B200 - B200 Carenado Tutorial

King Air B200 Tutorial Flight
Burlington/Mount Vernon, WA (KBVS)

to Hoquiam/Bowerman, WA
(KHQM) by
Flying_Bob
Based on the layout of the C90 Tutorial by
Kurt "Yoda" Kalbfleisch
ALL MATERIAL CONTAINED IN THIS DOCUMENT IS FOR FLIGHT SIMULATION USE ONLY, AND HAS BEEN SPECIFICALLY WRITTEN
TO BE USED WITH THIS AIRCRAFT IN MICROSOFT FLIGHT SIMULATOR.
This document is provided free of charge and is public domain. Illustrations, descriptions, schematic diagrams and other data
serve only for explanatory purposes. They cannot be used as the basis for real flight training and/or operations. The author
accepts no liability for conformity of the contents with international, national or local flight regulations. The author claims no
copyright except for his own original text and images. The author is not responsible for any errors or omissions.
Beech King Air B200 FLIGHT TUTORIAL: KBVS-KHQM
INTRODUCTION
Welcome to the Beech King Air B200 Flight Tutorial, which is intended for use only with the Carenado
B200 King Air product available at www.carenado.com. As I write this, SP1 has been released for the
B200, so the SP1 released version will be used for this tutorial.
This tutorial consist of 5 sections

Page 2-7 = References / Guidelines / Limitations
Page 8-14 = The setup and preparation work.
Page15-33 = The flight.
Page 34-35 = Map and approach Plate KHQM
Page 36 = Current Operating Costs of a Real B200
As you read, keep in mind that unless otherwise specified, all airspeeds are indicated air speeds (IAS). I’ll
indicate annunciator readings with closed brackets and all capital letters, like this: [INVERTER]
QUICK REFERENCE GUIDE. (12,500 pounds)
Aircraft Beech King Air B200

Crew 1 or 2
Passengers 7, max. 15
Propulsion 2 Turboprop Engines
Two Pratt & Whitney PT6A-42 Reverse Flow, Free Turbine
Engine Model Engines rated at 850 Shaft Horsepower each, with four
bladed Hartzell/Raisbeck propellors
Engine Power (each) 634 kW (850 shp)
Length 13.33m (43ft 9in)
Wingspan 16.61m (54ft 6in)
Height 4.57m (15ft)
Basic weight 3,700kgs (8,158lbs)
Maximum Take Off weight: 5,670kgs (12,500lbs)
Max payload: 2,010kgs (4,432lbs)
Max range: 3,635km (1,974NM)
Speed range: 500 - 530km/h (270 - 289kts)
Maximum Operational altitude: Sea level to 10,668m (35,000ft)
Main fuel system - 386 gallons
Usable Fuel Auxiliary fuel system - 158 gallons
Total - 544 gallons
First Flight 27.10.1972
2
AIRSPEEDS FOR SAFE OPERATION (12,500 pounds)
VMCG, Ground Minimum Control…………………………….... 84 KIAS

VMCA, Air Minimum Control……………………………………. 86 KIAS
VA Manoeuvring Speed…………………………………………. 86 KIAS
Takeoff (Flaps 0%/Flaps 40%):
V1/VR (rotation) ……………………………………………... 95 KIAS/94 KIAS
50 ft…………………………………………………………..... 121 KIAS/106 KIAS
V2……………………………………………………………… 121 KIAS/106 KIAS
VSSE, Intentional One-Engine Inoperative………………….. 104 KIAS
VY, Two-Engine Best Rate-of-Climb………………………….. 125 KIAS
VYSE, One-Engine Inoperative Best Rate-of-Climb………... 121 KIAS
VX, Two-Engine Best of Angle-of-Climb…….……………….. 100 KIAS
VXSE, One-Engine Inoperative Best Angle-of-Climb….…… 115 KIAS
VMO, Maximum Operating……………………………………… 269 KIAS
Maximum Glide Range….……………………………………… 135 KIAS
Turbulent Air Penetration.……………………………………… 170 KIAS
CAUTION
For turbulent air penetration, use an airspeed of 170 knots. Avoid over-action on power levers. Turn off autopilot
altitude hold. Keep wings level, maintain attitude and avoid use of trim. Do not chase airspeed and altitude.
Penetration should be at an altitude which provides adequate maneuvering margins when severe turbulence is
encountered.
Balked Landing …………………………………………………. 100 KIAS

Cruise Climb:
Sea Level to 10,000 ft ……………………………………….. 160 KIAS
10,000 to 20,000 ft …………………………………………… 140 KIAS
20,000 to 25,000 ft …………………………………………… 130 KIAS
25,000 to 35,000 ft …………………………………………… 120 KIAS
Landing Approach:
Flaps 100% ……………………………………………………. 103 KIAS
Flaps 0% ………………………………………………………. 132 KIAS
Icing Conditions (minimum) …………………………………….. 140 KIAS
Effective Windshield De-icing (maximum)……………............. 226 KIAS
Emergency Descent …………………………………………….. 181 KIAS
Stall Speeds – Power Idle, 0° Angle-of-Bank
100% Flaps …………………………………………..……….. 75 KIAS (VSO)
40% Flaps ……………………………………………………... 85 KIAS
0% Flaps ………………………………………………………. 99 KIAS (VS1
- THIS SPACE INTENTIONALLY LEFT BLANK -
3
AIRSPEED GUIDELINES – During flight

Taxi:
• Max. 22 Knots on straight taxiways
• Max. 16 Knots in turns
• Max. 12 Knots approaching gates/parking areas
Takeoff:
• V1 - Decision Speed = 74 Knots
• Vr - Rotate Speed = 96 Knots
Climb Rate:
• Climb Rate: Set to 1,800 ft./min. (Higher rates of climb, up to 2,500 ft./min. are permitted.)
• 0-10000 ->160 KIAS
• 10000-20000 ->140 KIAS
• 20000-25000 ->130 KIAS
• 25000-30000 ->120 KIAS
• Note: Climb rate is normally dictated by airspeed - that is, you fly a certain airspeed that yields a
certain climb rate. This POH specifies a climb rate instead to give you, the pilot in command, a guide to
climb performance of this aircraft.
Climb Airspeed:
• Departure Altitude to 10,000 ft. - no greater than 250 KIAS
• Above 10,000 ft. - Fly Mach Number = 0.48 - 0.50
• Vne/Mmo - Never Exceed/Maximum Mach Number = .0.53
Cruise Airspeed:
• 0.46 - 0.49
• Vfe = 200 kts
• Vno =259 kts
• Vne = 302 kts
• Mmo = 0.53
Descent Information:
• To calculate Top Of Descent point (the point at which you need to begin your descent to reach the
desired altitude at the desired time): Use 4.9 miles per minute (at Mach .49 in descent - 250 KIAS
below 10,000 ft. MSL) as the basis. This is a "No Wind" calculation. If you have a tailwind, the miles per
minute will be greater; if you have a headwind, the miles per minute will be lower.
• Descend with Auto-throttle set to hold Mach .47 to 10,000 ft. MSL - set to 230 KIAS below 10,000 ft.
MSL.
• Set descent rate to 1,800 ft./min
4
Approach Information:
• Approach Airspeed:
• Initial Phase - 180 KIAS
• Approach Course Intercept - 150 to 170 KIAS
• Final Approach (Stab. on ILS or Visual Approach) - Begin to decrease airspeed to landing airspeed of
115 KAIS.
• Flaps: Safe Deployment Airspeed: 195 KIAS
• Begin to configure the aircraft for the approach with flaps deployment beginning at 160 KIAS. To
provide for a stabilized approach, have the aircraft fully configured for landing (gear down, spoiler
armed, full flaps) at 5 NM from landing.
• At Outer Marker: Deploy Landing Gear
Landing:
• Minimum Runway Length: 2,800 ft.
• Target Landing Airspeed: 100 KIAS
• Landing Speed can be decreased to 84 KIAS for shorter runways. When landing at speeds lower than
115 KIAS,
you will need to maintain a higher power setting and steeper body angle to prevent excessive rate of
descent.
• Check flaps full and gear down at 500 ft. above airport altitude.
• Upon landing (all gear on runway)
• Apply brakes as needed to safely exit runway
• Exit runway at 15 Knots or less.
5
LIMITATIONS
Weight Limitations
Maximum Ramp………………………………………………….. 12,590 LBS
Maximum Take-off……………………………………………….. 12,500 LBS
Maximum Landing……………………………………………….. 12,500 LBS
Maximum Zero Fuel……………………………………………… 11,000 LBS
Fuel Imbalance between wings

Maximum Allowable……………………………………………… 1,000 LBS
Center of Gravity Limits

Aft Limit:
196.4 inches aft of datum at all weights
Forward Limits:
185.0 inches aft of datum at 12,500 lbs., with straight line variation to 181.0 inches aft of
datum at 11,279 lbs.
Datum:
83.5 inches forward of center of front jack
CABIN pressure
Green Arc (approved operating range) 0 TO 6.6 PSI
Red Arc (unapproved operating range) 6.6 PSI To end scale
Airspeed Limitations
Manoeuvrings Speed Va (12,500 lbs)…………………………. 181 KIAS
Max Operating Speed…………………………………………… 269 KIAS
VFE, Maximum Flap Extension/Extended
Approach 40% Flaps ……………….………..……..……….. 200 KIAS
Full Down 100% Flaps …………….………………………... 157 KIAS
VLO, Maximum Landing Gear Operation
Extension …………………………….………..……..……….. 181 KIAS
Retraction ……………...…………….………………………... 163 KIAS
Manoeuvring Limitations
The Beechcraft Super King Air B200 and B200C are normal category aircraft. All acrobatic maneuvers
including spins and (intentional) stalls are strictly prohibited.
6
ENGINE OPERATING LIMITS (PT6A-42)
1. Torque limit applies within range of 1,600 to 2,000 propeller RPM (N2). Below 1,600 RPM, torque limited to 1,100 ft-lbs.
2. When gas generator speeds are above 27,000 RPM (72% N1) and oil temperatures are between 60 and 71°C, normal oil pressure
are:100 to 135 PSI below 21,000 ft and 85 to 135 PSI at 21,000 ft and above. During extremely cold starts, oil pressure may reach 200
PSI. Oil pressure between 60 and 85 PSI is undesirable; it should be tolerated only for the completion of the fight, and then only at a
reduced power setting not exceeding 1100 ft-lbs torque. Oil pressure below 60 PSI is unsafe; it requires that either the engine be shut
down, or that a landing be made at the nearest suitable airport with minimum power to sustain flight. Fluctuations of ±10 PSI are
acceptable
3. A minimum oil temperature of 55°C is recommended for fuel heater operation at takeoff power.
4. Oil temperature limits are -40°C and 99°C. However, temperature of up to 104°C are permitted for a maximum time of 10 minutes.
5. These values are time limited to 5 seconds
6. High ITT at ground idle may be corrected by reducing accessory load or increasing N1 RPM.
7. At approximately 70% N1.
8. Cruise torque values vary with altitude and temperature
9. This operation is time limited to one minute.
10. These values are time limited to 10 seconds.
11. Values above 99°C are time limited to 10 minutes.
7
INTRODUCTION AND OBJECTIVES
As you’ve probably already surmised by reading the title page, today’s flight will take us from Skagit
Regional Airport (KBVS) to Bowerman Airport (KHQM) in Washington State. The tutorial will cover how
to properly fly the King Air B200 from preflight to shutdown, including taxi and takeoff techniques,
cruise considerations, approach, and finally the landing using full reverse.
I’m going to assume that you’ve properly calibrated your controllers, you’ve correctly configured any
add-ons (like Accu-feel) , and that you understand the basics of flight planning. Ready? Let’s go!
FLIGHT PLANNING
A preflight briefing may be obtained from a Flight Service Station by telephone, radio, or personal visit. The
briefing should consist of weather, airport, enroute NAVAID information, and NOTAMS. Normally, plan the
trip and compute weight and balance first. However, when conditions at the departure airport are near the
maximum operating limits of the aircraft, determine takeoff performance data first. This prevents planning
a trip and then discovering that takeoff is impossible with the planned passenger and fuel load. The
performance tables require that the planned altitude and approximate aircraft weight be known. Aircraft
weight decreases as fuel is consumed; fuel consumption can be estimated by scheduling 800 lbs for the
first hour, 700 lbs for the second, 600 lbs for each subsequent hour. Modify the estimated time enroute for
known delays (e.g., weather, diversions, ATC flow). If fuel conservation is more important than time to
destination, consult the specific range vs. cruise wind tables in the King Air 200 Operating Manual for long
range cruise information.
8
DEFINITIONS
To understand flight planning, it is necessary to be thoroughly familiar with the terms involved. This section reviews some of the
more common found the definitions.
Airspeed position error correction – Correction added to indicated airspeed to obtain calibrated airspeed.
Balked Landing – A maximum effort rejected landing maneuver whereby a normal category turbine powered multi-engine airplane
can maintain a steady gradient of climb of at least 2.5 percent with;
-not more than the power that is available on each engine eight seconds after initiation of movement of the power controls from
minimum flight-idle position.
-the landing gear extended.
-the wing flaps in the landing position; and,
-a climb speed equal to VREF.
Cruise climb – A speed giving the best combination of altitude gain, fuel consumption, and distance covered.
GS – Groundspeed. The speed of the aircraft relative to the ground.
KCAS – Knots calibrated airspeed. Indicated airspeed corrected for position error due to location of the static ports. CAS equals
indicated airspeed (IAS) plus airspeed position error correction.
KIAS – Knots indicated airspeed. The speed of an aircraft, expressed in knots, as shown on it’s static airspeed indicator calibrated to
reflect standard atmosphere adiabatic compressible flow at sea level uncorrected for airspeed system errors.
KTAS – Knots true airspeed. Calibrated airspeed corrected for compressibility effects and air density different from sea level
standard. Use computer/calculator/chart.
VA – Maneuvering speed. Design maneuvering speed. Maximum speed at which abrupt flight control inputs should be attempted.
VB – Turbulent air penetration speed. Design speed maximum vertical gust intensity in level flightas determined in Flight Envelope
VF – Design flap speed. The highest speed permissible at which wing flaps may be actuated.
VFE – Maximum flap extended speed. The highest speed permissible with wing flaps in a prescribed extended position.
VLE – Maximum landing gear extended spd. The max speed at which an aircraft can be safely flown with landing gear extended
VLO – The maximum speed at which the landing gear can be operated.
VLOF – Liftoff speed. The speed at which the aircraft lifts off the ground. VLOF is equal to VR plus three knots.
VMCA – Minimum control speed, air. The minimum flight speed at which the aircraft is directionally controllable as determined in
accordance with FAA regulations.
VMCG – Minimum control speed, ground. The minimum speed at which directional control can be maintained if one engine
becomes inoperative on takeoff roll with takeoff power on the operative engine.
VMO /MMO – Maximum operating limit speed. The speed limit that may not be deliberately exceeded in normal flight operations.
VMO is expressed in knots and MMO in Mach number.
VNE – Never exceed speed. The speed the aircraft is never to exceed.
VR – Rotation speed. The speed at which the aircraft is rotated to the takeoff attitude. VR is equal to V1 but not less than 1.05
times VMCA. It must also be high enough to allow VX to be attained before the aircraft reaches a height of 50 ft.
VREF – Approach speed. Target approach speed for a given aircraft weight and flap configuration. VREF equals 1.3 times VS.
VS – Stalling speed. Minimum steady flight speed, the lowest speed at which the aircraft is controllable.
VSO – Stalling speed. Minimum steady flight speed at which the aircraft is controllable in the landing configuration.
VSSE – Safe one engine inoperative speed. A speed above both VMCA and stall speed, selected to provide a margin of lateral and
directional control when one engine suddenly becomes inoperative.
VX – Best two engine angle of climb speed. The airspeed that provides greatest gain in altitude for horizontal distance travelled.
VXSE – Best single engine angle of climb speed. The airspeed that delivers the greatest gain of altitude in the shortest horizontal
distance for single-engine operation.
VY – Best two engine rate of climb speed. The airspeed that provides the greatest gain in altitude for the elapsed time.
VYSE – Best single engine rate of climb speed. The airspeed that delivers the greatest gain in altitude in the shortest time for
singleengine operation.
V1 – Takeoff decision speed. In the event of an engine failure, the speed above which the takeoff is continued; below this speed,
takeoff is aborted. V1 is equal to VR.
V2 – Takeoff safety speed. V2 in terms of calibrated airspeed which allows the gradient of climb required.
9
THE PLAN
Type: BE20
Equipment Code: /G
Basic Weight= 8160 LBS (The Carenado’s B200, aircraft.cfg indicate 8100LBS)
Ramp Weight: 12590 LBS
Passengers on Board: 5 (850 LBS)
Baggage: 135 LBS
Cabinet contents: 30 LBS
Fuel: 4 hrs 30 mins (We will load fuel 3075 LBS)
ETE: 35 minutes
DEPARTURE
Departure Airport= KBVS
Active Runway= 22
Runway length= 3545 FT
Weather= KBVS 22006KT 5SM BRK070 15/03 A2983
Wind in climb= 6 KT headwind
FLAPS= Approach
ENROUTE
Distance to destination = 114 NM
True Airspeed= 220 Knots
Altitude= 13,000
Route= Direct JAWBN Direct ULESS
Wind= Slight headwind 8 KT direction 230
DESTINATION
Destination Airport= KHQM
Active Runway= 24
Runway length= 5012 FT
Weather= KHQM 24010KT 10SM CLR 15/07 A3006
Wind= 10 KT headwind
ALTERNATE
KOLM (Olympia)
10
THE WEATHER
KBVS 22006KT 5SM BRK070 15/03 A2983

- Winds 220 at 6 knots,
- Visibility 5 miles,
- BROKEN clouds at 7000 feet,
- Temperature 15oC,
- Dew point 13oC,
- Altimeter 29.83
KHQM 24010KT 10SM CLR 15/07 A3006

- Winds 240 at 10 knots,
- Visibility 10 miles,
- BROKEN clouds at 7000 feet,
- Temperature 15oC,
- Dew point 7oC,
- Altimeter 30.06
It's not absolutely necessary to have this exact weather, so if you're comfortable with running a weather
program, FSX real-time weather, a preset weather setting, or something entirely your own, have at it.
CUSTOM WEATHER THEME

I have included a custom Weather Theme. With this file find the following 3 files below, that you need to
add to your FSX Weather “Theme” folder. This will automatically set your weather for the above
scenario. The 3 files are named:
-PacificNW_tutorial.bmp
-PacificNW_tutorial.wt
-PacificNW_tutorial.wtb
Open the FSX main menu, find folder, “WEATHER”, open the folder and find folder “themes”. Add the
above files to the “themes” folder. When you start up FSX under weather themes you will have a theme
called “Pacific North West Tutorial”, select it and the weather will be loaded.
Alternative Weather Theme

I have also included a custom Weather Theme with a slight twist. With this file find these 3 files that you
need to add to your FSX Weather “theme” folder. This will automatically set your weather for the above
scenario, with the only exception that the cloud layer continues all to the south. The 3 files are named:
-PacificNW_tutorial_02.bmp
-PacificNW_tutorial_02.wt
-PacificNW_tutorial_02.wtb
When you start up FSX under weather themes you will have a theme called “Pacific North West
Tutorial02”, select it and the weather will be loaded
OR
You can also set it manually in the weather section if you so prefer.
11
THE SETUP
To write this tutorial, I used the Orbx PNW scenery, with Orbx KBVS airport scenery as well as KHQM ORBX airport
scenery. If you're also using that scenery, load the B200 of your choice at Parking 16.
If you're using the default scenery, load the aircraft at Parking 8 and use slew mode to turn it around 180 degrees so
that it faces the taxiway. The time to select is 1530 local. Build and save your flight simulator flight plan, and ensure
it's loaded in the sim.
WEIGHT & LOAD SHEET

Below is a Weight and Load sheet for the flight based on our plan. These values come from flight planning and some are
derived via published data tables in POH. This is where the wheels hit the tar and everything comes together..!
(How to draw up such a Weight and Load sheet need some more detailed info that we will not cover here in this tutorial)
12
FUEL PLANNING
Fuel planning is mostly done from published tables in POH. Detail Fuel planning will not be covered in this
tutorial.
CENTER of GRAVITY
From the above we could now also calculate Centre of Gravity
23650/12500 = 1.89 x 100 = 189.
According to the MOMENT limits vs Weight tables We are easily within limits that need to be within 181 and
196 so we are all good to go and are all within limitations. Sweeeet like a lemon..!!
LOAD AND FUEL IN FSX

To be able to reflect the above data we need to make sure the load and Fuel has been loaded accordingly.
FUEL & LOAD
SUMMARY
13
AIRPORTS DATA
Skagit Regl (KBVS) Departure N48*28.25' W122*25.25' Elevation: 120 FT
Radios
CTAF: 123.050 MHz UNICOM: 123.050 MHz
Center: 128.500 MHz AWOS: 121.125 MHz
Departure: 120.700 MHz Approach: 120.700 MHz
Runway Length Surface ILS ID ILS Freq ILS Hdg

4 3002 Asphalt
22 3002 Asphalt
10 5479 Asphalt
28 5479 Asphalt
127.90
Bowerman (KHQM) Arrival N46*58.27' W123*56.19' Elevation: 14 FT

Radios
CTAF: 122.700 MHz UNICOM: 122.700 MHz FSS: 122.200 MHz
Center: 128.300 MHz ASOS: 135.775 MHz

6 5012 Bituminus
24 5012 Bituminus IHQM 108.700 240
Olympia (KOLM) Alternate N46*58.23' W122*54.13' Elevation: 198 FT

Radios
CTAF: 124.400 MHz UNICOM: 122.950 MHz
Center: ASOS: 135.725 MHz
Ground: 121.600 MHz Tower: 124.400 MHz
Departure: 121.100 MHz Approach: 121.100 MHz

17 5490 Oil treated IOLM 111.900 172
35 5490 Oil treated
8 4150 Oil treated
26 4150 Oil treated
OTHER DATA
PENN COVE (CVV) Type: VOR/DME Class: Low altitude
Frequency: 117.20 MHz
HOQUIAM (HQM) Type: VOR/DME Class: High altitude
OLYMPIA (OLM) Type: VOR/DME Class: High altitude
ABERN (HOQUIAM) (HQ) Type: NDB Class: MH

Frequency: 236.0 kHz
14
THE FLIGHT
OK let’s get down to business…. I assume that you have worked through the previous pages. Using
checklists is not only good practice, but it is an integral part of operating the B200 safely and correctly, and
it will ensure an enjoyable flying experience.
-Page 3 contains the recommended airspeeds for safe operation.
-Page 4-5 contain come guidelines
-Page 6-7 contain the more important limitations
ACCEPTANCE, PRE-FLIGHT INSPECTION & CABIN INSPECTION

The ACCEPTANCE, PRE-FLIGHT INSPECTION (walk-around) and CABIN INSPECTION will not be discussed in this
tutorial.
However it is always a very good idea to get into a habit to perform these as in Real-live. In Short:
-We have completed the ACCEPTANCE checks, PRE-FLIGHT INSPECTION and CABIN INSPECTION.
-We have also made sure all baggage is securely stored and Cargo doors are properly latched.
-We have checked our loads and checked center of gravity calculations and all are within safety limits
For more detailed info on this section, I refer you to the POH that contain the details for these sections.
For this tutorial we accept that these procedures have been carried out and all is fine with the inspection and the plane is in in sound
mechanical condition for the flight.
Once you're settled in the cockpit, you're ready for the first checklist. For the purposes of this tutorial, I've
omitted some of the checklist items you can't perform in the sim. You're welcome to use the real world
checklists, if you choose.
BEFORE ENGINE STARTING

My “Before Engine Starting” checklist normally follow a path, starting at the pedestal, moving forward to the power levers, and
front panel, then from bottom right to bottom left of the panel of the pilot flying, the left side panel, then moving up to top left
front panel, moving right to center front panel, then up to the overhead, coming down for test switches and beacon lights.
 Cabin Door - CLOSED AND LOCKED

 Passenger Briefing – COMPLETED
 Parking Brake - CONFIRM SET
Pedestal Switches - SET (BOTH)

 Pressurization Controller - SET
 Electric Elevator Trim Switch - ON
 Rudder Boost Switch - ON
 Cabin Pressure Switch - PRESS
 EFIS Reversionary Switches (if installed) – NORMAL
 EFIS Power (if installed) – OFF
15
Throttle Quadrant . . . . . . . . . . . . . . . . . . . . . SET

 Power Levers - IDLE
 Prop Control Levers - FULL FORWARD
 Condition Levers - FUEL CUTOFF
Landing Gear Panel . . . . . . . . . . . . . . . . SET

 Landing Gear lever - DOWN
 Landing Gear Control Lights – TEST (Not simulated)
 Gear Down Annunciators – CHECK
Environmental Panel . . . . . . . . . . . . . . . . SET (RH)

 Radiant Heat Switch - OFF
 Aft Blower Switch - OFF
 Bleed Air Valve Switches - ENVIR OFF
 Vent Blower Switch - AUTO
 Cabin Temp Mode Switch - OFF
 Cabin Signs - NO SMOKE/FASTEN SEAT BELTS - ON
Now, it's actually in the checklist a little later, but here's where it makes sense to switch on the Fasten Seatbelts
and No Smoking signs. Not that you need to, since you don't have any passengers except the guy in the right
seat. Still, it's a good idea to develop good habits, so go ahead and flip the switch to FSB - NO SMOKING.
 Cabin Lights - AS REQUIRED
 Switch Coffee - OFF
Lower Panel Switches & Fuel Panel . . . . . . . . . . . . . . . . . . . SET

 Pilot lower switches (R) - OFF
 Pilot lower switches (L) – OFF (except)
 Engine Anti-ice – ON [Anti-ICE] ILLUMINATED
To minimize the ingestion of ground debris, the engine anti-ice system should be ON for all ground operations.
 Pilot's Mic Switch - NORMAL
 Battery Switch - ON/CHECK
 Battery Voltage - 23V DC MINIMUM
 Current Limiters - CHECK
Check that voltage is a minimum of 23V for battery start and 20V for external power start. No voltage indicates current limiter
is out.
 Battery - ON
 Fuel FW Shutoff Valves - CLOSE
 Crossfeed Switch (L the R) - OPEN,
[FUEL CROSSFEED] ILLUMINATED,
 Crossfeed Switch - CLOSE,
 Battery - OFF,
o Boost Pumps (Standby Pumps Switch L & R) - ON then OFF
Listen for operation.
 Battery - ON,
o [L FUEL PRESS] and [R FUEL PRESS] ILLUMINATED
o Standby Pumps Switches (L & R) - ON,
[L FUEL PRESS] and [R FUEL PRESS] EXTINGUISHED
o Standby Pumps Switches (L & R) - OFF,
16
 Fuel Quantity – CHECK

Make sure you check both Mains and Auxiliary tanks.
VERY IMPORTANT:
The auxiliary tanks are only filled after the Main tanks have been filled
Max. Allowable fuel imbalance between wing fuel system is 1000 lbs.
Do not take off if fuel gauge/s indicate in yellow arc or less than 265 lbs. of fuel in each main tank
 Transfer Pumps Switch (L & R) - AUTO
 Transfer Test Switch (Press on transfer lights) - LEFT, (Not simulated)
[L NO FUEL XFER] BLINKS, (Not simulated)
 Transfer Test Switch (Press on transfer lights) - RIGHT, (Not simulated)
[R NO FUEL XFER] BLINKS, (Not simulated)
 Circuit Breakers (L Side-panel) – IN
 Pilot Instruments - CHECK
 Annunciator Lights – TEST
Both top and bottom lights should come up
 Stall Warn Test Switch – TEST
This is one sound you would hope not to hear during flight
 Hyd Fluid Sensor - TEST, (Not simulated)
[HYD FLUID LO] ILLUMINATED (Not simulated)
 Overhead Panel Switches - SET AS REQUIRED
 Beacon Lights - ON
Turn on beacon light for all engine starts. This is to warn people that we are commencing operation of the aircraft.
(Most people leave the rotating beacon switch in the on position, even after shut-down for a number of reasons. E.g. you might
forget to switch of battery power, and when exiting you will be reminded by the rotating beacon that that battery power is still
on, saving you the hassles of a dead battery on return)
 Navigation Lights - AS REQUIRED
Normally used 1 hour before sunset to 1 hour after sun-up next day.
ENGINE STARTING (BATTERY)

You should not have a problem with this engine start-up today. This simulation is do not simulate hot start etc, so today this will not
hold us back for our $100 hamburger flight.
Right Condition Lever - Fully back (CLOSED)
Right Ignition/Start Switch – ON
Monitor Right Fuel Pressure light – OFF
Monitor N1 rising to about 10%-12%
Move Right Condition Lever (10% N1 minimum) - LOW IDLE
o
Right ITT and N1 - MONITOR (1000 C maximum)
Right Oil Pressure – CHECK
Check right oil pressure for a minimum indication of 60 PSI at low idle.
WAIT until N1 > 51% or above)
Right Engine Start Switch - OFF
Right Ignition Switch - OFF
Right Condition Lever - SET HIGH IDLE
Right Generator - ON, [R DC GEN] EXTINGUISHED
Charge battery: Load = 0,5
Until you have positive load, Maximum 5 minutes.
Right generator: Off
17
Left Condition Lever - Fully back (CLOSED)

Left Ignition/Start Switch – ON
Monitor Left Fuel Pressure light – OFF
Monitor N1 rising to about 10%-12%
Move Left Condition Lever (10% N1 minimum) - LOW IDLE
Right Generator - ON
o
Left ITT and N1 - MONITOR (1000 C maximum)
Left Oil Pressure – CHECK
Check Left oil pressure for a minimum indication of 60 PSI at low idle.
WAIT until N1 > 51% or above)
Left Engine Start Switch - OFF
Left Ignition Switch – OFF
Left Generator - ON, [L DC GEN] EXTINGUISHED
Right Condition Lever - SET LOW IDLE
You should now have both engines started and the condition levers in LOW IDLE. N1 speeds on both
engines should be about 66%.
Note that when you are operating in high ambient temps., at high elevation or when you see high generator loads, you need to
adjust the fuel condition levers to a higher N1 speed (approx. 69-70% N1) in order to avoid excessive ITT. Be very careful - if ITT does
not start rising within 10 seconds after the fuel condition lever/s have been moved to low idle, they should be moved to cut-off
immediately. Wait 60 seconds for the fuel to drain and the starter to cool down, and then follow your engine clearing procedures.
But that is not going to happen in this simulation, so we are ready to continue with the process.
BEFORE TAXI
Transfer Pumps - AUTO

Fuel Vent Heat - ON
Crossfeed - OFF
Both Inverters - CHECK, [INVERTER] EXTINGUISHES, 105-120 VOLTS, 380-420 Hz
(The Carenado version will always show 400Hz in INVERTER ON and OFF position)
Inverter to be Used - ON
I generally use inverter #1 on odd-numbered days and inverter #2 on even-numbered days. Doesn't matter, make up your
own system. One of them needs to be on.
DC Voltage/Load – Check +-20%
AC Voltage/Freq – Check 400Hz
Avionics Master - ON
EFIS Power - ON
EFIS AUX Power - ON
Lights TAXI - ON [ LDG/TAXI LIGHTS ] NOT ILLUMINATED when gear is extended. This light will only
illuminate if the Landing/Taxi light is ON when the gear has been retracted.
Lights RECOG - ON
Lights NAV/LOGO – AS REQUIRED
If it was after dark, we'd switch on the NAV and LOGO lights, too
Navigation lights normally used 1 hour before sunset to 1 hour after sun-up next day.
Instruments – CHECK
18
Activate the flight plan in your GPS.

If you have the RXP GNS430 installed, use the procedures outlined in the instructions for that unit. The flight plan should now
be displayed on both the Avidyne EX500 MFD and the GPS1 unit above.
Nav source - SELECT GPS.

Radios (Com/Nav/ADF/Transponder) - ON
Transponder - Set Standby
Set the altimeter to 29.83, confirm it reads 120 feet, and then go through and set the avionics for
departure. We'll listen to the AWOS broadcast on 121.125 first to make sure nothing has changed since
we got our weather in the FBO.
If we had ATC, we'd dial up Whidbey Departure on 120.7 and request our clearance to Bowerman in a
conversation that would go something like this:
"Whidbey Departure, King Air 629 Juliet Golf on the ramp at Skagit, IFR for Bowerman, ready to copy." "King Air
Niner Juliet Golf, clearance on request... King Air Niner Juliet Golf, cleared to Bowerman as
filed, squawk 3114, climb and maintain 5,000, expect 13,000 ten minutes after departure. Departure on this
frequency, monitor Whidbey Tower on 127.9 while transiting Class C airspace. Over."
"Cleared to Bowerman as filed, squawk 3114, climb and maintain 5,000, expect 13,000 ten minutes after departure.
Departure on this frequency, monitor Whidbey Tower on 127.9 while transiting Class C airspace. King Air Niner Juliet
Golf."
"King Air Niner Juliet Golf, read back correct, clearance valid until 1600." "Valid
to 1600, Niner Juliet Golf."
Set Radios:
Comm 1 - 123.075 (KBVS UNICOM) with 127.0 in standby.
Comm 2 - 127.0 (so Whidbey Departure can contact you if they need to) and 127.9 in standby
XPDR - 3114
Set the HDG bug to 220 and on the AP Controller, select HDG and ALT SEL. Press the UP side of the
UP/DOWN rocker to increase the commanded rate of climb to 1,500 feet per minute.
Higher rates of climb, up to 2,500 ft./min. are permitted but today we will be climbing at 1500f/min
Climb rate is normally dictated by airspeed - that is, you fly a certain airspeed that yields a certain climb
rate. This POH specifies a climb rate instead to give you, the pilot in command, a guide to climb performance of this aircraft.
The autopilot is now configured for departure and all we'll have to do is switch it on as we pass 400 feet altitude.
Altitude Alerter - 5,000
We don't have a co-pilot we need to brief, but it's always a good idea to run through the briefing anyway
before you move the aircraft. It helps to solidify your departure plan in your head by reciting it out loud.
So, here's the briefing:
“This will be a left seat, IFR departure of runway 22.
We will use 2100 pounds of torque or 680 on the ITT, whichever we reach first.
Speeds will be Vr 95 and Vyse will be 120.
Any malfunctions affecting the safety of flight
-below 95 knots we will reject the take off, -above 95 knots we will continue.
-If it is an engine failure, -> identify the affected engine via the dead foot
-> verify with the gauges,
-> then feather the affected engine.
-> climb to minimum safe altitude.
-> through 1000 feet, refer to checklist and return to KBVS, runway 22.”
19
Red line on the ITT is 740, but to reduce wear and tear on the engines, we'll keep the ITT below 700. Once we're airborne, we'll
initially shoot for at least 121 KIAS (Blue line) and hold that until we're above 400 feet. Since 121 KIAS is the best engine out rate-
of-climb speed, we want to maintain at least that speed on departure. It's okay to go faster, since it's always better to have to
slow down to reach 121 knots than it is to try to accelerate to 121 knots at low altitude with one engine out. At 400 feet above
field level (or 530 feet), we'll lower the nose to accelerate to our climb speed and switch on the autopilot.
If you're using rudder pedals, you should have no trouble identifying when an engine died on you. You'll need to apply full rudder
in the direction of the good engine, so one foot will be almost off the rudder pedals...hence the term "dead foot". The side with
the foot pulled back is the side with the dead engine. It's actually wise to verify this with the instruments before you feather the
engine, so look for very low torque, low ITT, and low N1. Then SAY IT OUT LOUD: "Right engine failure, right condition lever." (Or
left engine, left lever, as appropriate.) Believe it or not, lots of pilots have pulled the wrong condition lever in the heat of the
moment.
There are a few things you need to know about this airport that are cited in the airport notes on www.airnav.com and
www.skyvector.com. First, there are sometimes deer or birds on the runways. Be ready to abort your takeoff. Second, the
airfield is often used for helicopter training, so there may be auto rotating helicopters landing on the runways. Before you take a
runway, look higher than your usual scan to make sure you're the only one using the runway, and listen up on UNICOM for other
traffic. Finally, there's a restriction against aircraft with a wingspan greater than 49 feet using taxiway G when runway 4/22 is in
use. Since we'll be using runway 22 today, it's safe to say it's in use. The lights at the end of runway 22 prevent us from simply
taxiing in over the threshold from across runway 28, so we'll hold short of runway 28 until we're ready to take runway 22, then
cross 28 and follow taxiway G around to runway 22's entrance to line up.
TCAS - ON
There should not be much traffic currently, so you won’t be getting any traffic advisories (TA’s) soon.
When you are operating in high density traffic areas, you can switch the TCAS on just before you taxi onto the active runway.
Now, we're ready to taxi to runup area.

Release the parking brake and slowly apply some power. It is better to taxi in low idle. You don't want to go above
300 ft/lbs torque, so as soon as you start rolling, stop moving the levers, tap the brakes to make sure they work, and
when you're moving about 8 or 9 knots by the ground speed indication on the EHSI. The B200 is a bit easier to taxi
with power levers and brake then the C90. It takes a bit of practice to get the hang of it but practice make perfect.
Taxi to an open space where we don’t blast any other planes with dirt when we do a runup check, but also
don’t obstruct traffic (enroute to runway 28 -> 22).
BEFORE TAKEOFF (RUNUP)
Back to the pedestal and throttle area.

Pressurization - SET CABIN ALT to 4000
We want to have a bit of pressurization for the 13000 feet flight
This is normally set with inner scale (ACFT ALT) 1,000 FT above the planned altitude
Trim - CHECK
Rudder Boost - ON
Electric Elevator Trim - ON
Flaps – Set Approach
For the B200, approach flap is used for take-off in most conditions or configurations
Flight Controls - CHECK
Engine Anti-ice - CHECK
Autofeather - ARMED
20
Parking Brake - ON
Overspeed governors, rudder boost test (Not simulated-Omitted)
Because you cant feel the rudder boost we omitted this test
Govenor: Test (partly simulated)
Not required: Run up the engine to 1800RPM
Both bleed air switches - OFF [both BLEEDAIR annunciators illuminated]
Normally you will see the pneumatic pressure 0 psi Not simulated
Both Bleed air switches – ON [both BLEEDAIR annunciators extinguished]
Normally you will see the pneumatic pressure rise to about 17.5 psi and gyro suction to around 4.9 in Hg. Not simulated
Pneumatic pressure stays at 15 psi irrespective if bleedair is open or close. Pneumatic pressure and gyro suction is located
right side of copilot bottom panel
Carenado Bleedair switches also do not have 3 positions but just 2 positions: It should have
-Instrument Environment off
-Environment off
-Open
Ice vanes: Check (1800 rpm) (Not simulated)
Autofeather: Check (500 ft-lbs) (Not simulated)
Fuel Qty - Check

Flight and Engine Instruments - Check (Oil temperature..!)
Continue Taxi out to the left on taxiway B and hold short of runway 28.
-Before you take a runway, perform your usual scan to make sure you're the only one using the runway
-Listen up on UNICOM for other traffic then cross 28 and follow taxiway G around to runway 22's entrance to line up.
Now taxi and cross runway 28 , go around onto runway 22 and bring the airplane to a stop.
Hold the brakes.
Okay, make your departure call on 123.075:
"Skagit Traffic, King Air 629 Juliet Golf on runway 22, departing to the west."
BEFORE TAKEOFF (FINAL ITEMS)

Engine Auto Ignition - ARM, [L IGNITION ON ] and [R IGNITION ON ] ILLUMINATED
Engine Anti-ice - OFF, [L ENG ANTI-ICE] and [R ENG ANTI-ICE] EXTINGUISED.
For takeoff we need all the power we can get to takeoff from runway 22. You can take-off with engine Anti -Ice ON, in conditions
where it is required, but the take-off run will be a lot longer due to reduced power with Engine Anti ICE = ON.
Prop Sync - OFF
Landing Lights – ON [ LDG/TAXI LIGHTS ] NOT ILLUMINATED when gear is extended. This light will only illuminate
if the Landing/Taxi light is ON when the gear has been retracted
Strobe Lights - ON
Taxi Lights - OFF
Structural De-Ice Protection - AS REQUIRED
Pitot Heat - ON
Prop Levers - CONFIRM FULL FORWARD
Condition Levers - CONFIRM FULL FORWARD
Trim - CHECK
Flaps - CONFIRM APPROACH
Bleed Air Valves L & R - OPEN/ON [both BLEEDAIR ] EXTINGUISED
Transponder - ON
Interior Lights - AS REQUIRED
Annunciators - EXTINGUISHED OR CONSIDERED
21
Below is a good indicator of what to be looking for in terms of take-off speeds & best rate of climb in event of an engine failure:
Take Off Weight Vr Vyse
12,500 95 121
12000 95 119
11500 95 117
11000 95 115
10500 95 113
10000 95 111
9500 95 110
9000 95 108
I normally run through a little rime just before take-off.. (This actually come from days gone by flying props and over the years have
been adjusted to suit the circumstances)
What To Do Last For Prop Condition
-Wind direction / Windows closed

-Transponder SET
-Direction - Heading set to runway heading
-Lights – Taxi off / Landing ON
-Fuel pumps ON / Flaps set Approach
-Prop levers fully forward
-Condition levers fully forward
o
Notice that the flight director cue on the EADI is showing wings level and about 10 nose up, and that the
CDI on the EHSI indicates that we're slightly to the left of the intended track for the first leg.
Because King Airs don't have contra-rotating props, the engines have to be managed very carefully on takeoff.
Even a small amount of asymmetrical thrust will give you a pronounced wiggle that can be
hard on your passengers. Fear not, though: there is a way to get a King Air into the air without having to
dance on the rudder pedals all the way down the runway.
First, "stand up" the power levers by pushing them forward until the prop RPM reaches 2000. N1 will
likely be in about 84-85 and torques will be between 600-650 ft/lbs.
-Engine ignition lights will be extinguished when torque > 400.
At this point, the props are said to be "on the governors", which means that when you move the power levers forward, prop
RPM will remain constant while N1, torque, and ITT will all increase. From this point until we're safely on the ground again,
we'll make sure that we keep N1 high enough to drive the props at whatever RPM we've set via the prop levers.
Release the brakes and slowly-but-briskly push the power levers forward to increase torque to about
2150-2200.
o
(the limit, which you remember is 2230 ft/lbs. NEVER exceed 2230 ft/lbs and don't let ITT go above 740 C. In most
cases you will be stopped by ITT before you can reach max Torque and your acceleration will help further increase
torque and ITT, so be mindful of that, as you speeding down the runway.)
Ok we are rolling…
If you made the necessary correction to gauges
-Autofeather annunciators will be Illuminated after N1 > 90.
22
At 95 KIAS, pull the nose up to about 9o to 10o and let the airplane fly itself off the runway.
Be gentle with the B200. As soon as you have a positive rate of climb, raise the landing gear.
Landing gear - UP
Flaps - UP
With your HDG bug as a cue, maintain the runway heading, and use pitch to keep the airspeed at or above 120
KIAS until you're passing 530 feet on the altimeter. If you follow the flight director cue, you'll do alright.
Passing 530 feet

Ensure NAV/GPS mode is set to GPS.
Autopilot - ON
Yaw damper - ON
The nose will come down and you'll start to accelerate. Notice that the CDI now indicates that we're to the right
of the first leg, so we need to turn left to establish ourselves on our planned route of flight. Set the HDG bug to
190.
Now, switch frequencies in both comm radios and make your departure call:
"Whidbey Departure, King Air Niner Juliet Golf is with you passing 1600 for 5,000."
"King Air Niner Juliet Golf, radar contact."
At this point, you should just be crossing into the Class C airspace around NAS Whidbey Island, at an
airspeed of about 145-150 KIAS. You're slightly right of track, but correcting, and you've checked in with
ATC. It's time for another checklist.
Autopilot - SELECT NAV

The Autopilot will now track the GPS course.
CLIMB
Climb Power - SET (Observe ITT, torque and N1 limits)

Prop RPM - 2000 (max continuous power)/1900 (cruise climb)
We're going to set 1900 RPM, and in order to do that, we'll need to reduce power slightly to avoid exceeding
torque limits. Pull the power levers back to set torque to about 1800-1900 ft/lbs. Now, pull the prop levers back
evenly to 1900 RPM, making sure you don't exceed 2230 ft/lbs on the torque meters. With the props at 1900 RPM,
you can move the power levers forward again to increase torque to about 1950-2050 ft/lbs.
Prop Sync – ON (Annun Light seem not to be correctly simulated. The light should only illuminate when gear is extended/plane
on ground and prop sync ON.)
The trick to properly synchronizing the propellers is to watch the synchroscope (that funny spinning thing next to
the prop sync switch) and reduce the pitch on the prop that sychroscope is spinning TOWARDS. So,
counterclockwise spin, reduce the pitch on the left prop. Clockwise spin, reduce the pitch on the right prop. When
the synchroscope stops spinning, the props are synced, and you can switch on the prop sync to maintain
synchronization. If you change prop RPM, you'll need to switch off the prop sync and repeat this process to re-sync
the props.
23
Auto-feather - OFF
Auto-Ignition - OFF
Engine Instruments - CHECK
Aft Blower - OFF
Windshield Anti-ice - NORMAL
Switch it on, if you haven't already. It's a good idea to have it on if you expect to be flying in temperatures less
than 5 degrees Celsius, since that's when you can expect icing, and if you wait until the windscreen is cold soaked,
there's a chance it might crack.
Cabin Sign - AS REQUIRED

Cabin Pressurization - CHECK
You should see cabin altitude climbing.
Exterior Lights - LANDING LIGHTS OFF [ LDG/TAXI LIGHTS ] EXTINGUISED

Pitot Heat - ON
At this point, you should have intercepted the first leg, and airspeed should be slightly above 150 KIAS. On the
autopilot controller, select NAV and press the UP side of the UP/DOWN rocker to set a rate of climb of 1300 feet
per minute. You should shortly be passing 4,000 feet, which will put you above the NAS Whidbey Class C airspace.
Managing climb speed in the King Air is fairly easy. If you recall, back on the first page, we listed the cruise climb
speeds. These aren't absolutes, but more like checkpoints at the various altitudes. Your climb airspeed will
decrease naturally by 2 KIAS per thousand feet as you climb. So, starting a climb at sea level and 150 KIAS, you'll
climb through 4,000 feet at 142 KIAS, and 8,000 feet at 132 KIAS. Pretty neat, huh?
As we pass 4,000 feet, the altitude alerter will buzz. Press the flashing button on the alerter.
"King Air Niner Juliet Golf, Whidbey Departure. Climb and maintain one three thousand."
"Up to one three thousand, King Air Niner Juliet Golf."
Altitude Alerter - SET 13,000 feet.

As we continue to climb, monitor the engine instruments. N1 will stay the same, which is to be expected, since
you haven't moved the power levers. (Or you shouldn't have.) Torque and ITT will be decreasing slowly.
Advance the power levers as needed to maintain 1950 ft/lbs
(or as close as you can get without going over), but make sure you don't exceed 680 C on the ITT or 99% N1 – we
don’t want to fry these engines)
"King Air Niner Juliet Golf, Whidbey Departure. You are leaving my airspace, contact Seattle Center on
128.3. Have a good flight."
"Over to 128.3 for King Air Niner Juliet Golf, good day."
Switch your comm 1 radio to 128.3 and check in with Seattle Center.
"Seattle Center, King Air 629 Juliet Golf, with you out of 6,000 for 13,000, squawking 3114."
"King Air Niner Juliet Golf, radar contact. Continue climbing to one three thousand, altimeter 3024." "Up to
thirteen thousand, altimeter 3024, King Air Niner Juliet Golf."
If you've done everything right (or, to be more precise, if you've done everything the way I did it), you should
level off at 13,000 feet about 8 miles before you reach JAWBN.
24
And guess what? It's time for another checklist.
CRUISE
After reaching top of climb, allow the aircraft to accelerate before setting cruise power. A check of the performance
tables shows that at 13,000 feet, and our cruise airspeed for today is about 190 KIAS at 1700 ft/lbs and 1700 RPM and
Turbine % around 93.5. So, accelerate to 190 KIAS before reducing power to Torque 1750, then set prop RPM to 1700.
Remember to first switch off Prop Sync before adjusting RPM. 190 KIAS should give us a groundspeed of around 230
kts. [Remember we have a slight head wind (7-8 knots 225 degrees) so all is good]
Accelerate to 190 KIAS
Prop Sync - OFF
Engine RPM - SET 1700 for Cruise
Power – Adjust to 1700-1750 ft-lbs and Turbine % to 94-95%
Prop Sync - Perform Sync after RPM resetting limits.
Remember that trick for synchronizing the props? You do need to do that again, if you need to, after reducing the prop
RPM to 1700.
Cruise Power - SET per CRUISE POWER TABLES

Autofeather - OFF
Engine Instruments - MONITOR
Pressurization - MONITOR
o
At this point, let's check our performance. I'm showing -4 C OAT, at 13,000 feet indicated altitude. My altimeter
setting is still 29.83, and the airspeed indicator shows 193 knots. According to my trusty E6B (yes, there's an app for
that), we're making 230 KTAS. It's slower than anticipated in the tables, but airplanes rarely match the
performance in the books, so since it's within 5% of what the book says, we should be pretty happy.
According to the GNS530, we're making 228 knots good over the ground, so we've got a bit of a headwind.
We can live with that.
ICING CONSIDERATIONS
Now, something to consider any time in a King Air is icing. If the outside air temperature is at or below
o
5 C and there is visible moisture in the air (clouds, rain, snow), you should switch on the engine anti-ice
and ensure that the [L ENG ANTI-ICE] and [R ENG ANTI-ICE] annunciators are illuminated. You'll experience a
drop in torque and an increase in ITT that indicates engine anti-ice is working. You can reset power within
limits, but odds are, you'll lose a little airspeed.
See those clouds? They're ice hazards. Just so you know.
CRUISE NOTES & DESENT PLANNING

My old flight instructor used to say that if you're not busy, you're getting behind the airplane, so let's look ahead
to our descent. We're planning to shoot the ILS RWY 24 approach into Bowerman, even though the weather is
good. After all, the best time to learn a skill is before you need it, right?
25
There's a handy acronym you can use for your approach briefing: AMORTS
A - Approach Type
M - Minimums
O - Overshoot
R - Radios
T - Timing/Distance
S - Speeds
A for Approach type.

We've already decided to use the ILS RWY 24 approach. Refer to the plate on page 33.
M for minimums.
The MSA compass rose at the lower right of the map on the approach plate tells us that inside 25NM from HQM
VORTAC, between the inbound headings of 230 and 350, we can descend to 3000 feet. Our initial approach fix is
ULESS, however, and that's 30 NM from HQM VORTAC, so the MSA doesn't apply. We'll have to consult the
sectional, and we'll get to that in a minute. Staying with the approach plate, we can see that we're allowed to
descend to 2300 feet between ULESS and COXOD, and once on the localizer, we need to stay above 2100 feet until
we cross the Final Approach Fix at NEYDI. After that, we'll be on the glide slope.
So, what altitude should we cross ULESS at? Let's consult the Seattle sectional on page 32. The maximum
elevation figures for the quadrants we're flying through are 8100 feet for the first part of the leg and 5400 feet for
the second half. Further, we can see the terrain closer to ULESS is quite a bit lower, so once we're past the
mountains, we can safely descend to 3000 feet. What all that means is that we need to plan our descent to cross
ULESS at 3000 feet. Still with me?
O for Overshoot, or missed approach.

If we're faced with a balked landing, we climb to 2500 feet direct HQM VORTAC, and hold there.
R for Radios.
Set NAV 1 to 108.7, the localizer frequency for I-HQM. For this approach, set NAV 2 to 117.7, the frequency for the
HQM VORTAC. Don't forget to identify each when you tune the radio. The approach frequency is 128.3, and since
we're already on that frequency, we don't need to change it. However, set the COMM 2 radio to the UNICOM
frequency of 122.7, and it's a good idea to put the ASOS frequency of 135.775 into the standby slot on COMM 1, as
well.
T for Timing/Distance.
Since there's no timing table on this approach plate, we'll make note of the distances: The FAF is 6.5 DME from I-
HQM, so we should intercept the glide slope as the DME reading on the EHSI shows 6.5. There's an interesting note
on the approach plate, just above the approach profile: "VGSI and ILS glidepath not coincident (VGSI Angle 3.00/TCH
50)." What this means is that if you look out the window while on the glide slope, you'll appear to be high.
If you adjust so that the VGSI indicates you're on the glide path, the ILS glide slope will tell you that you're low. Don't
make yourself crazy; fly the ILS to 500 feet, then transition to visual references.
S for Speeds.
You can consult tables if you want, but there are really only three speeds you need to know for the approach:
Minimum safe speed in icing conditions, VYSE, and stall speed.
26
In sustained icing conditions, ice particles will begin to adhere to surfaces of the aircraft that are not protected by
anti-icing equipment when indicated airspeed falls below 140 knots. So, if you're landing in icing conditions, you
o
must delay your deceleration as long as possible. What are those icing conditions? If you answered, "Below 5 C
when visible moisture is present," give yourself a lollipop.
VYSE is easy to determine, since it's marked on your airspeed indicator. See the blue line? That's VYSE. 121 KIAS. Yes,
the book says final approach speed is 110 KIAS. What happens if you're three miles out at 101 KIAS, gear down, flaps
fully down, and you lose an engine? Yes, you can make it in, maybe, but what if the runway is fouled, and you have to
execute a balked landing? Now you have to accelerate to your best rate of climb speed while retracting landing gear
and flaps...see what I mean? Do yourself a favor, don't slow to 110 KIAS until you're fully committed to landing, say,
around 200 feet above the touchdown zone.
If you stay above the blue line speed as long as possible, you won't need to worry about a stall, but just in case, you
should know it. It's 75 KIAS (full flaps) and 85 KIAS (flaps Approach), unless you're in icing conditions, in which
case, it's even more. Really, the stall speed in a King Air is mostly important because it's the minimum airspeed at
which you can maintain directional control if you lose an engine.
Let's get back to flying the airplane.

We need to plan our descent. Since we need to descend 10,000 feet, and we're coming down on the back side of
some mountains, we want to delay the start of the descent as long as is practical. Let's plan on a 1300
foot/minute rate of descent, to descend to 3,000 feet. We should start to descend around 32-33 Nm from ULESS or
about 8 minutes from ULESS.
Now that we have a plan, let’s call Center and get cleared to descend.
“Seattle Center, King Air Niner Juliet Golf requests descent.”

“King Air Niner Juliet Golf, Seattle Center, roger, descend at pilot’s discretion, maintain three thousand, expect the
visual approach to Bowerman runway 24.”
“Pilot’s discretion to three thousand, King Air Niner Juliet Golf. We’d like the ILS runway 24 approach.” “King Air
Niner Juliet Golf, you’re cleared for the ILS runway 24 approach to Bowerman, maintain two thousand three
hundred until the localizer, cross ULESS at three thousand.”
“Cross ULESS at three thousand, then down to two thousand three hundred until the localizer, ILS
runway 24, cleared for the approach, Niner Juliet Golf.”
Set the altitude alerter to 3000 feet.

The autopilot will hold us at 13,000 feet until we command a rate of descent.
It's time to check the arrival weather.

"Seattle Center, King Air Niner Juliet Golf needs to leave the frequency to get weather." "King Air
Niner Juliet Golf, roger, report back up within four minutes."
Since you already tuned the COMM 1 standby frequency to the KHQM ASOS channel, flip the switch on
the COMM 1 control head and copy the weather.
DESCENT – TOP OF DESCENT

Call up the NAV 1 page on the GNS530 and watch the ETE count down. When it reaches eight minutes,
(+- 32-33 NM from ULESS) pull the power back to about 83% N1 (Torque 700) and press the DOWN side
of the UP/DOWN rocker on the AP controller until you have a 1300 feet/minute rate of descent
commanded. This should give us a speed of around 200 KIAS.
27
Cabin pressurization – SET

Set the cabin pressurization to the arrival altitude plus 500, or 520 feet.
As a caution here, you need to maintain at least 75% N1 to keep the cabin pressurization on schedule.
Altimeter – SET 30.06

Cabin Sign - AS REQUIRED
Power - AS REQUIRED
Recognition Lights - AS REQUIRED
RADIOS
NAV 1 – SET to 108.7, the localizer frequency for I-HQM.
NAV 2 – SET to 117.7, the frequency for the HQM VORTAC.
COM1 – SET to 128.3, the frequency for the APPROACH
COM2 – SET to 122.7 the frequency for UNICOM
DECENT - CROSSING ULESS

When we cross ULESS, we're going to go off of GPS navigation and transition to radio navigation for the ILS
approach. As we cross ULESS, Set HDG to 195, select HDG mode on the autopilot, and then set the altitude alerter to
2300 feet. Continue the descent, but reduce the rate to about 700 feet per minute.
Heading - SET 195
Autopilot - SELECT HDG
Altitude Alerter - SET 2300
Vertical speed - SET 700
Navigation source - SET from GPS to VLOC
CRS knob - SET TO 241

That is so that the CDI is aligned to 241 degrees. Verify that the EHSI shows "IHQM" as the active navaid. You should
be well to the right of the localizer, on an intercept course.
Allow the aircraft to slow on its own, but adjust power to maintain 170 KIAS.
(Power should be around Torque=1200, N1 = 88% after the plane level of at 2300)
This is a good time to announce our presence to the airport traffic on 122.7.
"Bowerman Traffic, King Air 629 Juliet Golf is passing ULESS, inbound on the ILS runway 24 approach."
LANDING
Landing – Intercept Localiser (16NM)

When you intercept the localizer you should be about 16NM from KHQM. Watch that ILS needle carefully, the
directional needle will be way to the left and the moment it start moving towards the center you need to select NAV
on autopilot, because you have just starting to intercept the ILS localiser .
Select NAV on the autopilot controller.
Altitude alerter – SET to 2100 feet
Press the DOWN side of the UP/DOWN rocker to command a 500 foot/minute descent.
Approach Speed - CONFIRM
We'll fly the approach initially at 170 KIAS, slow down later to 150 KIAS until the outer marker, then
slow to the blue line, 121 KIAS.
28
Pressurization - CHECK
Cabin Sign - FSB or NO SMOKE & FSB
Autofeather – ARMED
Landing – LAMMB (12.6NM)

Flaps - APPROACH
POWER – Adjust to maintain 160
(Power should be around Torque=1200-1300, N1 = 88-89%)
Announce our position:

"Bowerman Traffic, King Air Niner Juliet Golf is on the localizer, 15 miles out, ILS runway 24."
Landing – On Localizer (8.5NM)
When the glide slope indicator is one dot above center, perform the following:
Autopilot – SELECT APPR
Landing – Outer Marker (6.3NM)
Landing Gear - DOWN

When the gear come down, you'll see [MASTER CAUTION] and [RVS NOT READY] illuminate.
Prop Sync - OFF
29
Prop Levers - FULL FORWARD

This will significantly reduce torque and the airplane will slow fairly rapidly.
POWER – Adjust to maintain 130
Landing Lights – ON [LDG/TAXI LIGHT] NOT ILLUMINATED because it will only illuminate if gear has been retracted
Landing – Localiser (4NM)
Flaps - DOWN 100%

Airspeed - reduce to 121 KIAS
Normal landing speed – right on the blue line
POWER - Adjust to maintain 121 KIAS or slightly above 121
You don’t wanna fall below 121, so be carefull
Yaw Damp - OFF
Prop Levers - FULL FOWARD
Condition Levers - FULL FORWARD
Before Landing – ALT 400-300FT
Autopilot - OFF
Gently fly her onto the runway. Reducing power/speed as you cross the airport fence
30
After Touchdown
Don't apply the brakes above 80 KIAS, just to save on brake pads. Bring the power levers out of reverse and into
GROUND FINE at about 40-45 KIAS, since they'll kick up debris that may be ingested into the engines or obscure
your view.
Power Levers - GROUND FINE then REVERSE

Brakes - AS REQUIRED
Condition Levers - LOW IDLE
Turn off the runway at about 10 knots of ground speed as indicated on the EHSI. As soon as you're clear
of the runway, perform the next checklist.
AFTER LANDING
Landing Lights - OFF
Strobe Lights - OFF
Taxi lights - ON
Engine Anti-ice – ON
Can you still remember the requirement to have engine Anti-ice ON for all ground procedures
Other Ice Protection - AS REQUIRED
Pitot heat - OFF
Fuel Vent Heat - OFF
Windshield Heat - OFF
You shouldn't leave the pitot heat, fuel vent heat, or windshield heat on while on the ground, since you may burn
out the heating elements.
Transponder - STANDBY
Radar - STANDBY or OFF
Trim - SET
Flaps – OFF
Pressurization Differential - VERIFY 0
This last one is important, as it determines just how gracefully you exit the aircraft.
31
When you're clear of the runway, taxi back to the ramp and find yourself a parking spot in front of
Lana's Hangar Cafe. Parking can be kind of tight, though. Seems to be a popular spot.
What's that? You want another checklist? As you wish...
SHUTDOWN AND SECURING

Parking Brake - SET
Taxi Light - OFF
Nav / LOGO / Wing/ Recognition Lights – OFF
Beacon -ON
Can you still remember why we still need to have the beacon light ON and leaving it ON even after full shutdown.
Transfer Pumps - OFF

EFIS Aux Power - OFF
EFIS Power - OFF
Avionics Master - OFF
Inverter - OFF
Autofeather - OFF
Vent Blower - AUTO
Cabin Mode Control - OFF
Subpanel Switches - OFF or AS REQUIRED
ITT - STABILIZED AT MINIMUM OBTAINABLE TEMPERATURE FOR ONE MINUTE
Power Levers - IDLE
Engine Anti-ice – OFF
Condition Levers - FUEL CUT-OFF
Props - FEATHERED
Boost Pumps (below 10% N1) - OFF
Generators L & R - OFF
Master Battery - OFF
External Covers, Tie Downs, and Chocks - INSTALL AS REQUIRED
32
THE WRAP UP
That's it! We've covered how to properly fly the King Air B200 from preflight to shutdown, including taxi
and takeoff techniques, cruise considerations, approach, and finally the landing using full reverse. There
were a few items that were omitted because of shortcomings in the sim, but all in all, I hope you've
found that flying the Carenado King Air B200 can be enjoyable. Until next time!
A Special thank you to Kurt "Yoda" Kalbfleisch, who let me use his C90 tutorial as a framework for this
flight. 90% what you enjoy here in this tutorial has already been compiled by Kurt for the C90, and I merely
adjusted the figures that go with the B200.
Blue Skies
John Bob aka Flying_bob
33
34
35
Operating costs C90 and B200 comparison

Want to buy a real B200 – food for thought
Enjoy your Simulation.
36
FLIGHT

B200 - B200 Carenado Tutorial

Uploaded by

Copyright:

Available Formats

B200 - B200 Carenado Tutorial

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

B200 - B200 Carenado Tutorial

Uploaded by

Copyright:

Available Formats

King Air B200 Tutorial Flight

Burlington/Mount Vernon, WA (KBVS)

This tutorial consist of 5 sections

QUICK REFERENCE GUIDE. (12,500 pounds)

Aircraft Beech King Air B200

AIRSPEEDS FOR SAFE OPERATION (12,500 pounds)

VMCG, Ground Minimum Control…………………………….... 84 KIAS

Balked Landing …………………………………………………. 100 KIAS

- THIS SPACE INTENTIONALLY LEFT BLANK -

AIRSPEED GUIDELINES – During flight

- THIS SPACE INTENTIONALLY LEFT BLANK -

- THIS SPACE INTENTIONALLY LEFT BLANK -

Fuel Imbalance between wings

Center of Gravity Limits

- THIS SPACE INTENTIONALLY LEFT BLANK -

ENGINE OPERATING LIMITS (PT6A-42)

- THIS SPACE INTENTIONALLY LEFT BLANK -

INTRODUCTION AND OBJECTIVES

- THIS SPACE INTENTIONALLY LEFT BLANK -

- THIS SPACE INTENTIONALLY LEFT BLANK -

KBVS 22006KT 5SM BRK070 15/03 A2983

KHQM 24010KT 10SM CLR 15/07 A3006

CUSTOM WEATHER THEME

Alternative Weather Theme

WEIGHT & LOAD SHEET

LOAD AND FUEL IN FSX

FUEL & LOAD

Runway Length Surface ILS ID ILS Freq ILS Hdg

Bowerman (KHQM) Arrival N46*58.27' W123*56.19' Elevation: 14 FT

Runway Length Surface ILS ID ILS Freq ILS Hdg

Olympia (KOLM) Alternate N46*58.23' W122*54.13' Elevation: 198 FT

Runway Length Surface ILS ID ILS Freq ILS Hdg

ABERN (HOQUIAM) (HQ) Type: NDB Class: MH

- THIS SPACE INTENTIONALLY LEFT BLANK -

ACCEPTANCE, PRE-FLIGHT INSPECTION & CABIN INSPECTION

BEFORE ENGINE STARTING

 Cabin Door - CLOSED AND LOCKED

Pedestal Switches - SET (BOTH)

Throttle Quadrant . . . . . . . . . . . . . . . . . . . . . SET

Landing Gear Panel . . . . . . . . . . . . . . . . SET

Environmental Panel . . . . . . . . . . . . . . . . SET (RH)

Lower Panel Switches & Fuel Panel . . . . . . . . . . . . . . . . . . . SET

 Fuel Quantity – CHECK

ENGINE STARTING (BATTERY)

Left Condition Lever - Fully back (CLOSED)

Transfer Pumps - AUTO

Activate the flight plan in your GPS.

Nav source - SELECT GPS.

Now, we're ready to taxi to runup area.

BEFORE TAKEOFF (RUNUP)

Back to the pedestal and throttle area.

Fuel Qty - Check

BEFORE TAKEOFF (FINAL ITEMS)

-Wind direction / Windows closed

Passing 530 feet

Autopilot - SELECT NAV

Climb Power - SET (Observe ITT, torque and N1 limits)

Cabin Sign - AS REQUIRED

Exterior Lights - LANDING LIGHTS OFF [ LDG/TAXI LIGHTS ] EXTINGUISED

Altitude Alerter - SET 13,000 feet.

Bowerman (KHQM) Arrival N4658.27' W12356.19' Elevation: 14 FT

Olympia (KOLM) Alternate N4658.23' W12254.13' Elevation: 198 FT