VDI is flagged with “NO GP” displayed in the VDI.

The “L/VNAV” indication on the CDI remains for both pilot and copilot side.

The non-affected side VDI remains displayed.

A “VDI NO COMP” annunciation posts in black text on a white background in the upper right
corner of the non-affected side PFD.

The non affected side PFD will continue to display the VDI. The autopilot may be
transferred and coupled to this VDI if necessary.
If both air data temperature inputs are failed, the VDIs on both displays will be flagged and no
glidepath will be generated. The approach may be continued to LNAV minima.
If VDI NO COMP Annunciation is Observed and AFCS is Coupled to Affected (Failed) Side:
1.
XFR Button on GMC 710............................................................................................... PRESS
2.
APR Mode ........................................................................................ RE-SELECT AS DESIRED
If Both Air Data Temperature Inputs Have Failed:
1.
AFCS Vertical Mode.............................................................................. RE-SELECT AS DESIRED
2.
Continue the approach using LNAV only minima.
Beechcraft B300 and B300C King Air
Page 72 of 175
190-00716-03 Rev. 8
FAA APPROVED
VDI MISCOMPARE ON BARO VNAV APPROACHES (VDI MISCOMP on PFD)
If a difference in temperature compensated altitudes from the two air data computers differs by
more than 50 feet, an amber VDI MISCOMP annunciation will be displayed on both PFDs.
If a VDI MISCOMP Annunciation is Observed on the PFDs:
1. Altimeter Settings ................................................................. VERIFY both pilot and copilot have the
correct barometric altimeter setting
If VDI MISCOMP Annunciation Persists and Able to Determine Accurate VDI:
2. XFR Button on GMC 710 ...................................................... PRESS AS REQUIRED TO SELECT
ACCURATE VDI SOURCE
3. APR Mode ............................................................................................... RE-SELECT AS DESIRED
If VDI MISCOMP Annunciation Persists and Unable to Determine Accurate VDI:
2. Do not use the VDI for vertical guidance information. Approach may be continued to LNAV only
minima.
LOSS OF RADIO TUNING FUNCTIONS
1. COM Frequency Toggle Button ...........................................PRESS AND HOLD FOR 2 SECONDS
NOTE
The above procedure will tune the active COM field to the emergency frequency 121.5.
Certain failures of the tuning system will automatically tune 121.5 without pilot action.
If the EMERG FREQ switch is installed, the following alternate procedure may be used:
1. EMERG FREQ switch ............................................................................. LIFT COVER AND PRESS
NOTE
The above procedure will tune the active COM 1 field to the emergency frequency 121.5.
COM 2 operation is not controlled by the EMERG FREQ switch.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 73 of 175
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. Land as soon as practical.
If One Side Only:
1. Autopilot ALT Mode.................................................................................................... DISENGAGED
2. Affected PFD SENSOR Softkey ............................................................................................ PRESS
3. ADC Softkey...................... PRESS the ADC softkey to select the functional ADC (ADC1 or ADC2)
4. Both PFDs .................................................................................... CONFIRM “BOTH ON ADC1” OR
“BOTH ON ADC2” annunciated on both PFDs
5. Autopilot ALT Mode.................................................................................. RESELECT AS DESIRED

In RVSM Airspace:
6. Altitude ............................................................... CROSS-CHECK USING STANDBY ALTIMETER
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Perform appropriate RVSM contingency procedures for loss of redundancy of primary altimetry
systems, outlined in the operator’s RVSM procedures manual.
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.
Beechcraft B300 and B300C King Air
Page 74 of 175
190-00716-03 Rev. 8
FAA APPROVED
FAILED ATTITUDE AND/OR HEADING
(ATTITUDE FAIL AND/OR RED "X" OVER HEADING DISPLAY ON PFD)
This indicates a loss of pitch, roll, and/or heading information from AHRS. Refer to GARMIN G1000
Cockpit Reference Guide and Pilot’s Guide for additional information. Interference from GPS
repeaters operating inside nearby hangars or magnetic anomalies caused by nearby structures can
cause an intermittent loss of attitude and heading displays while the aircraft is on the ground. This
is usually accompanied by a BOTH ON GPS 1, BOTH ON GPS 2, or LOI annunciation. Moving
the aircraft more than 100 yards away from the source of the interference should alleviate the
condition.
Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. As soon as the aircraft acquires a valid GPS
position, attitude and heading should return to normal.
WARNING
DO NOT TAKE OFF WITHOUT VALID, NORMAL ATTITUDE AND HEADING DISPLAYS
In Flight, If Both Sides:
1. Attitude .................................................................................. MONITOR using standby attitude gyro
2. WSHLD ANTI-ICE Switches (Pilot and Copilot).......................................................................... OFF
NOTE
The magnetic compass is erratic during windshield anti-ice and/or air conditioner operation.
With windshield anti-ice OFF, windshield may form fog or frost on the inside surface. The
windshield anti-ice should be turned off only long enough to reference magnetic compass or
the pilot should descent to a warmer altitude if terrain, fuel, and endurance permit.
3. ELEC HEAT ................................................................................................................................ OFF
4. CABIN TEMP MODE switch ....................................................................................................... OFF
5. Heading .................................................................................... MONITOR using magnetic compass
If in RVSM airspace:
6. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
7. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
for loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.
8. Land as soon as practical.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 75 of 175
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 aircraft by reference to the magnetic compass.
In Flight, If One Side Only:
1. Standby Attitude Gyro ....................................................................................................... MONITOR
2. Affected PFD SENSOR softkey ............................................................................................. PRESS
3. AHRS softkey ..........................................................................PRESS Opposite Side AHRS softkey
4. Both PFDs ................................... CONFIRM VALID ATTITUDE AND HEADING ARE DISPLAYED
CONFIRM “BOTH ON AHRS1” or
“BOTH ON AHRS2” annunciated on both PFDs
NOTE
The autopilot will disconnect and will not re-engage. ESP (if installed) will be inoperative.
If in RVSM airspace and autopilot inoperative:
5. Altitude ........................................ MONITOR AND MAINTAIN ASSIGNED ALTITUDE MANUALLY
Record each altimeter reading for contingency procedure use
NOTE
The standby altimeter must be corrected for position error using the Altimeter Correction –
Standby System chart in the Performance section of this supplement.
6. Advise ATC of loss of the autopilot system. Perform appropriate RVSM contingency procedures
for loss of altitude hold capability, outlined in the operator’s RVSM procedures manual.
Beechcraft B300 and B300C King Air
Page 76 of 175
190-00716-03 Rev. 8
FAA APPROVED
ENGINE INDICATION SYSTEM (EIS) FAILURE
(RED 'X' ON ENGINE DISPLAY)
If All Engine Gauges on One Engine Red ‘X’:
Indicates failure of the GEA for that engine
1. Check GEA circuit breakers ........................................................................... RESET once if tripped
If unable to restore engine gauges:
2. Move both power levers together using the engine with operating engine gauges to set power.
If One or More Engine Parameter Indications Are Flagged On Only One Engine:
1. Adjust power using the remaining indications and comparing to the opposite engine.
LOSS OF NAVIGATION DATA
(LATERAL DEVIATION BAR NOT PRESENT AND/OR GLIDESLOPE INDEX
CLEARS)
This indicates a loss of data from the selected NAV source. Refer to GARMIN G1000 Cockpit
Reference Guide for additional information.
1.
CDI Softkey .........................................PRESS TO SELECT ALTERNATE NAVIGATION SOURCE
2.
CONFIRM a valid navigation source is displayed giving valid navigation guidance.
INACCURATE FLIGHT DIRECTOR DISPLAY
Indicated by one or both flight directors commanding attitude contrary to intended flight path:
1.
AP/YD DISC / TRIM INTRPT Button ..................................................................................... PRESS
(Pilot’s or Copilot’s control wheel)
2.
Attitude ....................................... CROSS-CHECK BOTH PFDs with the Standby Attitude Indicator
3.
Flight Director Modes ............................................................................... RESELECT AS DESIRED
NOTE
If continued use of the flight director is desired, it is recommended that only basic modes (i.e.,
ROL and PIT) be selected initially. If this proves satisfactory, HDG and ALT may then be
selected. Ensure navigation systems are set up correctly prior to attempting to engage NAV
mode.
4.
Autopilot .................................. ENGAGE AS DESIRED if flight director commands are appropriate
If unable to restore Flight Director:
5.
FD Button .................................................................... PRESS to remove Flight Director from PFDs
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 77 of 175
BOTH ON ADC1, BOTH ON ADC2
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are
displaying data from the same Air Data Computer. Normally the pilot’s side displays ADC 1
information and the copilot’s side displays ADC 2 information. Refer to GARMIN G1000 Cockpit
Reference Guide and Pilot’s Guide for additional information.
1.
PFD (displaying data from opposite ADC) SENSOR softkey ................................................ PRESS
2.
ADC1 or ADC 2 softkey ..................................................................................SELECT on-side ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD)
3.
PFD Displays ................................................. CONFIRM “BOTH ON ADC 1” or “BOTH ON ADC 2”
message clears on both PFDs
4.
If message does not clear, refer to Abnormal Procedures - FAILED AIRSPEED, ALTITUDE,
AND/OR VERTICAL SPEED.
BOTH ON AHRS 1, BOTH ON AHRS 2
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are
displaying data from the same Attitude Heading Reference System. Normally the pilot’s side displays
AHRS 1 information and the copilot’s side displays AHRS 2 information. Refer to GARMIN G1000
Cockpit Reference Guide for additional information.
1.
PFD (displaying data from opposite AHRS) SENSOR softkey .............................................. PRESS
2.
AHRS1 or AHRS2 softkey ............................................................................... Select on-side AHRS
(AHRS1 for Pilot PFD, AHRS2 for copilot PFD)
3.
PFD Displays ............................................ CONFIRM “BOTH ON AHRS 1” or “BOTH ON AHRS 2”
message clears on both PFDs
4.
If message does not clear, refer to Abnormal Procedures - FAILED ATTITUDE AND/OR
HEADING
BOTH ON GPS 1, BOTH ON GPS 2
This message is displayed on both PFDs and indicates that both pilot and copilot PFDs are
displaying data from the same GPS/SBAS receiver. Normally the pilot’s side displays GPS 1 and the
copilot’s side displays GPS 2 and is not pilot selectable. This may be caused by operation outside
of SBAS satellite coverage in which case the non-selected GPS is still available in the event the
active GPS fails. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.
1.
GPS/SBAS Status ................................................................................................................. CHECK
a. Select AUX - GPS STATUS page on MFD.
b. Select GPS1 then GPS2 softkeys and verify sufficient satellite reception.
Beechcraft B300 and B300C King Air
Page 78 of 175
190-00716-03 Rev. 8
FAA APPROVED
USING ADC1 or ADC2
This message is displayed on both PFDs and indicates that both PFDs are displaying data from
the opposite side Air Data Computer. Normally the pilot’s side displays ADC 1 and the copilot’s
side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for additional information.
1. PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS
2. PILOT’S PFD ADC1 Softkey .................................................................................................. PRESS
3. PFD Displays .............................. CONFIRM “BOTH ON ADC1” message displayed on both PFDs
4. COPILOT’S PFD SENSOR Softkey....................................................................................... PRESS
5. COPILOT’S PFD ADC2 Softkey ............................................................................................ PRESS
6. PFD Displays ................................... CONFIRM “BOTH ON ADC 1” message clears on both PFDs
USING AHRS1 or AHRS2
This message is displayed on both PFDs and indicates that both PFDs are displaying data from
the opposite side Attitude Heading Reference System. Normally the pilot’s side displays AHRS 1
and the copilot’s side displays AHRS 2. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information.
1. PILOT’S PFD SENSOR Softkey ............................................................................................ PRESS
2. PILOT’S PFD AHRS1 Softkey ............................................................................................... PRESS
3. PFD Displays ............................ CONFIRM “BOTH ON AHRS1” message displayed on both PFDs
4. COPILOT’S PFD SENSOR Softkey....................................................................................... PRESS
5. COPILOT’S PFD AHRS2 Softkey .......................................................................................... PRESS
6. PFD Displays ................................. CONFIRM “BOTH ON AHRS 1” message clears on both PFDs
RADIO ALTIMETER FAILURE
This message is displayed on both PFDs and indicates that the radio altimeter has failed. The
and
annunciations will be displayed on both PFDs. The GTS 8000 TCAS II
will be inoperative, and the G1000 will no longer provide GPWS alerting. Refer to the TCAS II
SYSTEM FAILURE and GPWS FAIL procedures in this Section for additional information.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 79 of 175
SYNTHETIC VISION
If SVS displays information inconsistent with G1000 primary flight instrumentation, or if operating in
GRS 7800 DG FREE mode:
On the PFD:
1. PFD softkey ............................................................................................................................ PRESS
2. SYN VIS softkey..................................................................................................................... PRESS
3. SYN TERR key ...................................................................................................................... PRESS
4. SVS is removed from both PFD displays .............................................................................. VERIFY
Use G1000 primary displays for navigation and aircraft control.
If G1000 operation in display reversionary mode is required:
Select display backup mode on the G1000 system. When display backup mode is selected, the
MFD will initially present a non-SVS (blue sky over solid brown ground) display. SVS will be
presented on the backup display within 20 seconds if it was enabled on the PFD when display backup
was selected.
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 aircraft’s flaps and landing gear are not
in the landing position at low altitudes at groundspeeds less than 157 knots. Ensure the aircraft’s
landing gear and flaps are in the desired configuration.
TAWS INHIBIT
The TAWS Forward Looking Terrain Avoidance (FLTA) and Premature Descent Alerts (PDA) functions
may be inhibited to stop alerting if desired. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information.
To Inhibit TAWS:
1. Display the MAP – TAWS-A or MAP – TAWS-B page.
2. TAWS INH or INHIBIT Softkey .............................................................................................. PRESS
3. Verify a
MFD.
annunciation displays on both PFDs and in the lower right corner of the
Beechcraft B300 and B300C King Air
Page 80 of 175
190-00716-03 Rev. 8
FAA APPROVED
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
190-00716-03 Rev. 8
FAA APPROVED
annunciation is removed from both PFDs and the MFD.
Beechcraft B300 and B300C King Air
Page 81 of 175
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 aircraft 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 aircraft landing gear and flap configuration.
NOTE
Forward Looking Terrain Awareness alerts, Premature Descent Alerts, and Altitude Voice Callouts
will continue to function if TAWS is available.
Beechcraft B300 and B300C King Air
Page 82 of 175
190-00716-03 Rev. 8
FAA APPROVED
TCAS II
TCAS II TRAFFIC ADVISORY
(Amber
on PFD and aural “TRAFFIC, TRAFFIC” advisory)
Conduct a visual search for the intruder.
separation.
If successful, maintain visual acquisition to ensure safe
The pilot should not initiate evasive maneuvers using information from the traffic map display only on
a traffic advisory (TA) without visually sighting the traffic. These displays and advisories are intended
only for assistance in visually locating the traffic and lack the flight path trends necessary for use in
evasive maneuvering. However, unnecessary resolution advisories can be issued by TCAS II when
other aircraft are operating at an altitude adjacent to the one that has been assigned to the climbing or
descending TCAS aircraft. When climbing or descending in an environment where these unnecessary
advisories are considered likely to occur (based on either airspace design, air traffic communications,
visual acquisition or utilization of traffic displays), a reduction in vertical velocity is recommended until
reaching the assigned altitude. As appropriate, the vertical velocity should be reduced to a rate
between 500 and 1,500 ft/min, when approaching an altitude between 1,000 and 2,000 ft. above or
below the altitude assigned in the ATC instruction or clearance.
TCAS II SYSTEM FAILURE
If the amber
status annunciator is displayed on the PFDs and “FAIL”, “NO DATA,” DATA
FAILED,” or “FAILED” is displayed on the traffic map displays, the system will no longer provide traffic
information including Traffic or Resolution Advisories. The crew must visually acquire and maintain
separation from other aircraft.
TCAS II SYSTEM STANDBY
In flight, if the amber
status annunciator is displayed on the PFDs and “STANDBY”” is
displayed on the traffic map displays, the system will no longer provide traffic information including
Traffic or Resolution Advisories. The crew must visually acquire and maintain separation from other
aircraft. The TCAS should be placed into TA/RA or TA ONLY mode as appropriate. If the TCAS is
in Standby Mode while on the ground, it will be annunciated with a white
annunciator.
To Manually Place the TCAS II into TA/RA or TA ONLY Mode:
1. On Either PFD, XPDR/TFC Softkey....................................................................................... PRESS
2. MODE Softkey ....................................................................................................................... PRESS
3. TA ONLY or TA/RA Softkey ................................................................................................... PRESS
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
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Beechcraft B300 and B300C King Air
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190-00716-03 Rev. 8
FAA APPROVED
Section 4 - Normal Procedures
4B
Table of Contents
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES........................... 87
PREFLIGHT INSPECTION ........................................................................................... 87
BEFORE ENGINE STARTING ..................................................................................... 89
BEFORE TAXI .............................................................................................................. 90
TAXI .............................................................................................................................. 90
BEFORE TAKEOFF (RUNUP) ..................................................................................... 91
BEFORE TAKEOFF (FINAL ITEMS)............................................................................ 92
TAKEOFF ..................................................................................................................... 92
CRUISE WITHIN RVSM AIRSPACE ............................................................................ 92
CLIMB, CRUISE, AND DESCENT................................................................................ 93
ICING FLIGHT .............................................................................................................. 93
SHUTDOWN AND SECURING .................................................................................... 93
OTHER PROCEDURES ............................................................................................... 94
TRANSPONDER ..................................................................................................................................... 94
System software 0985.07 and GTX 33 or 33D: ................................................................................... 94
System Software 0985.08 or later and GTX 33 or 33D ....................................................................... 94
or System Software 0985.07 or later and GTX 3000: ......................................................................... 94
TCAS II .................................................................................................................................................... 94
AUTOPILOT OPERATION ........................................................................................... 95
VERTICAL MODES ................................................................................................................................ 95
VERTICAL SPEED (VS) MODE .......................................................................................................... 95
FLIGHT LEVEL CHANGE (FLC) MODE ............................................................................................. 95
ALTITUDE HOLD (ALT) MODE, MANUAL CAPTURE ....................................................................... 96
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV) ........................................................ 96
LATERAL MODES.................................................................................................................................. 97
HEADING MODE (HDG) ..................................................................................................................... 97
NAVIGATION (VOR)............................................................................................................................ 97
NAVIGATION (GPS DIRECT TO) ....................................................................................................... 97
NAVIGATION (GPS OBS Mode) ......................................................................................................... 98
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 85 of 175
APPROACHES ....................................................................................................................................... 98
ILS ........................................................................................................................................................ 98
ILS GLIDE SLOPE INOPERATIVE ................................................................................................... 100
RNAV (GPS) or RNAV (GNSS) - (LPV or LNAV/VNAV) ................................................................... 102
RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V) ................................................................. 104
VOR APPROACH .............................................................................................................................. 105
BACK COURSE (BC) ........................................................................................................................ 107
GO AROUND (GA) ............................................................................................................................... 108
AUTOPILOT COUPLED GO AROUND (GA) (ESP Equipped Airplanes Only) ............................. 110
SYNTHETIC VISION ............................................................................................................................. 111
Beechcraft B300 and B300C King Air
Page 86 of 175
190-00716-03 Rev. 8
FAA APPROVED
COM RADIO COMMUNICATIONS BEFORE STARTING ENGINES
To obtain an ATC clearance before starting the engines:
1.
BAT Switch (Master Switch) ......................................................................................................... ON
Use Pilot’s Audio Panel and Com 1 to Obtain ATC Clearance, then:
2.
BAT Switch (Master Switch) ....................................................................................................... OFF
NOTE
For aircraft that have incorporated SB 1707, the copilot’s audio panel and Com 2 may also be used.
PREFLIGHT INSPECTION
The following procedure is in addition to the AFM PREFLIGHT INSPECTION procedure and required
only if the airplane is RVSM compliant and will be operated in an RVSM environment.
RIGHT AFT FUSELAGE
1.
Right Side Fuselage Skin and Static Ports ...................................................................... CHECKED
2.
Verify that the static port openings are smooth and round, and that there is no foreign material in
the static port openings. Visually inspect the fuselage skin in the RVSM critical region (defined
by markings in the vicinity of the static ports) to verify the absence of skin defects, physical
damage, or large gaps and steps in the skin surface caused by improperly seated access panels
or hatches. Refer to Figure 1 – Right side mirrors the Left.
LEFT AFT FUSELAGE
1.
Left Side Fuselage Skin and Static Ports......................................................................... CHECKED
2.
Verify that the static port openings are smooth and round, and that there is no foreign material in
the static port openings. Visually inspect the fuselage skin in the RVSM critical region (defined
by markings in the vicinity of the static ports) to verify the absence of skin defects, physical
damage, or large gaps and steps in the skin surface caused by improperly seated access panels
or hatches. Refer to Figure 1.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 87 of 175
FWD
12 INCHES
STATIC PORTS
12 INCHES
14 INCHES
10 INCHES
Figure 1, RVSM Critical Region
Beechcraft B300 and B300C King Air
Page 88 of 175
190-00716-03 Rev. 8
FAA APPROVED
BEFORE ENGINE STARTING
These procedures should be conducted during the airplane’s AFM BEFORE ENGINE STARTING
checklist items, after the battery has been turned on and both AHRS have aligned.
NOTE
Autopilot preflight test will not begin until both AHRS have aligned. Autopilot Pre-Flight test begins
when the white PFT message is displayed on each PFD. Autopilot Pre-Flight test has successfully
completed when the white PFT message extinguishes and the autopilot disconnect tone sounds.
The autopilot disconnect tone status may be verified by engaging and disconnecting the autopilot
and verifying the disconnect tone sounds.
CAUTION
A red PFT or AFCS annunciator indicates a malfunction within the autopilot system. The autopilot,
yaw damper, and electric elevator trim will be inoperative. The rudder boost may be inoperative.
1.
Automatic Autopilot Preflight Test .................................................................................. COMPLETE
a. Red AFCS Annunciator......................................... ILLUMINATED DURING AHRS ALIGNMENT
b. Red AFCS Annunciator.......................... EXTINGUISHES When Autopilot Preflight Test Begins
c.
White PFT Annunciator ..................................................................ILLUMINATED (~ 5 Seconds)
d. White PFT Annunciator ........................................ EXTINGUISHES when preflight test complete
e. Autopilot Disconnect Tone ............................................................................................. SOUNDS
These procedures should be conducted after completing the airplane’s AFM BEFORE ENGINE
STARTING checklist items.
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
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 89 of 175
BEFORE TAXI
These procedures should be conducted after completing the airplane’s AFM BEFORE TAXI
checklist items before brake release.
1.
Standby Attitude Indicator ..................................................................................................... CHECK
a. PULL TO CAGE Knob ............................................................... PULL KNOB TO ERECT GYRO
b. Instrument Fail Flag ................................................. NOT DISPLAYED IN INSTRUMENT FACE
c.
2.
PFD1, PFD2, and Standby Attitude Indicator .......................... COMPARE and CROSS CHECK
Altimeters ................................................................................................. SET and CROSS CHECK
PFD 1, PFD 2, Standby Altimeter
If barometric pressure settings on the PFD1 and PFD2 altimeters differ by more than 0.03 in-Hg
(1 HPa), the baro display on both PFDs will be amber.
3.
Radar Altimeter ......................................................................................................................... TEST
a. RA TEST Softkey .............................................................................................................. PRESS
(MFD AUX – SYSTEM STATUS Page)
b. RA TEST Annunciation .........................................................ILLUMINATED on PFD1 and PFD2
c.
RA Display Window ................................................... Positive radar altitude on PFD1 and PFD2
d. RA Ground Reference .................................................................. Correlates to radar altitude on
PFD 1 and PFD 2 Altimeter displays
e. RA TEST Softkey ................................................................................... PRESS TO STOP TEST
f.
PFD1 and PFD2 Radar Altimeter Displays ......................................................................... 0 Feet
g. RA Ground Reference ........................................................ Correlates to 0 feet radar altitude on
PFD 1 and PFD 2 Altimeter displays
h. RA TEST Annunciation ........................................................... REMOVED from PFD1 and PFD2
TAXI
The following procedure should be accomplished while the aircraft is taxiing and prior to conducting
the airplane’s AFM BEFORE TAKEOFF (RUNUP) checklist.
NOTE
Taxiing the aircraft before a valid GPS position has been acquired can cause attitude and/or
heading display to indicate a failed condition. Interference from GPS repeaters or magnetic
anomalies can cause an intermittent loss of attitude and heading displays while the aircraft in on
the ground.
1.
Flight Instruments.................................................................................................................. CHECK
a. Compare attitude displayed by PFD1, PFD2, and Standby Attitude Indicator.
b. 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.
Beechcraft B300 and B300C King Air
Page 90 of 175
190-00716-03 Rev. 8
FAA APPROVED
NOTE
The standby compass is erratic during windshield anti-ice and/or air conditioner operation.
Windshield anti-ice and air conditioner must be OFF for heading verification check.
e. Verify turn rate and slip indicator display appropriately.
BEFORE TAKEOFF (RUNUP)
The following procedures supersede the same procedures in the airplane’s AFM BEFORE
TAKEOFF (RUNUP) checklist items.
1.
Yaw Damp ............................................................................................................................. CHECK
a. Yaw Damp .............................................................................................................................. ON
b. Rudder Pedals .................................................................. CHECK FOR ADDED RESISTANCE
c.
AP/YD DISC/TRIM INTRPT Button ................................................................................. PRESS
d. [RUD BOOST OFF] ............................................................................................. ILLUMINATES
e. Yaw Damp ........................................................................................ VERIFY DISCONNECTED
f.
Repeat Items a through c for copilot’s side
g. Rudder Boost Switch ............................................................................................................ OFF
[RUD BOOST OFF] - ILLUMINATED
h. Rudder Boost Switch ...................................................................................... RUDDER BOOST
[RUD BOOST OFF] - EXTINGUISHED
2.
Electric Pitch Trim ................................................................................................................. CHECK
a. Pilot’s Control Wheel
 Left and Right Segments .............................................................. ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)
 Left and Right Segments ................................................................... ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)
 With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button....................................................... PRESS AND HOLD
(verify elevator tab wheel motion stops)
 Manually Operate Elevator Tab Wheel ... VERIFY Pitch Trim Servo is Not Engaged
b. Copilot’s Control Wheel (If Installed)
 Left and Right Segments .............................................................. ACTUATE INDIVIDUALLY
(Verify there is no elevator tab wheel movement)
 Left and Right Segments ................................................................... ACTUATE TOGETHER
(Verify proper elevator tab wheel movement)
 With Elevator Tab Wheel in Motion,
AP/YD DISC / TRIM INTRPT Button....................................................... PRESS AND HOLD
(verify elevator tab wheel motion stops)
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 91 of 175

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
c.
3.
Press GA Button on Left power lever ........ VERIFY FD Command Bars show Takeoff Attitude
‘TO / / TO’ is Annunciated in Mode Window on Both PFDs
V1, VR, V2, Static Takeoff Power ......................................................................... SET OR CONFIRM
BEFORE TAKEOFF (FINAL ITEMS)
These procedures should be conducted after completing the airplane’s AFM BEFORE TAKEOFF
(FINAL ITEMS) checklist.
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.
Beechcraft B300 and B300C King Air
Page 92 of 175
190-00716-03 Rev. 8
FAA APPROVED
CLIMB, CRUISE, AND DESCENT
Disengage autopilot and yaw damper and re-trim the airplane in roll and/or yaw, if slight dutch roll
activity is observed. Re-engage the autopilot and yaw damper after trimming the airplane.
ICING FLIGHT
IN FLIGHT
WARNING
DUE TO DISTORTION OF THE WING AIRFOIL, ICE ACCUMULATION ON THE LEADING EDGES
CAN CAUSE A SIGNIFICANT LOSS IN RATE OF CLIMB AND IN SPEED PERFORMANCE, AS WELL
AS INCREASES IN STALL SPEED. EVEN AFTER CYCLING THE DEICE BOOTS, THE ICE
ACCUMULATION REMAINING ON THE BOOTS AND UNPROTECTED AREAS OF THE AIRPLANE
CAN CAUSE LARGE PERFORMANCE LOSSES. FOR THE SAME REASON, THE AURAL STALL
WARNING SYSTEM MAY NOT BE ACCURATE AND SHOULD NOT BE RELIED UPON. UNDER
THESE CONDITIONS, ESP AND AUTOPILOT UNDERSPEED PROTECTION MAY ALSO NOT BE
ACCURATE AND SHOULD NOT BE RELIED UPON.
SHUTDOWN AND SECURING
These procedures should be conducted after the Battery and Generator Switches have been turned
OFF in the AFM Shutdown and Securing checklist, and before the flight crew vacates the cockpit.
1.
Standby Battery 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).
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 93 of 175
OTHER PROCEDURES
TRANSPONDER
With system software version 0985.07 or later, the GTX 33, 33D, or 3000 transponder ADS-B OUT system
has been shown to meet the requirements of 14 CFR 91.227. The ADS-B OUT system should be
operational during all phases of flight, including airport surface movement operations.
System software 0985.07 and GTX 33 or 33D:
To place the transponder in ADS-B OUT Mode, ensure the ADS-B TX softkey is selected ON
(highlighted) in the PFD XPDR menu.
System Software 0985.08 or later and GTX 33 or 33D
or System Software 0985.07 or later and GTX 3000:
The ADS-B OUT system is operational when the active transponder is in the ON or ALT modes.
Select these modes in the PFD XPDR menu.
While on ground in ON or ALT modes, ON or ALT is annunciated in white. This indicates that
ADS-B OUT is functioning, but the transponder Mode A or Mode C is NOT functioning. In air,
ON or ALT is annunciated in green. This indicates that ADS-B OUT is functioning, and Mode A
or Mode C is also functioning. The transition from white to green or green to white
annunciations happens automatically on take-off and landing.
TCAS II
For airplanes equipped with the GTS 8000 TCAS II system:
The GTS 8000 TCAS II system will normally transition between the appropriate STANDBY, TA ONLY and
TA/RA modes automatically. During airport surface movement operations, the GTS 8000 will normally be
in STANDBY Mode. The TCAS II should not be manually placed into TA ONLY or TA/RA mode during
surface movement operations.
The TCAS II should be tested as part of cockpit preparation during preflight inspection. The G1000
systems should be operating in their normal mode prior to performing a TCAS II test. A successful TCAS
test will result in the aural message “TACS II System Test Passed” being played, and no TCAS FAIL
annunciations observed on the PFDs or MFD.
To test the GTS 8000 TCAS II from the PFD:
1.
XPDR/TFC Softkey on PFD ................................................................................................... PRESS
2.
TCAS Softkey ......................................................................................................................... PRESS
3.
TEST Softkey ......................................................................................................................... PRESS
To test the GTS 8000 TCAS II from the MFD:
1.
View the MAP – TRAFFIC MAP page.
2.
TEST Softkey ......................................................................................................................... PRESS
NOTE
Use of the TCAS II system test function in flight will inhibit TCAS II until the test is completed.
Beechcraft B300 and B300C King Air
Page 94 of 175
190-00716-03 Rev. 8
FAA APPROVED
AUTOPILOT OPERATION
Autopilot/Flight Director mode annunciations on the PFDs displayed in green indicate active
autopilot/flight director modes. Annunciations displayed in white indicate armed autopilot/flight
director modes. Normal mode transitions will flash inverse video green/black for 10 seconds
before becoming steady green. Abnormal mode transitions will flash amber for 10 seconds before
the default mode is annunciated as the active mode.
Default autopilot/flight director modes are Pitch (PIT) and Roll (ROL) modes.
The XFR button on the mode control panel selects the navigation, attitude, and air data inputs the
autopilot / flight director uses. Pressing the XFR button transfers these selections to the opposite
side and causes the autopilot / flight director to drop selected lateral and vertical modes and engage
the default PIT and ROL modes. The pilot must re-select the desired modes.
VERTICAL MODES
VERTICAL SPEED (VS) MODE
1. Altitude Preselect ................................................................................... SET to Desired Altitude
2. Press VS Button ............................................. GREEN ‘VS’, White ‘ALTS’ annunciated on PFD
3. Vertical Speed Reference........................................................... ADJUST using UP / DN Wheel
4. Green ‘ALT’..................................................................... VERIFY UPON ALTITUDE CAPTURE
FLIGHT LEVEL CHANGE (FLC) MODE
1. Altitude Preselect ................................................................................... SET to Desired Altitude
2. Press FLC Button ......................................... GREEN ‘FLC’, White ‘ALTS’ annunciated on PFD
3. AIRSPEED Reference ................................................................ ADJUST using UP / DN Wheel
4. Green ‘ALT’..................................................................... VERIFY UPON ALTITUDE CAPTURE
NOTE
If the altitude preselect is not changed before selecting FLC, the autopilot may re-capture
the current altitude immediately after entering FLC mode. Always ensure that the altitude
preselect is adjusted prior to selecting FLC.
Pressing the SPD button while in FLC Mode toggles the airspeed reference between KIAS
and Mach. FLC will automatically transition from Mach to KIAS reference during a
descent when the current Mach reference equals 260 KIAS. FLC will not automatically
transition from KIAS to a Mach reference during a climb.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 95 of 175
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 aircraft will overshoot the
reference altitude and then return to it. The amount of overshoot will depend on the
vertical speed when the ALT button is pressed.
ENROUTE AND TERMINAL VERTICAL NAVIGATION (VNAV)
VNAV Descent
Vertical navigation will only function when the navigation source is GPS navigation. VNAV will
not function if the navigation source is VOR, Localizer, or ADF. The airplane’s heading must
be within 75° of the desired GPS course and within 10 NM cross track error in order 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.
Beechcraft B300 and B300C King Air
Page 96 of 175
190-00716-03 Rev. 8
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
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 97 of 175
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)
Beechcraft B300 and B300C King Air
Page 98 of 175
190-00716-03 Rev. 8
FAA APPROVED
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend when the airplane intercepts and turns inbound on the final approach
course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.
c.
HSI CDI ......................................................... VERIFY CDI automatically changes to LOC
Course pointer slews to the front course
d. Pathways ......................................................................................................... AS DESIRED
e. Mode Control Panel ............................................. PRESS APR, Verify LOC and GS armed
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
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 99 of 175
7. At Decision Altitude (DA),
a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS
Continue visually for a normal landing
Or
b. GO AROUND button
(on left power lever) ...............................................PRESS, Execute Go Around Procedure
NOTE
For TAWS-A equipped aircraft: When executing a missed approach from an ILS approach,
occasional Glideslope Deviation cautions may be received while establishing the missed
approach climb, even if the aircraft is not below the ILS glideslope. This is caused by
transitioning through ILS glideslope side lobe signals. If the Glideslope Deviation alert
annunciates during the initial portion of the go-around, continue to execute the go-around
procedure and fly the appropriate missed approach procedure.
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.
Beechcraft B300 and B300C King Air
Page 100 of 175
190-00716-03 Rev. 8
FAA APPROVED
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Control Panel .................................................................... PRESS NAV (GPS Mode)
NOTE
The airplane will navigate in GPS mode throughout the intermediate portion of the
approach procedure. When the airplane is inbound towards the final approach course,
the CDI will automatically switch from GPS navigation to LOC navigation.
d. Pathways ......................................................................................................... AS DESIRED
e. VERIFY ................................................................. Course pointer slews to the front course
4. Established inbound on Final Approach Course (FAF Active Waypoint)
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ............................................................................. LOC is annunciated on the HSI
5. Airspeed ..................................................MAINTAIN 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
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 101 of 175
RNAV (GPS) or RNAV (GNSS) - (LPV or LNAV/VNAV)
1. Load the approach into the Active Flight Plan.
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend when the airplane intercepts and turns inbound on the final approach
course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.
c.
VERIFY ................................................................. Course pointer slews to the front course
d. Pathways ......................................................................................................... AS DESIRED
e. Mode Control Panel ............................................. PRESS APR, Verify GPS and GP armed
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Control Panel .............................. PRESS APR, Verify GPS mode active, GP armed
d. Pathways ......................................................................................................... AS DESIRED
e. VERIFY ................................................................. Course pointer slews to the front course
4. Established inbound on Final Approach Course
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ............................................................ LPV 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
Beechcraft B300 and B300C King Air
Page 102 of 175
190-00716-03 Rev. 8
FAA APPROVED
7. At Decision Altitude (DA):
a. A/P Y/D DISC TRIM INTRPT Switch ........................................................................ PRESS
Continue visually for a normal landing
Or
b. GO AROUND button
(on left power lever) ...............................................PRESS, Execute Go Around Procedure
NOTE
If SBAS is unavailable before conducting an LNAV/VNAV approach, the G1000 will revert to
baro VNAV operation with automatic temperature compensation on the final approach
segment. The baro VNAV glidepath may be intercepted and flown in the same manner as
an SBAS generated glidepath.
For G1000 System Software version 0985.07:
Refer to the G1000 Pilot’s Guide, 190-01343-01 Revision A or later, for additional information
on manually applying temperature compensation to other segments of an approach and
approach minima.
For G1000 System Software version 0985.08 and later:
Refer to the G1000 Pilot’s Guide, 190-01343-02 Revision A or later, for additional information
on manually applying temperature compensation to other segments of an approach and
approach minima.
For RNAV (GPS) approaches that prohibit WAAS for VNAV, ‘WAAS VNAV NA’, WAAS is
inhibited on the AUX-GPS Status page, select SBAS softkey, highlight WAAS in the SBAS
selection box, and press the ENTER button. Reselect WAAS after completing the approach
so SBAS is available for the next flight.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 103 of 175
RNAV (GPS) or RNAV (GNSS) - (LNAV, LP, LNAV + V)
1. Load the approach into the Active Flight Plan.
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or MFD.......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend when the airplane intercepts and turns inbound on the final approach
course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.
c. VERIFY ........................................................... Course pointer slews to the inbound course
d. Pathways ......................................................................................................... AS DESIRED
e. Mode Controller..................................................................................... PRESS APR Button
GPS will be the active lateral mode,
GP will ARM if the procedure provides a glidepath
If Flying Full Approach Including Transition:
3. Airplane cleared to an initial approach fix
a. ACTIVATE THE APPROACH from the PROC page,
Or
ACTIVATE a DIRECT TO ( D ) the IAF
b. HSI CDI ...................................................................................... SELECT GPS Nav Source
c.
Mode Controller..................................................................................... PRESS APR Button
GPS will be the active lateral mode,
GP will ARM if the procedure provides a glidepath
d. Pathways ......................................................................................................... AS DESIRED
4. Established inbound on Final Approach Course (FAF Active Waypoint)
a. VERIFY ................................................ Course Pointer is set to the final approach course
b. VERIFY ..................................................LNAV+V, LP or LNAV is annunciated on the HSI
c.
VERIFY .......................................................... GP Deviation Scale Displays (if applicable)
d. PRESELECT ..................................................................Minimum Descent Altitude (MDA)
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
Beechcraft B300 and B300C King Air
Page 104 of 175
190-00716-03 Rev. 8
FAA APPROVED
NOTE
Some RNAV (GPS) or (GNSS) approaches provide a vertical descent angle as an aid in
flying a stabilized approach. These approaches are NOT considered Approaches with
Vertical Guidance (APV). Approaches that are annunciated on the HSI as LNAV or LNAV+V
are considered Nonprecision Approaches (NPA) and are flown to an MDA even though
vertical glidepath (GP) information may be provided. Approaches that are annunciated on
the HSI as LP will not have vertical glidepath (GP) information provided.
6. At the FAF ......................................................................... Descend via GP if LNAV+V approach
Use desired vertical mode to fly the approach’s vertical profile if LNAV approach
Use Altitude Preselect to level off at intermediate altitudes and at the MDA
NOTE
It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS
alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.
CAUTION
The autopilot/flight director will not capture ALT if descending in GP mode.
7. Level airplane in ALT mode at MDA ............................... PRESS NAV button 200 ft above MDA
If airplane is descending via GP, GP will extinguish and PIT mode will be active and
airplane will capture MDA.
8. AFTER LEVELING AT MDA ....................... SET Missed Approach Altitude In Altitude Preselect
VOR APPROACH
1. Load the approach into the Active Flight Plan ..................................... VERIFY the G1000 tunes
the proper VOR frequency
2. Approach Minimums ............................................... SET ON TMR/REF page (if not already set)
If Flying Vectors-To-Final:
3. Airplane on Vectors-To-Final
a. Mode Control Panel .................................................. PRESS HDG to fly ATC radar vectors
b. PROC button on PFDs or GCU ......................SELECT ‘ACTIVATE VECTORS-TO-FINAL’
NOTE
SUSP may annunciate on the HSI when Vectors-To-Final is selected. The flight plan will
automatically unsuspend when the airplane intercepts and turns inbound on the final approach
course. When automatic flight plan waypoint sequencing resumes, SUSP will extinguish.
c.
HSI CDI ....................................................................... PRESS until VOR navigation source
To be used for the approach displays
d. Course Pointer ..................................................... Set to inbound course (if not already set)
e. Mode Control Panel ......................................................... PRESS APR, verify VAPP armed
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 105 of 175
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
Beechcraft B300 and B300C King Air
Page 106 of 175
190-00716-03 Rev. 8
FAA APPROVED
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
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 107 of 175
NOTE
If the Course Deviation Indicator (CDI) is greater than one dot from center, the autopilot
will arm the BC mode and indicate BC in white on the PFD. The pilot must ensure that the
current heading will result in a capture of the selected course. If the CDI is one dot or less
from center, the autopilot will enter the capture mode when the APR button is pressed and
annunciate BC in green on the PFD.
5. Airspeed ..................................................MAINTAIN 120 KIAS OR GREATER (Recommended)
6. At the FAF .................................. Use desired vertical mode to fly the approach’s vertical profile
Use Altitude Preselect to level off at intermediate altitudes and at the MDA
NOTE
It is recommended to descend at 1000 ft/min or less. Descending at a higher rate or
reaching MDA too far before the Visual Descent Point (VDP) could cause TAWS or GPWS
alerts. If a TAWS or GPWS WARNING is issued, immediately follow the TAWS OR GPWS
WARNING procedure in the EMERGENCY PROCEDURES Section of this AFMS.
7. AFTER LEVELING AT MDA ....................... SET Missed Approach Altitude In Altitude Preselect
GO AROUND (GA)
1. Control Wheel ................................................................................................... GRASP FIRMLY
2. GO AROUND button (left power lever) .................................. PUSH – Verify GA / / GA on PFD
in lateral and vertical mode fields
3. Rotate to Go Around attitude ........................................... Follow Flight Director Command Bars
4. Balked Landing ........................................................................................................... EXECUTE
5. Mode Control Panel ....................... PRESS NAV to Fly Published Missed Approach Procedure
PRESS HDG to Fly ATC Assigned Missed Approach Heading
NOTE
The pilot is responsible for initial missed approach guidance in accordance with published
procedure. The G1000 may not provide correct guidance until the aircraft is established
on a defined leg of the procedure.
6. Altitude Preselect ..................................................................VERIFY Set to appropriate altitude
At An Appropriate Safe Altitude:
7. Mode Control Panel ................................................................................ AP to Engage Autopilot
Beechcraft B300 and B300C King Air
Page 108 of 175
190-00716-03 Rev. 8
FAA APPROVED
NOTE
When the GA button is pressed, the Flight Director command bars will command 8° nose
up and wings level, the HSI nav source automatically switches to GPS, the flight plan
sequences to the first published missed approach leg, and automatic leg sequencing
resumes. The autopilot will disconnect if the ESP option is not installed. If ESP is
installed, the autopilot will not disconnect with a GA button press. The AFCS will fly the
published missed approach procedure once the aircraft is established on a segment of the
missed approach procedure, the autopilot is engaged, and NAV mode is selected.
The flight plan can only contain one approach procedure at a time. If the pilot attempts to
load another instrument approach at this time, the airplane will depart from the missed
approach procedure and turn directly towards the first waypoint in the new approach. Do
not attempt to load or activate a new approach while flying the missed approach procedure
until ready to fly the new approach.
Recommended Procedures Following a Missed Approach:
1. To repeat the instrument approach procedure currently loaded into the flight plan:
a. Activate Vectors-To-Final if being radar vectored by ATC,
Or
b. If flying the entire instrument approach procedure, activate a DIRECT TO the desired
initial waypoint. Follow the appropriate procedure for the instrument approach being
flown.
2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the
alternate before leaving the missed approach holding fix):
a. Highlight the first enroute waypoint in the flight plan
b. Begin entering waypoints in the desired route order. Do not attempt to load a new
approach at this time.
c. CLR all waypoints after the last waypoint in the route to the alternate and the
currently loaded instrument approach header.
d. When ready to proceed to the alternate, highlight the first enroute waypoint in the
route to the alternate airport. ACTIVATE a DIRECT TO that waypoint.
e. When enroute to the alternate, a new instrument approach may be loaded into the
flight plan.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 109 of 175
AUTOPILOT COUPLED GO AROUND (GA)
(ESP Equipped Airplanes Only)
1. Control Wheel ................................................................................................... GRASP FIRMLY
2. GO AROUND button (left power lever) .................................. PUSH – Verify GA / / GA on PFD
in lateral and vertical mode fields, autopilot will not disengage.
3. Autopilot ............................. VERIFY airplane pitches up following flight director command bars
4. Balked Landing ........................................................................................................... EXECUTE
5. Mode Control Panel ....................... PRESS NAV to Fly Published Missed Approach Procedure
PRESS HDG to Fly ATC Assigned Missed Approach Heading
NOTE
The pilot is responsible for initial missed approach guidance in accordance with published
procedure. The G1000 may not provide correct guidance until the airplane is established
on a defined leg of the procedure.
6. Altitude Preselect ..................................................................VERIFY Set to appropriate altitude
NOTE
In ESP equipped airplanes, when the GA button is pressed the Flight Director command
bars will command 8° nose up and wings level, the HSI nav source automatically switches
to GPS, the flight plan sequences to the first published missed approach leg, and automatic
leg sequencing resumes. The autopilot will remain engaged, and fly the published missed
approach procedure once the airplane is established on a segment of the missed approach
procedure and NAV mode is selected.
The flight plan can only contain one approach procedure at a time. If the pilot attempts to
load another instrument approach at this time, the airplane will depart from the missed
approach procedure and turn directly towards the first waypoint in the new approach. Do
not attempt to load or activate a new approach while flying the missed approach procedure
until ready to fly the new approach.
Recommended Procedures Following a Missed Approach:
1. To repeat the instrument approach procedure currently loaded into the flight plan:
a. Activate Vectors-To-Final if being radar vectored by ATC,
Or
b. If flying the entire instrument approach procedure, activate a DIRECT TO the desired
initial waypoint. Follow the appropriate procedure for the instrument approach being
flown.
2. To proceed to an alternate airport (This procedure will allow the pilot to enter the route to the
alternate before leaving the missed approach holding fix):
a. Highlight the first enroute waypoint in the flight plan
b. Begin entering waypoints in the desired route order. Do not attempt to load a new
approach at this time.
c. CLR all waypoints after the last waypoint in the route to the alternate and the
currently loaded instrument approach header.
d. When ready to proceed to the alternate, highlight the first enroute waypoint in the
route to the alternate airport. ACTIVATE a DIRECT TO that waypoint.
e. When enroute to the alternate, a new instrument approach may be loaded into the
flight plan.
Beechcraft B300 and B300C King Air
Page 110 of 175
190-00716-03 Rev. 8
FAA APPROVED
SYNTHETIC VISION
Use of Pathways
If Synthetic Terrain is displayed on the PFD, the Pathways may be used to assist the pilot’s awareness of
the programmed lateral and vertical navigation path. The following sections describe the basic use of the
Pathways in various flight segments. For more detailed information, consult the G1000 Pilot’s Guide.
Departure
Prior to departure, load and activate the desired flight plan into the G1000 FMS, set the initial altitude on
the G1000 altitude selector and select GPS on the HSI display just as you would without the SVS system.
The programmed flight path will be displayed as a series of magenta boxes along the path at the flight plan
altitude subject to the following conditions;

If the first segment of the flight plan is a heading to altitude leg, the Pathway will not be displayed
for that segment. The first Pathway segment displayed will be the first GPS course leg.

The Pathway must be within the SVS field of view of 30 degrees left and 35 degrees right. If the
programmed path is outside that field of view, the Pathways will not be visible on the display until
the aircraft has turned toward the course.

The Pathway will be displayed at either the altitude selected on the G1000 selector OR the altitude
published for the procedure (e.g. SID) WHICHEVER IS HIGHER.
After departure, the primary aircraft control must be by reference to the primary aircraft instruments. The
SVS and Pathway displays should be used to aid in awareness of the terrain and programmed flight path.
Prior to intercepting the programmed course, the Pathway will be displayed as a series of magenta “boxes”
with pointers at each corner that point in the direction of the programmed course. The Pathway boxes will
not be displayed on portions of the course line that would lead the pilot to intercept the course in the wrong
direction.
As the aircraft approaches the center of the programmed course and altitude, the number of Pathway boxes
will decrease to a minimum of four.
Enroute
When enroute, the Pathway will be displayed along the lateral path defined by the flight plan, at the altitude
selected on the G1000 altitude selector.
Flight plan changes in altitude that require a climb will be indicated by the Pathway being displayed as a
level path at the altitude entered for the current flight plan leg. Because the G1000 system does not have
information available to it about aircraft performance, climb profiles are not displayed by the Pathway.
If the programmed flight plan includes one or more defined VNAV descent segments, the descent path(s)
will be displayed by the Pathway as prompted by the G1000 FMS.
If the flight plan includes a significant change in course at a waypoint, the Pathway boxes toward the
currently active waypoint will be magenta in color. The boxes defining the next flight plan segment may
be visible, but will be displayed in a white color.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 111 of 175
Leg 2
Leg 3
TOD
Leg 1
VPTH displayed by Pathway
Climb NOT displayed by Pathway
Enroute Pathway Altitude Display
Approach
During an approach transition with the GPS CDI active, the Pathway will be displayed along the lateral path
defined by the flight plan, at the altitude selected on the G1000 altitude selector. Pathway will be displayed
at least up to the Final Approach Fix on all instrument approach procedures.
For ILS, LNAV/VNAV, LNAV+V and LPV approaches, the Pathway will display the lateral and vertical
descent segments from the glideslope or glidepath intercept altitude, down to the Decision Altitude. For
all other non-precision approaches, Pathway will not display beyond the Final Approach Fix until the missed
approach segment become active.
In all cases, the pilot must still ensure that the aircraft complies with the requirements of the published
instrument approach procedure.
Missed approach
When the missed approach is selected on the G1000 FMS, the Pathway to the Missed Approach Holding
Point will be displayed just as described for the departure segment.
The pilot must assure that the aircraft path will, at all times, comply with the requirements of the published
missed approach procedure.
If the initial missed approach leg is heading-to-altitude or a leg defined by other than a GPS course, the
Pathway will not be displayed for that segment.
If the course to the Missed Approach Holding Point is out of the SVS field of view during the initial missed
approach climb, the Pathway will not be visible on the PFD until the aircraft is turned toward the course.
The Pathway will be displayed at the published missed approach altitude OR the altitude set on the G1000
altitude selector WHICHEVER IS HIGHER. If the G1000 altitude selector is set to MDA on the final
approach segment and not reset during the initial missed approach, the Pathway will still be displayed at
the published missed approach altitude.
Beechcraft B300 and B300C King Air
Page 112 of 175
190-00716-03 Rev. 8
FAA APPROVED
FAF
ALTITUDE
MAP
Heading
Pathway NOT displayed on heading
and turn segments
MAHP
Missed Approach Pathway Display
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 113 of 175
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Beechcraft B300 and B300C King Air
Page 114 of 175
190-00716-03 Rev. 8
FAA APPROVED
190-00716-03 Rev. 8
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
5B
Section 5 – Performance
Beechcraft B300 and B300C King Air
Page 115 of 175
Altimeter Correction - Ft
(Add to Indicated Altitude)
Beechcraft B300 and B300C King Air
Page 116 of 175
190-00716-03 Rev. 8
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
6B
No Change. Refer to basic Aircraft Flight Manual or appropriate supplement.
190-00716-03 Rev. 8
FAA APPROVED
Beechcraft B300 and B300C King Air
Page 117 of 175
This page intentionally left blank.
Beechcraft B300 and B300C King Air
Page 118 of 175
190-00716-03 Rev. 8
FAA APPROVED
Section 7 - Systems Description
7B
Table of Contents
GENERAL................................................................................................................... 120
G1000 INTEGRATED AVIONICS ............................................................................... 120
SYSTEM OVERVIEW ........................................................................................................................... 120
INSTRUMENT PANEL .......................................................................................................................... 120
FLIGHT CONTROLS .................................................................................................. 134
AFCS, AUTOPILOT, FLIGHT DIRECTOR AND RUDDER BOOST .................................................... 134
ELECTRIC ELEVATOR TRIM .............................................................................................................. 138
ELECTRONIC STABILITY & PROTECTION (ESP) ............................................................................ 139
FLIGHT INSTRUMENTS ............................................................................................ 143
G1000 FLIGHT INSTRUMENTS........................................................................................................... 143
STANDBY FLIGHT INSTRUMENTS .................................................................................................... 143
ENGINE INSTRUMENTATION ................................................................................... 144
PROPELLER SYNCHROPHASER ...................................................................................................... 145
ELECTRICAL SYSTEM .............................................................................................. 145
INVERTERS .......................................................................................................................................... 145
POWER DISTRIBUTION ...................................................................................................................... 145
STANDBY BATTERY POWER SUPPLY ............................................................................................. 148
LIGHTING SYSTEMS ................................................................................................. 149
COCKPIT .............................................................................................................................................. 149
PITOT AND STATIC SYSTEM ................................................................................... 149
PITOT .................................................................................................................................................... 149
STATIC .................................................................................................................................................. 150
GROUND COMMUNICATIONS .................................................................................. 150
SYNTHETIC VISION ................................................................................................... 151
TAWS AND GPWS ..................................................................................................... 155
GTS 8000 TCAS II ...................................................................................................... 156
APPROACH BARO VNAV ......................................................................................... 165
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 119 of 175
GENERAL
This section supplements the Systems Description chapter in the aircraft’s original Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual. This section will follow the format and layout of the
chapter in the original manual. Only topics changed by the installation of the G1000 integrated avionics
system will be addressed in this supplement.
The G1000 system is an integrated system that presents flight instrumentation, navigation, communication,
weather 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 Pilot’s Guide and Cockpit Reference Guide
Beechcraft 300/B300 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 down-linked weather information for weather
avoidance and situational awareness.
INSTRUMENT PANEL
The G1000 Instrument Panel consists of two 10 inch LCD Primary Flight Displays, one 15 inch LCD MultiFunction Display, two audio panels, autopilot / flight director mode control panel, an MFD controller, and
three 2 ¼ inch standby instruments. The ADF control head was relocated from the radio stack location on
the instrument panel to the pedestal.
Beechcraft B300 and B300C King Air
Page 120 of 175
190-00716-03 Rev. 8













2992
1013
ALT
1000
Figure 2, Instrument Panel
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 121 of 175
Figure 3, Pilot's Control Wheel
Beechcraft B300 and B300C King Air
Page 122 of 175
190-00716-03 Rev. 8
Figure 4, Copilot's Control Wheel With Trim Switches
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 123 of 175
Figure 5, Copilot's Control Wheel Without Trim Switches
Beechcraft B300 and B300C King Air
Page 124 of 175
190-00716-03 Rev. 8
Figure 6, Overhead Panel
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 125 of 175
OFF
MASTER
PANEL
LIGHTS
ON
CABIN
LIGHTS
BRIGHT
OFF
OXYGEN
MASK
BRT
BRT
BRT
PILOT
OVHD
FLOOD
OFF
PILOT
MIC
NORMAL
STANDBY
INSTRUMENT
LIGHTS
OFF
PILOT
PFD
OFF
FAST
WINDSHIELD WIPER
OFF
PARK
SLOW
DO NOT OPERATE ON
DRY GLASS
D
I
M
OFF
FURN
COFFEE
ON
F
O
U
N
R
N
BRT
MFD
OFF
BRT
INSTR
INDIRECT
OFF
FSB
NO SMK
FSB
BRT
O
F
F
OVHD PED
& SUBPANEL
OFF
BRT
COPILOT
OVHD
FLOOD
OFF
BRT
OXYGEN
MASK
COPILOT
MIC
NORMAL
SIDE
PANEL
OFF
BRT
CLOCKS
OFF
BRT
COPILOT
PFD
OFF
Figure 7, Left Side Circuit Breaker Panel (Airplanes FL-1Thru FL-119, FL-121, FN-1,
FM-1 Thru FM-8)
Beechcraft B300 and B300C King Air
Page 126 of 175
190-00716-03 Rev. 8
STANDBY
PUMP
10
FIRE
WALL
VALVE
5
5
AUX
FUEL
FER
5
QTY
IND
5
PRESS
WARN
LEFT
5
QTY
WARN
5
CROSS
FEED
FUEL SYSTEM
5
5
5
ENG FIRE EXT
RIGHT
LEFT
5
QTY
WARN
5
QTY
IND
5
ENTRY
LIGHTS
RIGHT
PRESS
WARN
5
AVIONICS
10
STANDBY
PUMP
BATTERY BUS
5
AUX
FUEL
FER
5
BAT
RELAY
5
FIRE
WALL
VALVE
1/2
BUS
CONT
Figure 8, Left Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380, FL-
382, FM-9 Thru FM-11)
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 127 of 175
LEFT
5
RIGHT
5
LIGHTS
5
ENTRY
5
AUX
FUEL
FER
5
QTY
IND
5
RELAY
5
BAT
5
PRESS
WARN
LEFT
AVIONICS
BATTERY BUS
10
5
ENG FIRE EXT
STANDBY
PUMP
FIRE
WALL
VALVE
CONT
1/2
BUS
5
QTY
WARN
FUEL SYSTEM
5
CROSS
FEED
5
QTY
WARN
5
5
QTY
IND
5
AUX
FUEL
FER
10
5
SIGNAL
COND
5
RIGHT
5
GEA
5
5
5
FIRE
WALL
VALVE
5
OIL
PRESSURE
STANDBY
PUMP
ENGINE INSTRUMENTS
LEFT
RIGHT
TORQUE
5
5
PRESS
WARN
Figure 9, Left Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12
and After)
Beechcraft B300 and B300C King Air
Page 128 of 175
190-00716-03 Rev. 8
5
RIGHT
5
LEFT
ENG FIRE EXT
5
FIRE
WALL
VALVE
LIGHTS
5
ENTRY
10
5
QTY
IND
5
RELAY
5
BAT
5
PRESS
WARN
LEFT
AVIONICS
BATTERY BUS
5
AUX
STANDBY TRANS
PUMP
FER
CONT
1/2
BUS
5
QTY
WARN
FUEL SYSTEM
5
CROSS
FEED
5
QTY
WARN
5
RIGHT
PRESS
WARN
AUX
TRANS
FER
5
QTY
IND
5
10
STANDBY
PUMP
5
FIRE
WALL
VALVE
BUS
TPL FED
L GEN
R GEN
Figure 10, Right Side Circuit Breaker Panel (Airplanes FL-1 Thru FL-119, FL-121, FN-1,
FM-1 Thru FM-8)
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 129 of 175
AVIONICS
L GEN
TPL FED
TPL FED
R GEN
L GEN
TPL FED
TPL FED
5
IND
5
IND
15
2
ALTM
SMS
5
RADIO
RIGHT
5
BLEED
AIR
CONTROL
15
5
2
ADF
DME
2
R GEN
5
LIGHTER
10
5
LEFT
RIGHT
5
CHIP
DETR
5
5
PROP
DEICE
5
5
RIGHT
RIGHT
7.5
RESET
5
7.5
BUS
TIE
7.5
5
PFD 2
FAN
1
MFD
RIGHT
1
0.5
0.5
DEICE
5
7.5
7.5
BUS
TIE
POWER
MASTER
5
5
ADC 1
L GEN
25
AVIONICS
BUS
TPL FED
25
AVIONICS
BUS
5
PFD 1
AUDIO
5
CABIN
5
AHRS 2
LINK
5
DATA
R GEN
25
5
RCDR
2
VOICE
5
GIA 2
2
WIFI
2
FDR
NO 2
5
AUDIO
NO 1
5
AUDIO
5
GIA 1
SECONDARY POWER
5
AHRS 1
WARN
1
AURAL
5
ADC 2
5
TRFC
5
RADAR
NO 2
5
COMM
NO 1
5
COMM
PRIMARY POWER
5
AHRS 1
AVIONICS
PFD/GIA
FANS AVIONICS
BUS
1
LEFT
5
MFD
5
PFD 1
BUS CONTROL
DEICE
TIE
CONTROL
POWER POWER
AVIONICS
CONTROL
RIGHT
5
MN ENG
ANTI
ICE
5
RIGHT
5
SIGNAL
COND
5
LEFT
RIGHT
5
GEA
5
LEFT
ELECTRICAL
GEN
IND
TEST
10
GOV
PROP
RIGHT
RIGHT
LEFT
5
FIRE
DET
5
LEFT
5
WEATHER
LEFT
SURF
SYNC
5
PROP
RIGHT
5
PILOT
WSHLD
STBY ENG
ANTI-ICE
ANTI-ICE
BRAKE
5
LEFT
WIPER
10
WSHLD
5
5
FUEL
VENT
5
LEFT
DIFF
HIGH
ALT
HIGH
CIGAR
5
5
CONTROL
MASTER
CONTROL
FURNISHING
5
CABIN
CABIN
5
CABIN
CLKS
CONSOLE
INSTR
5
7.5
ENVIRONMENTAL
TEMP
PRESS
5
OUTSIDE
AIR
5
& STBY
FSB &
INSTR BAGGAGE
5
NO SMK
LIGHTS
MFD
RIGHT
5
SUB PNL
OVHD & CP PFD READING
SIDE PNL
7.5
PLT PFD
RIGHT
7.5
INDIRECT LIGHTS
IND &
CONTROL
MOTOR
5
WARN
RIGHT
RIGHT
OXY
5
5
5
5
TORQUE
OIL
METER
PRESS
LEFT
5
ENGINES
LEFT
START IGNITOR
CONTROL POWER
7.5
LEFT
TEMP
5
FLAP
20
LEFT
STALL
FEATHER
OIL
PRESS
WARN
BLEED
AIR
WARN
5
AUTO
5
LEFT
5
LEFT
FLIGHT
ANN
LANDING
GEAR
FLAP
7.5
POWER
5
WARN
WARNING
5
GIA 1
CTL
AUX BAT
15
STBY
ALTM
1
STBY
MODE
1
ATT
2
STBY
HEATER
3
IRIDIUM
SERVOS
5
AFCS
CTL
1
FMS
1
IRIDIUM
2
GSD
NO 2
5
NO 1
5
XPDR
Figure 11, Right Side Circuit Breaker Panel (Airplanes FL-120, FL-122 Thru FL-380, FL382, FM-9 Thru FM-11)
Beechcraft B300 and B300C King Air
Page 130 of 175
190-00716-03 Rev. 8
AVIONICS
L GEN
TPL FED
TPL FED
R GEN
L GEN
TPL FED
TPL FED
5
IND
5
IND
15
2
ALTM
SMS
5
RADIO
RIGHT
5
BLEED
AIR
CONTROL
15
5
DME
2
2
R GEN
LIGHTER
CONTROL
ADF
5
PROP
RIGHT
5
5
PROP
DEICE
5
5
RIGHT
RIGHT
RIGHT
7.5
7.5
RESET
5
7.5
BUS
TIE
7.5
ELECTRICAL
GEN
IND
TEST
10
GOV
PROP
RIGHT
5
ENG
INSTRU
POWER
7.5
LEFT
5
PFD 2
FAN
1
MFD
RIGHT
1
0.5
0.5
DEICE
5
7.5
BUS
TIE
POWER
7.5
5
MASTER
5
ADC 1
L GEN
25
AVIONICS
BUS
TPL FED
25
AVIONICS
BUS
5
PFD 1
AUDIO
5
CABIN
5
AHRS 2
LINK
5
DATA
R GEN
25
5
ADC 1
RCDR
2
VOICE
5
GIA 2
2
WIFI
2
FDR
NO 2
5
AUDIO
NO 1
5
AUDIO
5
GIA 1
SECONDARY POWER
5
AHRS 1
WARN
1
AURAL
5
ADC 2
5
TRFC
5
RADAR
NO 2
5
COMM
NO 1
5
COMM
PRIMARY POWER
5
AHRS 1
AVIONICS
PFD/GIA
FANS AVIONICS
BUS
1
LEFT
5
MFD
5
PFD 1
BUS CONTROL
DEICE
TIE
CONTROL
POWER POWER
AVIONICS
CONTROL
RIGHT
5
MN ENG
ANTI
ICE
5
WEATHER
LEFT
SURF
SYNC
5
CHIP
DETR
5
PILOT
WSHLD
STBY ENG
ANTI-ICE
ANTI-ICE
BRAKE
5
LEFT
WIPER
10
WSHLD
5
5
FUEL
VENT
5
LEFT
DIFF
HIGH
ALT
HIGH
CIGAR
5
5
10
MASTER
CONTROL
FURNISHING
5
CABIN
CABIN
5
CABIN
CLKS
CONSOLE
INSTR
5
7.5
ENVIRONMENTAL
TEMP
PRESS
5
OUTSIDE
AIR
5
NO SMK
RIGHT
5
& STBY
FSB &
INSTR BAGGAGE
5
MFD
LIGHTS
RIGHT
LEFT
5
FIRE
DET
LEFT
5
SUB PNL
OVHD & CP PFD READING
SIDE PNL
7.5
PLT PFD
WARN
7.5
INDIRECT LIGHTS
IND &
CONTROL
MOTOR
5
RIGHT
RIGHT
OXY
5
5
5
ENGINES
LEFT
START IGNITOR
CONTROL POWER
7.5
LEFT
TEMP
5
FLAP
20
LEFT
STALL
FEATHER
OIL
PRESS
WARN
BLEED
AIR
WARN
5
AUTO
5
LEFT
5
LEFT
FLIGHT
ANN
LANDING
GEAR
FLAP
7.5
POWER
5
WARN
WARNING
5
GIA 1
CTL
AUX BAT
15
STBY
ALTM
1
STBY
MODE
1
ATT
2
STBY
HEATER
3
IRIDIUM
SERVOS
5
AFCS
CTL
1
FMS
1
IRIDIUM
2
GSD
NO 2
5
XPDR
NO 1
5
XPDR
Figure 12, Right Side Circuit Breaker Panel (Airplanes FL-381, FL-383 and After, FM-12
and After)
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 131 of 175
BUS
TPL FED
L GEN
R GEN
CENTER
ANN
5
IND
LANDING
GEAR
5
IND
5
IND &
CONTROL
20
MOTOR
15
2
ALTM
SMS
5
RADIO
RIGHT
5
BLEED
AIR
CONTROL
5
OXY
5
2
ADF
2
DME
5
RIGHT
RIGHT
STBY ENG
ANTI-ICE
5
FUEL
VENT
5
5
5
LIGHTER
10
CONTROL
LEFT
LEFT
CIGAR
WIPER
DIFF
HIGH
ALT
HIGH
10
WSHLD
5
CABIN
5
READING
5
MASTER
CONTROL
FURNISHING
5
CABIN
INDIRECT LIGHTS
15
5
5
CLKS
CONSOLE
CABIN
5
7.5
INSTR
TEMP
5
NO SMK
RIGHT
5
& STBY
FSB &
INSTR BAGGAGE
5
MFD
LIGHTS
RIGHT
7.5
SUB PNL
OVHD & CP PFD
SIDE PNL
7.5
5
5
LEFT
5
PROP
DEICE
5
7.5
RESET
5
7.5
BUS
TIE
7.5
1
5
PFD 2
FAN
1
MFD
RIGHT
0.5
DEICE
5
WSHLD
ANTI-ICE
BRAKE
PILOT
0.5
7.5
BUS
TIE
POWER
7.5
MASTER
5
5
ADC 1
L GEN
30
AVIONICS
BUS
TPL FED
25
AVIONICS
BUS
25
5
PFD 1
AUDIO
5
CABIN
5
AHRS 2
LINK
5
DATA
R GEN
5
ADC 1
RCDR
2
VOICE
5
GIA 2
2
WIFI
2
FDR
NO 2
5
AUDIO
NO 1
5
AUDIO
5
GIA 1
SECONDARY POWER
5
AHRS 1
WARN
1
AURAL
5
ADC 2
5
TRFC
5
RADAR
NO 2
5
COMM
NO 1
5
COMM
PRIMARY POWER
5
AHRS 1
AVIONICS
PFD/GIA
FANS AVIONICS
BUS
1
LEFT
5
MFD
5
PFD 1
BUS CONTROL
DEICE
TIE
CONTROL
POWER POWER
AVIONICS
CONTROL
RIGHT
5
MN ENG
ANTI
ICE
5
RIGHT
5
SIGNAL
COND
5
LEFT
RIGHT
5
GEA
5
LEFT
ELECTRICAL
GEN
IND
TEST
RIGHT
SYNC
WEATHER
LEFT
SURF
10
GOV
5
CHIP
DETR
5
PROP
RIGHT
RIGHT
LEFT
5
5
FIRE
DET
5
LEFT
5
PROP
RIGHT
5
TORQUE
OIL
METER
PRESS
LEFT
5
ENGINES
LEFT
START IGNITOR
CONTROL POWER
7.5
LEFT
OUTSIDE
AIR
ENVIRONMENTAL
TEMP
PRESS
FLAP
FLAP
LEFT
WARN
RIGHT
RIGHT
PLT PFD
5
STALL
FEATHER
5
OIL
PRESS
WARN
BLEED
AIR
WARN
5
AUTO
5
5
LEFT
5
LEFT
FLIGHT
7.5
POWER
5
WARN
WARNING
5
GIA 1
CTL
AUX BAT
15
STBY
ALTM
1
STBY
MODE
1
ATT
2
STBY
HEATER
3
IRIDIUM
SERVOS
5
AFCS
CTL
1
FMS
1
IRIDIUM
2
GSD
NO 2
5
XPDR
NO 1
5
XPDR
Figure 13, Pedestal Configuration
Beechcraft B300 and B300C King Air
Page 132 of 175
190-00716-03 Rev. 8
GMC 710
AFCS Mode Controller
GDU 1040A
PFD1
GDU 1500
Multi-Function Display
GDU 1040A
PFD2
GSA 80
Roll Servo
No. 1
GIA 63W
GSA 80
Pitch Servo
No. 2
GIA 63W
AFCS Mode
Logic
AFCS Mode
Logic
Flight Director
Flight Director
Servo Mgt
GSA 9000
Yaw Servo
Servo Mgt
GSA 80
High-Speed
Pitch Trim
Servo
Figure 14, GFC 700 System Interface
Pilot’s
Control Wheel
190-00716-03 Rev. 8
Copilot’s
Control Wheel
Beechcraft B300 and B300C King Air
Page 133 of 175
FLIGHT CONTROLS
AFCS, AUTOPILOT, FLIGHT DIRECTOR AND RUDDER BOOST
The GFC 700 is a digital Automatic Flight Control System (AFCS), fully integrated within the G1000 System
avionics architecture. The GFC 700 is a three-axis autopilot and flight director system which provides the
pilot with the following features:
Autopilot (AP) — Autopilot operation occurs within the pitch, roll, and pitch trim servos. It also provides
servo monitoring and automatic flight control in response to flight director steering commands, AHRS
attitude and rate information, and airspeed.
Flight Director (FD) - Two flight directors, each operating independently within their respective GIA and
referred to as pilot-side and copilot-side. Commands for the selected flight director are displayed on both
PFDs.
The flight director provides:

Command Bars showing pitch/roll guidance

Vertical/lateral mode selection and processing

Autopilot communication
Yaw Damper (YD) — The yaw servo is self-monitoring and provides Dutch Roll damping and turn
coordination in response to yaw rate, roll angle, vertical acceleration, and airspeed.
Rudder Boost — The GFC 700 incorporates the rudder boost capabilities. The rudder boost is enabled
by setting the pedestal mounted control switch, placarded RUDDER BOOST – OFF, to the RUDDER
BOOST position. The system senses engine torque from both engines. When the difference in these
torques exceeds a preset level, the yaw servo is activated and deflects the rudder to assist pilot effort in
maintaining directional control. The servo contribution is proportional to the engine torque differential.
Trimming of the rudder must be accomplished by the pilot. The rudder boost system is disabled if the
RUDDER BOOST switch is OFF and is interrupted when the AP/YD DISC/TRIM INTRPT button is pressed.
The amber caution annunciator, [RUD BOOST OFF], is retained from the original caution/advisory/status
annunciator panel to indicate that the rudder boost system is unavailable due to the rudder boost control
switch being in the OFF position, the AP/YD DISC/TRIM INTRPT has been pressed on either yoke, or if a
fault in the rudder boost system has rendered it inoperative.
Electric Pitch Trim — The pitch trim servo provides manual electric pitch trim capability when the autopilot
is not engaged.
Pilot commands to the AFCS are entered through the GMC 710 Autopilot Mode Controller mounted in the
center of the cockpit under the airplane’s glareshield. The GMC 710 controller also controls the heading
bug, navigation course selector on each PFD, and the altitude preselect.
Other components of the autopilot include four servos that also contain autopilot processor, control wheelmounted elevator trim switches (copilot’s side optional), control wheel-mounted autopilot/yaw damper
disconnect and trim interrupt switch (AP/YD DISC/TRIM INTRPT), control wheel-mounted CWS (Control
Wheel Steering) switch, and a Go-Around switch mounted in the left power lever knob.
Beechcraft B300 and B300C King Air
Page 134 of 175
190-00716-03 Rev. 8
The following conditions will cause the autopilot to disconnect:

Electrical power failure, including pulling the AFCS SERVOS circuit breaker

Electrical power failure to the GMC 710 Autopilot Mode Controller, including pulling the MODE CTL
circuit breaker

Internal autopilot system failure

Malfunction of either AHRS (two fully functional AHRS are required for the autopilot to function)

Failure of the on-side PFD

Depressing the red A/P Y/D DISC/TRIM INTRPT button on the pilot’s or copilot’s (if installed) control
wheel

Actuating the left section of the manual electric trim split switch, pilot’s and copilot’s control wheel

Pushing the AP button on the autopilot mode controller when the autopilot is engaged

Pushing the GO AROUND button on the left power lever (non-ESP equipped airplanes)
NOTE
Pressing and holding the CWS (control wheel steering) switch on the left grip of the pilot’s control
wheel will disconnect the autopilot servos from the airplane flight controls as long as the CWS switch
is depressed. Upon release of the CWS switch, the system will synchronize to the existing pitch and
roll modes selected. Review the Cockpit Reference Guide for more information.
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 135 of 175
The following tables list the available AFCS vertical and lateral modes with their corresponding controls and
annunciations. The mode reference is displayed next to the active mode annunciation for Altitude Hold,
Vertical Speed, and Flight Level Change modes. The NOSE UP/DN Wheel can be used to change the
vertical mode reference while operating under Pitch Hold, Vertical Speed, or Flight Level Change Mode.
Increments of change and acceptable ranges of values for each of these references using the NOSE UP/DN
Wheel are also listed in the table.
AFCS VERTICAL MODES
Vertical Mode
Pitch Hold
Level
Selected Altitude
Capture
Altitude Hold
Vertical Speed
Flight Level
Change, IAS Hold
Flight Level
Change, Mach
Hold
Vertical Path
Tracking (VNAV)
VNV Target
Altitude Capture
Glidepath
Glideslope
Takeoff (on
ground)
Go Around (in air)
Reference Range
Reference Change
Increment
Control
Annunciation
(default)
PIT
***
LVL
*
ALTS
ALT Key
ALT nnnnn FT
VS Key
VS nnnn FPM
-4000 to +4000
fpm
100 fpm
FLC nnn KT
100 to 263 kt
1 kt
FLC M 0.nn
M 0.25 to 0.58
M0.01
20O Nose up
20O 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.
Beechcraft B300 and B300C King Air
Page 136 of 175
190-00716-03 Rev. 8
AFCS LATERAL MODES
Lateral Mode
Roll Mode
Level
Low Bank
Heading Select
Control
Annunciation
(default)
ROL
**
LVL
BANK Key
*
HDG Key
HDG
Navigation, GPS Arm/Capture/Track
Navigation, VOR Enroute Arm/Capture/Track
GPS
NAV Key
Navigation, LOC Arm/Capture/Track (No
Glideslope)
Backcourse Arm/Capture/Track
LOC
BC Key
Approach, GPS Arm/Capture/Track
(Glidepath Mode Automatically Armed, if
available)
Approach, VOR Arm/Capture/Track
Approach, ILS Arm/Capture/Track
(Glideslope Mode Automatically Armed)
Takeoff (on ground)
Go Around (in air)
VOR
BC
GPS
APR Key
30° Left Bank
30° Right Bank
TO
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
Wings Level
GA
Wings Level
VAPP
LOC
GA Switch
Maximum Roll
Command Limit
25° Left Bank
25° Right Bank
0° Roll
15° Left Bank
15° Right Bank
25° Left Bank
25° Right Bank
30° Left Bank
30° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
25° Left Bank
25° Right Bank
* No annunciation appears in the AFCS Status Box. The commandable bank angle range is indicated by a
green band along the Roll Scale of the Attitude Indicator.
** ESP equipped aircraft only. LVL mode is entered from an automatic engagement of the autopilot due
to the aircraft remaining outside of the normal flight envelope for an extended amount of time.
The CWS Button does not change lateral references for Heading Select, Navigation, Backcourse, or
Approach modes. The autopilot guides the aircraft back to the Selected Heading/Course upon release of
the CWS Button.
The autopilot may be engaged within the following ranges:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded while the autopilot is engaged, the autopilot will disconnect.
Engaging the autopilot outside of its command limits, but within its engagement limits, will cause the
autopilot to return the aircraft within command limits. The autopilot is capable of commanding the aircraft
in the following ranges:
Pitch 20° nose up to 20° nose down
Roll ±25°, or ±30° while using a GPS lateral mode
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 137 of 175
The Flight Director is not designed to perform unusual attitude recoveries from attitudes outside the
following range:
Pitch 50° nose up to 50° nose down
Roll ±75°
If the above pitch or roll limits are exceeded with the flight director displayed on either PFD or the MFD, the
flight director will be removed (decluttered) from the display until the aircraft is within display limits.
ELECTRIC ELEVATOR TRIM
Electric elevator trim is standard with the G1000 system installation. The electric elevator trim can be
operated manually by the pilot using the pitch trim switches on the control wheel, or, automatically by the
autopilot. Electric Elevator trim switches are optional on the copilot’s control wheel. If pitch trim switches
are installed on the copilot’s control wheel, the pilot’s pitch trim inputs override those made by the copilot
The ON/OFF toggle switch on the pedestal has been removed. Electric elevator trim will function if the
AFCS SERVOS circuit breaker (right side circuit breaker panel) is set and the autopilot has satisfactorily
completed a preflight test.
Pitch trim rocker switches on the pilot’s control wheel manually control the electric elevator trim system.
NOSE DN at the top of the rocker switch, when depressed causes the elevator pitch trim servo to move the
trim tab in the upward direction resulting in the nose of the airplane pitching downward. The control column
will move in the forward direction and the pitch trim wheel will move forward in the nose down direction.
Depressing NOSE UP at the bottom of the rocker switch results in the opposite of the previous motions
with the airplane nose pitching up.
Runaway or malfunctioning trim can be interrupted by pressing and holding the red A/P Y/D DISC TRIM
INTRPT switch on either control wheel. Pulling the AFCS SERVOS circuit breaker on the right side circuit
breaker panel will disable the electric elevator trim so it will not move when the TRIM INTRPT switch is
released.
Figure 15, Electric Trim Switches, Pilot's Control Wheel
Beechcraft B300 and B300C King Air
Page 138 of 175
190-00716-03 Rev. 8
ELECTRONIC STABILITY & PROTECTION (ESP)
Electronic Stability and Protection (ESP) is an optional function on a GFC-700-equipped airplane that
uses the autopilot servos to assist the pilot in maintaining the airplane in a safe flight condition within the
aircraft’s normal pitch, roll and airspeed envelopes.
Electronic Stability and Protection is invoked when the pilot allows the airplane to exceed one or more
conditions beyond normal flight defined below:

Pitch attitude beyond normal flight (+20°, -17°)

Roll attitude beyond normal flight (45°)

High airspeed beyond normal flight (Above 263 KIAS or .58M)
The conditions that are required for ESP to be available are:

Pitch and Roll servos available

Autopilot not engaged

The Global Positioning System (GPS) altitude above ground (based on TAWS terrain data base)
is more than 200 feet

Aircraft is within the autopilot engagement envelope (+/-50° in pitch and +/-75° in roll)
Protection for excessive pitch, roll, and high airspeed is provided when the limit thresholds are first
exceeded, which engages the appropriate servo in ESP mode at a nominal torque level to bring the
airplane back within the normal flight envelope. If the airplane deviates further from the normal flight
envelope, the servo torque will increase until the maximum torque level is reached in an attempt to return
the aircraft into the normal flight envelope. Once the aircraft returns to within the normal flight envelope,
ESP will deactivate the autopilot servos.
When the normal flight envelope thresholds have been exceeded for more than approximately 10
seconds, ESP Autolevel Mode is activated. Autolevel Mode engages the AFCS to bring the airplane
back into straight and level flight based on 0° roll angle and 0 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.
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 139 of 175
PFD display symbology implemented for ESP is illustrated in Figures 16 through 18. 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 aircraft attitude and whether or not ESP is active in roll. When
ESP is inactive (roll attitude within nominal limits) only the engagement limit indications are
displayed in order to reduce clutter on the roll indicator. See Figure 16 for an example of the
ESP engagement limit indications.
Engagement Limit
Indication at 45°
Figure 16 – Nominal Roll Attitude ESP Engagement Limit Indications
Beechcraft B300 and B300C King Air
Page 140 of 175
190-00716-03 Rev. 8
Once ESP becomes active in roll, the engagement limit indication that was crossed (either left or right) will
move to the lower disengagement limit indication over a period of 1 second. The opposite roll limit
remains at the engagement limit. Figure 17 shows the engagement limit indication just prior to ESP
activation (left image) and just after ESP activation (right image 1 second after ESP activation).
Engagement Limit Indication still at
45° just prior to activation
Lower Disengagement Limit
Indication depicted at 30° after ESP
activation
Figure 17 – Engagement Limit Indications Upon ESP Activation
If an attitude becomes extreme enough for the upper disengagement limit indication to be shown it will be
drawn in a similar fashion to the engagement limit indication. See Figure 18 for an example of the ESP
roll indication when ESP is active with an extreme roll attitude. In this case, the left roll limit is the
engagement limit and the two right roll ESP limits are the lower and upper disengagement limit
indications.
Upper Disengagement
Limit Indication
depicted at 75°.
Figure 18 – Minimum and Maximum Roll Attitude ESP Disengagement Limit Indications
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 141 of 175
The ESP roll limit indications are not de-cluttered when the aircraft is in an extreme attitude. ESP roll
limit indications are not shown when ESP is not configured for a given installation, ESP is not available as
determined by the active GIA, or the autopilot is engaged.
Autopilot Underspeed Protection
For aircraft that have ESP installed, the AFCS is able to detect and protect against underspeed situations
while the autopilot is engaged.
When the AFCS is engaged in a non-altitude critical mode (LVL, PIT, FLC, VS, VNV) and airspeed falls
below the minimum threshold of 100 KIAS, the AFCS automatically enters minimum airspeed mode. A
MINSPD annunciation appears above the airspeed tape, and the AFCS causes the airplane to pitch down
to maintain 100 KIAS. An aural “AIRSPEED” alert will sound once when entering non-altitude critical
Underspeed Protection.
If the AFCS is engaged in an altitude critical mode ( ALT, GS, GP and GA) and the aural stall warning is
played for more than 1 second, the AFCS will maintain a wings-level roll attitude and pitch the aircraft
down at ~1kt/sec to maintain an airspeed that will cause the aural stall warning to stop playing, plus 2
KIAS. Also, an aural “AIRSPEED” alert will sound every 5 seconds.
All Underspeed Protection modes are exited automatically when there is enough aircraft performance to
follow the originally selected flight director mode and reference.
Coupled Go-Around
ESP equipped aircraft are capable of flying fully coupled go-around maneuvers. Pressing the GA button
on the left power lever will not disengage the autopilot. Instead, the AP will attempt to capture and track
the flight director command bars. If insufficient aircraft performance is available to follow the commands,
the AFCS will enter altitude-critical Underspeed Protection mode after approximately 10 seconds. GA
mode is the only ESP-associated mode that can be engaged below 200’ AGL GPS altitude.
Beechcraft B300 and B300C King Air
Page 142 of 175
190-00716-03 Rev. 8
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 Triple Fed Bus. In the event of total loss of aircraft
electrical power, there is a standby battery that will power the standby
attitude indicator for at least 30 minutes.
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 Triple Fed Bus. In the event of total loss of
normal aircraft 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.
8
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 the Triple Fed Bus. In the
event of a total loss of aircraft electrical power, the standby battery will
power the instrument’s internal lighting. The standby airspeed indicator
uses the copilot’s static system for its source of static air pressure, and the
copilot’s pitot system for its source of impact air pressure.
 AIRSPEED
7
1013
hPa
OFF
VIB
ALT
1000
6 52992
IN HG

3



KNOTS 



Figure 19, Standby Flight Instruments
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 143 of 175
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, both GEAs receive power from the Triple Fed Bus. The GEAs
are protected by circuit breakers located on the left side circuit breaker panel labeled GEA.
The ITT indicator gives a reading of engine gas temperature between the compressor turbine and the power
turbines. A digital indication combined with the pointer gives a resolution of 1OC.
The torquemeters give an indication in percent (%) torque being applied to the propeller.
indication combined with the pointer gives a resolution of 0.2%.
A digital
Propeller autofeather annunciations are located adjacent the torquemeters, to the upper right of each
indicator. When the autofeather system is armed, the green ‘AFX’ annunciations will be posted.
The propeller tachometer reads directly in revolutions per minute. A digital indication combined with the
pointer gives a resolution of 10 RPM.
The N1 or gas generator tachometer is in percent of RPM, based on a figure of 37,500 RPM at 100%.
Maximum continuous gas generator speed is limited to 39,000 RPM or 104.0% N1. A digital indication
combined with the pointer gives a resolution of 0.1% RPM.
The fuel flow indicators give an indication of fuel consumption in pounds of fuel per hour.
indication combined with the pointer gives a resolution of 1 lb/hr.
A digital
The oil pressure indicator displays oil pressure (in PSI). A digital indication combined with the pointer
gives oil pressure a resolution of 1 psi.
The oil temperature indicator displays oil temperature (in Degrees Celsius). A digital indication combined
with the pointer gives oil temperature a resolution of 1°C
A propeller synchroscope, located above and between the propeller tachometers, indicates propeller
synchronization. When the propellers are operating at the same RPM, the display will show stationary
diamond symbols. As one propeller begins to turn faster than the other propeller, the diamonds will begin
to move towards the faster turning propeller and transition into an arrowhead pointing towards the faster
turning propeller. The transition to a full arrowhead is complete when the propeller speed difference is
equal to 50 RPM. This instrument aids the pilot in obtaining synchronization of the propellers.
Beechcraft B300 and B300C King Air
Page 144 of 175
190-00716-03 Rev. 8
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.
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 145 of 175
AVIONICS/ELECTRICAL EQUIPMENT BUS CONNECTION
LEFT GENERATOR BUS
CENTER BUS
R IGHT GENERATOR BUS
____________________________________________________________________________________
Avionics Bus, R Gen
AHRS 1 Secondary Power
Avionics Bus, L Gen
COM 21
ADC 1 Secondary Power
Datalink
Beacon Lights
Traffic
XPDR 2
Condenser Blower
WIFI
RADAR
Elec Heat (Aft)
IRIDIUM
DME
Elec Heat (Fwd)
IRIDIUM Heater
ADF
GIA 1 Secondary Power
Radio Altm
Radio Altimeter
Ice Lights
Air Cond Clutch
WX-500 Stormscope (OPT)
Landing Gear Motor
Blower, Aft Evap
AM/FM Stereo (OPT)
PFD 1 Secondary Power
Brake Deice (OPT)
Bleed Air Control, R
Bus Tie Power, R Gen
Blower, Vent
Prop Deice Power (Manual),
L&R
Bus Tie Power, L Gen
Taxi Lights
AUDIO 2
1
Bus Tie Control
Bus Tie Ind
Bus Tie Control
Chip Detect, R
Bus Tie Ind
Copilot PFD & Clock Lights
Chip Detect, L
Eng Anti-Ice, R Stby
Cigar Lighter
Fuel Vent Heat, R
Eng Anti-Ice, L Stby
Landing Light, R
Flap Ind & Control
Pitot Heat, R
Flap Motor
PROP GOV TEST
Flight Inst (Pilot) & Side Pnl
Lights
Prop Sync
Fuel Vent Heat, L
Recognition Lights
Furnishings Master Control
Stall Warning Heat
Landing Light, L
Strobe Lights
MFD Standby Lights
Sub Pnl, Ovhd, Console Lights
Nav Lights
Toilet
No Smk, FSB & Baggage Lights
Wshld Anti-Ice, Copilot
Prop Deice, Auto
Window Defog
Reading Lights
Radio Phone
Refreshment Bar
Tail Flood Lights
Wshld Anti-Ice Control, Pilots
Wshld Anti-Ice Power, Pilots
Beechcraft B300 and B300C King Air
Page 146 of 175
190-00716-03 Rev. 8
DUAL FED BUS
BATTERY BUS
STANDBY BATTERY
____________________________________________________________________________________
Compass Light
Avionics
Cabin Entry Lights
Digital Clocks
Door Lock Lights
Engine Fire Ext, L & R
Instrument Indirect Lights
Bat Relay
Bat Bus Tie
Standby Altimeter Vibrator
Voltmeter
Standby Attitude
Standby Instrument Backlighting
Standby Battery Indicator
TRIPLE FED BUS
____________________________________________________________________________________
Avionics Bus, TPL FED
MFD
Cabin Lights
XPDR 1
Cabin Press Control
MFD Fan
ADC 1 Primary Power
Cabin Temp Control
Mode CTL
ADC 2
COM 1
Oil Press, L & R
1
AFCS Servos
COM 2
AHRS 1 Primary Power
Crossfeed
Outside Air Temperature (OAT)
AHRS 2
Eng Anti-Ice, L & R Main
Oxygen Control
Annunciator Indicator
Fan, PFD/GIA L & R
PFD 1 Primary Power
Annunciator Power
Fire Detect L & R
PFD 2
Audio 1
Firewall Valve, L & R
Pitot Heat, L
FMS Ctll
Prop Deice Control, Manual
Audio, Cabin
Fuel Press Warn, L & R
Rudder Boost
Aural Warning
Fuel Qty, L & R
Signal Conditioner, L & R
Autofeather
Fuel Qty Warn, L & R
Start Control, L & R
Aux Fuel XFR & Warn, L & R
GEA, L & R
Stall Warn
Avionics Annunciator (Opt)
Gen Reset
Standby Attitude
Avionics Master
GIA 1 Primary Power
Standby Altimeter Vibrator
Bleed Air Control, L
GIA 2
Standby Auxiliary Battery
Bleed Air Warning, L & R
GSD
Stby Pump, L & R
Bus Tie Power, TPL FED
Ignitor Power L & R
Surface Deice
Bus Tie Control
Instrument Indirect Lights
Torquemeter, L & R
Bus Tie Ind
Ldg Gear Control
CVR
CABIN ALT HIGH
Ldg Gear Ind
WSHLD Wiper
CABIN DIFF HIGH
Ldg Gear Warn
Audio 2
1
Oil Press Warn, L & R
1 For aircraft with Service Bulletin 1707 incorporated, Com 2 and Audio 2 have been relocated from
the Left Generator Avionics Bus to the Triple Fed Bus.
190-00716-03 Rev. 8
Hawker Beechcraft B300 and B300C King Air
Page 147 of 175
STANDBY BATTERY POWER SUPPLY
The G1000 installation incorporates a 24 vdc, 5 Ah L-3 Avionics model PS-835 Standby
Battery that provides electrical power for the standby attitude gyro, standby altimeter
vibrator, and internal lighting for the three standby instruments and magnetic compass
for a minimum of 30 minutes following a total loss of aircraft power including the aircraft’s
battery.
A push button switch located directly below the standby airspeed indicator controls the standby battery
power system. The switch is a push ON (switch latches in), push OFF (switch pops out) type of switch.
The system has three modes: OFF, ON, and ARM.
OFF
The system is OFF when the Standby Battery switch is not depressed. There are no
internal switch annunciators illuminated in the switch when the system is OFF.
ON (Amber)
Illuminates when the standby battery is powering the standby instruments. The Standby
Battery switch must be latched ‘IN’ and the airplane has no source of normal electrical
power for the standby battery to power the standby instruments. When the ON
annunciator is illuminated, the standby battery will provide electrical power for the three
standby instruments for at least 30 minutes.
ARM (Green) The system is armed for automatic operation when the Standby Battery switch is latched
‘IN’ and the airplane is being powered by a normal source of electrical power. Normal
power sources include the airplane’s battery, at least one generator, or external power.
During normal operations, the standby battery remains in a fully charged state by its own trickle charger,
which is powered from the electrical system through the STBY AUX BAT circuit breaker located on the right
side circuit breaker panel.
Beechcraft B300 and B300C King Air
Page 148 of 175
190-00716-03 Rev. 8
LIGHTING SYSTEMS
COCKPIT
An overhead light control panel, accessible to both pilots, incorporates a functional arrangement of all
lighting systems. Each light group has its own rheostat switch placarded BRT – OFF. The MASTER
PANEL LIGHTS – ON – OFF switch is the master switch for: PILOT PFD, STANDBY INSTRUMENT
LIGHTS, MFD, OVERHEAD PED & SUBPANEL LIGHTS, SIDE PANEL, CLOCKS, and COPILOT PFD.
PILOT PFD – Controls the brightness of the pilot’s PFD.
STANDBY INSTRUMENT LIGHTS - Controls the brightness of the internal lighting for the standby
attitude indicator, standby altimeter, and standby airspeed indicator.
MFD – Controls the brightness of the Multi-Function Display (MFD).
OVERHEAD PED & SUBPANEL LIGHTS - Controls the brightness of the backlighting of the
overhead light control panel and internal lighting of the overhead electrical gauges, throttle quadrant
backlighting, internal lighting for pedestal-mounted gauges, and the MFD Controller panel
backlighting, and the subpanel backlighting.
SIDE PANEL - Controls the brightness of the backlighting of the right side circuit breaker panel, the
left side circuit breaker panel and the fuel gauge panel.
CLOCKS – Controls the brightness of the clocks mounted in the pilot’s and copilot’s control wheels.
COPILOT PFD – Controls the brightness of the copilot’s PFD.
Separate rheostat switches individually control the instrument indirect lights in the glareshield and overhead
map lights.
PITOT AND STATIC SYSTEM
PITOT
The pitot heads are the sources of impact air for the operation of the flight instruments.
A heated pitot mast is located on each side of the lower portion of the nose. Tubing from the left pitot mast
is connected to the pilot’s air data computer (ADC1), and tubing from the right pitot mast is connected to
the copilot’s air data computer (ADC2) and the standby airspeed indicator. The switch for the PITOT –
LEFT – RIGHT – OFF is located in the ICE PROTECTION group on the pilot’s right subpanel.
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 149 of 175
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 aircraft that operate in RVSM airspace, special care must be taken when inspecting
the static ports and surrounding regions during preflight inspection. The static port openings should be
smooth and round, and free of foreign material. The fuselage skin in the RVSM critical region, which is
defined by markings in the vicinity of the static ports, should have no skin defects, physical damage, or
large gaps and steps in the skin surface caused by improperly seated access panels or hatches.
GROUND COMMUNICATIONS
Ground communication is provided by the G1000 system by turning ON the airplane’s battery. COM 1
and the pilot’s audio panel will be powered. The pilot may use the airplane’s speaker and hand
microphone or a headset for communication.
For airplanes with SB 1707 incorporated, COM 2 and the copilot’s audio panel are also powered.
Beechcraft B300 and B300C King Air
Page 150 of 175
190-00716-03 Rev. 8
SYNTHETIC VISION
General
The SVS sub system is dependent upon terrain data provided by the underlying G1000 system. If, for
some reason, the terrain data is not available from the G1000, all of the components of the SVS system
will be unavailable. The flight path marker, horizon heading, and airport signs are all sub-components of
the Synthetic Terrain display and are only available when Synthetic Terrain is enabled. Those features
are selected or de-selected using the PFD softkeys on the SVS menu.
Synthetic Terrain
The synthetic (3D) terrain display on the PFD provides a perspective view of the terrain ahead of the aircraft
showing ground features up to 30 degrees left and 35 degrees right of the airplane heading. The terrain
display is derived from the same terrain data contained in the G1000 system that is optionally used to
display terrain on the MFD map display. The terrain data has a resolution of 9 arc-seconds, this means
that the terrain elevation contours in the database are stored broken down into squares 9 arc-seconds on
each side. That data is processed and smoothed by the G1000 system to provide the synthetic terrain
display. In some instances, terrain features such as lakes in mountainous areas may be presented by the
SVS system as if the lake water extends somewhat up the mountainside. This is due to the limitations of
the terrain database resolution but is not significant for the approved uses of the SVS system.
The SVS terrain display will show land contours; large water features; and, towers and other obstacles over
200 ft AGL (including buildings), that are included in the G1000 obstacle database. In order to provide a
clean, uncluttered PFD display, cultural features on the ground such as; roads and highways, railroad
tracks, cities, and political boundaries (state / county lines) are not displayed on the PFD even if those
features are selected for display on the MFD. The colors used to display the terrain elevation contours
are similar to those used on the MFD map. The terrain display also includes a north-south, east-west grid
to assist in orientation relative to the terrain.
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 151 of 175
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.
The Terrain/Obstacle/Airport databases have an area of coverage as detailed below:

The terrain database has an area of coverage from North 90° Latitude to South 90° Latitude in all
longitudes.

The obstacle database has an area of coverage that includes the United States and Europe.
NOTE
The area of coverage may be modified, as additional terrain data sources become
available.
Obstacle and Terrain Alerts and Warnings
Obstacles and terrain displayed on the SVS system may be highlighted if an alert or warning is generated
by the G1000 Terrain or TAWS system. If an obstacle alert is presented for an obstacle that is in the SVS
field of view, the obstacle symbol on the PFD will turn yellow in color. If an obstacle warning is generated
by the G1000 system, the obstacle symbol on the PFD will turn red.
If the G1000 Terrain or TAWS system generates a terrain alert or warning, the terrain feature displayed on
the PFD will be colored yellow for an alert or red for a warning for as long as the alert remains valid.
Because the area monitored by the Terrain or TAWS system can be wider than the field of view that can
be displayed by the SVS system, it is possible to receive an obstacle or terrain audible alert for an obstacle
or terrain that is not shown on the SVS display. In those cases, the object generating the alert will be left
or right of the aircraft. Refer to the other displays in the aircraft to determine the cause of the message.
Flight Path Marker
The SVS display includes a green circular barbed symbol called the Flight Path Marker (FPM) that
represents the current path of the airplane relative to the terrain display. The FPM is always displayed
when synthetic terrain is displayed and the aircraft ground speed exceeds 30 kt. The FPM indicates the
current lateral and vertical path of the airplane as determined by the GPS sensor. If the FPM is above
the horizon line, the airplane is climbing, and similarly if the FPM is below the horizon line, the airplane is
descending. If the airplane is flying in a crosswind, the FPM will be offset from the center of the display.
In that case, the center of the PFD airplane reference symbol indicates the airplane heading and the FPM
indicates the direction that the airplane is actually moving, taking into account the crosswind.
The FPM indicates the current path of the airplane but does not predict the future path. If aircraft attitude,
power setting, airspeed, crosswind, etc. are changed, the FPM will move to indicate the new path resulting
from those changes.
If the FPM is below the terrain or obstacle displayed behind it on the PFD, the current aircraft path will not
clear that terrain or obstacle. If the FPM is above that terrain or obstacle, the aircraft will clear the terrain
or obstacle IF, AND ONLY IF, THE CURRENT AIRCRAFT CONFIGURATION IS MAINTAINED, AND THE
AIRCRAFT PERFORMANCE WILL PERMIT YOU TO MAINTAIN THE CURRENT VERTICAL (CLIMB)
GRADIENT UNTIL PAST THE TERRAIN OR OBSTACLE.
Beechcraft B300 and B300C King Air
Page 152 of 175
190-00716-03 Rev. 8
Pathway
If PATHWAY is enabled on the SVS menu of the PFD and a defined navigation path has been entered on
the G1000, the SVS system will display a pathway, sometimes called a “highway in the sky” or HITS. The
pathway is a perspective representation of the programmed flight path. When the aircraft is well off course,
the pathway will be displayed as a number boxes floating in the sky along the programmed lateral and
vertical path. As the aircraft intercepts the programmed flight path, the number of boxes displayed will be
reduced to a maximum of four to avoid cluttering the PFD display. The pathway is only displayed for
navigation paths that are fully defined by the sensor in use. Because a fully defined lateral and vertical
path through space is not defined by them, a Pathway is not displayed for heading legs, VOR, LOC, BC or
ADF segments. When the Pathway is displayed, the color of the boxes indicates the sensor generating
the path. If the GPS sensor is in use, the boxes will be magenta colored. If the LOC sensor is defining
the path in use, the boxes will be green.
The Pathway boxes are +- 100 ft in vertical dimension and approximately +-380 ft horizontally from the
center of the box. The Pathway presentation is intended only to aid the pilot in awareness of the
programmed flight path location relative to the airplane’s current position. The pathway is not intended for
use as a primary reference in tracking the navigation path.
If a GPS based descent profile has been programmed either on the G1000 flight plan page or as part of an
approach or STAR, the descent will be displayed by the Pathway. Climb paths are never displayed by the
Pathway. If a profile requires a climb, the Pathway will be displayed as a level segment at the higher of
the altitude defined by the programmed path or the G1000 altitude selector.
Traffic
If traffic that is within the SVS field of view is detected by the G1000 system, a symbol will be displayed
on the PFD indicating the direction and relative altitude of the traffic. The traffic will be displayed as a
white diamond unless it generates a traffic alert. Traffic that causes an alert will be displayed as a solid
yellow circle accompanied by a yellow TRAFFIC annunciator to the right of top of the airspeed display tape.
Horizon line
The SVS display includes an always visible white horizon line that represents the true horizon. Terrain
will be presented behind the horizon line, and terrain shown above the horizon line is above the current
aircraft altitude. Terrain that is shown below the horizon line is below the aircraft altitude.
Horizon Heading
A heading scale may be displayed on the PFD horizon line, if selected by the pilot. The heading marks
are spaced in even 30 degree increments and are presented just above the horizon line with tic marks that
intersect the horizon line. The horizon heading will correspond to that presented by the HSI. Because
the horizon heading is only displayed in 30 degree increments, it should only be used for general heading
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 153 of 175
awareness and not be used to establish the aircraft heading.
Airport Signs and runway highlight
If APTSIGNS is selected, a “sign post” along with a representation of the runways will be plotted on the
SVS display for nearby airports that are contained in the G1000 airport database. The signpost will
become visible when you are within approximately 15nm of the airport. The text identifier for the airport
will be displayed inside the airport sign when the aircraft reaches approximately 8 nm from the airport.
Once the aircraft reaches approximately 4.5 nm from the airport, the airport sign will be removed but the
runways presentation will remain. If an approach to a specific runway has been loaded and activated, that
runway will be highlighted on the SVS display.
When on an approach, the highlight for the approach runway will be considerably larger than “normal” to
assist in visually acquiring the runway. The oversized highlight will automatically shrink around the runway
depiction so that the runway is proportionally displayed when the aircraft is within approximately ½ nm of
the threshold. Runway highlighting is displayed even if APTSIGNS are turned off.
Beechcraft B300 and B300C King Air
Page 154 of 175
190-00716-03 Rev. 8
TAWS AND GPWS
For G1000 System Software Version 0986.07:
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-01 and 190-01344-01
Rev. A or later revision for complete detailed descriptions of the GARMIN G1000 TAWS and GPWS system
functions and operating instructions.
For G1000 System Software Version 0986.08 and later:
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-02 and 190-01344-02
Rev. A or later 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
aircraft is more than 5 NM from an airport, the VCO messages are triggered solely on radar altitude and
will not function if radar altitude is unavailable.
Inside of 5 NM to an airport, the callouts are based on the airplane’s GPS altitude above the runway
threshold as obtained from the G1000 aviation database. Loss of GPS may cause VCO messages not
be issued. If a flight plan was loaded in the G1000 at the time of GPS signal loss, VCO messages will
not be issued. Conversely, if no flight plan was loaded at the time of GPS signal loss, VCO messages
will be provided.
In Class B TAWS configurations, VCO issues the “Five Hundred” aural message only . The messages
are based only on GPS altitude, even if the aircraft has an operable radar altimeter. VCO messages are
not available when the system status annunciations shown below are posted.
System Status
Visual
Aural
Type
Annunciation
Annunciation
TAWS System Test in Progress
None
TAWS System Failure
“TAWS System Failure”
TAWS Not Available
“TAWS Not Available”
VCO callouts are inactive at the initialization of the TAWS-A or TAWS-B system. When the aircraft’s
height above terrain exceeds 675 feet, the function becomes enabled and is 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 aircraft climbs at least 175 above
the altitude associated with the last VCO callout that was issued. VCO alerts cannot be inhibited in any
TAWS configuration.
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 155 of 175
GTS 8000 TCAS II
For G1000 System Software version 0985.07:
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-01 and 190-01344-01
Rev. A or later revision for complete detailed descriptions of the GARMIN GTS 8000 TCAS II system
function and operating instructions.
For G1000 System Software version 0985.08 and later:
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-02 and 190-01344-02
Rev. A or later revision for complete detailed descriptions of the GARMIN GTS 8000 TCAS II system
function and operating instructions.
System Description
The TCAS II is an on-board collision avoidance system that identifies and displays aircraft that are
potential collision threats. The GTS 8000 can issue resolution advisories (RAs) in the form of vertical
maneuver guidance on the pilot and copilot’s vertical speed indicators, in addition to aural messages.
Using transponder replies from threat aircraft, the GTS 8000 determines relative altitude, range, and
bearing of any ATCRBS or Mode S equipped aircraft with altitude reporting capability. Using this
information, the GTS 8000 will determine the type of advisory to issue. ATCRBS equipped aircraft that
only reply with Mode A information will not provide altitude information. Therefore, the GTS 8000 will not
issue resolution advisories for these aircraft, but can issue traffic advisories. The GTS 8000 will not
detect aircraft that are not equipped with transponders.
The GTS 8000 TCAS II components as installed in the King Air B300/B300C consist of:


A TCAS II processor
A TCAS II compatible Mode S Transponder. As installed in the King Air B300/B300C with a
G1000 system, the GTX 3000 transponder is used.

One top mounted antenna,

One bottom mounted antenna

A radio altimeter

Controls provided via the GDU 1040 and GDSU 1500 display units
The TCAS II provides two levels of advisories:
1. If the traffic gets within 25 to 48 seconds (depending upon altitude) of projected Closest Point of
Approach (CPA), it is then considered an intruder, and an aural and visual traffic advisory (TA) is
issued. This level calls attention to what may develop into a collision threat using the traffic map
displays and the aural message, “TRAFFIC - TRAFFIC.” It permits mental and physical preparation
for a possible maneuver to follow, and assists the pilot in achieving visual acquisition of the intruding
aircraft
2. If the intruder gets within 15 to 35 seconds of CPA (depending on altitude), it is considered a threat
and an aural and visual resolution advisory (RA) is issued. The RA provides a recommended
vertical maneuver using VSIs located on each PFD, and voice messages to provide adequate
vertical separation from the threat aircraft, or prevents initiation of a maneuver that would place the
TCAS II aircraft in jeopardy. The GTS 8000 TCAS II is considered a backup system to the “SEE
AND AVOID” concept and the ATC surveillance.
When a TCAS II RA is issued, the pilot should immediately disconnect the autopilot and pitch the aircraft
in the direction that will result in a vertical speed in the green band on the VSI. The flight director will
NOT provide guidance to comply with the RA command.
Beechcraft B300 and B300C King Air
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190-00716-03 Rev. 8
The TCAS II RA algorithms are based on the pilot initiating the initial 0.25 g acceleration maneuver within
approximately 5 seconds. Pilot response is expected within approximately 2.5 seconds if an additional RA
is issued (The increase rate and rate reversal RAs are based on a 0.35 g acceleration maneuver.). Because
of these requirements and the rate limits of the autopilots, all RA responses must be hand-flown and not
with the autopilot engaged.
Modified advisories are posted after the response to an initial advisory has been completed and the TCAS
II airplane is projected to have adequate altitude separation from the intruder. The initial RA is said to
weaken, indicating a return towards the original flight path or clearance is allowed. When the initial advisory
weakens, the green band on the VSI is repositioned to indicate level flight, the magnitude of the red band
decreased, and “LEVEL OFF, LEVEL OFF” is announced. The modified RA indicates a return to level flight
so that the altitude displacement in response to the initial RA can be minimized. This RA will remain
displayed until the “CLEAR OF CONFLICT” aural annunciation is issued. Following the weakening advisory
will greatly reduce the ultimate altitude deviation caused by the original corrective resolution advisory.
After deviating from an ATC clearance or instruction in response to a TCAS II RA, notify ATC of the deviation
as soon as possible. Following a TCAS II “CLEAR OF CONFLICT” advisory, the pilot should expeditiously
return to the applicable ATC clearance unless otherwise directed by ATC.
The threat aircraft track or altitude information can be lost during an RA. If so, the RA will terminate
without a “CLEAR OF CONFLICT” annunciation.
TCAS II resolution advisories are annunciated by the following voice messages, along with the expected
pilot response:

“CLIMB, CLIMB”-- climb at the rate depicted by the green (fly to) arc on the VSI, nominally between
1,500 and 2,000 fpm.

“DESCEND, DESCEND”-- descend at the rate depicted by the green (fly to) arc on the VSI
nominally between 1,500 and 2,000 fpm.

“MONITOR VERTICAL SPEED”-- ensure that vertical speed is out of the illuminated VSI red arc
until the RA is completed.

“LEVEL OFF, LEVEL OFF” -- reduce vertical speed to zero feet per minute. A green arc will be
displayed on the VSI beginning at zero feet per minute. This can be issued as the initial RA or as a
subsequent RA.

“CLEAR OF CONFLICT”-- range is increasing, and separation is adequate. Expeditiously return
to the applicable ATC clearance, unless otherwise directed by ATC.

“CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB”-- climb at the rate depicted by the green
(fly to) arc on the VSI, nominally between 1,500 and 2,000 fpm. Safe separation will best be achieved
by climbing through the threat aircraft’s flight path.

“DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND”-- descend at the rate
depicted by the green (fly to) arc on the VSI, nominally between 1,500 and 2,000 fpm. Safe
separation will best be achieved by descending through the intruder’s flight path.

“MAINTAIN VERTICAL SPEED, MAINTAIN”-- continue the existing climb or descent rate, or other
vertical speed, as depicted by the green (fly to) arc on the VSI.

“MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN”— continue the existing climb or descent
rate, or other vertical speed, as depicted by the green (fly to) arc on the VSI. Safe separation is best
achieved by not altering the existing vertical speed and climbing or descending through the threat’s
flight path.
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Beechcraft B300 and B300C King Air
Page 157 of 175
The following voice messages annunciate enhanced TCAS II maneuvers when initial RA does not provide
sufficient vertical separation. The tone and inflection indicate increased urgency:

“INCREASE CLIMB, INCREASE CLIMB”-- climb at the rate depicted by the green (fly-to) arc on the
VSI, nominally between 2,500 and 3,000 fpm. Received after “CLIMB” advisory, and indicates
additional climb rate is required to achieve safe vertical separation from a maneuvering aircraft.

“INCREASE DESCENT, INCREASE DESCENT”-- descend at the rate depicted by the green (flyto) arc on the VSI, nominally between 2,500 and 3,000 fpm. Received after “DESCEND” advisory,
and indicates additional descent rate is required to achieve safe vertical separation from a
maneuvering aircraft.

“CLIMB – CLIMB NOW, CLIMB – CLIMB NOW”-- climb at the rate depicted by the green (fly-to) arc
on the VSI, nominally between 1,500 and 2,000 fpm. Received after a “DESCEND” resolution
advisory and indicates a reversal in direction is required to achieve safe vertical separation from a
maneuvering threat aircraft.

“DESCEND – DESCEND NOW, DESCEND – DESCEND NOW”- descend at the rate depicted by
the green (fly-to) arc on the VSI, nominally between 1,500 and 2,000 fpm. Received after a “CLIMB”
resolution advisory and indicates a reversal in direction is required to achieve safe vertical separation
from a maneuvering threat aircraft.
TCAS Resolution Advisories (RA) are inhibited below some radio altitudes. The chart below outlines the
TCAS inhibits produced from radio altimeter information and the associated RA status.
RESOLUTION ADVISORY (RA) STATUS
RADIO ALTITUDE
“INCREASE DESCENT” RA
Inhibited below 1650 ft AGL while climbing and
inhibited below 1450 ft AGL while descending.
“DESCEND” RA
Inhibited below 1200 ft AGL while climbing and
inhibited below 1000 ft AGL while descending.
TA ONLY Aural Messages
Inhibited below 400 ft AGL while descending and
inhibited below 600 ft AGL while climbing.
Other RAs
Inhibited below 1100 ft AGL while climbing, and
inhibited below 900 ft AGL while descending.
(TCAS automatically reverts to TA ONLY mode).
Advisory Priority
Automatically reverts to TA ONLY when higher
priority advisories (such as GPWS/TAWS) occur.
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Display and Controls
Threat Depiction
The G1000 and GTS 8000 depict aircraft on the system displays as follows:
Non-Threat Traffic – Open white diamond.
feet relative altitude or beyond 5 nm
Indicates intruding aircraft is greater than +1200
distance.
Proximity Advisory (PA) – opaque white diamond.
Indicates intruding aircraft is within +1200 feet
and within a 6 nm range but still not considered a threat.
Resolution Advisory (RA) – red box.
Indicates intruding aircraft is closing to within 15 to 35 seconds
of a potential collision. RA’s include vertical guidance maneuvers designed to increase to maintain
vertical separation from intruding aircraft.
Resolution Advisory Off Scale – ½ red box.
(off scale)
Traffic Advisory (TA) – amber circle.
seconds of a potential collision.
Indicates RA beyond the selected map range
Indicates hazardous intruding aircraft closing to within 25-48
Traffic Advisory Off Scale – ½ amber circle.
range
190-00716-03 Rev. 8
Indicates traffic advisory beyond the selected display
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Page 159 of 175
Vertical Speed Display
RAs may be categorized into preventative and corrective RAs. The system issues a preventative RA to
prevent vertical maneuvers. During an RA, vertical guidance indications appear on the Vertical Speed
indicators of the PFD to provide visual pitch cues for the flight crew to use to achieve (or maintain) vertical
separation from intruding traffic (Figure 20). The flight direction will NOT provide guidance necessary to
satisfy the RA command.
While an RA is occurring, a red vertical bar appears on the VSI scale to indicate the range of vertical
speeds to be avoided during the RA. If the current aircraft vertical speed is within this red range, the
pointer on the VSI appears red. When an RA directs the flight crew to fly to (or maintain) a vertical speed,
a green vertical bar will appear on the VSI scale at the recommended vertical speed range. The bars on
the Vertical Speed Indicator are removed when the RA condition has been resolved.
Figure 20, RA Vertical Speed Bands
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190-00716-03 Rev. 8
Annunciations
The GTS 8000 provides the following annunciations. PFD annunciations are located in the upper left of
each PFD, to the right of the airspeed indicator tape. Traffic Map modes and center banner
annunciations are displayed on the PFD Inset Traffic Maps, and the MFD MAP – TRAFFIC MAP. Refer to
Figures 21 and 22 for the locations of the PFD and MFD traffic display element locations.
Traffic Map
Mode
Annunciation
Traffic Map Center
Banner Annunciation
Aural
Message
Traffic
Advisory (TA)
TA/RA or TA
ONLY
N/A
“TRAFFIC, TRAFFIC”
Resolution
Advisory (RA)
TA/RA
N/A
Various
TCAS Failure
FAIL
NO DATA
DATA FAILED
FAILED
TA Only Mode
TA ONLY
N/A
None
STANDBY
STANDBY also shown in
white in center of page on
ground, or amber in flight
None
TEST
“TEST MODE” shown in
white on top center of
traffic map
Mode
PFD
Annunciation
TCAS Standby
Or
TCAS Test
May also be
accompanied by
“TCAS II System
Failed”
“TCAS II System Test
Passed”
The annunciators below appear in a banner at the lower left corner of maps on which traffic can be
displayed:
Traffic Status Banner
Annunciation
Description
RA OFF SCALE
A Resolution Advisory is outside the selected display range*. Annunciation
is removed when traffic comes within the selected display range.
TA OFF SCALE
A Traffic Advisory is outside the selected display range*. Annunciation is
removed when traffic comes within the selected display range.
RA X.X +/- XX <UP> or
<DN>
System cannot determine bearing of Resolution Advisory**. Annunciation
indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend <UP> for climbing <DN> for descending traffic.
TA X.X +/- XX <UP> or
<DN>
System cannot determine bearing of Traffic Advisory**. Annunciation
indicates distance in nm, altitude separation in hundreds of feet, and
altitude trend <UP> for climbing or <DN> for descending traffic.
TRFC FAIL
NO TCAS DATA
TCAS II unit has failed (unit is self-reporting a failure or sending incorrectly
formatted data).
Data is not being received from the TCAS II unit.
*Shown as symbol on Traffic Map Page
** Shown in center of Traffic Map Page
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 161 of 175
Figure 21, PFD TCAS II Display Elements
Figure 22, MFD TCAS II Display Elements
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190-00716-03 Rev. 8
PFD Controls
The GTS 8000 can be controlled by softkeys on each PFD. The table below outlines the GTS 8000
controls available on the PFD. A green colored mode in the transponder window signifies that the
transponder is in an in-flight mode. White colored transponder modes signify an on-ground status. The
transponder should be left in ALT mode in flight and on ground unless directed by ATC to do otherwise.
Softkey Control
Function
XPDR/TFC
Top tier softkey
MODE
Mode sub-tier softkey
STBY
Places the GTS 8000 and the GTX 3000
transponder into STANDBY Mode
ON
Places the GTX 3000 transponder into Mode A.
Selecting this mode will also place the GTS 8000
into STANDBY mode.
ALT
Places the GTX 3000 into altitude reporting
mode. Selecting this mode allows all TCAS II
modes to be on.
TA ONLY
Selects TA ONLY Mode. No RAs will be
generated in this mode.
TA/RA
Selects TA/RA Mode. All TCAS II functions are
on.
TCAS
TCAS sub-tier softkey
REL
Used to display traffic relative to own altitude
ABS
Used to display traffic based on Absolute
Altitude
ALT RNG
Displays Altitude Range softkeys
TEST
190-00716-03 Rev. 8
ABOVE
Displays non-threat and proximity traffic from
9000 feet above the aircraft to 2700 feet below
the aircraft.
NORMAL
Displays non-threat and proximity traffic from
2700 feet above the aircraft to 2700 feet below
the aircraft.
BELOW
Displays non-threat and proximity traffic from
2700 feet above the aircraft to 9000 feet below
the aircraft.
UNREST
All traffic is displayed from 9900 feet above and
9900 feet below the aircraft.
Initiates a self-test of the TCAS II system
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Page 163 of 175
MFD Controls
GTS 8000 controls are available via softkeys or page menu selections on the MFD. The table below
outlines the GTS 8000 softkey controls available on the MAP – TRAFFIC MAP.
Softkey Control
Function
REL
Used to display traffic relative to own altitude.
ABS
Used to display traffic based on Absolute Altitude.
TFC STBY
Places the GTS 8000 into STANDBY Mode.
TA ONLY
Selects TA ONLY Mode. No RAs will be generated in this
mode.
TA/RA
Selects TA/RA Mode. All TCAS II functions are on.
TEST
Initiates a self-test of the TCAS II system.
ALT RNG
Displays Altitude Range softkeys.
ABOVE
Displays non-threat and proximity traffic from 9000 feet above
the aircraft to 2700 feet below the aircraft.
NORMAL
Displays non-threat and proximity traffic from 2700 feet above
the aircraft to 2700 feet below the aircraft.
BELOW
Displays non-threat and proximity traffic from 2700 feet above
the aircraft to 9000 feet below the aircraft.
UNREST
All traffic is displayed from 9900 feet above and 9900 feet below
the aircraft.
The table below lists the GTS 8000 page menu selections available on the MFD MAP – TRAFFIC MAP,
and the function of each. The page menu selections are available by pressing the MENU softkey on
the GCU 477 controller while viewing the MAP – TRAFFIC MAP.
Page Menu Selection
Function
Absolute Altitude
Used to display traffic based on Absolute Altitude.
Relative Altitude
Used to display traffic relative to own altitude.
Traffic Standby Mode
Places the GTS 8000 into STANDBY Mode.
TA Only Mode
Selects TA ONLY Mode. No RAs will be generated in this mode.
TA/RA Mode
Selects TA/RA Mode. All TCAS II functions are on.
Test Mode
Initiates a self-test of the TCAS II system.
Above
Displays non-threat and proximity traffic from 9000 feet above the
aircraft to 2700 feet below the aircraft.
Normal
Displays non-threat and proximity traffic from 2700 feet above the
aircraft to 2700 feet below the aircraft.
Below
Displays non-threat and proximity traffic from 2700 feet above the
aircraft to 9000 feet below the aircraft.
Unrestricted
All traffic is displayed from 9900 feet above and 9900 feet below the
aircraft.
Beechcraft B300 and B300C King Air
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190-00716-03 Rev. 8
APPROACH BARO VNAV
General
All G1000 equipped King Air B300/B300C aircraft have enroute and terminal VNAV capability. Airplanes
that have system software 0985.07 or later installed have additional ability to conduct barometric based
VNAV operations while conducting certain GPS approaches using an automatically generated
temperature compensated glidepath. It should be noted that the Approach Baro VNAV functionality is
separate and distinct from enroute and terminal descent VNAV functions.
For GPS-based LPV, LNAV/VNAV, LNAV+V, and RNP approaches, glidepath vertical guidance is normally
provided via the Space Based Augmentation System (SBAS) system. If SBAS is unavailable or disabled
, the G1000 will provide automatic, temperature compensated glidepath vertical guidance on
approaches that have LNAV/VNAV minima published, or on some approaches that are not authorized for
SBAS. No pilot action is required to receive the temperature compensated glidepath when SBAS is not
available or allowed.
For G1000 System Software version 0985.07:
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-01 and 190-01344-01
Rev. A or later revision for complete detailed descriptions of the GARMIN G1000 Approach Baro VNAV
function and operating instructions.
For G1000 System Software version 0985.08 and later:
Refer to the GARMIN Pilot’s Guide and Cockpit Reference Guide, P/N 190-01343-02 and 190-01344-02
Rev. A or later revision for complete detailed descriptions of the GARMIN G1000 Approach Baro VNAV
function and operating instructions.
Temperature Compensation
Final Approach Segment (FAS)
9B
Altimeter systems assume an ISA temperature model of 15°C at sea level and a standard lapse rate of
−6.5°C/km. When actual atmosphere deviates from the ISA model it results in altitude errors. For
example, if the KICT RNAV (GPS) Y RWY 19R approach shown in Figure 23 were flown with baro-VNAV
on a non-standard day, the guidance would be relative to a glide path angle other than the 3.00°
published glide path angle.
Figure 23 – Actual Descent Path on a Hot or Cold Day
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 165 of 175
In Figure 24 below, the approach plate notes for the same approach indicate it was designed to allow the
approach to be safely flown within a temperature range of 2°F to 114°F. Outside of this temperature
range, LNAV/VNAV minimums could not be used with uncompensated baro-VNAV systems.
Figure 24 – Approach Plate Notes
The Garmin G1000 Approach Baro VNAV system is automatically temperature compensated to produce a
glidepath position in space such that Baro VNAV approaches are always flown at the published glide path
angle when the actual temperature deviates from the ISA model. This produces results similar to ILS
glideslopes and LPV glidepaths that remain in the same position in space without respect to temperature.
To produce the correct geometric glide path angle on the final approach segment, temperature
compensation is applied to the barometric altitude and used to determine the displayed vertical deviation.
However, the altimeter continues to display uncompensated barometric altitude. The temperature
compensation required depends on the temperature profile over the altitude range between the point at
which the barometric setting is measured (presumed to be the approach airport) and the present altitude
of the aircraft. This temperature profile is estimated by using the air data system static air temperature
(SAT) and applying the standard temperature lapse rate to determine the temperature over the rest of the
range. When using barometric altitude for vertical guidance along the final approach segment,
temperature compensation is applied whether the temperature is above or below standard temperature.
The actual compensated altitude is not displayed to the pilot during an approach.
Compensating Waypoint Altitudes
In some locales, temperature compensation is required for waypoints in the approach prior to the final
approach segment due to terrain and/or obstacle clearance requirements. Currently, US operations do
not require use of temperature compensated waypoint altitudes since non-standard temperature is
factored into the approach design. Pilots operating in US airspace must request and obtain ATC
approval prior to using temperature compensated waypoint altitudes since it may result in reduced vertical
separation between aircraft. However, other countries (e.g. Canada) may require use of temperature
compensation on certain procedures.
For the G1000 system, temperature compensation of waypoint altitudes on the active flight plan page is
pilot-enabled by a menu option on the FPL – ACTIVE FLIGHT PLAN MFD page. Selecting the menu
option displays a pop-up window to allow the pilot to enter the temperature at the destination that is crossfilled to the other GDUs so that a consistent temperature is used for temperature compensation of
published approach waypoint altitudes and the approach minimum altitude. Refer to Figure 25.
Enabling temperature compensation of published approach waypoint altitudes on one display enables it
on all displays in the system. If compensation is already active, and the temperature matches the
temperature being used for compensation of waypoint altitudes, the field at the bottom of this pop-up
page reads “CANCEL COMPENSATION?”
Displayed waypoint altitudes should remain constant. Because the compensation may originally be
computed when the aircraft is at a much higher altitude than the approach waypoint altitudes,
compensation of published waypoint altitudes on the active flight plan page is based on the temperature
reported at the field elevation (rather than using the measured static air temperature at the aircraft
altitude).
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190-00716-03 Rev. 8
Rather than adjusting the measured altitude (displayed as uncompensated barometric altitude on the
altimeter), temperature compensation is applied to each published approach waypoint altitude shown in
the active flight plan. This includes approach waypoints in the initial, intermediate, final, and missed
approach segments. When the altimeter reaches the barometric altitude displayed in the active flight
plan for the waypoint, this geopotential altitude is the original published MSL altitude for the waypoint.
Only published approach waypoint altitudes shown on the active flight plan are temperature
compensated. No altitude outside a published approach procedure, no user entered altitude, and
no altitude shown as a flight level is temperature compensated.
Temperature compensation of published waypoint altitudes on the active flight plan page is not dependent
on use of barometric altitude for vertical guidance on the final approach segment, and is therefore
available for any type of approach. Use of temperature compensation to adjust the vertical deviation
along the final approach segment and display of temperature compensated waypoint altitudes on the
active flight plan page are two separate features. Enabling the display of temperature compensated
altitudes on the active flight plan page for published approach waypoints is independent of using
temperature compensated altitude to compute vertical deviation along the final approach segment.
Figure 25 - Temperature Compensation Pop-Up Page
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 167 of 175
Display of Compensated Altitudes
To differentiate altitude values that have been adjusted for temperature compensation from
uncompensated altitudes and user-entered altitudes, small slant text is used by the G1000 system
(Figure 26) on altitude constraints that have temperature compensation applied. Temperaturecompensated altitudes may be white, cyan, or subdued cyan to indicate reference altitudes, altitudes
used for vertical guidance, and invalid altitudes respectively. Altitudes shown as a flight level (e.g.
FL350) and user-entered altitudes are never temperature compensated by the system.
Figure 26- Display of Temperature-Compensated Altitudes
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190-00716-03 Rev. 8
Temperature Compensation of Approach Minimums
To enable temperature compensation of the minimum altitude, a new option, “TEMP COMP”, has been
added when selecting the minimum altitude reference type (in addition to “OFF”, “BARO”, and “RAD
ALT”). The temperature at the destination airport is used for this purpose. The compensated value is
displayed below the entered, uncompensated value (Figure 27). If a temperature has been entered for
compensating waypoint altitudes on the active flight plan page, it is used as the default here, and viceversa. Similar functionality exists in the minimums selection field on the approach selection pages
(Figure 28).
The temperature at the destination airport is invalidated when a different approach is loaded into the
active flight plan or when the system powers up. This disables temperature compensation of both the
published approach waypoint altitudes on the active flight plan page and the minimum altitude. The
minimum altitude selection type changes to “BARO” if it was previously set to “TEMP COMP”.
Temperature compensation of the minimum altitude is not dependent on use of barometric altitude for
vertical guidance on the FAS, and is therefore available for any type of approach; in fact, only the
destination airport and temperature are required. Compensating the approach minimums bug simply
determines where the minimums reference is displayed on the altimeter. No adjustment to the
barometric altitude is made as a result of temperature compensating the minimums reference.
Figure 27 - Temperature Compensation of Minimum Altitude
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Beechcraft B300 and B300C King Air
Page 169 of 175
Figure 28 - Approach Window Temperature Compensated Minimum Altitude
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Page 170 of 175
190-00716-03 Rev. 8
Vertical Deviation Display
The vertical deviation for baro-VNAV approaches is displayed using a solid magenta
symbol and “V”
label (Figure 29), compared to the magenta diamond and “G” label used for SBAS approaches.
Figure 29 - Vertical deviation display with barometric approach vertical guidance
The full-scale deflection (FSD) for the vertical deviation indicator (VDI) used for approach baro-VNAV is
the same as the full-scale used for an SBAS LNAV/VNAV approach and is shown in Figure 30. In order
to assist flight crews in determining when vertical deviation exceeds ±75 feet, yellow bands have been
added to the VDI display as depicted in Figure 31. The yellow deviation bands are displayed for
LNAV/VNAV and RNP approaches only, and only between the FAF and MAP. The indication is displayed
regardless of whether SBAS or baro altitude is the vertical guidance source.
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 171 of 175
Figure 30 – VDI Scale for Baro-Altitude Based LNAV/VNAV Approach
Figure 31 – Display of VDI Range Exceeding ±75 feet
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Page 172 of 175
190-00716-03 Rev. 8
Autopilot Interface
The GFC700 autopilot uses the GP mode via the APR button to follow approach baro-VNAV guidance as
opposed to the VNAV mode via the VNV button. When coupled in GP mode, the autopilot will not
capture a preselected altitude while tracking a baro-VNAV glidepath.
Approach Downgrades
For approaches with minimums that support both SBAS and baro altitude vertical guidance, downgrading
or reverting to barometric altitude guidance is allowed prior to one minute before the FAF. If SBAS
becomes unavailable after the approach is active but prior to 60 seconds before the FAF, an approach
downgrade may be performed (e.g. LPV to LNAV/VNAV) or a vertical source reversion to baro altitude
may be performed (e.g. SBAS LNAV/VNAV to baro LNAV/VNAV).
If a loss of SBAS occurs prior to 60 seconds before the FAF, the system will determine whether or not the
approach mode can be supported using baro VNAV. If baro VNAV can be supported, the “APR
ADVISORY - SBAS VNAV not available. Using Baro VNAV.” message will be displayed on the PFDs and
the VDI will be flagged. If SBAS is required for the approach, the approach mode (e.g. LPV) will be
shown in amber but the GPS/SBAS VDI will be displayed until one minute prior to the FAF. If the SBAS
integrity has not been restored at one minute prior to the FAF, the system will display the “APR
DWNGRADE - Apr downgraded. Baro VNAV.” message and flag the VDI.
Once the pilot acknowledges either message by viewing it on the PFD, the VDI will be restored using
baro altitude vertical guidance instead of SBAS. There is no downgrade from SBAS to barometric
altitude after the FAF or within one minute of the FAF; “LNAV” is the only downgrade option in those
cases. For approaches using barometric vertical guidance, downgrade is not allowed; if altitude or
temperature data becomes invalid, the vertical deviation will be flagged.
Sensor Failures
Outside Air Temperature (OAT) Probe
The OAT from the selected side Air Data Computer will be used. If the OAT becomes invalid the VDI on
that side will be flagged as invalid. The crew must select the off-side Air Data Computer sensor and VDI
will return regardless of if prior to or after the FAF.
Sensor Comparison Annunciation
The temperature compensated altitudes from the pilot and co-pilot side are continuously compared. If a
miscompare of > 50 feet is detected the text “VDI MISCOMP” is displayed in the sensor comparison
annunciation area on the PFD in black text with an amber background.
When a temperature compensated altitude is not available for comparison, a “VDI NO COMP”
annunciation is posted in comparison annunciation area on the PFD in black text with a white
background.
Refer to the VDI MISCOMPARE ON BARO VNAV APPROACHES (VDI MISCOMP on PFD) and the
LOSS OF TEMPERATURE INPUT ON BARO VNAV APPROACHES (VDI NO COMP on PFD)
procedures in the Abnormal Procedures Section for additional information.
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Section 8 – Handling, Service, and Maintenance
8B
Refer to the G1000/GFC 700 System Maintenance Manual (contains Instructions for Continued
Airworthiness) P/N 190-00716-01 Rev. 1 or later FAA approved revision for maintenance requirements for
the G1000 system and components.
190-00716-03 Rev. 8
Beechcraft B300 and B300C King Air
Page 175 of 175
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