KA 350 Pilot Training Manual

KING AIR 350/350C
(Model B300/B300C)
PRO LINE 21
PILOT TRAINING MANUAL
“The best safety device in any aircraft is a well-trained crew.”™ KING AIR REVISION 0.2
350/350C
(Model B300/B300C) FlightSafety International, Inc.
PRO LINE 21 Marine Air Terminal, LaGuardia Airport
PILOT Flushing, New York 11371
TRAINING (718) 565-4100
MANUAL www.FlightSafety.com
REVISION 0.2
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information
obtained from the aircraft manufacturer’s Pilot Manuals and
Maintenance Manuals. It is to be used for familiarization and training
purposes only.
At the time of printing it contained then-current information. In the

event of conflict between data provided herein and that in publications
issued by the manufacturer or the FAA, that of the manufacturer or the
FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We

welcome any suggestions you might have for improving this manual or
any other aspect of our training program.
F O R T R A I N I N G P U R P O S E S O N LY
Courses for the King Air 300/350C are taught at the following FlightSafety Learning
Center:
FlightSafety International
Wichita Hawker Beechcraft Learning Center
9720 E. Central Avenue
Wichita, KS 67206
Phone: (316) 612-5300
Toll-Free: (800) 488-3747
Fax: (316) 612-5399
Copyright © 2011 by FlightSafety International, Inc.

All rights reserved. Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Revision............... 0 .............. August 2008

Revision............... .01 ......... October 2009
Revision............... 0.2 .........February 2011
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision Page *Revision

No. No. No. No.
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12-1 – 12-18 ........................................... 0.2 ANN-1 – ANN-4 ..................................... 0.2
*Zero in this column indicates an original page.

CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 16A WIDE AREA AUGMENTATION SYSTEM (WAAS)
Chapter 17 OXYGEN
Chapter 18 MISCELLANEOUS SYSTEMS
Chapter 19 MANEUVERS AND PROCEDURES
Chapter 20 WEIGHT AND BALANCE
Chapter 21 FLIGHT PLANNING AND PERFORMANCE
Chapter 22 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A
APPENDIX B
ANNUNCIATOR PANELS
1 AIRCRAFT GENERAL
KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ............................................................................................................... 1-1
GENERAL ........................................................................................................................... 1-2
Configuration................................................................................................................. 1-5
Specifications ................................................................................................................. 1-6
DOORS.................................................................................................................................. 1-8
Airstair Entrance........................................................................................................... 1-8
Emergency Exits ......................................................................................................... 1-10
Cargo Door.................................................................................................................. 1-11
350C Airstair Entrance .............................................................................................. 1-11
FLIGHT DECK ................................................................................................................ 1-12
Seats.............................................................................................................................. 1-12
Instruments/Controls.................................................................................................. 1-13
CABIN FEATURES ......................................................................................................... 1-20
Seats.............................................................................................................................. 1-20
Toilet............................................................................................................................. 1-20
AC Power..................................................................................................................... 1-21
BAGGAGE COMPARTMENT ...................................................................................... 1-21
CONTROL SURFACES................................................................................................... 1-22
GENERAL OPERATING INFORMATION............................................................... 1-23
Preflight Inspection..................................................................................................... 1-23
Tiedown and Securing ................................................................................................ 1-23
FOR TRAINING PURPOSES ONLY 1-i

1 AIRCRAFT GENERAL
Taxiing .......................................................................................................................... 1-24

Servicing Data ............................................................................................................. 1-26
LIMITATIONS................................................................................................................... 1-26
Airspeed Limitations.................................................................................................. 1-26
Weight Limits .............................................................................................................. 1-26
Maximum Operating Limits ...................................................................................... 1-28
Maximum Outside Air Temperature Limits............................................................ 1-28
General Limitations.................................................................................................... 1-28
Cracked or Shattered Windshield............................................................................. 1-28
Crack in Side Window (Cockpit or Cabin) ............................................................. 1-29
Miscellaneous Airspeeds............................................................................................ 1-29
QUESTIONS ...................................................................................................................... 1-31
1-ii FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1 King Air 350........................................................................................................... 1-2
1-2 Dual Aft Strakes.................................................................................................... 1-3
1-3 King Air 350 General Arrangement ................................................................... 1-4
1-4 King Air 350 Cabin Seating Arrangement......................................................... 1-5
1-5 King Air 350 Dimensions ..................................................................................... 1-7
1-6 Airstair Door ......................................................................................................... 1-8
1-7 Door Lock .............................................................................................................. 1-8
1-8 Plunger-Out/Plunger-In ........................................................................................ 1-9
1-9 Visual Inspection Ports ......................................................................................... 1-9
1-10 Emergency Exit .................................................................................................. 1-10
1-11 Emergency Exit Placards ................................................................................... 1-10
1-12 Overhead Light Control Panel .......................................................................... 1-14
1-13 Glareshield ........................................................................................................... 1-14
1-14 Left Instrument Panel......................................................................................... 1-15
1-15 Right Instrument Panel ...................................................................................... 1-15
1-16 Center Instrument Panel .................................................................................... 1-16
1-17 Pilot Subpanels .................................................................................................... 1-17
1-18 Copilot Subpanels ............................................................................................... 1-17
1-19 Center Pedestal.................................................................................................... 1-18
1-20 Circuit Breaker Panel—Right Console ............................................................ 1-19
1-21 Fuel Control Panel—Left Console.................................................................... 1-19
1-22 Passenger Seats.................................................................................................... 1-20
1-23 Toilet Seat............................................................................................................. 1-20
FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
1-24 Flight Control Locks........................................................................................... 1-22

1-25 Preflight Inspection............................................................................................. 1-23
1-26 Tiedowns............................................................................................................... 1-24
1-27 Turn Radius and Danger Areas......................................................................... 1-25
1-28 Service Data......................................................................................................... 1-27
1-iv FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine
systems in the King Air 350 Pro Line 21 aircraft. Information on the cargo (350C)
and extended range (350ER) models is also included. This manual is an instruc-
tional aid. Its material does not supersede, nor is it meant to substitute for, any of
the manufacturer operating manuals. Changes in aircraft appearance or system
operation are covered during academic training and subsequent revisions to
this manual.
This introductory chapter presents an overall view of the aircraft for familiariza-
tion. Information includes general specifications and limitations, cabin features,
and general cockpit layout.
FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
GENERAL and a T-tail empennage. The wings are an

efficient, high-aspect ratio design. The
The King Air 350 is a high performance airfoil provides an excellent combination
pressurized twin-engine turboprop of low drag for cruise conditions and easy
(Figure1-1). The aircraft is equipped for handling for low speed terminal or small
day or night IFR conditions and flight into airport operations. The NASA-designed
known icing conditions in and out of small winglets further improve performance.
airports within operating limits stated in the
Pilot Operating Handbook. All Pro Line 21 aircraft also include dual aft
strakes (Figure1-2). The wing/body vortices
normally disrupt airflow under the aft
FL 381, 383 and subsequent aircraft have fuselage. This creates drag. The strakes
the Pro Line 21 avionics package. In late eliminate this separation by channeling the
2 0 0 7, t h e 3 5 0 E R w a s c e r t i f i e d . I t h a s vortices and accelerating the air. They are,
additional nacelle fuel tanks, heavy-weight in effect, pushing the aircraft through the air.
l a n d i n g g e a r, a n d a m a x i m u m t a ke o ff
w e i g h t i n c r e a s e. Th e 3 5 0 E R h a s a n The dual strakes eliminate or raise yaw
extended range of 2,30 0 nm (4,260 km) damper limits to increase dispatch reliabil-
and eight hour endurance. ity. They permit flight with the yaw damper
off until 19,0 0 0 ft.
The structure is an all aluminum low-wing
monoplane with fully cantilevered wings
Figure 1-1. King Air 350 (Sheet 1 of 2)
1-2 FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL
The faired-oval nacelle on each side of the

wing center section houses the engine and
l a n d i n g g e a r. Th e n a c e l l e s m a x i m i z e
propeller-to-ground clearance, minimize
cabin noise, and provide a low drag instal-
lation of the powerplants on the wing. The
pitot-type intakes and smaller frontal area
of the exhaust stacks reduce drag to also
boost performance.
The distinctive T-tail provides improved

aerodynamics, lighter control forces, and a
w i d e r c e n t e r- o f - g ra v i t y ra n g e. M o d e l
350ER has an increased rudder area.
The fuselage is a conventional monocoque Figure 1-2. Dual Aft Strakes

structure with high strength aluminum
alloys. The basic cross-sectional cabin is a
favorable compromise between passenger
comfort and efficient cruise performance.
The squared-oval cabin allows passengers
to sit comfortably. The floors are flat from
side to side for passenger ease in entering
and leaving the cabin (Figure 1-3).
Figure 1-1. King Air 350 (Sheet 2 of 2)

1 AIRCRAFT GENERAL
12
11
10
9
7
8 13
5 6
3
4
14
15
1
5 3
16
6
19
23
21 20
24
18
22 17
1. Weather Radar Antenna 13. Rudder Trim Tab

2. Communications, Navigation and Radar Equipment 14. Baggage Area
3. Outboard Flap Section 15. Airstair Door
4. Ground Escape Hatch 16. Aileron Trim Tab
5. Inboard Flap Section 17. Box Section Fuel Tanks
6. Liquid Storage Cabinet 18. Leading Edge Fuel Tanks
7. Lavatory Privacy Curtain 19. Auxiliary Fuel Tank
8. Belted Lavatory 20. Wing Ice Check Light
9. Pressurization Safety and Outflow
Valves 21. Nacelle Fuel Tank
10. Oxygen Bottle 22. PT6A Turboprop Engine
11. Emergency Locator Transmitter 23. Heated Pitot Mast
12. Elevator Trim Tabs 24. Landing and Taxi Lights
Figure 1-3. King Air 350 General Arrangement

1 AIRCRAFT GENERAL
CONFIGURATION In addition to the standard configurations,

Beechcraft offers optional items that are
The King Air 350 is certificated for up to 17 available at additional cost and weight.
people (15 passengers and 2 crew), but
normal corporate configuration is 9 to 11 Basic specifications are detailed below.
(Figure 1-4). Refer to the appropriate aircraft POH for
detailed, up-to-date information.
Figure 1-4. King Air 350 Cabin Seating Arrangement

1 AIRCRAFT GENERAL
SPECIFICATIONS Airstair Entrance Door

Height (Min) ............................ 51.5 inches
Crew—FAA Certificated ........................ 1
Cargo Door Width ...................... 49 inches
• Except where otherwise prescribed
by the appropriate operating Cargo Door Height .................... 52 inches
re g u l a t i o n s, o n e p i l o t w i t h FA A
approved passenger seating config- Pressure Vessel
urations of nine or less; or one Volume ................................ 443 cubic feet
pilot and one copilot for all other Potential Cargo area
approved configurations. volume ................................ 303 cubic feet
Occupancy—Max. FAA Cert.
(with crew) ................................................ 17 Specific Loadings
Passengers— Wing Loading: 48.4 pounds per square foot
Normal Configuration .................... 9 to 11
Engines—P & W Turboprop, Power Loading: 7.14 pounds per shaft
1050 SHP ................................ 2 PT6A-60A horsepower.
Propellers—4 Blade,
Figure 1-5 illustrates the King Air 350
Reversible.................................... 2 Hartzell
dimensions.
Landing Gear—Retractable,
Tricycle, Dual Main Wheels .... Hydraulic
Wing Area .................................... 310 sq. ft.
Cabin and Entry Dimensions

Cabin Width (Max) .................... 54 inches
Cabin Length (Max between pressure
bulkheads) .................... 24 feet, 10 inches
Cabin Height (Max) .................. 57 inches
Airstair Entrance Door
Width (Min) .......................... 26.75 inches

1 AIRCRAFT GENERAL
Figure 1-5. King Air 350 Dimensions

1 AIRCRAFT GENERAL
DOORS A hydraulic damper permits the door to

lower gradually. Because excessive weight
could damage the door attach fitting, no
AIRSTAIR ENTRANCE more than one person should be on the
airstair door at a time.
The cabin entry airstair door is on the left
side of the fuselage, just aft of the wing The door can be locked with a key for
(Figure 1-6). The swing-down door, hinged security on the ground.
a t t h e b o tt o m , p ro v i d e s a c o nv e n i e n t
stairway for entry and exit.
Airstair Locking Mechanism
Two of the four steps are movable and Either one of two vertically staggered
automatically fold flat against the door in handles, one inside and one outside, lock the
the closed position. d o o r . Th e h a n d l e s a r e m e c h a n i c a l l y
interconnected. When either is rotated per
A self-storing platform that automatically placard instructions, two bayonet pins on
folds down over the doorsill when the door each side of the door and two hooks at the
opens provides a stepping platform for top engage the door frame to secure
door seal protection. A plastic encased the door.
cable supports the door in the open
position. It also provides a handhold and a Opening the Door
m e a n s t o c l o s e t h e d o o r f ro m i n s i d e. A button next to the door handle must
Additional handhold cable is available as be depressed before the handle can be
an option. rotated to open the door. As an additional
safety measure, a differential pressure-
s e n s i t i v e d i a p h ra g m i s i n t h e re l e a s e
button mechanism.
Securing the Door

To secure the airstair door inside, rotate the
handle clockwise as far as it will go. The
release button should pop out. The handle
should be pointing down (Figure 1-7).
Figure 1-7. Door Lock
Figure 1-6. Airstair Door

1 AIRCRAFT GENERAL
Attempt to rotate the handle counter-

clockwise without depressing the release
button to check security. The handle should
not move.
Next lift the folded airstep just below the

door handle. Ensure that the safety lock is
in position around the diaphragm shaft when
the handle is in the locked position. To
observe this area, depress a red switch near
the window. This illuminates a lamp inside
the door (Figure 1-8). Figure 1-9. Visual Inspection Ports
If the arm is properly positioned around the To check the upper door hook engagement,
shaft, proceed to check indication in each of view the hooks through two inspection
the visual inspection ports near each corner openings in the headliner just above the
of the door. Ensure the green stripe on the fore and aft upper corners. To illuminate the
latch bolt is aligned with the black pointer h o o k e n g a g e m e n t a r e a s, d e p r e s s t h e
in the visual inspection port (Figure 1-9). CABIN DOOR HOOK, OBSV LT SW
button between the two inspection
openings in the headliner.
PLUNGER-OUT
WARNING
Never attempt to unlock or check

the security of the door in flight.
If the CABIN DOOR annunciator
illuminates in flight, or if the pilot
has any reason to suspect the door
may not be securely locked,
instruct all occupants to remain
seated with seatbelts fastened.
Re d u c e c a b i n p re s s u re t o t h e
lowest practical value (consider-
ing altitude first). After the
PLUNGER-IN aircraft has made a full-stop
landing, a crewmember should
check the security of the airstair
door. Perform the “Cabin Door
Annunciator Circuitry Check” in
the POH Normal Procedures
section prior to the first flight of
the day. If any condition specified
in this procedure is not met, DO
NOT TAKE OFF.
Figure 1-8. Plunger-Out/Plunger-In

1 AIRCRAFT GENERAL
EMERGENCY EXITS When the aircraft is parked, lock the hatch

for security. Prior to flight, the lock lever
The emergency exits are on the left and right should be in the up or unlocked position to
side of the fuselage at the forward ends of allow removal of the hatch from the outside
the passenger compartment (Figure 1-10). in an emergency.
From inside, release the hatches with the
EXIT-PULL pull-down handle. From the Removal of the hatch from inside is possible
outside, a flush-mounted, pullout handle at all times with the EXIT-PULL handle
releases the hatches. The nonhinged, plug- because it is not locked by the lock lever. An
type hatches can be removed completely from exit lock placard on the lock lever can be
the frame into the cabin when the latches are read when the lever is in the locked position.
released (Figure 1-11).
The hatch can be locked so that it cannot
be removed or opened from the outside. EXIT-PULL
The hatch is locked when the lock lever

inside is in the down or locked position.
INSIDE
EMERGENCY EXIT
PUSH
1. PULL HANDLE
2. PUSH IN AFTER RELEASE
OUTSIDE
Figure 1-10. Emergency Exit Figure 1-11. Emergency Exit Placards

1 AIRCRAFT GENERAL
CARGO DOOR To close the cargo door, pull it down and

inboard. The gas springs resists the closing
A large, swing-up cargo door is hinged at the effort until the door is only open a few feet.
top to provides access for loading large Then, as the springs move over center, they
items. Two handles operate the door lock begin applying a closing force to the door.
system. One is in the upper aft area of the
door, and the other is in the lower forward An inflatable rubber seal around the perime-
area of the door. Two separate access covers ter of the cargo door seats against the door
must be opened to operate the two handles. frame when closed. When the cabin is
pressurized, air seeps into the rubber seal
There are no lock handles on the outside through small holes in the outboard side of
of the cargo door. It can be opened and the seal. The higher the cabin differential
closed only from inside the aircraft. pressure, the more the seal inflates. This is
a passive seal system and has no mechani-
To move the upper aft handle out of the cal connection to a bleed air source.
locked position, depress the black release
button in the handle. Then rotate the yellow WARNING
handle upward as far as it will go. This
movement transmits via cables to two Never attempt to unlock or check
hollow, crescent latches on the forward side the security of the door in flight.
and two on the aft side. The latches rotate If the door annunciator illumi-
to release latch posts in the cargo door frame. nates in flight, or if the pilot has
any reason to suspect the door
To move the lower lock handle out of the may not be securely locked,
locked position (forward), lift the orange instruct all occupants to remain
lock hook from the stud and rotate the seated with seatbelts fastened.
handle aft as far as it will go. This movement Re d u c e c a b i n p re s s u re t o t h e
transmits via linkage to four latch pins on lowest practical value (consider-
the bottom of the cargo door. The pins move ing altitude first). After the
aircraft has made a full-stop
aft to disengage latch lugs at the bottom of landing, a crewmember should
the cargo door frame. check the security of the airstair
d o o r. Pe r f o r m t h e “ C i r c u i t r y
CAUTION Check” in the POH Normal
Procedures section prior to the
After unlocking the bottom latch f i r s t f l i g h t o f t h e d a y. I f a n y
pins, close the forward lock handle condition specified in this
access cover. If this cover is left procedure is not met, DO NOT
TAKE OFF.
open, it rotates on its hinge until
a portion of it extends below the
bottom of the cargo door when 350C AIRSTAIR ENTRANCE
the cargo door is opened. When
the cargo door is subsequently The airstair door is built into the cargo
closed, the access cover breaks. door. It is hinged at the bottom and swings
downward when opened. The stairway is
To open the cargo door after it is unlocked, built onto the inboard side.
push out on the bottom of the door. After
the cargo door is manually opened a few Two of the stairsteps fold flat against the
feet, gas springs raise the door to the fully door when it is closed. When the door is
open position. opened, a self-storing platform automati-
cally folds down over the door sill to protect
the rubber door seal.

1 AIRCRAFT GENERAL
A hydraulic damper ensures the door The release button acts as a safety device to
swings down slowly when it opens. While prevent accidental opening. As an additional
the door is open, a plastic-encased cable safety measure, a differential-pressure-
that serves as a handrail supports the door. sensitive diaphragm is in the release-button
Additionally, this cable is used when closing m e c h a n i s m . Th e o u t b o a rd s i d e o f t h e
the door from inside. diaphragm is open to atmospheric pressure;
the inboard side opens to cabin air pressure.
A n i n f l a t a b l e r u b b e r s e a l a ro u n d t h e
perimeter seats against the door frame as As the cabin-to-atmospheric pressure
t h e d o o r i s c l o s e d . Wh e n t h e c a b i n i s differential increases, it becomes increas-
pressurized, air seeps into the rubber seal ingly difficult to depress the release button
through small holes in the outboard side of because the diaphragm moves inboard
the seal. The higher the cabin differential when either the outboard or inside release
pressure, the more the seal inflates. This is button is depressed.
a passive-seal system with no mechanical
connection to a bleed air source.
The outside door handle can be locked with FLIGHT DECK

a k e y, f o r s e c u r i t y o f t h e a i r c r a f t o n
the ground.
SEATS
CAUTION The pilot and copilot sit side by side in
individual chairs, separated by the control
Only one person should be on pedestal. The seats are adjustable fore, aft,
the airstair door stairway at any and vertically with release levers beneath the
one time. seats. Depressing the release lever on the
side of the seat adjusts the angle of the seat.
Locking Mechanism A button on the lower inboard side of the
Rotating either outside or inside door seat back controls the firmness of the lower
handle locks the door. The handles move seat back for lumbar control. After adjust-
simultaneously. Three hollow, crescent ing the seat back to a comfortable position,
latches on each side of the door rotate to move forward on the seat to remove all the
capture or release latch posts in the cargo weight from the seat back. Hold the button
door to secure the airstair door. When in until the support fully inflates. Release
l o c ke d , t h e a i r s t a i r d o o r b e c o m e s a n the button and lean back in the seat. If the
integral part of the cargo door. support is too firm, hold the button in until
the desired degree of firmness is obtained.
Whether unlocking the door from outside or
inside, depress and hold the release button Each seat has seat belts and inertia-type
adjacent to the door handle before rotating shoulder harnesses. The shoulder harness
the handle. Inside, rotate the handle counter- consists of a Ystrap mounted to an inertia
c l o c k w i s e ; o u t s i d e, ro t a t e t h e h a n d l e reel in the lower seatback. One strap is
clockwise. Unlocking the door is a two-hand w o r n o v e r e a c h s h o u l d e r . Th e s t r a p
operation requiring deliberate action. terminates with a fitting that inserts into a
rotary buckle.

1 AIRCRAFT GENERAL
Release the shoulder harness straps and INSTRUMENTS/CONTROLS

inboard lap belt simultaneously by
rotating the buckle release 1/8 of a turn Due to conventional dual controls, the
in a clockwise direction. aircraft can be flown by either pilot. The
controls and instruments are arranged for
The armrests have angular adjustment and convenient single-pilot operation, or pilot
vertical stowing. To stow the armrest, release and copilot crew.
the lever on its forward end and rotate the
armrest aft to the vertical position. The instrument panel poster that accompa-
nies this manual illustrates a typical cockpit
Sun Visors a r r a n g e m e n t . Th e a n n u n c i a t o r p a n e l
chapter at the end of this manual locates
Each crewmember has a sun visor. If the specific annunciators and control panels.
visor is stowed, push straight back and
allow the visor to rotate down. Move it Each system chapter describes in detail the
along the track to desired place. Pivot it controls and instruments appropriate to
out near the windshield or window. Rotate that system.
knob clockwise to lock.
Fi g u r e s 1- 1 2 t h r o u g h 1- 2 1 i l l u s t r a t e
To change positions, rotate knob counter- each section.
clockwise to unlock. Then move to desired
location and position; relock.
To stow the visor, rotate knob counter-

clockwise and then move it along the track
to recessed area of headliner. Pivot the visor
up and press forward until the catch retains
the assembly.

1 AIRCRAFT GENERAL
Figure 1-12. Overhead Light Control Panel
Figure 1-13. Glareshield

1 AIRCRAFT GENERAL
Figure 1-14 . Left Instrument Panel
Figure 1-15. Right Instrument Panel

1 AIRCRAFT GENERAL
Figure 1-16. Center Instrument Panel

1 AIRCRAFT GENERAL
Figure 1-17. Pilot Subpanels
Figure 1-18. Copilot Subpanels

1 AIRCRAFT GENERAL
Figure 1-19. Center Pedestal

1 AIRCRAFT GENERAL
Figure 1-20. Circuit Breaker Panel—Right Console
Figure 1-21. Fuel Control Panel—Left Console

1 AIRCRAFT GENERAL
CABIN FEATURES The inboard armrest on each seat can be

stowed if desired. Lift the armrest to the
full-up position to unlatch the mechanism.
SEATS Lower the armrest to stow.
Passenger seats are installed on continuous To use the armrest, simply raise it to the full-
tracks mounted on the floor. A placard on up position. Then allow it to settle to the
the horizontal leg cross brace denotes each locked position.
seat as FRONT or AFT FACING.
If the armrest does not lock in the up
All passenger seats have adjustable position, cycle it fully down and back to the
headrests and shoulder harnesses. The seats up position to reset the locking mechanism.
are adjustable fore and aft (7 inches [17.8
cm]) and laterally (2 1/2 inches [6.35 cm]).
Seat backs may be adjusted for maximum Foyer Seat
comfort. Some seats may swivel through A hinged seat cushion on the top of the
approximately 45º (Figure 1-22). toilet forms an extra passenger seat when
the toilet is not is use (Figure 1-23).
Figure 1-22. Passenger Seats

Figure 1-23. Toilet Seat
A two-position lever on the forward face of
the inboard armrest and a button on the TOILET
inboard side of the armrest adjust the seats.
Moving the lever upward releases the seat for On B350 models, the side facing toilet in the
fore and aft and/or lateral movement. Release foyer faces the airstair door. On B350C
the lever to lock seat in desired position. models, the forward facing toilet is in the
baggage compartment. Raise the hinged
Depressing the button adjusts the seatback. lid to access the toilet.
Release the button when the back is in the
desired position. If no weight is applied to If a Monogram electrically flushing toilet
the seatback when the button is depressed, is installed, the sliding knife valve should
the seatback returns to the upright position. be open at all times except during servic-
ing. Open the cabinet below the toilet to
Before takeoff and landing, lateral tracking access the knife valve actuator handle.
seats should be in the outboard position, all
seatbacks positioned upright, and all
headrests fully extended.

1 AIRCRAFT GENERAL
Relief Tubes The inverter also shuts down for an output

short circuit. Following a short circuit
A relief tube is in the seat shroud of the side shutdown, the inverter can be manually reset
facing toilet (B350) or on the baggage by cycling the furnishing switch off and on.
compartment wall forward of the toilet
(B350C). An optional relief tube may also
be installed in the cockpit and stowed under Furnishing Switch
the pilot seat. A switch on the cockpit overhead panel
controls the inverter. The two-position
A valve lever is on the side of the relief tube switch FURN ON/OFF is standard. An
horn. When the tube is in use, the lever optional switch has the following positions:
must be depressed at all times. FURN COFFEE ON/FURN ON/OFF. The
inverter operates when the switch is in
The relief tubes are for use during flight only. FURN ON or FURN COFFEE ON position.
AC POWER
The aircraft has four AC power outlets to BAGGAGE
provide 115 VAC for laptop computers.
The outlets are on each side of the cabin COMPARTMENT
beneath the cabin tables. Access by lifting
the cover placarded 115 VAC. On Model 350, the entire aft-cabin area aft
of the foyer may be used as a baggage
One 115-volt, 60-Hz inverter powers the compartment. A nylon web restrains
outlets. The inverter is in the right center loose items.
section wing just outboard of the nacelle.
The left generator bus supplies 28 VDC for O n M o d e l 3 5 0 C, a s e p a r a t e b a g g a g e
the inverter through the INVERTER circuit compartment is aft of the passenger
breaker in the DC Power distribution panel compartment. A partition separates it from
under the center aisle floor. A 115 VAC-5 the passenger area. The toilet is on the aft
AMP circuit breaker adjacent to the wall of the baggage compartment. A nylon
inverter protects its output. web restrains items.
For normal operation, input current to the Unless authorized by applicable Departmen
inverter can vary from approximately 0.5 of Transportation Regulations, do not carry
amperes to approximately 20 amperes hazardous material anywhere in the aircraft.
depending on the load. The inverter is D o n o t c a r r y c h i l d re n i n t h e b a g g a g e
capable of providing a continuous output compartment unless secured in a seat.
of 4 amperes.
Secure baggage and other objects with webs
The total electrical load connected to the to prevent shifting in turbulent air.
four outlets must not exceed 4 amperes.
Excess load may cause the inverter input
circuit breaker to open.
The inverter shuts down for input over

voltage, under voltage and high internal
temperature conditions. It automatically
resets when the conditions are corrected.

1 AIRCRAFT GENERAL
CONTROL SURFACES Any time the aircraft is parked overnight

or in windy conditions, install the rudder
The King Air 350 has conventional ailerons g u s t p i n a n d c o n t ro l l o c k s t o p re v e n t
and rudder. A T-tail horizontal stabilizer damage to the control surfaces and hinges
and elevator mounted at the extreme top or the controls (Figure 1-24).
of the vertical stabilizer. Conventional dual
controls in the flight deck operate the cable- Dual push rod actuators are installed on all
control surfaces. pilot controlled trim tabs.
Figure 1-24. Flight Control Locks

1 AIRCRAFT GENERAL
GENERAL OPERATING TIEDOWN AND SECURING

INFORMATION When the aircraft is parked overnight
o r d u r i n g h i g h w i n d s, i t s h o u l d b e
securely moored with protective covers
PREFLIGHT INSPECTION (Figure 1-26).
The preflight inspection procedure has been
divided into five areas as shown in Figure Place wheel chocks fore and aft of the main
1-25. The inspection begins in the flight gear wheels and nose wheel. Using the
compartment, proceeds aft, then moves mooring points, tie the aircraft down with
clockwise around the aircraft. suitable chain or rope. Install the control
surface lock. Ensure flaps are up.
Figure 1-25. Preflight Inspection

1 AIRCRAFT GENERAL
Secure the propellers to prevent TAXIING

windmilling. This aircraft has free-spinning
propellers that could be hazardous if not The ground turning radii are predicated on
restrained. Allowing engine gears and the use of partial braking action and differ-
bearings to windmill without lubrication ential power. Locking the inside brake can
is not a good practice. Install the engine cause tire or strut damage.
inlet cover if there is blowing dust or rain.
If the wingtip clears obstacles when turning
Before towing the aircraft, release the the aircraft, the tail also clears.
parking brake (brake handle pushed in) just
under the left corner of the subpanel. Because of the propeller windstream,
Remove the rudder gust lockpin from the an area directly to the rear of the engines
pinhole in the pilot floorboard. Serious can be hazardous to persons or parked
damage to the tires, brakes, and steering aircraft when taxiing, turning, and starting
l i n k a g e c a n re s u l t i f t h e s e i t e m s a r e t h e e n g i n e s. Wh i l e t h e v e l o c i t i e s a n d
not released. temperatures cannot be accurately
measured, exercise reasonable care to
prevent incidents within these danger areas
(Figure 1-27).
PARKING BRAKE
PROPELLER TIEDOWNS
Figure 1-26. Tiedowns

1 AIRCRAFT GENERAL
Figure 1-27. Turn Radius and Danger Areas

1 AIRCRAFT GENERAL
SERVICING DATA Air Min Control Speed (V MCA )

The Handling, Servicing, and Maintenance Propeller Feathered/
section of the POH outlines requirements Flaps Up ..................... 94 (10 1) KIAS
for maintaining the King Air 350 in a Propeller Feathered/
condition equal to its original manufac- Flaps Approach............ 93 (98) KIAS
ture. This information sets time intervals at
which the aircraft should be taken to a Maximum Operating Speed
Hawker/ Beechcraft Service Center for V MO ............................. 263 (245) KIAS
periodic servicing or preventive mainte-
n a n c e. A l l l i m i t s, p r o c e d u r e s, s a f e t y M MO ....................................... 0.58 Mach
practices, time limits, servicing, and mainte-
nance requirements contained in the POH Airspeed Indicator Display
are mandatory.
Red line ............................................ V MCA
This section of the POH also includes a Solid red bar ........ Impending stallspeed
consumable materials chart that lists low speed cue
approved and recommended materials for
servicing the aircraft. The servicing data DN (white) ...................... Maximum speed
diagram (Figure 1-28) lists and illustrates permissible with flaps
servicing points and materials required. extended beyond approach
This chart is for reference only and is always
superseded by the POH information. APP (white) .................. Maximum speed
permissible with flaps
in approach position
LIMITATIONS
Blue line .................................. One-engine
Model 350ER limitations are in parenthe- inoperative best rate-of-climb speed
sis where applicable.
Solid red bar at top .............. V MO marker
AIRSPEED LIMITATIONS
WEIGHT LIMITS
Maneuvering Speed (V A) 184 (182) KIAS
Max Ramp Weight .. 15,10 0 (16,600) lbs
Max Flap Extension/Extended Speeds Max Takeoff Weight 15,000 (16,500) lbs
(V FE ):
Approach ............................... 202 KIAS Max Landing Weight 15,000 (15,675) lbs
Full Down .............................. 158 KIAS Max Zero Fuel Weight 12,500 (13,000) lbs
Maximum Landing Gear Extended Speed
(V LE )................................. 184 (182) KIAS Max Weight
in Baggage Compartment: .......... 550 lbs
M a x La n d i n g G e a r O p e ra t i n g S p e e d s Max Weight in Wing Lockers ........ 300 lbs
(V LO )
Extension ................... 184 (182) KIAS
Retraction .................. 166 (164) KIAS

1 AIRCRAFT GENERAL
Figure 1-28. Service Data

1 AIRCRAFT GENERAL
MAXIMUM OPERATING LIMITS Th e f o l l o w i n g l i m i t a t i o n s a p p l y when

continued flight is required with a cracked
Normal Operation ...................... 35,0 0 0 ft outer or inner ply of the windshield.
Yaw Damp System .... 5,000 or 19,0 0 0 ft • Flight limited to 25 flight hours
(strakes)
• Crack(s) must not impair visibility
With Aviation Gasoline:
• Crack(s) must not interfere with use
Both Standby Pumps Operative 35,000 ft of windshield wipers for flights requir-
ing use of wipers
Either Standby Pump
Inoperative ................................ Prohibited • Wi n d s h i e l d a n t i - i c e m u s t b e
operational for flights into icing
Climb without crossfeed conditions
capability........................................ 20,0 0 0 ft
• Following placard must be installed in
view of the pilot:
MAXIMUM OUTSIDE AIR
TEMPERATURE LIMITS MAXIMUM AIRPLANE ALTI-
Sea Level to 25,000 ft TUDE IS LIMITED TO 25,0 0 0
Pressure Altitude ...................... ISA +37 C FEET. CABIN ∆P MUST BE
MAINTAINED BETWEEN 2.0
Above 25,000 ft AND 4.6 PSI DURING FLIGHT
Pressure Altitude ...................... ISA +31 C
Windshields that have cracks in both the

GENERAL LIMITATIONS inner and outer plies must be replaced
Acrobatic maneuvers, including spins, are prior to the next flight unless a special
prohibited. flight permit is obtained from the local
FAA Flight Standards District Office.
Seat back of each occupied aft-facing seat
must be in the upright position and headrest
fully extended for takeoff and landing.
All cargo must be properly secured by an

FAA-approved cargo restraint system.
Cargo must be arranged to permit free
access to all exits and emergency exits.
CRACKED OR SHATTERED
WINDSHIELD
Windshields with a shattered inner ply have
numerous cracks that obstruct forward
vision. Small particles or flakes of glass can
break free of the windshield and interfere
with the crew's vision. These windshields
must be replaced prior to the next flight
unless a special flight permit is obtained
f ro m t h e l o c a l FA A F l i g h t S t a n d a rd s
District Office.

1 AIRCRAFT GENERAL
CRACK IN SIDE WINDOW Airspeeds for Safe Operation

(COCKPIT OR CABIN) 15,000 (16,500) Lbs
The following limitations apply when Max Demonstrated Crosswind
continued flight is required with a cracked Component .................................... 20 KIAS
outer or inner ply in any side window. Two-Engine Best Angle-of-Climb
These limitations do not apply to minor
(V X ).................................... 125 (135) KIAS
compression-type chips (clamshell) that
may occur on the milled edge of cockpit Two-Engine Best Rate-of-Climb
side windows. Refer to the maintenance (V Y ) .................................. 140 (135) KIAS
manual for the disposition of such chips.
Cruise Climb:
• Limited to 25 flight hours.
• Sea Level to 10,0 0 0 feet 170 KIAS
• Flights must be conducted with cabin
depressurized. • 10,0 0 0 to 15,0 0 0 feet ...... 160 KIAS
• Following placard must be installed in • 15,0 0 0 to 20,0 0 0 feet ...... 150 KIAS
clear view of the pilot: • 20,0 0 0 to 25,0 0 0 feet ...... 140 KIAS
• 25,0 0 0 to 30,0 0 0 feet ...... 130 KIAS
PRESSURIZED FLIGHT IS • 30,0 0 0 to 35,0 0 0 feet ...... 120 KIAS
PROHIBITED DUE TO A Turbulent Air Penetration ...... 170 KIAS
CRACKED SlDE WINDOW.
CONDUCT FLIGHT WITH THE Intentional One-Engine Inoperative Speed
CABIN PRESSURE SWITCH IN (V SSE ) .............................. 110 (135) KIAS
THE DUMP POSITION
Overspeed Warning
MISCELLANEOUS AIRSPEEDS An overspeed warning horn sounds when
the airspeed exceeds the barber pole by no
Emergency Airspeeds 15,000 more than 6 knots or .0 1 Mach, whichever
is less. A test switch on the copilot left
(16,500) lbs subpanel allows the pilot to test the
Model 350ER airspeeds are in parenthesis overspeed warning prior to flight.
where applicable.
One-Engine-Inoperative Best Angle-of-
Climb (V XSE ) .............................. 125 KIAS
One-Engine-Inoperative Best Rate-of-
Climb (V YSE ) .............................. 125 KIAS
Air Minimum Control Speeds (V MCA ):
Flaps Up .................................... 94 KIAS
Flaps Approach ....................... 93 KIAS
One-Engine-Inoperative Enroute
Climb ............................................ 125 KIAS
Emergency Descent .................. 184 KIAS
Maximum Range Glide ............ 135 KIAS

1 AIRCRAFT GENERAL
INTENTIONALLY LEFT BLANK

1 AIRCRAFT GENERAL
QUESTIONS
1. Aircraft equipped with dual strakes 6. Single pilot operations require:
require yaw damper operation above A. The pilot to use a headset with a
_________ feet: boom microphone.
A. 13,000 B. A flight attendant.
B. 15,000 C. Operations not to be conducted
C. 19,000 under 14 CFR Part 135.
D. 20,000 D. Operations only during Day VFR.
2. Lateral-tracking seats must be in the 7. With appropriate equipment, the kinds

full _______ position for _______ of operations allowed:
A. Outboard; takeoff only. A. Permit flight at night.
B. Inboard; landing. B. Prohibit flight at night.
C. Inboard; takeoff and landing. C. Pe r m i t f l i g h t i n i c e d u r i n g d a y
D. Outboard; takeoff and landing. operations only.
D. Prohibit flight in ICE during night
operations.
3. Illumination of the red master warning
annunciator [DOOR UNLOCKED]
indicates: 8. Passenger briefing cards are required
A. The emergency escape hatch is at one per seat for:
open or not secure. A. All operations.
B. The airstair door is open or not B. 14 CFR Part 135 operations.
secure. C. 14 CFR Part 135 operations with
C. The emergency or airstair door is out a flight attendant.
open or not secure. D. Single pilot operations only.
D. Both the emergency and airstair
doors are open or not secure.
9. V XSE is _______ KIAS.
A. 84
4. Th e m a x i m u m a l l o w e d o p e r a t i n g
B. 125
altitude limit is ________ feet.
C. 135
A. 30,000
D. 140
B. 35,000
C. 37,000
D. 41,000 10. V MCA for Flaps Approach is ______
KIAS.
A. 85
5. Th e m a x i m u m a l l o w e d o p e r a t i n g
B. 93
temperature limit above 25,000 feet is
ISA + ______°C. C. 94
D. 140
A. 25
B. 27
C. 31
D. 37

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION ............................................................................................................... 2-1
SYSTEMS
GENERAL ........................................................................................................................... 2-1
COMPONENTS ................................................................................................................... 2-2
Battery ............................................................................................................................ 2-2
Starter/Generators ........................................................................................................ 2-3
Ammeters....................................................................................................................... 2-5
CIRCUIT BREAKERS ...................................................................................................... 2-5
Buses ............................................................................................................................... 2-7
OPERATION ....................................................................................................................... 2-9
Protection ....................................................................................................................... 2-9
Starting ......................................................................................................................... 2-11
Normal Operation....................................................................................................... 2-13
EXTERNAL POWER ...................................................................................................... 2-16
EMERGENCY AND ABNORMAL INDICATIONS ................................................ 2-17
Battery .......................................................................................................................... 2-18
Circuit Breaker Tripped ............................................................................................. 2-19
Generators ................................................................................................................... 2-19
System Distribution Schematics................................................................................ 2-22
CIRCUIT BREAKER LISTING .................................................................................... 2-27
QUESTIONS ...................................................................................................................... 2-31

ILLUSTRATIONS
Figure Title Page
2-1 Basic Electrical Symbols....................................................................................... 2-2
2-2 Battery Installation ............................................................................................... 2-2
2-3 Starter/Generator Installation ............................................................................. 2-3
2 ELECTRICAL POWER
2-4 Pilot Subpanel........................................................................................................ 2-4
SYSTEMS
2-5 Overhead Light Control and Meter Panel......................................................... 2-5
2-6 Left Circuit Breaker Panel................................................................................... 2-5
2-7 Copilot Sidewall Circuit Breaker Panel ............................................................. 2-6
2-8 King Air 350 Electrical System Component Location ..................................... 2-7
2-9 Electrical System ................................................................................................... 2-8
2-10 BAT Switch ON................................................................................................... 2-11
2-11 Right Engine Start .............................................................................................. 2-12
2-12 Cross Generator Start ........................................................................................ 2-13
2-13 Both Generators On........................................................................................... 2-14
2-14 Both Generators On — Generator Ties Open................................................ 2-15
2-15 External Power.................................................................................................... 2-16
2-16 BAT TIE OPEN.................................................................................................. 2-18
2-17 L/R GEN TIE OPEN......................................................................................... 2-19
2-18 L/R DC GEN Annunciators.............................................................................. 2-19
2-19 Dual Generator Failure...................................................................................... 2-21
2-20 Battery Off........................................................................................................... 2-22
2-21 Right Generator On ........................................................................................... 2-23
2-22 Bus Sense Test with Both Generator On......................................................... 2-24
2-23 Left Generator Bus Isolated ............................................................................. 2-25

2-24 Center Bus Isolated ........................................................................................... 2-26

2-25 Triple-Fed Bus Isolated ..................................................................................... 2-27
TABLES
2 ELECTRICAL POWER
Table Title Page

SYSTEMS
2-1 King Air 350 Load Management...................................................................... 2-20

2-2 Circuit Breakers.................................................................................................. 2-28

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
A thorough understanding of the aircraft electrical system eases pilot workload
in normal operations and prepares him for any electrical malfunctions that may
occur. This chapter describes the electrical system components and operations so
the pilot can quickly locate switches and circuit breakers for appropriate correc-
tive actions in abnormal and emergency situations.
GENERAL
The electrical system is a 28-volt DC system An external power receptacle is available
with the negative lead of each power source for an external power unit to provide
grounded to the main aircraft structure. electricity while the aircraft is on the
Tw o s t a r t e r- g e n e r a t o r s c o n n e c t e d i n ground.
parallel and a battery provide the direct
current. Power from these sources is distributed to
the individual electrical loads with a multi-
bus system. Each power source electrically

connects to the distribution system through COMPONENTS

relays and line contactors. Bus tie relays
and individual bus relays interconnect
the buses. BATTERY
The electrical system provides maximum The battery for the King Air 350 is a 42-
protection against loss of electrical power ampere-hour sealed lead acid battery. It is
if a ground fault (or short) occurs. in the right wing center section in an air-
cooled box (Figure 2-2).
2 ELECTRICAL POWER
The schematics in this chapter use basic

electrical symbols to illustrate the system.
SYSTEMS
(Figure 2-1) provides a key to those symbols.
BATTERY
FUSE
CURRENT LIMITER
(OR ISOLATION LIMITER) THIS ACTS
AS A LARGE, SLOW-BLOW FUSE
DIODE
THE DIODE ACTS AS A ONE-WAY
"CHECK VALVE" FOR ELECTRICITY.
(Triangle points in direction of power flow.
Power cannot flow in opposite direction.)
Figure 2-2. Battery Installation
CIRCUIT BREAKER
The battery is used for engine starting and
as a final redundant power source if both
SWITCH - TYPE
CIRCUIT BREAKER
generators fail.
To meet specified battery duration times,

the battery charge current must be 10 amps
or less prior to takeoff. Takeoff with a
RELAY OPEN battery charge current above 10 amps is
permitted at the discretion of the pilot.
The BAT switch and BAT BUS switch on

RELAY CLOSED the pilot left subpanel control the battery.
With both switches in OFF, the battery
disconnects from all electrical loads.
BUS TIE &

SENSOR
BAT BUS Switch
The BAT BUS switch controls a remote
c o n t ro l c i rc u i t b re a ke r i n t h e battery
compartment that functions as a battery
Figure 2-1. Basic Electrical Symbols bus contactor.

When the switch is in the NORM position, units (Figure 2-3). The unit is used as a
battery power is applied to the battery bus. starter to drive the engine during engine
Because the battery bus powers such items start and as a engine-driven generator to
a s e n t r y l i g h t s a n d c l o c k s, t h i s i s t h e provide electrical power. A series starter
normal position. winding is used during starter operation; a
shunt field winding is used during genera-
When the switch is in the EMER OFF tor operation.
position, the remote control circuit breaker
o p e n s t o i s o l a t e t h e b a tt e r y f ro m t h e The regulated output voltage of the genera-
2 ELECTRICAL POWER
battery bus. tor is 28.25 (±0.25) volts with a maximum
continuous load rating of 30 0 amperes.
SYSTEMS
BAT Switch In addition to the starter/generators, the
When the BAT switch is in ON, it closes the generator system consists of control
battery relay to apply power to the triple- switches, generator control units (GCU),
fed bus. The battery bus tie closes to apply line contactors and loadmeters.
power to the center bus.
In the OFF position, both the battery relay

Starter Function
and the battery bus tie relay open to discon- The center bus provides starter power
nect the battery from all buses except the through a starter relay. A three-position
battery bus. IGNITION AND ENGINE START switch
for each engine on the pilot left subpanel
controls the operations. Switch positions
STARTER/GENERATORS are ON-OFF-STARTER ONLY.
Th e t w o 2 8 - v o l t , 3 0 0 - a m p e re s t a r t e r /
generators are dual-purpose, engine-driven
Figure 2-3. Starter/Generator Installation

Actuating a switch to either the STARTER the GEN RESET position, the generator
ONLY or ON position supplies a signal to voltage builds up to 28 volts and the line
the start relay and generator field sense contactor is open. When the generator
relay. The start relay energizes the starter. switch is released to ON, the line contac-
The generator field sense relay disables tor closes.
the shunt field to prevent generator
operation during the start cycle. The starter
drives the compressor section of the engine Generator Control Unit
through accessory gearing.
2 ELECTRICAL POWER
Tw o g e n e ra t o r c o n t ro l u n i t s ( G C U s )
control generator operation. The GCU
SYSTEMS
Generator Function below the center aisle floor makes constant

v o l t a g e a va i l a b l e t o t h e b u s e s d u r i n g
The generating function is self-exciting variations in engine speed and electrical
and does not require battery power for load requirements.
o p e ra t i o n . I t u s e s g e n e ra t o r re s i d u a l
voltage for initial generator buildup. The GCUs provide the following functions:
• Voltage regulation/line contactor
GEN Switch control
The L GEN and R GEN switches in the • Overvoltage/overexcitation protec-
pilot left subpanel are under the MASTER tion
SWITCH gang bar (Figure 2-4). Switch
• Paralleling/load sharing
positions are GEN RESET–ON–OFF.
• Reverse-current protection
Placing the switch momentarily in GEN
RESET and then releasing to the ON • Cross-generator-start current limiting
position brings the generators on-line. In
Figure 2-4. Pilot Subpanel

Each of these protection features is Voltage on each bus may also be monitored
discussed in detail in the Operation portion on the voltmeter with the VOLTMETER
of this chapter. BUS SELECT switch adjacent to
the voltmeter. Selector positions include
AMMETERS EXT PWR, CTR , L GEN, R GEN, TPL
FED, BAT.
Left and right loadmeters on the overhead
meter panel display the load on each Move the selector switch to appropriate
generator (Figure 2-5). position and then read the voltage on the
2 ELECTRICAL POWER
adjacent loadmeter.
SYSTEMS
CIRCUIT BREAKERS
DC power is distributed to the various
systems via circuit breakers that protect
most of the components in the aircraft.
Two of these circuit breaker panels are in
the cockpit. Each of the circuit breakers has
its amperage rating printed on it.
The smaller breaker panel is to the left of

the pilot below the fuel management panel
(Figure 2-6). The larger circuit breaker panel
is on the copilot sidewall (Figure 2-7).
Figure 2-5. Overhead Light Control

and Meter Panel
Figure 2-6. Left Circuit Breaker Panel

A color-coded ring around each circuit Procedures for handling tripped circuit
breaker indicates the bus to which the breakers and other related electrical system
circuit breaker connects. The triple-fed bus warnings are in the Emergency and
and battery bus circuit breakers are color- Abnormal Procedures section of the Pilot’s
coded yellow; left generator bus circuit Operating Handbook.
breakers are blue; right generator bus
circuit breakers are green; and the standby As a general rule if a nonessential circuit
bus circuit breakers are red. breaker trips in flight, do not reset it.
Resetting a tripped breaker could cause
2 ELECTRICAL POWER
Circuit breaker switches on the pilot right further damage to the component
subpanel protect components such as or system.
SYSTEMS
exterior lighting and ice protection

e q u i p m e n t . Th e s e s w i t c h e s h a v e t h e If an essential system circuit breaker such
amperage rating stamped on the end of as an avionics breaker trips, let it cool and
the switch. then reset it. If it fails to reset, do not
attempt to reset it again. Take corrective
A typical listings of all buses and circuit action according to the procedures in the
breakers is at the end of this chapter. appropriate section of the POH.
Figure 2-7. Copilot Sidewall Circuit Breaker Panel

BUSES • Ba tt e r y b u s — Ba tt e r y t h ro u g h a
remote control circuit breaker
Electrical loads are divided among the
buses. Equipment on the buses is arranged • Left and right generator bus—Left
so that all items with duplicate functions and right generators
(such as right and left landing lights) • Triple-fed bus—Battery and both
connect to different buses (Figure 2-8). generators buses
In normal operation, all buses are automat- • Center bus—Both generator buses
2 ELECTRICAL POWER
and battery
ically tied into a single-loop system where
all sources supply power through individ- The generator buses connect to the center
SYSTEMS
ual protective devices. bus with the left and right bus tie relays. The
battery connects through the battery bus
Buses and main power sources are
tie, which closes when the BAT switch is in
the following:
LEGEND ABBREVIATIONS USED
L = LEFT EPR = EXTERNAL POWER RELAY
R = RIGHT STR/GEN = STARTER GENERATOR
B = BATTERY GEN CONT = GENERATOR CONTROL
BT = BUS TIE EXT PWR = EXTERNAL POWER
LC = LINE CONTACTOR CTR BUS = CENTER BUS
SB = SUB BUS RG = RIGHT GENERATOR
SR = STARTER RELAY LG = LEFT GENERATOR
BB = BATTERY BUS RCCB = REMOTE CONTROL CIRCUIT BREAKER
DFB = DUAL FED BUS
STR/ STR/
GEN GEN
L R
L L
C C
L DUAL BATT R
S FED BUS S
R BUS R
L R
G G
B B
U L CTR TRIPLE R U
S B BUS B S
T L FED R T
S BUS S
B B
EXT
RCCB PWR
EPR
B B
R B
T
BBS
BATTERY
BS
GEN GEN
CONT CONT
Figure 2-8. King Air 350 Electrical System Component Location

ON. The battery is then available for center comes on line. If the battery is the only power
bus loads or recharging (Figure 2-9). source on line, both generator bus ties open
to isolate the left and right generator buses
GEN TIES Switch from the battery. Equipment that remains
operational during battery only operations
In the OPEN position, both the left and has a white ring around the control switch.
right bus tie relays open to isolate both
generator buses from the center bus. Momentarily placing the MAN TIE switch
in the MAN CLOSE position during battery
2 ELECTRICAL POWER
The NORM position allows automatic operation closes both generator bus ties. The
closure of the left and right bus tie relays battery then powers the generator buses.
SYSTEMS
when either generator or external power
LEFT BUS SENSE GEN TIES SPRING LOADED LEFT

TO STARTER RESET MAN CLOSE FROM MAN CLOSE STARTER
SPRING
TO CENTER
RELAY TO
GENERATOR RELAY LOADED GENERATOR
FIELD TO CENTER LEVER LOCK
OUT OF CENTER FIELD
STARTER/ TEST OPEN STARTER/
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
LOAD METER OPEN OPEN LOAD METER
BAT TIE
LEFT OPEN RIGHT RIGHT
GENERATOR LEFT LINE GENERATOR
SWITCH LINE MAN TIES CONTACTOR SWITCH
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
LEFT GEN BUS E CENTER BUS E RIGHT GEN BUS
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
ESIS BATT BUS BAT BUS EXT PWR
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-9. Electrical System

The green advisory MAN TIES CLOSE The AVIONICS MASTER circuit breaker
annunciator illuminates to indicate the in the right circuit breaker panel provides
generator bus ties have been manually the power to control the avionics relays.
closed during battery operation.
If the avionics buses become disconnected
as a result of a control circuit fault, the
BUS SENSE Switch AVIONICS MASTER circuit breaker can
Bus current sensors sense current to each be pulled to restore power.
generator bus from the center bus and
2 ELECTRICAL POWER
current to the center bus from the battery.
OPERATION
SYSTEMS
If either generator bus sensor senses a high
current condition, it opens the correspon- Th e D C p o w e r d i s t r i b u t i o n s y s t e m i s
ding generator bus tie to isolate the bus. commonly called a triple-fed system
If the battery bus sensor senses a high because most buses receive power from
battery discharge current, it opens the three sources.
battery bus tie to isolate the battery. The
battery bus sensor does not work during The triple-fed bus powers many systems.
engine starts and landing gear operation. Th r e e s o u r c e s ( g e n e r a t o r b u s e s a n d
battery) power the triple-fed bus. It only
Th e BU S S E N S E s w i t c h o n t h e p i l o t receives power; it does not transfer electric-
subpanel resets and tests the sensors. ity from one part of a system to another.
That is a function of the the center bus.
The RESET position resets the bus current Because of this arrangement, a backup
sensors if they have tripped because of a power source is available to most of the
test or an actual high current condition. aircraft electrical systems.
The momentary TEST position opens the In normal operation, all buses are automat-
bus current sensors for the generator bus ically tied together so that the battery and
ties and battery ties. The yellow caution L two generators collectively supply power
and R GEN TIE OPEN and BAT TIE through individual protective devices.
OPEN annunciators illuminate.
PROTECTION
AVIONICS MASTER
POWER Switch The bus tie system protects the electrical
system from excessively high current flow.
Th re e a v i o n i c s b u s e s a re e l e c t r i c a l l y The abilities to isolate a bus and load shed
connected to the main distribution system are equally important protective features.
through avionics relays. The AVIONICS The system automatically removes excess
MASTER POWER switch on the pilot loads (generator buses) when the power
subpanel controls these relays. source is reduced to battery only.
The ON position opens the control circuit When both generators fail, the generator
so the relays are in their normally closed bus ties open to shed generator bus loads.
p o s i t i o n s. Th i s s u p p l i e s p o w e r t o t h e The battery continues to power the center,
avionics buses. triple-fed, and battery buses. If necessary,
use the GEN TIE switch to manually close
The OFF position applies control power to the generator ties. This restores power to the
the relays to disconnect the avionics buses. generator buses.

When load shedding occurs in flight, land detect which generator is producing
as soon as practical unless the situation excessive voltage output and attempting to
can be remedied and at least one genera- a b s o r b a l l e l e c t r i c a l l o a d s. Th e G C U
tor brought back online. Refer to the overexcitation circuit disconnects that
Abnormal Indications discussion in this generator from the electrical system.
section and emergency procedures section
of the POH for more details. The overexcitation portion of the GCU
activates if generator voltage increases
without control, but does not reach an
2 ELECTRICAL POWER
GCU Protection overvoltage condition. If the generator field

reaches the limitation value, this circuitry
SYSTEMS
Voltage Regulation/Line Contactor removes the affected generator from the bus.
Control
The generators are normally regulated to Paralleling/Load Sharing
28.25 (±.25) VDC. When the GEN switch
i s h e l d i n R E S ET, g e n e ra t o r re s i d u a l The paralleling circuit averages the output
voltage is applied through the GCU to the of both generators to equalize load levels.
generator shunt field. This causes genera- This feature is operative when both genera-
tor output voltage to rise. tors are online.
When the switch is released to ON, the 28- The paralleling circuits sense the interpole
volt regulator circuit takes over. It controls winding voltages of both generators to
the generator shunt field to maintain a provide an indication of the load. The
c o n s t a n t o u t p u t v o l t a g e. Th e v o l t a g e voltage regulator circuits are then biased
regulator circuit varies shunt field excita- up or down as required to increase or
tion to maintain a constant 28-volt output decrease generator loads until both genera-
from the generator for all rated conditions tors share the load equally. The GCUs
of generator speed, load, and temperature. balance loads to within 10%.
When the GEN switch is released to ON, Reverse-Current Protection

the GCU enables the line contactor control
When a generator becomes underexcited
circuit. The GCU compares generator output
or cannot maintain bus voltage for some
voltage with aircraft bus voltage. If output
reason (i.e., low generator speed during
voltage is within 0.5 volts of bus voltage, the
engine shutdown), it begins to draw current
GCU closes the line contactor to connect the
(rev e rse curre nt) from the e lectrical
generator to the aircraft bus. It also closes
system. The GCU senses reverse current by
both generator ties to connect the center
comparing generator output voltage to
bus and generator buses. The generator can
generator bus voltage. When bus voltage
now recharge the aircraft battery and power
exceeds output voltage, the GCU opens
all aircraft electrical loads.
the line contactor to protect the generator.
When a generator fails or is turned off, the
GCU opens the line contactor to isolate the Cross-Generator
inoperative generator from its bus. Start Current Limiting
Wh e n t h e I G N I T I O N A N D E N G I N E
Overvoltage/Overexcitation START switch on the second engine is
activated to ON during a cross-generator
The GCU provides overvoltage protection start, a signal from the switch is applied to
to prevent excessive generator voltage to the GCU of the operating generator.
electrical equipment. If a generator output
reaches the maximum allowable 32-volts,
the overexcitation circuits of the GCU

Th i s a c t i va t e s t h e c ro s s - s t a r t c u r re n t STARTING
limiting circuit to limit output of the operat-
ing generator to no more than 400 amps. When BAT switch is turned to ON (Figure
This protects the 250-amp current limiter 2-10), the battery relay and battery bus tie
on the operating generator side. re l a y s c l o s e. Ba tt e r y p o w e r i s ro u t e d
as follows:
When a starter is selected, the bus tie
sensors are disabled to prevent them from • Through the battery relay to the
opening their respective bus tie relays. triple-fed bus
2 ELECTRICAL POWER
When using STARTER ONLY to motor • Through the battery bus tie relay to
the engine, the same functions occur. the center bus
SYSTEMS
• To b o t h s t a r t e r re l a y s t o p e r m i t
starting either engine

SPRING
TO CENTER
RELAY TO
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-10. BAT Switch ON

Without generator or external power, Normally one engine is started on battery

neither generator bus is powered because power alone; the second engine uses a
the generator bus ties are normally open cross-generator start (Figure 2-12).
when only battery power is available.
The operating GCU limits its generator
The starter relay connects the battery to the output to no more than 40 0 amps during a
starter/generator during engine starts. With cross-generator start. This ensures that the
one engine running and its generator online 250-amp current limiter on the operating
(Figure 2-11), the opposite engine can be generator side does not open due to
2 ELECTRICAL POWER
started with power from the battery and transient surges.

operating generator channeled through
SYSTEMS
the starter relay. This is called a cross-

generator start.
SPRING
TO CENTER
RELAY TO
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-11. Right Engine Start

In addition, while a starter is selected, the NOTE

bus tie sensors are disabled to prevent them Th e a b o v e l i m i t a t i o n i s o n l y
from opening their respective bus tie relays. applicable when the starter is
driving the engine, not when the
engine is driving the starter.
CAUTION
Do not exceed the starter motor NORMAL OPERATION
operating time limits of 30
2 ELECTRICAL POWER
seconds ON, five minutes off, 30 After either engine has been started and its
seconds ON, five minutes off, 30 generator switch has been moved to
RESET, the GCU brings the generator up
SYSTEMS
seconds ON, then 30 minutes off.

SPRING
TO CENTER
RELAY TO
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-12. Cross Generator Start

to normal system voltage. Releasing the center bus, electricity flows to the battery
spring-loaded GEN switch to the center through the battery bus tie and to the left
ON position closes the generator line generator bus through the left generator
contactor. This powers the the generator bus tie and 250-amp current limiter. Power
bus and closes both generator ties automat- is also fed to the triple-fed bus from the
ically (the green MAN TIES CLOSED right generator bus.
annunciator extinguishes if the generator
ties have been manually closed). When both generators are operating, each
generator directly feeds its own generator
2 ELECTRICAL POWER
This action distributes power through the bus which, in turn, feeds the center bus,
right 250-amp current limiter and genera- triple-fed bus, battery bus, and battery, if
SYSTEMS
tor bus tie relay to the center bus. From the it is discharged (Figure 2-13).

SPRING
TO CENTER
RELAY TO
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-13. Both Generators On

The center bus ties the generator bus and (Figure 2-14) depicts the system with the
battery together. The triple-fed bus is generator ties open.
powered (or fed) from the battery and each
generator bus through 60-amp limiters and
through diodes that provide fault isolation
protection between the power sources.
2 ELECTRICAL POWER
SYSTEMS
SPRING
TO CENTER
RELAY TO
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-14. Both Generators On - Generator Ties Open

EXTERNAL POWER 2-15). It is recommended that the battery

be online (BAT switch in ON) whenever
The external power receptacle under the the external power is in use.
right wing outboard of the nacelle facili-
tates connecting a 28 VDC external power Before selecting the ON position of the
unit to the aircraft electrical system. EXT PWR switch, verify the external
power voltage is within acceptable limits
An EXT PWR control switch in the pilot (28.0 – 28 4 volts). Turn the VOLTMETER
BUS SELECT switch in the overhead panel
2 ELECTRICAL POWER
left subpanel controls the external power

relay. The external power relay closes when to the EXT PWR position and read
the voltage.
SYSTEMS
the switch is in the ON position (Figure

RESET MAN CLOSE FROM MAN CLOSE STARTER
TO STARTER TO CENTER TO
SPRING RELAY
OUT OF CENTER FIELD
STARTER/ TEST OPEN
STARTER/
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
LEFT OPEN EXT PWR RIGHT RIGHT
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-15. External Power

Reverse polarity protection and overvolt- Voltage is required to energize

age protection are provided. The reverse the avionics master power relays
polarity protection circuit prevents the to remove power from the
external power relay from closing if the avionics equipment. Therefore,
external power polarity is different than the never apply external power to the
aircraft electrical system. aircraft without first applying
battery voltage.
The overvoltage protection circuit opens
the external power relay to electrically The battery may be damaged if
2 ELECTRICAL POWER
disconnect the external power from the exposed to voltages higher than 30
aircraft if an over voltage occurs. After an volts for extended periods of time.
SYSTEMS
overvoltage disconnection occurs, turn the
EXT PWR switch to off to reset the Refer to the Normal Procedures section
overvoltage circuit. of the POH for using external power.
The yellow caution EXT PWR annuncia-

tor illuminates to indicate the state of the EMERGENCY
external power. Steady illumination
indicates that the external power is electri- AND ABNORMAL
cally connected and supplying power to INDICATIONS
the aircraft electrical system. A flashing
EXT PWR annunciator indicates that an Electrical fires are covered in the
external power plug is connected to the Emergency Procedures section of the
aircraft, but the external power output P i l o t ’s O p e ra t i n g H a n d b o o k ( P O H ) .
voltage is low or the external power is Emergency and abnormal in-flight
electrically disconnected from the aircraft situations are described in the Emergency
electrical system. Correct either condition and Abnormal Procedures section of the
to prevent depleting the battery. POH. Generator and battery irregulari-
ties are described there under Electrical
Observe the following precautions when System Failures.
using an external power source.
G e n e ra t o r b u s a n d c e n t e r b u s f a u l t s /
CAUTION malfunctions are normally associated with
illumination of the corresponding bus tie
Th e r e c o m m e n d e d m i n i m u m a n n u n c i a t o r s. A t r i p l e - f e d b u s f a u l t /
indicated battery voltage prior to malfunction does not have an associated
connecting external power is 23 b u s t i e i n d i c a t i o n . I n a l l c a s e s, a b u s
volts; however, never connect an problem should be investigated by
e x t e r n a l p o w e r s o u rc e t o t h e referencing other bus indications, such as
aircraft unless a battery indicating loss of related equipment, and by checking
a charge of at least 20 volts is in bus voltages with the VOLTMETER BUS
the aircraft. SELECT and/or loadmeter indications.
If the battery voltage is less than Complete bus loss is a highly unlikely
2 0 v o l t s, t h e b a t t e r y m u s t b e situation. The multi-bus electrical system
re c h a rg e d o r re p l a c e d w i t h a has protection devices that normally isolate
battery indicating at least 20 volts a fault with minimum equipment loss.
before connecting external power.
Use only an external power source
fitted with an AN-type plug.

Battery malfunctions are extremely rare. If it is within normal limits (24 to 28 volts),
There have been a few cases in aircraft with attempt to reset the bus tie by momentar-
similar installations where malfunctions ily actuating the BUS SENSE switch to
have occurred; however, the battery monitor- RESET. If this is successful, a transient
ing system has provided sufficient warning spike in the electrical system tripped the
to the pilot for timely corrective action to be sensor and opened the battery tie relay.
completed before the situation could deteri-
orate to a more serious condition. If this procedure was unsuccessful, there is
a probable malfunction within the battery
2 ELECTRICAL POWER
Th e re a re t w o re a s o n s f o r t h i s s a f e t y bus tie circuitry that cannot be reset at

margin. First, battery malfunctions are this time.
SYSTEMS
historically slow to develop and can be

identified early with the charge monitor- If center bus voltage is 0, there is a possible
ing system. Second, sufficient cooling is center bus fault. Open the generator bus tie
provided to the battery in flight to diminish relays by moving the GEN TIES switch to
the likelihood of serious damage to the OPEN. Check to ensure that both GEN
aircraft or its electrical system. TIE OPEN annunciators illuminate. Pull
the LANDING GEAR RELAY circuit
Therefore, when identified early, a battery breaker on the pilot right subpanel.
malfunction will not deteriorate into a
serious condition as long as th e p i l o t
complies with the proper procedures as WARNING
outlined in the POH.
If electrical power is applied to
the landing gear hydraulic pump
BATTERY motor relay with the center bus
shorted, damage may occur to the
BAT TIE OPEN Annunciator electrical system.
Illuminated
If the BAT TIE OPEN annunciator is NOTE
illuminated, the battery bus tie relay is
It will not be possible to charge
open (Figure 2-16). This indicates a possible
the battery and the landing gear
center bus fault/malfunction. Check the
will have to be manually extended.
center bus for proper voltage indication.
With the center bus unpowered, turn the air
conditioning system off prior to landing.
Refer to the POH for procedural details.
CIRCUIT BREAKER TRIPPED

If one of the circuit breakers in the cockpit
trip and it is a nonessential circuit, do not
Figure 2-16. BAT TIE OPEN reset in flight.
If it is an essential circuit, push to reset. If

the circuit breaker trips again, do not reset.
In this situation, a connected item may be
inoperative.

GENERATORS L or R DC GEN Annunciator

Illuminated (Generator
L or R GEN TIE OPEN Inoperative)
Annunciator Illuminated
If the L or R DC GEN yellow caution
Illumination of a L or R GEN TIE OPEN annunciator (Figure 2-18) illuminates
annunciator indicates a left or right genera- during flight, verify with the associated
tor tie is open (Figure 2-17). This signals a loadmeter. Then push the corresponding
possible generator bus fault/malfunction.
2 ELECTRICAL POWER
generator switch to RESET and after one
second to ON.
SYSTEMS
Figure 2-17. L/R GEN TIE OPEN Figure 2-18. L/R DC GEN Annunciators
Monitor the corresponding loadmeter. If it If the generator does not reset, turn it off
is less than 100 percent and a normal indica- and rely on the other generator. Monitor
tion, move the BUS SENSE switch to the loadmeter so the load on the remain-
RESET. If it is greater than 100 percent or ing generator does not exceed 100 percent.
an abnormal indication, turn the appropri- Tu r n o f f a l l n o n e s s e n t i a l e l e c t r i c a l
ate generator OFF and monitor the equipment as necessary.
opposite loadmeter not to exceed 10 0
percent. If the generator bus tie relay does
not reset, monitor the loadmeters.
In this situation, the generator paralleling

circuit is open. The generators, therefore,
are not sharing the aircraft electrical loads
equally and the loadmeters need not be
within 10% of each other.
Monitor the loadmeters to ensure that

neither exceeds 100% total load. Refer to
the POH for procedural details.

Load Management for Dual Table 2-1. KING AIR 350 LOAD
Generator Failure MANAGEMENT (Cont)
The equipment listed in Table 2-1 remains
operable after a dual generator failure REDUCTION
(Figure 2-19). With only the equipment IN MAIN
o p e ra t i n g l i s t e d a s c o n t i n u o u s i n t h e OPERATING
EQUIPMENT BATTERY
TIME (MIN)
OPERATING TIME column, the battery DURATION
duration is approximately 30 minutes (MIN)
2 ELECTRICAL POWER
(based upon a 50-amp load and a 75%

battery capacity). Annunciator Panel As Required -----
SYSTEMS
Instrument Continuous -----

Use of the equipment with prescribed Indirect/
operating times reduces battery duration Emergency Lights
by the approximate times listed. Multiple
Cabin Lights 5 2
usage of this equipment is additive.
Ice Light 5 0.5
Table 2-1. KING AIR 350 LOAD
MANAGEMENT Beacon Lights Continuous ----
REDUCTION Taxi Lights 1 0.5

IN MAIN
OPERATING Digital OAT Continuous ----
EQUIPMENT BATTERY
TIME (MIN)
DURATION Fuel Quantity Continuous ----
(MIN) Indicator
Air-driven Attitude Continuous ---- Single Standby 5 1

Gyro Fuel Pump
Standby Attitude Continuous None* Left Bleed Air Continuous ----

Gyro Valve
Inverter 1 Continuous ----- Pressurization Continuous ----

Control
Comm 1 Xmit 3 0.5
Cabin Continuous ----
Pilot Audio Continuous ----- Temperature
Control
Nav 1 Continuous ----
Engine Ignition 0.5 0.1
RMI 2 Continuous ----
Surface Deice 6 cycles 0.1
Pilot Altimeter Continuous ----
Left and Right Single 0.1
Pilot ADI (Electro- Continuous ---- Main Engine Operation
mechanical) Anti-ice
Pilot EADI (EFIS) Not ---- Manual Prop 3 3
Operational Deice
Pilot HSI (Electro- Continuous ---- Windshield Wiper 1 0.1
mechanical)
Left Pitot Heat Continuous ----
Pilot EHSI (EFIS) Not ----
Operational Landing Gear Single 0.5
Operation
Turn & Slip Continuous ----
Indicator
* Optional equipment. Powered by Auxiliary battery.

NOTE
Equipment that remains operable WARNING
is designated with a WHITE
C I RC L E a r o u n d t h e c o n t r o l Do not place the GEN TIES
switch. Attitude reference will s w i t c h i n t h e M A N C LO S E
depend upon the specific instru- position. This action reconnects
ment panel equipment. Refer to the left and right generator bus
t h e LOA D M A NAG E M E N T l o a d s a n d s e v e re l y l i m i t s t h e
2 ELECTRICAL POWER
table to determine which attitude battery duration.
instruments will remain operable
SYSTEMS
with a dual generator failure.

SPRING
TO CENTER
RELAY TO
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-19. Dual Generator Failure

SYSTEM DISTRIBUTION • Figure 2-22: Bus Sense Test with Both

Generators On
SCHEMATICS
• Fi g u re 2 - 2 3 : L e f t G e n e ra t o r B u s
The following pages present a variety of Isolated
electrical scenarios. These include the
following: • Figure 2-24: Center Bus Isolated
• Figure 2-20: Battery Off • Figure 2-25: Triple-Fed Bus Isolated
• Figure 2-21: Right Generator On
2 ELECTRICAL POWER
SYSTEMS

SPRING
TO CENTER
RELAY TO
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-20. Battery Off

2 ELECTRICAL POWER
SYSTEMS
TO CENTER
RELAY TO
GENERATOR RELAY SPRING
LOADED GENERATOR
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-21. Right Generator On

2 ELECTRICAL POWER

SYSTEMS

TO CENTER
RELAY TO
LOADED GENERATOR
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-22. Bus Sense Test with Both Generator On

2 ELECTRICAL POWER
STARTER
SYSTEMS
TO STARTER RESET MAN CLOSE FROM MAN CLOSE
TO CENTER TO
GENERATOR RELAY SPRING RELAY
LOADED GENERATOR
OUT OF CENTER FIELD
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-23. Left Generator Bus Isolated


2 ELECTRICAL POWER

TO CENTER
RELAY TO
LOADED GENERATOR
OUT OF CENTER FIELD
SYSTEMS
GENERATOR GENERATOR
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-24. Center Bus Isolated

CIRCUIT BREAKER
LISTING
The Table 2-2 provides a handy reference
of the buses and their circuit breakers.

STARTER
2 ELECTRICAL POWER
TO STARTER RESET MAN CLOSE FROM MAN CLOSE
TO CENTER TO
GENERATOR RELAY SPRING RELAY
LOADED GENERATOR
OUT OF CENTER FIELD
GENERATOR GENERATOR
SYSTEMS
L GEN TIE R GEN TIE
L DC GEN R DC GEN
BAT TIE
CLOSE
CONTACTOR
GENERATOR GENERATOR
CONTROL CONTROL
275 275
250 H H 250
D D RIGHT
GENERATOR
BUS TIE
ESIS
BATT
5
CONTROL RECEPTACLE
BAT BUS .5A EXT PWR
60 SWITCH RELAY 60
NORMAL BATTERY
BUS TIE
BAT BUS RCCB
FROM BAT BUS

DUAL-FED BUS
275
HED
BATTERY
AMMETER
BATT
SWITCH
BATTERY
BATTERY
RELAY
60
20A
TRIPLE FED BUS
Figure 2-25. Triple-Fed Bus Isolated

Table 2-2. CIRCUIT BREAKERS
LEFT GENERATOR BUS

AVIONICS ENVIRONMENTAL FURNISHINGS Pilot Cntl Instr Lights
Pilot PFD Heater Bleed Air Control, R Cigar Lighter Pilot PFD & DCP Lights
DBU Blower,Cabin Fwd Furnishings Master Control Plt Flt Instr & Side Pnl Lights
Radiant Heat (Cargo Door) Inverter (Cabin Outlets) Tail Flood Lights
2 ELECTRICAL POWER
ELECTRICAL Refreshment Bar

Bus Tie Power ESIS LIGHTS WEATHER
SYSTEMS
ESIS Battery Charge FGP Lights Engine Anti-Ice, Standby, L

ENGINES Landing, L Fuel Vent, L
Chip Detector, L FLIGHT CONTROLS MFD & RTU Lights Pilot Wdshld Anti-Ice Contro
DCU 1 Flap Ind & Control Nav Lights Pilot Wdshld Anti-Ice Pwr
EDC 1 Flap Motor No Smk, FSB, & Baggage Prop Deice, Auto
ESIS BATTERY BUS

ESIS Bus Control ESIS Disp ESIS Lights HDG Snsr
CENTER BUS
ELECTRICAL Test Jack LANDING GEAR Ice Lights
Bus Tie Control ENVIRONMENTAL Landing Gear Motor Taxi Lights
Bus Tie Indicator Condenser Blower LIGHTS WEATHER
Bus Tie Power Elec Heat Beacon Lights Man Prop Deice, L & R
RIGHT GENERATOR BUS

AVIONICS ENVIRONMENTAL LIGHTS WEATHER
EGPWS Air Cond Clutch CDU 1/CDU 2 Brake Deice (opt.)
MFD Heater Blower, Cabin Aft Copilot PFD & DCP Lts Copilot Windshield Anti-Ice
ELECTRICAL Blower,Cockpit Copilot PFD & DCP Lts Engine Anti-Ice, Stby, R
Bus Tie Power, R Gen Copilot Flight Instr Lts Fuel Vent, R
ENGINES Landing, R Pitot Heat, R
Chip Detector, R FLIGHT CONTROLS Pedestal Light Control Stall Warn Heat
DCU 2 Pitch Trim Reading Lights Window Defog
EDC 2 Recognition Lights
Prop Gov Test FURNISHINGS Strobe Lights
Prop Sync Toilet Subpnl, Ovhd, Cons Lts
BATTERY BUS
ELECTRICAL Bat Relay Gnd Com
Avionics Bat Bus Cont Gnd Heat
DUAL-FED BUS
ENGINES Eng Fire Ext, R LIGHTS
Eng Fire Ext, L Cabin Entry Lts

Table 2-2. CIRCUIT BREAKERS (Cont)
TRIPLE-FED BUS
AVIONICS Gen Reset FLIGHT INSTRUMENTS WARNINGS/ANNUNCIATORS
AHC 2 Secondary ENGINES Outside Air Temp Annunciator Ind
Aural Warn Autofeather FUEL Annunciator Power
Avionics Master DCU 1 and 2 Secondary Aux Fuel XFR & Warn, L & R Avionics Annunciator
2 ELECTRICAL POWER
Cabin Audio Fire Detect, L & R Crossfeed Bleed Air Warning, L & R
* CCP Ignitor Power, L & R Firewall Valve, L & R Ldg Gear Ind
SYSTEMS
DC Converter 2 Oil Press, L & R Fuel Press Warn, L & R Ldg Gear Warn
FGC 1 Servo Start Control, L & R Fuel Qty, L & R Oil Press Warn, L & R
FGC 2 Servo Torque Meter, L & R Fuel Qty Warn, L & R Stall Warn
IAPS, L & R ENVIRONMENTAL Stby Pump, L & R
MFD Bleed Air Control, L LANDING GEAR WEATHER
Pilot Audio Cabin Alt High LDG Gear Control Control Eng Anti-Ice, Main, L & R
Pilot Audio Control Cabin Diff Press Manual Prop Deice Cont
Voice Rcdr Oxygen Control LIGHTS Pitot Heat, L
ELECTRICAL Press Control Cabin Lights Surface Deice
Bus Tie Power Temp Control Instrument Indirect Lights Wshd Wiper
LEFT GENERATOR AVIONICS BUS

AVIONICS * FSU HF COM (opt.) TEL
CDU 1 * FSU FAN Radar
DIALER GPS 1 SELCAL (opt.) ENVIRONMENTAL
DME 1 HF ANT (opt.) TCAS Nose Equipment Cooling
TRIPLE-FED AVIONICS BUS

AVIONICS AHC 1 Secondary DC Converter 1 Pilot PFD
ADC 1 ATC 1 NAV 1 RTU
AHC 1 COM 1 Pilot DCP
RIGHT GENERATOR AVIONICS BUS

AVIONICS Copilot Audio GPS 2 (opt.)
ADC 2 Copilot Audio Control NAV 2
AHC 2 Copilot DCP Radio Altimeter
ATC 2 Copilot PFD * XM WX (opt.)
CDU 2 (opt.) Copilot PFD Heater ENVIRONMENTAL
COM 2 * CMU (opt.) Flight Instr Pnl Cooling
* COM 3 (opt.) DME 2 (opt.) IEC
* If Installed

2 ELECTRICAL POWER
SYSTEMS

QUESTIONS
1. During a battery start, prior to select- 5. The external power cart will be set to
ing ON with the IGNITION AND _______ volts and be capable of generat-
ENGINE START switch and before ing a minimum of 10 0 0 amps
starting the second engine, the DC momentarily and 30 0 amps continu-
percent loadmeter should read approx- ously.
imately _______ percent or less.
2 ELECTRICAL POWER
A. 20.0 – 20.4
A. 50 B. 24.0 – 20.4
SYSTEMS
B. 55 C. 28.0 – 28.4
C. 65 D. 29.0 – 29.4
D. 75
6. The maximum sustained generator
2. The minimum battery voltage required load at 30,0 0 0 feet is _______ percent.
for an external power start is _______ A. 65
volts.
B. 70
A. 17 C. 95
B. 18 D. 10 0
C. 20
D. 23
7. The first immediate action item for a
DUAL GENERATOR FAILURE is:
3. Control switches which are operable A. Generators ....RESET, THEN ON
during a dual generator failure are
B. ECS Mode .................................OFF
indicated by ______________ the switch.
C. Instrument Emergency Lights
A. A white circle around (if requied) ..................................ON
B. Th e a b s e n c e o f a w h i t e c i r c l e D. Non-essential Equipment .....OFF
around
C. A number engraved on the tip of
D. The absence of a number engraved
on the tip of
4. A generator bus tie will open automat-

ically to protect the electrical system
from a malfunction when excessive
current is sensed on
_____________________ bus.
A. The center
B. The off-side generator
C. The same-side generator
D. On either generator

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ............................................................................................................... 3-1
INTERNAL LIGHTING.................................................................................................... 3-1
Cockpit ........................................................................................................................... 3-1
Cabin Lighting ............................................................................................................... 3-2
EXTERIOR LIGHTING.................................................................................................... 3-4
Landing/Taxi Lights ...................................................................................................... 3-5
Wing Ice Lights.............................................................................................................. 3-5
3 LIGHTING
Anti-collision/Strobe Lights......................................................................................... 3-6
Navigation Lights .......................................................................................................... 3-6
Recognition Lights ........................................................................................................ 3-6
Floodlights...................................................................................................................... 3-6
QUESTIONS ........................................................................................................................ 3-7

ILLUSTRATIONS
Figure Title Page
3-1 Cabin Light Control Panel ................................................................................... 3-2
3-2 Threshold Light Switch......................................................................................... 3-3
3-3 Baggage Compartment Light Switch.................................................................. 3-3
3-4 Exterior Lights Control........................................................................................ 3-4
3-5 Landing/Taxi Lights .............................................................................................. 3-5
3-6 Wing Ice Light ....................................................................................................... 3-5
3-7 Anti-Collision/Strobe Light ................................................................................. 3-6
3 LIGHTING

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
The King Air 350 lighting system consists of cockpit-controlled interior and exterior
lights. Interior lights are in the cockpit and passenger cabin. They also include entry
and exit threshold lights and baggage area lights. Exterior lights consist
of lights for navigation and identification. The aircraft is also equipped with
emergency lights.
INTERNAL LIGHTING
COCKPIT
The overhead panel contains a functional switch turns all the lights on. Each light
arrangement of all lighting controls for the group then has its own BRT–OFF rheostat
cockpit (Figure 3-1). The controls are easily for individual adjustment.
accessible to the pilot and copilot. A master

3 LIGHTING
Figure 3-1. Cabin Light Control Panel
The top row of rheostats are the PILOT and Annunciator Adjustment
C O P I LOT F LO O D l i g h t s. Th e c e n t e r
rheostat INSTR INDIRECT is for the To the right of the top row is an adjustment
center instrument panel. pushbutton for the cockpit annunciators.
The next row of rheostats, left to right, Emergency Lighting

include the following:
An INSTRUMENT EMERG LTS switch
• PILOT PNL is to the right of the electrical gages at the
• PILOT DISPLAYS base of the overhead panel. If the normal
cockpit lighting is not working, this switch
• OVHD PED & SUBPANEL, INSTR powers the lights from the dual-fed bus.
• SIDE PANEL
• COPILOT DISPLAYS CABIN LIGHTING
• COPILOT INSTR PANL A three-position CABIN LIGHTS switch
controls the indirect fluorescent cabin
The MASTER PANEL LIGHTS switch at lights. The switch has three positions:
the extreme left of the overhead panel BRIGHT-DIM-OFF.
controls all the cockpit lights.

A t w o - s e c t i o n ( + i n c re a s e / – d e c re a s e ) Wh e n t h e a i r s t a i r d o o r i s c l o s e d a n d
switch in the center of the cabin headliner latched, all the lights controlled by this
midway between the exit signs can control switch are extinguished.
light intensity.
The dual-fed bus powers these lights.
When the cockpit CABIN LIGHTS switch
is moved from the OFF position to the
DIM position, the cabin indirect lights Baggage Compartment
illuminate in the full bright mode. Dim Two reading lights in the headliner illumi-
control is enabled. The intensity of the nate the aft compartment when the
cabin indirect lights may then be changed three-position BAGGAGE switch is placed
by momentarily touching the appropriate in BAGGAGE. The switch is just inside
section of the headliner switch. the airstair door aft of the door frame
(Figure 3-3).
If the CABIN LIGHTS switch is placed in
either the BRIGHT or OFF position, the The INDIRECT position of this switch is
dim switch is overridden. operable only when the triple-fed bus is
powered. The BAGGAGE position connects
When the CABIN LIGHTS master switch directly to the dual-fed bus.
is on, passengers may turn the individual
reading lights along the top of the cabin on
or off with a switch in the sidewall tables.
3 LIGHTING
Threshold Light
A threshold light is forward of the airstair
door at floor level. In addition, two aisle
lights at floor level are on both sides of the
spar cover.
A switch adjacent to the threshold light turns

these lights on and off (Figure 3-2). This
switch also activates the exterior entry light
under the left wing center section and the
lights under each step on the airstair door.
Figure 3-3. Baggage Compartment

Figure 3-2. Threshold Light Switch Light Switch

Seat Belt-No Smoking Signs position, the light illuminates. It extinguishes

when the switch is momentarily placed in the
A switch to the right of the CABIN OFF-RESET position.
LIGHTS activates the no-smoking/fasten-
seat-belt signs in the cabin. Accompanying An internal switch automatically activates
chimes also sound. The switch has three the internal light source if rapid decelera-
positions: NO SMK FSB–OFF–FSB. No tion is sensed.
smoking configurations have the same
switch even though the NO SMK position
is inoperative.
EXTERIOR LIGHTING
Exit Lights The pilot right subpanel contains switches
Two exit lights are in the center of the cabin for the exterior lights (Figure 3-4).
headliner. One is in the forward cabin
between the emergency exit; the second is These include the following:
in the aft cabin at the airstair door.
• Left and right landing lights
Each light has two light sources. During
• Taxi light
normal operation, the aircraft’s electrical
systems power one light source. During • Wing ice lights
abnormal conditions, internal batteries
power the other source. • Anti-collision/strobe lights
3 LIGHTING
• Navigation lights
A three-position rocker switch spring-loaded
to the center OFF position controls the • Recognition lights
internal light source. When the switch is • Flood lights
m o m e n t a r i l y p l a c e d i n t h e O N - T E ST
Figure 3-4. Exterior Lights Control

LANDING/TAXI LIGHTS WING ICE LIGHTS

Two landing lights and one taxi light are on Wing ice lights are on the outboard side of
the nose landing gear (Figure 3-5). each nacelle (Figure 3-6). They illuminate
the wing leading edges so the flight crew
Th e LA N D I N G s w i t c h e s L E F T a n d can determine ice buildup.
RIGHT control these through 10-amp
circuit breakers. The TAXI switch controls The ICE circuit-breaker switch on the pilot
the 15-amp circuit breaker for the taxi light. right sub-panel controls these lights.
Use the wing ice lights as required during

night flight to check for wing ice accumu-
lation. Because these lights operate at a
high temperature, do not use for prolonged
periods while the aircraft is on the ground.
3 LIGHTING
Figure 3-6. Wing Ice Light
Figure 3-5. Landing/Taxi Lights

ANTI-COLLISION/STROBE NAVIGATION LIGHTS

LIGHTS The navigation light consists of two red
The standard anti-collision lights consist lights in the left wing tip, two green lights
of an upper light in the upper empennage in the right wing tip, and a light in the aft
and a lower light on the bottom of the end of the empennage. The NAV switch
fuselage. The BEACON switch controls the controls the 7.5 amp circuit breaker for
10-amp circuit breaker. An optional high- these lights.
intensity anti-collision light may be in each
wing tip along with a flashtube and socket If optional high intensity anti-collision
assembly in the tail. lights are installed, the tail navigation light
is a halogen lamp in the same assembly as
The pulsating strobe lights provide a means the flash tube.
of recognition for the aircraft during night
fights. The STROBE switch controls a 5- RECOGNITION LIGHTS
amp circuit breaker.
The optional recognition lights are in each
Each strobe has a separate power supply. wing tip just forward and inboard of the
The wing strobe light power source is just strobe lights. They are focused to the front
outboard of each nacelle near the wing and outboard of the aircraft. The RECOG
leading edge. The wing tips incorporate the switch controls a 7.5 amp circuit breaker.
navigation, recognition, and strobe light
FLOODLIGHTS
3 LIGHTING
systems (Figure 3-7).

Tail floodlights are part of the horizontal
stabilizers. They illuminate both sides of the
vertical stabilizer.
A flush-mounted floodlight forward of the

flaps in the bottom of the left wing illumi-
nates the area around the airstair door.
This is for the convenience of the passen-
gers at night.
It is controlled by the threshold light

Figure 3-7. Anti-Collision/Strobe Light switch just inside the door on the forward
doorframe. It extinguishes automatically
The separate power supply for the tail whenever the cabin door is closed
strobe light is within the tail fairing just and latched.
forward of the tail strobe light. The power
supply units are wired to operate the strobe
lights wing tips and tail synchronously.

QUESTIONS
1. Selecting the landing light switches on
will illuminate both landing:
A. Lights if the gear is extended.
B. A n d t a x i l i g h t s i f t h e g e a r i s
extended.
C. Lights regardless of gear position.
D. And taxi lights regardless of gear
position.
2. Both wing ice lights are required to

be operable during flight during
_______ operations.
A. VFR night
B. IFR day
C. IFR night
D. Icing conditions
3 LIGHTING
3. The EXIT signs automatically illumi-
nate during normal flight operations
when:
A. Battery power is lost.
B. Generated power is lost.
C. Rapid acceleration is sensed.
D. Rapid deceleration is sensed.

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ............................................................................................................... 4-1
GENERAL ........................................................................................................................... 4-1
ANNUNCIATOR SYSTEM............................................................................................... 4-2
Master Warning and Warning Annunciators ............................................................. 4-3
Master Caution and Caution Annunciators .............................................................. 4-4
Advisory and Status Annunciators ..................................................................................... 4-4
Dimming......................................................................................................................... 4-4
Testing............................................................................................................................. 4-5
ANNUNCIATOR DESCRIPTIONS................................................................................ 4-6
QUESTIONS ...................................................................................................................... 4-11
4 MASTER WARNING
SYSTEM

ILLUSTRATIONS
Figure Title Page
4-1 Master Warning System........................................................................................ 4-2
4-2 Master Warning and Master Caution Flashers.................................................. 4-3
4-3 Warning Annunciators.......................................................................................... 4-3
4-4 Caution/Advisory/Status Annunciator Panel..................................................... 4-4
4-5 Annunciator Lamp Replacement........................................................................ 4-5
TABLES
Table Title Page
4-1 King Air 350 Warning Annunciators .................................................................. 4-6
4-2 King Air 350 Caution Annunciators ................................................................... 4-7
4-3 King Air 350 Advisory Annunciators ................................................................. 4-9
4-4 King Air 350 Status Annunciators .................................................................... 4-10
4 MASTER WARNING
SYSTEM

CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
4 MASTER WARNING
This chapter presents a description of the warning system on the King Air 350. The
SYSTEM
warning system includes flashing annunciators to alert the crew of a problem and a
series of warning, caution, advisory, and status annunciators. The description of the
annunciator panels includes an explanation for the illumination of each annunciator.
GENERAL
Warning and caution annunciators are the warning and caution annunciators, the crew
first indication of trouble or malfunction in should also know the action required to
a system or component of the aircraft. c o r re c t t h e p ro b l e m o r c o p e w i t h t h e
Crewmembers should be completely situation until the problem can be corrected
f a m i l i a r w i t h t h e s e a n n u n c i a t o r s. Fo r or a safe landing can be made.

ANNUNCIATOR SYSTEM A red MASTER WARNING flasher is in

the glareshield in front of the pilot. A
Th e a n n u n c i a t o r s y s t e m ( Fi g u re 4 - 1 ) second red flasher is in front of the copilot.
consists of flashers, a red annunciator A yellow MASTER CAUTION flasher is
warning panel centrally located in the just inboard of the MASTER WARNING
glareshield, and a caution/advisory/status flasher on ea ch side of the cockpit.
annunciator panel on the center subpanel.
MASTER WARNING
AND
CAUTION FLASHERS
WARNING PRESS
ANNUNCIATORS TO
TEST
4 MASTER WARNING
SYSTEM
CAUTION/ADVISORY/STATUS
ANNUNCIATORS
Figure 4-1. Master Warning System

Whenever a fault condition covered by the An illuminated lens in the warning

annunciator system occurs, a signal illumi- annunciator panel remains on until the
nates the appropriate annunciator. fault is corrected.
A PRESS TO TEST switch is immediately Th e M AS T E R WA R N I N G f l a s h e r s,

to the right of the warning annunciator panel. however, can be extinguished even if the
fault is not corrected. Depress the face of
either flasher to extinguish the light and
reset the circuit. If an additional warning
MASTER WARNING AND annunciator illuminates, the MASTER
WARNING ANNUNCIATORS WARNING flashers re-activate.
If a fault requires the immediate attention When a warning fault is corrected, the
and reaction of the pilot, both MASTER affected annunciator extinguishes. The
WARNING annunciators begin flashing flashers continue flashing until one of them
(Figure 4-2). The appropriate annunciator in is depressed.
the warning annunciator panel also illumi-
nates (Figure 4-3).
Figure 4-2. Master Warning and

Master Caution Flashers
4 MASTER WARNING
SYSTEM
KING AIR 350

Figure 4-3. Warning Annunciators

MASTER CAUTION AND These annunciators extinguish when the

CAUTION ANNUNCIATORS condition indicated by the illuminated
lens changes.
If a fault requires the pilot’s attention but
not his immediate reaction, the appropri- The green advisory annunciators confirm
ate yellow caution annunciator illuminates that a pilot-initiated operation occurred
(Figure 4-4). Both MASTER CAUTION (e.g., the tail deice has been turned on).
annunciators also begin flashing.
Two green AUTOFEATHER annuncia-
Depress the face of either flashing tors adjacent to the torquemeters on the
MASTER CAUTION to extinguish the instrument panel function the same even
light and reset the circuit. Subsequently, if though they are not on the caution/
any other caution annunciator illuminates, advisory/status annunciator panel.
the MASTER CAUTION flashers are
activated again. An illuminated caution The white status annunciators indicate a
annunciator remains on until the fault condition that can be normal or abnormal
condition is corrected. One of the and may or may not have been initiated by
MASTER CAUTION annunciators must the pilot (e.g., notice that the N 1 flow to the
be depressed to extinguish the flashers. air conditioning system is too low).
ADVISORY AND STATUS DIMMING

ANNUNCIATORS
The red and yellow flashers, annunciator
The annunciator panel also contains green panels,firewall fuel valve pushbuttons,
advisory and white status annunciators. landing gear handle lights, and gear position
There are no master flashers associated lights have a BRIGHT and a DIM mode
w i t h t h e g re e n o r w h i t e a n n u n c i a t o r s of variable intensity as sensed by a
because they indicate functional situations photoelectric cell.
that do not demand immediate attention
or reaction.
4 MASTER WARNING
SYSTEM
Figure 4-4. Caution/Advisory/Status Annunciator Panel

The DIM mode is selected automatically TESTING

whenever all of the following conditions
are met: Test the lamps in the annunciator system
before every flight and any time the
• Generator on line integrity of a lamp is in question.
• Pilot or copilot overhead floodlights
OFF Depress the PRESS TO TEST button to
the right of the warning annunciator panel
• MASTER PANEL LIGHTS switch i n t h e g l a r e s h i e l d . A l l t h e M AS T E R
ON WARNING and MASTER CAUTION
• Pilot flight lights ON lamps should flash. In addition, all the
annunciators on the warning annunciator
• Ambient light level in the cockpit (as panel and the caution/advisory/ status
sensed by a photoelectric cell in the a n n u n c i a t o r p a n e l s h o u l d i l l u m i n a t e.
overhead light control panel) is below
a preset value Replace any lamp that fails to illuminate
(Figure 4-5).
Unless all these conditions are met, the
BRIGHT mode is selected automatically.
The annunciators in the fire extinguisher

pushbuttons do not have a DIM mode. A
rheostat on the instrument panel dims the
AUTOFEATHER annunciators.
4 MASTER WARNING
SYSTEM
Figure 4-5. Annunciator Lamp Replacement

Lamp Replacement ANNUNCIATOR

To replace a lamp, depress the center of the DESCRIPTIONS
annunciator with your finger. Release your
finger. The lens pops out slightly. Tables 4-1 through 4-4 list all the warning,
caution, advisory, and status annunciators.
P u l l t h e a n n u n c i a t o r f ro m t h e p a n e l . The cause for illumination is included
Remove the lamp from the rear of the beside each annunciator.
annunciator. Replace the failed bulb with
a spare lamp from an unused annunciator.
Replace the annunciator. Depress until it

locks in place.
Table 4-1. KING AIR 350 WARNING ANNUNCIATORS
ANNUNCIATOR CAUSE FOR ILLUMINATION
DOOR UNLOCKED AIRSTAIR DOOR OR CARGO DOOR IS OPEN OR NOT SECURE
L FUEL PRES LO FUEL PRESSURE FAILURE ON THE LEFT SIDE
CABIN ALT HI CABIN PRESSURE ALTITUDE EXCEEDS 1,200 FEET
CABIN DIFF HI CABIN DIFFERENTIAL PRSSURE EXCEEDS 6.9 PSI
R FUEL PRES LO FUEL PRESSURE FAILURE ON THE RIGHT SIDE

4 MASTER WARNING
SYSTEM
L OIL PRES LO LOW OIL PRESSURE LEFT ENGINE
R OIL PRES LO LOW OIL PRESSURE RIGHT ENGINE
L BLEED FAIL MELTED OR FAILED PLASTIC LEFT BLEED-AIR FAILURE WARNING LINE
R BLEED FAIL MELTED OR FAILED PLASTIC RIGHT BLEED-AIR FAILURE WARNING LINE

Table 4-2. KING AIR 350 CAUTION ANNUNCIATORS
L DC GEN LEFT GENERATOR IS OFF LINE
L GEN TIE OPEN LEFT GENERATOR BUS IS ISOLATED FROM THE CENTER BUS
HYD FLUID LOW HYDRAULIC FLUID IN THE POWER PACK IS LOW
PROPELLER LEVERS ARE NOT IN THE HIGH-RPM, LOW-PITCH POSITION

RVS NOT READY WITH THE LANDING GEAR EXTENDED
R GEN TIE OPEN RIGHT GENERATOR BUS IS ISOLATED FROM THE CENTER BUS
R DC GEN RIGHT GENERATOR IS OFF LINE
L CHIP DETECT METAL CONTAMINATION IN LEFT ENGINE OIL IS DETECTED
L NO FUEL XFR NO LEFT AUXILIARY FUEL TRANSFER
BAT TIE OPEN BATTERY IS ISOLATED FROM THE GENERATOR BUSES
DUCT OVERTEMP DUCT AIR IS TOO HOT
R NO FUEL XFR NO RIGHT AUXILIARY FUEL TRANSFER
4 MASTER WARNING
SYSTEM
R CHIP DETECT METAL CONTAMINATION IN RIGHT ENGINE OIL IS DETECTED
L ENG ICE FAIL LEFT ENGINE SELECTED ANTI-ICE SYSTEM IS INOPERATIVE
L FUEL QTY LEFT FUEL QUANTITY—LESS THAN 30 MINUTES REMAINING AT MAXIMUM

CONTINUOUS POWER
ELEC HEAT ON UNCOMMANDED OPERATION OF ELECTRIC HEAT (FL-544 AND SUBSEQUENT)
EXT PWR EXTERNAL POWER CONNECTOR IS PLUGGED IN
R FUEL QTY RIGHT FUEL QUANTITY—LESS THAN 30 MINUTES REMAINING AT MAXIMUM

CONTINUOUS POWER

Table 4-2. KING AIR 350 CAUTION ANNUNCIATORS (Cont)
R ENG ICE FAIL RIGHT ENGINE SELECTED ANTI-ICE SYSTEM IS INOPERATIVE
L BL AIR OFF LEFT BLEED-AIR VALVE SWITCH IS NOT OPEN
AUTOFTHER OFF AUTOFEATHER SWITCH IS NOT ARMED, AND LANDING GEAR IS EXTENDED
OXYGEN ARMING HANDLE HAS NOT BEEN PULLED, OR SYSTEM FAILED TO

OXY NOT ARMED CHARGE
RUD BOOST OFF RUDDER BOOST SWITCH IS OFF
R BL AIR OFF RIGHT BLEED-AIR VALVE SWITCH IS NOT OPEN
L PITOT HEAT LEFT PITOT HEAT IS INOPERATVE OR SWITCH IS IN THE OFF POSITION
PROP GND SOL ONE OR BOTH GROUND IDLE LOW-PITCH-STOP SOLENOIDS ARE
POWERED BY 28 VOLTS
R PITOT HEAT RIGHT PITOT HEAT IS INOPERATVE OR SWITCH IS IN THE OFF POSITION
4 MASTER WARNING
SYSTEM

Table 4-3. KING AIR 350 ADVISORY ANNUNCIATORS
L IGNITION ON LEFT IGNITION AND ENGINE START SWITCH IS ON, OR LEFT AUTOIGNITION
SYSTEM IS ARMED WITH LEFT ENGINE TORQUE BELOW 17%
L ENG ANTI-ICE LEFT ENGINE ANTI-ICE VANES ARE IN POSITION FOR ICING CONDITIONS
FUEL CROSSFEED FUEL CROSSFEED IS SELECTED
R ENG ANTI-ICE RIGHT ENGINE ANTI-ICE VANES ARE IN POSITION FOR ICING CONDITIONS
R IGNITION ON RIGHT IGNITION AND ENGINE START SWITCH IS ON, OR LEFT AUTOIGNITION
SYSTEM IS ARMED WITH LEFT ENGINE TORQUE BELOW 17%
WING DEICE WING SURFACE DEICE SYSTEM IS IN OPERATION
L BK DEICE ON LEFT BRAKE DEICE SYSTEM IS IN OPERATION
MAN TIES CLOSE MANUALLY CLOSED GENERATOR BUS TIES
R BK DEICE ON RIGHT BRAKE DEICE SYSTEM IS IN OPERATION
TAIL DEICE HORIZONTAL STABILIZER SURFACE DEICE SYSTEM IS IN OPERATION
4 MASTER WARNING
SYSTEM

Table 4-4. KING AIR 350 STATUS ANNUNCIATORS
L PROP PITCH LEFT PROPELLER IS BELOW THE FLIGHT IDLE STOP
CABIN ALTITUDE CABIN ALTITUDE EXCEEDS 10,000 FEET
LDG/TAXI LIGHT LANDING LIGHTS OR THE TAXI LIGHT IS ON WITH THE LANDING GEAR UP
PASS OXYGEN ON PASSENGER OXYGEN SYSTEM IS CHARGED
AIR COND N1 LOW RIGHT ENGINE N1 IS TOO LOW FOR THE AIR-CONDITIONING LOAD
R PROP PITCH RIGHT PROPELLER IS BELOW THE FLIGHT IDLE STOP

4 MASTER WARNING
SYSTEM

QUESTIONS
1. The MASTER WARNING FLASHERS
illuminate when ___________ annunci-
ator illuminate(s).
A. A red warning
B. An amber caution
C. A red warning or amber caution
D. A red warning and amber caution
2. A r e d w a r n i n g a n n u n c i a t o r w i l l
extinguish when:
A. Th e M a s t e r Wa r n i n g f l a s h e r i s
canceled.
B. The fault is no longer sensed.
C. A n e w f a u l t i s s e n s e d , c a u s i n g
illumination of a new red warning
annunciator.
D. The appropriate checklist proce -
dure is accomplished.
3. Faults that illuminate the ______________

annunciators require immediate
attention and reaction of the pilot.
A. Red warning
B. Amber caution
C. Green advisory
D. White status
4 MASTER WARNING
SYSTEM

CHAPTER 5
FUEL SYSTEM
CONTENTS
INTRODUCTION ............................................................................................................... 5-1
GENERAL ........................................................................................................................... 5-1
FUEL STORAGE AND CAPACITY............................................................................... 5-2
Main Tank System ......................................................................................................... 5-2
Auxiliary Tank System .................................................................................................. 5-3
King Air 350ER Saddle Tank ...................................................................................... 5-4
Fuel Capacity ................................................................................................................. 5-4
Fuel Tank Vents ............................................................................................................. 5-4
FUEL COMPONENTS....................................................................................................... 5-6
Pumps ............................................................................................................................. 5-6
Firewall Fuel Valves ..................................................................................................... 5-8
CONTROLS AND INDICATIONS.................................................................................. 5-9
Fuel Quantity Indications .......................................................................................... 5-10
Fuel Pressure Indication............................................................................................. 5-12
Fuel System Operation ............................................................................................... 5-12
Normal Operation....................................................................................................... 5-12
Transfer......................................................................................................................... 5-13
Crossfeed...................................................................................................................... 5-16
Fuel Manifold Purge System...................................................................................... 5-18
5 FUEL SYSTEM
PREFLIGHT AND SERVICING ................................................................................... 5-19

Drain System ............................................................................................................... 5-19
Fuel Handling Practices ............................................................................................. 5-20

Fuel Types and Additives ........................................................................................... 5-21

Filling the Tanks .......................................................................................................... 5-22
Defueling the Aircraft ................................................................................................ 5-22
LIMITATIONS................................................................................................................... 5-23
QUESTIONS ...................................................................................................................... 5-25
5 FUEL SYSTEM

ILLUSTRATIONS
Figure Title Page
5-1 Main Fuel Tank System......................................................................................... 5-2
5-2 Auxiliary Fuel Tank System.................................................................................. 5-3
5-3 350ER Saddle Tank ............................................................................................... 5-4
5-4 Fuel Vents ............................................................................................................... 5-5
5-5 Fuel System Schematic Diagram ......................................................................... 5-7
5-6 Firewall Fuel Valves............................................................................................... 5-8
5-7 Fuel Control Panels ............................................................................................... 5-9
5-8 Fuel Quantity Indication System....................................................................... 5-10
5-9 Auxiliary Fuel Transfer System—Operating .................................................... 5-13
5-10 Auxiliary Fuel Transfer System—Override ...................................................... 5-14
5-11 Auxiliary Fuel Transfer System—Empty .......................................................... 5-15
5-12 Crossfeed Schematic ........................................................................................... 5-17
5-13 Fuel Manifold Purge System Schematic ........................................................... 5-18
5-14 Fuel Drain Locations .......................................................................................... 5-19
5-15 Main and Auxiliary Filler Caps ......................................................................... 5-23
5-16 Saddle Tank Filler Cap ....................................................................................... 5-23
TABLE
Table Title Page
5-1 Fuel Drain Locations .......................................................................................... 5-19
5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
A complete understanding of the fuel system is essential to competent and confident
operation of the aircraft. Management of fuel and fuel system components is a major
everyday concern of the pilot. This section presents a description of the fuel system
components and operation including physical layout of fuel cells, vents, and drains.
Specific procedures such as taking fuel samples are also presented. The chapter
discussion also includes information on the King Air 350ER model with extended
fuel capabilities.
GENERAL
5 FUEL SYSTEM
The King Air 350 fuel system simplifies The King Air 350ER has a supplemental
cockpit flight procedures and provides easy fuel system that includes two extended
access for ground servicing. A crossfeed range fuel tanks that increase fuel supply.
system connects the two wing main fuel
systems. Each wing also has an auxiliary
fuel tank.

FUEL STORAGE Gravity feed lines connect all the cells to

allow fuel to flow into the nacelle tank that
AND CAPACITY pumps fuel directly to each engine.
The filler cap is near the wingtip by the

MAIN TANK SYSTEM l e a d i n g e d g e. A n a n t i s i p h o n v a l v e i s
The main fuel system in each wing consists installed at each filler port to prevent the
of two wing leading edge bladder-type loss of fuel or collapse of fuel tank bladder
cells, two box-section bladder-type cells, if the filler cap is improperly installed.
one wet wing integral-type cell, and the
nacelle tank (Figure 5-1). A crossfeed line connects each nacelle tank
to the engine on the opposite side. Fuel in
either wing system is available to either
engine during single-engine operation.
5 FUEL SYSTEM
Figure 5-1. Main Fuel Tank System

AUXILIARY TANK SYSTEM On the 350ER model, the auxiliary system

begins operation after the fuel in the
The auxiliary fuel system consists of a fuel extended range tanks is depleted.
tank on each side of the aircraft in the wing
center section (Figure 5-2). Because the If the tank has fuel but does not transfer
cells are lower than the nacelle tank, they because of some system discrepancy, a
cannot gravity feed into the nacelle tanks. yellow caution NO FUEL XFR annuncia-
tor illuminates. An override switch backs up
A jet pump adjacent to the outlet strainer the automatic system.
and drain transfers fuel to the nacelle tank.
The auxiliary transfer system is automatic. If Each auxiliary tank has its own filler
the auxiliary tank contains any usable fuel, opening with an antisiphon valve.
the system transfers it. Auxiliary tank fuel is
used first during normal operation for the
King Air 350.
Figure 5-2. Auxiliary Fuel Tank System

5 FUEL SYSTEM

KING AIR 350ER SADDLE TANK Vent Float Valve

A supplemental fuel tank is added to each The vent float valve in the integral fuel
side of the aircraft (Figure 5-3). The saddle cell and the one in the top of the nacelle
tanks add 236 gallons to the aircraft for tank allow air to flow in either direction.
extended range capability. However, when the fuel level rises up to the
level of the vent float valve, the float rises
with the fuel to seal the vent system at that
point. This prevents fuel from flowing into
the vent system.
Float Check Valve

The float check valve accomplishes the
same job as the vent float valve. The float
check valve looks like an ordinary check
valve, but it is not installed in any tank or
cell. It is in a short vent line between the
recessed and heated ram vents and the
Figure 5-3. 350ER Saddle Tank auxiliary tank.
When fuel is not present at the float check

FUEL CAPACITY valve, the float is down to allow air to pass
in either direction. When fuel is present, the
The main system has a capacity of 380 float rises with the fuel and seals the check
gallons or 190 gallons on each side of usable valve to prevent fuel flow through it.
fuel. The auxiliary system has 159 gallons
or 79.5 gallons on each side. Total capacity
for each side is 539 gallons. Vent Lines
Air is vented into or out of the auxiliary fuel
Approximately 2,546 pounds are available cell through a line that extends from the
in the main system with about 1,273 pounds recessed and heated ram vents through the
on each side. An estimated 1,065 pounds are float check valve to the auxiliary fuel cell.
available in the auxiliary system with about The wing cells are cross-vented with one
533 pounds on each side. Total usable fuel another through a float-operated vent valve
is 539 gallons or 3,611 pounds. on the integral fuel cell.
King Air 350ER Air enters the wing cells through four
passages. The first two are primary; the last
The ER model has an additional 236 gallons two are applicable only in flight if the first
with the extended tanks for a total of 775 two passages are plugged.
gallons or 5,192 pounds.
• Line extending from heated ram vents
through the leading edge of the wing
FUEL TANK VENTS to the vent float valve on the integral
fuel cell
The main and auxiliary fuel systems are
5 FUEL SYSTEM
vented through a recessed vent coupled to • Line extending from the heated ram
a heated ram vent on the underside of the vents through the float check valve
wing adjacent to the nacelle (Figure 5-4). and then through the center of the
One vent is recessed to prevent icing. The wing to the vent float valve on the
integral fuel cell
other vent is heated to prevent icing.

VENT FLOAT VALVE
VENT FLOAT VALVE PRESSURE RELIEF VALVE
RECESSED VENT
AIR INLET
INTERGRAL FUEL CELL
HEATED RAM VENT FLOAT CHECK VALVE
FLAME ARRESTOR
Figure 5-4. Fuel Vents
• Line extending from the air inlet on Both the vent float valve and the tube next
the underside of the wing near the to it have a check valve downstream to
tip through a check valve to the vent prevent air or fuel from expanding out of
float valve on the integral fuel cell; the nacelle tank through these passages.
this passage is primarily a siphon
break that prevents siphoning of fuel Air flows to these passages and into the
from the auxiliary tank through the nacelle tank from the ram vents through the
wing tip to the heated ram vents when float check valve to a tee that is just prior
the aircraft is shut down on to the auxiliary tank and then through
the ground a vent line that leads to the top of the
• Line that bypasses the vent float valve nacelle tank.
altogether to extend from the air inlet
on the underside of the wing near the Another tee on top of the nacelle tank
tip through a tee and check valve to divides this line into the passages that lead
the integral fuel cell to the vent float valve or to the tube next
5 FUEL SYSTEM
to the vent float valve. Air can escape from

Vent Operation the nacelle tank through the vent float
valve and then through the fuel return line
Air vents into the nacelle tank through a leading to the auxiliary tank. From there air
vent float valve in the tip of the tank and/or is vented overboard.
through a tube next to the vent float valve.

When the aircraft is shut down on the Primary Boost Pumps

ground and all tanks are full of fuel that is
colder than the ambient air temperature, The primary fuel boost pump is also engine-
the fuel must expand overboard. driven. It mounts on a drive pad on the aft
accessory section of each engine. The boost
Fuel expands from the wing cells through pump has an operating capacity of 1,250
the gravity feed line to the nacelle tank. It pounds per hour at a pressure of 30 psi.
then expands out the top of the nacelle
tank through the fuel return tube, pressure Any time the gas generator (N 1 ) is turning,
relief valve, and fuel return line to the this pump operates to provide sufficient
auxiliary tank. fuel to the engine-driven fuel pump for all
conditions except operation with crossfeed
When fuel expands out of the auxiliary fuel or operation with aviation gasoline above
tank to the float check valve, the float closes 20,0 0 0 feet.
the check valve to prevent some of the
excess fuel from being discharged through Standby Boost Pumps
the vents. An electrically driven standby pump in the
bottom of each nacelle tank backs up the
When the check valve closes, the auxiliary boost pump. It also provides additional
fuel expands through a line routed pressure required for fuel crossfeed from
outboard from the check valve through the one side of the aircraft to the other.
center of the wing to the wing tip. It then
continues down the wing leading edge vent The boost pump or the standby boost pump
line to the recessed and heated ram vents is capable of supplying fuel to the engine-
and onto the ground. When the fuel has driven fuel pump at the minimum pressure
expanded fully, the siphon break prevents requirements.
continued siphoning of fuel.
L e v e l l o c k STA N D BY P U M P t o g g l e s
switches on the fuel control panel to control
FUEL COMPONENTS electrical power to the standby pumps.
Components to operate the fuel system The respective generator bus supplies the
include three pumps, a firewall shutoff valve, fuel subpanel circuit breakers. Two 10-
various switches and gauges (Figure 5-5). ampere circuit breakers below the fuel
control panel protect the circuit. The triple-
fed bus is the other source of power to the
PUMPS standby pumps. A diode network prevents
interaction between the two power sources.
Engine-Drive Pumps
The engine-driven high-pressure fuel pump The engine can operate with the failure of
mounts on the accessory case of each one or both boost pumps; failure, however,
engine in conjunction with the fuel control of the engine-driven high-pressure fuel
unit. An internal 200-mesh strainer protects pump causes the engine to flame out.
the pump against fuel contamination.
5 FUEL SYSTEM
This pump along with the FCU regulates

fuel flow to the fuel nozzles in the engine.
The pump has an output pressure of up to
a maximum of 1050 psi that varies with N 1
rpm and FCU operation.

/
P3 AIR LINE FOR FUEL PURGE

ENGINE
TO FLOW DIVIDER FUEL
MANIFOLD
FUEL CONTROL UNIT
FUEL FLOW TRANSMITTER AND INDICATOR
P3 BLEED-AIR LINE
FOR TRAINING PURPOSES ONLY
ENGINE-DRIVEN HIGH PRESS FUEL PUMP FUEL PURGE TANK
FUEL HEATER FIREWALL FUEL FILTER

AIR FILTER DRAIN VALVE
FUEL CONTROL PURGE LINE
LEFT FUEL PRESSURE ANNUNCIATOR PRESSURE SWITCH
ENGINE DRIVEN BOOST PUMP
CHECK VALVE
FIREWALL SHUTOFF VALVE
GRAVITY FLOW CHECK VALVE STANDBY BOOST PUMP
MOTIVE FLOW VALVE
NACELLE TANK 54 GALLONS
PRESSURE SWITCH FOR LEFT NO FUEL
TRANSFER LIGHT ON CAUTION PANEL FUEL
VENT FLOAT VALVE QUANTITY
FUEL LOW LEVEL SENSOR
WS 290.92 PROBE
DRAIN VALVE
L FUEL QTY
FUEL QUANTITY PROBE PRESSURE RELIEF VALVE
CROSSFEED VALVE
WING LEADING EDGE WING LEADING EDGE
13 GALLONS 40 GALLONS
25 GALLONS 25 GALLONS
INTEGRAL (WET CELL) STRAINER, DRAIN
BOX SECTION BOX AUXILIARY
35 GALLONS AND FUEL SWITCH
SECTION
AIR INLET 79.5 GALLONS

RECESSED VENT FLOAT CHECK VALVE
VENT FLOAT VALVE
HEATED RAM VENT
FUEL TRANSFER JET PUMP
DRAIN DRAIN VALVE
QUANTITY
PROBE
FLAME ARRESTOR
5-7
Figure 5-5. Fuel System Schematic Diagram
5 FUEL SYSTEM
Jet Transfer Pumps FIREWALL FUEL VALVES

A jet pump transfers fuel from the auxiliary The supply line from the nacelle tank is
cell to the nacelle tank. routed from the inboard side of the nacelle
tank forward to the engine-driven boost
The pump in the sump of the auxiliary cell pump through a normally open firewall
is mounted adjacent to the outlet strainer shutoff valve in the fuel line immediately
and drain. behind the engine firewall.
The fuel line that supplies the motive flow Th e F / W VA LV E P U S H a n n u n c i a t o r
to the jet transfer pump is routed along switch on the instrument panel glareshield
the outboard side of the nacelle through the closes its respective firewall shutoff valve
jet pump motive control valve just aft of to shut off the flow of fuel to the engine
the firewall. ( Fi g u r e 5 - 6 ) . Th e l e g e n d i l l u m i n a t e s
CLOSED to indicate the firewall valve is
King Air 350ER Additional Jet Pumps closed. When the valve is in the open
Each of the saddle supplementary tanks position, the legend is extinguished. A
has a jet pump that transfers fuel from the flashing annunciator indicates the vale is
tank to the nacelle tank. not in the selected position.
Fuel pressure from the engine-driven boost When either annunciator switch is
pump provides the motive flow to drive d e p re s s e d , t h e re d E X T I N G U I S H E R
the jet pump. PUSH annunciator in the corresponding
fire extinguisher switch illuminates to
indicate the fire extinguisher is armed.
Figure 5-6. Firewall Fuel Valves

5 FUEL SYSTEM

CONTROLS AND • AUX TRANSFER with OVERRIDE-

AU TO p o s i t i o n s t o c o n t ro l f u e l
INDICATIONS t ra n s f e r. Fo r t h e 3 5 0 E R , X F R
OV E R R I D E w i t h AU X – AU TO –
The fuel panel on the pilot side panel ER positions
contains a fuel quantity gage for each • C R O S S F E E D F LOW w i t h O N -
engine, a placard stating the usable fuel, and OFF positions
the following switches (Figure 5-7):
• F U E L Q UA N T I T Y s w i t c h w i t h
• Left and right STANDBY PUMP T E S T – M A I N – AU X I L I A RY
with ON–OFF postions to control the positions
standby boost pumps
Each of these switches is discussed in detail
in the appropriate operation section.
KING AIR 350
5 FUEL SYSTEM
KING AIR 350ER
Figure 5-7. Fuel Control Panels

FUEL QUANTITY INDICATIONS Fuel Quantity Probes

The fuel quantity system is a capacitance Each side of the aircraft has an independ-
gaging system with one quantity indicator ent gaging system consisting of the follow-
per wing (Figure 5-8). A spring-loaded ing fuel quantity (capacitance) probes:
selector allows the pilot to individually
check tank quantity. • One in nacelle fuel cell
• One in aft inboard fuel cell
The system compensates for specific gravity
and reads in pounds on a linear scale. An • Two in integral (wet wing) fuel cell
electronic circuit in the system processes • Two in inboard leading edge fuel cell
the signals from the fuel quantity (capaci-
tance) probes in the various fuel cells for an • Two in center section fuel tank
accurate readout by the fuel quantity indica- The fuel quantity probe is a variable capaci-
tors. A Density Variation of Aviation Fuel tor composed of two concentric tubes. The
g r a p h i s i n t h e We i g h t a n d B a l a n c e tubes serve as fixed electrodes. The fuel in
Equipment List section of the POH to the space between the tubes acts as the
allow more accurate calculations of weights dielectric of the fuel quantity probe.
for all approved fuels.
NACELLE TANK INSTALLATION
AUX FUEL
GRAVITY FEED FROM

FUEL PROBE OUTBOARD MAIN TANKS
STANDBY BOOST PUMP
OUTLET STRAINER
CAPACITANCE
PROBES

5 FUEL SYSTEM
PROBES
Figure 5-8. Fuel Quantity Indication System

Fu e l d e n s i t y a n d e l e c t r i c a l d i e l e c t r i c King Air 350 ER Fuel Quantity

constant vary with respect to temperature,
Th e F U E L QUA N T I TY s w i t c h i n t h e
fuel type, and fuel batch. The capacitance
350ER is essentially the same except that
gaging system senses and compensates for
the switch upper portion is for reading the
these variables.
quanlity of the ER tanks.
The capacitance of the probe varies with
A separate TEST switch is to the lower left
respect to the change in the dielectric that
of the panel.
results from the ratio of fuel to air in the fuel
cell. As the fuel level between the inner and
While transmitting on the HF system,
outer tubes rises, air with a dielectric
deviations of ER fuel quanity may be
constant of one is replaced by fuel with a
observed throughout the usable HF
dielectric constant of approximately two,
frequency band (2 MHz to 30 MHz).
thus increasing the capacitance of the probe.
The frequency at which the deviations are
This variation in the volume of fuel in the
observed may vary, due to issues such as the
fuel cell produces a capacitance variation
actual fuel quantity in the ER fuel tank, the
that is a linear function of that volume. This
tuned frequency on which the HF system
is converted to linear current that actuates
is transmitting, etc. The displayed ER fuel
the fuel quantity indicator.
quantity valve returns to the correct value
after the HF transmission ceases.
Fuel Quantity Gauges
When the FUEL QUANTITY selector Low Fuel Quantity Indication
switch is in the MAIN position, the fuel Fiber optic sensors in both nacelle fuel tanks
quantity gages indicate the amount of fuel alert the pilot to a low fuel situation. When
remaining in the main tank. When the fuel quantity remaining in the main system
switch is in the AUXILIARY position, the is below approximately 30 0 pounds (45
gages indicate the fuel remaining in the gallons) or 30 minutes of fuel at maximum
auxiliary tank continuous power, the corresponding yellow
caution L or R FUEL QTY annunciator
The FUEL QUANITY switch is spring- illuminates. This also triggers the MASTER
loaded to the center position. The TEST CAUTION flashes.
position provides a test function of the L
and R FUEL QTY fiber optic sensing A five- to seven-second delay is built into
circuitry and caution annunciators. the annunciator circuit to reduce the likeli-
hood of fuel sloshing that might cause
When the FUEL QUANTITY switch is in transient indications. A holding circuit
the MAIN position, the 5-ampere QTY keeps the annunciator illuminated for three
IND circuit breaker supplies power through to five seconds once it does illuminate.
the fuel quantity gage to the capacitance
probes in the main fuel system tanks.
Testing the System
When the switch is in the AUXILIARY Test the system by holding the FUEL
position, the circuit breaker supplies power QUANTITY switch in TEST. A simulated
to ground through the coil of the gage low quantity signal is sent to the fiber optic
5 FUEL SYSTEM
switching relay. Power is then supplied sensor in the nacelle tank; the L and R
through the fuel quantity gage to the FUEL QTY annunciators illuminate after
c a p a c i t a n c e p ro b e s i n e a c h a u x i l i a r y a five second delay.
fuel tank.

When the switch is released, it springs back FUEL SYSTEM OPERATION

to center. The annunciators extinguish after
approximately five seconds. Fuel flow from each wing outer main cell
and auxiliary tank system is automatic
without pilot action (see Figure 5-1).
FUEL PRESSURE INDICATION
The fuel pressure switch is directly above Fuel in the auxiliary tank is used first
the firewall-mounted fuel filter and followed by the fuel in the main tanks.
indicates fuel boost pressure.
On the King Air 350ER, the fuel in the
At 9 to 11 psig of decreasing pressure, the saddle tanks is used first followed by the
switch closes and actuates the red warning fuel in the auxiliary tanks, and by fuel in the
L or R FUEL PRESS annunciator in the main tanks.
warning annunciator panel.
The outer wing cells gravity-feed into the
With low boost pressure indicated, switch nacelle tank. The line extends from aft
on the electric standby boost pump unless i n b o a rd w i n g c e l l , f o r w a rd a l o n g t h e
a fuel leak is indicated. outboard side of the nacelle tank, and aft
of the firewall immediately under the
motive flow valve. A gravity flow check
CAUTION valve in the end of the gravity feed line
prevents any backflow of fuel into the outer
Operation with the FUEL PRESS wing cells.
light on is limited to 10 hours
between overhaul or replacement
of the engine-driven high pressure NORMAL OPERATION
fuel pump. Should both boost The supply line from the nacelle tank is
pumps fail, suction lift operation routed from the inboard side of the nacelle
may be employed; however, tank through a motorized firewall fuel valve
suction lift operation is restricted immediately behind the engine firewall.
to 10 hours total time between
h i g h p re s s u re p u m p o v e r h a u l From the firewall fuel valve, fuel is routed
periods. If the pump is operated to the engine-driven boost pump and then
on suction lift beyond the 10-hour to the main fuel filter on the lower center
limit, overhaul or replacement of of the engine firewall. The filter has a
the high-pressure pump is bypass valve that permits fuel flow in case
necessary. Windmilling time is not of plugging and a drain valve to drain the
equivalent to operation of the filter prior to each flight. A pressure switch
engine at high power with respect mounted directly above the filter senses
to the effects of cavitation on fuel boost pump fuel pressure at the filter.
pump components. Consequently,
windmilling time is not to be From the main filter, fuel is routed through
included in the 10-hour limit on the fuel heater that uses heat from the
engine operation without a engine oil to warm the fuel. The fuel is then
boost pump. routed to the high pressure pump and fuel
control unit (FCU) that regulates fuel flow
5 FUEL SYSTEM
Th e re d F U E L P R E S S a n n u n c i a t o r to the fuel nozzles.

extinguishes with 9 to 11 psig of increasing
fuel pressure. A fuel flow transmitter located adjacent to
the FCU sends a signal to an electric DC
powered fuel flow gage in the cockpit.

TRANSFER Transfer Operation

The jet pump transfers fuel from the sump The AUX TRANSFER lever-lock toggle
of the auxiliary tank to the nacelle tanks. switch on the fuel control panel actuates the
Fuel pressure from the engine-driven boost jet transfer pumps.
pump or the electrical standby boost
pump provides the motive flow for the jet In the AUTO position, the automatic fuel
transfer pump. tra nsfer module a pplie s power to the
normally closed motive flow valve to open
The fuel line that supplies the motive flow it (Figure 5-9). The module applies the
is routed along the outboard side of the power when the boost pump pressure
nacelle through the motive flow valve just switch senses fuel pressure and the float
aft of the firewall to the jet pump. A check switch senses fuel in the auxiliary tank.
valve in the motive flow line immediately
aft of the motive flow control valve
prevents the engine from taking in air when
the boost pump is not operating.
AUX TRANSFER
AUX SWITCH
TRANSFER OVERRIDE
MOTIVE FLOW
PRESSURE
AUTO FLOAT SWITCH
SWITCH L NO
FUEL XFER
NOT EMPTY
LIGHT
11± 2 SEC
DELAY
EMPTY (ON ONLY)
CROSSFEED AUTOMATIC 6.5 SEC

ON FUEL DELAY
IGNITION TRANSFER
ON MODULE
JET TRANSFER
NC PUMP TO
AUTO NACELLE
IGNITION MOTIVE TANK
FLOW VALVE BOOST
PUMP FROM AUX
PRESSURE TANK SUMP
SWITCH PRESSURE
WARNING
L FUEL
PRESS LOW
LIGHT
5 FUEL SYSTEM
TO FROM
ENGINE BOOST
PUMP
Figure 5-9. Auxiliary Fuel Transfer System—Operating

Once the motive flow valve opens, the jet gizes the motive flow valve; the valve closes.
transfer pump pumps fuel from the sump The time delay prevents cycling of the
of the auxiliary fuel tank into the nacelle motive flow valve because of sloshing fuel
fuel cell for as long as there is fuel in the (Figure 5-10).
auxiliary tank and the engine-driven
boost pump or electrical standby boost The OVERRIDE position of the AUX
pump operate. TRANSFER position bypasses the fuel
transfer module to apply power directly to
A motive flow pressure actuates at 6 (±1) the motive flow valve.
psi to confirm motive flow fuel pressure.
The switch is in the fuel line between the Overflow Line
motive flow valve and check valve.
Th e f u e l t ra n s f e r ra t e i s g re a t e r t h a n
normal engine fuel consumption. As a
When the auxiliary fuel is depleted, the
result, an overflow return line is required.
float switch sends a signal after a six- to
The overflow line is plumbed from the
seven-second time delay to the automatic
nacelle tank back to the auxiliary tank to
fuel transfer module. The module deener-
provide a return for excess fuel.
AUX TRANSFER
AUX SWITCH
TRANSFER OVERRIDE
MOTIVE FLOW
PRESSURE
AUTO FLOAT SWITCH
SWITCH L NO
FUEL XFER
NOT EMPTY
LIGHT
11± 2 SEC
DELAY
EMPTY (ON ONLY)
CROSSFEED 6.5 SEC
X
AUTOMATIC
ON FUEL DELAY
IGNITION TRANSFER
ON MODULE
JET TRANSFER
NC PUMP TO
AUTO NACELLE
FLOW VALVE BOOST
PUMP FROM AUX
PRESSURE TANK SUMP
SWITCH PRESSURE
WARNING
L FUEL
PRESS LOW
LIGHT
5 FUEL SYSTEM
TO FROM
ENGINE BOOST
PUMP
Figure 5-10. Auxiliary Fuel Transfer System—Override

The overflow of fuel from the nacelle tank The appropriate NO FUEL XFR annunci-
comes out of an overflow tube at the top of ator illuminates when there is less than
the nacelle tank. It then continues past a 1- 6 (±1) psi of pressure and the float switch
1/2 psi pressure relief valve and into a fuel in the auxiliary tank does not sense an
return line to the auxiliary tank. empty tank.
Abnormal Conditions With fuel in the auxiliary tank, should this

pressure switch not be actuated, the L or R
NO FUEL XFR Annunciator NO FUEL XFR illuminates or remains
illuminated to indicate that the motive flow
Illumination of the yellow caution L or R
v a l v e i s s t i l l c l o s e d . P l a c e t h e AU X
NO FUEL XFR can signal several
TRANSFER switch in the OVERRIDE
different conditions in the auxiliary fuel
position (Figure 5-11).
system transfer. The annunciator has an 11
second delay to prevent transients from
t r i g g e r i n g b o t h i t a n d t h e M AS T E R
CAUTION flashers.
AUX TRANSFER
AUX SWITCH
TRANSFER OVERRIDE
MOTIVE FLOW
PRESSURE
AUTO FLOAT SWITCH
SWITCH L NO
FUEL XFER
NOT EMPTY
LIGHT
11± 2 SEC
DELAY
EMPTY (ON ONLY)
CROSSFEED AUTOMATIC 6.5 SEC

ON FUEL DELAY
IGNITION TRANSFER
ON MODULE
JET TRANSFER
NC PUMP TO
AUTO NACELLE
FLOW VALVE
BOOST FROM AUX
PUMP TANK SUMP
PRESSURE
SWITCH PRESSURE
WARNING
L FUEL
PRESS LOW
LIGHT
5 FUEL SYSTEM
TO FROM
ENGINE BOOST
PUMP
Figure 5-11. Auxiliary Fuel Transfer System—Empty

The auxiliary fuel system does not feed power to a 30-second time-delay relay. This
into the main fuel system if there is a failure relay closes the extended range motive
of both boost pumps or a failure of the flow valve and opens the valves associated
motive flow valve. This condition is visible with the auxiliary fuel tank.
on the auxiliary tank FUEL QUANTITY
gage and with the illumination of the NO Upon exhaustion of the extended range
FUEL XFER annunciator. Any time the fuel tank and auxiliary fuel tank, a float
engine ignition circuit is powered through switch in the auxiliary fuel tank sends a
t h e AU T O I G N I T I O N o r S TA RT & signal to close all valves associated with
IGNITION switch, the automatic fuel fuel transfer. Normal gravity transfer of
transfer module removes power from the the main wing fuel into the nacelle
motive flow valve. If the system is transfer- tanks begins.
ring fuel, the valve closes; the appropriate
NO FUEL XFR annunciator illuminates. When the XFR OVERRIDE switch is in
the AUTO position and the extended range
Selecting crossfeed also causes the fuel fuel tank is empty, the automatic fuel
transfer module to interrupt electricity transfer module along with additional relay
and close the motive flow valve. logic simultaneously remove power and
close the extended range motive flow valve.
The appropriate NO FUEL XFER light This prevents continued operation of the
also illuminates if there is fuel in the jet pump.
auxiliary tank.
ER Switch Positions
Low Boost Pressure When the XFR OVERRIDE switch is in
If fuel boost pressure drops below 10 psi the ER position and the extended range
(FUEL PRESS annunciator illuminated), fuel tank is empty, the XFR OVERRIDE
the automatic fuel transfer module removes switch must be manually positioned to the
power to close the motive flow valve. This AU T O o r AU X p o s i t i o n . Th e AU T O
prevents continued operation of the jet position returns control to the automatic
transfer pump. fuel transfer module; the AUX position
commands fuel to be supplied from the
The jet transfer pump is not damaged by auxiliary fuel tank.
operating after the tank is dry, but extended
operation with an empty auxiliary tank The extended range fuel system does not
tends to draw unnecessary moist air into the feed into the main fuel system if there is a
main fuel system from the empty, vented failure of both boost pumps (engine-driven
auxiliary tanks. and electrical) or a failure of the extended
range motive flow valve.
King Air 350ER Transfer The NO FUEL XFR annunciator illumi-
Operation nates for the same conditions as the
During transfer of extended range fuel, auxiliary transfer system.
the auxiliary tanks and nacelle tanks are
maintained full. A check valve in the gravity CROSSFEED
feed line from the outboard wing prevents
5 FUEL SYSTEM
reverse fuel flow from the nacelle tank. A crossfeed line connects each nacelle tank
to the engine on the opposite wing. The
When all usable fuel in the extended range line is routed from the inboard side of
tank is transferred, a float switch toward the the nacelle aft to the center wing section
aft end of the tank actuates and supplies a n d a c ro s s t o t h e i n b o a rd s i d e o f t h e
opposite nacelle.

A valve connected into the line at the aft When the CROSSFEED switch on the fuel
inboard corner of the left nacelle controls control panel is actuated, a 5-ampere circuit
the crossfeed line (Figure 5-12). breaker on the fuel control panel supplies
power to the solenoid that opens the
Crossfeed requires standby boost pump crossfeed valve.
operation on the side from which crossfeed
is desired. Its operation ensures an The automatic fuel transfer module simulta-
adequate flow of fuel to the receiving neously energizes the standby pump on the
engine. It also maintains motive flow for the side from which crossfeed is desired and
jet transfer pump on the supply side. deenergizes (closes) the motive flow valve
on the side being crossfed.
TO FLOW TO FLOW
DEVIDER DIVIDER
LOW PRESSURE
ENGINE-DRIVEN
FUEL PUMP
FIREWALL
SHUTOFF VALVE
MOTIVE FLOW MOTIVE FLOW
VALVE VALVE
STANDBY
BOOST PUMP
FUEL CROSSFEED
CROSSFEED
VALVE
5 FUEL SYSTEM
LOW FUEL
QUANTITY
PROBE
Figure 5-12. Crossfeed Schematic

Crossfeed does not transfer fuel from one FUEL MANIFOLD PURGE
cell to another; its primary function is to SYSTEM
supply fuel from one side to the opposite
engine during an engine-out condition. Th i s a i r c r a f t i s e q u i p p e d w i t h a f u e l
m a n i f o l d p u rg e s y s t e m t o e n s u re a n y
If the standby boost pumps on both sides residual fuel in the fuel manifold is
are operating and the crossfeed valve is consumed during engine shutdown
open, fuel is supplied to the engines in the (Figure 5-13).
normal manner because pressure on each
side of the crossfeed valve is equal. During engine operation, compressor
discharge (P3 air) is routed through a filter
When crossfeed is selected, the green and check valve to pressurize a small air
advisory FUEL CROSSFEED annuncia- tank on the engine truss mount.
tor illuminates indicating that the crossfeed
valve has opened. On engine shutdown, the pressure differ-
ential between the air tank and the fuel
manifold causes air to be discharged from
Precautions the air tank through a check valve and into
When performing crossfeed, be aware of the fuel manifold system. The air forces all
the following precautions: residual fuel remaining in the fuel manifold
o u t t h ro u g h t h e n o z z l e s a n d i n t o t h e
• AUX TRANSFER switch must be in combustion chamber.
AUTO for the side receiving fuel. If
the switch is in OVERRIDE, the
motive flow valve remains open. In Th e f u e l f o r c e d i n t o t h e c o m b u s t i o n
addition, incoming fuel would start chamber is consumed, which in turn causes
filling the tanks through the auxiliary a momentary rise in engine speed.
transfer line and could result in fuel
being dumped overboard.
• Both STANDBY PUMP switches
should be in the OFF position. The
crossfeed system automatically turns
on the pump it needs to establish
crossfeed.
• If the firewall fuel valve was closed on
t h e i n o p e ra t i v e e n g i n e d u r i n g
shutdown, the FUEL PRESSURE
annunciator remains illuminated, and
any auxiliary fuel on that side is
unusable due to lack of motive
flow pressure.
5 FUEL SYSTEM
Figure 5-13. Fuel Manifold Purge

System Schematic

PREFLIGHT Table 5-1. FUEL DRAIN LOCATIONS

AND SERVICING
DRAINS LOCATION
DRAIN SYSTEM Flush fuel drain Underside of wing

forward of aileron
During each preflight, the fuel drains on the
tanks, lines, and filters should be drained Gravity line drain Outboard of nacelle
to check for fuel contamination. underside of wing
Each wing has four tank drains, one line Fuel drain Outboard of nacelle
drain, and one filter drain (Figure 5-14). underside of wing
See Table 5-1.
Strainer drain Bottom of nacelle
The main and auxiliary fuel systems have
Filter drain Forward of wheel well
five sump drains, a standby pump drain
manifold, and a firewall filter drain in each
Inboard of fuel tank drain Underside of wing by
wing. The drain valve for the firewall fuel wing root
filter is to the right of the filter at the
firewall on the underside of the nacelle.
5 FUEL SYSTEM
Figure 5-14. Fuel Drain Locations

The nacelle tank has two drains on the FUEL HANDLING PRACTICES
bottom of the nacelle forward of the wheel
well. The inboard drain is for the standby All hydrocarbon fuels contain some
boost pump and the outboard drain is for dissolved and some suspended water. The
the nacelle fuel sump and strainer. Do not quantity of water in the fuel depends on
drain the standby pump drain on preflight. temperature and type of fuel.
The leading edge tank has a drain on the Kerosene, with its higher specific gravity,
underside of the wing just outboard of the tends to absorb and suspend more water
nacelle. The integral (wet wing) fuel tank than aviation gasoline. Along with the
has a sump drain approximately midway on water, it suspends rust, lint, and other
the underside of the wing aft of the main foreign materials longer. Given sufficient
spar. The drain for the auxiliary tank is at time, these suspended contaminants settle
the wing root midway between the main to the bottom of the tank. The settling time
and aft spars. for kerosene is five times that of aviation
gasoline; therefore, jet fuels require good
The gravity feed line from the wing tanks fuel handling practices to ensure the aircraft
to the nacelle tank also has a drain line is serviced with clean fuel.
that extends aft along the outboard side of
the main gear wheel well to a drain valve If recommended ground procedures are
just aft of the wheel well. carefully followed, solid contaminants
settle and free water can be reduced to 30
Because jet fuel and water are of similar parts per million (ppm). This value is
densities, water does not settle out of jet fuel currently accepted by the major airlines.
as easily as from aviation gasoline. For
maximum water and fuel separation, the Since most suspended matter can
aircraft should sit perfectly still with no be removed from the fuel by sufficient
fuel being added for approximately four settling time and proper filtration, it is not
hours prior to draining the sumps. If there a major problem.
is a substantial amount of water in the
fuel, however, water and fuel separation Dissolved water has been found to be the
does occur soon after fueling or moving major fuel contamination problem. Its effects
the aircraft. are multiplied in aircraft operating primarily
in humid regions and warm climates.
Although turbine engines are not as critical
as reciprocating engines regarding water Dissolved water cannot be filtered from
ingestion, remove water periodically to the fuel by micronic-type filters. It can be
prevent formations of fungus and contam- released by lowering the fuel temperature;
ination-induced inaccuracies in the fuel this occurs in flight. For example, kerosene
gaging system. fuel may contain 65 ppm (8 ounces per
1,0 0 0 gallons) of dissolved water at 80°F.
When draining the flush-mounted drains, do When the fuel temperature is lowered
not turn the draining tool. Turning or twisting to 15°F, only about 25 ppm remain in
unseats the O-ring seal causing a leak. solution. The difference of 40 ppm has been
released as supercooled water droplets that
need only a piece of solid contaminant or
5 FUEL SYSTEM
King Air 350ER Drains an impact shock to convert them to

The extended range fuel tanks have one ice crystals.
drain valve on the lower aft end of each fuel
tank. Flapper valves inside each tank Tests indicate that these water droplets do
prevent the fuel from surging forward. not settle during flight; they pump freely

through the system. If they become ice 3. Pe r f o r m f i l t e r i n s p e c t i o n s to

crystals in the tank, they do not settle determine if sludge is present.
because the specific gravity of ice is approx-
imately equal to that of kerosene. 4. M a i n t a i n g o o d h o u s e k e e p i n g b y
periodically flushing the fuel tank
Forty ppm of suspended water seems like system. The frequency of flushing is
a very small quantity, but when added to determined by the climate and
suspended water in the fuel at the time of presence of sludge.
delivery, it is sufficient to ice a filter. While
the critical fuel temperature range is from 5. Aviation gas is an emergency fuel.
0°F to –2°F, which produces severe system O b s e r v e t h e 15 0 h o u r s m a x i m u m
icing, water droplets can freeze at any operation on aviation gasoline.
temperature below 32°F.
6. Use only clean fuel servicing equipment.
Water in jet fuel also creates an environ-
ment favorable to the growth of a microbi- 7. After refueling, allow a settle period
ological sludge in the settlement areas of of at least four hours whenever
the fuel cells. This sludge, in addition to other p o s s i b l e, a n d t h e n d r a i n a s m a l l
contaminants in the fuel, can cause corrosion amount of fuel from each drain.
of metal parts in the fuel system as well as
clog the fuel filters.
CAUTION
Although this aircraft uses bladder-type fuel
Re m o v e s p i l l e d f u e l f ro m t h e
cells in addition to an integral (wet wing) fuel
ramp area immediately to prevent
cell in each wing and all metal parts (except
the contaminated surface from
the standby boost pumps and jet transfer
causing tire damage.
pumps) are mounted above the settlement
areas, the possibility of filter clogging and
corrosive attacks on fuel pumps exists if Even if the fuel does not contain water,
contaminated fuels are consistently used. there is still a possibility of fuel icing at very
low temperatures.
The primary means of fuel contamination
control by the owner/operator is good
housekeeping. This applies not only to FUEL TYPES AND ADDITIVES
fuel supply, but to keeping the aircraft
Jet A, Jet A-1, Jet B, JP-4,-5, and -8 fuels may
system clean.
be mixed in any ratio. Aviation Gasoline
The following is a list of steps to recognize Grades 80/87, 91/96, 10 0 LL, 10 0/130 and
and prevent contamination problems: 115/145 are emergency fuels and may be
mixed in any ratio with the normal fuels
1. Know your supplier. It is impractical when necessary.
to assume fuel free from contaminants
is always available. But it is feasible to Use of the lowest octane rating available
exercise caution and be watchful for is suggested because of its lower lead
signs of fuel contamination. content. The use of aviation gasoline shall
be limited to 150 hours operation during
2. Ensure as much as possible that the
5 FUEL SYSTEM
each time between overhaul (TBO) period.

fuel obtained has been properly
stored, that it is filtered as it is pumped
to the truck, and again as it is pumped
from the truck to the aircraft.

The Fuel Brands and Type Designations FILLING THE TANKS

c h a r t i n t h e H a n d l i n g , S e r v i c e, a n d
Maintenance section of the POH gives fuel When filling the aircraft fuel tanks, always
refiner’s brand name along with the observe the following:
corresponding designations established by 1. E n s u r e t h e a i r c r a f t i s s t a t i c a l l y
the American Petroleum Institute (API) grounded to the servicing unit and
a n d t h e A m e r i c a n S o c i e t y o f Te s t i n g to the ramp.
Material (ASTM). The brand names are
listed for ready reference and are not 2. Service the main tanks on each side
specifically recommended by the aircraft first. The main filler caps are in the
manufactuter. Any product conforming to outboard fuel cell on the leading edge
the recommended specification may of each wing near the wingtip. The
be used. auxiliary filler caps are on top of the
center section, inboard of each nacelle
Anti-icing Fuel Additive (Figure 5-15); filler caps for the King
Air 350 ER are on top of the saddle
Engine oil heats the fuel before it enters the tank (Figure 5-16).
FCU. Because no temperature measure-
ment is available for the fuel at the nacelle 3. Allow a four-hour settling period
tank, it must be assumed to be the same as w h e n e v e r p o s s i b l e. Th e n d ra i n a
the outside air temperature (OAT). sufficient amount of fuel from each
d ra i n p o i n t t o re m o v e w a t e r a n d
If the OAT is below -45°C, ice formation contaminants.
could occur during takeoff or in flight. An
anti-icing additive per MIL-I-27686 should
be mixed with the fuel at refueling to ensure DEFUELING THE AIRCRAFT
safe operation. Refer to the POH and
manufacturer’s maintenance manual for As an integral part of the nacelle fuel tank,
procedures to follow when blending anti- a defueling adapter aft of the standby pump
icing additive with the aircraft fuel. contains a check valve to prevent fuel
drainage when the plug is removed.
Drain each wing fuel system as follows:
Fuel Biocide Additive
1. Remove cover on the bottom of the
Fuel biocide-fungicide BIOBOR JF in nacelle to access the adapter plug.
concentrations of 135 ppm or 270 ppm may
be used in the fuel. BIOBOR JF may be 2. Remove plug and screw the long end
used as the only fuel additive, or it may be of an AN832-12 union into the
used with the anti-icing additive conform- adapter. The fuel begins draining as
ing to MIL-I-27686 specification. Used the union unseats the check valve.
together, the additives have no detrimen-
tal effect on the fuel system components. 3. The fuel may be gravity-drained or, to
facilitate defueling, pumped out with
S e e t h e m a n u f a c t u r e r ’s m a i n t e n a n c e the aid of a fuel truck.
manual for concentrations to use and for
procedures for adding BIOBOR JF to the Refer to the manufacturer’s maintenance
5 FUEL SYSTEM
aircraft fuel. manual for more details.

LIMITATIONS
The limitations that pertain to the fuel
system are briefly summarized below. Refer
t o t h e P i l o t ’s O p e r a t i n g H a n d b o o k ,
Maintenance Manual, and other specific
topics in this section for more details.
1. Operation with a fuel pressure light
illuminated is limited to ten hours
before overhaul or replacement of the
engine-driven high-pressure fuel pump.
2. The King Air 30 0 maximum zero fuel

weight is 11,50 0. The King Air 350
maximum zero fuel weight is 12,500.
3. Maximum operation with aviation

g a s o l i n e i s l i m i t e d t o 15 0 h o u r s
between engine overhauls. Use of
aviation gasoline is limited to 150
hours due to lead deposits which form
in the turbine section during aviation
gas consumption and cause power
degradation. Since the aviation gas
will probably be mixed with jet fuel
already in the tanks, it is important to
Figure 5-15. Main and Auxiliary Filler Caps
record the number of gallons of
aviation gas taken aboard. As a rough
approximation, it is expected that the
PT6A-60A will have an average fuel
consumption of 55 gallons per hour
per engine, therefore each time 55
gallons of aviation gasoline are added,
one hour of the 150-hour limitation is
being used for that engine. Consult
t h e m a n u f a c t u r e r ’s m a i n t e n a n c e
manual for more details.
Figure 5-16. Saddle Tank Filler Cap

5 FUEL SYSTEM

4. If the tanks have been serviced with 9. M i n i m u m k n o w n o r f o r e c a s t a i r

aviation gasoline, operation is prohib- temperature for operation without
ited if either standby boost pump is fuel anti-icing additive is –45°C.
inoperative. The chart found in the
Weight and Balance section of the
Pilot’s Operating Handbook shows that WARNING
the density of aviation gasoline is
considerably less than that of jet fuel. One operative standby fuel pump
B e c a u s e i t i s l e s s d e n s e, a v i a t i o n is required for takeoff when using
gasoline delivery is much more critical recommended engine fuels, but in
than jet fuel delivery. Aviation gasoline such a case, crossfeed of fuel will
feeds well under pressure feed but does not be available from the side
not feed well on suction feed, particu- of the inoperative standby
larly at high altitudes. For this reason, fuel pump.
two alternate means of pressure feed
must be available for aviation gasoline
at high altitude. These two means are
the standby boost pump and crossfeed
f ro m t h e o p p o s i t e s i d e. Th u s, a
crossfeed capability is required for
climbs above 20,0 0 0 feet pressure
altitude.
5. When fueling the Super King Air 30 0

or 350, the main fuel tanks should be
f u l l b e f o re a n y f u e l i s p u t i n t h e
auxiliary tanks to reduce the structural
bending moment in flight.
6. The Super King Air 300 and 350 have

a maximum fuel imbalance of 30 0
pounds between wing fuel systems.
7. Takeoff is prohibited when the fuel

quantity indicator needles are in the
yellow arc or when there is less than
265 pounds of fuel in each main
system.
8. Crossfeeding of fuel is permitted only

when one engine is inoperative.
5 FUEL SYSTEM

QUESTIONS
1. I f a u x i l i a r y f u e l i s r e q u i r e d , t h e 5. The approved military grade fuels are:
auxiliary tank _______ be filled _______ A. JP-4, JP-5, and JP-8.
filling the main fuel tanks.
B. 100LL and 115/145.
A. May; after C. Jet A and Jet A-1.
B. May; before D. Jet A and Jet B.
C. Must; before
D. Must; after
6. The maximum allowed lateral fuel
imbalance is _______ lbs.
2. Illumination of the amber [L/R FUEL A. 100
QTY] annunciator indicates less than
B. 300
30 minutes of fuel remaining:
C. 500
A. In the appropriate auxiliary fuel
D. 700
tank.
B. In the appropriate main fuel tank.
C. At maximum continuous power.
D. At maximum range power.
3. Illumination of the red [L/R FUEL

P R E S S LO ] w a r n i n g a n n u n c i a t o r
during normal flight operations
indicates:
A. Insufficient pressure at the fuel
pressure switch.
B. D u r i n g a l l o p e r a t i o n s w i t h
emergency fuel.
C. C r o s s f e e d o p e r a t i o n i s n o t
available.
D. Powerplant failure is imminent.
4. According to the checklist, crossfeed

is selected:
A. When fuel transfer is required.
B. O n l y d u r i n g s i n g l e e n g i n e
operations.
C. A n y t i m e a f u e l i m b a l a n c e i s
exceeds a limitation during normal
operations.
5 FUEL SYSTEM
D. When the auxiliary fuel is empty

after being used.

6 AUXILIARY POWER
SYSTEM
The material normally covered in this chapter is not applicable to this aircraft.

CHAPTER 7
POWERPLANT
CONTENTS
Page
7 POWERPLANT
INTRODUCTION ............................................................................................................... 7-1
GENERAL ........................................................................................................................... 7-1
Engine Ratings .............................................................................................................. 7-1
Engine Stations.............................................................................................................. 7-2
Engine Terms ................................................................................................................. 7-4
POWERPLANT ................................................................................................................... 7-4
General Principles......................................................................................................... 7-5
General Operation ........................................................................................................ 7-6
Engine Airflow .............................................................................................................. 7-8
Ignition System .............................................................................................................. 7-9
Accessory Section ....................................................................................................... 7-10
Lubrication System ..................................................................................................... 7-13
Engine Fuel System .................................................................................................... 7-16
Engine Power Control................................................................................................ 7-21
Engine Instruments .................................................................................................... 7-23
Engine Limitations ..................................................................................................... 7-25
PROPELLER .................................................................................................................... 7-28
Blade Angle ................................................................................................................. 7-31
Primary Governor....................................................................................................... 7-31
Overspeed Governor.................................................................................................. 7-44
Fuel Topping Governor .............................................................................................. 7-45

Power Levers ............................................................................................................... 7-45

Propeller Control Levers ........................................................................................... 7-46
Propeller Feathering ................................................................................................... 7-46
Synchrophaser ............................................................................................................. 7-51
QUESTIONS ...................................................................................................................... 7-53
7 POWERPLANT

ILLUSTRATIONS
Figure Title Page
7-1 PT6A-60A Specifications...................................................................................... 7-2
7-2 Engine Cutaway..................................................................................................... 7-3
7-3 PT6A-60A Powerplant Installation..................................................................... 7-4
7 POWERPLANT
7-4 Engine Modular Concept ..................................................................................... 7-5
7-5 Engine Gas Flow and Stations............................................................................. 7-7
7-6 Jet-Flap, Compressor Bleed Valve, and Swing Check Valve ............................ 7-9
7-7 Engine Start and Ignition Switches................................................................... 7-10
7-8 Typical PT6A Engine.......................................................................................... 7-11
7-9 Front and Rear Accessory Drive....................................................................... 7-12
7-10 Accessory Gearbox Geartrain ........................................................................... 7-12
7-11 Engine Lubrication Diagram............................................................................. 7-14
7-12 Magnetic Chip Detector..................................................................................... 7-13
7-13 Engine Oil Dipstick ............................................................................................ 7-15
7-14 Simplified Fuel System Diagram ....................................................................... 7-16
7-15 Simplified Fuel Control System......................................................................... 7-18
7-16 Fuel Pressure Annunciator................................................................................. 7-20
7-17 Fuel Flow Indicator............................................................................................. 7-20
7-18 Control Pedestal (Typical).................................................................................. 7-21
7-19 Control Levers..................................................................................................... 7-22
7-20 Engine Display .................................................................................................... 7-23
7-21 ITT Reading......................................................................................................... 7-24
7-22 Torquemeter......................................................................................................... 7-24
7-23 Gas Generator Tachometer................................................................................ 7-24
7-24 Engine Limits Chart ........................................................................................... 7-25

7-25 Overtorque Limits............................................................................................... 7-26

7-26 Overtemperature Limits..................................................................................... 7-27
7-27 In-Flight Engine Data Log................................................................................. 7-27
7-28 Hartzell Propeller................................................................................................ 7-29
7-29 Propeller System Complete................................................................................ 7-30
7 POWERPLANT
7-30 Propeller Blade Angle Diagram........................................................................ 7-31

7-31 Propeller Pitch Diagram..................................................................................... 7-32
7-32 Primary Governor ............................................................................................... 7-33
7-33 Complete Propeller System................................................................................ 7-33
7-34 Propeller Onspeed Diagram .............................................................................. 7-34
7-35 Propeller Overspeed Diagram........................................................................... 7-35
7-36 Propeller Underspeed Diagram ........................................................................ 7-35
7-37 Low Pitch Stop Diagram .................................................................................... 7-37
7-38 GROUND FINE Range and REVERSE Diagram ....................................... 7-38
7-39 Propeller Positioning—Flight Idle to Ground Low Pitch Stop ..................... 7-40
7-40 King Air 350 Ground Idle Stop Electrical Circuit .......................................... 7-43
7-41 Overspeed Governor Diagram.......................................................................... 7-44
7-42 Power Levers ...................................................................................................... 7-45
7-43 Propeller Control Levers.................................................................................... 7-46
7-44 Autofeather Diagram—Armed ......................................................................... 7-47
7-45 Autofeather Diagram—Test .............................................................................. 7-48
7-46 Autofeather Diagram—Left Engine Failure Armed ...................................... 7-49
7-47 Autofeather Test Diagram (Right Engine)—Low Power and Feathering... 7-49
7-48 Propeller Synchrophaser System ....................................................................... 7-51

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
In-depth knowledge of the powerplant and propeller systems is essential to good
power management. Operating within the design parameters extends engine life
and ensures safety. To better equip the pilot for effective power management, this
chapter describes the basic components of the engines and propellers along with
their limits. It also discusses details of engine operation so the pilot can familiar-
ize himself with normal and abnormal conditions.
GENERAL
ENGINE RATINGS Power transmitted through the propeller
shaft, however, is only a portion of the total
In turboprop engines, power is measured in thrust created by the engine. Hot exhaust
shaft horsepower (SHP) and equivalent gases exiting the engine also develop some
shaft horsepower (ESHP). SHP is kinetic energy similar to a turbojet engine.
determined by propeller rpm and torque This additional thrust created by the exhaust
applied to turn the propeller shaft. amounts to about 10% of the total engine

horsepower. ESHP is the term applied to at a specific point, the appropriate station
the total horsepower delivered—including number is used.
the exhaust thrust.
For example, temperature of the airflow
Turboprop engine specifications usually measured between the compressor and first
show both ESHP and SHP along with stage power turbine at engine station
limiting ambient temperatures. (Figure 7- number 5 is called T 5 , which is read in
1) lists the engine rating and temperatures the cockpit as ITT. Engine bleed air after
and (Figure 7-2) illustrates the various t h e c e n t r i f u g a l c o m p re s s o r s t a g e a n d
engine sections. prior to entering the combustion chamber
7 POWERPLANT
i s r e f e r r e d t o a s P 3 a i r . Th i s a i r i s
ENGINE STATIONS for cabin heat, pressurization, and the
pneumatic system.
To identify points in the engine, station
n u m b e r s a re e s t a b l i s h e d . To r e f e r t o
pressure or temperature in the airflow path
Figure 7-1. PT6A-60A Specifications

SINGLE-STAGE
COMPRESSOR
TURBINE
TWO-STAGE POWER

TURBINE
EXHAUST OUTLET
COMPRESSOR SECTION
POWER SECTION
INTAKE AIR
COMBUSTION
SECTION ENGINE AIR INLET
7-3
Figure 7-2. Engine Cutaway
7 POWERPLANT
ENGINE TERMS POWERPLANT

Several basic terms aid in the general
understanding of the PT6A series engines: The powerplant for the King Air 350 is the
• N 1 or N g —Gas generator rpm in Pratt and Whitney Canada PT6A-60A free-
percent of turbine speed turbine-turboprop engine that drives a four-
bladed propeller (Figures 7-3). The engine
• N p —Propeller rpm is flat-rated to 1,050 shaft horsepower.
• N 2 or N f —Power turbine rpm (not
Th e p o w e r p l a n t s a r e e q u i p p e d w i t h
7 POWERPLANT
indicated on engine instruments)

conventional, four-blade, full-feathering,
• P 2.5 —Air pressure between engine reversing, constant-speed propellers. The
stations 2 and 3. Also referred to as propellers mount on the output shaft of
axial stage air or compressor the engine reduction gearbox.
interstage air
• P 3 —Air pressure at engine station 3; Engine oil pressure controls the propeller
the source of bleed air used for some pitch and speed through single-action,
aircraft systems engine-driven propeller governors. The
propellers feather automatically when the
• ITT or T5—Interstage turbine engines are shut down. They unfeather when
temperature in degrees centigrade at
engine station 5. the engines are started.
Figure 7-3. PT6A-60A Powerplant Installation

GENERAL PRINCIPLES The term reverse flow refers to airflow

through the engine. Inlet air enters the
The PT6A-60A engine consists basically compressor at the aft end of the engine. It
of a free-turbine, reverse-flow engine that then moves forward through the combus-
d r i v e s a p ro p e l l e r t h ro u g h p l a n e t a r y tion section and the turbines. Finally, it is
gearing. The term free-turbine refers to exhausted at the front of the engine.
the turbine sections of the single-stage
engine. There are two turbine sections: the Engine Modular Concept
compressor turbine drives the engine
compressor and accessories and the dual- An important feature of the PT6A-60A
7 POWERPLANT
power turbine drives the power section engine is its modular construction. The
and propeller. engine is basically divided into two
modules: a gas generator section and a
The power turbine section has no physical power section (Figure 7-4).
connection to the compressor turbine. The
compressor and power turbines, mounted The gas generator section includes the
on separate shafts, are driven in opposite compressor and the combustion section.
directions by the gas flow across them. Its function is to draw air into the engine
and add energy to it in the form of burning
fuel to produce the gases necessary to drive
the compressor and power turbines.
Figure 7-4. Engine Modular Concept

The function of the power section is to The flow of air changes direction 180° as it
convert the gas flow from the gas genera- enters and mixes with fuel in the combus-
tor section into mechanical action to drive tion chamber. The combustion chamber
the propeller. An integral planetary liner has varying size perforations that
gearbox converts the high speed and low allow entry of compressor delivery air.
torque of the power turbine to the low
speed and high torque required at the Approximately 25% of the air mixes with
propeller. The reduction ratio from power fuel to support combustion. The remaining
turbine shaft rpm (N f ) to propeller rpm 75% enters the flame in the combustion
(N p ) is approximately 17.6:1. chamber can and internally cools
7 POWERPLANT
the engine.
The engine requires a minimum of mainte-
nance. A hot section inspection (HSI) is The fuel/air mixture is ignited. The result-
u s u a l l y c a r r i e d o u t a t m i d - T B O. Th i s ant expanding gases are directed to the
involves splitting the engine between the t u r b i n e s. Th e u n i q u e l o c a t i o n o f t h e
compressor and power turbines. Since it is combustion chamber liner using flow
not necessary to remove the engine from reversal eliminates the need for a long shaft
the aircraft to carry out the HSI, the inspec- between the compressor and the compres-
tion is both simple and fast. sor turbine.This reduces the overall length
and weight of the engine.
Th e m o d u l a r d e s i g n a l l o w s c o m p l e t e
replacement of either the gas generator For ease of starting, fuel is injected into the
section or the combustion section independ- combustion chamber liner through 14
ently of the other section. This permits easy simplex nozzles arranged in two sets. A
maintenance, modular overhaul, and on- dual fuel manifold of primary and second-
wing HSI. ary transfer tubes and adapters supplies
the fuel.
GENERAL OPERATION Fo r s t a r t i n g o n l y, t w o s p a r k i g n i t e r s
that protrude into the liner ignite the
Another important feature of the PT6A- f u e l / a i r m i x t u r e. A f t e r s t a r t i n g , t h e
60A engine is the reverse flow. Inlet air igniters are turned off bcause combustion
enters the rear of the engine through an is self-sustaining.
annular plenum chamber formed by the
compressor inlet case. The air is directed The resultant gases expand from the liner,
forward to the compressor. (Figure 7-5). reverse direction in the exit duct zone, and
The compressor consists of three axial pass through the compressor turbine inlet
stages combined with a single centrifugal guide vanes to the single-stage compressor
stage. They are assembled as an integral drive turbine. The guide vanes ensure that
unit on a common shaft. the expanding gases impinge on the turbine
blades at the correct angle with minimum
A row of stator vanes between each stage loss of energy. The expanding gases are
of compression diffuses the air, raises its then directed forward to drive the power
static pressure, and then directs it to the turbine section.
next stage of compression. The compressed
air passes through diffuser tubes that turn
the air through 90° in direction and convert
velocity to static pressure. The diffused air
then passes through straightening vanes
to the annulus surrounding the combus-
tion chamber liner.

7 POWERPLANT
Figure 7-5. Engine Gas Flow and Stations

The compressor turbine extracts approxi- If the compressor bleed valve remains
mately 60% of the energy from the combus- closed at low N 1 speeds, compressor stalls
tion gases. The power turbines extract the would result as the engine attempts to
remaining energy. The dual-stage power accelerate to takeoff power. If the valve
turbine consists of inlet guide vane and remains open at high N 1 speeds, ITT would
turbines that drive the propeller shaft be higher than normal and torque consid-
through a reduction gearbox. erably lower than normal. This would
reduce power output as the engine becomes
The compressor and power turbines are in temperature-limited at reduced torque.
the approximate center of the engine with
7 POWERPLANT
their respective shafts extending in Therefore, at both low speeds and high speeds,
opposite directions. This feature simplifies proper compressor bleed valve operation is
the installation and inspection procedures. critical to normal engine operation.
The exhaust gas from the power turbines

is directed through an annular exhaust
Jet-Flap Intake System
plenum to the atmosphere through twin A unique feature of the PT6A-60A engine
opposed exhaust ports provided in the is its efficient utilization of P 2.5 air. In most
exhaust duct. other PT6A engines, it is ported overboard.
In this engine, it is incorporated in a jet

ENGINE AIRFLOW flap system. A jet flap, or slot, is machined
into one side of each hollow strut that
Compressor Bleed Valve secures the accessory section to the
The compressor bleed valve is a pneumatic compressor section of the engine.
piston that references the pressure differ-
ential between the axial and centrifugal The jet flap intake system (Figure 7-6)
stages. Looking forward, the valve is at the functions as a variable inlet guide
3 o’clock position. The function of this vane without variable geometry. Each
valve is to prevent compressor stalls and hollow core provides a passageway for
surges in the N 1 rpm range. compressor interstage air (P 2.5 ) to exit
through the narrow slot parallel to the
At low N 1 rpm, the compressor axial stages engine centerline.
produce more compressed air than the
centrifugal stage can use. To compensate for The interstage air passing into the intake
this excess airflow at low rpm, the open zone provides a swirl effect on inlet air
compressor bleed valve overboards or entering the compressor. This pre-swirl effect
bleeds axial-stage air (P 2.5 ). This reduces improves low speed compressor character-
back pressure on the axial stages (Figures istics. It also eliminates one of the compres-
7-5 and 7-6). The pressure relief helps sor bleed valves found in most of the PT6A
prevent compressor stall. series engines.
At low N 1 rpm, the valve is open. At takeoff
and cruise above approximately 90% N 1 Swing Check Valve
rpm, the bleed valve is closed.
A swing check valve is on the right side at
the 3 o’clock position on the compressor
bleed valve cover. It is a plate valve hinged
at the upper edge and capable of pivoting
through approximately 90°.

The valve relieves excess P 2.5 pressure that Wh e n t h e I G N I T I O N A N D E N G I N E

can not be used by the jet flap system when START switch is moved to the ON position,
the compressor bleed valve is open. these igniters activate. Although the engine
is equipped with two igniters, it needs only
one to start. The system is designed so that
IGNITION SYSTEM if one igniter is open or shorted, the remain-
The combustion chamber has two spark- ing igniter continues to function.
type igniters to provide positive ignition
during engine start. Because combustion is self-sustaining, the
igniters may be turned off once the engines
7 POWERPLANT
start. Move the IGNITION AND ENGINE
START switch to the OFF position.
Figure 7-6. Jet-Flap, Compressor Bleed Valve, and Swing Check Valve

The spark ignition provides the engine with The ignition system features an automatic
an ignition system capable of quick light- b a c k u p f o r e m e r g e n c i e s. Th e AU TO
ups over a wide temperature range. IGNITION switches should be moved to
the ARM position in turbulence, precipi-
Components and Controls tation, and icing conditions. If engine
torque falls below approximately 17% and
The system consists of an airframe-mounted auto-ignition is armed, the igniters
ignition exciter, two individual high tension automatically energize to attempt a start if
cable assemblies, and two spark igniters. It an engine flames out.
is energized from the aircraft nominal 28-volt
7 POWERPLANT
DC supply. The system operates in the 9- to Th e g r e e n a d v i s o r y I G N I T I O N O N

30-volt range. The igniter control box annunciators illuminate when the system
produces up to 3,500 volts. is armed.
Switches for start and ignition are are on
the pilot left subpanel (Figure 7-7). ACCESSORY SECTION
The IGNITION AND ENGINE START All of the engine-driven accessories
switches have three positions: ON, OFF, e x c e p t t h e p ro p e l l e r t a c h o m e t e r a n d
and STARTER ONLY. The ON position propeller governors are mounted on the
activates both the starter and igniters. The accessory gearbox.
STARTER ONLY position is a holddown
position, spring- loaded to center (OFF). The accessory gearbox is at the rear of the
It only provides motoring to clear the engine (Figures 7-8). The compressor shaft
engine of unburned fuel. With the switch (N 1 ) drives the accessories through a
in this position, there is no ignition. coupling shaft.
Figure 7-7. Engine Start and Ignition Switches

7 POWERPLANT
Figure 7-8. Typical PT6A Engine

The lubricating and scavenge oil pumps are The starter/generator, high-pressure fuel
mounted inside the accessory gearbox. Two pump, Ng tachometer generator, and other
scavenge pumps are externally mounted. optional accessories are mounted on pads on
the rear of the accessory drive case. There are
several such mounting pads, each with its
own different gear ratio (Figures 7-9 and 7-10).
7 POWERPLANT
Figure 7-9. Front and Rear Accessory Drive
Figure 7-10. Accessory Gearbox Geartrain

LUBRICATION SYSTEM The oil cooler is thermostatically controlled

to maintain the desired oil temperature.
The PT6A engine lubrication system has a Another externally mounted unit, the
dual function (Figure 7-11). Its primary oil-to-fuel heat exchanger, uses hot engine
function is to cool and lubricate the engine oil to heat fuel before it enters the engine
bearings and bushings. Its second function fuel system. This prevents icing at the
is to provide oil to the propeller governor pump filter.
and propeller reversing control system.
Magnetic Chip Detector
Components and Operation
7 POWERPLANT
A magnetic chip detector is in the bottom
The main oil tank houses a gear- t y p e of each engine nose gearbox (Figure 7-12).
e n g i n e - d r i v e n p r e s s u r e p u m p, a n o i l This detector activates a yellow caution L
pressure regulator, and an oil filter. The C H I P D ET E C T o r R C H I P D ET E C T
engine oil tank is an integral part of the annunciator on the annunciator panel to
compressor inlet case and is in front of the alert the pilot of possible oil contamination.
accessory gearbox.
Illumination of a CHIP DETECT annunci-
As oil is pumped from the tank, it passes ator indicates possible metal contamination
through the pressure and temperature in the engine oil supply. Although the
sensing bulbs mounted on or near the rear annunciator indicates a possible or pending
accessory case. The oil then proceeds to engine failure, illumination of a CHIP
the various bearing compartments and nose DETECT annunciator is not in itself cause
case through an external oil transfer line for an engine to be shut down. Monitor
below the engine. engine parameters for abnormal indications.
Scavenge oil returns from the nose case If parameters are abnormal, a precautionary
and bearing compartments through the shut down may be made at the pilot’s discre-
g e a r- t y p e o i l s c a v e n g e p u m p s i n t h e tion. After illumination of a CHIP DETECT
accessory case, through external oil transfer annunciator, determine cause of malfunction
lines, and through the external oil cooler and correct prior to the next flight.
below the engine.
MAGNETIC POLES
VALVE
PREFORMED
PACKING VALVE
SEAT
PREFORMED
PACKING INSULATION
ADAPTER ADAPTER
ASSEMBLY RETAINING NUT
PREFORMED
PACKINGS VALVE HOUSING
DETECTOR
HOUSING
ELECTRICAL CONNECTOR
Figure 7-12. Magnetic Chip Detector

7 POWERPLANT
Figure 7-11. Engine Lubrication Diagram

Servicing When adding oil between oil changes, do

not mix types or brands of oil due to the
The oil tank has a filler neck and integral possibility of chemical incompatibility and
quantity dipstick housing. The cap and loss of lubricating qualities. A placard
dipstick are secured to the filler neck that inside the engine cover shows the brand and
passes through the gearbox housing and type of oil needed.
accessory diaphragm and into the tank.
The markings on the dipstick indicate the Although the preflight checklist requires
number of U.S. quarts of oil less than full checking the oil level, the best time to
(Figure 7-13). check oil quantity is shortly after shutdown
7 POWERPLANT
because oil levels are most accurately
The engine oil system has a total capacity indicated at that time.
of four U.S. gallons including the 2.5 gallon
oil tank. Maximum oil consumption is one Oil level checks during preflight may
quart every10 hours of operation. Normal require motoring the engine for a brief
oil consumption may be as little as one period for an accurate level reading.
quart per 50 hours of operation.
When gas generator speeds are above 72%
Most PT6A engines normally seek an oil N 1 , normal oil pressure is between 90 and
level of one to two quarts down on the dip- 135 psi.
stick with hot oil, and approximately one
quart lower than that when oil is cold. Do
not overfill.
Figure 7-13. Engine Oil Dipstick

ENGINE FUEL SYSTEM • High-pressure fuel pump

The fuel control system for PT6A-60A • Fuel control unit
engines is a fuel governor that increases or • Fuel flow transmitter
decreases fuel flow to the engine to
maintain selected engine operating speeds. • Minimum pressure flow valve
The engine fuel control system consists of • Flow divider
the main components shown in the block
diagram (Figure 7-14). • Dual fuel manifolds with 14 simplex
nozzles
7 POWERPLANT
Components The engine-driven boost pump operates

when the gas generator shaft (N 1) is turning
These components include the following: to provide sufficient fuel head pressure
(approximately 30 psi) to the high-pressure
• Engine-driven boost pump pump. This prevents cavitations.
• Firewall fuel filter and pressure switch
• Oil-to-fuel heat exchanger
Figure 7-14. Simplified Fuel System Diagram

The oil-to-fuel heat exchanger uses warm For starting, fuel flows initially through
e n g i n e o i l t o m a i n t a i n a d e s i re d f u e l the flow divider to the primary fuel spray
temperature at the fuel pump inlet.This nozzles in the combustion chamber. As the
prevents icing at the pump filter. It occurs engine accelerates through approximately
automatically rquiring no pilot action. 35 to 40% N1, fuel pressure increases
sufficiently to also supply the secondary
After fuel passes through the oil-to-fuel fuel nozzles. At this time, all 14 nozzles are
heat exchanger, it flows into the high- delivering atomized fuel to the combus-
pressure, engine-driven fuel pump and on tion chamber.
into the fuel control unit (FCU).
7 POWERPLANT
This progressive sequence of primary and
The high-pressure fuel pump is an engine- secondary fuel nozzle operation provides
driven, gear-type pump with an inlet and cooler starts. During engine starts, there
outlet filter. Flow rates and pressures vary may be an increased acceleration in N 1
with gas generator (N 1 ) rpm and FCU speed when the secondary fuel nozzles start
operation. The high-pressure pump supplies delivering fuel.
fuel up to a maximum pressure of 1,050 psi
to the fuel-receiving side of the FCU. Its
primary purpose is to provide sufficient Fuel Manifold Purge System
pressure at the fuel nozzles for a good spray A fuel manifold purge system disposes of
pattern in all modes of engine operation. residual fuel in the flow divider and fuel
manifold after engine shutdown. It consists
A fuel-purge line positioned at the output of a P 3 pressure tank with connections for
side of the high-pressure fuel pump P 3 air input at one end and a discharge to
constantly directs a small amount of fuel the flow divider at the other end.
back to the gravity-feed line between the
wing and nacelle tanks. This ensure the During normal engine operation, P 3 air
FCU stays clear of vapors and bubbles. enters the tank through a check valve to
pressurize the tank. Fuel pressure against
Also located in the FCU is the pump the discharge check valve prevents the air
u n l o a d i n g va l v e. Th e c o n d i t i o n l e v e r from escaping as long as the engine is
controls this valve. It is either open to running. As fuel pressure drops to zero
unload the pressure or closed. There is no during shutdown, P3 air escapes through the
intermediate position. flow divider into the fuel manifold and
nozzles. The airfow pushes any residual
The minimum pressurizing valve is located fuel into the combustion chamber where it
in conjunction with the flow divider. It is burned. As a result, the pilot may notice
blocks fuel flow during starts until fuel a one- to two-second delay in initial engine
pressure builds sufficiently to maintain a spool down after shutdown.
proper spray pattern in the combustion
chamber. About 100 psi is required to open
t h e m i n i m u m p re s s u r i z i n g va l v e. Th e
engine-driven high-pressure fuel pump
maintains this required pressure. If the
pump fails, the valve closes and the engine
flames out.

Fuel Control Unit • Power lever that selects gas genera-

tor speed (N 1 ) between idle and
The fuel control unit (FCU) has multiple maximum through the 3D cam, cam
functions. Its main purpose is to meter the follower lever, and fuel valve
proper fuel amount to the nozzles in all
modes of engine operation. • Flyweight governor that controls fuel
flow to maintain selected speed
The fuel control consists of the following • Pneumatic bellows that control the
major components (Figure 7-15): acceleration schedule and act to
• Condition lever that selects start, low reduce gas generator speed if a
7 POWERPLANT
idle, and high idle functions propeller overspeed occurs
FUEL ULTIMATE
CONDITION HIGH RELIEF FUEL INLET
LEVER IDLE CAM VALVE (FROM
OIL-TO-FUEL
PO HEATER)
PUMP UNLOADING VALVE

P2 BYPASS
REG VALVE 74-MICRON
FILTER
P1
FUEL VALVE FOLLOWER
BYPASS
PT VALVE 10-MICRON
FILTER
PO
3D CAM
POWER P1
FOLLOWER
LEVER PZ
P3 FILTER BYPASS VALVE
P2
NG FUEL PUMP
GOVERNOR
MIN FLOW ADJ
(P3) SENSOR PY
BELLOWS ASSEMBLY
P3 FILTER
MINIMUM
PRESSURIZING
AND SHUTDOWN
VALVE
P3 AIR
FUEL FLOW DIVIDER
NF GOVERNOR AND DUMP VALVE
LEGEND
P1 UNMETERED PUMP DELIVERY FUEL
P2 METERED FUEL
P3 COMPRESSOR DISCHARGE AIR
PO BYPASS FUEL
PT FUEL SERVO PRESSURE
PY GOVERNING AIR PRESSURE
PZ INTERMEDIATE FUEL PRESSURE
Figure 7-15. Simplified Fuel Control System

The FCU is calibrated for starting flow ballhead. The flyweight governor is the
rates, acceleration, and maximum power. It feedback element of the speed select system.
compares gas generator speed (N 1) with the It controls the on-speed condition by
power lever setting and regulates fuel to the positioning the 3D cam in response to speed
engine fuel nozzles. The FCU also senses variations in the gas generator.
compressor section discharge pressure,
compares it to rpm, and establishes acceler- As N 1 speed increases or decreases, the
ation and deceleration fuel flow limits. resulting flyweight action changes the 3D
cam setting. This, in turn, changes the fuel
A minimum flow adjustment set to approx- flow valve setting to maintain the selected
7 POWERPLANT
imately 90 pounds/hour guarantees N 1 speed.
s u ff i c i e n t f u e l f l o w t o s u s t a i n e n g i n e
operation at minimum power. The N 1 governor maintains these forces in
balance continually so the axial position of
The FCU is mounted on the rear flange of the the 3D cam always represents engine speed.
fuel pump. A splined coupling between the The cam follower and arm transmit motion
pump and the FCU transmits a speed signal, of the 3D cam to the fuel valve. As the 3D
proportional to gas generator shaft speed cam moves upward, fuel flow to the engine
(N1), to the governing section in the FCU. The is increased and N 1 speed increases.
FCU determines the fuel schedule for the
engine to provide power required by control- Downward movement of the 3D cam
ling gas generator speed. decreases fuel flow and N 1 speed. The N 1
governor, in response to variations in power
Engine power output is directly dependent lever position, maintains N 1 speed. The
upon gas generator speed (N 1 ), which is governor adjusts fuel flow as required.
controlled by regulating the amount of fuel
to the combustion section of the engine. Compressor discharge pressure (P 3 air) is
Compressor discharge pressure (P 3 ) is a second input affecting the fuel flow valve
sensed by the FCU is used to establish position during acceleration or decelera-
acceleration fuel flow limits. This fuel tion to maintain the selected speed
limiting function prevents overtempera- condition of the gas generator. An increase
ture conditions in the engine during starting in P 3 causes the fuel flow valve to increase
and acceleration. f u e l f l o w i n re s p o n s e t o i n c re a s e d P 3
pressure until N 1 speed is stabilized. A
FCU Operation decrease in P 3 causes the fuel flow valve to
decrease fuel flow until N1 speed is
A b r i e f, s i m p l i e d d i s c u s s i o n o f F C U stabilized at the lower selected value.
operation follows. For detailed description
and operation, refer to the Pratt & Whitney
Maintenance Manual for this engine. Overspeed Condition
In an overspeed condition, increasing
The condition lever selects the LOW IDLE pressure by the governor flyweights moves
to HIGH IDLE N 1 speeds. The power lever the 3D cam downward. This results in
selects speeds between idle and maximum, decreased fuel flow from the fuel flow valve
104% N 1 and positions a 3D cam in the to the engine. A balance point is reached
FCU. The cam, through a cam follower and when the N1 speed is reduced to the
lever, determines fuel flow corresponding selected speed, and the cam is stationary at
to the selected N 1 speed. the new speed position.
The gas generator (N 1 ) governor that Underspeed Condition
c o n t ro l s e n g i n e s p e e d c o n t a i n s t w o
flyweights mounted on an engine-driven In an underspeed condition, decreasing
pressure by the governor flyweights moves the

3D cam upward. This results in increased fuel In the event of an engine-driven fuel pump
flow from the fuel flow valve to the engine (high pressure) failure, the engine flames
until the system is in equilibrium again. because this high-pressure fuel is required
to open the minimum pressurizing valve.
Fuel Pressure Indicators
If a primary engine-driven boost pump fails, Fuel Flow Indicator
the approrpiate red warning FUEL PRESS A transmitter in the engine fuel supply line
annunciator in the warning annunciator between the FCU and the flow divider
p a n e l i l l u m i n a t e s ( Fi g u re 7- 16 ) . Th e senses fuel flow information. This informa-
7 POWERPLANT
MASTER WARNING lights also flash. tion displays on the multi-function display
in the center of the instrume nt panel
(Figure 7-17). The displays indicate fuel
flow in pounds-per-hour units.
Figure 7-17. Fuel Flow Indicator
Fuel Additives
Two fuel additives are approved for the
King Air 350. An anti-icing additive
conforming to specification MIL-I-27686
Figure 7-16. Fuel Pressure Annunciator is required when flying into known forecast
c o n d i t i o n s b e l o w – 4 5 ° C. I t s h o u l d b e
The FUEL PRESS annunciator illuminates blended in accordance with the procedures
when outlet pressure at the engine-driven outlined in the POH.
boost pump decreases below 10 psi.
Switching on the standby fuel boost pump The fuel biocide Biobor JF is also approved
should increase fuel pressure above 11 (±2) for prevention of microorganism growth
psi and extinguish the warning. within fuel tanks and lines. It should be
blended as outlined in the King Air
CAUTION Maintenance Manual.
Engine operation with the FUEL ENGINE POWER CONTROL

PRESS annunciator on is limited
to 10 hours between overhaul or The power lever acting on the gas genera-
replacement of the engine-driven tor governor (N 1 ) controls torque. When
high-pressure fuel pump. Boost the position of the power lever calls for
pump fuel pressure is needed to more torque, the governor settings prevent
l u b r i c a t e, c o o l a n d p r e v e n t the bleed-off of internal pressure and some
cavitations of the high pressure of the P 3 air in the FCU. This moves the
fuel pump. metering nozzle to allow the necessary fuel

flow into the spray nozzles to meet the

power condition called for. UP
20
1
2 4 AL
T 0
100
0F
T
40
FLAPS .5
CABIN CLIMB
THDS FT PER MIN 1 5
TAKEOFF
AND 35
APPROACH
0 6 7 2
30 6 3
60 .5 10
The propeller lever adjusts the propeller

5 4
1 25
80
4 15
2 20
DOWN
governor to the desired propeller speed.

The propeller maintains the set speed by
varying the blade angle as more or less
torque is applied.
7 POWERPLANT
Power Management
Power management is relatively simple
with two primary operating limitations:
temperature and torque.
Engine torque and ITT operating parame-

ters are affected by ambient temperature
and altitude. During operation requiring
maximum engine performance at cold
temperature or low altitude, torque limits
power. At hot temperature or high altitude,
ITT limits power. Whichever reaches its
limit first determines the power available.
Control Pedestal
The control pedestal extends between pilot
and copilot (Figure 7-18). The three sets of
control levers are, left to right, the power
levers, propeller rpm and feather levers,
and the condition levers.
Power Levers
The power levers control engine power
from idle to takeoff power through the
operation of the gas generator (N1)
governor in the FCU. Increasing N 1 rpm
results in increased engine power.
Th e p o w e r l e v e r s h a v e t h re e c o n t ro l
regions: forward thrust, ground fine, and
reverse. When the levers are lifted over
the IDLE gate and pulled back into the
GROUND FINE range, they hold engine
power at the selected idle speed and control
propeller blade angle.
Figure 7-18. Control Pedestal (Typical)

The GROUND FINE range is normally Condition Levers

used for taxi. When the levers are lifted
The condition levers have three positions:
over the GROUND FINE gate into the
F U E L C U TO F F, LOW I D L E , a n d H I
REVERSE range, they control engine
IDLE (Figure 7-19). At FUEL CUTOFF
power and propeller blade angle.
position, fuel flow to the engines is cut off.
Propeller Levers At LOW IDLE, engine gas generator speed
The propeller levers are conventional in (N 1 ) is a minimum of 62%; at HI IDLE it
setting the required rpms for takeoff and is 70%. The levers can be set between these
7 POWERPLANT
cruise positions (Figure 7-19). The normal two values for any proportional speed
governing range is 1,450 to 1,700 rpm. between 62% and 70% N 1 speed.
POWER
PROPELLER Control Lever Operation
LEVERS
LEVERS
The propeller, power, and condition levers
CONDITION control the engines from the cockpit. Both
LEVERS the power and condition levers are
connected to the N 1 governing section of
the FCU. Either lever resets the FCU to
maintain a new N 1 rpm.
For starting, the power levers are at IDLE

position. Once the condition levers are
moved to LOW IDLE, the fuel cutoff valve
allows fuel to flow to the nozzles. The N 1
g o v e r n o r i s s e t a t LOW I D L E . Th e
condition levers are continuously variable
from LOW IDLE at 62% to HI IDLE at
70% N 1 . This variable idle speed with
power levers at IDLE enhances engine
cooling by maintaining a steady airflow
through the engines.
With the condition levers at LOW IDLE,

the power levers select N 1 rpm from 62%
t o 1 0 4 % , t h e m a x i m u m f o r t a k e o f f.
Figure 7-19. Control Levers However, if the condition levers are at
This aircraft is equipped with both manual HI IDLE, the power levers can select N 1
and automatic propeller feathering rpm only from 70% to 104%.
systems. To feather a propeller manually,
pull the propeller lever back past the Moving either the power levers or the
friction detent into the red and white condition levers changes N 1 rpm. As the
striped section of the quadrant. power or condition levers are advanced,
ITT, torque and fuel flow increases. These
To unfeather, push the lever back into the indicators are by-products of the N 1 speed
governing range. The propellers go to the maintained by the FCU. With power levers
feathered position when the engines shut in a fixed position, N 1 remains constant
down because of the loss of oil pressure in e v e n i n a c li mb o r d e s c e n t. Ho wever,
the propeller hub. I T T, t o r q u e a n d f u e l f l o w v a r y w i t h
altitude, ambient air temperature, and
propeller setting.

ENGINE INSTRUMENTS
Figure 7-20 presents the engine display
along with their operating limits.
INTERSTAGE TURBINE TEMPERATURE GAGE TORQUE METER
7 POWERPLANT
400-820°C NORMAL OPERATING RANGE 0 TO 100% NORMAL OPERATING RANGE
820°C MAXIMUM CONTINUOUS LIMIT 100% MAXIMUM LIMIT
1000°C MAXIMUM STARTING ONLY LIMIT
PROPELLER TACHOMETER (NP SPEED)

NO LIMITATIONS MARKINGS 1450-1700 RPM NORMAL OPERATING RANGE
1700 RPM MAXIMUM LIMIT
GAS GENERATOR TACHOMETER (N1 SPEED)

62-104% NORMAL OPERATING RANGE
104% MAXIMUM LIMIT
OIL TEMPERATURE SCALE

0-99°C NORMAL OPERATING RANGE
99-110°C CAUTION RANGE
110° MAXIMUM OIL TEMPERATURE LIMIT
OIL PRESURE SCALE

60 PSI MINIMUM LIMIT
60-90 PSI CAUTION RANGE
90-135 PSI NORMAL OPERATING RANGE
200 PSI MAXIMUM LIMIT
Figure 7-20. Engine Display

ITT Gage Torque is measured by a hydromechanical

torquemeter in the first stage of the
The ITT gage monitors the interstage reduction gearcase. Rotational force on
turbine temperature at Station 5 (Figure 7- the first-stage ring gear compresses oil in
21). ITT is a prime limiting indicator of the torquemeter chamber. The difference
the amount of power available from the between the torquemeter chamber pressure
engine under varying ambient tempera- a n d re d u c t i o n g e a r i n t e r n a l p re s s u re
ture and altitude conditions. accurately indicates the torque being
produced at the propeller shaft.
7 POWERPLANT
The torquemeter transmitter measures this

torque and displays it on the center
multifunction display.
Figure 7-21. ITT Reading Th e

Gas Generator Tachometer
ITT Th e g a s g e n e r a t o r ( N 1 ) t a c h o m e t e r
readout is in the center of the engine measures rotational speed of the compres-
display on the multifunction display. sor shaft in percent rpm,based on 37,50 0
rpm at 10 0% (Figure 7-23). The N 1 indica-
The normal operating range is 40 0°C to tor is self-generating.
820°C. These limits also apply to maximum
continuous power.
The maximum starting-only temperature is

1,0 0 0°C .This starting limit is limited to
five seconds. The engines can be damaged
if limiting temperatures are exceeded.
Figure 7-23. Gas Generator Tachometer
Torquemeter
The torquemeter constantly measures
rotational force applied to the propeller The tachometer generator sensing unit in
shaft (Figure 7-22). The maximum permis- the engine accessory section supplies the
sible sustained torque is 10 0%. Cruise information to the N 1 display to indicate
torques vary with altitude and temperature. the percent of N 1 revolutions.
Maximum continuous gas generator speed

is limited to 39,0 0 0 rpm, which is 104% on
the N 1 indicator.
Figure 7-22. Torquemeter

ENGINE LIMITATIONS The ENGINE OPERATING LIMITS chart

g i v e s t h e m a j o r o p e ra t i n g l i m i t s.
Aircraft and engine limits are described in Th e P OW E R P LA N T I N ST RU M E N T
the Limitations section of the POH (Figure MARKINGS chart lists the minimum,
7-24). These limitations have been approved normal, and maximum limits. Figure 7-20 for
by the Federal Aviation Administration and a l i s t i n g o f t h e o p e ra t i n g ra n g e s f o r
must be observed in the operation of the torque, ITT, propeller, gas generator, oil
King Air 350. temperature and pressure.
OPERATING TORQUE MAXIMUM GAS PROP OIL OIL
7 POWERPLANT
CONDITION % ITT GENERATOR RPM PRESS TEMP
(1) °C RPM N2 PSI (2) °C (3) (4)
% N1
STARTING --- 1000 (5) --- --- 0 to 200 -40 (min)
IDLE --- 750 (6) 62 (min) 1050 60 (min) -40 to
(min) +110
TAKEOFF 100 (10) 820 104 1700 90 to 135 0 to 110
(9)
MAX CONT 100 (10) 820 104 1700 90 to 135 0 to 110
(9)
CRUISE (7) (10) 785 104 1700 90 to 135 0 to 110
CLIMB (9)
MAX CRUISE (7) (10) 820 104 1700 90 to 135 0 to 110
(9)
MAX --- 760 --- 1650 90 to 135 0 to 99
REVERSE
TRANSIENT 156 (8) 850 (8) 104 1870 200 0 to 110
(8)
FOOTNOTES:
(1) Torque limit applies within range of 1000 - 1700 propeller rpm (N2). Below
1000 propeller rpm, torque is limited to 62%.
(2) 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 degrees to 70 degrees 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. In flight, oil pressures
above 135 psi but not exceeding 200 psi are permitted only for the duration
of the flight.
(3) A minimum oil temperature of 55°C is recommended for fuel heater operation at take-off power.
(4) Oil temperature limits are -40°C and +110°C. However, temperatures between 99°C and 110°C
are limited to a maximum of 10 minutes.
(5) This value is time limited to 5 seconds.
(6) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 rpm.
(7) Cruise torque values vary with altitude and temperature.
(8) These values are time limited to 20 seconds.
(9) To account for power setting accuracy and steady state fluctuations, inadvertent propeller RPM
excursions up to 1735 RPM are time limited to 7 minutes.
(10) To account for power setting accuracy and steady state fluctuations, inadvertent torque excursions
up to 102% is time limited to 7 minutes.
Figure 7-24. Engine Limits Chart

During engine start, temperature is the the IDLE limit of 750°C, the N 1 loads may
most critical limit. The ITT starting limit of be restored as desired as long as ITT stays
1,000°C is limited to five seconds. For this below 750°C. During normal flight
reason, it is helpful during starts to keep the o p e r a t i o n s, t h e I T T s h o u l d n e v e r b e
condition lever out of the LOW IDLE allowed to exceed the maximum continu-
detent so that the lever can be quickly ous limit of 820°C .
pulled back to FUEL CUTOFF.
During the climb, torque decreases; ITT
Monitor oil pressure and oil temperature. may increase slightly. The cruise climb ITT
During the start, oil pressure should come limit is not placarded. Torque, ITT, N 1 , and
7 POWERPLANT
up to the minimum 60 psi quickly, but should propeller limits are the same in maximum
not exceed the maximum of 200 psi. During cruise as they are for takeoff; however,
normal operation the oil temperature and cruise torque values vary with altitude
pressure should be green, from 90 to 135 psi. and temperature.
Fluctuations of ± 10 psi are acceptable.
Transient limits provide buffers for surges
Oil pressure between 60 and 90 psi is during engine acceleration. Torque and
undesirable; it should be tolerated only for ITT have an allowable excursion duration
completion of the flight, and then only at a of 20 seconds. A momentary peak of 156%
reduced power setting. and 850°C is allowed for torque and ITT
respectively during acceleration.
Oil pressure below 60 psi is unsafe; it
requires that either the engine be shut Th e OV E RT O R Q U E L I M I T S c h a r t
down or that a landing be made as soon as (Figure 7-25) shows actions required if
possible using minimum power required t o r q u e l i m i t s a re e x c e e d e d u n d e r a l l
to sustain flight. conditions. If the torque limits are exceeded
for more than a few minutes, the gearbox
A minimum oil temperature of 55°C is can be damaged. The chart shows the
recommended for oil-to-fuel heater specific limits and action required if they
operation at takeoff power. Oil tempera- are exceeded.
ture limits are –40°C and +110°C during
IDLE, and 0°C to +110°C during normal
o p e r a t i o n s. H o w e v e r , t e m p e r a t u r e s
between +99°C and +110°C are limited to
a maximum of 10 minutes.
During ground operations, ITT tempera-

tures are critical. They can be controlled by
the N 1 rpm, air conditioning, P3 use, and the
generator load. With the condition levers
at LO IDLE, high ITT can be corrected by
reducing the generator and other N 1 loads,
then increasing the N 1 rpm by advancing
the condition levers. The air conditioner,
for example, draws a heavy load on the
r i g h t e n g i n e N 1. I t m a y h a v e t o b e
temporarily turned off.
At approximately 70% N 1 rpm, the HI

IDLE condition lever position normally
reduces the ITT. Once ITT is reduced below
Figure 7-25. Overtorque Limits

The Generator Limits table in the POH

s h o w s l i m i t s f o r g ro u n d o p e ra t i o n a t
various N 1 rpms. Any time these limits are
exceeded, the accessory load must be
reduced or N 1 increased to the limits shown
in the table. A generator load of 75% is
maximum for ground operation at an N 1 of
between 62% and 70%.
The Inflight limits are 100% generator load
7 POWERPLANT
from sea level to 34,000 feet. Above 34,000
feet, maximum sustained generator load
limit is 95%. Maximum continuous and
maximum cruise share the same generator
limits, but due to N 1 loading, certain limits
must not be exceeded as indicated in the
Before Takeoff (Final Items) checklist in
the POH.
The overtemperature chart (Figure 7-26)

shows the specific actions required if ITT Figure 7-26. Overtemperature Limits
limits are exceeded during starting
conditions. For Area A, determine and Overtemperature in Area B requires that a
correct the cause of overtemperature. If it hot section inspection be performed. During
is during a start, have the engine visually a hot section inspection, the combustion
inspected through the exhaust duct, then chamber and turbine areas and components
record the action in the engine logbook are examined and replaced. Parts should be
(Figure 7-27). repaired or replaced as necessary.
Figure 7-27. In-Flight Engine Data Log

In Area C, overtemperatures may require istics. Such comparisons produce a set of

that the engine be returned for overhaul. deviations in ITT, compressor speed, and
Exceeding ITT limits in this area for more fuel flow.
than a few seconds may cause extensive
engine damage. Readings that should be collected include
the torque, ITT, compressor speed, and
Starter Operating fuel flow.
Temperature Limits
C o r r e c t t h e r e a d i n g s f o r a l t i t u d e,
7 POWERPLANT
The engine starters are time-limited during outside air temperature, and airspeed,
the starting cycle if for any reason multiple if applicable.
starts are required in quick sequence.
The starter is limited to 30 seconds ON
then five minutes OFF for cooling before Data Collection
the next sequence of 30 seconds ON, five The trend monitoring procedure used
minutes OFF. specifies that flight data be recorded on
each flying day, every five flight hours, or
After the third cycle of 30 seconds ON, the other flight period. Select a flight with
starter must stay OFF for 30 minutes. If long-established cruise, preferably at a
these limits are not observed, overheating representative altitude and airspeed.
may damage the starter.
Wi t h e n g i n e p o w e r e s t a b l i s h e d a n d
The second starter cycle is used for clearing stabilized for a minimum of five minutes,
the engine of residual fuel. record the following data on a form similar
to this inflight engine data log (see
Trend Monitoring Figure 7-27):
During normal operations, gas turbine • Indicated airspeed (IAS)—Knots
engines are capable of producing rated • Outside air temperature (OAT)—
power for extended periods of time. Engine Degrees Centigrade
o p e ra t i n g p a ra m e t e r s, s u c h a s o u t p u t
torque, interstage turbine temperature, • Pressure altitude (ALT)—Feet
compressor speed, and fuel flow for individ- • Propeller speed (N p )—RPM
ual engines, are predictable under specific
ambient conditions. • Torque (T q )—Percentage
• Gas generator speed (N g or N 1 )—
O n P T 6 A e n g i n e s, t h e s e p r e d i c t a b l e Percent of gas generator speed
characteristics may be taken advantage of
by establishing and recording individual • Interturbine temperature (ITT)—
engine performance parameters. These Degrees Centigrade
parameters can then be compared • Fuel flow (WF)—Pounds per hour
periodically to predicted values to provide
day-to-day visual confirmation of
engine efficiency.
PROPELLER
The engine condition trend monitoring
This section on the description, operation,
system recommended by Pratt & Whitney
and testing of the propeller system should
is a process of periodically recording engine
increase the pilot’s understanding of the
instrument readings and then comparing
propeller and system checks in the POH.
them to a set of typical engine character-

Each engine is equipped with a conven- A mechanically actuated hydraulic stop

tional four-blade, constant speed, full- determines low pitch propeller position.
f e a t h e r i n g , r e v e r s i n g p r o p e l l e r . Th e Power levers on the pedestal adjust the
propeller is mounted on the output shaft of lower pitch stop position to control the
the reduction gearbox (Figure 7-28). GROUND FINE and REVERSE blade
angles in the GROUND FINE and
Oil pressure controls the propeller pitch REVERSE range.
t h ro u g h a re d u c t i o n g e a r b o x- d r i v e n
propeller governor. An oil pump that is part Three governors that may control propeller
of the propeller governor boosts engine oil rpm include the primary, overspeed, and
7 POWERPLANT
pressure to move the propeller toward the fuel topping governors.
low pitch (high rpm) position and into
reverse (Figure 7-29). The primary and overspeed governors use
oil pressure to change propeller blade angle
Without oil pressure to counteract the so that the propeller rpm is adjusted or
counterweights and feathering springs, the limited. The fuel topping governor limits
propeller blades would move into feather. fuel to limit propeller rpm.
Counter-weights and feathering springs
move the propeller blades toward high pitch The propeller control lever adjusts the
(low rpm) and into the feathered position. p r i m a r y g o v e r n o r t h ro u g h i t s n o r m a l
Because there are no high pitch stop locks, governing range of 1,450 to 1,70 0 rpm. If
the propeller feathers after engine shutdown. the primary governor malfunctions, the
Figure 7-28. Hartzell Propeller

7-30 7 POWERPLANT
PUSH-PULL CONTROL
REVERSING CAM
SPEEDER SPRING

RESET POST
PILOT
VALVE
Py
BETA VALVE
AIR BLEED LINK
MAXIMUM
STOP BETA ROD
MINIMUM
GOVERNOR TO SUMP
ADJ.
FCU ARM
TEST
SOLENOID
HYDRAULIC
LOW PITCH ADJ.
FEATHERING
OVERSPEED
VALVE
GOVERNOR
COUNTERWEIGHT
TO SUMP
Figure 7-29. Propeller System Complete

overspeed governor prevents the propeller in-corporated in a blade to increase its

s p e e d f ro m e x c e e d i n g a p p ro x i m a t e l y efficiency, blade angle is different near the
1,768 rpm. hub than it is near the tip.
If the propeller blade angle cannot be In the propellers, the cord 42 inches out
changed by either the primary or f ro m t h e p ro p e l l e r ’s c e n t e r h a s b e e n
overspeed governor, the fuel top p in g selected as the position at which blade
governor intervenes. The fuel topping angle is measured. This position is referred
governor attempts to limit the propeller to as the 42-inch station. All blade angles
rpm to 106% of selected propeller rpm in this chapter are approximations based on
7 POWERPLANT
when the power lever is in the forward the 42-inch station (Figure 7-30).
thrust range. In the GROUND FINE and
R E V E R S E r a n g e s, t h e f u e l t o p p i n g
governor resets to approximately 95% of PRIMARY GOVERNOR
selected propeller rpm. This ensures that The primary governor mounted on top of
the primary governor remains in an the engine reduction gearbox converts a
underspeed condition while in the variable pitch propeller into a constant
REVERSE range on the ground. speed propeller. It does this by changing
blade angle to maintain the propeller speed
BLADE ANGLE the operator has selected.
Blade angle is the angle between the chord The primary governor can maintain any
of the propeller and the propeller’s plane selected propeller speed from 1,450 rpm to
of rotation. Because of the normal twist 1,700 rpm.
BLADE ANGLES
79.5° (300)
79.3° (350)
FEATHER
CRUISE 30°–45°
–14° MAXIMUM REVERSE

+13° (300) FLIGHT LOW PITCH STOP
+12° (350)
+1° (300) GROUND LOW PITCH STOP

+2° (350)
–3° GROUND FINE (ZERO THRUST)
0°
Figure 7-30. Propeller Blade Angle Diagram

If an aircraft is in normal cruising flight

with the propeller turning at 1,50 0 rpm
and the pilot trims the aircraft down into
a descent without changing power, the
airspeed increases. This decreases the angle
of attack of the propeller blades and causes
less drag on the propeller. Its rpm begins
to increase.
If the propeller has variable pitch capabil-

7 POWERPLANT
ities and is equipped with a governor set at

1,50 0 rpm, the governor senses this
overspeed condition and increases blade
angle to a higher pitch. The higher pitch
i n c re a s e s t h e b l a d e’s a n g l e o f a tt a c k ,
slowing it back to 1,500 rpm or onspeed.
This propeller control process occurs many
times per second.
Likewise, if the aircraft moves from cruise

to climb airspeeds without a power change,
the propeller rpm tends to decrease. The
governor responds to this underspeed
condition by decreasing blade angle to a
lower pitch (Figure 7-31). Rpm returns to
its original value.
Thus, the governor gives constant speed

c h a ra c t e r i s t i c s t o t h e va r i a b l e p i t c h
propeller. Power changes, as well as airspeed
changes, cause the propeller to momentar-
ily experience overspeed or underspeed
conditions. The governor reacts to maintain
the onspeed condition. Because the actions
of the governor are smooth, the pilot notices
few, if any, of these minor adjustments.
Primary Governor Operation

Figure 7-31. Propeller Pitch Diagram
Th e p ro p e l l e r l e v e r s a d j u s t p r i m a r y
propeller governor settings between 1,450 oil pressure from its normal range to a
rpm and 1,700 rpm. The propeller governor maximum of 375 psi. The greater the oil
can select any constant propeller rpm within pressure sent to the propeller dome, the
the range of 1,450 to 1,700. The propeller lower the propeller pitch and the higher the
governor adjusts propeller rpm by control- propeller rpm. Oil pressure is always trying
ling the oil supply to the propeller hub to maintain a low pitch. The feathering
mechanism (Figure 7-32). springs and counterweights, however, are
trying to send the propeller to feather.
An integral part of the primary propeller
governor is the governor pump. The N p
shaft drives this pump that can raise engine

Propeller control is a balancing act of comparison between the desired reference

opposing forces. speed (as requested by the propeller levers
in the cockpit) and the actual speed the
A transfer gland surrounds the propeller propeller is turning.
shaft. This transfer gland allows the oil to
enter and exit the propeller dome as the These flyweights connect to a free-floating
propeller pitch is adjusted (Figure 7-33). pilot valve. The slower the flyweights are
turning in relation to the desired reference
The primary propeller governor uses a set speed, the lower the position of the pilot
of rotating flyweights geared to the valve. If the propeller and flyweights turn
7 POWERPLANT
propeller shaft. The flyweights provide a faster, the additional centrifugal force
Figure 7-32. Primary Governor
Figure 7-33. Complete Propeller System

m a ke s t h e p i l o t va l v e r i s e i n s i d e t h e Lower oil pressure results in a higher pitch

g o v e r n o r . Th e p i l o t v a l v e p o s i t i o n and a reduction of propeller rpm. The
determines how much oil pressure is sent propeller returns to its original rpm setting.
to the propeller dome (Figure 7-33). The flyweights then slow down; the pilot
valve returns to the middle position to
Propeller Onspeed maintain selected propeller rpm.
If a propeller rpm of 1,500 is selected and
the propeller is actually turning at 1,50 0, Propeller Underspeed
the flyweights are in their center or onspeed If the aircraft enters a climb or if engine
7 POWERPLANT
condition. The pilot valve is in the middle power is decreased without any change in
position (Figure 7-34). This maintains the propeller controls, airspeed decreases.
a constant oil pressure to the propeller The propeller tends to slow down.
dome to create a constant pitch and
constant rpm. The flyweights in the propeller governor
also slow down due to a loss in centrifugal
Propeller Overspeed force. The pilot valve moves lower (Figure
7-36). This allows more oil pressure to the
If the aircraft enters a descent or if engine propeller dome. Higher oil pressure results
power is increased without any change to in a lower pitch. This, in turn, causes an
the propeller levers, there is tendency for increase in propeller rpm.
airspeed to increase and the propeller to
turn faster. As the propeller increases to its original
rpm setting, the flyweights speed up. The
The flyweights, in turn, rotate faster. The pilot valve returns to its middle or
additional centrifugal force makes the pilot onspeed position.
valve rise. Notice that oil can now escape
via the pilot valve (Figure 7-35).
Figure 7-34. Propeller Onspeed Diagram

7 POWERPLANT
Figure 7-35. Propeller Overspeed Diagram
Figure 7-36. Propeller Underspeed Diagram

The flyweights and pilot valve are always oil pressure to the dome. Propeller pitch
making small adjustments so that the then decreases as power and airspeed
propeller rpm is held constant by changing are reduced.
the propeller blade angles.
The cockpit propeller lever adjusts when

NOTE
the onspeed condition occurs. The pilot Momentary periods of underspeed
can select any constant propeller rpm from are not being considered. In this
1,450 to 1,700 rpm, that is used for takeoff. situation, propeller rpm is stabilized
Maximum range power and recommended below selected governor rpm.
7 POWERPLANT
cruise power use 1,500 rpm.
If a failure in the governor control linkage Assuming the propeller is not feathered
occurs, an external spring on top of the or in the process of being feathered when
governor moves the governor adjustment propeller rpm is below the selected
to 1,700 rpm propeller speed. governor rpm, the propeller blade angle is
at the low pitch stop. If the aircraft is on the
If the blade angle could decrease all the ground, it is called the ground low pitch
way to 0° or reverse, the propeller would stop. If the aircraft is in flight, it is called
c re a t e s o m u c h d ra g, a i rc ra f t c o n t ro l the flight low pitch stop.
w o u l d b e d r a m a t i c a l l y r e d u c e d . Th e
propeller, acting as a large disc, would On many aircraft, the low pitch stop is
create excessive drag and blank the simply the low pitch limit of travel
airflow around the wing and tail surfaces. determined by propeller construction. But
with a reversing propeller, the extreme
travel in the low pitch direction is past 0º
To prevent undesirable flight character- into reverse or negative blade angles. The
istics, a mechanism stops the governor low pitch stop then can be moved or reposi-
from selecting blade angles that are too tioned when reversing is desired.
low for safety. This mechanism provides
for an adjustable low pitch stop. A mechanical linkage senses blade angle
and creates the low pitch stop. The linkage
A s t h e g o v e r n o r d e c re a s e s t h e b l a d e closes a valve that stops the flow of oil into
angle, the flight low pitch stop is eventu- the propeller dome. Because oil flow causes
ally reached where blade angle becomes low pitch and reversing, a low pitch stop is
fixed and cannot continue to a lower pitch. created when it is blocked. The low pitch
The governor is, therefore, incapable of stop valve, commonly referred to as the
restoring the onspeed condition. Propeller beta valve, is quite positive in its mechan-
rpm decreases below the selected primary ical operation. Furthermore, the valve is
governor rpm. spring-loaded to cut off the flow of oil and
dump it out of the propeller dome if valve
Low Pitch Stop control is lost because of linkage failure.
In situations such as final approach where The propeller dome is connected by four
power and airspeed are being reduced, the spring-loaded polished rods to the
primary governor cannot maintain the feedback ring behind the propeller (Figure
selected propeller rpm. With the progres- 7-37). A carbon block riding in the feedback
sive reduction of power and airspeed on ring transfers the movement of the latter
final, the propeller and rotating flyweights through the propeller reversing lever to
tend to go to the underspeed condition the beta valve on the governor. The initial
where the pilot valve drops and increases forward motion of the beta valve blocks off

the flow of oil to the propeller. Further means that power lever increments from
motion forward dumps the oil from the IDLE to full forward thrust have no effect
propeller into the reduction gearbox sump. on the position of the beta valve. When the
A mechanical stop limits the forward power lever is moved from IDLE into the
m o t i o n o f t h e b e t a v a l v e. Re a r w a r d GROUND FINE and REVERSE ranges,
movement of the beta valve does not affect it pulls the reverse lever and the beta
normal propeller control. When the valve aft.
propeller is rotating at a speed slower than
that selected, the governor pump provides The blade angle decreases because this
oil pressure to the propeller dome. It also action opens the beta valve to increase oil
7 POWERPLANT
decreases the pitch of the propeller blades pressure to the propeller. As the blade
until forward motion on the feedback ring angle decreases, the distance traveled by
pulls the beta valve into a position that the propeller dome is fed back to the beta
blocks supply of oil to the propeller. This valve through the rods, ring, and reverse
prevents further pitch reduction. lever, which pulls the beta valve forward.
This closes the valve and stops oil flow into
The power lever controls the position of the t h e p r o p e l l e r d o m e. Th e b l a d e a n g l e
low pitch stop. When the power lever is at stabilizes at the selected position.
IDLE or above, the flight low pitch stop is
set at 12°. The ground low pitch stop is set The opposite occurs when the power lever
at 2°. Bringing the power lever aft of IDLE is moved forward to IDLE. The power lever
progressively repositions the low pitch stop pushes the reverse lever and beta valve
to smaller blade angles. The geometry of the fully forward to relieve oil pressure from
power lever linkage through the cam box the propeller dome. This increases blade
IDLE
IDLE
GATE
ON
COUNTERWEIGHT GROUND
FEATHER
CARBON
RETURN +1° OR 2°
BLOCK
SPRINGS RING,
ROD END GROUND
FINE
GROUND
GROUND FINE
FINE GATE
GATE
-3°
FEEDBACK POLISHED
MAXIMUM
RING ROD
LOW-PITCH REVERSE
STOP NUT REVERSE
REVERSE RETURN
SPRING
-14°
Figure 7-37. Low Pitch Stop Diagram

angle. As the blade angle increases, the GROUND FINE Range

distance traveled by the propeller dome is
The region between the ground low pitch
fed back to the beta valve through the rods,
stop and –3° blade angle is the GROUND
ring, and reverse lever. This pushes the
FINE range (Figure 7-38). In this range,
beta valve aft until the port relieving oil
t h e e n g i n e’ s c o m p r e s s o r s p e e d ( N 1 )
pressure closes. The blade angle is now
remains at the value it had when the power
stabilized at the selected position.
lever was at IDLE (62% to 70% based on
condition lever position).
7 POWERPLANT
Figure 7-38. GROUND FINE Range and REVERSE Diagram

To enter the GROUND FINE range, the When a power lever is moved forward,
power lever must be lifted beyond the away from or out of the GROUND FINE
I D L E g a t e a n d m o v e d a f t . Wi t h a f t or REVERSE ranges toward IDLE, it
movement of the power levers in pushes the reverse lever forward. This, in
GROUND FINE, blade angle moves turn, pulls the beta valve fully forward.
progressively from the ground low pitch This opens a port so oil is dumped from the
stop to –3° (GROUND FINE gate). p ro p e l l e r d o m e t o t h e n o s e c a s e. Th e
propeller blade angle then increases until
When a power lever is lifted up and over the rods and ring moving aft with the
the IDLE gate into the GROUND FINE propeller dome have pushed the reverse
7 POWERPLANT
range, it is pulling aft on the top of the lever and the beta valve far enough aft to
reverse lever. As the reverse lever moves cut off the oil.
aft, the beta valve is pushed aft to re-
establish oil flow to the propeller dome. PROP PITCH Annunciators
This moves the propeller blade angle below
The white status L PROP PITCH and R
the ground low pitch stop. As the propeller
PROP PITCH annunciators indicate
blade angle continues below the ground
propeller blade angle has decreased below
low pitch stop, the propeller dome and
the flight low pitch stop. The FAA requires
feedback ring continue forward. They
these ammunciators to alert the pilot any
eventually pull the beta valve forward to
time the propeller pitch changes more than
the oil cutoff position.
8° below the flight low pitch stop without
any direct pilot action. The system uses a
REVERSE Range magnetic proximity sensor to sense the
The region between –3° and –14° blade position of the feedback ring and, thereby,
angle is the REVERSE range. In this range, the position of the propeller dome and
N 1 progressively increases to a maximum blade angle.
value of 87 ±1% while blade angle
decreases. To enter the REVERSE range,
the power lever must be lifted beyond the
GROUND FINE gate and moved aft. With
aft movement of the power levers to
REVERSE, blade angle progressively
decreases from –3° (GROUND FINE gate)
to –14° (maximum reverse).

Low Pitch Stop Operation +2° to the flight low pitch stop of +12º.
W h e n t h e b l a d e a n g l e c h a n g e s, t h e
(Figure 7-39) illustrates the sequence of propeller rpm decreases momentarily
flight idle to ground stop low pitch stop. because of the increased rotational
drag. This helps prevent surging as power
As power levers are advanced above 68 to is added.
70% N 1 , a microswitch on each power lever
breaks the circuit to the respective ground
low pitch stop solenoid. The blade angle
changes from the ground low pitch stop of
7 POWERPLANT
IDLE IDLE IDLE
OIL OIL OIL
12° 12°
2° 2°
FLIGHT IDLE IN TRANSIT GROUND LOW PITCH

STOP
AS AIRCRAFT DECREASES AIR- AS THE AIRCRAFT TOUCHES
SPEED, THE PROPELLER BLADE DOWN, A SQUAT SWITCH ACT- AS THE PROPELLER DOME
ANGLE DECREASES TO MAINTAIN UATED ELECTRICAL SOLENOID MOVES FORWARD, THE BETA
PROPELLER GOVERNOR RPM AS REPOSITIONS THE BETA LEVER VALVE REPOSITIONS THE LOW
THE BLADE ANGLE APPROACHES AFT, MOVING THE BETA VALVE PITCH STOP. OIL IS AGAIN
13°, THE BETA VALVE IS PULLED INTO THE OPEN POSITION. THIS TRAPPED IN THE PROPELLER
INTO THE CUTOFF POSITION, ALLOWS OIL TO FLOW TO THE DOME, EFFECTIVELY CREATING
CREATING A LOW PITCH STOP. PROPELLER DOME. THE GROUND LOW PITCH STOP.
AS THE PROPELLER DOME

FILLS WITH OIL, IT MOVES FOR-
WARD, CARRYING THE BETA
ROD AND LEVER ASSEMBLY,
AND CONSEQUENTIALLY ROTAT-
ING THE PROPELLER BLADES
TO A LOWER ANGLE.
Figure 7-39. Propeller Positioning—Flight Idle to Ground Low Pitch Stop (Sheet 1 of 3)

WARNING CAUTION
Do not lift the power levers at the Attempting to pull the power
IDLE gate in flight. Doing so will levers into the GROUND FINE
energize the ground low pitch stop and REVERSE ranges with the
solenoids and cause the blade propellers in feather will cause
angle, if the primary governor is damage to the reversing linkage of
in an under-speed condition (the the power lever. Also, pulling the
indicated propeller rpm is less power levers into GROUND
7 POWERPLANT
than that selected with the F I N E a n d R E V E RS E o n t h e
propeller control levers), to ground with the engines shut down
decrease from the flight low pitch will damage the reversing system.
stop to the ground low pitch stop.
This will cause excessive drag and
the aircraft will develop a high
sink rate.
GROUND
IDLE GROUND
FINE
OIL OIL OIL
–3° 2° –3°
2°
GROUND LOW PITCH STOP IN TRANSIT GROUND FINE GATE
THE GROUND FINE IS A RANGE IN THIS MOVES THE BETA LEVER AFT THIS ACTION MOVES THE BETA
WHICH OPTIMUM AIRCRAFT CON- AND REPOSITIONS THE BETA VALVE VALVE TO THE CLOSED POSITION,
TROL AND ENGINE PERFORMANCE TO THE OPEN POSITION ALLOWING TRAPPING OIL IN THE PROPELLER
ARE MAINTAINED DURING TAXI. OIL TO FLOW TO THE PROPELLER DOME, EFFECTIVELY CREATING A
ONCE THE AIRCRAFT IS ON THE DOME. AS THE PROPELLER DOME STOP AT ZERO THRUST OR
GROUND, THE PILOT MOVES THE FILLS WITH OIL, IT MOVES FOR- GROUND FINE.
POWER LEVER AFT. WARD, CARRYING THE BETA ROD
AND LEVER ASSEMBLY, FURTHER
ROTATING THE PROPELLER
BLADES TO A LOWER ANGLE.

In flight, do not lift the power levers at the When the propeller is not in feather during
IDLE gate. Doing so energizes the ground normal operation on the ground, maintain
low pitch stop solenoids (Figure 7-40). If the propeller rpm above 1,050 rpm. With the
primary governor is in an underspeed engine idling, operation with the propeller
condition, the blade angle decreases from feathered is permissible because the speed
the flight low pitch stop to the ground low is below the resonance rpm range. Avoid
pitch stop. This causes excessive drag, and sustained operation in feather on the
the aircraft develops a high sink rate. ground, however, because excessive heat
Attempting to pull the power levers into may build up in the nacelle, nose avionics
t h e G R O U N D F I N E a n d R E V E RS E area, and fuselage.
7 POWERPLANT
ranges with the propellers in feather causes

damage to the reversing linkage of the While on the ground, the minimum blade
power lever. Also, pulling the power levers angle is approximately 2° at IDLE.
into GROUND FINE and REVERSE on
the ground with the engines shut down
damages the reversing system.
GROUND
FINE
FULL
REVERSE
OIL OIL OIL
–14° –14°
–3°
–3°
GROUND FINE GATE IN TRANSIT FULL REVERSE
TO ENTER THE REVERSE RANGE AGAIN, THIS MOVES THE BETA LEV- THIS ACTION MOVES THE BETA
FROM GROUND FINE, THE PILOT ER AFT, MOVING THE BETA VALVE VALVE TO THE CLOSED POSI-
MUST LIFT UP ON THE POWER LEVER TO THE OPEN POSITION, ALLOWING TION, TRAPPING OIL IN THE
AND MOVE THE POWER LEVER AFT. OIL TO FLOW TO THE PROPELLER PROPELLER DOME, EFFECTIVE-
DOME, MOVING IT FORWARD. AS LY CREATING A STOP FOR FULL
THE PROPELLER DOME MOVES REVERSE.
FORWARD, IT CARRIES THE BETA
ROD AND LEVER ASSEMBLY, FUR-
THER ROTATING THE PROPELLER
BLADES TO A NEGATIVE ANGLE.

7 POWERPLANT
Figure 7-40. King Air 350 Ground Idle Stop Electrical Circuit
Th e r i g h t l a n d i n g g e a r s a f e t y s w i t c h in turn, pushes the beta valve aft to open.

n o r m a l l y c o n t ro l s t h e l o w p i t c h s t o p. Oil pressure increases to the propeller
During the landing flare at idle power, the dome. The propeller dome moves forward;
propeller blade angle is at the flight low the blade angle decreases.
pitch stop. Upon touchdown the squat
switch causes the propeller blade angle to As the blade angle decreases, the propeller
immediately decrease to the ground low dome pulls the polished rods, feedback
pitch stop. Decreasing to the ground low ring, REVERSE lever, and beta valve
pitch stop occurs because the ground low forward. When the blade angle reaches
pitch stop solenoid is energized after the approximately 2°, the beta valve has been
primary governor is in an underspeed pulled far enough forward to cut off oil
c o n d i t i o n . Th e s o l e n o i d p u l l s a s m a l l pressure to the dome to stabilize the blade
distance aft on the REVERSE lever. This, angle at the ground low pitch stop.

As a backup for the right squat, a switch in OVERSPEED GOVERNOR

the power quadrant ensures the ground
low pitch stop solenoids are activated when The overspeed governor (Figure 7-41)
either or both power levers are lifted at provides protection against excessive
the IDLE gate. The propeller blade angle propeller speed if a primary governor
remains at the ground low pitch stop until malfunctions. Because the PT6 propeller is
the power lever is moved aft of the IDLE driven by a free turbine independent of
gate. The PROP GOV TEST circuit breaker the engine compressor, overspeed can
on the right circuit breaker panel protects occur rapidly, if a primary governor fails.
the electric circuits of the ground low pitch The overspeed governor is on the left side
7 POWERPLANT
stop solenoids. After the solenoids are of the propeller reduction gearbox.
energized, resistors reduce voltage to the
g ro u n d l o w p i t c h s t o p s o l e n o i d f ro m Overspeed Governor Operation
approximately 28 volts to approximately 14
volts. This ensures that excess heat does The overspeed governor is set at approxi-
not build up on the solenoids. mately 1,768 rpm. Its operation is very
similar to that of the primary governor
with two major differences:
Propeller Resonance
To avoid propeller resonance, maintain the • Pilot cannot select a particular speed
propeller rpm above 1,050 or below 40 0 except when the overspeed governor
during ground operations. The most severe is tested
resonance is in the range of 850 to 900 rpm. • Overspeed governor only reduces oil
It is especially severe with a quartering pressure to the propeller dome. Only
tail wind. Sustained operation in this rpm the primary governor can increase
zone exposes the propeller to increased oil pressure.
resonance and stress.
Figure 7-41. Overspeed Governor Diagram

If a propeller overspeeds up to the value When the power lever is in the GROUND
of the overspeed governor, it is safe to FINE or REVERSE range, the value FTG
assume the blade angle is too low for the attempts to limit propeller rpm to approx-
amount of power applied to the propeller. imately 95% of selected propeller rpm.
It is also assumed that the reason for the This ensures that the primary governor
low blade angle is too much oil pressure in remains in an underspeed condition while
the propeller dome. If a propeller speed in the REVERSE range on the ground.
reaches approximately 1,768 rpm, the
overspeed governor’s flyweights rotate fast
enough to overcome the preset speeder POWER LEVERS
7 POWERPLANT
spring tension. The flyweights move out The power levers (Figure 7-42) are on the
and, in turn, pull the overspeed governor power lever quadrant (first two levers
pilot valve up. This allows oil pressure to on the left side) on the center pedestal.
be dumped from the propeller dome back They are mechanically interconnected
to the case to increase propeller blade angle through a cam box to the fuel control unit,
and slow the propeller down. reverse lever, beta valve, and the fuel
topping governor.
From a pilot’s point of view, a propeller
tachometer stabilized at approximately
1,768 indicates failure of the primary
governor and proper operation of the
overspeed governor.
Pre-Takeoff Check
For pre-takeoff check purposes, the set
point of this governor can be rescheduled
down to approximately 1,565 rpm with the
GOV test switch on the pilot left subpanel.
FUEL TOPPING GOVERNOR

Figure 7-42. Power Levers
The primary propeller governor contains
a fuel topping governor (FTG) that helps
protect against propeller overspeeding if
the primary or overspeed governors have Th e p o w e r l e v e r q u a d r a n t p e r m i t s
no effect on blade angle (e.g., a frozen movement of the power lever in the
propeller hub assembly). forward thrust range from IDLE to
maximum thrust and in the GROUND
FINE or REVERSE range from IDLE to
The FTG attempts to limit propeller speed
maximum reverse. Gates in the power lever
by limiting the amount of fuel flowing to
quadrant at the IDLE and GROUND
the fuel nozzles. It reduces the P 3 air
FINE positions prevent inadvertent
p re s s u re i n t h e F C U. Th i s u l t i m a t e l y
movement of the lever into the GROUND
reduces the power applied to the propeller
FINE or REVERSE range.
shaft and, hopefully, limits propeller rpm.
The pilot must lift the power levers up and
When the power lever is in the forward over these gates to select the GROUND
thrust range, the value at which the FTG FINE or REVERSE range.
attempts to limits propeller rpm is approx-
imately 106% of selected propeller rpm.

The function of the power levers in the

forward thrust range is to select a gas
generator rpm through the FCU. The FCU
thens set a fuel flow that produces and
maintains the selected N 1 rpm.
In the GROUND FINE range, the power

lever is used to: (1) select a propeller blade
angle proportionate to the aft travel of the
lever, thus reducing residual propeller
7 POWERPLANT
t h r u s t , a n d ( 2 ) re s e t t h e f u e l t o p p i n g
governor from its normal 106 percent to
approximately 95 % of selected propeller
rpm. N1 rpm is not affected in the
GROUND FINE range.
In the REVERSE range, the power lever

functions to (1) select a propeller blade
angle proportionate to the aft travel of the
lever, (2) select an N 1 that sustains the
selected reverse power, and (3) reset the
fuel topping governor from its normal 106
percent to approximately 95 percent of Figure 7-43. Propeller Control Levers
selected propeller rpm.
moving the propeller levers to select the
Therefore, propeller rpm in the GROUND desired rpm as indicated on the propeller
FINE or REVERSE range is a function of t a c h o m e t e r . Th e s e t a c h o m e t e r s r e a d
N 1 and power lever position. It may be directly in revolutions per minute.
limited by the FTG acting through the FCU
t o l i m i t f u e l f l o w a n d , c o n s e q u e n t l y, A detent at the low rpm position has red
propeller rpm in relation to power lever and white stripes across the lever slot to
position. prevent inadvertent movement of the
propeller lever into the FEATHER detent.
PROPELLER CONTROL
LEVERS PROPELLER FEATHERING
Propeller rpm within the primary governor Move the propeller lever full aft into the
range of 1,450 to 1,700 rpm is set by the feather detent to feather the propeller.
position of the propeller control levers This action opens the feathering dump
(Figure 7-43). valve. All oil pressure quickly drains from
the propeller dome; the propeller feathers.
These levers, one for each engine, are
between the power levers and the fuel In this type of turbine engine, the propeller
cutoff levers on the center pedestal. The full shaft and N 1 shaft are not connected. Thus,
forward position sets the primary governor the propeller can be feathered with the
at 1,700 rpm. In the full aft position forward engine at idle power without damaging the
of the feathering detent, the primary engine or gearbox.
governor is set at 1,450 rpm. Intermediate
propeller rpm positions can be selected by

If the engine is shut down in cruise flight A n AU T O F E AT H E R s w i t c h o n t h e

without the autofeather system armed, the subpanel controls the system. When the
propeller stays onspeed and in sync unless switch is in the ARM position (Figure 7-44),
it is manually feathered or all oil pressure the completion of the arming phase occurs
is lost. when both power levers are advanced
above 88% N 1 and both torque indications
At the feather position, the propeller lever are above 17%. At this point, both the right
positions the feathering dump valve to and left green AUTOFEATHER annunci-
dump oil pressure from the propeller dome. ators indicate a fully armed system.
This allows the counterweights and springs
7 POWERPLANT
to position the propeller blades at the When the switch is in the ARM position, the
feather position. system is inoperative as long as either power
lever is retarded below 88% N 1 position.
Autofeather System Autofeather Operation
The automatic feathering system provides Autofeather is required to be operable for
a means of immediately dumping oil from all flights and armed for takeoff, climb, and
t h e p ro p e l l e r d o m e. Th i s e n a b l e s t h e a p p ro a c h . Wi t h t h e AU TO F E AT HER
feathering spring and counterweights to switch in the ARM position and starting
feather the propeller blades if an engine with both power levers above 88% N 1 as
fails. well as both torque indications above 17%,
the feathering springs and counterweights
Figure 7-44. Autofeather Diagram—Armed

move the propeller blades for a particular • Power levers do not have to be above
engine toward feather. This occurs after 88% N 1. However, both torque indica-
the following occur: tions must start from above 17%,
preferably 22%, because the TEST
• Torque manifold oil pressure for that position on the switch bypasses both
engine dropped below the power lever switches.
t o r q u e m e t e r v a l u e o f 17 % . Th i s
disarms the opposite engine • When an engine failure is simulated
autofeather electrical circuit as with a power lever (Figure 7-46), the
evidenced by its AUTOFEATHER associated annunciator flashes off and
7 POWERPLANT
annunciator extinguishing. on when the power lever is pulled to

IDLE because there is still idle power.
• Torque continues to drop below 10%.
Th i s f e a t h e r s i t s p ro p e l l e r a n d i s
evidenced by the extinguishing of its Autofeather SystemTest
AUTOFEATHER annunciator. Th e s y s t e m m a y b e t e s t e d a s f o l l o w s
(Figure 7-47):
If the torque for the last operating engine
drops below 17% or either power lever is 1. Power Levers—Approximately 22%
retarded below 88% N 1 , the autofeather torque; 22% torque is a power setting
system is completely disarmed. sufficient to simulate normal
operation of both engines.
When the AUTOFEATHER switch is in 2. AUTOFEATHER Switch—Hold to
the TEST position (Figure 7-45), it works TEST. This action completes a circuit
the same as above except: bypassing the 88% autofeather arming
switches inside the pedestal to allow
Figure 7-45. Autofeather Diagram—Test

7 POWERPLANT
Figure 7-46. Autofeather Diagram—Left Engine Failure Armed
Figure 7-47. Autofeather Test Diagram (Right Engine)—Low Power and Feathering

the test at power settings below the Then, with the condition levers in LOW
normal operating range. Both yellow IDLE, propeller feathering (manual, as
c a u t i o n AU T O F E AT H E R O F F compared to AUTOFEATHER) is checked.
annunciators illuminate when switch
moved to TEST. In this free-turbine engine, the propeller
may be allowed to completely feather with
3. Power Levers—Simulate engine-out the compressor operating at LOW IDLE
situations by retarding each engine with no engine damage sustained.
power lever individually. At approxi- Operation on the ground and in feather for
mately 17 % t o r q u e, the extended periods of time may overheat the
7 POWERPLANT
AUTOFEATHER OFF annunciator fuselage and possibly damage nose-

extinguishes for the engine not being mounted avionics because hot exhaust gases
re t a rd e d . Th i s c h e c k v e r i f i e s t h e are not being blown aft by the propeller’s
autofeather system disarms itself on air blast.
the operative engine.
Green AFX annunciators display in the
Continuing to retard power lever ITT torque indicator for each engine on
results in initiation of the feathering the MFD. Illumination of this annuncia-
action at approximately 10% torque. tion indicates the respective system is armed
At this time the propeller on the and that the power lever is advanced above
simulated inoperative engine tries to 90% N 1 .
feather indicated by a blinking
annunciator light and fluctuating
torque. The AUTOFEATHER OFF
annunciators cycle on and off with
each fluctuation of torque as the
propeller moves in and out of feather.
4. Power Levers—Retard both to IDLE.

Upon completion of Step 3 for each
power lever, check that with both
levers retarded while holding the
AUTO-FEATHER switch to TEST
neither propeller feathers. The loss of
both AUTOFEATHER OFF annunci-
ators verifies this disarming of both
systems due to the intentional
reduction of power. Upon completion
of this test, arm the system for takeoff.

SYNCHROPHASER The synchrophaser system is an electronic

system certified for use during all flight
The propeller synchrophaser (Figure 7-48) operations including takeoff and landing.
automatically matches the rpm of the two
propellers. It also maintains the blades of The synchrophaser has a limited range of
one propeller at a predetermined relative authority in relation to the primary
position to the blades of the other governor setting. The maximum increase
propeller. It is not a designated master- possible is approximately 20 rpm. In no
slave system because it functions to match case does the rpm fall below that selected
the rpm of the slower propeller to the faster by the propeller control lever. Normal
7 POWERPLANT
propeller and establish a blade phase governor operation is unchanged; the
relationship between them. Its actions synchrophaser simply monitors propeller
reduce propeller beat from unsynchronized rpm continuously and resets either
propellers to minimize cabin noise. governor as required.
RH PROP
LH PROP
LH PRIMARY RH PRIMARY
GOVERNOR GOVERNOR
RPM AND PHASE CONTROL RPM AND PHASE

BOX
ON PROP SYNC
5A
OFF
Figure 7-48. Propeller Synchrophaser System

Components If the synchrophaser is on but does not

adjust the propeller rpms to match, the
A magnetic pickup adjacent to each system has reached the end of its range.
propeller spinner bulkhead senses Increase the setting of the slow propeller
propeller rpm and position. This magnetic or reduce the setting of the fast propeller
pickup transmits electrical pulses once per to bring the speeds within the limited
revolution to a control box forward of synchrophaser range. If preferred, turn the
the pedestal. synchrophaser switch off, resynchronize
manually, and turn the synchrophaser on.
The control box converts any pulse rate
7 POWERPLANT
differences into correction commands that In the synchrophaser off position, the
w h e n t r a n s m i t t e d t o c o i l s, c l o s e t h e governors operate at the manual speed
flyweights of each primary governor. By settings selected by the pilot.
varying coil voltage, the governor speed
settings are biased until the propeller rpms
exactly match.
A PROP SYNC pushbutton above and to

the left of the LDG GEAR CONTROL
turns the system on. When depressed, the
green ON legend illuminates.
Synchrophaser Operation
To operate the synchrophaser system,
synchronize the propellers manually or
establish a maximum of 20 rpm difference
between the propellers.
First turn the synchrophaser on. The system

may be on at all times unless a malfunction
is indicated. To change rpm with the system
on, adjust both propeller controls at the
same time.

QUESTIONS
1. The minimum N 1 required to select 5. I g n i t i o n o p e ra t i o n o c c u r s d u r i n g
LOW IDLE on the condition lever engine start and during operations of
during engine start is: _____________ or less when engine auto
A. 10%. ignition is ____________.
B. 12% A. 17% torque; armed or off
C. 14%. B. 17% torque; armed
7 POWERPLANT
D. 16%. C. 70% N 1 ; armed or off
D. 70% N 1 ; armed
2. Overfilling the oil may cause:
A. Discharge until a satisfactory level 6. The minimum oil temperature limit
is reached. allowed for engine start is _____°C.
B. Discharge until an unsatisfactory A. –40
level is reached. B. –30
C. Inconsistent propeller operation. C. –27
D. Inconsistent propeller operation D. 0
in reverse and ground fine
operation. 7. The maximum allowed continuous ITT
for takeoff is _______°C.
3. If the compressor bleed valve fails to A. 750
close as static take-off power is set,
B. 820
t o r q u e w i l l i n d i c a t e ________ t h a n
normal and ITT will indicate _______ C. 850
than normal. D. 1000
A. Lower; lower
8. The minimum allowed oil pressure for
B. Higher; higher
idle is _______ PSI.
C. Higher; lower
A. 60
D. Lower; higher
B. 70
4. The shaft horse power rating of 1,050 C. 80
is a direct function of: D. 100
A. Torque only.
9. Oil temperatures between 99°C and
B. Propeller RPM only.
110°C are limited to _______ minutes.
C. Torque and Propeller RPM.
A. Two
D. Torque, RPM and exhaust thrust.
B. Four
C. Eight
D. Ten

10. The maximum gas generator N 1 RPM 14. The propeller governor is scheduled to
limit for takeoff is: control RPM between _______ RPM.
A. 100. A. 1050–1450
B. 104. B. 1250–1450
C. 106. C. 1450–1700
D. 168. D. 1050–1700
11. The first immediate action item for an 15. The autofeather system will feather
ENGINE FIRE OR FAILURE IN the inoperative engine’s propeller
7 POWERPLANT
FLIGHT is affected engine: when the opposite engine torque drops

A. Prop Lever ...................FEATHER. below:
B. Condition Lever ....................FUEL A. 89% N 1 .
CUTOFF. B. 69% N 1 .
C. Generator ..................................OFF. C. 17% torque.
D. Starter Switch ..STARTER ONLY. D. 10% torque.
12. The immediate action items for and 16. Th e f u e l t o p p i n g g o v e r n o r l i m i t s

E N G I N E FA I L U R E D U R I N G propeller RPM in flight to _______
TAKEOFF (AT OR BELOW V 1 ) – percent of selected RPM.
TAKEOFF ABORTED are: A. 96
A. Power Levers ....GROUND FINE. B. 100
B. Brakes .........................MAXIMUM. C. 104
C. Power Levers ....GROUND FINE, D. 106
Brakes .........................MAXIMUM,
ATC ....................................NOTIFY. 17. Th e o v e r s p e e d g o v e r n o r l i m i t s
D. Power Levers ....GROUND FINE, propeller RPM to a maximum of:
Brakes .........................MAXIMUM.
A. 1700.
B. 1768.
13. In order to select ground fine after
landing, the pilot: C. 1800.
D. 1876.
A. Lifts the power lever and moves
them aft to the first gate.
18. The maximum allowed continuous
B. Leaves the power lever at flight
RPM for takeoff is _______ RPM.
idle position and ground fine is
automatically engaged. A. 1500
C. Lifts the propeller levers over the B. 1600
low RPM gate. C. 1700
D. Engages the ground fine switch on D. 1768
control yoke.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ............................................................................................................... 8-1
GENERAL ........................................................................................................................... 8-1
FIRE DETECTION ........................................................................................................... 8-2
Components ................................................................................................................... 8-2
Operation ....................................................................................................................... 8-3
FIRE EXTINGUISHING................................................................................................... 8-5
8 FIRE PROTECTION
Components ................................................................................................................... 8-5
Operation ....................................................................................................................... 8-6
Portable Extinguishers.................................................................................................. 8-7
QUESTIONS ........................................................................................................................ 8-9

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection System ............................................................................ 8-2
8-2 ENGINE FIRE Annunciators ........................................................................... 8-3
8-3 Engine Fire Detection System Simplified Schematic ....................................... 8-4
8-4 Fire-Extinguishing System ................................................................................... 8-5
8-5 EXTINGUISHER Annunciators ...................................................................... 8-6
8-6 Portable Fire-Extinguishers ................................................................................. 8-7
8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
Fire detection and fire-extinguishing systems provide fire protection in both engine
compartments. Detection is automatic, but the crew must manually activate the
extinguishing system.
GENERAL
Th e K i n g A i r 3 5 0 h a s a n e n g i n e f i r e The extinguishing system consists of a
detection system that automatically alerts cylinder with extingushant for the engine
the crew if an engine fire or overtempera- exhaust area and the engine accessory area.
ture situation occurs.
For a fire in the cabin or cockpit, two
portable fire extinguishers are available.

FIRE DETECTION The cable consists of a hermetically sealed,

corrosion-resistant, stainless-steel outer
tube filled with an inert gas. The inner
An engine fire detection system provides hydride core is filled with an active gas.
an immediate visual warning if a fire occurs
in either engine compartment.
NOTE
COMPONENTS The fire sensor cable section in
the plenum chamber area is two
Sensing Cable feet long and is not a fire or
overheat zone. Activation temper-
The main element of the system is a temperature in this zone is approximately
ature sensor cable that loops continuously 90 0°F.
around the engine and terminates in the
responder unit (Figure 8-1).
8 FIRE PROTECTION
Figure 8-1. Engine Fire Detection System

Responder Unit L or R ENGINE FIRE) annunciator

triggers the MASTER WARNING flasher.
Th e r e s p o n d e r u n i t i s i n t h e e n g i n e
accessory area approximately at the 10 The lower lens (L or R FW VALVE PUSH)
o’clock position. The responder contains indicates position of the firewall fuel valve.
two sets of contacts. When the battery switch is on, this annunci-
ator can indicate three situations.
The integrity switch contacts are for the
continuity test functions of the fire • Annunciator extinguished—Firewall
d e t e c t i o n c i rc u i t r y. Th e a l a r m s w i t c h fuel valve open
contacts complete the circuit to activate
the fire warning system. • Annunciator illuminated—Firewall
fuel valve closed
Detection Pushbuttons • Annunciator flashing—Firewall valve
position does not agree with firewall
The fire lights are on the glareshield just fuel valve switch position
below the warning annunciator panel.
These guarded pushbuttons have split
lenses (Figure 8-2). OPERATION
For fire detection/protection purposes,
critical areas around the engine have been
8 FIRE PROTECTION
divided into three zones;
• Zone 1—The accessory compartment

• Zone 2—The plenum chamber area
• Zone 3—The engine exhaust area
The fire detector is preset at the factory to
activate the alarm when any of the follow-
ing conditions occur:
• Any one-foot section of tube heated

to 80 0°F
• Average temperature of entire tube
reaches 360°F
Figure 8-2. ENGINE FIRE Annunciators
• Temperature in accessory compart-
ment reaches 545°F
They serve the dual function of monitoring • Temperature in hot section compart-
the firewall fuel valve position and provid- ment reaches 540°F
ing a visual warning of an overtempera-
ture condition in either engine area.
The red top lens (L or R ENGINE FIRE

illuminates when the fire detector tube
senses an overtemperature condition. The

If a fire or overtemperature occurs, the of the fire detection system. The switches
temperature around the sensor tube have three positions: DET–OFF–EXT.
increases. The gases within the tube begin
to expand. When pressure from the expand- When either switch is placed in the DET
ing gases reach a factory preset point, the position, electrical current flows from a 5-
contacts of the responder alarm switch amp RIGHT or LEFT FIRE DET circuit
close (Figure 8-3). breaker on the right CB panel. The current
then flows through the engine fire detector
S i g n a l s f ro m e a c h re s p o n d e r u n i t a re circuitry to activate the red L or R ENG
transmitted to a printed circuit board FIRE light. The MASTER WARNING
forward of the main spar underneath the annunciators also flash.
center aisle floor. From the printed circuit
board, the signal is routed to illuminate In addition, a red annunciation of FIRE is
the appropriate red L or R ENGINE FIRE visible on the MFD in the ITT/TORQUE
annunciator (Figure 8-3). indicator for the appropriate engine.
The MASTER WARNING annunciators If either annunciator fails to illuminate

flash. A red annunciation of FIRE appears during the test for that side, a malfunction
on the MFD in the appropriate engine’s w i t h t h e s e n s o r t u b e, re s p o n d e r u n i t ,
TORQUE indicator. annunciator, or electrical portion of the
system is indicated. The malfunction must
8 FIRE PROTECTION
Fire Detection System Test be corrected prior to flight.

Two ENG FIRE TEST toggle switches on
the copilot left subpanel test the integrity
Figure 8-3. Engine Fire Detection System Simplified Schematic

The gases within the tubes form a pressure Extinguishing Cylinder

barrier to keep the contacts of the respon-
der integrity switch closed for the test. A fire extinguisher supply container is
mounted on brackets aft of the main spar
in each wheel well of each main landing
FIRE EXTINGUISHING gear (Figure 8-4). Each cylinder is charged
with 2.50 pounds of bromotrifluo-
The aircraft contains a fire extinguishing romethane (CBrF3) pressurized to 450 to
system and two portable fire extinguishers. 475 psi at 72°F.
COMPONENTS The line from the container runs along the

side of the nacelle and branches into eight
spray tubes strategically located about the
engine to diffuse the extinguishing agent.
8 FIRE PROTECTION
Figure 8-4. Fire-Extinguishing System

Four of the nozzles discharge into the OPERATION

e n g i n e e x h a u s t a r e a . Th e o t h e r f o u r
discharge into the accessory area. Once Illumination of either of ENG FIRE
activated, the entire supply of extinguish- annunciators and a red annunciation of
ing agent is discharged for that side. F I R E i n t h e I T T / TO R QU E i n d i c a t o r
indicate a fire or overheat condition in that
Th e c y l i n d e r a l s o h a s a p y r o t e c h n i c particular engine.
cartridge that discharges the extinguishant.
Lifting the plastic guard of the ENG FIRE
Extinguisher Pushbuttons switch and depressing the lens illuminates
t h e F W VA LV E P U S H l e n s a n d t h e
The EXTINGUISHER pushbuttons on the EXTIN-GUISHER PUSH annunciator.
glareshield activate the system (Figure
8-5). This guarded pushbutton is safetied. Illumination of the CLOSED annunciator
indicates the firewall valve for that side is
now closed. The extinguisher for that side
is armed.
To discharge the extinguisher, raise the

guard of the EXTINGUISHER PUSH
annunciator and depress the switch. This
8 FIRE PROTECTION
completely discharges the appropriate fire

e x t i n g u i s h e r c y l i n d e r . Th e a m b e r
DISCHARGED annunciator illuminates.
The DISCHARGED annunciator remains

illuminated regardless of battery switch
p o s i t i o n u n t i l t h e e x p e n d e d cy l i n d e r
is replaced.
Figure 8-5. EXTINGUISHER Annunciators

Fire Extinguisher System Test
The ENG FIRE TEST toggle switches on
the copilot left subpanel also test the
A 5-amp RIGHT or LEFT ENG FIRE EXT functions of the fire extinguishing system.
circuit breaker on the FUEL SYSTEM CB
panel powers the appropriate switch. The When either switch is placed in the EXT
push-to-activate pushbuttons have two position, a circuit completes from the 5-
indicator lights: red EXTINGUISHER amp circuit breaker on the battery bus
PUSH and amber DISCHARGED. through the following:
The red EXTINGUISHER PUSH portion • EXT test switch
indicates an electrical circuit from the FW
VA LV E C LO S E D p u s h b u t t o n i n t h e • EXTINGUISHER PUSH annunciator
detection system to the extinguishing • Cartridge on the container
system is complete.
• Ground
The DISCHARGED portion indicates the
pyrotechnic cartridge in the container has
been discharged.

Illumination of the EXTINGUISHER The bottles have hand-operated actuating

PUSH annunciator indicates the cartridge valves. The portable extinguishers may be
circuit is in good order. The test also checks recharged at locally approved fire
the cartridge sensor for that side. The equipment service shops.
DISCHARGED annunciator should also
illuminate to indicate the sensor is in Halon 1211 or bromochlorodifluo-
good order. romethane is in a liquefied gas state while
contained under pressure in the fire
Failure of either annunciator to illuminate extinguisher. Upon release, the liquid
on a particular side indicates a malfunction quickly turns to a vapor that dissipates into
of the engine fire extinguisher system. The the air and leaves no residue to clean up.
malfunction must be corrected prior As it changes from liquid to vapor, a rapid
to flight. temperature drop to below freezing occurs.
Do not direct the discharge at exposed skin

PORTABLE EXTINGUISHERS or eyes. When used on fires of intense heat,
Two portable fire extinguishers are in the decomposition of the Halon 1211 vapor
aircraft. One extinguisher is in the aft cabin may be accompanied by a sharp acrid odor.
on the lower side of the door frame. The This odor warns the operator of excessive
other extinguisher is in the cockpit on the exposure to the products of combustion
bottom of the co-pilot seat (Figure 8-6). and to take evasive action.
8 FIRE PROTECTION
Both extinguishers are mounted on red WARNING
quick-release brackets.
Liquefied Halon 1211 can cause
The portable extinguishers contain two f r o s t b i t e. Av o i d c o n t a c t w i t h
pounds of 1211 extinguishing agent and exposed skin or eyes. High concen-
10 0 psi of nitrogen for pressurization. t ra t i o n s c a n p ro d u c e t o x i c b y
Halon 1211 is a chemical agent effective products when applied to fire.
against combustible fires (Class A), Av o i d i n h a l a t i o n o f t h e b y -
f l a m m a b l e l i q u i d f i re s ( C l a s s B ) , a n d products by evacuating and
electrical fires (Class C). The smaller size ventilating the area. Do not use in
extinguishers do not contain enough agent confined space with less than 311
to qualify for a Class A rating. cubic feet per extinguisher.
Figure 8-6. Portable Fire-Extinguishers

8 FIRE PROTECTION

QUESTIONS
1, Engine fire detection and extinguish-
ing is available when the battery bus
switch is selected to _________ and the
battery switch to __________.
A. EMERG OFF; OFF
B. EMERG OFF; ON
C. NORM; OFF
D. NORM; ON
2. Engine fire extinguishing is available

for the engine:
A. Compartment.
B. Compartment and wheel well.
C. Compartment and wing locker (if
installed).
D. Compartment, wheel well, and wing
8 FIRE PROTECTION
locker (if installed).
3. With the hot battery bus powered, an

engine fire extinguisher may be
discharged:
A. Anytime by depressing the fire
extinguisher discharge switch.
B. After arming the switch by depress-
ing either firewall fuel valve shutoff
switch.
C. After arming the on-side switch
and closing the firewall fuel valve.
D. A f t e r d e p r e s s i n g t h e o n - s i d e
firewall fuel valve switch.
4. Th e f i r s t i m m e d i a t e a c t i o n f o r
E N V I R O N M E N TA L SYS T E M
SMOKE OR FUMES is:
A. Oxygen Mask(s) ......................DON
B. Land ................................NEAREST
SUITABLE AIRPORT
C. Passenger Manual
Drop Out .........................PULL ON
D. Descend ...............AS REQUIRED

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ............................................................................................................... 9-1
GENERAL ........................................................................................................................... 9-1
Controls and Indications .............................................................................................. 9-2
OPERATION ....................................................................................................................... 9-3
Pneumatic....................................................................................................................... 9-3
Vacuum ........................................................................................................................... 9-5
SYSTEM USERS.................................................................................................................. 9-5
Engine Bleed-Air Warning System............................................................................. 9-5
Cabin Windows/Cockpit Side Window Defogging ................................................... 9-7
Hydraulic Fill Can Pressure ......................................................................................... 9-7
QUESTIONS ........................................................................................................................ 9-9
9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1 BLEED AIR VALVE Switches .......................................................................... 9-2
9-2 Pneumatic Pressure Gages ................................................................................... 9-3
9-3 Pneumatic System Diagram ................................................................................. 9-4
9-4 Bleed-Air Warning System Diagram .................................................................. 9-5
9-5 Bleed-Air Warning Plastic Tubing ...................................................................... 9-6
9-6 L/R BLEED FAIL Annunciator......................................................................... 9-6
9-7 Cabin Windows/Cockpit Side Windows Defogging.......................................... 9-7
9 PNEUMATICS

CHAPTER 9
PNEUMATICS
INTRODUCTION
9 PNEUMATICS
The aircraft pneumatic and vacuum systems accomplish many small but important
tasks. This chapter presents a description of those tasks along with bleed air
sources, indications, and normal and abnormal operations.
GENERAL
High-pressure P 3 bleed air from each The pneumatic system supports the following:
engine compressor is routed through the
normally-open, firewall-mounted shutoff • Flight hour meter
valves into the fuselage. The bleed air then • Brake deice (see Chapter 10)
is regulated to 18 psi to supply pressure for
the pneumatic system and provide a • Bleed air warning
vacuum source. Vacuum is derived from a • Window defogging
bleed air ejector.
• Hydraulic fill can pressure

In addition, pneumatic pressure creates a pressurization and environmental functions

vacuum source for the air-driven gyros, (refer to Chapters 11 and 12 for details).
pressurization control, and deflation of the
deice boots. When the switches are in the OPEN
position, both environmental flow control
One engine normally can supply valves and pneumatic instrument air valves
sufficient bleed air for all pneumatic and are open. When the switches are in the
vacuum systems. During single-engine ENVIR OFF position, the environmental
operation, a check valve in the bleed air line flow control valves close while the
from each engine prevents pressure loss pneumatic instrument air valves remain
back through the supply line on the open. In the PNEU & ENVIR OFF
inoperative engine. position, all valves are closed.
CONTROLS AND INDICATIONS Gages

Switches A pneumatic pressure gage on the copilot
r i g h t s u b p a n e l i n d i c a t e s a i r p re s s u re
Two BLEED AIR VALVE switches (Figure available to the pneumatic manifold in
9-1) control bleed air entering the cabin for pounds per square inch (Figure 9-2).
9 PNEUMATICS
Figure 9-1. BLEED AIR VALVE Switches

To the left of the pressure gage is a suction temperature of approximately 70 0°F. By

gage calibrated in inches of mercury that the time it reaches the tee in the fuselage,
indicates instrument vacuum. heat transfer in the pneumatic plumbing
cools the airflow to approximately 70°
Below these two is the hour meter. above ambient temperature.
This regulated pneumatic air (Figure 9-3):

OPERATION
• Supplies pressure to inflate the
PNEUMATIC surface deicers
P 3 bleed air at 90 to 120 psi pressure from • Operates the flight hour meter and
both engines flows through pneumatic lines bleed air failure warning system
to a tee junction in the fuselage. Check • Provides pressure to the hydraulic
valves prevent reverse flow during single- system
engine operation.
• Provides flow for vacuum ejector
Downstream from the tee, the P 3 air passes Ordinarily, the pneumatic system pressure
through an 18 psi regulator. The regulator regulator under the right seat deck immedi-
has a relief valve set to operate at 21 psi in ately forward of the main spar provides 18
case of failure. ± 1 psi with the engine running at 70% to
80% N 1 . The pneumatic pressure gage
Bleed air extracted from the fourth stage allows the crew to monitor system pressure.
of the engine compressor is at a maximum
9 PNEUMATICS
Figure 9-2. Pneumatic Pressure Gages

LEGEND
TO PNEUMATIC HIGH PRESSURE BLEED AIR
PRESSURE GAGE
REGULATED BLEED AIR
(IN COCKPIT)
VACUUM
FLIGHT
HOURS
GAGE
DEICE TO
PRESSURE DISTRIBUTOR DEICE
RIGHT VALVE BOOTS
SWITCH
SQUAT
SWITCH
LANDING GEAR
EXHAUST
HYDRAULIC
OVERBOARD
FILL CAN
EJECTOR
VACUUM
LEFT REGULATOR
SQUAT
GYRO
SWITCH
AIRSTAIR INSTRUMENTS
DOOR SEAL (PRIOR TO
LINE PROLINE 21)
CLOSED ON PRESSURATION
GROUND CONTROLLER, TO GYRO
(NO) OUTFLOW AND SUCTION
SAFETY VALVES (IN COCKPIT)
LEFT BLEED-AIR WARNING SYSTEM RIGHT BLEED-AIR WARNING SYSTEM
18 PSI
PRESSURE
REGULATOR
CABIN AND WINDOW

9 PNEUMATICS
COCKPIT DEFOGGING
SIDE WINDOWS REGULATOR
LEFT RIGHT
P3 AIR P3 AIR
CHECK VALVE CHECK VALVE
PNEUMATIC PNEUMATIC
AIR VALVE AIR VALVE
(NO) (NO)
LEFT BRAKE RIGHT BRAKE

DEICE DEICE
VALVE VALVE
(NC) (NC)
Figure 9-3. Pneumatic System Diagram

VACUUM The vacuum line for the instruments is

routed through a regulator that maintains
Vacuum is obtained from pneumatic air sufficient vacuum for proper operation of
passing through the vacuum ejector. the instruments.
The ejector is a pressure line that constricts Th e v a c u u m r e g u l a t o r i s i n t h e n o s e
to form a venturi. At the apex or point of compartment on the left side of the pressure
lowest pressure, the vacuum line is attached. b u l k h e a d . A f o a m f i l t e r f o r t h e va l v e
As P 3 air passes through the ejector, it provides a filtered and sheltered air source
draws air from the attached vacuum line to for the air-driven gyros.
create suction for the vacuum system.
The ejector is capable of supplying from 15 SYSTEM USERS

inches of mercury (in. Hg) vacuum at sea
level to 6 in. Hg vacuum at 31,000 feet. ENGINE BLEED-AIR WARNING
Th e v a c u u m s y s t e m s u p p l i e s v a c u u m SYSTEM
regulated 4.3 to 5.9 in. Hg for the deice Th e e n g i n e b l e e d - a i r w a r n i n g s y s t e m
boots, air-driven gyro instruments, and visually warns the crew of a rupture in
pressurization control system. the bleed air lines. This allows the crew to
shut off the affected bleed air valves before
Even with one engine running at 70% heat from the escaping air damages the
to 80% N 1, the vacuum gage normally reads skin and structure adjacent to the break
approximately 5.9(+0,-0.2) in. Hg at (Figure 9-4).
sea level.
PLUGS
ENGINE P3
BLEED-AIR
CONNECTOR
PRESSURE ENGINE P3
SWITCHES ENVIRONMENTAL BLEED-AIR
AMBIENT BLEED-AIR CONNECTOR
AIR ENVIRONMENTAL SHUTOFF VALVE
BLEED-AIR AMBIENT AIR
SHUTOFF VALVE
9 PNEUMATICS
PNEUMATIC ENGINE ENGINE PNEUMATIC
BLEED-AIR FIREWALL FIREWALL BLEED-AIR
SHUTOFF SHUTOFF
VALVE PLUGS PLUGS VALVE
WHEEL
WHEEL WELL
WELL
BLEED-AIR WARNING LINES
ENVIRONMENTAL BLEED-AIR LINES 18 PSI PRESSURE REGULATOR
PNEUMATIC BLEED-AIR LINES
Figure 9-4. Bleed-Air Warning System Diagram

EVA Tubes
Ethylene vinyl acetate (EVA) tubes are in
c l o s e p ro x i m i t y t o t h e b l e e d a i r l i n e s
(environmental and pneumatic) leading
from the engines to the cabin. Pneumatic air
at 18 psi tapped off from the pneumatic
manifold pressurizes these tubes.
Pressure Switches
The system has two pressure switches, one Figure 9-6. L/R BLEED FAIL Annunciator
for each side, mounted under the cockpit
f l o o r b o a rd . A r u p t u re d b l e e d a i r l i n e Corrective Action
produces excessive heat on the tubing
(Figure 9-5). When the indication of a bleed air failure
becomes evident, turn off all bleed air for
that side by placing the respective BLEED
AIR VALVE switch in the PNEU & ENVIR
O F F p o s i t i o n . Wi t h t h e s w i t c h i n t h i s
position, both environmental and
pneumatic shutoff valves close. This stops
bleed air flow at the engine firewall.
Next place the ECS switch in MAN HEAT

position. Hold the TEMP switch in decrease
position for 30 seconds. Then increase to
maintain cabin/cockpit temperature.
This action does not extinguish the BL AIR

FAIL annunciator.
Figure 9-5. Bleed-Air Warning Plastic
Tubing
When the tubing melts, the air escapes and

9 PNEUMATICS
pressure inside the tubing decreases. When

it drops below 2 psi, the normally-closed
switch in the line closes to complete a circuit
to the respective L BLEED FAIL and R
BLEED FAIL annunciator in the warning
panel (Figure 9-6).

CABIN WINDOWS/COCKPIT CAUTION

SIDE WINDOW DEFOGGING
Caution must be used when
Engine bleed air provides defogging for removing or installing the
the cabin windows and cockpit side emergency exits to avoid
windows when one or both engines are damaging the bleed air lines. Make
running (Figure 9-7). Bleed air tubes direct certain the bleed air lines are
bleed air directly onto the windows. The properly connected when
WINDOW DEFOG switch on the copilot installing the hatches.
subpanel controls this function. Refer to
Chapter 10.
Air for the cockpit side windows is routed
forward from the pressure regulator to the
cockpit below the floorboard. At this point
the line tees, running to the sides of the
aircraft and up the sidewall to the windows.
The warm dry air is then directed to the
inside surface of the windows through a
manifold in the window frame.
HYDRAULIC FILL CAN

PRESSURE
Figure 9-7. Cabin Windows/Cockpit Pneumatic air pressure is injected into the
Side Windows Defogging landing gear hydraulic fill can. It provides
positive pressure to the reservoir to
A pressure regulator mounted under the minimize vaporization of hydraulic fluid.
floorboard regulates the bleed air pressure. It also provides positive feed to the
From the regulator, the air flows to the hydraulic pump.
right of center and forward where the air
lines divide. At this point, part of the air Wh e n t h e e n g i n e s a re s h u t d o w n , t h e
flows to the sides of the aircraft and up pneumatic pressure in the hydraulic fill
the sidewall to just below the windows bleeds off through a small orifice.
9 PNEUMATICS
where it tees and runs fore and aft under
the cabin windows.
Beneath each cabin window there is

another tee in the system that delivers the
air to the inside surface of the exterior
window through two tubes.


9 PNEUMATICS

QUESTIONS
1. Regulated pneumatic air pressure is
used to:
A. Deice the brakes.
B. Inflate the deice boots.
C. Operate the air conditioner.
D. Heat the aft cabin.
2. After selecting the bleed air valve to

pneumatic and environmental off after
illumination of a single [L or R
BLEED FAIL] red master warning
annunciator, the annunciator will:
A. Extinguish.
B. Remain illuminated.
C. Extinguish provided the opposite
system is functioning properly.
D. Remain illuminated if the system
continues to detect an overheat
condition.
3. Vacuum air is provided for:

A. Door seal inflation.
B. Flight hour meter operation.
C. Cross bleed engine starts.
D. Wing deice boot hold-down.
9 PNEUMATICS

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION............................................................................................................. 10-1
GENERAL ......................................................................................................................... 10-1
Controls........................................................................................................................ 10-2
ENGINE PROTECTION................................................................................................. 10-4
Engine Air Inlet .......................................................................................................... 10-4
Inertial Separators ...................................................................................................... 10-5
Auto-Ignition System.................................................................................................. 10-7
SURFACE DEICE ............................................................................................................ 10-8
Components................................................................................................................. 10-8
Operation................................................................................................................... 10-10
BRAKE DEICE SYSTEM............................................................................................. 10-10
Components .............................................................................................................. 10-10
Operation................................................................................................................... 10-11
PROPELLER DEICE ................................................................................................... 10-12
Operation................................................................................................................... 10-13
WINDSHIELD ANTI-ICE ............................................................................................ 10-14
Components .............................................................................................................. 10-14
Operation................................................................................................................... 10-15
10 ICE AND RAIN
Windshield Wipers ................................................................................................... 10-18

PROTECTION
WINDOW DEFOGGING ............................................................................................. 10-18

Cabin Windows ......................................................................................................... 10-18

Cockpit Side Windows ............................................................................................. 10-19

FUEL SYSTEM ANTI-ICE ........................................................................................... 10-19
Heated Vents ............................................................................................................. 10-20
Heat Exchanger ........................................................................................................ 10-20
ELECTRICAL HEATING ........................................................................................... 10-20
Pitot Heat .................................................................................................................. 10-20
Stall Warning Vane ................................................................................................... 10-21
PRECAUTIONS DURING ICING CONDITIONS ................................................. 10-22
Exterior Inspection................................................................................................... 10-22
Before Taxi................................................................................................................. 10-23
QUESTIONS.................................................................................................................... 10-25
10 ICE AND RAIN
PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1 King Air 350 Anti-Icing and Deicing Components ........................................ 10-2
10-2 Ice and Rain Protection Controls ..................................................................... 10-3
10-3 Engine Inlet Lip Heat......................................................................................... 10-4
10-4 Inertial Separator ................................................................................................ 10-5
10-5 Ice Vane Controls ................................................................................................ 10-6
10-6 Caution Annunciators......................................................................................... 10-6
10-7 Auto-Ignition Switches ....................................................................................... 10-7
10-8 Surface Deice Boot Installation ........................................................................ 10-8
10-9 Surface Deice System Diagram ......................................................................... 10-9
10-10 Brake Deice ....................................................................................................... 10-10
10-11 Brake Deice Controls ....................................................................................... 10-11
10-12 Brake Deice Schematic (System On) ............................................................. 10-11
10-13 Propeller Deice Boots ...................................................................................... 10-12
10-14 Propeller Deice System .................................................................................... 10-13
10-15 Windshield Anti-Ice Switches.......................................................................... 10-15
10-16 Windshield Anti-Ice Diagram—Normal Heat .............................................. 10-16
10-17 Windshield Anti-Ice Diagram—High Heat ................................................... 10-17
10-18 Windshield Wiper.............................................................................................. 10-18
10-19 Fuel System Anti-Ice ........................................................................................ 10-19
10-20 Pitot Mast and Heat Controls ......................................................................... 10-20
10-21 Stall Warning Vane and Heat Control............................................................ 10-21
10 ICE AND RAIN
PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The King Air 350 is FAA approved for flight in known icing conditions when the
required equipment is installed and operational. The Kinds of Operations Equipment
List in the Limitations section of the Pilot’s Operating Handbook lists the necessary
equipment. Flight in known icing conditions requires knowledge of conditions
conducive to icing as well as knowledge of the aircraft anti-ice and deice systems
that prevent excessive ice from forming. This chapter identifies these systems
and controls.
GENERAL
The aircraft has a variety of ice and rain • Auto-Ignition
10 ICE AND RAIN
protection systems for operation in

PROTECTION
• Windshield Anti-Ice
inclement weather conditions. These include
(Figure 10-1): • Windshield Wipers
• Engine Inlet Lip Heat • Side Window Defog
• Inertial Separators (Ice Vanes) • Propeller Deice

• Fuel System Anti-Ice An oil-to-fuel heat exchanger warms

the fuel prior to its entrance to the fuel
• Pitot Heat
control unit.
• Stall Warning Heat
An auto-ignition system ensures positive
• Surface Deice (Leading-Edge Boots)
engine ignition during turbulence or penetra-
• Brake Deice (Optional) tion into icing or percipitations conditions.
Engine bleed is available for the leading And, finally, heavy-duty windshield wipers
edge lip of the engine air inlet, wings, for both the pilot and copilot increase
horizontal stabilizer, window defogging, visibility during rainy flight conditions.
and brake deice.
Electrical heating elements protect the CONTROLS

pitot masts, windshield, stall warning vane, Crew controls for the ice protection
and fuel vent. An inertial separation system features are on the pilot subpanel. These
with electric motors and actuators provide control panels include the following (Figure
engine ice protection. 10-2):
Electrothermal boots on each blade protect • ENGINE ANTI-ICE
the propellers against icing.
• ICE PROTECTION
10 ICE AND RAIN
PROTECTION
Figure 10-1. King Air 350 Anti-Icing and Deicing Components

10 ICE AND RAIN

PROTECTION
Figure 10-2. Ice and Rain Protection Controls

• ENG AUTO IGNITION A scoop in the left engine exhaust stack

deflects a small portion of the hot exhaust
The control knob for the windshield wipers gases downward into the hollow lip tube
is on the overhead panel. that encircles the air inlet. The gases are
expelled into the right exhaust stack where
ENGINE PROTECTION they move out with the engine exhaust
gases. No pilot action is necessary. Engine
exhaust air flows through the inlet heat
ENGINE AIR INLET duct whenever the engine is running.
Hot exhaust gases prevent ice formation
around the lips of both engine cowling air
inlets (Figure 10-3).
10 ICE AND RAIN
PROTECTION
Figure 10-3. Engine Inlet Lip Heat

INERTIAL SEPARATORS In normal operation, the vanes are

positioned with the forward vane retracted
An inertial separation system in each (up) and the aft vane extended (down) to
engine air inlet prevents moisture from direct all incoming air into the engine air
entering the inlet plenum during freezing plenum (Figure 10-4).
conditions. The system consists of two
electrically actuated movable vanes.
BYPASS
INDUCTION DOOR
INLET LIP AIR
FORWARD ICE
ANTI-ICE VANE
OIL
COOLER
OIL COOLER INLET
BYPASS
DUCT
Figure 10-4. Inertial Separator

10 ICE AND RAIN
PROTECTION

Components primary motor actuators (Figure 10-5). The

AC T UAT O R S s w i t c h e s b e l o w t h e m
An electrically operated linear actuator energize the primary (MAIN position) or
simultaneously positions the vanes for each secondary system (STANDBY position).
engine through a linkage system. The actuator
t ra v e l i s m a x i m u m i n t h e d i re c t i o n
commanded; it has no intermediate positions.
The actuator is a primary and secondary

motor with a single actuator rod assembly.
The primary motor normally drives the
system. If a malfunction occurs in the
p r i m a r y m o t o r, t h e s e c o n d a r y m o t o r
p r o v i d e s p o w e r . Th e m o t o r s a r e
interchangeable. The only difference is
their power source.
The triple-fed bus powers the primary

motor while the corresponding generator
bus powers the secondary motor.
CAUTION
Should the actuator primary Figure 10-5. Ice Vane Controls
motor malfunction, the cause must
b e d e t e r m i n e d a n d c o r re c t e d A position sense switch on each vane
before the next flight. linkage illuminates the green advisory L or
R ENG ANTI-ICE annunciator in the
caution/ advisory annunciator panel when
Controls and Indicators the ENGINE ANTI-ICE switches are in
the ON position (Figure 10-6).
The L and R ENG ANTI-ICE switches on
the left outboard subpanel energize the
10 ICE AND RAIN
PROTECTION
Figure 10-6. Caution Annunciators

When the ENGINE ANTI-ICE switches AUTO-IGNITION SYSTEM

are activated, a second position sense
s w i t c h o n e a c h f o r w a rd va n e l i n k a g e The engine auto-ignition system provides
energizes a 30 to 40 second time delay electrical power to the igniters in the
circuit. If full vane extension is not attained e v e n t o f a n e n g i n e p o w e r l o s s. Th e
in this time, the yellow caution L and/or R system must be armed during periods of
ENG ICE FAIL annunciator illuminates. turbulence and penetration of icing or
This indicates a fault in the primary motor precipitation conditions.
of the designated actuator.
The ENG AUTO IGN switches above the
To complete vane extension and extinguish ENGINE ANTI-ICE switches control the
the yellow annunciator, place the appropri- system. In the ARM position, auto-ignition
ate ACTUATORS switch to STANDBY. automatically attempts to reignite
the engine if an engine flameout occurs
When the ENGINE ANTI-ICE switches (Figure 10-7).
are in the OFF position, the actuators move
in the opposite direction to return the
vanes to non-icing position. The green
annunciators extinguish.
Operation
Extend the inertial separators (ice vanes)
whenever there is visible moisture at ambient
temperatures of +5°C or below. When the ice
vanes are extended, the green ENGINE
ANTI-ICE annunciators illuminate. Figure 10-7. Auto-Ignition Switches
Because the airflow into the engine is now
restricted, there may be a decrease in Operation
torque and a slight increase in ITT. Expect With the system armed, electrical power
a decrease in overall cruise performance energizes the engine igniters if engine
with vanes extended. When the vane doors torque falls below approximately 17% for
retract, the annunciators extinguish; ITT any reason.
and torque is restored.
I f t h i s o c c u r s, t h e g r e e n a d v i s o r y
Limitation IGNITION ON annunciator on the
ENGINE ANTI-ICE shall be OFF for caution/advisory panel illuminates.
takeoff operations in ambient tempera-
tures of and above +10°C. During ground operations, ensure the
switches are in the OFF position to prolong
igniter life.
10 ICE AND RAIN
PROTECTION

SURFACE DEICE Control Switch

A three-position SURFACE DEICE toggle
Pneumatic inflatable boots break off ice switch on the ICE PROTECTION panel
that collects on the leading edge of the actuates the deicer system (Figure 10-9).
wings and horizontal stabilizer (Figure 10-
8). Alternately inflating and deflating the The switch is spring-loaded to return to
deice boots accomplishes the ice removal. the OFF position from either the
MANUAL or SINGLE position. When the
switch is pushed to the SINGLE position,
one complete cycle of deicer operation
automatically follows as the distributor
valve opens to inflate the deicer boots.
After an inflation period of approximately
six seconds for the wings and four seconds
for the horizontal stabilizer, a timer relay
switches the distributor valve off (vacuum)
for deflation of the boots. Total cycle time
is approximately 10 seconds.
When the switch is pushed to the

MANUAL position, all the boots inflate.
They hold in the inflated position as long
Figure 10-8. Surface Deice Boot as the switch is held in position. Upon
Installation release of the switch, the distributor valve
returns to the OFF position. The deicer
Pneumatic system pressure inflates the boots remain deflated until the switch is
boots; system vacuum deflates the boots actuated again.
and holds them down while not in use. A
deice distributor valve controls the cycle.
Pressure Switches/
COMPONENTS Annunciators
Two pressure sensing switches, one for each
Deice Boots wing, monitor deice boot pressure. When
both switches sense 14–15 psi wing deice
Each wing has an inboard and an outboard boot pressure, the green advisory WING
boot. The horizontal stabilizer has one DEICE annunciator illuminates to signal
boot on each of the left and right segments. boots are inflated.
The vertical stabilizer is not deiced because
no adverse effects from icing were found A third pressure switch senses tail deice
during certification. boot pressure. It illuminates the green
TAIL DEICE annunciator when it senses
14–15 psi tail deice boot pressure.
10 ICE AND RAIN
PROTECTION

10 ICE AND RAIN

PROTECTION
Figure 10-9. Surface Deice System Diagram

OPERATION COMPONENTS
Wing ice lights aid the crew in detecting ice A pneumatic line on the outboard side of
formation on the wing leading edge. The each nacelle carries the engine P3 air to a
lights are on the outboard side of each shutoff valve.
engine nacelle. A 5-amp WING ICE circuit
breaker switch on the pilot inboard The normally closed solenoid shutoff valve
subpanel controls the light. in each wheel well allows hot bleed air to
enter the brake deice lines. An electrically
Use the wing ice light to check accumulation. powered module controls the shutoff valve.
For most effective deicing operation, allow Th e m o d u l e i s u n d e r t h e c e n t e r a i s l e
at least 1/2 inch, but no more than one inch, floorboard immediately aft of the partition
of ice to form before attempting ice removal. between the cockpit and cabin.
Very thin ice may crack and cling to the When the shutoff valves open, a signal
boots instead of shedding. Subsequent illuminates the green advisory L and R
cyclings of the boots then have a tendency BRAKE DEICE ON annunciators on the
to build a shell of ice outside the contour advisory panel.
of the inflated boot. This makes ice removal
efforts ineffective. A distributor manifold attached to the
brake piston and axle assembly directs the
If ice is allowed to build to a depth greater heated air through orifices around each
than one inch, removal with the deice boots r i n g o f t h e m a n i f o l d o n t o t h e b ra ke s
may be impossible. (Figure 10-10).
Electrical Power
The distributor valve requires electrical
power to inflate the boots in either single-
cycle or manual operation. If power is lost,
vacuum holds them against the leading
edge surfaces.
Th e t r i p l e - f e d b u s p o w e r s t h e S U R F
DEICE circuit breaker on the copilot CB
sidepanel to supply electrical power.
BRAKE DEICE SYSTEM

The brake deice system prevents ice and
slush build-up between the wheels. This
build-up freezes the brakes. The pneumatic
system supplies bleed air from the compres-
sor of each engine for brake deicing.
10 ICE AND RAIN
PROTECTION
Figure 10-10. Brake Deice

OPERATION When the switch is up, the right generator

bus supplies power through a 5-ampere
The BRAKE DEICE lever switch on the circuit breaker in the copilot sidepanel to
pilot right subpanel controls the brake deice the control module.
operation (Figure 10-11).
The module supplies current to open the
shutoff valves so hot bleed air can enter the
brake deice lines. The BRAKE DEICE ON
annunciators illuminate.
Fro m t h e s h u t o ff va l v e, t h e h o t a i r is
plumbed through an insulated line down
the back of the main gear strut to the
distributor manifold. The hot P 3 air is
directed on the brakes (Figure 10-12).
Figure 10-11. Brake Deice Controls
18-PSI
PRESSURE
REGULATOR
“T” IN “T” IN
WHEEL WHEEL
WELL WELL
PNEUMATIC PNEUMATIC
LEFT P3 AIR RIGHT P3 AIR
LEFT BRAKE RIGHT BRAKE

DEICE VALVE (N.C.) DEICE VALVE (N.C.)
TO BRAKE
DEICE VALVES BRAKE BRAKE
DEICE DEICE CIRCUIT
SWITCH BREAKER
ON
28 VDC
OFF
LEFT RIGHT
BRAKE DEICE BRAKE DEICE
MANIFOLD MANIFOLD
10 ICE AND RAIN
PROTECTION
10 MINUTE UP
TIMER LEFT MAIN
NOT UP GEAR UPLOCK
SWITCH
Figure 10-12. Brake Deice Schematic (System On)

Wh e n t h e a i rc ra f t i s i n f l i g h t a n d t h e
B R A K E D E I C E s w i t c h u p, a c i r c u i t
completes through the left ma in g e a r
uplock switch to a timing circuit in the
control module. This timing circuit cycles
the deice system off after 10 minutes of
operation by closing the solenoid valves.
This shuts off P 3 airflow to the brakes so
adjacent components in the wheelwell are
not damaged through overheating.
The system cannot be activated again until

the landing gear is cycled from the up and
locked position.
Limitation
Th e b ra ke d e i c e s y s t e m i s n o t t o b e
c o n t i n u o u s l y o p e ra t e d a b o v e 15 ° C
ambient temperature. Figure 10-13. Propeller Deice Boots
PROPELLER DEICE CAUTION

The propeller deice system includes the Propeller deice must not be
following components: an electrically operated when the propellers are
heated boot for each propeller blade, slip static or the slip rings around the
rings, brush assemblies, timer, two on-off propeller shaft will pit and burn,
switches, and an ammeter. eventually becoming useless.
The heating elements in the deice boots

reduce the adhesion of the ice (Figure 10- Th e P R O P s w i t c h e s a r e o n t h e I C E
13). The centrifugal force of the spinning PROTECTION panel on the pilot right
propeller and blast of the airstream then subpanel. The PROP ammeter is on the
removes the ice. overhead panel.
When the switch is on (up position), current

flows through a timer and then through
the brush assemblies to the slip ring where
it is distributed to the individual propeller
deice boots.
10 ICE AND RAIN
PROTECTION

OPERATION Power to the deice boots is cycled in two

90-second phases. The first 90-second phase
When the PROP-AUTO switch is turned simultaneously heats all of the boots on
on, the ammeter registers the amount of one propeller. The second phase heats
current (normally 26 to 32 amperes) passing the boots on the other propeller. The deice
through the system. If the current rises t i m e r c o m p l e t e s o n e f u l l cy c l e e v e r y
beyond normal limits, the circuit breaker three minutes.
switch shuts off power to the deicer timer
(Figure 10-14).
10 ICE AND RAIN

PROTECTION
Figure 10-14. Propeller Deice System

As the deice timer moves from one phase COMPONENTS

to the next, a slight momentary deflection
of the propeller ammeter needle may Windshields
occasionally be noted. Once the system is
turned on for automatic operation, it The windshields are composed of three
cycles continuously. physical layers. The inner layer is a thick
panel of glass that acts as the structural
The heating sequences for the propeller member. The middle layer is a polyvinyl
deice boots are the sequences in evidence sheet that carries fine wire heating grids.
during normal operation. If power is turned The outer layer is a protective layer of glass
off, however, the timer moves ahead to the bonded to the first two layers. The outside
start of the cycle on the next propeller. It of the windshield is treated with a static
may restart on either propeller. discharge film called a NESA coating.
Heating Elements
Manual System Electrical heating elements in the lamina-
A manual propeller deicer system is a tion of the windshields protect them against
back up to the automatic system. When icing. The elements consist of transparent
the PROP-MANUAL override switch is material (stannic oxide) with high
activated, power is applied to all heating electrical resistance.
elements on both props. This momentary
switch must be held in place until
the ice has been dislodged from the Th e re s i s t i v e m a t e r i a l i s a r ra n g e d t o
propeller surface. p ro v i d e p r i m a r y h e a t e d s u r f a c e s a n d
secondary heated surfaces.
Although the propeller ammeter does not
indicate prop boot load in manual mode, Each is also fitted with electrical connec-
the loadmeters do indicate approximately tions for temperature sensing elements.
a 10% increase in load when the manual The heating elements connect at terminal
deicer system operates. blocks in the corners of the glass to the
wiring of the WSHLD ANTI-ICE
control switches.
WINDSHIELD ANTI-ICE
Th e p i l o t a n d c o p i l o t w i n d s h i e l d s
Temperature-Sensing Elements
each have independent controls and A temperature-sensing element embedded in
electrothermal circuits. each windshield and a temperature controller
in each windshield circuit automatically
control the windshield temperature.
The temperature controllers attempt to

maintain the temperature of the windshield
between 90 and 110°F.
10 ICE AND RAIN
PROTECTION

WSHLD ANTI-ICE Switches The primary areas are smaller areas that
heat faster. Each switch must be lifted over
The WSHLD ANTI-ICE switches on the a detent before it can be moved into the
ICE PROTECTION panel include one for HIGH position. This lever-lock feature
the PILOT windshield and one for the prevents inadvertent selection of the HIGH
COPILOT windshield (Figure 10-15). position when moving the switches from
NORMAL to the OFF (center) position.
OPERATION
When the NORMAL position is selected
(Figure 10-16), an automatic temperature
controller senses the windshield tempera-
ture. It then attempts to maintain it at
approximately 90 to 110°F by energizing
the power relay as necessary. In this mode,
almost the entire windshield is heated.
When HIGH is selected (Figure 10-17), the

same temperature controller senses the
windshield temperature and attempts to
maintain it at 90 to 110°F. In this mode,
however, the controller also energize a
high heat relay switch to apply the electri-
cal heat to a more concentrated and more
essential viewing area of the windshield.
In HIGH, only the outboard two-thirds of

the windshield is heated.
A 50-ampere circuit breaker in the power

distribution panel under the center aisle
floor protects the power circuit of each
system. A 5-ampere circuit breaker on the
copilot CB panel protects each windshield
heater control circuit.
Windshield heat may be used at anytime

and in any combination. It is best,
Figure 10-15. Windshield Anti-Ice Switches however, to turn it on prior to entering
icing conditions. This helps ensure the
windshield is sufficiently warm to prevent
When both switches are in the NORMAL ice formation.
position, the secondary areas of the
windshields are heated. When the switches In addition, windshield heat may be used to
are in the HIGH position, the primary areas help in defrosting and defogging.
10 ICE AND RAIN
are heated.
PROTECTION
The electrical field created by the heating

elements may cause erratic operation of
the magnetic compass.

Figure 10-16. Windshield Anti-Ice Diagram—Normal Heat

10 ICE AND RAIN
PROTECTION

Figure 10-17. Windshield Anti-Ice Diagram—High Heat

10 ICE AND RAIN
PROTECTION

CAUTION Control Switch

The WINDSHIELD WIPER knob on the
In the event of windshield icing overhead panel (Figure 10-18) controls the
during sustained icing conditions, wipers. Settings include OFF, SLOW, FAST
it may be necessary to reduce the and PARK. The windshield wiper circuit
a i r s p e e d i n o rd e r t o ke e p t h e breaker is on the copilot circuit breaker
windshield ice-free; 226 KIAS is panel in the WEATHER group.
the maximum speed for effective
windshield anti-icing.
WINDOW DEFOGGING
WINDSHIELD WIPERS Engine bleed air provides cabin window
Separate windshield wipers are mounted on and cockpit side window defogging
the pilot and copilot windshields. whenever one or both engines are running.
A pressure regulator under the floorboard
Use wipers as required on the ground or in regulates the bleed air pressure for
flight, but do not operate them on a dry window defog.
windshield because they may scratch a
protective electrostatic (NESA) coating on CABIN WINDOWS
the outer layer of glass.
From the regulator, the bleed air flows to
the right of center and forward until the
A single electric motor operates a air lines divide. At this point part of the air
mechanism that drives the dual wipers. is routed to the sides of the aircraft and up
All components are forward of the the sidewall to just below the windows.
instrument panel. Here it tees and runs fore and aft under
the cabin windows.
10 ICE AND RAIN
PROTECTION
Figure 10-18. Windshield Wiper

Beneath each cabin window, another tee COCKPIT SIDE WINDOWS

in the system delivers the bleed air through
two tubes to the inside surface of the Air for the cockpit side windows is routed
exterior windows. forward from the pressure regulator to the
cockpit below the floorboard. At this point
CAUTION the line tees and runs to the side of the
aircraft and up the sidewall to the windows.
Caution must be used when
removing or installing the The warm dry air is now directed to the
emergency exits to avoid inside surface of the windows through a
damaging the bleed air lines. Make manifold in the window frame.
certain the bleed air lines are
properly connected when
installing the hatches. FUEL SYSTEM ANTI-ICE
Two anti-ice systems protect fuel flow
through fuel lines to the engine (Figure
10-19). Without heat, moisture in the fuel
could freeze. This would diminish or cut
off fuel flow.
10 ICE AND RAIN

PROTECTION
Figure 10-19. Fuel System Anti-Ice

HEATED VENTS Refer to the Fuel section of this manual for

m o re d e t a i l s a b o u t f u e l h e a t a n d t h e
Electrically heated vents in each wing Limitations section of the POH for temper-
prevent ice formation in the fuel ature limitations concerning the oil-to-fuel
vent system. heat exchanger.
The L and R FUEL VENT switches in the
ICE PROTECTION group control the ELECTRICAL HEATING
heat. The left and right generator buses
power the system.
PITOT HEAT
Whenever ice is anticipated or encoun- Two pitot masts on the nose of the aircraft
tered, turn the system on. contain electric heating elements to ensure
proper airspeed indication during icing
HEAT EXCHANGER conditions (Figure 10-20).
An oil-to-fuel heat exchanger on the engine Two PITOT LEFT-RIGHT circuit breaker
accessory section protects the fuel switches on the pilot right subpanel control
against ice. the heating elements. In the up position, the
heating system is on; in the down position,
An engine oil line is next to the fuel line the system is off.
within the heat exchanger. Heat transfer
occurs through conduction to melt ice The triple-fed bus powers the left pitot
particles that may have formed in the fuel. heat; the right generator bus powers the
This operation is automatic whenever the right pitot heat.
engines are running.
10 ICE AND RAIN
PROTECTION
Figure 10-20. Pitot Mast and Heat Controls

Operation Illumination of the amber L or R PITOT

HEAT annunciator indicates switch is off
Th e p i t o t h e a t s y s t e m s h o u l d n o t b e or the pitot heat system is inoperative.
operated on the ground except for testing Icing of a pitot probe could impact validity
or for short intervals to remove snow or ice of aircraft instruments.
from the mast. Turn pitot heat on for
takeoff. It can be left on in flight during
icing conditions or whenever icing STALL WARNING VANE
conditions are expected. Electric heat elements for the stall warning
vane and plate protect them against freeze-
If a gradual reduction in airspeed indica- up during icing conditions (Figure 10-21).
tion occurs during flight at altitude, there
may be pitot icing. If turning pitot heat on A two-position STALL WARN switch on
restores airspeed, leave the system on. the ICE PROECTION panel activates the
system. Up position is on; down position
Many pilot use pitot heat as standard practice is off.
during all flights at high altitude and/or cold
temperatures to prevent pitot icing.
10 ICE AND RAIN

PROTECTION
Figure 10-21. Stall Warning Vane and Heat Control

The right generator bus supplies power. A EXTERIOR INSPECTION

safety switch on the left landing gear limits
face plate and stall vane current flow to During the normal exterior inspection, pay
approximately 14 volts to prevent overheat- special attention to areas where frost and
ing while the aircraft is on the ground. In ice may accumulate. It is not the thickness
flight, after the left strut extends, the full of frost that matters, it is the texture. Any
2 8 -v o lt c u r re n t i s a p p l i e d to th e s t a l l slightly irregular surface can substantially
warning face plate and stall vane. decrease proper airflow over the wings and
stabilizers. Do not underestimate the
Precautions damaging effects of frost.
Even though the heating elements protect Remove all frost from leading edges of the
the lift transducer vane and face plate from wings, stabilizers, and propellers before
ice, a buildup of ice on the wing may change the aircraft is moved. The windshield,
or disrupt airflow. This prevents the system control surfaces, hinges, pitot masts, fuel
from accurately indicating an imminent tank caps, and vents should also be free of
stall. Remember stall speed increases frost. Use deicing fluid when needed.
whenever ice accumulates on any aircraft.
Fuel Checks
PRECAUTIONS DURING Test fuel drains for free flow. Water in the
ICING CONDITIONS fuel system has a tendency to condense
more readily during winter months. If left
An aircraft needs special care and inspec- unchecked, large amounts of moisture may
tion before operating in cold or potential accumulate in the fuel tanks. Moisture does
icing weather. not always settle at the bottom of the tank.
O c c a s i o n a l l y a t h i n l a y e r o f f u el gets
When the aircraft is at rest, always cover trapped under a large mass of water that
pitot masts. Once covers are removed, may deceive the tester. Make sure to take
ensure both masts and drains are free of ice a good-sized sample of fuel.
or water. If they are clogged, faulty readings
may result. Add only the correct amount of anti-icing
additive to the fuel. A higher concentration
When the engine is not operating, install of anti-icer does not ensure lower fuel
tie-downs for propellers to ensure against freezing temperatures. It may actually
damage to internal engine components not hinder the aircraft’s performance. Consult
lubricated. Spinning propellers can also be the Normal Procedures section of the
a source of danger to crew, passengers, Pilot’s Operating Handbook to determine
and ground support personnel. Propeller correct blend.
blades in their tie-down position channel
moisture down the blades past the propeller Brakes and Tires
hub and off the lower blade more C h e c k t h e b ra ke s a n d t i re - t o - g ro u n d
effectively than in other positions or when contact for lockup. Do not use any anti-ice
left spinning. solution containing oil-based lubricant on
the brakes.
During particularly icy ground conditions,
10 ICE AND RAIN
PROTECTION
inspect the propeller hubs for ice and snow

accumulation. Turn the propellers by hand
in their normal rotation direction to ensure
they are free prior to engine start.

I f t i re s a re f ro z e n t o t h e g ro u n d , u s e
undiluted defrosting fluid or a ground
heater to melt ice around tires. Move the
aircraft as soon as the tires are free. Heat
applied to tires should not exceed 160°F or
71°C.
BEFORE TAXI
Brake deice may be turned on before taxi
to help expel accumulated ice from the
brake mechanisms. If brake deice is used,
place the condition levers in HIGH IDLE.
Keep flaps retracted to avoid throwing
snow or slush into the flap mechanisms.
This minimizes the possibility of damage to
flap surfaces.
When taxiing in extremely icy conditions,

ensure the tires are rolling, not just sliding
on the icy surface.
Th e b r a k e d e i c e s y s t e m i s n o t t o b e
c o n t i n u o u s l y o p e r a t e d a b o v e 15 º C
ambient temperature.
Leave auto-ignition off until immediately

before takeoff. This helps prolong the
service life of the igniter units.
10 ICE AND RAIN

PROTECTION


10 ICE AND RAIN
PROTECTION

QUESTIONS
1. During flight in visible moisture, or at
night when flight from visible moister
cannot be assured, engine anti-ice must
be on at temperatures below _____°C.
A. 0
B. 5
C. 10
D. 15
2. In the event of windshield icing, reduce

speed to ______ knots or below.
A. 140
B. 170
C. 184
D. 226
3. Operating the propeller deice in the

_______ mode provides _______ timer
operation.
A. MANUAL; automatic
B. MANUAL; manual
C. AUTO; manual
D. AUTO; automatic
4. The surface deice system removes ice

build up on the leading edge(s) of the:
A. Horizontal stabilizer.
B. Vertical stabilizer.
C. Wing and horizontal stabilizer.
D. Wing and vertical stabilizer.
5. The minimum airspeed for sustained

flight in icing conditions is _____ knots.
A. 140
B. 160
C. 226
D. 263
10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION............................................................................................................. 11-1
GENERAL ......................................................................................................................... 11-1
FL-1, FL-4-492, FL-494-500............................................................................................... 11-4
Components................................................................................................................. 11-4
Operation ..................................................................................................................... 11-9
Heating....................................................................................................................... 11-10
Electric Heat ............................................................................................................. 11-11
Vent Blower Control ................................................................................................ 11-12
FL-493, FL-500, AND SUBSEQUENT........................................................................ 11-12
Components .............................................................................................................. 11-12
Compressor................................................................................................................ 11-13
Operation................................................................................................................... 11-20
LIMITATIONS................................................................................................................. 11-22
EMERGENCY/ABNORMAL ...................................................................................... 11-22
QUESTIONS.................................................................................................................... 11-23

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1 Air Conditioning System (FL-1-492, FL-494-499)........................................... 11-2
11-2 Air Conditioning System (FL-493-500, and Subsequent) .............................. 11-3
11-3 Condenser and Receiver-Dryer Sight Gauge .................................................. 11-4
11-4 Air Conditioner Condenser Intake................................................................... 11-4
11-5 Floor and Ceiling Outlets................................................................................... 11-5
11-6 Cockpit Eyeball Outlets ..................................................................................... 11-5
11-7 Air Conditioning System Control Diagram ..................................................... 11-6
11-8 ENVIRONMENTAL Panel .............................................................................. 11-7
11-9 CABIN TEMP MODE Control Knob............................................................. 11-7
11-10 MANUAL TEMP INCR-DECR Switch ......................................................... 11-8
11-11 ELECT HEAT-OFF Switch............................................................................... 11-8
11-12 Annunciator Panel .............................................................................................. 11-9
11-13 PILOT AIR and COPILOT AIR Knobs....................................................... 11-11
11-14 Condenser and Receiver-Dryer Sight Gauge................................................ 11-13
11-15 Cockpit Eyeball Outlets................................................................................... 11-14
11-16 Supplemental Heat Vent.................................................................................. 11-14
11-17 Floor and Ceiling Outlets ................................................................................ 11-14
11-18 Air Conditioning System Control Diagram................................................... 11-15
11-19 ENVIRONMENTAL Panel ............................................................................ 11-16
11-20 Environmental System Control Knobs........................................................... 11-16
11-21 COCKPIT and CABIN BLOWER Control Knobs ..................................... 11-17
11-22 MAN TEMP INCR-DECR Switch ................................................................ 11-18
11-23 ENVIR BLEED AIR Switch .......................................................................... 11-18
11-24 Annunciator Panel ............................................................................................ 11-19

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the air conditioning system on the King Air 350 that provides
cooling, heating, and unpressurized ventilation. Electric heat is also available. The
air conditioning system can be operated in the heating mode or cooling mode with
either automatic or manual mode control.
GENERAL
Th e a i r c o n d i t i o n i n g s y s t e m p ro v i d e s A refrigerant gas, vapor-cycle refrigera-
cooling, heating, and unpressurized ventilation system provides cabin cooling. Bleed
tion inside the aircraft (Figures 11-1 and air from the compressor of each engine
1 1- 2 ) . A i rc ra f t F L - 4 - 4 9 2 , F L - 5 0 0 a n d flows into the cabin for heating and for
subsequent includes the new Keith ECS pressurization. A supplemental electric
system. The dual zone system allows the heating system is available.
cabin temperature to be controlled
independently of the cockpit temperature.

11-2 11 AIR CONDITIONING
ENVIRONMENTAL ENVIRONMENTAL BLEED–

BLEED–AIR AIR FLOW CONTROL UNIT SIDE
SHUTOFF VALVE INCLUDING MODULATING
AMBIENT AIR AND SHUTOFF VALVE
VIEW DETAIL A
PNEUMATIC MODULATING FIREWALL FWD DOOR
THERMOSTAT VALVE AIR–TO–AIR
REFRIGERANT HEAT EXCHANGER TO AFT FLOOR
COMPRESSOR FLOOR DUCT OUTLETS
PNEUMATIC
BLEED–AIR TO CEILING
SHUTOFF VALVE OUTLETS
AFT
CABIN AIR HEATER
CONTROL CABIN–HEAT
AIR INLET CONTROL AIR–CONDITIONED AIR

RETURN AIR FILTER REFRIGERANT LINES VALVE AFT FROM AFT EVAPORATOR
CEILING
RETURN AIR VALVE DUCT/FLOOR EVAPORATOR
DUCT DIVIDER DUCT AIR FILTER
FWD EVAPORATOR DOOR (COOLED AIR
COPILOT'S FORWARD OVERTEMP AFT
FWD EVAPORATOR SENSOR EVAPORATOR TO FLOOR OUTLETS)
VENT AIR HEATER CEILING
AIR FILTER
CONTROL FLAP– FLOOR OUTLET
COPILOT'S PER CEILING OUTLET FLOOR
VENT BLOWER CEILING CABIN AIR OUTLET OUTLET
VALVE NORMAL
FRESH AIR VALVE OUTLET CONTROL CEILING OUTFLOW
VALVE SAFETY/DUMP VALVE
(CLOSED WHEN OUTLET VALVE
PRESSURIZED)
RAM–AIR SCOOP
CONDENSER
CONDENSER
BLOWER
RECEIVER–DRYER
OUTLET
AIR FWD WINDSHIELD
MIXING PLENUM PRESSURE DEFROSTER CEILING
BULKHEAD CONTROL FLOOR CEILING FLOOR CEILING AFT PRESSURE
WINDHSHIELD DEFROSTER OUTLET OUTLET BULKHEAD
CREW OUTLET OUTLETS OUTLET
(ON GLARESHIELD) PILOT'S VENT
HEAT DUCT AIR CONTROL
ENVIRONMENTAL
BLEED–AIR FLOW INSTRUMENT PANEL
CONTROL UNIT
INCLUDING CABIN–HEAT
MODULATING AND
ENVIRONMENTAL CONTROL VALVE LEGEND
BLEED–AIR
SHUTOFF VALVE SHUTOFF VALVE HOT ENGINE BLEED AIR
ENVIRONMENTAL BLEED AIR
RECIRCULATED CABIN AIR

(AIR CONDITIONED WHEN
EVAPORATOR IS ON)
AIR AIR–TO–AIR AMBIENT AIR

PNEUMATIC PNEUMATIC INLET
BLEED–AIR HEAT
THERMOSTAT SCOOP EXCHANGER
SHUTOFF PRESSURE VESSEL
AMBIENT AIR VALVE FIREWALL
MODULATING VALVE
Figure 11-1. Air Conditioning System (FL-1-492, FL-494-499)

11-3
Figure 11-2. Air Conditioning System (FL-493-500 and Subsequent)
11 AIR CONDITIONING
11 AIR CONDITIONING
FL-1, FL-4-492, FL-494- RECIEVER-

500 DRYER AND
SIGHT GAUGE
COMPONENTS
The environmental system has the follow-
ing main components:
• Belt-driven compressor (right engine)
• Condenser blower
• Evaporator
• Aft evaporator
• Forward vent blower Figure 11-3. Condenser and Receiver-
• Mixing plenum Dryer Sight Gauge
• Floor outlet ducts
• Ceiling eyeball outlets
• Temperature-sensing device
• Autotemperature controller
• Flow control unit
• Pilot/copilot outlets
• Defroster
• Air-to-air heat exchangers
• Bleed air valves
• Heating air outlets
Figure 11-4. Air Conditioner
Compressor Condenser Intake
A belt-driven compressor on the right
engine operates in either auto or Forward Evaporator
manual cool modes. The compressor has and Blower
built-in safety devices to prevent The cockpit blower motor recirculates
its operation in refrigerant over or cockpit air through the evaporator in the
underpressure conditions. right side of the nose behind the crossover
d u c t ( a l s o re f e r re d t o a s t h e f o r w a rd
Condenser Blower evaporator).
The condenser sits slightly sideways in the
nose crossover duct (Figure 11-3). Ram air Th e r e f r i g e r a n t f l o w s t h r o u g h t h e
passes through the condenser, then evaporator and absorbs heat from the
condenses, and cools the refrigerant gas recirculated cockpit air to cool the air
passing through it into liquid form for use passing through it.
in cooling the cabin air (Figure 11-4). The
condenser blower enhances airflow through
the condenser for more efficient operation.

11 AIR CONDITIONING
Aft Evaporators and Blowers

The aft evaporator and blower are under
the floor in the rear of the cabin. The blower
draws in cabin air and blows it across the
evaporator to the aft floor and ceiling
outlets. It operates at high speed only.
Mixing Plenum
The mixing plenum is in the right side of the
nosecone under the copilot floorboard and
aft of the forward evaporator. Within the
plenum bleed air mixes with recirculated
cabin air, before it is routed back into
the cabin.
Cabin Floor Outlet Ducts

Th e f l o o r o u t l e t d u c t s a r e b e t w e e n
the passenger seats along the aircraft
floorboards where they contact the
interior sidewall of the aircraft cabin
(Figure 11-5).
Pressurization air heated as required by

the environmental system enters the cabin
through these vents.
Figure 11-5. Floor and Ceiling Outlets
Ceiling Eyeball Outlets
Eyeball outlets in the headliner provide
cool air to the crew and passengers (Figures
11-5 and 11-6).
Each outlet can be adjusted to direct the

airstream as desired. Twisting the nozzle
adjusts air volume from full open to closed.
As the nozzle is twisted, a damper opens or
closes to regulate airflow. The cockpit has
two eyeball outlets; the cabin has seven
such outlets.
Figure 11-6. Cockpit Eyeball Outlets

11 AIR CONDITIONING
Temperature-Sensing Device On the ground, these flow control units supply

only bleed air to the environmental system.
The cabin temperature sensor works with
the CABIN TEMP MODE switch to
achieve desired temperature (Figure 11-7). Defrost System
The sensor in the floor ducts monitors the Two ducts provide warm air to the defroster
bleed air temperature. If excessive temper- below the windshields where they contact
ature extreme is sensed, the sensor activates the top of the glareshield.
an annunciator in the cockpit.
The DEFROST AIR knob controls warm
Auto Temperature Controller air flow through the ducts.
When the CABIN TEMP MODE switch
is positioned to AUTO, the automatic Air-to-Air Heat Exchangers
temperature controller uses inputs from the An air-to-air heat exchanger is in the center
cabin temperature sensor to adjust the section of each wing inboard of the engines.
system to maintain the desired temperature Bleed air passes through the air-to-air heat
(Figure 11-7). exchangers to reduce air temperature.
Flow Control Unit Bleed Air Valves

In flight, flow control units on each engine The bleed air valves are in the environ-
firewall mix outside ambient air with bleed mental flow control units on each engine
air to make bleed air temperature more firewall. These valves control bleed air flow
manageable for the environmental system. into the aircraft and into the environmen-
tal, pressurization, and pneumatic systems
(Figure 11-7).
TO CABIN
LH BYPASS
VALVE MOTOR
MANUAL
TEMP AIR TO AIR
INCR HEAT
HEAT EXCHANGER
MANUAL
HEAT
OR COOL DECR COOL HEAT
LEFT ENGINE
AUTO BLEED AIR
AUTO TEMP
MANUAL CONTROLLER TO CABIN
COOL COOL
AIR TO AIR
HEAT
EXCHANGER
RH BYPASS
TEMP VALVE MOTOR
SENSORS
DUCT
CABIN
RIGHT ENGINE
SELECTOR
BLEED AIR
AIR CONDITIONER
LH BYPASS
VALVE MOTOR
SWITCH
Figure 11-7. Air Conditioning System Control Diagram

11 AIR CONDITIONING
Cockpit Heating Air Outlets CABIN TEMP MODE Knob

Two ducts under the instrument panel deliver The CABIN TEMP MODE knob has four
warm air to the pilot and copilot. The PILOT positions (Figure 11-9):
AIR knob and CO-PILOT AIR knob control
the warm air flow through these ducts. • OFF—Air delivery system
completely shut off; no bleed air input
Controls and Indications to cockpit or cabin
The ENVIRONMENTAL panel on the • AU T O — A i r c o n d i t i o n i n g a n d
copilot left subpanel provides automatic heating systems operate automati-
or manual control of the air conditioning cally to establish pilot-requested
system (Figure 11-8). temperature
• MAN COOL—Air conditioning
BLEED AIR VALVES Switches system operates in response to
manual input; air conditioner
Tw o B L E E D A I R VA LV E S s w i t c h e s operates as long as system pressures
control the inflow of pressurization air and are acceptable and right engine N1
are used for cockpit and cabin climate speed above 62%
c o n t r o l . Th e s w i t c h e s a r e o n t h e
ENVIRONMENTAL panel on the copilot • M A N H E AT — H e a t i n g s y s t e m
left subpanel (Figure 11-8). operates in response to manual input
Each switch has three positions:
• OPEN—Allows bleed air into cabin

for pressurization and climate control
• ENVIR OFF—Restricts bleed air
from the respective side environ-
mental flow control unit from
entering pressurization and air
conditioning systems (for maximum
cooling on ground, place switches in
ENVIR OFF position)
• INSTR & ENVIR OFF—Respective
bleed air valve closes completely to
deny bleed air to pressurization, air Figure 11-9. CABIN TEMP MODE
conditioning and pneumatic systems Control Knob
Figure 11-8. ENVIRONMENTAL Panel

11 AIR CONDITIONING
MAN TEMP INCR-DECR Switch

The MAN COOL or MAN HEAT position
of the CABIN TEMP MODE switch allows
manual adjustment of cockpit and cabin
temperature. Momentarily positioning the
MANUAL TEMP switch (Figure 11-10) to
either INCR (increase) or DECR
(decrease) repositions the bleed air valves
to adjust cabin and cockpit temperature.
When released, the switch returns to the
OFF position.
Figure 11-11. ELECT HEAT-OFF Switch
AIR COND N1 LOW

Annunciator
Th e N 1 s p e e d s w i t c h ( e n g i n e s p e e d )
prevents compressor operation outside of
established limitation parameters. The N 1
speed switch disengages the compressor
clutch when engine speed is below 62% N 1
and air conditioning is requested.
Figure 11-10. MANUAL TEMP If air conditioning is requested when the N 1
INCR-DECR Switch speed switch opens, the white AIR COND
N 1 LOW annunciator illuminates (Figure
11-12).
ELECT HEAT–OFF Switch
The electric heat system is operated by a DUCT OVERTEMP Annunciator
solenoid ELECT HEAT–OFF switch on
the copilot left subpanel (Figure 11-11). If airflow in the ducts becomes too low, the
amber DUCT OVERTEMP annunciator
The cabin can be warmed before engine illuminates to indicate duct temperature
start with the electric heat system running has reached approximately 30 0°F (148°C)
c o n c u r re n t l y w i t h a n a u x i l i a r y p o w e r (Figure 11-12).
unit.Use of the electric heat system is only
permissible during ground operations. The ELEC HEAT ON Annunciator
system is squat switch protected from Th e g re e n E L E C H E AT O N a d v i s o r y
airborne operation. annunciator indicates the power relays are
closed to apply power to the heating
elements (Figure 11-12).
Before blowers are selected OFF when

electric heat is off, the ELEC HEAT ON
annunciator must be extinguished to
indicate power is removed from the heating
elements.

11 AIR CONDITIONING
Figure 11-12. Annunciator Panel
L-R BL AIR OFF Annunciators For greater heating, bleed air bypasses the
air-to-air heat exchangers in the wing center
Amber L-R BL AIR OFF annunciators sections. For greater cooling, the bleed air
illuminate whenever the respective passes through the air-to-air heat exchang-
BLEED AIR VALVES OPEN switch is in ers to reduce its temperature. In either case,
any position other than OPEN. the resulting bleed air mixes with recircu-
lated cabin air that can be additionally
Airflow Control Knobs cooled when the air conditioning compres-
Four additional manual airflow push-pull sor in the forward mixing plenum is in
knobs on the subpanels regulate cockpit cooling mode.
and cabin comfort. When the cockpit door
is closed and the cabin comfort level is Cooling
satisfactory, each CABIN/COCKPIT AIR The plumbing from the compressor on the
push-pull knob regulates airflow to the right engine is routed through the right
cockpit and cabin. wing and then forward to the condenser
coil, receiver-dryer, expansion valve, bypass
When fully pulled out, each knob provides valve, and forward evaporator, all of which
maximum airflow to the respective area. are in the aircraft nose.
When fully pushed in, each knob provides
minimum airflow. The forward vent blower moves recircu-
lated cabin air through the forward
OPERATION evaporator and into the mixing plenum,
the floor-outlet ducts, and ceiling eyeball
Automatic Mode Control outlets. Approximately 75% of the recircu-
lated air passes through the floor outlets
The AUTO position on the CABIN TEMP while approximately 25% of the air
MODE knob commands the automatic bypasses the mixing plenum and flows
temperature control to modulate the bypass through the ceiling outlets.
valves and activate the air conditioning
compressor (see Figure 11-9).

11 AIR CONDITIONING
With the system in AUTO, the forward If bubbles are seen through the sight glass
vent blower normally runs at low speed. (see Figure 11-3), then the refrigerant
system is low on refrigerant gas. If, after
If the cooling mode is operating, refriger- adding more refrigerant gas, bubbles still
ant circulates through the forward evapora- appear in the sight glass, the system needs
tor to cool the output air. If either BLEED to be evacuated and recharged.
A I R VA LV E S s w i t c h i s p o s i t i o n e d t o
OPEN, air entering the ceiling-outlet duct A f t e va p o ra t o r s a n d b l o w e r s p ro v i d e
is cooler than air entering the floor outlets. additional cooling. The blowers recircu-
The air discharges through the eyeball late cabin air across the evaporators and
outlet in the cockpit and cabin (see Figures route it to the aft floor and ceiling outlets.
11-5 and 11-6). Th e a f t e va p o ra t o r s i n c re a s e a i rc ra f t
c o o l i n g c a p a c i t y f r o m 18 , 0 0 0 B T U
Cool air also enters the floor-outlet duct. (with the forward evaporator only) to
In order to provide cabin pressurization, 32,0 0 0 BTU.
however, warm bleed air also enters this
duct any time either BLEED AIR VALVES Refrigerant flows through the aft evapora-
switch is in the OPEN position. Therefore, tor any time it flows through the forward
pressurized air discharged from the floor evaporator. The additional cooling, however,
outlets is always warmer than air discharged is provided only when the aft blower is
from the ceiling outlets no matter what operating.
temperature mode is used.
During flights in warm air, such as short,
low-altitude flights in the summer, all the
NOTE cabin ceiling outlets must be fully open for
On aircraft with cargo doors, a maximum cooling.
lever on each floor outlet register
(except forward facing register in
baggage compartment) can be HEATING
moved vertically to regulate
airflow. A vane-axial blower in Description
the nose section draws ambient Bleed air from the compressor of each
air through the condenser to cool engine flows into the cabin for heating and
the refrigerant gas when the pressurization purposes. When the left
cooling mode is operating on the landing gear safety switch is in the ground
g ro u n d . Th i s b l o w e r s h u t s o ff position, the ambient air valve in each flow
automatically when gear is control unit is closed. Therefore, only bleed
retracted. air is delivered.
When airborne, bleed air is mixed with

Th e r e c e i v e r- d r y e r a n d s i g h t g a u g e
outside ambient air from the ambient air
(glass) are in the upper portion of the
valve in each flow control unit until a cold
condenser compartment.
air temperature closes off the ambient flow.
Then, only bleed air is delivered.
Remove the upper-compartment access
panel on top of the nose section left
of centerline to view these components.
Th i s a c t i o n , h o w e v e r, i s n o t a n o r m a l
preflight action.

11 AIR CONDITIONING
Operation The DEFROST AIR knob controls a valve

on the pilot/copilot heat duct that admits
In the cockpit, adjust either pilot damper air to two ducts delivering warm air to the
to provide additional air. The PILOT AIR defroster vents below the windshields.
and COPILOT AIR knobs control the
dampers (Figure 11-13). Movement of these The rest of the air in the bleed-air duct
k n o b s a ff e c t s c o c k p i t t e m p e ra t u re b y mixes with recirculated cabin air and flows
adjusting air volume. a f t t h ro u g h t h e f l o o r- o u t l e t d u c t t h a t
handles 75% of the total airflow.
During high-altitude flights, cool-night

flights, and flights in cold weather, the
ceiling outlets must be closed for maximum
cabin heating.
ELECTRIC HEAT
Operation
Positioning the ELECT HEAT switch to
ON energizes the heating elements in the
forward duct and aft evaporator plenum
(see Figure 11-11). The green ELEC HEAT
ON annunciator illuminates to indicate
Figure 11-13. PILOT AIR and COPILOT power is being applied to the heating
AIR Knobs elements (see Figure 11-12). The electric
heat system draws approximately 300 amps.
The CABIN/COCKPIT AIR knob on the During electric heat operation, the forward
copilot left subpanel controls air volume to and the aft blowers must be operating.
the cabin (see Figure 11-8). This knob
controls the cabin air control valve. When B e f o r e t h e E L E C T H E AT s w i t c h i s
pulled out of its stop, a minimum amount positioned to OFF and the BLOWER knob
of air passes through the valve to the cabin is positioned to OFF, the green ELEC
to increase the volume of air available to H E AT O N a n n u n c i a t o r m u s t b e
the pilot and copilot outlets and defroster. extinguished. This indicates the heating
elements have been sufficiently deener-
When the knob is pushed all the way in, the gized for safety.
valve opens to allow air in the duct to be
directed into the cabin floor outlets.

11 AIR CONDITIONING
VENT BLOWER CONTROL C a b i n t e m p e ra t u re va r i e s, t h e re f o re,

according to the position of the cabin-heat
Unpressurized Ventilation control valves and whether or not the refrig-
erant system is working.
Fresh air is available during unpressurized
flight with the CABIN PRESS switch in
the DUMP position. This ambient (ram) NOTE
air is obtained through the fresh air door The air conditioner compressor
and the ram-air scoop in the aircraft nose does not operate unless the bypass
section (see Figure 11-4). valves are closed. To ensure that
the valves are closed, select MAN
This door is open only during unpressurized COOL then hold the MANUAL
flight when the switch is in the DUMP TEMP switch in the DECR
position and there is 0 psi. This allows the position for one minute.
forward blower to draw ram air into the
cabin. This air is mixed with recirculated
cabin air in the plenum chamber and then
directed to both the floor registers and
FL-493, FL-500,
ceiling outlets. The CABIN AIR control AND SUBSEQUENT
knob regulates the air volume.
NOTE
COMPONENTS
A flight conducted with the bleed- The environmental system has the follow-
air switches placed in any position ing main components:
other than OPEN also results in
unpressurized flight, but the fresh • Belt-driven compressor (right engine)
air door is not open. • Condenser blower
• Evaporator
Manual Mode Control • Aft evaporator
The MAN COOL or MAN HEAT position • Forward vent blower
of the CABIN TEMP MODE control knob
allows manual control of the cabin and • Forward and aft mixing plenums
cockpit temperature. • Floor outlet ducts
Th e M A N UA L T E M P I N C R – D E C R • Ceiling eyeball outlets
switch returns to the center OFF position • Temperature-sensing devices
when released. When held in either
position, it modulates the bypass valves in • Autotemperature controller
the bleed-air lines. Allow one minute (30 • Flow control unit
seconds per valve) for both valves to move
fully open or fully closed. • Pilot/copilot outlets
• Defroster
Only one valve moves at a time to vary the
amount of bleed air routed through the air- • Air-to-air heat exchangers
t o - a i r h e a t e x c h a n g e r . Th i s c a u s e s a • Bleed air valves
variance in bleed-air temperature. The
bleed air mixes with recirculated cabin air • Heating air outlets
in the mixing plenum and is then routed to
the floor registers.

11 AIR CONDITIONING
COMPRESSOR Forward Evaporator

A belt-driven compressor on the right and Blower
engine operates in either auto or manual The forward evaporator blower motor
cool modes. The compressor has built-in recirculates cockpit air through the forward
safety devices that prevent its operation evaporator in the right side of the nose
in cases of refrigerant over- or under- behind the crossover duct. The refrigerant
pressure conditions. flowing through the evaporator absorbs
heat from the recirculated cockpit air,
Condenser Blower cooling the air passing through it.
Two condensers joined together in a V are
in the nose crossover duct. Ram air flowing Aft Evaporators and Blowers
through the condenser condenses and cools High speed fans blow recirculated cabin
the refrigerant gas passing through it into air through two evaporators under the
liquid for use in cooling the cabin air floorboards in the center aft cabin behind
(Figure 11-14). the main spar.
The condenser blower enhances airflow Th e r e f r i g e r a n t f l o w i n g t h r o u g h t h e
through the condenser for more efficient evaporator tubing absorbs heat from the
operation and runs in the auto or manual recirculated air cooling it before it returns
cool modes when the air conditioner to the cabin. The cooled air reenters the
is operating. cabin through the aft floor and ceiling
outlets. When the air conditioning system
is off, the blowers provide recirculated
cabin air for ventilation.
RECIEVER-
DRYER AND
FWD and AFT Mixing Plenums
SIGHT GAUGE
Bleed air coming into the aircraft is routed
i n t o f o r w a rd a n d a f t m i x i n g p l e n u m s
beneath the cabin floorboards. The mixing
plenums combine bleed air with
recirculated cabin air to reduce bleed air
temperature for passenger comfort. The
conditioned air is then routed into
the cabin.
Figure 11-14. Condenser and Receiver-

Dryer Sight Gauge

11 AIR CONDITIONING
Cockpit Heating Air Outlets Cabin Floor Outlet Ducts

Heating air outlets are under the instru- The floor outlet ducts are between the
ment panel and outboard of the pilot and p a s s e n g e r s e a t s a l o n g t h e a i rc ra f t
copilot seats on the floor (Figure 11-15). The floorboards where they contact the interior
C O C K P I T B LOW E R c o n t r o l k n o b sidewall of the aircraft cabin (Figure 11-17).
controls air flow volume to these outlets.
Pressurization air heated as required by
the environmental system enters the cabin
through these vents.
Ceiling Eyeball Outlets

Eyeball outlets in the headliner provide cool
air to the crew and passengers (Figure 11-17).
Each outlet can be adjusted to direct the

airstream as desired. Twisting the nozzle
adjusts air volume from full open to closed.
As the nozzle is twisted, a damper opens or
closes to regulate airflow. The cockpit has
Figure 11-15. Cockpit Eyeball Outlets two eyeball outlets; the cabin has seven
such outlets.
The supplemental electric heat system
discharges warm air directly aft of the
cockpit center pedestal through a single
floor outlet (Figure 11-16).
Figure 11-16. Supplemental Heat Vent
Figure 11-17. Floor and Ceiling Outlets

11 AIR CONDITIONING
Temperature-Sensing Devices Environmentally conditioned air flows

constantly to the windshield defrost and
The cockpit and cabin temperature sensors glareshield outlets.
work with the following to adjust the air to
the desired temperatures (Figure 11-18): In AUTO mode, the air is regulated to a
maximum temperature of 70°F (21°C). If
• ENVIRONMENT MODE switch more heat is required in colder environ-
• Cockpit and cabin temperature ments, the temperature of the outlet air is
control knobs allowed to increase to 105°F (41°C).
A sensor in the floor ducts monitors the In MAN HEAT mode, the COCKIT TEMP
bleed air temperature. If excessive temper- knob controls glareshield and overhead
ature is sensed, the sensor activates an temperatures. Airflow can be increased
annunciator in the cockpit. with the BLOWER knob.
Auto Temperature Controller Flow Control Unit
With the ENVIRONMENT MODE switch In flight, flow control units on each engine
p o s i t i o n e d t o AU T O, t h e a u t o m a t i c firewall mix outside ambient air with bleed
temperature controller uses inputs from air to make bleed air temperature more
cockpit and cabin temperature sensors to manageable for the environmental system.
adjust the system and maintain the desired
temperatures (Figure 11-18). On the ground, these flow control units supply
only bleed air to the environmental system.
TO CABIN
LH BYPASS
VALVE MOTOR
MANUAL
TEMP AIR TO AIR
INCR HEAT
HEAT EXCHANGER
MANUAL
HEAT
OR COOL DECR COOL HEAT
LEFT
AUTO BLEED AIR
AUTO TEMP
MANUAL CONTROLLER TO CABIN
COOL COOL
AIR TO AIR
HEAT
EXCHANGER
RH BYPASS
TEMP VALVE MOTOR
SENSORS
DUCT
CABIN
RIGHT ENGINE
SELECTOR
BLEED AIR
AIR CONDITIONER
LH BYPASS
VALVE MOTOR
SWITCH
Figure 11-18. Air Conditioning System Control Diagram

11 AIR CONDITIONING
Defrost System BLEED AIR VALVES Switches

Two ducts provide warm air to the defroster Tw o B L E E D A I R VA LV E S s w i t c h e s
below the windshields where they contact control the inflow of pressurization air for
the top of the glareshield. cockpit and cabin climate control (Figure
11-19). Each switch has three positions:
Air-to-Air Heat Exchangers
• OPEN—Allows bleed air into the
An air-to-air heat exchanger is in the center cabin for pressurization and climate
section of each wing inboard of the engines. control
Bleed air passes through the air-to-air heat
exchangers to reduce the air temperature. • ENVIR OFF—Restricts bleed air
from the respective side environ-
mental flow control unit from
Bleed Air Valves entering the pressurization and air
The bleed air valves are in the environ- conditioning systems; for maximum
mental flow control units on each engine cooling on the ground, place switches
firewall. The valves control bleed air flow in ENVIR OFF position
into the aircraft and into the environmen- • PNEU & ENVIR OFF—Respective
tal, pressurization and pneumatic systems bleed air valve closes completely to
(Figure 11-19). deny bleed air to the pressurization,
air conditioning and pneumatic
Controls And Indications systems.
The ENVIRONMENTAL panel on the
copilot left subpanel provides automatic
or manual control of the air conditioning
system (Figure 11-19).
Figure 11-19. ENVIRONMENTAL Panel

11 AIR CONDITIONING
Environmental Control Knob

The environmental control system knob
has five positions (Figure 11-20):
• OFF—Air completely shut off; no

bleed air input to cockpit or cabin
• AU T O — A i r c o n d i t i o n i n g a n d
heating systems operate automati-
cally to establish pilot-requested
temperature
• MAN COOL—Air conditioning
system operates in response to
manual input from pilot; air Figure 11-21. COCKPIT and CABIN
conditioner operates as long as system BLOWER Control Knobs
pressures acceptable and right engine
N 1 speed above 62% Rotate the COCKPIT TEMP control knob
• M A N H E AT — B o t h c a b i n a n d as required to adjust cockpit temperature.
cockpit floor heat servos opened A temperature sensor in the cockpit, in
fully; accomplish cockpit and cabin conjunction with the temperature setting,
temperatures through MAN TEMP initiates a heat or cool command to the
switch to either INCR or DECR temperature controller.
• E L E C H E AT — D i r e c t s a i r o v e r Rotate the CABIN TEMP control knob to
resistive heater elements into the
cabin; operative on the ground only. adjust cabin temperature. A temperature
sensor behind the first set of passenger
oxygen masks, in conjunction with the
temperature setting, initiates a heat or cool
command to the temperature controller.
COCKPIT/CABIN BLOWER
Knobs
The COCKPIT and CABIN BLOWER
knobs control the forward and aft vent
blower (Figure 11-21). Each knob has
two positions:
• AU TO — B l o w e r o p e ra t e s a t l o w
Figure 11-20. Environmental System speed if environmental control
Control Knobs system knob is in any position except
OFF and cabin/cockpit temperature
has reached the set point as selected
b y t h e c re w. I f t h e c a b i n / c o ckpit
COCKPIT/CABIN TEMP Knobs temperature is significantly different
The COCKPIT and CABIN TEMP control than the desired temperature, the
knobs regulate the temperature in the AUTO blowers automatically come on high
and manual positions (Figure 11-21). and then slow as the temperature
approaches the desired set point.

11 AIR CONDITIONING
• Out of AUTO—Allows pilot to set • AU T O — A l l o w s e n v i r o n m e n t a l

desired blower speed. system controller to select flow
setting automatically to maintain
Wh e n t h e V E N T B LOW E R s w i t c h i s cockpit temperature or cabin pressure
positioned to AUTO and the environmen- requirements; recommended position
tal control system knob is positioned to for most operations.
OFF, the blower ceases operation. • LOW—Default setting except when
system demands additional heating
MAN TEMP INCR-DECR Switch
The MAN COOL or MAN HEAT position I f t h e e n v i ro n m e n t a l c o n t ro l k n o b i s
of the environmental control system knob positioned to MAN HEAT, the bleed flow
allows manual adjustment of the cockpit defaults to NORMAL. If the flow is
and cabin temperature (Figure 11-22). positioned to MAN COOL, the bleed flow
Momentarily positioning the MAN TEMP defaults to LOW.
switch to the INCR or DECR regulates
bleed air temperature as it enters the CAUTION
aircraft; it does not affect the flow rate.
Always monitor cabin pressur-
i z a t i o n re q u i re m e n t s w h e n i n
MAN COOL. Manual adjust-
ments to the ENVIR BLEED AIR
flow setting may be required.
For maximum engine performance and/or

high altitude takeoff requirements, position
the ENVIR BLEED AIR switch to LOW.
Figure 11-22. MAN TEMP INCR-DECR

Switch
ENVIR BLEED AIR Switch

The ENVIR BLEED AIR switch on the
copilot left subpanel controls bleed air flow
volume (Figure 11-23). The switch has three
positions: Figure 11-23. ENVIR BLEED AIR Switch
• NORMAL—For increased heating or
pressurization airflow.; use during
climb to ensure optimum pressuriza-
tion at higher altitude

11 AIR CONDITIONING
AIR COND N1 LOW ELEC HEAT ON Annunciator

Annunciator The amber ELEC HEAT ON annunciator
Th e N 1 s p e e d s w i t c h ( e n g i n e s p e e d ) indicates that the power relays are closed
prevents compressor operation outside of to apply power to the heating elements
established limitation parameters. The white (Figure 11-24).
AIR COND N 1 LOW annunciator illumi-
nates to indicate that the right engine speed Before blowers are selected OFF when
is below 62% N 1 and air conditioning is electric heat is off, the ELEC HEAT ON
requested (Figure 11-24). annunciator must be extinguished to
indicate power is removed from the
heating elements.
DUCT OVERTEMP Annunciator
If airflow in the ducts becomes too low, the BL AIR OFF L–R Annunciators
amber DUCT OVERTEMP annunciator
illuminates to indicate duct temperature Green BL AIR OFF L–R annunciators
has reached approximately 300°F (148°C) illuminate whenever the respective
(Figure 11-24). BLEED AIR VALVES OPEN switch is in
any position other than OPEN.
ELEC HEAT Position
The supplemental electric heat system is
operated on the ground with the ELEC
HEAT position on the ENVIRONMEN-
TAL control system knob (see Figure 11-
20). The system is squat-switch protected
from airborne operation.
Figure 11-24. Annunciator Panel

11 AIR CONDITIONING
OPERATION Protection controls prevent compressor

operation if the following conditions occur:
Automatic Mode Control • Refrigerant pressure too high or low
The AUTO position of the ENVIRON- • Right bleed air bypass valve reaches
MENTAL control knob allows the heating limit switch (indicates air condition-
and air conditioning systems to operate ing not required because significant
automatically. The system adjusts bleed heat introduced into system)
air temperature and blower speed and
cycles the air conditioning compressor • Right engine speed below 62%
as necessary to maintain the selected N 1 ; w h i t e A I R C O N D N 1 LOW
temperature. The recommended setting on annunciator illuminates
these knobs is the 12 o’clock (straight
u p ) p o s i t i o n , w h i c h i s a p p ro x i m a t e l y Heating
75°F (24°C). Bleed air from the compressor of each
engine is deliv ered into the cabin for
If a different blower speed is desired, the heating and pressurization purposes. When
respective COCKPIT or CABIN BLOWER the left landing gear safety switch is in the
k n o b c a n b e ro t a t e d f ro m t h e AU TO ground position, the ambient air valve in
position to desired speed. each flow control unit is closed. Therefore,
only bleed air is delivered. When airborne,
Cooling bleed air is mixed with outside ambient air
Plumbing from the compressor on the right from the ambient air valve in each flow
engine is routed through the right wing and control unit until a cold air temperature
then forward to the condenser coil, closes off the ambient flow. Then, only
receiver-dryer, expansion valve, bypass bleed air is delivered.
valve, and forward evaporator. All of these
are in the nose of the aircraft. With the environmental control system
k n o b i n AU T O, t h e t e m p e r a t u r e o f
The forward vent blower moves recircu- conditioned air is set to approximately 70°F
lated cabin air through the forward (21°C). In colder temperature extremes
evaporator, into the mixing boxes, into where more heat is initially demanded, this
the cockpit distribution ducts, and then out is increased to approximately 105°F (41°C).
the glareshield outlets and windshield
defrost vents. Electric Heat
The cabin blowers provide main cabin When the ELEC HEAT position is selected
cooling by routing recirculated cabin air on the environmental control system knob,
through two evaporators and into the cabin air is directed over several heater elements
through the eyeball outlets in the cabin in a duct aft of the forward evaporator and
and cockpit headliner. into the cabin. (see Figure 11-20). Air is
distributed through the electric heating
When the system is commanded to provide duct by the cockpit blower that operates
little or no warmed air to the cabin, the a u t o m a t i c a l l y w h e n t h e E L E C H E AT
majority of the warmer P3 air from the position is selected.
engines is routed to the aft of the cabin
into the baggage compartment to avoid The amber ELEC HEAT ON annunciator
interference with the cooling process. The illuminates to advise the flight crew that
outflow valves quickly evacuate this power is being applied to the heating
warmer air overboard. elements (see Figure 11-24). The electric
heat system draws approximately 160 amps.

11 AIR CONDITIONING
Heated air enters the cabin via a single flood Defrost

outlet directly aft of the cockpit pedestal.
A constant flow of environmentally
conditioned air is provided to the
CAUTION windshield defrost and glareshield outlets.
In the AUTO mode, the temperature of this
The electric heat must not b e air is approximately 70°F (21°C). In
o p e ra t e d w i t h t h e c a b i n d o o r extremely cold conditions, this air is allowed
closed or the pedestal floor to reach 105°F (41°C).
outlet blocked.
Vent Blower Control
During electrical heat operation, the blower Unpressurized Ventilation
operates at maximum speed regardless of
the COCKPIT BLOWER knob setting. Fresh air is available during unpressurized
flight with the CABIN PRESS switch in
This electrical heat system is a supple- the DUMP position. This ambient (ram)
mental heating system for ground air is obtained through the fresh air door
operation only. and the ram-air scoop in the aircraft nose
section (see Figure 11-4). There is no fresh
B e f o r e d e s e l e c t i n g t h e E L E C H E AT air scoop on the new Keith ECS system for
position, the amber ELEC HEAT ON unpressurized flight.
annunciator must be extinguished. This
indicates the heating elements have been This door is open only during unpressurized
sufficiently deenergized for safety. If the flight when the switch is in the DUMP
a n n u n c i a t o r re m a i n s i l l u m i n a t e d , t h e position and there is 0 psi. This allows the
system is not functioning correctly. forward blower to draw ram air into the
cabin. This air is mixed with recirculated
To maintain adequate airflow across the cabin air in the plenum chamber and then
h e a t i n g e l e m e n t s, t h e E L E C H E AT directed to both the floor registers and
p o s i t i o n m u s t b e re s e l e c t e d u n t i l t h e ceiling outlets. The CABIN AIR control
engines have been shut down. Maintenance knob regulates the air volume. There are no
is required prior to flight. longer CABIN AIR CONTROL KNOBS
on the new system.
A f t e r d e s e l e c t i n g t h e E L E C H E AT
position, safety devices in the heater NOTE
assembly may continue to temporarily A flight conducted with the bleed-
operate the blower at low speed. This allows air switches placed in any position
proper cooling of the heater elements to other than OPEN also results in
avoid overheating the duct. unpressurized flight, but the fresh
air door is not open. There is no
NOTE fresh air door.
If after deselecting the ELEC
HEAT position and initial blower Manual Mode Control
shutdown, residual element heat With the environmental knob in MAN
causes the duct temperature to HEAT, control of the cabin and cockpit
c o n t i n u e t o r i s e, t h e b l o w e r temperatures is accomplished through the
automatically cycles to cool the MAN TEMP switch. Moving the switch to
e l e m e n t s re g a rd l e s s o f BAT T either INCR or DECR regulates the bleed
switch position. air temperature as it enters the cabin; flow
rate is unchanged.

11 AIR CONDITIONING
Sw i t c h i n p u t o f t w o t o t h re e s e c o n d s
duration is recommended with a full 60
s e c o n d s i n b e t w e e n t o a v o i d o v e r- o r
undershooting desired temperature. The
time it takes the bleed air temperature to
respond to switch input is proportional to
the time the MAN TEMP switch is actuated
(requiring approximately 30 seconds to go
f ro m f u l l d e c re a s e t o f u l l i n c re a s e o r
vice versa).
CAUTION
Switch actuation longer than 2–3
seconds and less than 60 seconds in
duration can result in duct overheat-
ing and illumination of the amber
DUCT OVERTEMP annunciator.
The CABIN TEMP or COCKPIT TEMP

knobs fully control the temperature of the
air to the glareshield and defrost vents
when either MAN HEAT or MAN COOL
is selected.
LIMITATIONS
For specific information on limitations
procedures, refer to the FAA-approved
Airplane Flight Manual (AFM).
EMERGENCY/
ABNORMAL
For specific information on emergency/
a b n o r m a l p r o c e d u r e s, r e f e r t o t h e
appropriate abbreviated checklists or the
FAA-approved AFM.

11 AIR CONDITIONING
QUESTIONS
1. The vapor-cycle refrigeration compres-
sor is located:
A. O n t h e r i g h t e n g i n e a c c e s s o r y
section.
B. O n t h e l e f t e n g i n e a c c e s s o r y
section.
C. In the baggage compartment.
D. On the forward pressure bulkhead.
2. If the engine speed is too low for the

air conditioning compressor to
properly engage, the:
A. W h i t e [ A I R C O N D N 1 LOW ]
status annunciator illuminates.
B. G r e e n [ A I R C O N D N 1 LOW ]
advisory annunciator illuminates.
C. Engine will automatically increase
in speed to allow compressor
operation.
D. Compressor will engage and the
white [AIR COND N1 LOW] status
annunciator will illuminate.
3. Fo r m o re e ff i c i e n t c o o l i n g o n t h e
ground, place the BLEED AIR
VALVES switches to the __________
position.
A. OPEN
B. CLOSED
C. ENVIR OFF
D. PNEU & ENVIR OFF
4. In the MAN HEAT mode on the ECS,

the pilot controls temperature with the:
A. CABIN TEMP knob.
B. COCKPIT TEMP knob.
C. ENVIR BLEED AIR switch.
D. MAN TEMP INCR DECR switch

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
INTRODUCTION ............................................................................................................. 12-1
GeNeRal.......................................................................................................................... 12-1
COMPONeNTS ................................................................................................................. 12-2
Flow Control Unit....................................................................................................... 12-2
CONTROlS aND INDICaTIONS ............................................................................... 12-5
Pressurization Controller ........................................................................................... 12-5
Switches ........................................................................................................................ 12-6
Gauges ......................................................................................................................... 12-7
annunciators ............................................................................................................... 12-7
OPeRaTION ..................................................................................................................... 12-8
Preflight Operation ..................................................................................................... 12-8
In-Flight Operation..................................................................................................... 12-8
Descent and landing Operation ............................................................................... 12-8
abnormal Operation .................................................................................................. 12-9
lIMITaTIONS ................................................................................................................... 12-9
Cabin Differential Pressure Gauge........................................................................... 12-9
PReSSURIZaTION PROFIleS ................................................................................. 12-10
MalFUNCTIONS aND TROUBleSHOOTING................................................... 12-15
QUeSTIONS.................................................................................................................... 12-17

ILLUSTRATIONS
Figure Title Page
12-1 Pressurization Controls ...................................................................................... 12-2
12-2 electronic Flow Control Unit............................................................................ 12-2
12-3 Outflow Valve ...................................................................................................... 12-3
12 PRESSURIZATION
12-4 Safety Valve ......................................................................................................... 12-4
12-5 Pressurization System Schematic ...................................................................... 12-5
12-6 BleeD aIR ValVeS Switches ...................................................................... 12-6
12-7 eNVIR BleeD aIR Switch ............................................................................ 12-6
12-8 CaBIN PReSS Switch ....................................................................................... 12-7
12-9 CaBIN alT Gauge............................................................................................ 12-7
12-10 annunciators ....................................................................................................... 12-7
12-11 Pressurization Controller Setting for landing ................................................ 12-9
12-12 Situation 1 .......................................................................................................... 12-10
12-13 Situation 2 .......................................................................................................... 12-11
12-14 Situation 3 .......................................................................................................... 12-12
12-15 Situation 4 .......................................................................................................... 12-13
12-16 Situation 5 .......................................................................................................... 12-14
TABLE
Table Title Page
12-1 Descent and landing .......................................................................................... 12-8

CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
This chapter describes the pressurization system on the King air 350 aircraft. The
pressurization system provides a normal working pressure differential of 6.5 ±0.1
psi for cabin pressure altitudes of 2,800 feet at 20,000 feet, 8,600 feet at 31,000 feet,
and 10,380 feet at 35,0 0 0 feet. The pressurization inflow system also provides
fresh air ventilation.
GENERAL
Bleed air from each engine pressurizes the indicator. Pressurization can be dumped
cabin and cockpit areas. Pressurization is with the CaBIN PReSS DUMP switch.
regulated through a pressurization The system includes a flow control unit as
controller, monitored by a cabin altime- well as a vacuum line drain and outflow
ter/psid indicator, and a rate-of-climb and safety valves (Figure 12-1).

TEST
SQUAT
PRESR SWITCH
NO. 1 DUAL-FED BUS 5A

LEFT BLEED
PRESS
DUMP AIR VALVE
CONTROL
12 PRESSURIZATION
PRESET SOLENOID (N.C.)
SAFETY VALVE VAC/ PNEU PRESSURIZATION

MANIFOLD CONTROLLER
OUTFLOW VALVE DUMP SOLENOID (N.C.)
OUTFLOW
VALVE DRAIN
Figure 12-1. Pressurization Controls
COMPONENTS each unit consists of an ambient tempera-

ture sensor, an electronic controller, and an
environmental air control valve assembly
FLOW CONTROL UNIT interconnected by a wire harness. The control
valve assembly consists of the following:
an electronic flow control unit (FCU) in
each engine nacelle controls the volume • Mass flow transducer
of the bleed air. It combines ambient air
with the bleed air to provide a suitable air • ambient flow motor and modulating
d e n s i t y f o r p r e s s u r i z a t i o n . Th e F C U valve
controls the mass flow of both ambient and • Check valve that prevents bleed air from
bleed air into the cabin (Figure 12-2). escaping through ambient air intake
COCKPIT BLEED AIR
FIRESEAL VALVE SWITCH
BLEED AIR
FLOW TRANSDUCER
ELECTRONIC POWER
CONTROLLER
SQUAT
AMBIENT SWITCH
TEMPERATURE
SENSOR AMBIENT BLEED AIR
FLOW CONTROL FLOW CONTROL
MOTOR MOTOR
AMBIENT SOLENOID (N.C.)
AIR
INLET
ENVIRONMENTAL
SHUTOFF
VALVE (N.C.)
TO DUCT
LEGEND AMBIENT AIR DISTRIBUTION
FLOW TRANSDUCER CHECK EJECTOR
HP BLEED AIR SYSTEM
(MASS FLOW VALVE
CONTROL PRESSURE NO. 2 SENSOR) BLEED AIR
ENGINE (HIGH FLOW)
VENT AIR BLEED AIR BYPASS
Figure 12-2. Electronic Flow Control Unit

• Bleed air flow transducer as the aircraft enters a cooler environment,

• Bleed air flow motor and modulat- ambient airflow is gradually reduced. Bleed-
ing valve (including bypass line) air flow gradually increases to maintain a
constant inflow and to provide sufficient
• air ejector heat for the cabin. at approximately 0°C
• Flow control solenoid valve (32°F) ambient temperature, ambient airflow
is completely closed off. The bleed air valve
• environmental shutoff valve bypass section opens as necessary to allow
When the FCU is energized after engine more bleed air flow past the fixed flow
12 PRESSURIZATION
start up, the bleed air modulating valve passage of the air ejector.
closes. When it is fully closed, it actuates the
bleed air shaft switch. This signals the The FCUs regulate the rate of airflow to the
electronic controller to open the solenoid pressure vessel. The bleed air portion is
valve to enable P3 bleed air to pressurize variable from approximately 5 to 14 pounds
the environmental shutoff valve open. per minute (ppm) depending upon ambient
temperature. On the ground, since ambient
The bleed air shaft continues to open until air is not available, cabin inflow is variable
the desired bleed-air flow rate to the cabin and limited by ambient temperature. In
is reached. The bleed-air flow transducer flight, ambient air provides the balance of
s e n s e s t h e f l o w r a t e. Th e e l e c t r o n i c the constant airflow volume of 12 to 14 ppm.
controller controls the input of the ambient
temperature sensor. Fro m h e re, t h e a i r f o r p re s s u r i z a tion,
cooling, and heating flows into the pressure
vessel to create differential, and then out
through the outflow valve (Figure 12-3) on
the aft pressure bulkhead.
SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
TO CONTROLLER
CONNECTION
PLUG
UPPER
(CONTROL)
DIAPHRAGM
NEGATIVE
RELIEF
DIAPHRAGM
REAR
PRESSURE
STATIC AIR BULKHEAD
LEGEND
CONTROL PRESSURE NO. 2
VENT AIR
Figure 12-3. Outflow Valve

To the left of the outflow valve (looking When the BleeD aIR ValVeS switches
forward) is a safety valve (Figure 12-4). This are positioned to OPeN, the air mixture
valve provides pressure relief if the outflow (bleed air and ambient air) from the FCU
va l v e f a i l s, d e p re s s u r i z e s t h e a i rc ra f t enters the aircraft. When the aircraft is on
whenever the CaBIN PReSS DUMP switch the ground, only bleed air enters the cabin
is in DUMP, and keeps the aircraft unpres- because the safety switch causes the FCU
surized while it is on the ground with the left to close a valve that allows ambient air to
landing gear safety switch compressed. mix with the bleed air.
12 PRESSURIZATION
a negative pressure relief function that at liftoff, the safety valve closes and, except
prevents outside atmospheric pressure from for cold temperatures, ambient air begins
exceeding cabin pressure by more than to enter the FCU, and then the pressure
0.1 psi during rapid descents with or without vessel. as the left FCU ambient air valve
bleed air flow is also incorporated into opens, in approximately 6 to 8 seconds, the
both valves. right FCU ambient air valve opens. By
increasing airflow volume gradually (left
first, then right), excessive pressure bumps
are avoided during takeoff.
SCHRADER
VALVE MAXIMUM
DIFFERENTIAL
DIAPHRAGM
SAFETY VALVE DUMP SOLENOID
CABIN
AIR
UPPER CONTROL
DIAPHRAGM
NEGATIVE RELIEF
DIAPHRAGM
REAR
STATIC AIR PRESSURE
LEGEND BULKHEAD
Figure 12-4. Safety Valve

CONTROLS scale (aCFT alT) at which the aircraft

can fly without causing the cabin pressure
AND INDICATIONS t o e x c e e d m a x i m u m d i ff e re n t i a l . Th e
engines maintain a 6.5 ± 0.1 psi differential
that provides a nominal cabin pressure
PRESSURIZATION altitude of 10,380 feet at an aircraft altitude
CONTROLLER of 35,0 0 0 feet.
an adjustable cabin pressurization The RaTe control knob controls the rate
c o n t ro l l e r n e a r t h e t h ro tt l e q u a d ra n t
12 PRESSURIZATION
at which cabin pressure altitude changes
modulates the outflow valve (Figure 12-5). from the current value to the selected value.
The selected rate of change can be from
a dual-scale dial in the center of the approximately 20 0 to 2,0 0 0 feet per
controller indicates the cabin pressure minute (fpm).
altitude on the outer scale (CaBIN alT)
and maximum aircraft altitude on the inner
STATIC
LEGEND PLUG
CABIN AIR
VACUUM SOURCE
STATIC AIR
CONTROL PRESSURE OUT-
FLOW
INTERNAL PRESSURE 350 ONLY VALVE
ALTITUDE LIMIT
CONTROLLER
MOISTURE
ACCUMULATION ORIFICE
FLOW CONTROL DRAIN
PRESSURE
CABIN PRESET
SOLENOID STATIC
FILTER
NO LG
SAFETY
SWITCH
350
ONLY
SAFETY
VALVE
CONTROL SWITCH
CABIN PRESSURE ORIFICE
DUMP SOLENOID ALTITUDE
RESTRICTOR NC LIMIT
CONTROLLER
RATE ALTITUDE VACUUM SOURCE
FROM
PNEUMATIC
MANIFOLD
Figure 12-5. Pressurization System Schematic

SWITCHES
BLEED AIR VALVES Switches
The leFT–RIGHT BleeD aIR ValVeS
switches are in the eNVIRONMeNTal
group of the copilot subpanel (Figure 12-
6). When either switch is positioned to
eNVIR OFF or PNeU & eNVIR OFF, the
12 PRESSURIZATION
environmental air valve is closed.
Figure 12-7. ENVIR BLEED AIR Switch
The aUTO position is the recommended

position because it allows the environ-
mental system controller to automatically
s e l e c t t h e f l o w s e tt i n g b a s e d o n h e a t
required to maintain temperature or cabin
pressure requirements.
In order for the aUTO position to function

properly in response to the heating/cooling
Figure 12-6. BLEED AIR VALVES Switches requirements, the environmental MODe
c o n t r o l m u s t b e i n aU T O ( s e e a i r
When either switch is in OPeN, the air Conditioning chapter).
mixture flows through the environmental
air valve toward the cabin. CAUTION
ENVIR BLEED AIR Switch always monitor cabin pressuriza-
tion requirements if the environ-
The eNVIR BleeD aIR switch on the mental MODe switch is in MaN
copilot left subpanel controls the volume COOl because manual adjust-
of bleed air (Figure 12-7). m e n t s m a y b e re q u i re d t o the
eNVIR BleeD aIR setting.
Th e lOW p o s i t i o n r e d u c e s b l e e d a i r
extracted from the engines for environ-
mental purposes to approximately half the CABIN PRESS Switch
normal amount. This position is normally The CaBIN PReSS switch left of the
used during operations in ambient temper- pressurization controller (Figure 12-8) has
atures above 10ºC to ensure takeoff power DUMP-PReSS-and TeST positions.
is available. For maximum engine perfor-
mance and/or high altitude takeoff require- The DUMP (forward lever locked) position
ments, the switch should be in lOW. opens the safety valve so the cabin can
depressurize to approximately 13,500 feet.
The NORMal position increases heating or a b o v e t h a t a l t i t u d e, i t m a i n t a i n s t h e
increases pressurization airflow; it is usually 13,500 feet.
selected during climb to ensure optimum
performance of the system at higher altitudes.

12 PRESSURIZATION
Figure 12-9. CABIN ALT Gauge
ANNUNCIATORS
annunciators for the pressurization system
are on the warning panel and the
caution/advisory panel (Figure 12-10):
• W h i t e C a B I N a lT I T U D e —
Illuminates to indicate cabin altitude
exceeds 10,0 0 0 feet
Figure 12-8. CABIN PRESS Switch • amber l-R Bl aIR OFF—
Illuminates to indicates flow control
The PReSS (center) position pressurizes unit closed
the cabin in flight depending on the • Red CaBIN alT HI—Illuminates to
controller setting. It closes the safety valve indicates cabin pressure altitude
so the controller can take command of the exceeds 12,0 0 0 feet
outflow valve.
• Red CaBIN DIFF HI—Illuminates
The TeST (aft) position holds the safety to indicate cabin differential pressure
valve closed, bypassing the landing gear exceeds 6.9 psi
safety switch, to allow cabin pressurization
tests on the ground.
GAUGES
CABIN ALT Gauge
The CaBIN alT gauge is on the right side
of the control panel with the annunciator
panel. It continuously monitors actual cabin
pressure altitude (outer scale) and cabin
differential (inner scale) (Figure 12-9).
CABIN CLIMB Gauge

The CaBIN ClIMB (cabin vertical speed)
gauge is left of the CaBIN alT indicator.
It continuously monitors the rate at which
cabin pressure altitude is changing in feet Figure 12-10. Annunciators
per minute.

OPERATION Table 12-1. DESCENT AND LANDING

CLOSEST ADD TO
PREFLIGHT OPERATION ALTIMETER SETTING AIRPORT ELEVATION
28.00 +2,400
Prior to takeoff, adjust the CaBIN alT 28.10 +2,300
selector knob until the aCFT alT (inner) 28.20 +2,200
scale on the dial reads an altitude of approx- 28.30 +2,100
imately 1,000 feet above the planned cruise 28.40 +2,000
28.50 +1,900
12 PRESSURIZATION
pressure altitude or at least 500 feet above

the takeoff field pressure altitude. adjust 28.60 +1,800
the RaTe control knob as desired. When 28.70 +1,700
the index mark is set at 12 o’clock position, 28.80 +1,600
the most comfortable rate of climb is 28.90 +1,500
maintained. Position the CaBIN PReSS 29.00 +1,400
DUMP switch to PReSS. 29.10 +1,300
29.20 +1,200
IN-FLIGHT OPERATION 29.30 +1,100
29.40 +1,000
as the aircraft climbs, the cabin pressure 29.50 +900
altitude climbs at the selected rate of 29.60 +800
change until the cabin reaches the selected 29.70 +700
p r e s s u r e a l t i t u d e. Th e s y s t e m t h e n 29.80 +600
maintains cabin pressure altitude at the 29.90 +500
selected value. 30.00 +400
30.10 +300
If the aircraft climbs to an altitude higher than 30.20 +200
the value indexed on the aCFT alT scale, the 30.30 +100
cabin-to-ambient pressure differential reaches 30.40 0
the pressure relief settings of the outflow valve 30.50 –100
and the safety valve (6.5 psi cabin-to-ambient 30.60 –200
differential). The red CaBIN DIFF HI 30.70 –300
annunciator illuminates at 6.9 ±3 psi cabin-to- 30.80 –400
ambient differential pressure. 30.90 –500
If the flight plan requires an altitude change

of 1,0 0 0 feet or more during cruise, the The aircraft rate of descent is controlled so
CaBIN alT dial must be readjusted. the aircraft altitude does not catch up with
the cabin pressure altitude until the cabin
pressure altitude reaches the selected value
DESCENT AND LANDING and stabilizes. as the aircraft descends to
OPERATION and reaches the cabin pressure altitude, the
outflow valve remains open. This keeps the
During descent and in preparation for vessel depressurized. as the aircraft contin-
landing, set the CaBIN alT gauge to ues to descend below the preselected cabin
indicate a cabin altitude of approximately pressure altitude, the cabin remains depres-
50 0 feet above the landing field pressure surized and follows the aircraft rate of
altitude (Table 12-1). adjust the RaTe descent to touchdown.
control knob as required to provide a
comfortable cabin altitude rate of descent.

ABNORMAL OPERATION the landing field pressure altitude (Figure

12-11), and the rate control selector should
If cabin pressure altitude reaches a value of be adjusted as required to provide a
10,000 feet, the white CaBIN alTITUDe comfortable rate of descent for the cabin.
annunciator illuminates. an aural warning The airplane rate of descent should be
also sounds. Depress the CaBIN alT controlled so that the airplane altitude does
WaRN SIleNCe button on the copilot not catch up with the cabin pressure altitude
sub-panel to cancel the warning tone. until the cabin pressure altitude reaches
the selected value and stabilizes.
12 PRESSURIZATION
If cabin pressure altitude reaches a value
of 12,0 0 0 feet, the red CaBIN alT HI as the airplane descends to and reaches the
annunciator illuminates. In addition, the c a b i n p re s s u re a l t i t u d e, t h e n e g a tive-
MaSTeR WaRNING flashes illuminate pressure relief function modulates the
and an aural warning sounds. at 12,50 0 outflow and safety valves toward the full
feet, the oxygen masks drop. open position, thereby equalizing the differ-
ence between ambient and cabin pressures.
The aural warning can be cancelled, but When the airplane continues to descend
the CaBIN alTITUDe and CaBIN alT b e l o w t h e p re s e l e c t e d c a b i n p re s s u re
HI annunciator remain illuminated as long altitude, the cabin will be unpressurized
as the cabin pressure altitude remains and will follow the airplane rate of descent
above their respective actuation altitudes. to touchdown.
LIMITATIONS
CABIN DIFFERENTIAL
PRESSURE GAUGE
The cabin differential pressure gauge has
the following limitation markings:
• Green arc (normal operating range—
0 to 6.6 psi
• Re d a r c ( u n a p p r o v e d o p e r a t i n g
range)—6.6 psi to end of scale
Maximum cabin pressure differential is
6.6 psi.
Descent
During enroute descents and in preparation
for landing, the CaBIN alT selector
should be set as appropriate for the lower
altitude. For enroute descents, set the aCFT
alT to 500–1000 feet above the level-off
flight altitude unless it results in a CaBIN
alT less than destination field pressure
altitude. On normal descents, the CaBIN
alT should be set to indicate a cabin Figure 12-11. Pressurization Controller
altitude of approximately 500 feet above Setting for Landing

PRESSURIZATION PROFILES Conditions:

The following pressurization situations are • aircraft climbs at 20 0 0’/min to
Fl20 0, then 10 0 0’/min to Fl310
described in order to illustrate operation of
the system using normal flight situations. • Cabin climbs at 50 0’/min
In each case, the given conditions will be • aircraft descends at 150 0’/min
outlined on the profile diagram.
• Cabin descends at 50 0’/min
Situation 1 Controller setup before takeoff—Prior to
12 PRESSURIZATION
Climb from sea level to Fl310, then takeoff, set the inner dial (aCFT alT) on
descend to a field pressure altitude of 1500 the pressurization controller to Fl315 (500
feet (Figure 12-12). feet above cruise altitude) which will provide
a 90 0 0-foot altitude on the outer dial
(CaBIN alT). Set the rate knob between
the twelve and one o’clock positions.
Figure 12-12. Situation 1

O p e r a t i o n — a s t h e a i rc ra f t c l i m b s t o Situation 2
Fl310, which will take approximately 21
minutes, the cabin climbs to 9000 feet in Climb from sea level to Fl310, then
approximately 18 minutes, thus the cabin descend to a field pressure altitude of 1500
always stays “ahead” of the aircraft during feet (Figure 12-13).
t h e c l i m b. ( S t a y i n g a h e a d m e a n s t h a t
maximum differential is never achieved Conditions:
since the cabin climb rate is sufficient to • aircraft climbs at 20 0 0’/min to
make the final altitude on its own.) Fl20 0, then 10 0 0’/min to Fl310
12 PRESSURIZATION
• Cabin climbs at 50 0’/min
C o n t ro l l e r s e t u p f o r d e s c e n t — a s t h e
aircraft starts to descend, set the outer dial • aircraft descends at 150 0’/min
( Ca B I N a lT ) t o 2 0 0 0 f e e t p r e s s u r e • Cabin descends at 50 0’/min
altitude (50 0 feet above field pressure
altitude). The rate knob should stay in the Controller setup—Same as Situation 1
12 to 1 o’clock position. except set aCFT alT dial to Fl310 (same
as cruise altitude) which will put cabin at
Operation—as the aircraft descends to the max. differential when aircraft gets to final
field, which will take approximately 19 a l t i t u d e. S e t i t a s i n S i t u a t i o n # 1 f o r
minutes, the cabin descends to 2000 feet, the descent.
which takes approximately 14 minutes. as
the aircraft passes 20 0 0 feet, the cabin Operation—everything is normal until the
descends unpressurized to 1500 feet with cabin gets to max. differential which then
the aircraft. causes pressure bumps in the cabin. The
condition normalizes on descent.
Remarks—all settings are normal and the
system reacts properly.

Remarks—By not setting the pressurization Controller setup—Same situation as 1

controller properly, cabin pressure bumps except set CaBIN alT dial to landing field
are likely with resultant discomfort for p re s s u re a l t i t u d e p r i o r t o t a ke off. No
passengers. The aCFT alT dial should readjustment required for descent.
be set to at least 50 0 feet above aircraft
cruise altitude. Operation—everything is normal until
max. differential is reached as the aircraft
Situation 3 passes approximately Fl190. as the aircraft
continues to climb, the cabin climbs at a rate
12 PRESSURIZATION
Climb from sea level to Fl310, then proportional to but less than the aircraft’s
descend to a field pressure altitude of 1500 rate since it remains on max. differential.
feet (Figure 12-14). The cabin will be subject to pressure bumps
while on max. differential. Once the aircraft
Conditions: starts to descend, the condition normal-
• aircraft climbs at 20 0 0’/min to izes.
Fl200, then 1000’/min to Fl310
Remarks—By setting the controller for
• Cabin climbs at 500’/min landing prior to takeoff, a similar problem
• aircraft descends at 1500’/min to that in Situation 2 occurred with
• Cabin descends at 500’/min resultant passenger discomfort.

Situation 4 C o n t ro l l e r s e t u p b e f o re t a ke o f f — S e t
CaBIN alT dial to 500 feet below (4500’)
The aircraft was held to 5000 feet for 15 the aircraft intermediate level off altitude
minutes during climb, then cleared to (5000 feet). This prevents the cabin altitude
Fl310. The aircraft was given a segmented from catching up to the aircraft altitude
descent to Fl250 before given final descent during climb.
for landing (Figure 12-15).
When finally cleared to FL310—Set the
Conditions: aCFT alT dial to 50 0 feet above the
12 PRESSURIZATION
• aircraft climbs at 2000’/min to 5000’, assigned flight level as in Situation 1.
l e v e l s o f f f o r 15 m i n u t e s t h e n
continues to Fl310. When cleared down to FL250—Set the
aCFT alT dial to 500 feet above the newly
• Cabin climbs at 50 0’/min to 450 0’, assigned flight level.
levels off until reset, then climbs at
500’/min to 9000’. When cleared for final descent—Set the
• aircraft descends at 1500’/min with CaBIN alT dial to 50 0 feet above field
a 10 min level off at Fl250 before pressure altitude.
continuing down for landing.
• Cabin descends at 50 0’/min with a Operation—as the aircraft climbs to 5000
brief level off at 590 0’ until being feet, the cabin climbs to 450 0 feet, thereby
reset for landing, then descends at maintaining a slight pressurization differ-
500’/min. ential. When the aircraft climbs to Fl310,
the controller is reset as in Situation 1 and
the cabin will climb accordingly. When the

aircraft starts to descend to Fl250, the Situation 5

cabin starts down and levels at approxi-
mately 590 0 feet. This allows the cabin Depart from an airport at a higher elevation
pressurization to stay on the controller and (in this case 6000 feet), fly at an altitude of
not go to max. differential which avoids 16,0 0 0 feet, and land at a sea level airport
bumps as in Situation 2. Once commencing 20 minutes later (Figure 12-16).
final descent, everything will proceed as
normal in Situation 1. Conditions:
• aircraft climbs at 2000’/min to 16,000’
12 PRESSURIZATION
Remarks—an alternate method in this

situation is to set the rate knob to minimum • aircraft levels off for approx 5 min
until cleared to the final altitude or for • Cabin climbs and descends at
final descent, at which time the rate knob 50 0’/min
is reset for normal situations as in Situation
1. One problem with this alternate method Controller setting before takeoff—Set the
is that it disrupts the normal balance CaBIN alT dial to 500 feet above takeoff
between the outflow and safety valves on field elevation (60 0 0 feet).
takeoff and will result in a pressure bump
shortly after takeoff. In addition, it is Operation—Once the aircraft is stable in
possible, although unlikely, that the cabin the climb and cabin altitude stabilizes at
pressurization could still catch up to the 650 0 feet, reset controller for landing,
aircraft. Using either method in this usually within a few minutes after takeoff.
situation, forgetting to reset the controller
will result in problems similar to those Controller setting in flight—Set the CaBIN
discussed in Situations 2 and 3. alT dial to 50 0 feet above landing field
pressure altitude.

Operation—The aircraft will continue to only minimal troubleshooting should be

climb to altitude while the cabin starts to attempted with passengers onboard.
descend to 50 0 feet pressure altitude.
aircraft levels at cruise, then descends for It should also be noted that as the cabin
landing. By the time the aircraft is ready for climbs past 12,500 feet pressure altitude, the
landing, the cabin altitude is level at 50 0 passenger oxygen masks should deploy. If
feet (this assumes aircraft altitude vs. cabin they do not, the passenger manual dropout
altitude does not exceed 6.6 psid). handle should be pulled. See the Oxygen
section of this workbook for more details
12 PRESSURIZATION
Remarks—It is important to set the cabin about the oxygen system.
p re s s u r i z a t i o n c o n t ro l l e r f o r a c a b i n
a l t i t u d e a b o v e t a ke o ff f i e l d p re s s u re Most pressurization malfunctions will show
altitude. If it is set lower, a pressure bump up shortly after takeoff. They will show three
will be experienced shortly after liftoff general symptoms: rapid pressurization
since the balance between the outflow and toward maximum differential, lack of pressur-
safety valves will be disrupted. Once cabin ization (i.e., the cabin climbs at the same rate
pressurization is stabilized after takeoff, as the aircraft), and cabin leakdown (i.e., the
the controller may be reset for landing, cabin leaks pressurization slowly—50 0
provided cruise altitude does not exceed the feet/minute at low-pressure differentials and
altitude in the aCFT alT window. If it faster at high-pressure differentials.) The
d o e s, n o r m a l c o n t r o l l e r p r o c e d u r e s first two symptoms are generally caused by
described earlier apply. controller, control system, or outflow/safety
valve malfunctions. The third is normally
caused by air inflow problems.
MALFUNCTIONS AND
TROUBLESHOOTING air inflow problems could be caused by a
malfunction within the flow control units.
The pressurization system in the Super Since it is unusual for both flow control
King air 300 and 350 is derived from the units to fail simultaneously, one probably
proven and highly reliable system used in failed earlier and went undetected.
other King airs. It is well engineered for
safety, comfort, reliability and ease of a second cause of air inflow problems on
operation. Pilot controls are simple and takeoff can be the BleeD aIR ValVe
straight-forward and workload is minimal. switches. They could have been left in the
The pilot has sufficient controls readily eNVIR OFF or PNeU & eNVIR OFF. If
available to either regain control or they are OPeN, an electrical failure to the
minimize the effect of most problems. switches would cause these normally closed
valves to close (Figure 12 7). In this case,
With loss of pressurization in flight, follow the pilot should check the bleed air control
the procedures outlined in the emergency circuit breakers on the copilot’s circuit-
Procedures section of the POH. Once the breaker panel.
situation in the aircraft has stabilized, and
if extreme care and good judgement are If cabin altitude descends rapidly shortly
utilized, other corrective action may be after takeoff, it is caused by closed outflow
taken using the techniques and procedures and safety valves (Figures 12 8 and 12 9).
discussed in this section as a guide. The safety valve normally closes shortly
after takeoff, but the outflow valve should
For crew and passenger safety, pressuriza- modulate open as directed by controller
tion troubleshooting should be accom - pressure. The problem lies somewhere in
plished below an aircraft altitude of 10,000 the plumbing and/or components in the
feet MSl whenever possible. In addition, outflow system.

Possible sources of this problem include: a If the safety valve remained open after
stuck preset solenoid, a cracked pressur- takeoff, cabin altitude would climb together
ization controller, a diaphragm failure in with the aircraft. This could be caused by:
the pressurization controller, an open the CaBIN PReSS switch in DUMP, failure
moisture drain, disconnected or leaking of the left main squat switch, failure of the
plumbing, a cracked outflow valve, or a dump solenoid, or a stuck safety valve
failed diaphragm in the outflow valve. (Figure 12-9). The pilot should first check
to ensure the CaBIN PReSS switch is in
In this situation, the pilot should turn off PReSS (Figure 12-15). If it is already in
12 PRESSURIZATION
both bleed air valves, which will stop the P3 PReSS, move the switch to TeST, which
bleed air inflow and depressurize the cabin will override the squat switch which may
at its leak rate. Once the cabin is stabilized, have malfunctioned. If the cabin begins to
cycling the CaBIN PReSS switch to TeST pressurize, hold the switch in TeST until the
may free a stuck preset solenoid. The cabin differential pressure exceeds 0.5 psid,
moisture drain can be checked through its then pull the PReSS CONTROl circuit
access panel on the lower right sidewall of breaker on the copilot’s circuit breaker
the baggage compartment. any additional panel. Normal pressurization control will
troubleshooting should be accomplished be resumed, but the electrical dump
on the ground. functions will not be available.
Failure of the cabin to pressurize shortly Wi t h t h e P R e S S C O N T R O l c i r c u i t

after takeoff is indicative of inflow and/or breaker pulled out, the electrical functions
outflow malfunctions. If the cabin altitude related to cabin dump are deenergized.
climbs with the airplane, it indicates an Therefore, pressurization dump with the
outflow problem caused by an open CaBIN PReSS switch or upon landing
outflow and/or safety valve. The outflow touchdown will be disabled until the circuit
valve may have prematurely opened due to breaker is reset.
the preset solenoid opening on the ground.
In this situation, the controller prematurely If the cabin does not pressurize with the
thought the aircraft took off. Controller CaBIN PReSS switch in TeST, then the
pressure will hold the outflow valve wide problem is beyond the capability of in-
open until the aircraft “catches up” to the flight troubleshooting and must be repaired
controller pressure. This may not occur when the aircraft lands.
until the aircraft climbs through the
altitude in the CaBIN alT window on Symptoms such as unusual or excessive
the pressurization controller. If this pressure bumps on takeoff or any time the
condition is suspected, the pilot can turn controller is reset indicate sticking
the rate knob full counterclockwise to the outflow/safety valves, possibly due to
minimum position, which will minimize buildup of tars and nicotine. The filters
any additional change in controller associated with this system may also be
pressure. an alternative action would be dirty. a symptom of dirty filters is a large
to select a lower cabin altitude with the difference (over 20 0 feet/minute) in the
selector; however, it is important to cabin climb vs. the cabin descent with the
remember to reselect the proper setting rate knob in the same position. These valves
once the cabin pressurizes normally. and filters should be checked at regular
maintenance inspections; however, inspec-
tion intervals of these components may be
shortened when unusual conditions (heavy
smoking, dusty atmosphere) exist.

QUESTIONS
1. The CaBIN alT gauge indicates cabin 4. The red [CaBIN alT HI] warning
_______ and cabin _______ altitude. annunciator illuminates when cabin
a. Differential pressure; pressure pressure altitude exceeds _______ feet.
B. Differential pressure; density a. 10,000
C. Rate of climb; pressure B. 10,500
12 PRESSURIZATION
D. Rate of climb; density C. 12,000
D. 12,500
2. The cabin _______ pressurize on the
ground by selecting the _______ position 5. Th e f i r s t i m m e d i a t e i t e m f o r
of the CaBIN PReSS switch. PReSSURIZaTION lOSS is:
a. Will; DUMP a. Descend ...............aS ReQUIReD
B. Will; TeST B. Bleed air Valves.......eNVIR OFF
C. Will not; DUMP C. Mic Switch(es) .........................OXY
D. Will not; RelIeF D. Oxygen Mask(s) ......................DON
3. Th e w h i t e [ C a B I N a lT I T U D e ] 6. The first immediate action item for the

status annunciator illuminates when eMeRGeNCY DeSCeNT is:
c a b i n p re s s u re a l t i t u d e i n d i c a t e s a. Power levers ..........................FUll
_______ feet. FORWaRD
a. 10,000 B. Prop levers ....FUll FORWaRD
B. 10,500 C. Power levers ..........................IDle
C. 12,000 D. Prop levers ...................lOW RPM
D. 12,500

13 HYDRAULIC POWER
SYSTEM
See Chapter 14, “Landing Gear and Brakes,” for information
on the hydraulic power systems.

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
INTRODUCTION............................................................................................................. 14-1
GENERAL ......................................................................................................................... 14-1
LANDING GEAR DESCRIPTION .............................................................................. 14-2
Landing Gear Assemblies .......................................................................................... 14-2
Wheel Well Doors....................................................................................................... 14-4
Hydraulic Pack ............................................................................................................ 14-4
Controls and Indicators.............................................................................................. 14-7
Warning System......................................................................................................... 14-12
EXTENSION ................................................................................................................... 14-12
RETRACTION ................................................................................................................ 14-16
MANUAL OPERATION .............................................................................................. 14-19
Extension ................................................................................................................... 14-19
Retraction .................................................................................................................. 14-21
14 LANDING GEAR
NOSEWHEEL STEERING .......................................................................................... 14-22
AND BRAKES
BRAKE SYSTEM ........................................................................................................... 14-23
Normal Use of Brakes.............................................................................................. 14-23
Parking Brake............................................................................................................ 14-25
LIMITATIONS................................................................................................................. 14-26
Gear Operating Limits............................................................................................. 14-26
SERVICING..................................................................................................................... 14-26
Shock Struts............................................................................................................... 14-26
Brake Service ............................................................................................................ 14-26

Hydraulic Service...................................................................................................... 14-27

Brake Wear Limits.................................................................................................... 14-27
QUESTIONS.................................................................................................................... 14-29
14 LANDING GEAR
AND BRAKES

ILLUSTRATIONS
Figure Title Page
14-1 Main Landing Gear Assembly........................................................................... 14-2
14-2 Nose Landing Gear Assembly ........................................................................... 14-2
14-3 Bulkhead for ER Model..................................................................................... 14-3
14-4 Wheel Well Mechanism ....................................................................................... 14-4
14-5 Hydraulic Pack..................................................................................................... 14-4
14-6 Hydraulic Landing Gear Plumbing Schematic................................................ 14-5
14-7 Hydraulic Fluid Low Caution Annunciator..................................................... 14-6
14-8 SENSOR TEST Button...................................................................................... 14-6
14-9 Safety Switches .................................................................................................... 14-7
14-10 Landing Gear Controls....................................................................................... 14-7
14-11 Gear Position Indicator ...................................................................................... 14-8
14-12 Landing Gear Position Indication—Gear Extended ...................................... 14-9
14-13 Landing Gear Position Indication—Gear in Transit..................................... 14-10
14-14 Landing Gear Position Indication—Gear Up ............................................... 14-11
14-15 Silence Buttons ................................................................................................. 14-12
14 LANDING GEAR
AND BRAKES
14-16 Hydraulic Landing Gear Schematic ............................................................... 14-13
14-17 Landing Gear Extension Schematic ............................................................... 14-14
14-18 Landing Gear Extended Schematic................................................................ 14-15
14-19 Landing Gear Retraction Schematic .............................................................. 14-17
14-20 Landing Gear Retracted Schematic................................................................ 14-18
14-21 Landing Gear Alternate Extension Placard .................................................. 14-19
14-22 Landing Gear Circuit Breaker ........................................................................ 14-19
14-23 Hand Pump Extension ..................................................................................... 14-20

14-24 Maintenance Hand Pump Retraction............................................................. 14-21

14-25 Nosewheel Steering Mechanism ..................................................................... 14-22
14-26 Nosewheel Limits.............................................................................................. 14-23
14-27 Brake System Schematic .................................................................................. 14-24
14-28 Parking Brake .................................................................................................... 14-25
14-29 Brake Fluid Reservoir ...................................................................................... 14-26
14-30 Hydraulic Fluid Reservoir ............................................................................... 14-27
14-31 Brake Wear Diagram ........................................................................................ 14-27
TABLES
Table Title Page
14-1 Landing Gear Warning Horn Operation........................................................ 14-12
14-2 King Air 350 Airspeeds .................................................................................... 14-26
14 LANDING GEAR
AND BRAKES

CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
14 LANDING GEAR
This chapter describes the landing gear and brake systems. A thorough understand-
AND BRAKES
ing of these systems enables the crew to operate the brakes safely with minimum
wear and handle any landing gear abnormal situations that may arise. Operating
tips, inspection points, and servicing procedures are also included. Operation of
the hydraulic system and nosewheel steering are also part of this chapter.
GENERAL
The King Air 350 has a retractable tricycle The brake system with four hydraulically
landing gear system that includes an operated brake assemblies includes a brake
emergency manual extension pump. A deice system (refer to Chapter 10).
hydraulic power pack powers the extension
and retraction cycle.

LANDING GEAR
DESCRIPTION
The landing gear system is a retractable,
electrically powered, hydraulically
actuated, tricycle gear system. When the
gear is fully retracted, it is completely
enclosed by the gear door assemblies. An
alternate means of extension is a manually-
operated hand pump.
LANDING GEAR ASSEMBLIES

The main and nose landing gear assembly
consists of a drag leg, shock strut, torque
knee (scissors), actuator, wheels, and tires.
In addition, the main gear assemblies house

the brake assemblies (Figure 14-1).
Figure 14-2. Nose Landing Gear Assembly
Shock Strut
The air/oil shock struts are filled with both
compressed air and hydraulic fluid. The air
charge in the shock struts carries the
aircraft weight.
At touchdown, the lower portion of each

strut is forced into the upper cylinder. This
action moves fluid through an orifice to
14 LANDING GEAR
further compress the air charge and absorb-

AND BRAKES
ing landing shock. Orifice action also

reduces bounce during landing.
At takeoff, the lower portion of the strut

extends until an internal stop engages on
Figure 14-1. Main Landing Gear Assembly the main gear. On the nose gear, the lower
portion of the strut extends until the torque
knee prevents further extension.
The nose gear includes the shimmy damper
(Figure 14-2).
Torque Knee
A torque knee connects the upper and
Drag Leg lower portion of the shock strut. It allows
The upper end of the drag legs and two strut compression and extension but resists
points on the shock strut assemblies attach rotational forces. This keeps the wheels
to the aircraft structure. When the gear is aligned with the aircraft longitudinal axis.
extended, the drag braces become rigid.

On the nose gear assembly, the torque knee The nose landing gear wheel is equipped
a l s o t ra n s m i t s s t e e r i n g m o t i o n t o t h e with a 22 x 6.75 x 10, 8-ply-rated tubeless tire.
nosewheel and nosewheel shimmy motion
to the shimmy damper. Each main landing gear wheel is equipped
with a 19.5 x 6.75 x 8, 10-ply-rated, tubeless
tire. On the King Air 350ER model, the
Actuator main gear tires are 22 x 6.75 x 10, 10-ply
One hydraulic actuator is on each landing rated tubeless. Check the Pilot’s Operating
gear. The actuators extend and retract the Handbook for correct tire pressure.
landing gear.
Shimmy Damper
Wheels and Tires The shimmy damper mounted on the right
Each main landing gear and nose gear has side of the nose gear strut is a balanced
a wheel. The main wheels are two forged hydraulic cylinder. It bleeds fluid through
aluminum 6.50 x 8 wheels. The nose gear has an orifice to dampen the nosewheel
an aluminum 6.50 x 10 wheel. shimmy.
Each wheel consists of an inner and outer Bulkhead

wheel half held together with bolts and nuts.
The wheels are sealed against air leakage. On the King Air 350ER, a bulkhead has
The wheel rotates on tapered roller bearings. been added to the wheel well to prevent
i c i n g o n t h e d ra g b ra c e s t r u t re l e a s e
(Figure 14-3).
14 LANDING GEAR
AND BRAKES
Figure 14-3. Bulkhead for ER Model

WHEEL WELL DOORS HYDRAULIC PACK

The nose gear door and two sets of main A hydraulic power pack (Figure 14-5) in
gear doors are mechanically actuated c o n j u n c t i o n w i t h h y d ra u l i c a c t u a t o r s
by gear movement during extension extend and retract the nose and main
and retraction. landing gear assemblies. Each landing gear
has one hydraulic actuator. The pack is in
The doors are hinged at the sides and the middle of the left wing center section
spring-loaded to the open position. As the just forward of the main spar.
landing gear is retracted, a roller on each
side of the nose gear engages a cam
assembly to draw the doors closed behind
the gear (Figure 14-4).
For extension, a reverse action occurs as the

spring-loading takes effect. When the cam
has left the roller, springs pull the linkage
over-center to hold the doors open.
Figure 14-5. Hydraulic Pack

14 LANDING GEAR
AND BRAKES
CAN ASSEMBLY
ROLLERS
Figure 14-4. Wheel Well Mechanism

The power pack consists of a hydraulic The normal extension lines and manual
pump with 28VDC motor, a two-section extension lines connect to the upper end of
fluid reservoir, filter screens, gear selector each hydraulic actuator. The hydraulic lines
valve, up selector solenoid, down selector for retraction are fitted to the lower ends
solenoid, fluid level sensor, and an uplock of the actuators.
pressure switch.
The power pack pump generates hydraulic
The reservoir has a dipstick to provide a fluid under pressure in the accumulator
visual check of fluid level. that acts on the piston faces of the actuators
attached to the folding drag braces.
Three hydraulic lines are routed to the nose
and main gear actuators (Figure 14-6). One Power for the pump motor is through the
line is for normal extension and one is for landing gear motor relay and a 60 ampere
r e t r a c t i o n . Th e s e o r i g i n a t e f r o m t h e relay circuit breaker. Both are next to the
power pack. pump motor in the middle of the left wing
center section, just forward of the main
The third line is for manual extension. It spar. The 2-ampere circuit breaker for the
originates from the hand pump. landing gear control circuit (see next
section) energizes the motor relay.
14 LANDING GEAR
AND BRAKES
Figure 14-6. Hydraulic Landing Gear Plumbing Schematic

If the pump motor fails to shut off after 13

to 15 seconds, a timer activates the logic
relay to open the pump motor relay. This
stops the motor, but it also shorts out the
2-ampere control circuit and trips the
LANDING GEAR RELAY circuit breaker
on the pilot right subpanel.
Hydraulic Fluid Level Indication

System
A y e l l o w c a u t i o n H Y D F L U I D LOW
annunciator in the caution/advisory panel
illuminates whenever hydraulic fluid level
in the landing gear power pack reservoir is
low (Figure 14-7). A fiber-optic sensing
unit mounted on the motor end of the
power pack provides the necessary
switching circuitry to illuminate the low Figure 14-8. SENSOR TEST Button
fluid light.
The sensor then sends a low fluid signal to
Te s t t h e a n n u n c i a t o r a n d a s s o c i a t e d the annunciator panel. A five-second delay
circuitry by pressing the HYD FLUID can be expected before the annunciator
SENSOR TEST button on the pilot right light illuminates during the test. Release
subpanel (Figure 14-8). The test button the button to extinguish the annunciator.
sends a signal to the fiber-optic sensor in Expect another five-second delay.
the reservoir that causes the sensor to
sense a low fluid level.
14 LANDING GEAR
AND BRAKES
Figure 14-7. Hydraulic Fluid Low Caution Annunciator

CONTROLS AND INDICATORS The handle must be pulled out of a detent

before it can be moved from either the UP
Safety Switches or DN position.
Safety switches (Figure 14-9) called “squat” When the LDG GEAR is moved to the UP
switches are on the main gear torque knees. position in flight, a control circuit
These switches open control circuits when completes to the gear up selector solenoid.
the oleo strut is compressed to prevent This moves the gear selector valve so fluid
gear retraction on the ground.
When the left squat switch senses the

aircraft is on the ground, it opens the
control circuit to the landing gear selector
valve up solenoid to help prevent inadver-
tent retraction.
When the right squat switch senses the

aircraft is on the ground, it opens the
control circuit to the landing gear selector
valve up solenoid, the landing gear motor
control relay, and the landing gear handle
lock solenoid.
LDG GEAR CONTROL Handle

The LDG GEAR CONTROL handle on
t h e p i l o t r i g h t s u b p l a n e l c o n t ro l s t h e
hydraulic power pack motor (Figure 14-10). Figure 14-10. Landing Gear Controls
1. Actuator Rod
2. Retaining Nut
3. Switch Arm
4 4. Locking Screw
14 LANDING GEAR
5. Adjusting Screw
AND BRAKES
LEFT MAIN
2
Landing Gear Selector Valve Up Solenoid
Ambient Air Modulating Valves
1 Preset Solenoid
Dump Solenoid
3 Door Seal Solenoid
Stall Warning Heat Control
RIGHT MAIN
Landing Gear Selector Valve Up Solenoid
5 Landing Gear Motor Control Relay
Landing Gear Handle Lock Solenoid
Ground Low Pitch Stop System
Electric Heat Control
Flight Hour Meter
Figure 14-9. Safety Switches

flows to the retraction side of the system.

A control circuit is also completed to the
pump motor relay to signal the pump motor
(or hydraulic power pack) to operate.
When the LDG GEAR control is moved to

the DN position in flight, a control circuit
completes to the gear down selector. The
gear selector valve moves so fluid flows to
the extension side. A control circuit also
completes to signal the pump motor
to operate.
A 2 ampere circuit breaker on the pilot

right subpanel protects the landing gear
control circuit. Figure 14-11. Gear Position Indicator
Control Lock Gear DOWN is indicated when all three

The handle lock prevents the LDG GEAR green gear position indicators illuminate
CONTROL handle from being placed in and the red lights in the handle extinguish.
the UP position when the aircraft is on the
ground. It automatically unlocks when the The red lights in the handle also illumi-
aircraft leaves the ground because the right nate when the landing gear warning horn
squat switch closes and completes a circuit is actuated.
through the solenoid that moves the lock.
The landing gear in-transit light can indicate
If a malfunction occurs in the solenoid or one or all of the following conditions:
squat switch circuit, the DOWN LOCK • La n d i n g g e a r h a n d l e u p a n d t h e
REL button overrides the lock. aircraft on ground with weight on
gear; warning horn also sounds
Position Indicators • One or both power levers retarded
below approximately 86 ±1% N 1 and
14 LANDING GEAR
An assembly of three lights in a single unit

one or more gear not down and
AND BRAKES
n e x t t o t h e L D G G E A R C O N T RO L
indicate landing gear position (Figure 14-11). locked; warning horn also sounds
• Any one or all gear not in fully
One light in each main segment (L and R) retracted or in down-and-locked
and two in the nose segment (NOSE) position.
illuminate green to indicate gear is down
and locked. Absence of illumination • Warning horn has been silenced and
does not operate.
indicates gear is not down and locked.
Figures 14-12 through 14-14 illustrate the
In-Transit Light various configurations.
Two red indicator lights in the LDG GEAR
CONTROL handle illuminate to indicate
gear is in transit, unsafe, or unlocked. Gear
up is indicated when the red lights go out
and the gear is obviously retracted.

14 LANDING GEAR
AND BRAKES
Figure 14-12. Landing Gear Position Indication—Gear Extended

14 LANDING GEAR
AND BRAKES
Figure 14-13. Landing Gear Position Indication—Gear in Transit

14 LANDING GEAR
AND BRAKES
Figure 14-14. Landing Gear Position Indication—Gear Up

Indicator Lights Check With the FLAPS beyond the APPROACH

position, the warning horn sounds and in-
Check the green position indicator bulbs
transit lights illuminate regardless of power
by depressing on the light housing.
settings. The horn cannot be silenced.
Check the red control handle lights by
Landing gear warning horn operational
pressing HDL LT TEST button adjacent to
data is shown in Table 14-1.
the LDG GEAR CONTROL handle (see
Figure 14-6). They may also be tested in
conjunction with the gear warning horn Silencing Warning Horn
with the STALL WARN TEST-OFF LDG
GEAR WARN TEST switch on the copilot Pressing the GEAR WARN SILENCE
left subpanel. button adjacent to the LDG GEAR
CONTROL handle (and/or the silence
button on the left power lever) silences
WARNING SYSTEM the horn (Figure 14-15).
The landing gear warning system warns
the pilot of an unsafe condition within the The warning horn rearms if power levers
landing gear system. are sufficiently advanced.
If the LDG GEAR CONTROL handle is

not in the DN position when the aircraft is
on the ground, the landing gear warning
horn sounds and the red gear-in-transit
lights illuminate. Place the LDG GEAR
handle DN to silence the horn and
extinguish the handle light.
The landing gear does not retract on the

ground because the squat switches prevent Figure 14-15. Silence Buttons
activation of the gear selector valve and
power pack motor.
EXTENSION
In flight, warning modes depend upon the
14 LANDING GEAR
position of the flaps. With the flaps in the The landing gear is electrically controlled and
AND BRAKES
UP or APPROACH position and either or hydraulically actuated. Folding (drag) braces

both power levers retarded below approx- lock in place when gear is fully extended.
imately 86% N1, the warning horn sounds
and the LDG GEAR CONTROL handle An electrically actuated selector valve
lights illuminate. The horn can be silenced. controls the flow of hydraulic fluid to the
Table 14-1. LANDING GEAR WARNING HORN OPERATION
GEAR SILENCE
FLAPS POWER HORN
POSITION MODE
Not down Up Above 86% N1 No N/A
Not down Up Below 86% N1 Yes Silence button
Not down Approach Below 86% N1 Yes Silence button
Not down Beyond Any Yes Lower gear

approach

individual gear actuators (Figure 14-16). The gear in the down position. In this position,
selector valve receives electrical power the internal downlock mechanism in the
through the LDG GEAR CONTROL handle. nose gear actuator positions the actuator
downlock switch to interrupt current to
Wh e n t h e L D G G E A R C O N T RO L i s the nose gear part of the pump motor
moved to the DN position in flight, a control circuit. A notched J-hook, lock link,
c o n t ro l c i rc u i t c o m p l e t e s t o t h e g e a r and lock link guide attachments fitted to
selector valve down solenoid and energizes e a c h m a i n g e a r d ra g b ra c e p ro v i d e a
the pump motor. The top portion of Figure positive downlock action for the main gear.
14-17 depicts this electrical control circuit. A downlock switch on each J-hook
assembly interrupts its part of the pump
This action moves the gear selector valve motor control circuit when the respective
so that fluid can flow to the extension side main gear is down and locked. The motor
of the system. After approximately six continues to run until all three landing gear
seconds, the extension cycle is complete. are down and locked.
When the actuator pistons are positioned Fi g u r e 14 - 18 i s a f t e r a n o r m a l g e a r

to fully extend the landing gear, an internal extension. Electrical power flows from the
mechanical lock in the nose gear actuator 2-amp LDG GEAR CONTROL circuit
and the nose gear drag brace lock the nose breaker through the control switch and on
14 LANDING GEAR
AND BRAKES
Figure 14-16. Hydraulic Landing Gear Schematic

14 LANDING GEAR
AND BRAKES
Figure 14-17. Landing Gear Extension Schematic

14 LANDING GEAR
AND BRAKES
Figure 14-18. Landing Gear Extended Schematic

to the three downlock switches. Each gear The pressure switch then closes periodi-
is down and locked so these three switches cally as pressure drops to approximately
a re o p e n . N o e l e c t r i c a l p o w e r p a s s e s 2,375 psi (normal system pressure leak-
through them. However, power is still down) to reenergize the pump and restore
provided to the hydraulic selector valve to n e e d e d u p l o c k p r e s s u r e. P r e s s u r e i s
hold it in the down position. maintained between approximately 2,375
to 2,775 psi to keep gear retracted.
RETRACTION Figure 14-20 depicts the system after retrac-
tion with pressure being maintained.
When the LDG GEAR control is moved to
the UP position in flight, a control circuit An accumulator in the left wing inboard
completes to the gear selector valve up of the nacelle is precharged to 80 0 psi to
solenoid. This moves the gear selector valve aid in maintaining system pressure when
so fluid can flow to the retraction side of the gear is up.
the system. A control circuit also energizes
the pump motor.
The nose gear actuator unlocks and begins

to retract the nose gear when 200 to 400 psi
of hydraulic pressure is applied to the
retract port of the nose gear actuator. The
main gear begins to retract after the main
gear actuators unlock the respective J-
hooks on the main gear drag braces (Figure
14-19).
After approximately six seconds, the retrac-

tion cycle is complete. Once the landing
gear reaches full-up travel, each actuator
physically bottoms out.
The pressure on the retract line builds

rapidly until pressure reaches approxi-
14 LANDING GEAR
mately 2,775 psi. The uplock pressure

AND BRAKES
switch opens to break the power circuit to

the pump motor; the hydraulic pump stops.

14 LANDING GEAR
AND BRAKES
Figure 14-19. Landing Gear Retraction Schematic

14 LANDING GEAR
AND BRAKES
Figure 14-20. Landing Gear Retracted Schematic

MANUAL OPERATION
A h a n d - p u m p h a n d l e, p l a c a r d e d
LA N D I N G G E A R A LT E R NAT E
EXTENSION (Figure 14-21), is on the floor
between the pilot seat and the pedestal.
The pump under the floor below the handle
is for emergency extension when normal
extension of the gear is incomplete.
Figure 14-22. Landing Gear Circuit Breaker
Stow the pump handle back in the retain-

ing clip when the gear is down and locked.
Figure 14-23 illustrates a manual extension.
WARNING
Figure 14-21. Landing Gear Alternate
Extension Placard If for any reason the green GEAR
DOWN lights do not illuminate
(e.g., in case of an electrical system
EXTENSION failure, or in the event an actuator
To engage the system, pull the LANDING is not locked down), continue
GEAR RELAY circuit breaker (Figure 14- pumping until sufficient resistance
is felt to ensure that the gear is down
14 LANDING GEAR
22) below and to the left of the LDG
AND BRAKES
GEAR CONTROL handle. Ensure the and locked. Do not stow pump
LDG GEAR CONTROL handle is in the handle. The landing gear cannot be
DN position. manually retracted in flight.
Remove the pump handle from the securing

clip. Pump the handle up and down until the WARNING
green NOSE - L -R gear down indicator lights
illuminate. Further resistance should be felt. After an emergency landing gear
extension has been made, do not
move any landing gear controls
or reset any switches or circuit
breakers until the aircraft is on
jacks. The failure may be in the
gear-up circuitry or the hydraulic
system and the gear might retract
on the ground. The landing gear
cannot be retracted manually.

Refer to the Normal Procedures section P u s h t h e LA N D I N G G E A R R E LAY

of the POH for information pertaining to circuit breaker in and move the LDG
practice manual landing gear extensions. G E A R C O N T RO L h a n d l e t o t h e U P
position.
If the manual extension handle is properly
stowed after a practice manual extension,
the gear may be retracted hydraulically.
14 LANDING GEAR
AND BRAKES
Figure 14-23. Hand Pump Extension

RETRACTION the hinged retainer and pull up on the red

knob located on top of the service valve.
A service valve forward of the power pack The hand pump can then be used to raise
assembly may be used in conjunction with the gear to the desired position. After the
the hand pump to raise the gear for mainte- required maintenance has been performed,
nance purposes (Figure 14-24). push the red knob down. Use the hand
pump to lower the gear.
With the aircraft on jacks and an external
electrical power source attached, unlatch
14 LANDING GEAR
AND BRAKES
Figure 14-24. Maintenance Hand Pump Retraction

One spring-loaded link in the system

CAUTION absorbs some of the force applied to the
If the red knob on the service interconnected rudder pedals until the
valve is pushed down while the nosewheel is rolling. At this time, the resist-
landing gear is retracted with ing force is less; more pedal motion results
electrical power on and the in more nosewheel deflection.
landing gear control handle DN,
the landing gear will extend Because motion of the pedals is transmitted
immediately. via cables and linkage to the rudder, rudder
deflection occurs when force is applied to the
rudder pedals. With the nose landing gear
The service valve must be down for electro- retracted, some of the force applied to the
hydraulic action (up or down) and for rudder pedals is absorbed by the spring-
manual extension of the landing gear. loaded link in the steering system. There is
no motion at the nosewheel, but rudder
deflection still occurs.
NOSEWHEEL STEERING Th e n o s e w h e e l is self-centering
upon retraction.
Direct linkage to the rudder pedals permits
nosewheel steering when the nose gear is When force on the rudder pedal
down (Figure 14-25). is augmented by a main wheel braking
action, the nosewheel deflection can be
considerably increased.
14 LANDING GEAR
AND BRAKES
Figure 14-25. Nosewheel Steering Mechanism

Nosewheel steering provides 12° to the left Th i s a r ra n g e m e n t a l l o w s d i ff e re n t i a l

and right of center. Castering provides an braking for taxiing and maneuvering on
additional 36°, for a total possible deflec- the ground.
tion of 48° left and right (Figure 14-26).
The dual brakes are plumbed in series. The
pilot master cylinders are plumbed through
the copilot master cylinders. This allows
either set of pedals to perform the braking
action and eliminates need for shuttle
valves. Neither set of brake pedals can
override the other.
Proper traction and braking control cannot

be expected until the landing gear is
carrying the full weight of the aircraft. Use
extreme care when braking to prevent
skidding. Braking should be smooth and
even all the way to the end of ground roll.
Three automatic brake adjuster assemblies

Figure 14-26. Nosewheel Limits in each brake piston housing maintain the
proper brake clearance and compensate
for brake lining wear. The automatic brake
a d j u s t e r s re d u c e b ra ke d ra g, t h e re b y
BRAKE SYSTEM allowing unhampered roll. They also tend
to exhibit a softer pedal and a somewhat
The King Air 350 uses a non-ass i s t e d longer pedal stroke.
hydraulic brake system (Figure 14-27). The
main landing gear wheels are equipped
with multi-disc dual hydraulic brakes. NORMAL USE OF BRAKES
The wheel brakes can be highly effective in
Toe pressure on the rudder pedals by either stopping the aircraft when the situation
pilot actuates the brakes. Depression of requires. Normal operation, however,
14 LANDING GEAR
either set of pedals compresses the piston usually requires minimal brake use.
AND BRAKES
rod in the master cylinder attached to
each pedal. The propellers are more effective than the
brakes immediately after touchdown during
Hydraulic pressure that results from the the landing rollout. As the aircraft deceler-
piston movement is transmitted through ates, the brakes become most effective.
flexible hoses and fixed aluminum tubing
to the disc brake assemblies on the main Since most landing situations are not
landing gear. This pressure forces the brake runway length critical, a smooth, comfort-
pistons to press against the linings and able deceleration can be achieved with
discs of the brake assembly. almost exclusive use of the propellers until
passing approximately 40 knots ground
Each rudder pedal is attached to its own speed. At that time, light wheel brake
master cylinder. The pilot and copilot right pressure provides sufficient deceleration
rudder pedals control the brake in the right for a comfortable transition to taxiing clear
main landing gear. Similarly, the left rudder of the runway.
pedals control braking in the left main gear.

AND BRAKES
14-24 14 LANDING GEAR
RESERVOIR RESERVOIR

PILOT'S COPILOT'S PILOT'S COPILOT'S
MASTER MASTER MASTER MASTER
CYLINDERS CYLINDER CYLINDERS CYLINDER
LH PARK RH PARK LH PARK RH PARK

BRAKE BRAKE BRAKE BRAKE
LH WHEEL RH WHEEL LH WHEEL RH WHEEL

CYLINDER CYLINDER CYLINDER CYLINDER
PARKING BRAKES SET LEFT BRAKE APPLIED
LEGEND
FLUID UNDER PRESSURE
SUPPLY FLUID
STATIC FLUID
Figure 14-27. Brake System Schematic

CAUTION
When runway length is critical
during landing, maximum braking
techniques should be employed.
Consult the Performance section
of the POH for requirements and
landing distances.
Speed can normally be controlled Figure 14-28. Parking Brake

primarily with the the propellers in the
GROUND FINE range during taxi. The NOTE
brakes should be used when necessary for
supplemental control. When preparing to use the
parking brake, ensure the aircraft
Nosewheel steering can accomplish turning has come to a complete stop.
with an occasional assist by tapping on one
brake to help initiate turns of shorter The parking brake valves should retain the
radius. When minimum radius turns are p re s s u re p re v i o u s l y p u m p e d i n t o t h e
required, intermittent heavy pressure may system. To release the parking brake,
be necessary on the inboard brake. depress the brake pedals on either pilot or
copilot side to equalize the pressure on
CAUTION both sides of the valves. Simultaneously
push the parking brake handle in to allow
Do not hold steady pressure on the parking brake valves to open.
the inboard brake while turning.
It may induce a twisting action on To avoid damage to the parking brake
the strut, inflicting serious damage system, tires, and landing gear, release the
to the strut assembly. parking brake and install wheel chocks if
t h e a i r c r a f t i s t o b e l e f t u n a tt e n d e d .
Ambient temperature changes can expand
PARKING BRAKE or contract the brake fluid to cause
14 LANDING GEAR
excessive brake pressure or brake release.
AND BRAKES
The parking brake uses the regular brakes
and a set of valves. Dual parking brake
valves are adjacent to the rudder pedals
between the master cylinders of the copilot
rudder pedals and the wheel brakes.
The control for the parking brake valves is

on the lower left-hand corner of the pilot left
subpanel (Figure 14-28). To set the parking
brake, depress and hold the brake pedals to
maintain pressure in the brake system. Then
depress the button in the center of the
parking brake control and pull out the
control handle. This procedure closes both
parking brake valves simultaneously.

LIMITATIONS
GEAR OPERATING LIMITS
Landing gear cycles (one up/one down)
are limited to one every five minutes for a
total of six cycles followed by a 15 minute
cool-down period.
Airspeed limits for the landing gear are

summarized in Table 14-2.
Table 14-2. KING AIR 350 AIRSPEEDS
AIRSPEED KIAS REMARKS
Maximum gear
operating
speed (VLO)
Do not extend or retract the
Extension 184
landing gear above these
Retraction 166
speeds.
Maximum gear 184 Do not exceed this speed

extended with the landing gear
speed (VLE) extended.
Figure 14-29. Brake Fluid Reservoir
SERVICING Brake system servicing is limited primarily

to maintaining the hydraulic fluid level in
SHOCK STRUTS the reservoir. A dipstick is provided for
measuring the fluid level. When the
14 LANDING GEAR
Shock struts should always be properly reservoir is low on fluid, add a sufficient
AND BRAKES
inflated. Do not over- or under-inflate, and quantity of MIL-H-5606 hydraulic fluid

never tow or taxi an aircraft when any strut to fill the reservoir to the full mark on the
is flat. Correct inflation is placarded on dipstick. Check all hydraulic connections
the main and nose struts or refer to the for signs of seepage and correct
Maintenance Manual. if necessary.
BRAKE SERVICE
B ra ke f l u i d i s s u p p l i e d t o t h e m a s t e r
cylinders from a reservoir accessible through
the nose avionics compartment door (Figure
14-29). The brake fluid reservoir is located
on the upper corner of the left side of the
nose avionics compartment.

HYDRAULIC SERVICE A line plumbed to the upper portion of the

fill reservoir is routed overboard to act as
The hydraulic fill reservoir is just inboard a vent.
of the left nacelle and forward of the front
spar (Figure 14-30). It contains a cap and
dipstick assembly to facilitate maintenance BRAKE WEAR LIMITS
of the system fluid level. To cheek the brakes for wear, measure the
distance between the segmented carrier
and lining assembly and the piston housing
(Figure 14-31). When this distance (with
the parking brake set) measures 0.200 inch
or more, the brake is ready for a lining
inspection per the manufacturer’s mainte-
nance manual.
Figure 14-30. Hydraulic Fluid Reservoir
14 LANDING GEAR
AND BRAKES
Figure 14-31. Brake Wear Diagram


14 LANDING GEAR
AND BRAKES

QUESTIONS
1. The landing gear handle is designed to
work airborne:
A. Weight off wheels.
B. And on the ground.
C. If the cabin is pressurized.
D. And on the ground if the cabin is
pressurized.
2. The green GEAR DOWN annuncia-

tors indicate the gear:
A. Handle is in the DOWN position.
B. Handle is in the UP position.
C. Is down and locked.
D. Is up and locked.
3. The LDG GEAR CONTROL red light

illuminates when the gear position
may be unsafe and:
A. Can be dimmed.
B. Can be extinguished.
C. Can be dimmed if low level cabin
ambient light is sensed.
D. Cannot be dimmed.
4. The alternate landing gear extension

system is available for gear:
A. Retraction.
14 LANDING GEAR
B. Extension.
AND BRAKES
C. Extension and retraction.
D. Extension or retraction.
5. The maximum permitted landing gear

extended speed is _______ KIAS.
A. 158
B. 184
C. 194
D. 263

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION............................................................................................................. 15-1
GENERAL ......................................................................................................................... 15-1
PRIMARY FLIGHT CONTROLS ................................................................................. 15-2
Trim Tabs...................................................................................................................... 15-2
Electric Elevator Trim ............................................................................................... 15-4
Yaw Damp/Rudder Boost System ............................................................................ 15-4
Stall Warning System.................................................................................................. 15-6
FLAP SYSTEM .................................................................................................................. 15-6
Components................................................................................................................. 15-6
Controls and Indicators.............................................................................................. 15-7
Operation ..................................................................................................................... 15-7
Abnormal Conditions................................................................................................. 15-7
LIMITATIONS................................................................................................................... 15-8
CONTROL LOCKS ......................................................................................................... 15-8
Removal ...................................................................................................................... 15-8
Installation .................................................................................................................. 15-8
QUESTIONS ...................................................................................................................... 15-9
15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
15-1 Elevator and Rudder .......................................................................................... 15-2
15-2 Rudder Pedals...................................................................................................... 15-2
15-3 RUDDER TAB, AILERON TRIM, and ELEVATOR TRIM .................... 15-3
15-4 Electric Elevator Trim ........................................................................................ 15-4
15-5 Yaw Damp/Rudder Boost System..................................................................... 15-5
15-6 RUDDER BOOST Switch ................................................................................ 15-5
15-7 Flap System Components................................................................................... 15-6
15-8 FLAPS Lever ....................................................................................................... 15-7
15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
The flight controls allow the pilot to control the aircraft about the three axes of
pitch, roll, and yaw. The flap system helps provide optimum performance in takeoff,
approach, and landing modes. This chapter discusses these flight controls.
GENERAL
All flight controls, with the exception of the powered rudder boost/yaw dampening
flaps, are cable-operated conventional system connects directly to the autopilot to
surfaces that require no power assistance aid the pilot during an engine-out
for normal control by the crew. condition. It functions automatically when
activated as torquemeter oil pressure drops
15 FLIGHT CONTROLS
The flaps and electric elevator trim are during an engine failure.
e l e c t r i c a l l y p o w e re d . A n e l e c t r i c a l l y

PRIMARY FLIGHT
CONTROLS
The primary flight controls are a three-
axes control system. The aileron surfaces
on each wing provide lateral (roll) control.
The elevator provides longitudinal (pitch)
control. The rudder provides directional
(yaw) control (Figure 15-1).
Figure 15-2. Rudder Pedals
TRIM TABS
Tr i m t a b s a r e i n s t a l l e d o n t h e l e f t
aileron, rudder and each elevator. The pilot
manually controls the tabs through
drum-cable systems that use dual
Figure 15-1. Elevator and Rudder jackscrew actuators.
The dual actuators drive adjustable double-

All primary flight control surfaces are end clevis rod assemblies capable of
manually controlled through cable/bellcrank removing joint free play. Positive stops on
systems. Surface travel stops and linkage the primary flight control surfaces limit
a d j u s t m e n t s a re i n e a c h s y s t e m . Du a l their travel while traveling stops secured to
controls are available for either the pilot or the cables limit trim tab movement.
the copilot.
All trim tab actuators are of a dual config-
Conventional push-pull control wheels uration to provide additional safety control
interconnected by a T shaped control of trim and tab free play.
column operate the ailerons and elevators.
Tabs are positioned with controls on the
A linkage below the crew compartment pedestal (Figure 15-3). These include the
floor interconnects the rudder pedals RU D D E R TA B k n o b, t h e A I L E RO N
( Fi g u re 15 - 2 ) . Ru d d e r b e l l c ra n k a r m s TRIM knob, and the ELEVATOR TRIM
adjustable to two positions move the pedals wheel.Each knob also contains directional
approximately one inch forward or aft. arrows as well as marked settings.
Control locks in the cockpit secure the

ailerons, elevators, and rudder when the
15 FLIGHT CONTROLS
aircraft is on the ground and out of service.

15 FLIGHT CONTROLS
Figure 15-3. RUDDER TAB, AILERON TRIM, and ELEVATOR TRIM

ELECTRIC ELEVATOR TRIM The manual trim control wheel interrupts

and resets the electric trim system. Use
The electric elevator trim system is installed it anytime the autopilot is off whether or
in conjunction with the autopilot system. not the electric trim system is in the
operative mode.
A dual-element thumb switch on the
outboard handle of each control wheel The PITCH TRIM circuit breaker in the
(Figure 15-4) activates the electric motor- FLIGHT group on the right CB panel
driven elevator trim tabs. Both elements of protects the system.
the switch must be simultaneously moved
forward to achieve a nose-down trim; aft for YAW DAMP/RUDDER BOOST
nose-up trim.
SYSTEM
The yaw damp/rudder boost system aids
the pilot in directional control associated
with asymmetrical thrust in the event of
an engine loss or large power difference
(Figure 15-5).
The yaw damp portion senses changes in

heading (or yaw rate information) from
the rate gyro and uses an electric servo to
drive the rudder control cables. Heading
changes due to turns are sensed using
Figure 15-4. Electric Elevator Trim information from the attitude gyro to allow
for turn coordination.
When the elements are released, they On the 350 models, rudder boost senses
return to the center off position. The pilot e n g i n e t o r q u e f r o m b o t h e n g i n e s, a s
switch overrides the copilot switch. measured by a torque transducer tapped off
of the torque manifold. It is separate from
A bi-level, pushbutton switch is inboard of the normal engine torque system. When
the thumb switch on the outboard grip of the difference in these torques exceeds
each control wheel. The momentary-on, approximately 30%, rudder boost activa-
trim-disconnect switch disconnects the tion begins. An electric servo activates to
elevator trim system when either of these deflect the rudder, assisting pilot effort.
switches is depressed. The servo contribution is proportional to
the engine torque differential. The pilot
Depressing either trim-disconnect switch trims the rudder.
to the first of the two levels disconnects the
autopilot, yaw damp, and rudder boost
systems. Depressing the switch to the
second level disconnects the electric
elevator trim system.
15 FLIGHT CONTROLS

LEFT ENGINE YAW RATE RIGHT ENGINE

TORQUE INFORMATION TORQUE
TRANSDUCER TRANSDUCER
RUDDER YAW DAMP/

YAW DAMP
BOOST SWITCH RUDDER BOOST
SWITCH
COMPUTER
RUDDER
SERVO
LEGEND
SYSTEM INPUTS
SYSTEM CONTROLS
RUDDER
SYSTEM OUTPUTS
KING AIR 350
Figure 15-5. Yaw Damp/Rudder Boost System
The RUDDER BOOST switch is on the

pedestal (Figure 15-6). To enable the system,
place the switch in RUDDER BOOST and
the AP/YD DISC bar on the flight guidance
panel up.
The rudder boost system is disabled if the

switch is in the OFF position. If the DISC
TRIM/AP YD switch is depressed, the
system is interrupted.
A n a m b e r RU D B O O S T O F F o n t h e
caution/ advisory/status annunciator panel
indicates the switch is inoperative because
the switch is in off or the trim disconnect
switch on either yoke has been used.
Figure 15-6. RUDDER BOOST Switch
15 FLIGHT CONTROLS

STALL WARNING SYSTEM COMPONENTS

Angle of attack is sensed by aerodynamic The flaps are two segments on each wing.
pressure on the lift transducer vane on the An electric motor drives the flaps through
left wing leading edge. When a stall is a gearbox mounted on the forward side of
imminent, an aural stall warning sounds. the rear spar (Figure 15-7).
The system can be tested during peflight The gearbox drives four flexible driveshafts
with the STALL WARN TEST switch on that connect to jackscrew actuators at each
the copilot left subpanel. The switch is flap segment.
spring-loaded to the center OFF position.
Hold the switch in the STALL WARN The motor incorporates a dynamic braking
TEST position to activate the stall system. Two sets of motor windings help
warning system. prevent overtravel of the flaps.
FLAP SYSTEM Protection

A 20-amp FLAP MOTOR circuit breaker
The aircraft has a four-segment, Fowler- on the right CB panel protects the flap
type flap system. The flaps may be selected m o t o r c i rc u i t . A 5 - a m p F LA P I N D &
t o t h e U P, A P P R OAC H , o r D OW N CONTROL circuit breaker protects the
position. They cannot be stopped at an control circuit.
intermediate point between these positions.
Whenever one of the three positions is

selected, the flaps move to the selected
position. A safety mechanism disconnects
power to the electric flap motor if a
malfunction occurs that could cause any
flaps to be 3° to 6° out of phase with the
other flaps.
FLAP
ASYMMETRY
SWITCHES
LIMIT SWITCHES
FLAP INDICATOR
TRANSDUCER
20A
15 FLIGHT CONTROLS
L GEN BUS
Figure 15-7. Flap System Components

CONTROLS AND INDICATORS • 89 KIAS (91 KIAS for 350ER)—

Stalling speed (V S1 ) at maximum
A s l i d i n g F LA P S l e v e r i s j u s t b e l o w weight with flaps approach and
the condition levers on the pedestal idle power
(Figure 15-8).
• 96 KIAS (99 KIAS for 350ER)—
Stalling speed (V S1 ) at maximum
weight with flaps up and idle power
The white DN arrow marks maximum speed
permissible with flaps extended beyond
approach: 158 KIAS.
The white APP arrow marks maximum

speed permissible with flaps in approach
position: 202 KIAS.
OPERATION
Figure 15-8. FLAPS Lever
Lowering the flaps produces these results:
• Attitude—Slight nose up
The control lever has a position detent • Airspeed—Reduced
TAKEOFF AND APPROACH to select • Stall speed—Lowered
40% flaps for takeoff or approach. Full flap
deflection, or 100%, is equal to approxi- • Trim—Input required based on the
mately 35º of flap travel. Detents also are amount of airspeed change
marked for UP and DOWN positions.
Flap deflection from 0% (up) to 10 0% ABNORMAL CONDITIONS

(down) displays on an electric indicator on
top of the pedestal below the Landing Gear Warning System
caution/advisory annunciator panel. A The landing gear warning system is affected
potentiometer driven by the right inboard by the position of the flaps. Anytime the
flap segment operates the indicator. The flaps are in the approach position and the
right inboard flap also drives the flap landing gear is not extended, a warning
position limit switches. horn sounds until the gear is extended or
the flaps retracted with the torque below
Airspeed Indicator Display 40% or 86% N 1 .
The solid red bar at the bottom of the
airspeed scale on the display is the impend- The landing gear warning system warns the
ing stall speed low speed cue (ISS LSC) pilot the landing gear is not down and
marker. The top of the marker changes with locked during specific flight regimes. The
flap position to reflect the following stall warning horn sounds continuously when
speed: the flaps are lowered beyond the
APPROACH (40%) position regardless of
15 FLIGHT CONTROLS
• 81 KIAS (82 KIAS for 350ER)— the power lever setting until the landing
Stalling speed (V S0 ) at maximum gear is extended or the flaps retracted.
weight with flaps down and idle power Refer to Chapter 14 for details.

Asymmetrical Flap Protection It is important that the locks be installed

o r re m o v e d t o g e t h e r t o p re c l u d e t h e
An asymmetrical flap switch system possibility of an attempt to taxi or fly the
provides split-flap protection. The switch aircraft with the power levers released and
shuts off the flap motor for any out-of- the pins still installed in the flight controls.
phase condition of approximately 3° to 6°
between the adjacent flap segments on
each wing. REMOVAL
WARNING
The switch is spring-loaded to the normally-
open position, but it is rigged so that the Before starting engines, remove
roller cam holds the switch in its momentary control locks.
(closed) position. This provides electrical
continuity to the flap motor when the
outboard and inboard flap segments on 1. Remove rudder pin
both sides are parallel and in phase with 2. Remove control column pin
one another.
3. Remove U-shaped power control
clamp
Invalid Lever Input
If the FLAPS lever input becomes invalid,
a default ISS LSC marker displays. This is WARNING
a checkerboard bar with a yellow bar on
top. The junction of the checkerboard bar Re m o v e c o n t ro l l o c k s b e f o re
represents the flaps-down ISS LSC value. towing the aircraft. If towed with
The top of the yellow bar represents the a tug while the rudder lock is
flaps-up ISS LSC value. intalled, serious damage to the
steering linkage can result.
LIMITATIONS
INSTALLATION
Do not extend flaps or operate with flaps
extended above these speeds. 1. Position U-shaped clamp around
engine power controls
Maximum flap extension/extended speeds 2. Move control column as necessary to
(V FE ): align holes in the control column
• Approach—202 KIAS 3. Insert the L-shaped pin attached to
the middle of the chain; holes are
• Full down—158 KIAS aligned when control wheel is full
forward and rotated approximately
15° to the left
CONTROL LOCKS 4. Insert the L-shaped pin attached to
the end of the chain through the hole
The control locks consist of a U-shaped provided in the floor aft of the rudder
15 FLIGHT CONTROLS
clamp and two pins connected by a chain. pedals; rudder pedals must be centered
The pins lock the primary flight controls. to align the hole in the rudder bellcrank
The U-shaped clamp fits around the engine with the hole in the floor
power control levers and serves to warn
the pilot not to start the engines with 5. I n s e r t p i n u n t i l t h e f l a n g e r e s t s
control locks installed. against the floor; this prevents any
rudder movement

QUESTIONS
1. Secondary flight controls surfaces are: 4. The mechanical aileron trim is located
A. Manually-controlled. _______ of the power quadrant on the
_______ side.
B. Hydraulically-controlled.
C. E l e c t r i c a l l y a n d h y d r a u l i c a l l y A. Aft; left
controlled. B. Aft; right
D. M a n u a l l y and electrically C. Forward; left
controlled. D. Forward; right
2. Rudder boost aids the pilot in rudder 5. The maximum speed permissible with
deflection during engine failure flaps in the approach position is _______
operation by sensing: KIAS.
A. Yaw rate. A. 160
B. Roll rate. B. 174
C. Torque differential. C. 194
D. Bleed air differential. D. 202
3. Electric pitch trim is available when: 6. Rudder boost:

A. Either trim switch is activated. A. Is not required when operating at
B. Both trim switches are activated weights less than 12,500 lbs.
simultaneously. B. Is off for takeoff and landing.
C. O p p o s i t e t r i m s w i t c h e s a r e C. Must be on for takeoff and cruise.
activated. D. Must be on and operational for
D. Indicated airspeed is greater than t a k e o f f, c l i m b, a p p r o a c h a n d
140 knots. landing.
15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION ................................................................................................................... 16-1
FLIGHT INSTRUMENTS...................................................................................................... 16-1
Adaptive Flight Displays (AFD)..................................................................................... 16-2
Multifunction Display (MFD) ....................................................................................... 16-12
DISPLAY CONTROL PANELS (DCP) ............................................................................. 16-17
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS) ....................................... 16-24
AIR DATA COMPUTERS (ADC)..................................................................................... 16-24
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)................................ 16-25
REVERSIONARY OPERATIONS.................................................................................... 16-26
OUTSIDE AIR TEMPERATURE .................................................................................... 16-31
STALL WARNING SYSTEM .............................................................................................. 16-33
FLIGHT GUIDANCE SYSTEM (FGS)............................................................................. 16-34
Flight Guidance Computers (FGC).............................................................................. 16-35
Flight Guidance Panel (FGP) ....................................................................................... 16-35
Control Wheel Switches.................................................................................................. 16-43
CONTROL DISPLAY UNIT (CDU).................................................................................. 16-45
FLIGHT MANAGEMENT SYSTEM (FMS) .................................................................... 16-50
Vertical Navigation ......................................................................................................... 16-52
Global Positioning System (GPS) ................................................................................. 16-54
INTEGRATED FLIGHT INFORMATION SYSTEM (IFIS) ........................................ 16-56
Cursor Control Panel (CCP).......................................................................................... 16-58
COMMUNICATION/NAVIGATION SYSTEMS ............................................................ 16-71
Audio System................................................................................................................... 16-75

16 AVIONICS
Radio Tuning Unit (RTU).............................................................................................. 16-78
CDU Tuning..................................................................................................................... 16-83
ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS) ...................................... 16-88
WEATHER RADAR SYSTEM........................................................................................... 16-91
COCKPIT VOICE RECORDER (CVR)........................................................................... 16-96
EMERGENCY LOCATOR TRANSMITTER (ELT)...................................................... 16-96
ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS).................. 16-97
Basic Ground Proximity Warning System (GPWS) .................................................... 16-97
Enhanced Ground Proximity Warning System (GPWS)............................................ 16-99
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS I) ............................. 16-102
TRAFFIC COLLISION AND AVOIDANCE SYSTEM (TCAS II) (OPTIONAL).. 16-104
APPENDIX A – AVIONICS EQUIPMENT LOCATIONS ......................................... 16-111
APPENDIX B – FLIGHT GUIDANCE MODES.......................................................... 16-113
APPENDIX C – AVIONICS ACRONYMS..................................................................... 16-117
QUESTIONS ........................................................................................................................ 16-121

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1. Adaptive Flight Displays (AFD)..................................................................... 16-2
16-2. Primary Flight Display...................................................................................... 16-3
16-3. Attitude Display ................................................................................................ 16-4
16-4. Airspeed Display .............................................................................................. 16-4
16-5. Trend Vector....................................................................................................... 16-4
16-6. Low Speed Cue.................................................................................................. 16-5
16-7. High Speed Cue................................................................................................. 16-5
16-8. Airspeed Speed Bug ......................................................................................... 16-5
16-9. Acceleration Display......................................................................................... 16-6
16-10. Altimeter Display.............................................................................................. 16-6
16-11. Altitude Negative .............................................................................................. 16-6
16-12. Baro Switch ........................................................................................................ 16-7
16-13. Vertical Speed Indicator (VSI)........................................................................ 16-7
16-14. Altitude Preselect Bugs .................................................................................... 16-8
16-15. Metric Altitude .................................................................................................. 16-8
16-16. BARO ALT Switch ........................................................................................... 16-8
16-17. Heading and Navigation Display ................................................................... 16-9
16-18. DME hold .......................................................................................................... 16-9
16-19. PFD Compass Rose Format........................................................................... 16-10
16-20. PFD Arc Format.............................................................................................. 16-10
16-21. PFD Map Format ............................................................................................ 16-11
16-22. Terrain and Radar Overlay Section .............................................................. 16-11
16-23. PFD TCAS Message Area (Non-IFIS)......................................................... 16-11

16 AVIONICS
Figure Title Page
16-24. PFD Lower Display Information .................................................................. 16-12
16-25. Pilot's MFD Display ....................................................................................... 16-12
16-26. Non-IFIS MFD Checklist............................................................................... 16-14
16-27. MFD Upper Format (IFIS)............................................................................ 16-14
16-28. MFD Plan Format ........................................................................................... 16-15
16-29. MFD TCAS only ............................................................................................. 16-16
16-30. TCAS ............................................................................................................... 16-16
16-31. MFD Lower Display Information................................................................. 16-17
16-32. Display Control Panels ................................................................................... 16-17
16-33. Display Control Panel (DCP)........................................................................ 16-18
16-34. Barometric Setting with Yellow Underline .................................................. 16-18
16-35. IN/hPa Switch .................................................................................................. 16-18
16-36. Barometric Setting with STD ........................................................................ 16-19
16-37. PFD REFS Menu Page 1 of 2 ........................................................................ 16-19
16-38. PFD V-Speeds.................................................................................................. 16-20
16-39. Radio Altitude Minimum............................................................................... 16-20
16-40. Barometric Minimum ..................................................................................... 16-21
16-41. Minimums Annunciator ................................................................................. 16-21
16-42. PFD REFS Menu Page 2 of 2 ........................................................................ 16-21
16-43. Metric Altitude ................................................................................................ 16-22
16-44. Flight Director Formats.................................................................................. 16-22
16-45. PFD NAV BRG Menu .................................................................................. 16-23
16-46. Bearing Pointer Information ......................................................................... 16-23
16-47. IAPS ................................................................................................................. 16-24

16 AVIONICS
Figure Title Page
16-48. ADC ................................................................................................................. 16-25
16-49. AHRS ............................................................................................................... 16-25
16-50. Heading Slave and Slew ................................................................................. 16-26
16-51. AFD Reversions ............................................................................................. 16-26
16-52. Reversionary Modes ....................................................................................... 16-27
16-53. ADC1 Failure ................................................................................................. 16-28
16-54. ADC Miscompares ......................................................................................... 16-28
16-55. ADC Switch - ADC2 Selected....................................................................... 16-29
16-56. AHRS1 Failure ................................................................................................ 16-29
16-57. AHRS Miscompares ....................................................................................... 16-30
16-58. Pitot Tubes........................................................................................................ 16-30
16-59. Static Ports ..................................................................................................... 16-30
16-60. Alternate Static Source Selection ................................................................. 16-31
16-61. System Integration .......................................................................................... 16-32
16-62. OAT Gauge...................................................................................................... 16-33
16-63. Rosemont Probe.............................................................................................. 16-33
16-64. Transducer Vane .............................................................................................. 16-33
16-65. Stall Warning Test Switch ............................................................................... 16-34
16-66. Stall Warning Heat .......................................................................................... 16-34
16-67. Flight Guidance Panel (FGP) ........................................................................ 16-35
16-68. Flight Guidance System Display ................................................................... 16-35
16-69. Flight Guidance Panel (FGP) ........................................................................ 16-36
16-70. Flight Guidance Couple Arrow..................................................................... 16-36
16-71. Independent Flight Director Operation....................................................... 16-36
FOR TRAINING PURPOSES ONLY 16-v

16 AVIONICS
Figure Title Page
16-72. YD/AP Disconnect Bar.................................................................................. 16-37
16-73. Heading Vector Line....................................................................................... 16-38
16-74. Half Bank Mode.............................................................................................. 16-38
16-75. APPR Mode Selection ................................................................................... 16-39
16-76. Localizer Nav-to-Nav Capture ...................................................................... 16-40
16-77. VNAV Glidepath (GP) Mode ....................................................................... 16-40
16-78. Vertical Speed (VS) Mode ............................................................................. 16-41
16-79. Flight Level Change (FLC) Mode ................................................................ 16-42
16-80. Left Yoke.......................................................................................................... 16-43
16-81. Pilot's PFD with SYNC .................................................................................. 16-44
16-82. Go-Around Button ......................................................................................... 16-44
16-83. PFD Go-Around (GA) Mode ....................................................................... 16-45
16-84. Control Display Unit (CDU)......................................................................... 16-45
16-85. Active Flight Plan Page .................................................................................. 16-47
16-86. Active Legs Page ............................................................................................. 16-47
16-87. Direct to Pages................................................................................................. 16-47
16-88. Hold FPLN Mode ........................................................................................... 16-48
16-89. MFD Menu Key (CDU)................................................................................. 16-49
16-90. MFD Advance Key (CDU)............................................................................ 16-50
16-91. MFD Text Page................................................................................................ 16-50
16-92. Database Units ................................................................................................ 16-51
16-93. Active Legs Page with VNAV Altitudes....................................................... 16-53
16-94. VNAV Top of Descent.................................................................................... 16-54
16-95. VNAV Modes .................................................................................................. 16-54
16-vi FOR TRAINING PURPOSES ONLY

16 AVIONICS
Figure Title Page
16-96. GPS CONTROL ............................................................................................. 16-55
16-97. PROGRESS .................................................................................................... 16-55
16-98. IFIS Block Diagram........................................................................................ 16-57
16-99. Ethernet Database Unit ................................................................................. 16-58
16-100. USB Database Unit (DBU-5000)................................................................. 16-58
16-101. MCDU Menu. ................................................................................................. 16-58
16-102. IFIS Dataload Block Diagram....................................................................... 16-59
16-103. CCP................................................................................................................... 16-60
16-104. MFD Store Complete ..................................................................................... 16-60
16-105. Geo-Politcal Overlay ...................................................................................... 16-60
16-106. Airspace Overlay ........................................................................................... 16-61
16-107. Airways Overlay.............................................................................................. 16-61
16-108. Database Effectivity (STAT Key) ................................................................. 16-62
16-109. STAT Menu...................................................................................................... 16-62
16-110. Chart Subscription (STAT Key).................................................................... 16-62
16-111. MFD Chart Display ........................................................................................ 16-63
16-112. MFD Chart Menu ........................................................................................... 16-63
16-113. MFD Chart Approach Index ......................................................................... 16-64
16-114. MFD Chart Zoom Box................................................................................... 16-64
16-115. MFD Chart Geo-Reference Symbols ........................................................... 16-65
16-116. MFD Chart Menu .......................................................................................... 16-65
16-117. MFD PLAN Map Weather Overlay ............................................................. 16-66
16-118. MFD Dedicated Graphical Weather Format (XM Weather) .................... 16-66
16-119. MFD XM Weather Menu .............................................................................. 16-67
FOR TRAINING PURPOSES ONLY 16-vii

16 AVIONICS
Figure Title Page
16-120. MFD Metar Display ....................................................................................... 16-67
16-121. Overlay Legends ............................................................................................. 16-68
16-122. MFD Graphical Weather Time Stamps ....................................................... 16-68
16-123. MCDU Datalink Pages (Universal Weather) .............................................. 16-69
16-124. Datalink Weather Selections (Universal Weather) ..................................... 16-70
16-125. MFD_Plan Map Weather Overlay ................................................................ 16-70
16-126. MFD Dedicated Graphical Weather Format(Universal Weather) ........... 16-71
16-127. Universal Weather Menu ............................................................................... 16-71
16-128. RTU / CDU TUNE Switch ............................................................................ 16-72
16-129. Emergency Frequency Button ....................................................................... 16-72
16-130. Antennas .......................................................................................................... 16-73
16-131. RMT Tune Switch............................................................................................ 16-73
16-132. PFD DME Displays ........................................................................................ 16-74
16-133. DME Hold Selection and Images ................................................................. 16-74
16-134. ATC Transponder Switch ............................................................................... 16-75
16-135. Flight ID Selection ......................................................................................... 16-75
16-136. Audio Panels .................................................................................................... 16-76
16-137. Audio System Components............................................................................ 16-76
16-138. Control Wheel (PTT) Switches...................................................................... 16-78
16-139. Radio Tuning Unit (RTU).............................................................................. 16-79
16-140. RTU in Preset Tuning Mode .......................................................................... 16-79
16-141. RTU COMM Pages ........................................................................................ 16-80
16-142. RTU NAV Pages ............................................................................................ 16-80
16-143. RTU ADF Pages ............................................................................................. 16-81
16-viii FOR TRAINING PURPOSES ONLY

16 AVIONICS
Figure Title Page
16-144. RTU ATC Page ............................................................................................... 16-81
16-145. RTU HF Pages ................................................................................................ 16-82
16-146. RTU TCAS II Pages ....................................................................................... 16-83
16-147. CDU Tune with TCAS I ................................................................................. 16-83
16-148. CDU Frequency Data..................................................................................... 16-84
16-149. CDU COMM Page ......................................................................................... 16-84
16-150. CDU NAV Page .............................................................................................. 16-85
16-151. CDU ATC Page............................................................................................... 16-85
16-152. CDU ADF Page .............................................................................................. 16-86
16-153. CDU TUNE With TCAS II............................................................................ 16-86
16-154. MFD TCAS Display ....................................................................................... 16-87
16-155. CDU TCAS II Control ................................................................................... 16-87
16-156. CDU HF Control ............................................................................................ 16-87
16-157. GND COMM Button ..................................................................................... 16-88
16-158. Static Wicks...................................................................................................... 16-88
16-159. ESIS Display ................................................................................................... 16-89
16-160. ESIS Power Switch.......................................................................................... 16-89
16-161. ESIS Menu....................................................................................................... 16-91
16-162. PFD Radar Menu............................................................................................ 16-92
16-163. Test Mode......................................................................................................... 16-92
16-164. Radar Ground Map Mode ............................................................................. 16-92
16-165. Radar Display with Path Attenuation Bar ................................................... 16-93
16-166. Radar Display Turbulence Mode .................................................................. 16-93
16-167. Turbulence Only Display ............................................................................... 16-94
FOR TRAINING PURPOSES ONLY 16-ix

16 AVIONICS
Figure Title Page
16-168. Radar Gain Display ........................................................................................ 16-94
16-169. Pilot's PFD with TGT..................................................................................... 16-94
16-170. Radar Ground Clutter Supression ................................................................ 16-95
16-171. Radar Tilt Display ........................................................................................... 16-96
16-172. CVR Controllers ............................................................................................. 16-96
16-173. ELT Manual Switch ........................................................................................ 16-97
16-174. PFD GND PROX and PULL UP Annunciators ........................................ 16-97
16-175. GPWS Failure Annunciators ......................................................................... 16-97
16-176. EGPWS Buttons ............................................................................................. 16-99
16-177. Terrain Display.............................................................................................. 16-100
16-178. Terrain Fail and TERR Annunciators ........................................................ 16-101
16-179. TCAS I TEST ................................................................................................ 16-102
16-180. Operating Mode Button............................................................................... 16-103
16-181. TCAS II Test.................................................................................................. 16-105
16-182. Overview of Avionics Units ......................................................................... 16-111
16-x FOR TRAINING PURPOSES ONLY

16 AVIONICS
TABLES
Table Title Page
16-1. GPWS Cautions and Warnings...................................................................... 16-98
16-2. EGPWS Buttons ............................................................................................. 16-99
16-3. EPGWS Cautions and Warnings................................................................. 16-101
16-4. TCAS Messages ............................................................................................ 16-106
16-5. TCAS II Annunciators ................................................................................. 16-107
16-6. TCAS II Traffic Advisory ............................................................................. 16-108
16-7. TCAS II Resolution Advisories .................................................................. 16-109
16-8. Flight Guidance Modes................................................................................ 16-113
FOR TRAINING PURPOSES ONLY 16-xi

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
The Super King Air B350 utilizes the Collins Pro Line 21 avionics system. The Pro Line
21 Avionics System is an integrated flight instrument, autopilot, and navigation system.
All functions have been combined into a compact, highly reliable system designed for ease
of operation, seamless communication between systems, and reduced pilot workload.
FLIGHT INSTRUMENTS
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM (EFIS)
The Electronic Flight Instrument System plays (AFD). Compared to conventional in-
(EFIS) consists of computers and data collec- strumentation, an EFIS system permits much
tors that, when coupled with other subsystems, more information to be presented to the pilot
result in the display of flight, navigation, and with a minimum of operating complexity,
engine indicating on liquid crystal displays maintenance, and weight.
(LCD) – these are called Adaptive Flight Dis-

16 AVIONICS
DOOR UNLOCKED
L FUEL PRES LO CABIN ALT HI CABIN DIFF HI R FUEL PRES LO ES

PR S
L OIL PRES LO R OIL PRES LO O T S
T
E
EXTINGUISHER EXTINGUISHER
PUSH ENG FIRE L BLEED FAIL R BLEED FAIL ENG FIRE PUSH
F/W VALVE F/W VALVE
DISCHARGED PUSH PUSH DISCHARGED
CLOSED CLOSED
MASTER MASTER
MASTER CAUTION CAUTION MASTER
WARNING O RE
SS TTO
RESS
PPRESS R ESET
RESET
PRESS
PRES
PR ESS TTO
WARNING
O RE
R ESET
RESET ORRESET
ESET
RESSSS TTO
RE
PPRESS
PPRESS
RES
E S TO
TO RESET
R SET
RE
FD VS DOWN FLC NAV

NAV HDG APPR ALT
ALT YD AP FD
CRS1 SPEED HDG ALT

ALT YD/AP DISC CRS2
VNAV
VNA
AV 1/2 BANK EL
CPL
PUSH PUSH PUSH C PUSH
CAN
SH
IA
H
IR EC S/ SY C IR EC
MAC
PU
D
N
T
UP Collins
Collins Collins
Collins
G/S TERR
INHIB
IB INHIB
B Collins
A
ACTIVE A
ACTIVE RADIO CALL
STEEP FLAP
N350KA
HDG PTCH APPR
PR OVRD
D
TRIM
TR IM AP
AP
XMIT FMS ALTS
ALTS 8215 ACTIVE
AC ACTIVE
A CTIVE A XMIT
XMIT
PA 16000 ITT
516
1050 PROP 1740 ITT
830
130 FF 750 AHS2 PA
2 170 122 PRESS 80 ATT V
ATT 2
80 OIL ADC2 N ALT
A LT
1 4 IAS 1
VOL 20 8 000 62.2 N1 106.0 112
49 TEMP°C 112 V
2 TORQ
TORQ TORQ
TORQ FIRE VOR1 13.6NM 29.92 in
057CRS
60 3.4 110.0
110.0 80
FD ATT
AT T VOL
10 BARO BARO
900
1 PUSH 60 8000 PUSH XTLK
40 10 10
T S 7820 1 IAS ALT
A LT VS S T
KASE 0.6NM 78 20
STD STD
800
00 40 XAHS
XA HS
MIC ((8215)) 1.4NM -:-- : CLIMB 9 0
000 G
GPWS
MIC
MIC
(8700) 2.6NM -:-- : (8215) 8215A XADC
XA DC
1 COMM 2 OXY 1 10 PULL UP OXY 1 COMM 2
V2 107 10 700 KCOS 169NM -:-- : -:--/ 1.4NM
10
7500 ENG1
EN G1 GND PROX
VR 103 2
0KTS 0MIN ENG2
EN G2
NORM
V1 100 0 4
30
0 33
3 N NORM
AC
ACC–.03
C –. 03 600 REFS REFS AC
ACCC .–– RA LOC G
GS
1 NAV
NAV 2 PA 29.92IN DC P
DCP FAIL
TCAS FAIL PA 1 NAV
NAV 2
329 M HDG
TERM HDG
HDG
MIN 10200 BARO CRS 057 29.88IN
29.88I N
3300 N FMS 3 9
329
FMS MENU
ADV
DATA
DATA
HDG 329 Collins B
BRT
MENU
ADV
DATA
DATA LOC1 N
HDG 329 33
PUSH ((8215) 30 N PUSH 3
1 DME 2 (8215) 138
38 TTG --:--
COM1
IDENT 1 DME 2
0.8NM ELEC
1.4NM
ELEC
S
S
30
T
082
82
2 11
11 8 . 8 5 123.80
W
NAV/BRG
NA
AV/BRG DME-H NA
NAV/BRG
AV/BRG
6
25
25 NAV1
NAV1
5
W
FORMA
AT
FORMAT FORMAT
FORMAT <
3
AUTO
AUTO AUTO
AUTO
w
1 ADF 2 11
1 13.00 108.50 1 ADF 2
<
COMM 50 COMM
12.5
1122.5 RADAR GLENO
G LENO
E LINDZ
ONDZ ATC
ATC 1 ADF 1/2 RADAR
DBL
E
TERR /16000A
0 0A
000A 11
051 1 350.0 TE RR
TERR
PRESET
24
RDR 12.5 ( NTC)
(INTC)
C) < PRESET
VOR1 RD
RDRR
MKR TERRAIN (870
(8700)
87
AS 5))
((8215)
82
KASE J
JNETT TERR FMS MKR
12
SPKR GCS /82
/8215A RDR GCS SPKR
21
V 13.6NM F
DBL
15
TTA ONLY
A ONLY
S
J206
F F TFC
AUDIO AUDIO
AUDIO
INPH ALTN
ALTN TA
TA ONLY
ONLY ALTN
ALTN IINPH
NPH
VOICE B ET < ET TE RR
TERR VOICE
B VOICE
TIL
TILT
LT RANGE
J10-1 TILT
TILT RANGE
O COM1 1118.85
18.85 ATC1
AT
TC1 051
05111 UTC 20:03 R
RAT
AT 1 °C COM2 121.90 COM1 AT
ATCC UTC R
RAT
AT o
C COM2 O
T US USH T
IDENT H H IDENT
H
P
P
AUTO
AUTO A
AUTO
UTO IDENT
NORM
BRT
TILT GS 0 TAS
TAS 0 SSAT
AT 12 °C ISA +13 °C TILT
BRT
NORM
DIM DIM
BRT
Collins
DIM Collins
PROP EMER GND

SYNC DG ATC
ATC PILOT FREQ RMT TUNE DG COM
ON ON FREE SLEW 1 DISPLAY
Y AHRS ADC TUNE NORM SLEW FREE
ARM
AVIONICS
AV
VIONICS ENG
EXT MASTER AUTO
AUT O ON – + STBY PFD MFD 1 2 1 2 CDU RTU 121.5
21.5 – + O
ONN + 5k
15k
PWR POWER
PO
OWER
W IGN +
35k 10
NORM 2 NORM NORM NORM NORM DISABLE
DISABLE NORM
3456
OFF +
OFF–RESET OFF LEFT RIGHT OVERSPEED STALL
STALL PSI
WARN TEST WARN

WARN WARN TEST 0 20
2))
BATT BUS GEN ENGINE
ENGI NE ANTI-ICE
/,*+76
/,*+76
VACUUM
VACUUM PNEUMATIC
PNEUMATIC
NORM RESET LEFT RIGHT ENVIRONMENTAL
ENVIRONMENTAL
ON LANDI
LANDING
NG TAXI
TAXI ICE NAV
NAV RECOG BEACON STROBE L DC GEN L GEN TIE OPEN HYD FLUID LOW RVS NOT READY R GEN TIE OPEN R DC GEN PRESSURE
LDG GEAR CONTROL BLOWER TEMP INCHES OF
OF MERCUR
MERCURY
Y
MAN COOL
ON L CHIP DETECT L NO FUEL XFR BAT TIE OPEN DUCT OVERTEMP R NO FUEL XFR R CHIP DETECT MAN TEMP
MAN OFF LDG GEAR
EMER OFF AUTO
AUTO HEAT
HEAT INCR
INCR WARN TEST
WARN
OFF OFF L ENG ICE FAIL L FUEL QTY ELEC HEAT ON EXT PWR R FUEL QTY R ENG ICE FAIL
BAT
B AT L GEN R GEN LEFT RIGHT UP WINDOW
WINDOW CABIN
CABIN ALT
ALT WARN
WARN
ESIS BUS SENSE GEN TIES OFF DEFOG TEST SILENCE
SILENCE
L BL AIR OFF AUTOFTHER OFF OXY NOT ARMED RUD BOOST OFF R BL AIR OFF
ON ACTUATORS
TORS
ACTUAT ICE PROTECTION GEAR
2))
RESET MAN CLOSE TTAIL
AIL
WSHLD ANTI-ICE PROP DOWN
1250
STANDBY
STANDBY DN ELEC DECR
NORMAL AUTO
AUTO MANUAL FUEL VENT FLOOD
FLOO D L PITOT HEAT PROP GND SOL R PITOT HEAT OFF HEAT
HEAT
MODE
2))
OFF NOSE
E AUTO
AUTO IINCR
NCR IINCR
NCR 50 80 500
1000
1500
DOWN L IGNITION ON L ENG ANTI-ICE FUEL CROSSFEED R ENG ANTI-ICE R IGNITION ON COCKPI
COCKPITT
ENVIR
ENVIR 0 ÛÛ)
) 100
FLIGHT 0 2000
MAIN LOCK HD LLTT OFF CABIN
CABIN DIFF
DIFF OFF
TEST TEST OPEN REL L R BLEED AIR BLEED AIR VALVES
VA
ALVES USE NO
PSI
TEST WING DEICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON TAIL DEICE BLOWER TEMP LEFT OPEN RIGHT WARN
WARN TEST HOURS 1/10 OIL
IGNITION AND HI NORMAL

AUTOFEATHER
AUTOFEATTHER PROP TEST PILOT COPILOT
COPILOT LEFT RIGHT OFF
$872
ENGINE
ENGINE START
START ENG FIRE TEST OXYGEN
GND IDLE SURFACE
SURFFACE L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
ENVIR
ENVIR DET CABIN AIR LY PRESSURE
SUPPL
SUPPLY
MADE IN USA
LEFT ON RIGHT ARM GOV STOP
ST OP BRAKE DEICE STALL
STALL LANDING HYD FLUID
GEAR SENSOR OFF
DEICE SINGLE
SINGLE WARN
WARN PITOT
PITOT
2))
OFF OFF UP OFF

LOW PNEU & ENVIR
ENVIR OFF
2 20 2 4 AL
T 0
100
0F
T
1 40
STARTER
ST ONLY
ARTER ONLY TEST FLAPS CABIN CLIMB
5 EXT
OFF RELAY
RELAY TEST TAKEOFF
TAKEOFF
.5 THDS FT PER MIN
35 1 AUTO
AUTO INCR
INCR INCR
INCR
PARKING
PA
ARKING BRAKE MANUAL LEFT RIGHT AND
CABIN
CABIN
OFF APPROACH
0 6 7 2
30 6 3
60 .5 5 4 10
1 25
80
4 15
2 20
DOWN
Figure 16-1. Adaptive Flight Displays (AFD)
ADAPTIVE FLIGHT DISPLAYS be exceeded each AFD has its own tempera-
ture monitor. Depending on what is needed
(AFD) this monitor has control of integral heaters
The liquid crystal (LCD) Adaptive Flight Dis- and cooling fans.
plays (AFD) contain all the flight and naviga-
tion information previously indicated on In the event of a display failure on PFD 1 the
separate “round dial” instruments. Three MFD can display PFD 1 images in what’s called
AFD’s are installed in the King Air B350 and a reversionary composite mode. However,
are all interchangeable . When the IFIS system there is no reversionary backup to PFD 2.
is installed, the MFD is modified to receive ad-
ditional information. It is no longer inter- Primary Flight Display (PFD)
changeable and carries a different part
number. The left AFD functions as the pilot’s The PFD displays airplane attitude and dy-
Primary Flight Display (PFD 1) on which air- namic flight data. Flight Director indications,
plane attitude, heading, altitude, vertical speed, autopilot annunciations, and navigation infor-
etc., are shown. The center AFD functions as mation are also shown in a centralized loca-
the multifunction display (MFD) on which en- tion, including during reversionary format. A
gine indications, diagnostic pages, checklists, typical PFD display is shown (Figure 16-2)
navigation data, etc., are shown. The MFD re-
ceives much of the same data as PFD 1. The The PFD has the following controls and indi-
right AFD functions as the copilot’s Primary cations:
Flight Display (PFD 2) and operates inde-
pendent of PFD 1.
Bright/Dim Rocker Switch
The temperature of LCD displays must stay The PILOT DISPLAYS rheostat, on the over-
within appropriate limits to provide normal head panel, provides primary intensity con-
operation. Should these temperature extremes trol.The Bright/Dim Rocker Switch on the

16 AVIONICS
Collins
HDG PTCH
FMS ALTS 6935
140
1 4 000
80
4
20
700 2
60 1
10
600
60
6 5 40
20
V2 117 10
1
VR 110
400 2
V1 106
ACC-.02
0 4
30.16IN
TERM
24 251 W
FMS1
DTK 251 21
(6935)
144
30
0. 8NM
069
50 FORMAT > <
25
TERR
< PRESET RDR
>
VOR1 TERRAIN
F TFC >
TCAS OFF
< ET 01:42 RADAR ON

COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
BRT
DIM
Figure 16-2. Primary Flight Display
PFD provides secondary intensity control of viewed on the AFD display. LSKs that are cur-
the PFD. This PILOT DISPLAYS rheostat will rently active are denoted by carets (< >) dis-
control three displays simultaneously; the played adjacent to the LSK.
PFD, MFD and Control Display Unit (CDU)
on the pedestal. This allows all three displays
to be brightened together. The Bright/Dim Attitude Display
Rocker Switch will then allow each display to The primary function of the PFD is to show
be fine tuned to make its brightness even with airplane attitude. The PFD additionally shows
the surrounding displays. the following: flight director steering com-
mands; flight guidance system status/mode an-
Line Select Keys nunciations; vertical/lateral deviation; marker
beacon annunciations; and radio altitude.
Four line select keys (LSK) are located on
each side of the AFD. These keys are used in A rectangular-shaped slip/skid indicator is lo-
conjunction with the information being cated at the base of the “sky-pointer” bank

16 AVIONICS
index. This is used like the fluid filled slip-skid where each knot of airspeed increase or de-
indicator used in other aircraft (e.g., half of the crease will rollover to show the next digit. The
rectangle to the right equals half ball to the tape and rolling drum will begin indicating as
right). See Figure 16-3. the airspeed is above 40 knots.
Collins
140
HDG PTCH 80
FMS ALTS 6935
140
1 4 000
80
4
20
700
60
2
60 1
10
600
60
6 540
20
1
V2 117 10
VR 110 400 2
V1 106
ACC-.02
0 4
30. 16I N
TERM
24 251 W
V2 117
VR 110
HDG PTCH V1 106
FMS ALTS ACC-.02
1 <
TERM
Figure 16-4. Airspeed Display
20 T
R
This display area can also show current Mach,

10 IAS markers (bugs), IAS trend vector,
low/high speed cues, and acceleration rates.
The trend vector is a magenta line that extends
either above or below the pointer to indicate
HDG PTCH the rate of airspeed increase or decrease. The
FMS ALTS end of the vector indicates expected airspeed
in 10 seconds. A trend vector moving into a
1 warning bar, inV either the overspeed or
lowspeed area, will cause the airspeed number
20 to flash yellow (Figure 16-5).
10
254
280
Figure 16-3. Attitude Display
1 260
25 0
Airspeed Display 240
9
The Airspeed Display on the PFD is of a mov- <
ing tape design (Figure 16-4). 220
A large “pointer” at the center of the display is

the current aircraft airspeed. The digital read-
out at this pointer acts like a rolling drum Figure 16-5. Trend Vector
<
16 AVIONICS
The Low Speed Cue / Impending Stall Speed is reduced to below the red overspeed bar. If
(LSC / ISS) bar is displayed at the AFM value the autopilot is engaged during the overspeed,
for stall at a maximum gross weight, power it will begin to pitch the aircraft up until
idle and no bank condition (Figure 16-6). achieving an airspeed just below the current
Vmo or Mmo.
160 160
254 254
140 120
280 300
120 100
11 1 91 260 280
0 0
100 80 25 0 27 0
9 9
240 260
80 60
220 240
200 RA
Low Speed Pre-Warning Low Speed Warning 200 RA
Overpeed Pre-Warning Overspeed Warning

Figure 16-6. Low Speed Cue
Figure 16-7. High Speed Cue
This speed is adjusted for flap position as listed
here: Displayed above the airspeed tape, is a speed
reference that the pilot can set using the speed
<
<
<
<
• 0% Flaps – 96kts knob on the Flight Guidance Panel. A bug will

appear on the tape next to the selected speed
• 40% Flaps – 89kts (Figure 16-8).
• 100% Flaps – 81kts
Speed Bug
It is important to note that these speeds are Setting 135
not adjusted for the current g-forces, power 160
settings or maneuvers. They should be used as
reference only and not as the primary indica-
tion of a stall. The true indication of a stall will 140 Speed
Bug
be in the form of a stall horn, or aerodynamic
buffet. The autopilot will not stop the aircraft 9
airspeed from getting into the low speed cue 11
but once the stall warning horn sounds the au-
8
topilot will disconnect. See the Stall Warning 100
section later in this chapter.
The high speed cue consists of a red bar start- 80

ing at the current Vmo or Mmo whichever is
appropriate (Figure 6-7). Should the aircraft Figure 16-8. Airspeed Speed Bug
actual airspeed enter this red bar area an over-
speed warning horn will sound until the speed

16 AVIONICS
Below the airspeed tape two different digital

readouts may be displayed. While on the
ground the current acceleration rate is dis-
played in “G's". This can indicate from .00 to 4000
+ or - .99g. While airborne, the current Mach 3 000
number is displayed in lieu of the acceleration
display (Figure 16-9). The Mach indication 4
will appear only if the current speed is greater 700 2
than .450 Mach. The display is then removed
when the Mach is less than .400. 1
600
60
6 40
5
20
140
80 254
1
280
60 400 2
260 4
25 0 1000
9 30. 16I N
240
V2 117
VR 110 220 Figure 16-10. Altimeter Display
V1 106
ACC-.02
0
M .471
TERM
200 RA
6935
On Ground 1 In Flight
1 4 000
< <
Figure 16-9. Acceleration Display 4
700 2 <
1
Altitude and Vertical Speed R
600
1(*
Displays 60
5 40 <
<
20
The Altitude and Vertical Speed Displays in-
1
dicate the altitude and vertical speed. The alti-
tude data is a moving tape design with a 400 2
central “pointer”. This pointer contains a digi- 4
tal readout with a rolling drum appearance
just like the airspeed display. Each 20 feet of 3 0 .1 6 I N
altitude is on a single drum and the hundreds
and thousands follow when needed. At lower Figure 16-11. Altitude Negative
altitudes, green striped shutters cover the ap-
propriate ten thousand and thousand digits
(Figure16-10). The Altimeter setting is displayed below the
altitude tape . This can be changed between
Should a negative altitude exist, a vertically inches and hectopascals. (For IFIS aircraft, see
positioned “NEG” legend will replace the ten the REFS section of the Display Control Panel
<
thousands position. (Figure 16-11). (DCP) to see how this is accomplished). For
non-IFIS aircraft, this is accomplished by mov-
E
16 AVIONICS
ing a BARO switch on the overhead panel to
the IN (inches) or hPA (hectopascals) position
(Figure 16-12). This will affect both pilots 4
PFD’s and cannot be done independently.
2
Flight Guidance Current Vertical

Selected Vertical Speed
Speed
VNAV Vertical 1
Speed Required
2
4
300
Figure 16-13. Vertical Speed Indicator (VSI)

Figure 16-12. Baro Switch
Displayed above the altitude tape is the pres-
Additionally, this altimeter setting can flash as elect altitude shown in cyan. This altitude is se-
an advisory of transition altitude / level pas- lected by the pilot using the ALT knob on the
sage. For IFIS aircraft see the REFS section of Flight Guidance Panel. The selected altitude is
the Display Control Panel (DCP) to see how then marked with a Fine Preselect Altitude
this is accomplished. For non-IFIS aircraft, this bug that “brackets” the altitude window when
is accomplished by moving the FL180 switch captured (Figure 16-14). A smaller Coarse Pre-
on the overhead panel to the ENABLE or select Altitude bug will appear on the left side
DISABLE position depending on whether the of the tape when approximately 1000’ from
advisory flash is desired. This transition point the selected altitude to indicate proximity to
cannot be changed to an altitude other than that altitude. An aural tone will sound and the
18,000’. preselected altitude will flash further indicat-
ing proximity to the chosen altitude. Once
The vertical speed display consists of a moving within 200’ of the preselected altitude, the
green line that will angle up or down depending flashing will stop. This flashing can be stopped
on the current vertical speed (Figure 16-13). earlier by pressing the ALT knob on the flight
guidance panel. (See the Flight Guidance sec-
The value of climb or descent will then read at tion later in this chapter). Should the aircraft
the top of the display for a climb or bottom of go +- 200’ from the altitude, an aural tone will
the display for a descent,when the value is sound and the preselected altitude will change
greater that 300 ft/min. Once the climb or de- to yellow and flash. This flashing will continue
scent decreases below 100 ft/min the digital until the altitude returns to within 200’ of se-
readout will be removed. lected. This flashing can be stopped by press-
ing the ALT knob on the flight guidance panel.

16 AVIONICS
Additionally, a magenta number can be dis-

7500 Preselect played above the VSI (Figure 16-10). This
Altitude
600 number is FMS generated and indicates the
crossing restriction altitude for the current leg
Fine Preselect (this can come automatically from the FMS
Coarse Preselect 500 Altitude Bug database or manually by pilot input into the
Altitude Bug
FMS). If desired, this number, in addition to
20 the preselected altitude, allows the FMS to au-
7400
80 tomatically fly a vertical navigation (VNAV)
procedure and comply with all the known
300
step-down fixes.
200
Figure 16-14. Altitude Preselect Bugs
This top display area can also contain the met-

ric altitude and metric altitude preselect (Fig-
ure 16-15). For IFIS aircraft see the REFS
section of the Display Control Panel (DCP) to
see how this is accomplished. For non-IFIS air-
craft this is accomplished by moving a BARO
ALT switch on the overhead panel to the FT Figure 16-16. BARO ALT Switch
(feet) or meter (M) position (Figure 16-16) .
This action will affect both pilots and cannot
be done independently. This change does not Heading and Navigation
alter the actual altitude tape; that remains in Displays
feet for all phases of flight.
The Heading and Navigation Displays at the
METRIC lower portion of the PFD’s contain heading,
2450M 6935 FMS navigation display, or ground based nav-
4000M igation display, or radar and terrain imagery
4 (Figure 16-17).
200 2
1
At the top center of this area is the aircraft’s
100 current heading. To the left of that display will
60 appear the cyan heading bug’s current selec-
8 0 40
20 tion when the bug is moved with the Flight
Guidance Panel or the heading bug is out of
1
view. Additionally, an open-circle-shaped track
900 2 pointer will indicate the current aircraft
4 ground track. The difference between the cur-
rent heading and track pointer indicates drift
1018HPA
angle and is helpful in establishing the appro-
priate crab to maintain course. The track
Figure 16-15. Metric Altitude pointer is generated from the FMS and will be
green if it is driven from the onside FMS or
yellow if it is driven from the cross-side FMS.
16-8 <
1
1
16 AVIONICS
ACC .02
0
1
TERM HDG 010 24 251
30.16IN the identifier of the station is removed and a
W
FMS1 distance will appear with an “H” indicating it
DTK 251 21 is in DME hold (Figure 16-18).
(6935)
144
30
0. 8NM
069
50 FORMAT > <
VOR1 114.30
25 1
< PRESET
TERR
> CRS 251
VOR1
RDR
TERRAIN SNX 2
0. 8NM
F TFC >
TCAS OFF
S
< ET 01:42 RADAR ON
BRT
15
DIM
< PRESET 1
FMS1
Figure 16-17. Heading and Navigation
12
Display
VOR Active Navigation
The upper left corner of the NAV display in-
dicates the active NAV source. This will display <VOR1 113.80
in green when the “onside” unit is selected CRS 251
(e.g., NAV1 and FMS1 are green on the pilot’s 2
20. 8 H
side; NAV2 and FMS2 are green on the copi-
lot’s side). If the “cross-side” unit is selected, it
S
will display in yellow (e.g., NAV2 and FMS2
are yellow on the pilot’s side; NAV1 and FMS1
15
are yellow on the copilot’s side). In a single < PRESET
FMS aircraft, the copilot will always have a FMS1
yellow FMS color and the pilot will have a
12
green FMS color.
VOR Active Navigation With DME Hold
Above the active NAV source label is an area <
reserved for FMS messages and annunciations. Figure 16-18. DME hold
Selected messages can appear here. However,
the majority of the messages will be displayed Below this list is a PRESET option (Figure 16-
on the Control Display Unit (CDU) on the 17). The nav source inside the blue box is on
pedestal. These will be prompted by the label standby. Should the PRESET LSK be pressed,
“MSG” to instruct the pilots to look down at the PRESET nav source will become the ac-
the CDU and retrieve the message. tive nav source and the active nav source will
now be the PRESET (This is the same as
Immediately below the active NAV source course transfer used in other systems). This
label is a list of related navigation distances PRESET option cannot display a secondary
and information. When FMS is chosen, this list CDI and remains in standby.
contains the Desired Track (DTK), name of
the next waypoint and distance to that way- The last LSK on the left side is the Elapsed
point (Figure 16-17). When LOC or VOR is Timer (ET) (Figure 16-17). Pressing this LSK
chosen this list contains the frequency and the will start, stop and reset the timer that appears
current selected course. If DME is collocated next to the ET label. This is independent of the
with the VOR or LOC, the identifier of the sta- other pilot’s timer and can only count up and
tion and DME distance to the station will be not down.
displayed. However, if DME hold is selected

16 AVIONICS
On the right side of the display there is a FOR- available when FMS is the active nav source.
MAT LSK. This LSK changes the display for- This mode will be automatically deselected if
mat of the lower portion of the PFD. This will a non-FMS source is made active and it will re-
select one of three options: full compass rose, vert to the arc format. Additionally, when map
arc and map (Figure 16-17). format is chosen on the left PFD it forces the
MFD into present position map mode (PPOS)
The full compass rose is a 360˚ presentation of and other MFD map formats are not selec-
1
heading with the ability to display a CDI and table. It is critical to remember that following
two bearing pointers (Figure 16-19). On IFIS map lines is not an alternative to CDI displays.
aircraft, TCAS traffic can also be displayed in For navigation, a lateral deviation display will
this format1by pressing the TFC line select key. appear at the bottom of the attitude indicator
When this option is chosen, the range is lim- when map mode is chosen.
ited to 50nm. To get a further range, the TCAS 0
9
traffic must be deselected first. This range is ACC-.02

1 0 1 8 HPA
TERM 251
controlled by the DCP and is discussed later. 24 W
FMS1
DTK 251 21
ACC-.02
0 (6935)
144
30
0. 8NM
3 0 .1 6 I N 069
TERM 251
FMS1 50 FORMAT >
24 w
<
DTK 251
(6935) 21 25
0. 8NM TERR
30
< PRESET RDR

>
VOR1 TERRAIN
S
FORMAT >
33
TFC >
<
F
TCAS OFF
15
TERR
< PRESET RDR
N
VOR1
< ET 01:42 RADAR ON
12
V 4.1NM
3
SXW E TFC > BRT
TCAS OFF
DIM
6
V ----NM
SXW
< ET
BRT
Figure 16-20. PFD Arc Format
DIM
The same range limitations apply in this mode

Figure 16-19. PFD Compass Rose Format as they did with the arc format.
The arc format can display the same items de- Additional options for display with the FMS
scribed for the full compass rose but only pres- map are available through the Control Display
ents a 120˚ portion of the compass (Figure Unit on the pedestal (see the CDU section
16-20) . In this mode, the display of TCAS traf- later in this PTM).
fic does not limit the range to 50nm. The dis-
play of any overlays (discussed later in this Below the FORMAT LSK is the TERR/RDR
section) will limit the range to 300nm. If a fur- LSK. This key allows for the display of either
ther range is desired, all overlays must be re- terrain or radar images. These cannot be dis-
moved and the arc format can be extended to played simultaneously on the same display or
a 600nm range. This mode cannot display the when the compass rose format has been se-
FMS map. lected. The chosen option will be displayed in
cyan and large font. The display of these items
The map format is similar to the arc format does NOT indicate that the unit is active (Ter-
but instead of a large CDI image it displays the rain and Radar must be turned ON from a dif-
FMS map (Figure 16-21). This format is only ferent location). Below these labels is an area

1 1
16 AVIONICS
0 0
reserved for detail about the selected option. able to display TCAS traffic unless they are
For instance, if RDR is selected, the display put into a reversionary mode as will be dis-
will be cyan and Fthe radar operating mode F and cussed later.
tilt would be displayed below RDR. If TERR
is selected, the display will be cyan and the ap- 44
69
propriate operating status for the terrain
would be displayed (e.g., “TERRAIN”,“TER-
FORMAT > FORMAT >
RAIN FAIL”, “TERRAIN TEST”, etc.) (Fig- <
<
ure 16-22).
TERR TERR
RDR > RDR
>
V1 106 WX TERRAIN
0 4
ACC-.02 T+4.5A
30.16IN
TERM
24 251 W TFC > TFC >
FMS1 TCAS OFF TCAS OFF
DTK 251 21 CUROT
ONLOE
< JABAN
30
1. 5NM
1 1 1 COM2 125.250 1 COM2 125.250
1
10 RALPE FORMAT > <
BRT BRT
5
ONLOE
0 DIM DIM
TERR
< PRESET KEGE
RDR
>
VOR1
TFC > Figure 16-22. Terrain and Radar Overlay

F Section
< ET 01:42 RADAR ON
44
BRT 69
DIM
FORMAT <
Figure 16-21. PFD Map Format
<
TERR
RDR
<
Both can also be deselected from the display TERRAIN
and would change the respective label to
white. TCAS OFF
For IFIS aircraft, a TFC line< select key allows

the TCAS display to be turned ON 1 or OFF on 1 COM2 125.250
any of the three formats. When the TCAS dis- BRT
play is selected, TFC will be cyan. When dese- DIM
lected, TFC will be white. Below the TFC line
is an area reserved for TCAS messages (e.g., Figure 16-23. PFD TCAS Message Area
TCAS TEST, TA ONLY, etc.) (Figure 16-22). (Non-IFIS)
The display of cyan TFC does NOT indicate
that TCAS is actually active. TCAS is activated Lower Display Information
with a different selection discussed later in the
TCAS section. At the bottom of each PFD is a row of infor-
mation that continuously display these items:
For non-IFIS aircraft a TCAS message-only COMM1, ATC squawk, UTC, RAT (ram air
area exists below the TERR/RDR line select temperature) and COMM2 (Figure 16-24).
key. This has no active caret next to it and Pressing the push-to-talk button on the yoke or
therefore has no control over the TCAS dis- microphone will highlight the appropriate
play (Figure 16-23). Neither of the PFD’s are COMM frequency label with a blue box. The

1

16 AVIONICS
ATC selection will show which transponder is MULTIFUNCTION DISPLAY

chosen and whether that transponder is on
STBY or active. It does not display the differ- (MFD)
ence between ON and ALT. The RAT is de-
<
The MFD displays engine indications, diag-

rived from the currently selected air data nostic pages, weather radar, two formats of
computer. navigation information, and terrain informa-
tion. A typical MFD display is shown in Fig-
< ET 01:42 RADAR ON ure 16-25.
BRT
DIM The MFD has the following controls and indi-
cations:
Figure 16-24. PFD Lower Display
Information
Collins
ITT 10500 PROP 1740

1980
ITT 130 FF 750
ITT
516 PROP ITT
830 0
122 FF
PRESS 430
80
26 734 0 PRESS
OIL 120
62.2 N1 106.0 49 OIL
TEMP C 112
0.0 NI 98.5 46 TEMP°C 73
o
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.40 110.0
2000
RW25 0 . 0NM :
( 6 9 3 5) 0 . 8NM - : - - : CL I MB
SXW152 4 . 4NM - : - - : ( 6 9 3 5) 6 9 3 5 A
KBJC 198NM - :- - : - : - - / 0 . 8NM
FMS
24 251 W
DTK 251
( 6 9 3 5)
TTG -- : -- 21
ABOVE
0. 8NM
30
< 50 < <
25
SXW152 TERR
( 6 9 3 5)
KEGE RDR <
/6935A WX
T+5.7
F TFC <
RLG
/14000A
GS 0 TAS 0 SAT 15 oC ISA +13 oC
BRT
DIM
Figure 16-25. Pilot's MFD Display

16 AVIONICS
Bright/Dim Rocker Switch on the pedestal (see the CDU section for more
information).
The Bright/Dim Rocker Switch provides sec-
ondary intensity control of the MFD. The The checklist information is turned ON or
PILOT DISPLAYS rheostat, on the overhead OFF using buttons mounted on the backside
panel, provides primary intensity control. This of both yokes. Once the checklist appears, the
PILOT DISPLAYS rheostat will control all pages are advanced using the LSK’s on the left
three displays: the PFD; MFD; and Control side and chosen with the SELECT LSK on the
Display Unit (CDU) on the pedestal, simulta- right side of the MFD. Each individual item is
neously. Each display does not have to be in- then “checked off” using LINE ADV buttons
dividually dimmed or brightened but can be on the back of either yoke, or the caret line se-
operated together. The Bright/Dim Rocker lect keys on the MFD. To return to a higher
Switch will then allow each individual display level menu, press the INDEX key on the MFD
to be fine tuned to make its brightness com- (Figure 16-26).
patible with the surrounding displays.
The checklist is reset when the avionics are
shut down. However, if there is a need to reset
Line Select Keys the checklist without turning the avionics OFF,
Four line select keys (LSK) are located on there is a line item on the main checklist menu
each side of the AFD. The keys are used in co- page that will reset all previously “checked
ordination with the information being viewed off” items.
on the individual AFD display. LSKs that are
currently active are denoted by carets (< >) IFIS equipped aircraft
displayed adjacent to the LSK. The FMS waypoint information must be
turned ON by the left LSK on the MFD. When
Engine Display pressed, the UPPER FORMAT menu will ap-
pear that allows selection of the checklist,
The engine instrument display is shown at the FMS-TXT or OFF (Figure 16-27) . Each re-
top of the MFD. This is called the Engine In- peated press of the UPPER FORMAT LSK
dicating System (EIS). The EIS is always visi- will cycle through the options. Once the FMS-
ble with aircraft power on. Refer to Chapter 7, TXT is chosen, the information presented is
Powerplant, of this Pilot Training Manual for changed with the Control Display Unit (CDU)
more information. (see the CDU section for more information).
The checklist can be selected either by using

MFD Window the UPPER FORMAT LSK described above
The MFD Window can display the following and choosing “CHKLST”, or by using the
items: specific FMS waypoint and/or Vertical checklist ON / OFF button on the back of ei-
Navigation (VNAV) information; or a check- ther yoke. The pages are advanced using the
list. Cursor Control Panel (CCP). For IFIS check-
list operation details see the CCP section in
this PTM.
Non-IFIS equipped aircraft
The FMS waypoint information is turned ON
or OFF with the Control Display Unit (CDU)

16 AVIONICS
Collins Collins
ITT
ITT
10500 PROP 1740
PROP 1900 ITT
ITT 130
0 FF 750
430
ITT 10500 PROP 1740
1980
ITT 130 FF 750
516 830 122 FF
PRESS 80 ITT
516 PROP ITT
830 0
122 FF
PRESS 430
80
26 800 0 PRESS 120 26 734 0 PRESS 120
OIL
OIL OIL
62.2 N1 106.0 49 TEMP C 112
62.2 N1 106.0 49 OIL
TEMP C 112
0.0 N1 98.5 46 TEMP°C 73 0.0 NI 98.5 46 TEMP°C
o
73
o
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.40 110.0
2000 3.40 110.0
2000
FORMAT
CHECKLIST INDEX CHKLIST
FMS-TXT
NORMAL CHECKLIST MENU OFF
RW25 0 . 0NM :
ABNORMAL CHECKLIST MENU ( 6 9 3 5) 0 . 8NM - : - - : CL I MB
EMERGENCY CHECKLIST MENU SXW152 4 . 4NM - : - - : ( 6 9 3 5) 6 9 3 5 A
USER CHECKLIST MENU KBJC 198NM - :- - : - : - - / 0 . 8NM
RESET CHECKLIST COMPLETE HISTORY - RESET
------------------------------------------
FMS FMS
24 251 W 24 251 W
DTK 251 DTK 251
( 6 9 3 5) ( 6 9 3 5)
TTG -- : -- 21
ABOVE TTG -- : -- 21
ABOVE
0. 8NM 0. 8NM
30
30
< 50 > <
50
< UPPER FORMAT LOWER FORMAT > <
FORMAT
25 25 PPOS
SXW152 TERR SXW152 PLAN TERR
( 6 9 3 5)
KEGE RDR > ( 6 9 3 5)
KEGE TCAS
GWX
RDR <
F /6935A WX /6935A WX
T +5 .7 T+5.7
TFC > F TFC <
RLG RLG
/14000A /14000A
GS 0 TAS 0 SAT 15 oC ISA +13 oC GS 0 TAS 0 SAT 15 oC ISA +13 oC
BRT BRT
DIM DIM
MFD Checklist Index Checklist Line

Collins Advance Checklist ON/OFF
ITT
ITT 10500 PROP 1740
PROP 1980 ITT
ITT 130
0 FF
FF
750
430
516
26 830
734 122 PRESS 80
0 PRESS 120
OIL
OIL
62.2
0.0 N1
NI 106.0
98.5 49 TEMP C 112
46 TEMP°C o
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.40 110.0
2000
NORMAL CHECKLIST MENU 1/3

BEFORE ENGINE START
ENGINE STARTING (BATTERY)
BEFORE TAXI
BEFORE TAKEOFF (RUNUP)
BEFORE TAKEOFF (FINAL ITEMS)
TAKEOFF
CLIMB
-----------------------------------------------
FMS
24 251 W
DTK 251
( 6 9 3 5)
TTG -- : -- 21
ABOVE
0. 8NM
30
50 FORMAT < <

Figure 16-27. MFD Upper Format (IFIS)
25
V SXW152 TERR
> RDR <
( 6 9 3 5)
KEGE
F /6935A WX
>V
T+5.7
TFC < NAVIGATION Information

RLG
/14000A
> SELECT
GS 0 TAS 0 SAT 15 oC
INDEX <
ISA +13 oC The following formats can be chosen for dis-
BRT
DIM play on the MFD by pressing the top right line
MFD Cecklist Normal Menu
select key (labeled FORMAT in non-IFIS air-
craft):
Checklist Line
Advance Checklist ON/OFF
Plan Map Format
The Plan Map Format (MAP) is used for plan-
ning/verifying the entered FMS information.
It is displayed as a true north up, waypoint
centered display (Figure 16-28). The Plan Map
format is not intended to be used for primary
navigation nor for the duration of the flight. In
this mode the aircraft position may fly “off”
the map since it is waypoint centered not air-
Figure 16-26. Non-IFIS MFD Checklist craft centered. Additionally the following
overlays cannot be displayed: terrain; radar; or

16 AVIONICS
TCAS. For IFIS equipped aircraft with the XM To see an extended image beyond the range
weather option, this format can also overlay arc on the MFD, the MFD window option pre-
downloaded Nexrad radar for the 48 continu- viously discussed can be turned OFF by using
ous states. the UPPER FORMAT key (IFIS aircraft) or
the CDU (non-IFIS aircraft). This will provide
Collins 50% more range above the normal navigation
display.
ITT 10500 PROP 1740
1980
ITT 130 FF 750
ITT
516 PROP ITT
830 0
122 FF
PRESS 430
80
26
62.2
0.0
N1
NI 106.0
98.5
734 0
49
PRESS
OIL
OIL
TEMP C 112
46 TEMP°C o
73
120
The currently selected range is displayed on
TORQ TORQ FIRE
TORQ
3.40
FIRE TORQ
110.0
2000
AFX
the edge of the range circle. This is controlled
by the DCP and will be discussed later. This
RW25 0 . 0NM 16:24
ONLOE
RALPE
1 . 5 NM
4 . 0NM
- :- - - - :- -
- :- - - - :- -
range will always be equal to the range dis-
KLAS 540NM - : - - - - : - - - - - - - LB - - . - GW
played on the left PFD. This will limit to the
following; 50nm if TCAS traffic has been se-
FMS
N
lected on the left PFD; 300nm if TCAS display
is OFF and overlays have been selected on the
STORE
left PFD or MFD; or 600nm if no overlays or
COMPLETE 10 TCAS are selected on the left PFD or MFD.
< < <
OBLOE
KEGE
CUROT
RALPE
TERR Further display options for the FMS map dis-
JABAN RDR
TERRAIN play are controlled by the Control Display
TFC < Unit on the pedestal (see the CDU section
FATPO
later in this PTM).
BRT
DIM
FMS Present Position Map
MFD Window ON
Format
Collins
The FMS Present Position (PPOS) map is a

ITT
ITT
10500 PROP
PROP
1740
1980
ITT
ITT
130 FF 750
0 430
moving pictorial of the flight. The map is cen-
516 830 122 FF
PRESS 80
26
62.2 N1 106.0
734 0
49
PRESS
OIL
OIL
TEMP C 112
120 tered on the airplane present position with the
0.0 NI 98.5 46 TEMP°C o
73
TORQ
TORQ
3.40
FIRE TORQ
TORQ
110.0
2000
FIRE
AFX
current heading at the top of the display.
JESIE
To see an extended image beyond the range

arc, the MFD window previously discussed can
be turned OFF, either by using the UPPER
FMS
N
FORMAT key (IFIS aircraft), or the CDU
(non-IFIS aircraft). This provides 50% more
range above the normal navigation display
10 similar to the Plan Map Format discussed ear-
<
OBLOE
KEGE
< <
lier.
CUROT
RALPE
TERR
RDR
JABAN
TERRAIN The current range is displayed on the two con-
TFC < centric range arcs, controlled by the DCP. The
FATPO
displayed range will always be equal to the
0 0
GS TAS SAT 15 oC ISA +13 oC
ranges displayed on the left PFD. This will be
BRT
DIM limited to 50nm if TCAS traffic has been se-
MFD WIndow OFF
lected on the left PFD; 300nm if TCAS display
is OFF and overlays have been selected on the
Figure 16-28. MFD Plan Format

16 AVIONICS
left PFD or MFD; or 600nm if no overlays or Collins
TCAS are selected on the left PFD or MFD.

ITT 10500 PROP 1740
1980 ITT 130 FF 750
ITT
51626 PROP ITT
830 0
122 FF
PRESS 430
80
734 0 PRESS 120
OIL
OIL
62.2 N1 106.0 49 TEMP C 112
TCAS Information TORQ
TORQ
3.40
FIRE
0.0 NI 98.5
TORQ
TORQ
110.0
2000
FIRE
AFX
46 TEMP°C o
73
TCAS traffic may be displayed on a TCAS- RW25 0 . 0NM :

( 6 9 3 5) 0 . 8NM - : - - : CL I MB
only format, or overlayed on the PPOS format. SXW152
KBJC
4 . 4NM
198 NM
- : - - : ( 6 9 3 5) 6 9 3 5 A
- :- - : - : - - / 0 . 8NM
To overlay TCAS on the PPOS format, simply
press the TFC line select key to turn it cyan. A FM S
251
TCAS message-only area will be present DTK 25 1 24 W
( 6 9 3 5)
below this TFC key (e.g., TCAS TEST, TA TT G - - : - -
0 . 8N M
21
SXW152 ABOVE
BELOW
ONLY, etc.).
30
+10
-10
< 5 <
The TCAS-only format can be selected by the
<
2.5 ( 6 9 3 5)
LOWER FORMAT key or by pressing and -02
/6935A
KEGE
TERR
RDR <
WX
holding the traffic (TFC) key for more than 2 F

T+5 .7
TFC <
seconds (Figure 16-29). The display is a 360˚ , TCAS TEST
heading up image that only shows traffic and GS 0 TAS 0 SAT 15 C o

ISA +13 oC
initially displays with a 10nm scale. It does not BRT

DIM
show the weather radar, terrain, or FMS map.
Collins
Collins
ITT 10500 PROP 1740

1980
ITT 130 FF 750
ITT
516 PROP ITT
830 0
122 FF
PRESS 430
80
26 734 0 PRESS
OIL 120
ITT 10500 PROP 1740 ITT 130 FF 750 62.2 N1 106.0 49 OIL
ITT
516 PROP 1980 ITT
830 0
122 FF
PRESS 430
80 0.0 NI 98.5 TEMP C 112
46 TEMP°C o
73
26 734 TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
0 PRESS
OIL 120 3.40 110.0
62.2 N1 106.0 OIL 2000
0.0 NI 98.5 49
46 TEMP°C
TEMP oC 112
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.40 110.0
2000
RW25 0 . 0NM :
( 6 9 3 5) 0 . 8NM - : - - : CL I MB
SXW152 4 . 4NM - : - - : ( 6 9 3 5) 6 9 3 5 A
KBJC 198 NM - :- - : - : - - / 0 . 8NM
FM S
24 251 W
DTK 25 1
FMS 251 ( 6 9 3 5)
SXW152 ABOVE
TT G - - : - - 21 BELOW
0 . 8N M
30
+10
+10 -10
10 -10 < 5 < <
< < 2.5 ( 6 9 3 5)

/ 6 9 3 5 A +02 TERR
<
KEGE RDR <

-02 WX
TERR T+5 .7
RDR
TERRAIN F TFC <
TCAS TEST
TFC <
GS 0 TAS 0 SAT 15 oC ISA +13 oC BRT

DIM
BRT
DIM
Figure 16-30. TCAS

Figure 16-29. MFD TCAS only
The TFC line select key is only a display se-
Either selection will depict nearby transpon- lection and does not actually turn ON the
der-equipped airplanes who are in close prox- TCAS unit. This must be accomplished with a
imity or who are predicted collision threats separate procedure (see the TCAS section of
(Figure 16-30). There can be up to 30 traffic in- this PTM).
dications on the display at one time.

16 AVIONICS
Graphical Weather (IFIS DISPLAY CONTROL
equipped aircraft only) PANELS (DCP)
Another possible format is the dedicated
graphical weather page. The options available Display control panels are vertical panels lo-
here depend on the chosen weather provider. cated adjacent to each PFD (Figure 16-32).
See the aircraft documentation and the IFIS The DCP and the bezel mounted line select
section of this manual for more information. keys on each PFD provide the primary pilot
interface to control the flight displays. The left
display control panel (DCP 1) provides con-
Lower Display Information trol for PFD 1 and the MFD. DCP 2 controls
At the bottom of the MFD is a line of infor- only PFD 2. All menus and pages controlled < <
mation that always contains the following by the DCP will “time out” after 10 seconds if
items: GS, TAS, SAT, ISA (Figure 16-31). The there is no activity. This will return the PFD to
Ground Speed (GS) indication is derived from the main display.
the FMS. Should the FMS fail, the GS indica- RLG
tion will be removed. True Airspeed (TAS), GS 0 TAS 0
/14000A
SAT 15 oC ISA +13 oC
Static Air Temperature (SAT) and ISA devia- BRT
tion (ISA) are all derived from the ADC. DIM
Should the ADC fail, these indications will be

removed. Figure 16-31. MFD Lower Display
Information
DOOR UNLOCKED

PR S

T
F/W VALVE F/W VALVE
CLOSED CLOSED
MASTER MASTER
WARNING O RE
SS TTO
RESS
PPRESS R ESET
RESET
PRESS
PRES
PR ESS TO
WARNING
OR ESET
RESET TO R
RESET
ESET
RE SS TTO
RESS
PPRESS
PPRESS
RES
E S TO
TO RE
RESET
R SET
FD VS DOWN FLC NAV

NAV HDG APPR ALT
ALT YD AP FD
CRS1 SPEED HDG ALT

ALT YD/AP DISC CRS2
VNAV
VNA
AV 1/2 BANK EL
CPL
CAN
SH
IA
IR EC S/ SY C IR EC
MAC
PU
D
N
T
UP Collins
Collins Collins
Collins
G/S TERR
INHIB
IB INHIB
B Collins
A
ACTIVE A
ACTIVE RADIO CALL
STEEP FLAP
N350KA
HDG PTCH APPR
PR OVRD
D
TRIM
TR IM AP
AP
XMIT FMS ALTS
ALTS 8215 ACTIVE
A CTIVE ACTIVE
A CTIVE A XMIT
XMIT
2 PA
16000 ITT
516
1050 PROP 1740 ITT
830
130 FF 750 AHS2 PA
170 122 PRESS 80 ATT V
ATT 2
80 OIL ADC2 N ALT
A LT
1 4 IAS 1
VOL 20 8 000 62.2 N1 106.0 49 TEMP°C 11
1122 V
2 TTORQ
ORQ TORQ
057CRS
60 3.4 110.0
110.0 80
FD ATT
AT T VOL
10 BARO BARO
900
40 10 10
T S 7820 1 IAS ALT
A LT VS S T
KASE 0.6NM 78 20
STD STD
800
00 40 XAHS
XA HS
MIC ((8215)) 1.4NM -:-- : CLIMB 9 0
000 G
GPWS
MIC
MIC
(8700) 2.6NM -:-- : (8215) 8215A XADC
XA DC
V2 107 10 700 KCOS 169NM -:-- : -:--/ 1.4NM
10
7500 ENG1
EN G1 GND PROX
VR 103 2
0KTS 0MIN ENG2
EN G2
NORM
V1 100 0 4
30
0 33
3 N NORM
AC
ACC–.03
GS
1 NAV
NAV 2 PA 29.92IN DC
DCPP TCAS F AIL
FAIL PA 1 NAV
NAV 2
329 M HDG
TERM HDG
HDG
29.88I N
300 N FMS 3 9
329
FMS MENU
ADV
DATA
DATA
HDG 329 Collins B
BRT
MENU
ADV
DATA
DATA LOC1 N
HDG 329 33
PUSH ((8215) 30 N PUSH 3
1 DME 2 (8215) 138
38 TTG --:--
COM1
IDENT 1 DME 2
0.8NM ELEC
1.4NM
ELEC
S
S
30
T
082
82
2 11
11 8 . 8 5 123.80
W
NAV/BRG
NA
AV/BRG DME-H NA
NAV/BRG
AV/BRG
6
25
25 NAV1
NAV1
5
W
FORMA
AT
FORMAT FORMAT
FORMAT <
3
AUTO
AUTO AUTO
AUTO
w
1 ADF 2 11
1 13.00 108.50 1 ADF 2
<
COMM 50 COMM
12.5
12.5 RADAR GLENO
G LENO
E LI
ONDZ
LINDZ ATC
ATC 1 ADF 1/2 RADAR
DBL
E
TERR /16000A
0 0A
000 11
051 1 350.0 TE RR
TERR
PRESET
24
RDR 12.5 ( NTC)

(INTC)C) < PRESET
VOR1 RD
RDRR
MKR TERRAIN (8700)
87
ASE ))
((8215)
82
KASE
K AS J
JNETT
JN TERR FMS MKR
12
SPKR GCS /82

/8215A RDR GCS SPKR
21
V 13.6NM F
DBL
15
TTA ONLY
A ONLY
S
J206
F F TFC
AUDIO AUDIO
AUDIO
INPH ALTN
ALTN TA
TA ONLY
ONLY ALTN
ALTN IINPH
NPH
TERR VOICE
B VOICE
TIL
TILT
LT RANGE
J10-1 TILT
TILT RANGE
O COM1 1118.85
18.85 ATC1
AT
TC1 051
05111 UTC 20:03 R
RAT
ATCC UTC R
RAT
AT o
C COM2 O
T US USH T
IDENT H H IDENT
H
P
AUTO
AUTO A
AUTO
UTO IDENT
NORM
BRT
TILT GS 0 TAS
TAS 0 SSAT
BRT
NORM
DIM DIM
BRT
Collins
DIM Collins
PROP EMER GND

SYNC DG ATC
ARM
AVIONICS
AV
VIONICS ENG
EXT MASTER AUT
AUTOO ON – + STBY PFD MFD 1 2 1 2 CDU RTU 121
121.5
21.5 – + O
ONN + 15
5k
15k
PWR POWER
PO
OWER
W IGN +
35k 10
DISABLE NORM
3456
OFF +
STALL PSI
WARN TEST WARN

WARN WARN TEST 0 20
2))
BATT BUS GEN ENGI NE ANTI-ICE

ENGINE
/,*+76
/,*+76
VACUUM
VACUUM PNEUMATIC
PNEUMATIC
ENVIRONMENTAL
ON LANDI
LANDING
NG TAXI
TAXI ICE NAV
OF MERCUR
MERCURY
Y
MAN COOL
MAN OFF LDG GEAR
EMER OFF AUTO
AUTO HEAT
HEAT INCR
INCR WARN TEST
WARN
BAT
WINDOW CABIN
CABIN ALT
ALT WARN
WARN
SILENCE
ON ACTUATORS
TORS
2))

AIL
1250
STANDBY
NORMAL AUTO
HEAT
MODE
2))
OFF NOSE
E AUTO
AUTO IINCR
NCR IINCR
NCR 50 80 500
1000
1500
COCKPITT
ENVIR
ENVIR 0 ÛÛ)
) 100
FLIGHT 0 2000
MAIN LOCK HD LT
LT OFF CABIN
CABIN DIFF
DIFF OFF
VA
ALVES USE NO
PSI

AUTOFEATTHER
AUTOFEATHER PROP TEST PILOT COPILOT
$87 2
ENGINE START
ENGINE START ENG FIRE TEST OXYGEN
GND IDLE SURFFACE
SURFACE L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
ENVIR
ENVIR DET CABIN AIR SUPPL
SUPPLY
LY PRESSURE
MADE IN USA
GEAR SENSOR OFF
DEICE SINGLE
SINGLE WARN
WARN PITOT
PITOT
2))
OFF OFF UP OFF

LOW PNEU & ENVIR
ENVIR OFF
2 20 2 4 AL
T 0
100
0F
T
1 40
STARTER
ST ONLY
5 EXT
OFF RELAY
RELAY TEST TAKEOFF
TAKEOFF
.5 THDS FT PER MIN
35 1 AUTO
AUTO INCR
INCR INCR
INCR
PARKING
PARKING BRAKE MANUAL LEFT RIGHT AND
CABIN
CABIN
OFF APPROACH
0 6 7 2
30 6 3
60 .5 5 4 10
1 25
80
4 15
2 20
DOWN
Figure 16-32. Display Control Panels

16 AVIONICS
The two versions of the DCP (IFIS and non- low underline will appear when the altimeter
IFIS) are shown in Figure 16-33. (Information settings are different by more than 1 hPa. The
for Weather Radar controls are found in this range for this mode is 745 to 1100hPa.
chapter).
6935
1
1 4 000
4
700 2
1
600
60
6 5 40
20
1
400 2
4
3 0 .1 6 I N
Figure 16-34. Barometric Setting with

Yellow Underline
non-IFIS IFIS
Figure 16-33. Display Control Panel (DCP) <
BARO Knob
Rotating the BARO knob adjusts the altime-
ter setting for the on-side altimeter. The cur-
rent altimeter setting is displayed below the
PFD altitude scale. Altimeter settings are in-
dependent for each side E and a yellow under-
line will appear below the altimeter setting Figure 16-35. IN/hPa Switch
when they are different by more than .02”Hg
(Figure 16-34). Single pilot operations will re-
quire a manual setting of each DCP baromet- BARO PUSH STD Button
ric knob. The altimeter setting has the range of When pushed, the standard altimeter setting
22.00 to 32.50”Hg. QNE is selected and “STD” will be displayed
in lieu of the pressure setting. The cyan prese-
In flight regions where the barometric setting lect altitude above the altitude display will dis-
is given in hPa this setting can be changed. For play a flight level (FL) format when this button
IFIS aircraft, the DCP is used to change the is pushed (e.g., 22,000 will be displayed as
units for the barometric setting using the FL220; 8,000 will be FL80) (Figure 16-36 ) . To
REFS button. In non-IFIS aircraft a switch la- return the setting to normal units, turn the
beled IN/hPa located on the overhead panel, Baro Knob and select the new altimeter set-
and can select between inches of Hg and hPa ting.
(Figure 16-35). When using hPa units, the yel-

16 AVIONICS
minimums (RA MINS), and MDA/DA mini-
FL250 mums (BARO MINS) shown on the PFD.
4
700 2 Menus are controlled with the knob at the cen-

ter of the DCP (Figure 16-33). For IFIS air-
1
craft, there are two concentric knobs labeled
600
60 MENU ADV and DATA. The PUSH SE-
6 5 40
20
LECT feature of the DATA knob will enter
data or choose items from the avionics selec-
1 tions.
400 2
4 For non-IFIS aircraft, there is a single knob la-
beled MENU ADV. This knob has a button la-
STD beled PUSH MENU SET that will enter data
or choose items from the avionics selections.
Figure 16-36. Barometric Setting with STD
The left side of the menu contains V-speeds.
REFS Button Beginning from the bottom, the pilot’s can set
V1, VR, V2 and VT. Speeds will show up on
The REFS button will bring up a menu on the both PFD’s so only one pilot needs to set the
respective PFD (Figure 16-37). values. Additionally, the setting of one value
<
will affect the remaining values in this rela-

Collins tionship:
HDG PTCH
V2 ≥ VR ≥ V1.
FMS ALTS 6935
140
1 4 000
80
20
700
4
2
VT is a general purpose “target” speed that is
60
10
600
1 not affected by the takeoff related V-speeds.
60
6 540
20
V2 117 10
1 For IFIS equipped aircraft, the values are set
V1 106
ACC-.02
0
400 2
4
by placing the cyan box cursor around the de-
TERM
24 251
30.16IN sired label. This can be accomplished by press-
W
FMS1 ing the adjacent line select key on the PFD or
DTK 251 21
(6935)
144
by rotating the MENU ADV knob until the
30
0. 8NM
069
REFS 1/2 REFS 1/2 cursor covers the desired value. Once the cur-
< VT
160
50 RA MIN <
200
<
sor is set, rotate the DATA knob to set the de-

< V2
25
BARO MIN <
sired value. To move to the next item, repeat
117 2980 the steps listed above.
< VR VREF <
110 160
< V1 RADAR ON
For non-IFIS equipped aircraft, the values are
106 ATC1 4336 UTC 14:41 RAT 15 oC
BRT
set by placing the cyan box cursor around the
DIM desired value to be changed. This can be
moved by pressing the adjacent line select key
Figure 16-37. PFD REFS Menu Page 1 of 2 or by rotating the MENU ADV knob. This
cursor must flash to indicate the value is set-
REFS Page 1 table. If the cursor was moved by pressing the
adjacent line select key on the PFD the cursor
With this menu, it is possible to control the dis- will automatically begin flashing. If the cursor
play of selected V-speeds, radio altitude height was moved with the MENU ADV knob then
the PUSH MENU SET button must be

16 AVIONICS
pressed to get the cursor to flash. Once it is mum (BARO MIN) value and the radio al-
flashing, the MENU ADV knob can be used timeter minimum (RA MIN) value will be
to change the value inside the cursor instead identical on both pilot’s displays. Only one
of moving the cursor. To move on to the next pilot needs to set the values.
V-speed press the line select key next to the
subsequent V-speed and rotate the MENU Setting RA MIN will create a hollow bar on
ADV knob to change the value. Alternatively, the altitude tape the length of the value cho-
press the PUSH MENU SET button to stop sen. For instance, setting 200 feet will create a
the cursor from flashing and move the cursor bar starting from radio altitude “Zero” up 200’
to the desired value with the MENU ADV on the altitude tape. Radio altitude “Zero” is
knob. the point where the altimeter changes from
blue to brown (Figure 16-39) .
For both aircraft installations, these speeds
must be cyan in order to be shown on the air-
speed display. They will turn white (dese- 1 4 000
lected) by pressing the PUSH SELECT
feature of the DATA knob (or by pressing and 700
holding the PUSH MENU SET button for RAD
non-IFIS aircraft). Once they are cyan, a list Minimum
Altitude
appears below the airspeed display while on 600
60
the ground. The display contains all but the VT Radio Altitude
setting. V-speed settings will also appear as ref- 6 5 40

20
Zero
erence bugs on the airspeed display (Figure

16-38).
400
Radio Altitude
Minimum Setting
140 30. 16I N

80 M I N 200 R A
60 Figure 16-39. Radio Altitude Minimum
The change of altimeter color is solely based

off of the radio altimeter. It is not dependent
on putting in the RA MIN number and will al-
V2 117 ways display when the radio altimeter is oper-
VR 110 ational. It would not display if the radio
V1 106 altimeter were inoperative. The RA MIN ref-
erence is not used as a desired minimum ref-
ACC-.02
erence since the King Air B350 is certified only
TERM to CAT I minimums.
Setting BARO MIN is the desired minimum

Figure 16-38. PFD V-Speeds reference altitude. This will create a cyan bar
across the altitude tape at the altitude selected
(Figure 16-40).
The right side of the menu contains the num-
bers used for landing. The barometric mini-
<
T
16 AVIONICS
6720
GS
6935
700 1 4 000
BARO 1
Minimum 4
Altitude 20
700 2
600
60 1
6 5 40
20
10
MIN 600
60
6 5 40
20
1
10
400 400 2
barometric
minimum 350 4
setting
3 0 . 1 6 IN
3 0 .1 6 IN 251 M I N 6 6 0 0 BARO
MIN 6 7 2 0 B A R O
4 w
Figure 16-40. Barometric Minimum
Figure 16-41. Minimums Annunciator
An additional benefit of setting BARO MIN
is that the altitude preselector can be set to the <
exact BARO MIN value. For example, if REFS Page 2 (IFIS-equipped aircraft)
BARO MIN is set to 1830, the preselected al- For IFIS equipped aircraft, there is a second
titude can now be set to 1830 to allow for au- page to the REFS menu (Figure 16-42). This is
topilot capture at the desired MDA. The accessed by pressing the REFS key a second
BARO MIN can be set to the nearest ten feet time.
of altitude.
E
Collins
Both RA MIN and BARO MIN will generate
a “MINIMUMS” aural callout and flashing
HDG PTCH
MIN annunciator on the PFDs (Figure 16-41). 140
FMS ALTS
1 4 000
6935
If the aircraft continues below the values, the 80

20
700
4
2
RA MIN hollow bar will turn yellow or the 60

10 1
600
BARO MIN altitude bar will turn yellow. The 6 540
60
20
minimum reference displayed is the last one 10
1
V2 117
adjusted (e.g., if RA was set first and then 400 2
V1 106
0 4
BARO, the BARO minimums are the only ACC-.02

30.16IN
TERM
24 251
ones displayed). For non-IFIS equipped air- FMS1
W
craft each pilot can choose to display BARO DTK 251

(6935)
21
144
30
0. 8NM
MIN or RA MIN independent of the other REFS 2/2
069
REFS 2/2
pilot. However, if each pilot sets a different 50
< PRESSURE <
reference (one shows BARO MIN and the HPA IN 25

< METRIC ALT
other RA MIN) the “MINIMUMS” aural call- ON OFF
out will occur at the first value achieved. < FL ALERT
ON OFF
< FLT DIR RADAR ON
The last option on the right side of the menu is V-BAR X-PTR ATC1 4336 UTC 14:41 RAT 15 oC
VREF. This acts just like the V-speeds dis- BRT

DIM
cussed earlier. Once one pilot adjusts the value
it will turn cyan for both pilots and will place Figure 16-42. PFD REFS Menu Page 2 of 2
a bug on both airspeed tapes.

16 AVIONICS
The PRESSURE option allows the altimeter

setting units to change from HPA (hectopas-
cals) to IN (inches of mercury). This will affect 10 10
both pilots and cannot be set independently. It
does not affect the standby unit which will
have to be adjusted separately. 10 10
20 20
The METRIC ALT selects the display of met- 0 0
ric altitudes ON or OFF above the altimeter
display (Figure 16-43). This setting does not V-BAR X-PTR
change the feet presentation on the actual al- Figure 16-44. Flight Director Formats
timeter tape. This action will affect both pilots
displays and cannot be set independently.
For non-IFIS equipped aircraft this page 2
METRIC
does not exist but most of the features are ac-
2450M 6935 cessed with external switches located on the
4000M overhead panel. How they affect the PL21 sys-
4 tem is discussed in the altimeter section of the
200 2 PFD.
1
100
60 MENU ADV Knob (IFIS)
8 0 40
20 The MENU ADV knob moves the menu cur-
1
sor around the displays.
900 2
4 DATA Knob (IFIS)
1018HPA The DATA knob will change the value inside
the menu cursor.
Figure 16-43. Metric Altitude
PUSH MENU SET (IFIS)
The FL ALERT turns the advisory flashing of
altimeter setting ON or OFF. The setting will The PUSH MENU SET feature will enter or
flash when passing through transition altitude accept selected items in the menu cursor.
18,000’, or transition level FL180. A change of
the altimeter setting or pressing the center
<
STD button will stop the advisory flashing.

MENU ADV Knob (non-IFIS)
This transition level trigger cannot be changed The MENU ADV knob accomplishes two
to a value other than 18,000’. tasks. When the menu cursor is flashing, this
knob is used to change the value inside. When
Finally, the FLT DIR line will change the flight the menu cursor is not flashing, this knob is
director image changing it from a v-bar pres- used to move the cursor around the display to
entation to a cross-pointer (X-PTR) presenta- position it on another item.
tion (Figure 16-44). This change will affect
both pilots and cannot be set independently.
PUSH MENU SET (non-IFIS)
The PUSH MENU SET button will start the
menu cursor flashing on the first press. The sec-

16 AVIONICS
ond press will enter the information and stop The bearing source (BRG SOURCE) section
the cursor from flashing. This will also change is on the right side of the menu and allows se-
the value of items where they are just two op- lection of the appropriate bearing pointers.
tions inside the cursor (e.g., ON / OFF). Two pointers can be displayed; a magenta sin-
gle-needle pointer; and a cyan double-needle
pointer. The magenta needle will only point to
NAV/BRG Button the #1 navigation systems (e.g., VOR1, ADF1,
Pressing the NAV/BRG button displays the FMS1). The cyan needle will only point to the
NAV SOURCE and BRG SOURCE menus #2 navigation systems (e.g., VOR2, ADF2,
on the PFD (Figure 16-45). The navigation FMS2). The exception is when there is only
source (NAV SOURCE) section is on the left one FMS installed. In this case, both needles
side of the menu and allows selection of the can be selected to that single FMS. Selection
appropriate active navigation source. Each is accomplished by pressing the appropriate
press of the left line select key will cycle the line select keys. These selections are inde-
options. For IFIS aircraft the DATA knob on pendent for each pilot. For IFIS aircraft, the
the DCP will also cycle the options. On non- DATA knob will also cycle the options. For
IFIS aircraft the cursor can be placed with the non-IFIS aircraft the cursor can be placed with
MENU ADV knob and then press the PUSH the MENU ADV knob and then press the
MENU SET button to select the appropriate PUSH MENU SET button to select the ap-
navigation source. Caution must be used when propriate bearing source.
manipulating this NAV SOURCE because it Once the bearing pointers 1 are chosen, an in-
will immediately change the active navigation formation area will appear on the bottom left
display. corner of the PFD (Figure 16-46). The follow-
ing labels are possible: V (VOR); F (FMS); A
Collins (ADF). Below the “V” will appear the fre-
quency of the VOR. If DME is available, the

FMS1 AP VPTCH
3200
station identifier will replace the frequency
185
A LT S
5000 once the identification is received from the
180
VT 20 300 4
2
DME. Additionally, the DME to the station
160 DN 10 200 1 will appear next to the “V”.DME information
14 1 20
5100 will not display if the radio is on DME hold or
0 80
120 10 000
1
the active navigation source is the same VOR.
2
100
900 4
In both cases the DME will appear up by the
17
301
30.16IN
MIN 200 RA
300
active navigation source.
33
FMS 1 W
DTK 301
S
ICT
4.1NM
NAV BRG
F
24
SOURCE SOURCE
< FMS1 OFF <
15
<
FMS2 FMS
LOC1
25
ADF1 < PRESET
VOR2 VOR1
12
OFF < V 4.1NM

FMS
SXW E
VOR2
ATC1 1200 UTC 16:42 RAT - 4 oC ADF2
V ----NM
SXW
BRT < ET
DIM
COM1 121.800 ATC1 4336 UTC 1 RAT COM2 12
Figure 16-45. PFD NAV BRG Menu
Figure 16-46. Bearing Pointer Information

16 AVIONICS
The active FMS fix name and distance to that temperature of each unit to eliminate sus-
fix will appear next to the “F”. The ADF fre- tained overheating which would cause an au-
quency will appear next to the “A”. tomatic shutdown of the respective power
supply. Additionally, the power supply opera-
tion is inhibited in extreme cold temperatures
RADAR Button below -40˚C.
The RADAR button displays the weather
radar menus on the PFD. See the Weather sec- Each IAPS section contains the Flight Guid-
tion of this manual. ance Computers (FGC’s) and the Flight Man-
agement Computers (FMC’s) for the
respective side.
GCS Button
The GCS button controls the ground clutter
suppression selection of the weather radar. See
the Weather section of this manual.
TILT Control
The TILT knob controls the weather radar an-
tenna tilt angle. See the Weather section of this
manual.
RANGE Knob
The RANGE knob controls the display range
shown on the PPOS map, North-up Planning Figure 16-47. IAPS
Map, and TCAS only Display. The selected
range annunciations are shown on the PFD
and MFD as discussed above. AIR DATA COMPUTERS
(ADC)
INTEGRATED AVIONICS Two digital Air Data Computers (ADC 1 and
ADC 2) convert raw dynamic flight data into
PROCESSOR SYSTEM electronic signals for use by various airplane
(IAPS) systems (Figure 16-48). The ADC’s generate
independently and are supplied with the fol-
The Integrated Avionics Processor System lowing inputs:
(IAPS) provides system integration and oper-
ating logic for most systems that make up the • Ram air pressure from the onside pitot
ProLine 21 avionics. This unit is installed in the mast
nose of the aircraft in the avionics bay (Figure • Static pressure from the static ports
16-47). It consists of two sections; the No. 1 • Air temperature
(left) section monitors the No. 1 aircraft sys-
tems while the No. 2 (right) section monitors
the No. 2 systems. Each section is powered by
a dedicated power supply. Fans control the

16 AVIONICS
ATTITUDE AND HEADING
REFERENCE SYSTEM
(AHRS)
The Attitude and Heading Reference System
(AHRS) provides pitch, bank, and magnetic
heading data to the onside displays (Figure 16-
49).
Figure 16-48. ADC
Each ADC supplies its onside systems (the

MFD is supplied from ADC 1). Reversionary
switching allows use of the cross-side ADC as
a backup. In the reversionary ADC mode, the
selected ADC supplies all systems.
Each ADC processes the data and provides

Figure 16-49. AHRS
electronic signals to the following systems and
components:
Magnetic heading information is obtained
from separate magnetic sensors located in op-
• EFIS posite sides of the horizontal stabilizer. Com-
• Displays the following information pensator units automatically correct for
magnetic interference within the airplane or
• Uncorrected Pressure Altitude due to sensor error.
• Baro-Corrected Altitude
• Vertical Speed Attitude information is obtained from two at-
• Airspeed (KIAS & KCAS) titude and heading computers (AHC). Each
• Indicated Airspeed Trend Vector system includes an inertial measurement unit
(IMU) that monitors angular rates and accel-
• Mach Number erations about the airplane axes. The IMU
• Maximum Airspeed (VMO/MMO) does not provide self generated navigation po-
• True Airspeed sition. The AHC processes IMU data to de-
• Ram Air Temperature (RAT) termine airplane pitch and bank attitude.
• Static Air Temperature (SAT)
• ISA Deviation Temperature Each AHC is provided with a primary and sec-
ondary power supply for redundancy. If the
• Wind Direction and Speed Vector secondary power supply should fail, the pri-
• Attitude and Heading Reference Sys- mary power supply will continue powering the
tems (AHRS) AHC. After 10 minutes of operation on pri-
mary power only,the primary power supply
• Integrated Avionics Processor Sys- will cease operating. The power loss to the
tem (IAPS) AHC will result in a total failure of that AHC.
There will be no indication, except from a pos-

16 AVIONICS
sible tripped circuit breaker. This indicates a

failure of the secondary power supply. If the
primary power supply should fail, the AHC
will immediately fail. In either case, the cross-
side AHC may then be selected using the
AHRS reversionary switch to regain AHRS
information on the affected side.
Figure 16-50. Heading Slave and Slew
The output of each AHRS is supplied to the
integrated avionics processor system (IAPS)
for distribution to the appropriate display or
component. AHRS 1 data is displayed on the REVERSIONARY
pilot displays while AHRS 2 data is displayed OPERATIONS
on the copilot display. Each AHRS can pro-
vide reversionary support to the other. The AFD Reversion
AHRS switch on the reversionary control
panel controls reversionary operation. The pilot’s PFD and the MFD are designed to
provide reversionary support to each other in
Compass controls are provided for control of the event of a single display failure. Rever-
the slaving operations for the pilot and copi- sionary display switching for the pilot’s PFD
lot compass systems. The controls are labeled or the MFD is accomplished via the PILOT
DG–FREE–NORM and SLEW + / – (Figure DISPLAY switch on the reversionary control
16-50) . The DG switch selects whether the re- panel (Figure 16-51). Selecting the remaining
spective heading is “slaved” to the compass AFD will display a composite image.
(NORM) or acting as an unslaved, free unit
(FREE). When the FREE Mode is selected, When an AFD fails a XTLK annunciator will
the pilot can manually adjust the heading by appear on the remaining display. This indicates
moving the SLEW switch to either the + or – that the other displays have lost communica-
position. tion with the failed display. This helps identify
Figure 16-51. AFD Reversions

16 AVIONICS
that an actual display failure has occurred, not functions should remain normal and unaf-
a brightness control problem. fected.
The selection of PFD or MFD is always made ADC Reversion

toward the unit that is still functional. (e.g., if
the PFD is still operating, select PFD) If the The Air Data Computer (ADC) switch on the
PFD position of the PILOT DISPLAY switch reversionary control panel provides reversion
is selected, the composite display will appear capabilities for the ADCs. If a single ADC
on both the pilot and copilot PFDs. Selecting fails, the red IAS, ALT, and VS failure flags
the MFD position of the switch will result in will appear on the affected PFD and a white
the composite display appearing on only the XADC flag will appear on the cross-side PFD
MFD (Figure 16-52). When selecting rever- (Figure 16-53). The ADC switch should be
sionary modes, all flight director and autopilot
Collins Collins Collins
ITT
ITT 1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0 FF 750430 ITT
ITT 1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0 FF 750430
516
26 830
734 122 PRESS
0 PRESS 12080 516
26 830
734 122 PRESS
0 PRESS 12080
OIL
OIL OIL
OIL
62.2
0.0 N1
NI 106.0
98.5 49 TEMP°C
46 TEMP oC 112
73 62.2
0.0 N1
NI 106.0
98.5 49 TEMP°C
46 TEMP oC 112
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4
0 110.0
2000 3.4
0 110.0
2000
HDG PTCH HDG PTCH
FMS ALTS 6935 FMS ALTS 6935
140
14 000 140
1 4 000
80 80
4 4
20 20
700 2 700 2
60 1
60 1
10 10
600 600
60 60
6 540
20
6 540
20
1 1
V2 117 10 V2 117 10
VR 110 400 2 VR 110 400 2
V1 106
ACC-.02
0 4 V1 106
ACC-.02
0 4
30. 16I N 3 0 .1 6 IN
TERM 24 251 W TERM 251
FMS FMS 24 w
DTK 251 21 FORMAT < <
DTK 251 21 FORMAT > <
<
(6935) (6935)
30
144
30
0. 8NM 069 0. 8NM
S
TERR TERR
33
< PRESET RDR
< < PRESET RDR
VOR1 50 TERRAIN VOR1
15
N
TFC < V 4.1NM
F 25 ABOVE TFC >
12
SXW 3
V ----NM E
SAT 15 oC SAT 15 oC
6
SXW
< ET ISA +15 oC < ET ISA +15 oC
COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250 COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
BRT BRT BRT

DIM DIM DIM
PILOT DISPLAY Switch - PFD Selected

Collins Collins Collins
ITT
ITT 1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0 FF 750430 HDG PTCH
516
26 830
734 122 PRESS
0 PRESS 12080 FMS ALTS 6935
OIL
OIL
140
1 4 000
62.2
0.0 N1
NI 106.0
98.5 49 TEMP°C
46 TEMP oC 112
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX 80
4
3.4
0 110.0
2000 20
700 2
HDG PTCH
FMS ALTS 6935 60 1
1 4 000 10
140 600
60
80
20
4 6 540
20
700 2
60 1
10 1 V2 117 10
600 VR 110 400 2
60
6 540
20
V1 106
ACC-.02
0 4
30. 16 I N
V2 117 10
1 TERM 251
VR 110 400 2
FMS
V1 106
ACC-.02
0 4 24 w
DTK 251
3 0 .1 6 IN (6935) 21
TERM 24 251 0. 8NM
30
FMS
S
DTK 251 21 FORMAT < FORMAT <

33
<
<
(6935) 144
30
0. 8NM 069
15
TERR TERR
< PRESET RDR
< < PRESET RDR
N
VOR1 50 TERRAIN VOR1

12
TFC < V 4.1NM

3
F 25 ABOVE
SXW E 6
SAT 15 oC V ----NM
SXW
< ET ISA +15 oC
< ET
BRT BRT BRT
DIM DIM DIM
PILOT DISPLAY Switch - MFD Selected

Figure 16-52. Reversionary Modes

16 AVIONICS
Collins Collins
HDG PTCH HDG PTCH

FMS ALTS FMS ALTS 6935
140
14 000
80
4
20 20
700 2
FD 60 FD
1
10 10
600
60
IAS ALT VS 6 540
20
10 XADC 10
1
V2 117
VR 110 400 2
ACC-.--
0 V1 106
ACC-.02
0 4
30.16 I N
TERM
24 251 W
TERM 251
FMS FMS
DTK 251 21 24 w
(6935) DTK 251
144 (6935) 21
30
0. 8NM
069 0. 8NM
30
S
50 FORMAT < FORMAT >
33
< <
25
15
TERR TERR
< PRESET < < PRESET RDR
N
RDR
VOR1 TERRAIN VOR1
12
V 4.1NM
3
F TCAS OFF SXW E TFC >
6
V ----NM
SXW
< ET RADAR ON < ET
COM1 121.800 ATC1 4336 UTC 14:41 RAT oC COM2 125.250 COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
BRT BRT
DIM DIM
Pilot’s PFD Copilot’s PFD

Figure 16-53. ADC1 Failure
moved to the operating ADC (e.g., if ADC1 is guidance computer is coupled to the operat-
still working, choose ADC1). ing ADC. See the Flight Guidance section of
this manual for the method of coupling to each
Miscompare indications also require the use of side.
ADC reversion. This occurs when the pilot
and copilot systems are still functional but Collins
have different values displayed on the PFD’s.
Yellow IAS, ALT and VS flags will appear on
both PFD’s (Figure 16-54). The pilots must de- HDG
FMS
PTCH
ALTS
1 4 000
6935
140
termine which system is correct and choose 80
IAS ALT 4
20
the operating ADC. 60
700 2
1
10
600
60
Once the operative ADC has been selected, a 6 540
20
yellow-boxed ADC1 or ADC2 flag will appear V2 117 10
1
VR 110
on both PFDs indicating they are both using V1 106
400 2
0 4
the same ADC. (Figure 16-55). When using the ACC-.02
30.16IN
TERM HDG 010 251
reversionary mode, normal flight director and 24 W
autopilot functions will return when the flight

Figure 16-54. ADC Miscompares
<
R
T
F
16 AVIONICS
AHRS Reversion
The Attitude Heading Reference System
140 (AHRS) switch on the reversionary control
80 panel provides reversion capabilities for the
ADC2
AHRS. If a single AHRS fails, the red HDG
60
and ATT flags will appear on the affected PFD
and a white XAHS flag will appear on the
cross-side PFD (Figure 16-56). The AHRS
V2 117
switch should then be moved to the operating
VR 110 AHRS (e.g., if AHRS2 is still working, choose
V1 106
ACC-.02
AHRS2).
TERM
Miscompare indications also require the use of
Figure 16-55. ADC Switch - ADC2 Selected AHRS reversion. This occurs when the pilot
and copilot systems are still functional but
have different values displayed on the PFD’s.
Yellow HDG and ATT flags will appear on
both PFD’s< (Figure 16-57). The pilots must de-
<
Collins Collins
HDG PTCH HDG PTCH

FMS ALTS 6935 FMS ALTS 6935
140
14 000 140
14 000
80 80
4 4
20
700 2 700 2
60 ATT 60 FD
1 1
10
600 600
60 60
6 540
20
6 540
20
XAHS
1 1
V2 117 V2 117 10
VR 110 400 2 VR 110 400 2
V1
ACC-.--
106
0 4 V1 106
ACC-.02
0 4
30.16IN
TERM
24
HDG TERM 251
30.16 I N
W
FMS FMS
DTK 251 21 24 w
(6935) DTK 251
(6935) 21
30
0. 8NM
0. 8NM
30
S
50 FORMAT < FORMAT >

33
< <
25
15
TERR TERR
< PRESET < < PRESET RDR
N
RDR
VOR1 TERRAIN VOR1
12
V 4.1NM
3
F TCAS OFF SXW E TFC >
6
V ----NM
SXW
< ET RADAR ON < ET
BRT BRT
DIM DIM
Pilot’s PFD Copilot’s PFD
Figure 16-56. AHRS1 Failure

16 AVIONICS
termine which system is correct and choose

the operating AHRS.
Collins
HDG PTCH
FMS ALTS 6935
140
14 000
ATT
80
4
20
700 2
60
10
600
1
Figure 16-58. Pitot Tubes
60
6 540
20
V2 117 10
1 Each heated mast provides ram air pressure to
VR 110
V1 106
400 2 its respective Air Data Computer (ADC). The
0 4
ACC-.02
30.16IN
copilot’s mast also provides ram air pressure
TERM HDG 24 251 to the Electronic Standby Instrument System
W
FMS1 (ESIS) ADC.
DTK 251 21
(6935)
144
30
0. 8NM
069
Dual static ports are located on each side of
Figure 16-57. AHRS Miscompares <
the aft fuselage in a vertical arrangement (Fig-

ure 16-59). The top port on the left side is con-
Once the operating AHRS has been selected, T
R
nected to the bottom port on the right side and
a yellow-boxed AHS1 or AHS2 flag will ap- the resulting average pressure is supplied to
pear on both PFDs indicating they are both the pilot’s static air source valve, located just
using the same AHRS. below the right side circuit breaker panel. The
other two static ports are also connected and
If the Attitude portion of the AHRS fails, then the resulting average pressure is supplied to
the autopilot will automatically disengage and the copilot’s ADC. The copilot does not have
cannot be reengaged until the AHRS is re- an alternate static source selection. The copi-
paired by maintenance. If only the heading lot’s static source is also attached to the ESIS
portion has failed, the autopilot will remain ADC. The static ports are not heated as they
engaged. If the heading failed on the side that are in a position that does not accumulate ice.
is coupled to the flight director or autopilot,
there will be limited lateral control and it is
recommended to select the operating AHRS
or couple to the unaffected side. See the Flight
Guidance section of this manual for the
method of coupling to each side.
PITOT AND STATIC SYSTEM

Independent pitot and static systems are pro-
vided for the pilot and copilot flight indica- Figure 16-59. Static Ports
tions.
In addition, an alternate static air source is
The pilot and copilot pitot masts (Figure 16- provided to the pilot’s static air source valve
58) are located on the forward lower nose sec- from the aft side of the rear pressure bulkhead.
tion of the airplane. The output from the pilot’s static air source
valve is manually selected by the crew and

16 AVIONICS
provides either normal static air pressure or al- OUTSIDE AIR
ternate static air pressure to the pilot’s ADC.
During preflight, the pilot should ensure the TEMPERATURE
PILOT’S STATIC AIR SOURCE valve
switch is held in the NORMAL (forward) po- The digital outside air temperature (OAT)
sition by the spring-clip retainer (Figure 16- gage is located on the left sidewall, and dis-
60). See Figure 16-61 to see the connections plays Indicated Outside Air Temperature
from pitot-static lines to the ADC’s for pilot (IOAT) in Celsius (Figure 16-62). When the
and copilot and the ADC for the ESIS.
I
adjacent button is depressed, Fahrenheit is dis-
P
played. The probe is located on the lower fuse-
LEFT
ENVIRONMENTAL
TEMP PRESS OXY NOSE
MN ENG
ANTI
ICE
PROP
ANTI ICE
WSHLD HF ADC2 lage under the pilot’s position. Indicated
71 2
BUS
5
BLEED
5 5
CONTROL
5 1
EQMT
COOLING
5
RIGHT
5
DEICE
CONTROL
10
WIPER
25
COM
5
ANT
2
Outside Air Temperature (IOAT) is a combi-
nation of Static Air Temperature (SAT) and
TIE AIR FLT
POWER CONTROL CABIN CABIN PILOT
DIFF ALT INSTR LEFT LEFT SURF SELCAL PFD M
71 2 5 5 5 2 5 5 5 1 10 1
BUS
TIE
RIGHT HIGH
FURNISHING
HIGH PNL
COOLING FUEL
VENT
STBY ENG
ANTI ICE
DEICE HEATER
COPILOT
HEA temperature due to air friction across the
probe. This is referred to as Ram Air Temper-
POWER MASTER CIGAR DC DC BRAKE IEC PFD
71 2 10 5 15 15 5 5 5 71 2 10
CONTROL LIGHTER CONV2 CONV2 RIGHT RIGHT DEICE HEATER
ature (RAT) or Total Air Temperature (TAT).
For determination of actual OAT, refer to the
PILOT'S STATIC
AIR SOURCE
Indicated Outside Air Temperature Correc-
NORMAL ALTERNATE
tion – ISA chart in the Performance section of
SEE FLIGHT MANUAL PERFORM-
ANCE SECTION FOR
the POH/AFM. This sidewall OAT gage must
INSTR CAL ERROR
be used for performance computations.
Figure 16-60. Alternate Static Source The Ram Air Temperature (RAT) and Static
Selection Air Temperature (SAT) indications are lo-
cated at the bottom of the PFD and MFD re-
Selecting the alternate static source will induce spectively. Information is derived from the Air
errors in altitude and airspeed indications and Data Computers. This input comes from a
should only be selected when the normal static Rosemont probe located behind the nose gear
source is blocked. well area on the underside of the fuselage. This
is an unheated probe as is the OAT gauge
WARNING probe (Figure 16-62).
The pilot’s airspeed and altimeter nor- The term ambient temperature, when used for
mal indications are changed when the Engine Anti-ice operations, refers to IOAT
alternate static air source is in use. corrected for ram air temperature as found in
Refer to the Airspeed Calibration – Al- the above listed correction chart in the POH.
ternate System, and the Altimeter Cor-
rection – Alternate System graphs in
the POH/AFM (PERFORMANCE
Section) for operations when the alter-
nate static air source is selected.

16 AVIONICS
RAT
L PITOT TEMPERATURE
R PITOT
MAST PROBE MAST
NUMBER 1 UNITS NUMBER 2 UNITS
FGC FGC
FMC FMC
AHRS (Optional) AHRS
ADC IAPS IAPS ADC
DRAIN DRAIN
FWD
PRESSURE
BULKHEAD
STANDBY
UNIT
PILOT PILOT COPILOT

PFD MFD PFD
DRAIN
DRAIN
CABIN PNEUMATIC PILOT'S

PRESSURE PRESSURE DRAIN STATIC
CABIN DIFFERENTIAL PNEUMATIC SOURCE
PRESSURE GAGE PRESSURE GAGE SELECTOR
ALTERNATE
LEFT STATIC RIGHT
STATIC PORTS SOURCE STATIC PORTS
TOP TOP
BOTTOM BOTTOM
Figure 16-61. System Integration

16 AVIONICS
to 14 knots above stall with the flaps fully ex-
tended.
Figure 16-62. OAT Gauge

Figure 16-64. Transducer Vane
The left main-gear squat switch disconnects

the stall warning system when the aircraft is on
the ground.
The system has preflight test capability

through the use of the STALL WARN TEST
switch mounted on the copilot’s left subpanel
(Figure 16-65). The STALL WARN TEST
switch, when held in the TEST position, raises
the transducer vane and actuates the warning
horn.
Figure 16-63. Rosemont Probe In the ICE group of switches on the pilot’s
right subpanel, a STALL WARN switch con-
trols electrical heating of the mounting plate
STALL WARNING (Figure 16-66). With the squat switch in the
SYSTEM Ground Mode, power is limited on the mount-
ing plate to one-half the system voltage. Full
The stall warning system consists of a trans- system voltage is applied to the plate with the
ducer, a lift computer, a warning horn, and a squat switch in the Airborne Mode. The trans-
test switch. Angle of attack is sensed by air ducer vane is heated to system voltage any-
pressure on the transducer vane located on the time power is applied to the aircraft.
left wing leading edge (Figure 16-64).
WARNING
When a stall is imminent, the transducer out-
put is sent to a lift computer. The Lift Com- The formation of ice at the transducer
puter activates a stall warning horn at vane, or on the wing leading edge, re-
approximately 5 to 12 knots above stall with sults in erroneous indications in flight
flaps in the 40% (Approach) position, and at 8

16 AVIONICS
The airspeed tape on the PFDs incorporates

an Impending Stall Speed/Low Speed Cue
(ISS/LSC) to visually indicate when the air-
speed is nearing AFM published stall speeds..
It has no connection or input from the stall
warning transducer vane. See the Airspeed
Display section of the PFD earlier in this chap-
ter.
Figure 16-66. Stall Warning Heat
FLIGHT GUIDANCE
SYSTEM (FGS)
B300 with Early Environmental System
The Flight Guidance System (FGS) consists of
an integrated flight director (FD) and autopi-
DG
GND
COM
lot (AP) system. It includes yaw damping and
FREE
+ ON +
pitch trim functions. The Flight Guidance
NORM Panel (FGP), the SYNC and YD/AP DISC
OVERSPEED STALL
WARN TEST WARN TEST buttons are on the control wheels, with the GA
2))
button on the left power lever. These inputs

MAN COOL
AUTO
MAN
HEAT
MAN TEMP
INCR
OFF LDG GEAR
WARN TEST
control the FGS (Figure 16-67).
WINDOW CABIN ALT WARN
DEFOG TEST SILENCE
The FGS consists of two flight guidance chan-
2))
ELEC DECR
OFF HEAT
MODE
ENVIR OFF CABIN DIFF OFF
nels with independent computers, related
BLEED AIR BLEED AIR VALVES
NORMAL LEFT OPEN RIGHT WARN TEST
hardware, and control circuits. This provides
$872
ENG FIRE TEST

ENVIR
OFF
DET
independent output for flight director and au-
LOW PNEU & ENVIR OFF
OFF topilot functions. AP/FD indications are dis-
EXT played along the top of the PFDs (Figure 16-68
B300 with New Environmental System ). Active modes are displayed in green and
armed modes are displayed in white, below the
Figure 16-65. Stall Warning Test Switch active modes.

16 AVIONICS
DOOR UNLOCKED

PR S
T
E
F/W VALVE F/W VALVE
CLOSED CLOSED
MASTER MASTER
WARNING O RE
SS TTO
RESS
PPRESS R ESET
RESET
PRESS
PRES
PR ESS TTO
WARNING
O RE
R ESET
RESET ORRESET
ESET
RESSSS TTO
RE
PPRESS
PPRESS
RES
E S TO
TO RE
RESET
R SET
FD VS DOWN FLC NAV

NAV HDG APPR ALT
ALT YD AP FD
CRS1 SPEED HDG ALT

ALT YD/AP DISC CRS2
VNAV
VNA
AV 1/2 BANK EL
CPL
CAN
SH
IA
H
IR EC S/ SY C IR EC
MAC
PU
D
N
T
UP Collins
Collins Collins
Collins
G/S TERR
INHIB
IB INHIB
B Collins
A
ACTIVE A
ACTIVE RADIO CALL
STEEP FLAP
N350KA
HDG PTCH APPR
PR OVRD
D
TRIM
TR IM AP
AP
XMIT FMS ALTS
ALTS 8215 ACTIVE ACTIVE
A CTIVE A XMIT
XMIT
PA 16000 ITT
516
1050 PROP 1740 ITT
830
130 FF 750 AHS2 PA
2 170 122 PRESS 80 ATT V
ATT 2
80 OIL ADC2 N ALT
A LT
1 4 IAS 1
VOL 20 8 000 62.2 N1 106.0 49 TEMP°C 11
1122 V
2 TTORQ
ORQ TORQ
057CRS
60 3.4 110.0
110.0 80
FD ATT
AT T VOL
10 BARO BARO
900
40 10 10
T S 7820 1 IAS ALT
A LT VS S T
KASE 0.6NM 78 20
STD STD
800
00 40 XAHS
XA HS
MIC ((8215)) 1.4NM -:-- : CLIMB 9 0
000 G
GPWS
MIC
MIC
(8700) 2.6NM -:-- : (8215) 8215A XADC
XA DC
V2 107 10 700 KCOS 169NM -:-- : -:--/ 1.4NM
10
7500 ENG1
EN G1 GND PROX
VR 103 2
0KTS 0MIN ENG2
EN G2
NORM
V1 100 0 4
30
0 33
3 N NORM
AC
ACC–.03
GS
1 NAV
NAV 2 PA 29.92IN DC
DCPP TCAS F AIL
FAIL PA 1 NAV
NAV 2
329 M HDG
TERM HDG
HDG
29.88I N
3300 N FMS 3 9
329
FMS MENU
ADV
DATA
DATA
HDG 329 Collins B
BRT
MENU
ADV
DATA
DATA LOC1 N
HDG 329 33
PUSH ((8215) 30 N PUSH 3
1 DME 2 (8215) 138
38 TTG --:--
COM1
IDENT 1 DME 2
0.8NM ELEC
1.4NM
ELEC
S
S
30
T
082
82
2 11
11 8 . 8 5 123.80
W
NAV/BRG
NA
AV/BRG DME-H NA
NAV/BRG
AV/BRG
6
25
25 NAV1
NAV1
5
W
FORMA
AT
FORMAT FORMAT
FORMAT <
3
AUTO
AUTO AUTO
AUTO
w
1 ADF 2 11
1 13.00 108.50 1 ADF 2
<
COMM 50 COMM
12.5
12.5 RADAR GLENO
G LENO
E LINDZ
ONDZ ATC
ATC 1 ADF 1/2 RADAR
DBL
E
TERR /16000A
0 0A
000 11
051 1 350.0 TE RR
TERR
PRESET
24
RDR 12.5 ( NTC)
(INTC)
C) < PRESET
VOR1 RD
RDRR
MKR TERRAIN (8700)
87
AS 5))
((8215)
82
KASE J
JNETT
JN TERR FMS MKR
12
SPKR GCS /82
/8215A RDR GCS SPKR
21
V 13.6NM F
DBL
15
TTA ONLY
A ONLY
S
J206
F F TFC
AUDIO AUDIO
AUDIO
INPH ALTN
ALTN TA
TA ONLY
ONLY ALTN
ALTN IINPH
NPH
TERR VOICE
B VOICE
TIL
TILT
LT RANGE
J10-1 TILT
TILT RANGE
O COM1 1118.85
18.85 ATC1
AT
TC1 051
05111 UTC 20:03 R
RAT
ATCC UTC R
RAT
AT o
C COM2 O
T US USH T
IDENT H H IDENT
H
P
P
AUTO
AUTO A
AUTO
UTO IDENT
NORM
BRT
TILT GS 0 TAS
TAS 0 SSAT
BRT
NORM
DIM DIM
BRT
Collins
DIM Collins
PROP EMER GND

SYNC DG ATC
ARM
AVIONICS
AV
VIONICS ENG
EXT MASTER AUTO
AUT O ON – + STBY PFD MFD 1 2 1 2 CDU RTU 121
121.5
21.5 – + O
ONN + 15
5k
15k
PWR POWER
PO
OWER
W IGN +
35k 10
DISABLE NORM
3456
OFF +
STALL PSI
WARN TEST WARN

WARN WARN TEST 0 20
2))
BATT BUS GEN ENGINE
ENGI NE ANTI-ICE
/,*+76
/,*+76
VACUUM
VACUUM PNEUMATIC
PNEUMATIC
ENVIRONMENTAL
ON LANDI
LANDING
NG TAXI
TAXI ICE NAV
OF MERCUR
MERCURY
Y
MAN COOL
MAN OFF LDG GEAR
EMER OFF AUTO
AUTO HEAT
HEAT INCR
INCR WARN TEST
WARN
BAT
WINDOW CABIN
CABIN ALT
ALT WARN
WARN
SILENCE
ON ACTUATORS
TORS
2))
AIL
1250
STANDBY
NORMAL AUTO
HEAT
MODE
2))
OFF NOSE
E AUTO
AUTO IINCR
NCR IINCR
NCR 50 80 500
1000
1500
COCKPITT
ENVIR
ENVIR 0 ÛÛ)
) 100
FLIGHT 0 2000
MAIN LOCK HD LLTT OFF CABIN
CABIN DIFF
DIFF OFF
VA
ALVES USE NO
PSI

AUTOFEATHER
$872
ENGINE
ENGINE START
GND IDLE SURFACE
ENVIR
SUPPLY
LY PRESSURE
MADE IN USA
GEAR SENSOR OFF
DEICE SINGLE
SINGLE WARN
WARN PITOT
PITOT
2))
OFF OFF UP OFF

LOW PNEU & ENVIR
ENVIR OFF
2 20 2 4 AL
T 0
100
0F
T
1 40
STARTER
ST ONLY
5 EXT
OFF RELAY
RELAY TEST TAKEOFF
TAKEOFF
.5 THDS FT PER MIN
35 1 AUTO
AUTO INCR
INCR INCR
INCR
PARKING
PA
ARKING BRAKE MANUAL LEFT RIGHT AND
CABIN
CABIN
OFF APPROACH
0 6 7 2
30 6 3
60 .5 5 4 10
1 25
80
4 15
2 20
DOWN
Figure 16-67. Flight Guidance Panel (FGP)
Collins coupled FGC. The autopilot automatically dis-

engages when autopilot control discrepancies
HDG AP PTCH
are detected.
FMS ALTS 6935
140
14 000
80
4
20
FLIGHT GUIDANCE PANEL
Figure 16-68. Flight Guidance System
Display (FGP)
1 The Flight Guidance Panel (FGP) controls
FLIGHT GUIDANCE both FGC’s. The coupled FGC then controls
COMPUTERS (FGC) the Flight Guidance System (Figure 16-69. The
FGP is centered at the top of the instrument
Each FGC is supplied with input from the panel. All AP/FD mode selections are made
AHRS, navigation data, FGP selections, servo, on this panel.
and ADC computers. The coupled FGC pro-
duces control signals for yaw damping, AP/FD, <
The FGP has the following controls:

and pitch trim functions. Each FGC is supplied
data from the onside ADC, EFIS, and AHRS.
The autopilot and flight director require both AP Button
attitude portions of the AHRS to be opera- The AP button controls autopilot engagement.
tional. The autopilot engages if the following condi-
tions are met: (1) YD/AP DISC switch-bar is
Each FGC produces an independent AP con- raised; (2) no unusual attitudes/rates exist; (3)
trol signal. Only one FGC may be coupled to and the flight guidance computer does not de-
the autopilot at any time. AP control compu- tect any autopilot faults. The yaw damper is
tations from the other FGC are continuously automatically engaged when the AP button is
compared with AP control signals from the pushed.

16 AVIONICS
FD VS DOWN FLC NAV HDG APPR ALT YD AP FD
CRS1 SPEED HDG ALT YD/AP DISC CRS2

VNAV 1/2 BANK EL
CPL
CAN
SH
IA
H
IREC S/ SY C IREC
MAC
PU
D
D
N
T
T
UP Collins
Figure 16-69. Flight Guidance Panel (FGP)

YD Button couple arrow will always point to the left after
avionics power-up.
The YD button controls yaw damper engage-
ment. The yaw damper may be engaged with- Each PFD will display AP/FD commands
out engaging the autopilot. Disengaging the from the coupled side. They do not normally
yaw damper with the autopilot ON will also operate independently. There are two excep-
disengage the autopilot. tions: go-around mode; full-ILS approach
mode. When GA and full-ILS modes are ac-
tive, each Flight Guidance Computer (FGC)
CPL Button provides independent guidance to the onside
The CPL button controls which flight guidance PFD flight director. When either of these con-
computer (FGC), right or left side, supplies ditions exist, the single pointer arrow adds an-
flight director commands and attitude data to other barb to show that the flight directors are
the autopilot. With the autopilot on, a green now independent (Figure 16-71). For this con-
arrow on the PFD indicates the coupled FGC dition to exist in the full-ILS approach mode,
(Figure 16-70). With the autopilot off, a white the same localizer frequency must be tuned on
arrow on the PFD indicates which FGC is gen- both radios (e.g., LOC1 and LOC2) and the
erating the flight director commands. The glideslope must be captured. If independent
cross-side flight director will be a duplicate of operation can not be accomplished an annun-
coupled side. Flight director modes will default ciator will appear on the non-coupled side
to ROLL and PTCH modes each time the showing that an independent mode was at-
CPL button is pushed. tempted but unsuccessful.
Collins Collins
APPR LOC1 AP GS
HDG AP PTCH
6935 6935
FMS ALTS
14 000 140
1 4 000
140 80
80 4
4 20
20 700 2
Left Side Couple 6
Successful Independent Operation
Collins
Collins
1
2
4
HDG PTCH
4
FMS ALTS 6935 APPR LOC1 AP GS
14 000 6935
140
80 140
1 4 000
4 FD1
20 80
4
RIght Side Couple 20
700 2
6
Unuccessful Independent Operation
Figure 16-70. Flight Guidance Couple
Arrow Figure 16-71. Independent Flight Director
1 Operation
<
<
2
4
At power-up, the left side FGC is automati- 4
R
cally chosen as the computer to supply the The coupled FGC provides automatic pitch
flight director. Autopilot commands and the trimming with the autopilot engaged. Pitch

<
<
R
16 AVIONICS
trimming is disabled if a pitch trim fault occurs. directors are off. Both flight directors are au-
If a pitch trim fault is detected before the automatically activated when the autopilot is en-
topilot is selected ON, the autopilot will be gaged or when a flight director mode is
prevented from engaging. A pitch trim fault selected. Pushing the FD button will initially
detected after autopilot engagement will not display both flight directors in the PTCH and
disengage the autopilot. Failures are indicated ROLL modes. Either pilot can independently
by the appearance of a red TRIM annuncia- remove their command bars from view by
tion on the PFDs (see the Flight Controls sec- pressing the respective FD button. The com-
tion of this PTM). mand bars will be removed from view but the
mode selections and opposite pilot’s command
bars will remain in view. If both pilots remove
YD/AP Disconnect Switch-Bar the command bars from view, the flight direc-
The YD/AP Disconnect switch-bar removes tor will be completely turned off. This includes
power from the autopilot and yaw damper all mode selections.
causing both to disengage. When pulled down,
a red and white band is visible to indicate the For IFIS equipped aircraft the flight director
disengage position (Figure 16-72). Raise the image can be a v-bar or cross pointer (x-ptr).
switch-bar to permit autopilot/yaw damper en- See the REFS section of the DCP in this chap-
gagement. ter.
LT YD AP FD UP/DOWN Pitch Wheel

ALT CR
The pitch wheel controls reference values used
YD/AP DISC
S CPL PU
to set the vertical speed in the VS mode, or
pitch angle in the pitch mode. Caution must be
H
CE L IREC
D
taken when using this control because it will

override or change active vertical modes.
Figure 16-72. YD/AP Disconnect Bar There are two exceptions: glideslope (GS)
captured; GPS Vertical Glidepath (VGP) cap-
FD Mode Buttons tured. This override is active during altitude
capture so care should be taken not to manip-
All mode buttons on the FGC are ON / OFF ulate the pitch control wheel during the dis-
buttons. Caution should be exercised when se- play of ALT CAP on the PFD.
lecting each mode, as the buttons do not indi-
cate which one is already engaged. A scan of
the mode selection area on each PFD is re- ROLL Mode
quired first to verify current mode. When a The ROLL mode is the basic lateral mode and
mode is then selected, incompatible modes are is activated automatically if no other lateral
automatically removed. Lateral modes include mode is selected when the flight director is on,
HDG, ROLL, ½ BANK, APPR, and NAV. or when the CPL button is pressed. ROLL an-
Vertical modes include VS, ALT, VNAV, nunciates on the PFD when the mode is se-
PTCH, FLC (or IAS), and altitude select lected.
(ALTS).
In the ROLL mode, the FGC maintains the
FD Buttons current bank angle at engagement if the bank
angle is more than 5 degrees. The current
The left and right side FD buttons control dis- heading is maintained, with a bank angle limit
play of the flight director command bars on of 5 degrees, if the bank angle is 5 degrees or
the respective PFD. At power-up, both flight less when the ROLL mode is activated.

16 AVIONICS
HDG Button 1/2 BANK Button

The HDG button controls selection of head- The 1/2 BANK button limits the maximum
ing mode. HDG annunciates on the PFD when bank angle to 15˚. While in this mode, a white
active. The FGC maintains the heading se- arc appears bellow the roll scale that spans ±15
lected by the heading bug. degrees either side of level (Figure 16-74).
HDG Knob HDG PTCH

FMS ALTS 6
The HDG knob simultaneously controls the 140
14 000
heading bugs shown on both PFDs and the 80
4
MFD. If the bug is out of view on a display, a 20
700 2
cyan dashed line will extend from the airplane 60 1

symbol to indicate its location. A digital read- Figure 16-74. Half Bank Mode
out of the selected heading will be displayed
to the left of the current heading display (Fig-
ure 16-73). The commanded turn will take the The half-bank mode is automatically selected
1
shortest distance to the selected heading un- when climbing through 18,500 feet and dese-
less the heading bug was rotated beyond 180˚ lected when descending through 18,500 feet.
from the current heading. When rotated be- This mode is also deselected with the follow-
yond 180˚, the turn will continue in the direc- ing; localizer capture; go-around mode selec-
tion the bug was moved. tion; or onside FMS navigation capture.
0
TERM HDG 010 24 251 W
30.16IN
APPR Button
FMS1
DTK 251 21
(6935) The APPR button controls selection of the ap-
144
30
0. 8NM
069 proach mode. The type of approach is deter- <
50 FORMAT >
mined by the active navigation source shown
on the PFD (APPR LOC1, APPR VOR2,
<
25
< PRESET
TERR
RDR
> APPR FMS2, etc.). The mode also arms the
VOR1 TERRAIN
glideslope capture after the front course local-
F TFC > izer has captured if GS is valid. At glideslope
TCAS OFF
< ET 01:42 RADAR ON

capture, the FGC will descend on the glides-
COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250 lope and disregard any preselected altitudes.
BRT
DIM
The FGC will not capture an altitude after the
glideslope is captured.
Figure 16-73. Heading Vector Line
The displayed position of the CDI course is
significant when APPR is pressed. If the head
PUSH SYNC Button of the needle is more than 110 degrees from
the present heading, then the approach mode
The PUSH SYNC button within the HDG will assume a localizer back-course is desired
knob resets the heading bugs to the current and the annunciation APPR B/C1 or APPR
heading. B/C2 will appear. This position of the CDI will
also suppress any glideslope indications. If the
course is less than 110 degrees from the pres-
ent heading the approach mode assumes a

16 AVIONICS
normal localizer based approach and the an- called NAV-to-NAV capture as the pilot does
nunciation APPR LOC1 or APPR LOC2 will not have to manually change navigation
appear and the GS will arm and capture nor- sources or change flight guidance modes. It is
mally (Figure 16-75). accomplished automatically.
Additionally, this mode will allow the FMS to The APPR button is also used when flying a
accomplish what is called a NAV-to-NAV cap- non-localizer-based approach to a DA (Deci-
ture. When FMS is the current active NAV sion Altitude). When established on final for
source and has been loaded with a localizer- an appropriate RNAV (GPS) approach, the
based procedure (ILS, LOC, LOC BC, LDA, APPR button will activate the approach mode
SDF) the FMS will automatically tune that lo- (APPR FMS1 or APPR FMS2). When VNAV
calizer and set up a preselected course when is then pressed, it will arm the vertical glide-
within 30nm of the airport. The preselected path (GP) mode (Figure 16-77). This allows
course will appear as a cyan dual line, dashed the FMS to follow a glidepath down to a pub-
CDI on the PFD. This preselected course must lished decision altitude (DA) minimum. This
become the active navigation source when on approach descent is based on barometric alti-
final for the localizer procedure as it is re- tudes and does not consider a ground based
quired by limitation. This transfer will happen antenna. Like the ILS glideslope, however, the
automatically only if the APPR mode has GPS GP will disregard any preselected alti-
been pressed and the preselected course is tudes. Reference the VNAV section of this
trending toward center (Figure 16-76) . This is chapter for more information.
6
Collins Collins
1
APPR B/C1 ALTS APPR LOC1 GS

6935 6935
140
14 000 185 1 4 000
80
4 180 4
20 20
700 2 700 2
60
10 1 160 DN 10 4 1
600 600
60 60
1 5
3 0 .1 6 I N 30. 16 IN
TERM 251 251
LOC1 109.75 LOC11 109.75
24 w 24 w 4
B/C 055 CRS 235
IESJ 21 IEJC 1 21
0. 8NM 0. 8NM
30
30
S
FORMAT > FORMAT >

33
33
<
<
15
15
TERR TERR
< PRESET RDR < PRESET
N
RDR
N
VOR1 FMS1
12
12
V 4.1NM V 4.1NM
3
TFC >
3
TFC >
< <
SXW E SXW
6 TCAS OFF E 6 TCAS OFF
< ET < ET
BRT BRT
DIM DIM
E E
Localizer Back Course Localizer Front Course
Figure 16-75. APPR Mode Selection

16 AVIONICS
Collins Collins
APPR FMS1 ALTS APPR LOC1 GS

APPR LOC1 GS 6935 6935
140
14 000 185 1 4 000
80
4 180 4
20 20
700 2 700 2
60
10 1 160 DN 10 1
600 600
60 60
6 540
20 14 1 6 540
20
0
1 1
V2 117 10 120 10
VR 110 400 2 400 2
V1 106
ACC-.02
0 4
100
850 4
3 0 .1 6 I N 30. 16 IN
TERM 251 251
FMS1 LOC1 109.75
24 w 24 w
DTK 235 CRS 235
CHARL 21 IEJC 21
0. 8NM 0. 8NM
30
30
LOC1
S
S
109.75 FORMAT > FORMAT >
33
33
< <
15
15
TERR TERR
RDR < PRESET RDR
N
N
FMS1
12
12
V 4.1NM V 4.1NM
3 3
SXW E TFC > SXW E TFC >
6 TCAS OFF 6 TCAS OFF
< ET < ET
BRT BRT
DIM DIM
FMS with Localizer Preselect Localizer Capture

Figure 16-76. Localizer Nav-to-Nav Capture
Collins Collins
APPR FMS VPTCH APPR FMS VGP

GP 4000 4000
3 000 3 000
185 185
180 20
4 180 20
4
700 2 700 2
160 DN 10 1 160 DN 10 1
600 600
60 60
14 1 6 540
20 14 1 6 540
20
0 0
1 1
120 10 120 10
400 2 400 2
4 4
100 1000 100 1000
30.16IN 30.16IN
TOD 24 251 W TOD 24 251 W
GP Armed GP Active
Figure 16-77. VNAV Glidepath (GP) Mode

<
<

16 AVIONICS
NAV Button is not engaged, pushing the SYNC button on
the control wheel synchronizes the pitch ref-
The NAV button controls selection of the nav- erence to the current attitude.
igation mode. Heading mode remains active
until course intercept. After intercept, the
FGC maintains the selected course. The active VS Button
NAV identifier annunciates on the PFD (FMS, The VS button controls selection of the verti-
VOR1, LOC2, etc.). The NAV mode should be cal speed mode. When VS is activated, the
used during the enroute phase of flight, for ap- FGC initially maintains the current aircraft
propriate terminal procedures and when fly- vertical speed when the mode is selected. Ro-
ing an approach to an MDA. This excludes an tating the UP/DOWN pitch wheel changes the
FMS NAV-to-NAV capture as referenced in vertical speed reference value. When the au-
the APPR section. Refer to the VNAV section topilot is not engaged, pressing the SYNC but-
of this chapter for more information on how ton on the control wheel synchronizes the VS
this mode interacts with FMS vertical naviga- reference to the current vertical speed.
tion.
VS and the vertical speed reference value ap-
CRS Knobs pear on the PFD (Figure 16-78). An up arrow
appears for climbs and a down arrow appears
The CRS knobs select the course to be flown for descents. A reference arrow (bug) appears
on the respective PFD. This knob is not active on the vertical speed scale adjacent to the se-
when FMS is the active navigational source. lected vertical speed.
PUSH DIRECT Button Collins
The PUSH DIRECT button within the CRS

knob automatically selects a direct course to HDG
FMS
VS 1100
ALTS 6935
1 4 000
the active VOR, and centers the CDI on the 140
80
4
respective PFD. This button is not active when 20
700 2
60
either FMS or LOC is the active navigational 10
600
1
60
source. 6 540
20
V2 117 10
1
1
4
Pitch Mode Figure 16-78. Vertical Speed (VS) Mode 4
3
Pitch mode is a basic vertical operating mode.
It activates when no other vertical mode is ac- VNAV Mode
tive and the flight director is on. The annunci-
ation PTCH displays on the PFD. When active, The VNAV button controls Vertical Naviga-
the FGC maintains the pitch attitude which tion mode selection and is annunciated on the <
existed when the pitch mode was engaged. PFD as a “V” located in front of the active ver-
This will occur when the previously selected tical mode (e.g., VPTCH, VVS, VALTS, etc…). R
vertical mode is pressed again (deselected) or The flight management computer (FMC) de-
when the UP/DOWN Pitch Wheel is moved termines the VNAV capture point and pro-
and VS mode is not active. vides vertical steeringR commands to waypoints
that contain altitude restraints in the FMS. See
Rotating the UP/DOWN pitch wheel changes the VNAV section and the Flight Guidance
the pitch reference value. When the autopilot Mode Annunciations table for more informa-
tion.

16 AVIONICS
FLC Button the selected speed. This same procedure will

occur if a lower altitude is preselected but the
The FLC button controls the Flight Level power is left too high. In this situation the air-
Change mode. The FLC mode will climb or de- craft will initially pitch to achieve the selected
scend the airplane towards the preselected al- speed. If this results in a speed faster than se-
titude at the IAS or Mach speed reference lected, the aircraft will begin to pitch back up
located above the airspeed display. FLC indi- until it maintains a descent of approximately
cations are modified by the SPEED Knob 100 ft/min, regardless of what speed that gen-
(Figure 16-79). It is important to note that erates.
when the autopilot is engaged after the FLC
mode is selected, the present speed of the air- SPEED Knob
craft will be indicated as the active speed, not
the one dialed in with the SPEED knob. The The SPEED knob selects the IAS or Mach ref-
pilot can reset the desired speed by rotating erence value, as appropriate, to be used by the
the SPEED knob. FLC mode. This value displays at the top of the
Airspeed Tape. When the FLC mode is se-
Collins lected, the selected speed will also be annun-
ciated adjacent to the FLC mode annunciation
at the top of the attitude display.
HDG FLC 160
FMS ALTS 6935
160
14 000
80
20
700
4
2 IAS/MACH Button
The IAS/MACH button within the SPEED
Collins
knob, when pushed, selects Mach mode or IAS
2
mode for the FLC Speed Bug and FLC refer-
HDG FLC M.31
4 ence. The system automatically changes from
M.31
FMS ALTS
14 000
6935
IAS to Mach or Mach to IAS when climbing
80
20
4 or descending through 20,517 feet.
700 2
Figure 16-79. Flight Level Change (FLC)

Mode
ALT Button
<
2
The ALT button is used to hold the aircraft at
The FLC mode controls the pitch of the air- 4
the current barometric altitude. The ALT but-
craft and requires pilot manipulation of power ton is used to level at an altitude other than a
to establish a climb or descent. If the power is preselected altitude. ALT will annunciate on
set inappropriately or the speed is unachiev- the PFD when this is pressed. If the autopilot
able, the aircraft will not be allowed to devi- is not engaged, pressing the SYNC button on
ate further from the preselected altitude to the control wheel synchronizes the altitude
achieve the selected speed. As an example, if
<
reference to the current altitude. As with all

an altitude of 5000’ is preselected and FLC flight guidance modes, pressing the ALT but-
mode is chosen for a 160kt climb and the ton when “ALT” is already annunciated on the
power is not increased, the aircraft will initially PFD will remove the altitude capture.
begin to pitch up. If this results in a speed
below 160kts, the aircraft will then lower the
pitch until the VSI indicates a climb of ap- Altitude Preselect Mode
proximately 100 ft/min and stay there regard-
The altitude preselect mode permits the pilot
less of what speed that generates. It will not
to select a target altitude for automatic level
allow the aircraft to pitch down and deviate
off by the autopilot or FD command. The
away from the preselected altitude to achieve

16 AVIONICS
ALTS armed mode annunciates in white on ALT Preselect Knob
the PFD.
The ALT knob selects the desired altitude for
The altitude preselect mode is automatically level off (displayed on the PFD). Rotating the
selected with the following: the ALT knob is knob while in its default position will select
turned; go-around mode is cleared or the flight thousands of feet. Pressing the knob IN while
director is turned on. Altitude preselect is au- rotating will select hundreds of feet. See the
tomatically deselected when glideslope ap- Altitude Display section of the PFD for more
proach mode becomes active, the VNAV information on the bugs that appear on the al-
glidepath approach mode (VGP) becomes ac- titude tape.
tive, altitude hold mode is selected, or the al-
titude capture mode (ALT CAP) is
annunciated. PUSH CANCEL Button
The PUSH CANCEL button within the ALT
If a descent or climb is desired, a new altitude knob cancels the flashing visual altitude alerts
must be preselected. The appropriate vertical on the Altitude Display section of the PFD as
mode must then be selected to climb or de- described earlier.
scend. Changing the altitude preselector alone
does not cause the aircraft to climb or descend.
If the ALT knob is turned while ALT CAP is CONTROL WHEEL SWITCHES
annunciated, the pitch mode is selected and
the altitude preselect mode rearms. The following control wheel switches affect
FGS operation:
Altitude capture (ALT CAP) occurs when the
airplane altitude approaches the selected alti-
DISC TRIM AP/YD Button
tude. The capture point depends on the closure The DISC TRIM AP/YD button is located on
rate. When within 1000’ of the selected alti- the outboard horn of each control wheel. It is
tude a single aural tone will sound and the pre- used for disengagement of the autopilot and
selected altitude will flash. The flashing will yaw damper (Figure 16-80). Pushing the but-
stop when within 200’ of the selected altitude. ton to the first detent will disconnect the au-
Should the aircraft subsequently deviate by topilot and/or yaw damper. Pushing the button
more than 200’ from the selected altitude the to the second detent will interrupt electric trim
single aural tone will sound and the prese- operation. Releasing the button will reset the
lected altitude will flash yellow. The flashing trim and allow continued operation.
will stop with an input by the pilot (pressing
the altitude selector knob) or the aircraft re-
turns to within 200’ of selected altitude. In ei-
ther case the number will stop flashing and
return cyan in color.
ALTS shows in yellow if the capture is inhib-

ited due to invalid data and ALTS CAP shows
in yellow if the capture is cleared without a
subsequent selection of altitude hold or glides-
lope/glidepath capture.
Figure 16-80. Left Yoke

16 AVIONICS
SYNC Button GA Button

The SYNC button is located on the outboard The GA button is located on the outboard
horn of each control wheel. It is used to syn- side, in the center, of the left power lever (Fig-
chronize the PTCH, FLC, VS, ALT and ROLL ure 16-82). The G/A button selects the go-
modes of the flight director to the current pa- around (GA) mode of the flight director.
rameters if the autopilot is not engaged (Fig- Selecting GA mode will disengage the autopi-
ure 16-81). Inputs known as Control Wheel lot, but not yaw damper and clear all other
Steering (CWS) or Touch Control Steering flight director modes. The flight director will
(TCS) features are not installed on this system. display approximately +7 degree pitch up atti-
Collins
tude. ROLL mode will be selected and head-
ing will be held if bank angle is less than 5
degrees. (Figure 16-83). The heading being
HDG PTCH held is independent of the heading bug. This
SYNC FMS ALTS 6935
140
14 000 mode will not follow any lateral or vertical
80
20
700
4
2
commands and will not capture the prese-
60
10 1 lected altitude. During go-around mode, the
600
60
6 540
flight directors are independent and the fail-
20
ure of one will not affect the other. This allows
V2 117 10
1
VR 110
400 2
for redundancy during a critical flight maneu-
V1 106
ACC-.02
0 4 ver. The independent flight director capability
TERM
24 251 W
30.16IN
also occurs during a full ILS and provides the
same redundancy.
Figure 16-81. Pilot's PFD with SYNC
Electric Pitch Trim Switches <
The electric pitch trim switch is comprised of T

two segments. The trim switch is located on the
outboard horn of each control wheel. The trim
switch applies electric pitch trim commands.
Both segments of the switch must be actuated
to operate the electric pitch trim. The seg-
mented pitch trim switch reduces the potential
of trim runaway or inadvertent activation.
When moved in either direction, the electric

pitch trim switches will disconnect the autopi-
lot while leaving the yaw damper engaged.
See the Flight Controls section of this PTM for

further discussion of electric pitch trim and its
annunciations.
Figure 16-82. Go-Around Button

16 AVIONICS
It is necessary to reselect a desired mode after CONTROL DISPLAY UNIT
the aircraft is configured in the go-around to
regain full flight director control. (CDU)
See the Flight Guidance Mode Annunciations The Control Display Unit (CDU-3000) serves
table at the end of this chapter. as a control of the communication and navi-
gation radios, Flight Management System
Collins (FMS) and limited display control for the
PFDs and MFD (Figure 16-84). The pedestal
can contain either one or two CDUs. The sec-
GA GA
14 000
6935 ond CDU is an option. If two are installed,
140
80
4
each CDU will communicate only with the re-
20
60
700 2
spective FMS. In the optional two CDU in-
10
600
60
1
stallation, reversionary mode is not available
6 540
20 should one fail. The remaining CDU will be
V2 117 10
1 capable of communicating with the on-side
VR 110
V1 106
400 2
FMS only.
ACC-.02
0 4
30.16IN
TERM 251
24 W The CDU has a normal operating temperature
Figure 16-83. PFD Go-Around (GA) Mode range of -20˚C to +70˚C. Should the unit tem-
perature get below -20˚C the CDU will turn
ON but the LCD display will delay indications
<
T
ACT FPLN 1/4
ORIGIN DIST DEST
KICT 452 KDEN
ROUTE ALTN
PLANT2 KAPA
ORIG RWY
VIA TO
DIRECT ICT
-------------------
<COPY ACTIVE
<SEC FPLN PERF INIT>
[ [
MSG EXEC
DEP MFD MFD MFD

DIR FPLN LEGS PERF PREV NEXT
ARR MENU ADV DATA
CLR
IDX 1 2 3 A B C D E F G DEL
TUN 4 5 6 H I J K L M N BRT
DIM
7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP /
Figure 16-84. Control Display Unit (CDU)

16 AVIONICS
by a power-up timer. During this time the Scratchpad Line

CDU will monitor its internal temperature.
With extreme unit temperatures of -30˚C and The scratchpad line displays data entered by
colder, this timer can take as much as 10 min- the alphanumeric keys, or data selected for
utes to illuminate the display. transfer by a line key. Brackets identify this
line and it is the only place where the operator
The CDU has the following controls and dis- can input information from the keypad. Once
plays: input data is displayed on this line it should be
verified before transferring to a selected field.
Should an entry occur that is not compatible
BRIGHT/DIM Button with the selected item, the scratchpad will mo-
This button provides secondary control of the mentarily display a message to indicate details
display intensity. The PILOT DISPLAYS rheo- about the error. This message will time out and
stat on the overhead panel provides primary the previously entered information will return,
control. so that it may be corrected.
Title Line Message Line

This line displays the page title and page num- A single message line is reserved along the
ber. The page number is formatted as the cur- bottom line of every page to annunciate con-
rent page number followed by a slash and the ditions requiring operator attention or simply
total number of pages. to provide information. If more than one mes-
sage is active the message key (MSG) may be
used to display additional messages as dis-
Line Select Keys cussed later in this section.
These keys activate functions displayed on the
CDU adjacent to the line select key. The line Alphanumeric Keys
functions depend on which page is displayed.
These keys enter data in the scratchpad line of
the display. The data entry keys are as follows;
Label/Data Line Pairs the 0-9 number keys; the A-Z letter keys; the
period key; the +/- (plus/minus) key; the SP
Two display lines are associated with each line (space) key; the / (slash) key; and the
select key. The top line is normally a label for CLR/DEL (clear/delete) key. The compass
the information that is shown on the data line cardinal headings of N, E, S, and W are high-
Displayed on the second (bottom) line. lighted with a white box to ease entry of items
requiring direction inputs. Care must be exer-
The data line can display large or small char- cised not to confuse the letter “O” with the
acters. When the system has entered informa- number “0” on the keypad.
tion the text will be in a smaller size. When the
operator has entered information the text will
be larger in size. IDX Key
The IDX (index) key controls display of items
that do not have a dedicated function key. It
also is a central location for setup and config-
uration pages for FMS and GPS operations.

16 AVIONICS
FPLN Key
ACT LEGS 1/6
The FPLN (flight plan) key controls display of SEQUENCE
KICT AUTO/INHIBIT
the active flight plan (Figure 16-85). This page / o
309 12NM
ICT ---/-----
will give an overview of the entered flight plan, /
307o
9.2NM
not each individual waypoint. MUGER ---/-----
/ o 3.3NM
307
WUKOL ---/-----
/ o 0.5NM
307 /
WUKUS ---/-----
ACT FPLN 1/4 -----------------------
ORIGIN DIST DEST LEG WIND>
KICT 452 KDEN [ [
MSG EXEC
ROUTE ALTN
PLANT2 KAPA DEP MFD MFD MFD
ORIG RWY DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT
CLR
VIA TO IDX 1 2 3 A B C D E F G DEL
DIRECT ICT
------------------- TUN 4 5 6 H I J K L M N BRT
DIM
<COPY ACTIVE
7 8 9 O P Q R S T U
<SEC FPLN
[
PERF INIT>
[ / +/ - V W X Y Z
0 SP /
MSG EXEC
DIR FPLN LEGS

DEP
ARR
PERF
MFD
MENU
MFD
ADV
MFD
DATA
PREV NEXT
Figure 16-86. Active Legs Page
CLR
TUN 4 5 6 H I J K L M N BRT DIR Key

DIM
7 8 9 O P Q R S T U The DIR (direct) key controls display of the

/ +/ - V W X Y Z
0 SP / active direct-to page. Navigating backward
through these pages will lead to a HISTORY
Figure 16-85. Active Flight Plan Page page of all the previous waypoints in the flight
plan (Figure 16-87).
LEGS Key
The LEGS key controls display of the way- ACT DIRECT-TO 1/1
HISTORY
point-to-waypoint detail contained in the ac-
tive flight plan. The display includes the lateral
information from waypoint-to-waypoint and /o
250
vertical information when applicable. Page 1 <(6935)
215o
always contains the current FROM waypoint <SXW152
in cyan at the top and the current TO waypoint R322o
<KIRLE
in green (Figure 16-86). Page 1 also contains ------------------------
the selection of AUTO sequencing or IN-
HIBIT sequencing when the progression of [ [
MSG EXEC
waypoints is desired (AUTO) or not desired DEP MFD MFD MFD
ARR MENU ADV DATA
(INHIBIT).
CLR
DIM
7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP /
Figure 16-87. Direct to Pages

16 AVIONICS
DEP ARR Key NEXT Key

The DEP ARR key controls display of the de- The NEXT key is used to display the next
parture/arrival pages. The selectable proce- page when the current CDU function has
dures are those related to the current active more than one page.
flight plan ORIGIN and DESTination airports
or the current secondary flight plan ORIGIN
and DESTination airports. If diversion to a dif- EXEC Key
ferent airport is desired, the identifier for that The EXEC (execute) key activates modifica-
airport must be placed in the DEST slot on the tions made to the active flight plan. The label
FPLN page to retrieve departures / arrivals for EXEC annunciates on the CDU when the ac-
that airport. tive flight plan has been modified and the
changes have not been activated (Figure 16-88).
PERF Key Pushing the EXEC key activates the modified
flight plan. If this key is not pressed the changes
The PERF key controls display of the per- will not take effect. A CANCEL MOD option
formance menu page. These pages contain is available when the modification to the flight
manually entered loading data, fuel advisory plan has not yet been executed. It will erase the
pages, and some VNAV advisory pages. modification and return the FMS to the original
flight plan.
MSG Key
The MSG (message) key controls display of MOD FLPN HOLD 1/1
the system message page. This is necessary FIX
WUKOL
ENTRY
DIRECT
HOLD SPD
FAA/ICAO
when more than one message is active. Should QUAD/RADIAL MAX KIAS
multiple messages be active pressing the MSG --/---o 200
//
INBD CRS/DIR FIX ETA
key will allow additional messages to be / o/R TURN
307 14:16
viewed. To return to the last viewed page sim- 1.0
LEG TIME
/ MIN
EFC TIME
//
02:00
/
ply press the MSG key again. LEG DIST
3.0
/ NM NEW HOLD>
-----------------------
<CANCEL MOD
TUN Key [ [
MSG EXEC EXEC
The TUN (tune) key controls display of the DIR FPLN LEGS
DEP
PERF
MFD MFD MFD
PREV NEXT
ARR MENU ADV DATA
radio tuning page. These pages are used to CLR
tune the communication, navigation and ATC IDX 1 2 3 A B C D E F G DEL
transponder equipment in conjunction with TUN 4 5 6 H I J K L M N BRT

DIM
the Radio Tuning Unit (RTU). If two CDU’s 7 8 9 O P Q R S T U
are installed, the right CDU will not have this
/ +/ - V W X Y Z
0 SP /
page active.
Figure 16-88. Hold FPLN Mode
PREV Key
The PREV (previous) key is used to display MFD MENU Key
the previous page when the current CDU
function has more than one page. The MFD MENU key opens the display of the
MFD menu page on the CDU (Figure 16-89).
The MFD menu page displays a menu of the

16 AVIONICS
possible MFD display options, or available text point on the FMS plan map display on the
pages for display on the MFD when the MFD MFD. It will also control advancing through
Data Key has been pressed. A “L/R” is dis- the pages within a selected MFD DATA text
played on the lower right corner of this page. page.
The left (L) selection will be all the options for
the left PFD and the MFD; the right (R) se-
lection will be all the options for the right PFD MFD DATA Key
only. For each menu the items in green are se- The MFD DATA key controls the display of
lected and the items in white are not selected. text data pages on the MFD (Figure 16-91).
The text data page displayed is the last one se-
MFD ADV Key lected from the MFD menu page. Other pages
can be accessed through the MFD MENU
The MFD ADV key controls display of the Key.
MFD Advance page on the CDU (Figure 16-
90). The MFD advance page displays a menu
enabling a move to the next or previous way-
LEFT DISPLAY MENU 1/2 LEFT DISPLAY MENU 2/2 LEFT DISPLAY MENU
MAP DISPLAY MAP DISPLAY TEXT DISPLAY
NEAREST APTS ETA NDBS FPLN PROG
HI NAVAIDS SPEED RNG: ALT SEL NAV STATUS
LO NAVAIDS ALTITUDE LRN POS POS SUMMARY
INTERS APTS ALTN FPLN POS REPORT
TERM WPTS MISS APPR VOR STATUS

WINDOW SIDE SIDE SIDE
OFF/ON/VNAV L/R> L/R> LRN STATUS L/R>
[ [ [ [ [ [
MSG EXEC MSG EXEC MSG EXEC
DEP MFD MFD MFD DEP MFD MFD MFD DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT DIR FPLN LEGS PERF PREV NEXT ARR MENU ADV DATA
ARR MENU ADV DATA
CLR CLR CLR

IDX 1 2 3 A B C D E F G DEL IDX 1 2 3 A B C D E F G DEL
DIM
DIM
DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP /
Pages with Map on MFD Page with Text on MFD
Figure 16-89. MFD Menu Key (CDU)

16 AVIONICS
LEFT DISPLAY ADVANCE LEFT DISPLAY ADVANCE

ACT PLAN MAP CENTER TEXT DISPLAY
<PREV WPT <PREV PAGE
<NEXT WPT <NEXT PAGE
<TO WPT
CTR WPT
<-----
SIDE SIDE
L/R> L/R>
[ [ [ [
MSG EXEC MSG EXEC
DEP MFD MFD MFD DEP MFD MFD MFD

DIR FPLN LEGS PERF PREV NEXT DIR FPLN LEGS PERF PREV NEXT
ARR MENU ADV DATA ARR MENU ADV DATA
CLR CLR
IDX 1 2 3 A B C D E F G DEL IDX 1 2 3 A B C D E F G DEL
DIM
DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP /
With Map Displayed on MFD With Text Displayed on MFD
Figure 16-90. MFD Advance Key (CDU)
Collins
FLIGHT MANAGEMENT
ITT
ITT
516
10500 PROP
PROP
1740
1980
ITT
ITT
830
130 FF 750
0
122 FF
PRESS 430
80
SYSTEM (FMS)
26 734 0 PRESS
OIL 120
62.2 N1 106.0 49 OIL
TEMP C 112
46 TEMP°C
TORQ
TORQ
3.40
0.0 NI 98.5
TORQ
TORQ
110.0
FIRE
o
73
The FMS provides multiple flight management
2000
functions. These functions include lateral nav-
FMS ACT PROGRESS 1/3 igation, (LNAV) using multiple navigation re-
WPT
KICT
DIST
3.6NM
ETA
20:07
FUEL (LB)
0
ceivers, and vertical navigation (VNAV).
ICT 7.4NM 20:11 2450
Navigation input includes GPS, DME and
MUGER 16.6NM 20:15 2390
VOR receivers. Vertical navigation (VNAV) is
WUKOL 19.8NM 20:16 2370
provided by a computed vertical output from
WUKUS 20.4NM 20:16 2370
the FMS using these receivers. The system also
HUT 29.8NM 20:20 2310
provides course-tracking signals to the flight
OATHE 218NM 21:32 1170
guidance system. The Flight Management
SELLS 283NM 21:56 760
Computers (FMCs) are housed in the IAPS
FORMAT <
----------------------------------------
DEST
<
unit located in the nose avionics bay.

KDEN 415NM 22:47 0
ALTN
KAPA 435NM 22:54
RESERVE
0
0
The FMS uses a blended combination of GPS
EXTRA 0 TFC < and VOR/DME data to construct a three di-
mensional position of the aircraft in space. To
GS 0 TAS 0 SAT 15 oC ISA +13 oC achieve this blend, the NAV1 radio and NAV2
BRT radio must be receiving a valid signal. This can
DIM
be accomplished by manually tuning the re-
ceiver or setting a feature called “auto-tuning”
Figure 16-91. MFD Text Page which will be discussed later.

16 AVIONICS
The CDU is the primary interface with the Rockwell Collins software titled “PCD Soft-
FMS. Each CDU will communicate with the ware” is required for this operation.
“on-side” FMS (e.g., Left CDU for No.1 FMS,
Right CDU for No.2 FMS). The FMS’s can be
synchronized so that selected operations on
one CDU (and its related FMS) will automat-
ically be transferred to the cross-side CDU
(and its related FMS). (See FMS quick refer-
ence guides and other handouts for informa-
tion on how to synchronize the units).
The FMS database is updated using the Data-

base Unit (DBU). This system can consist of a
3.5-inch high-density floppy disk drive (DBU-
4100) located on the center pedestal and ei-
ther an additional computer port located on
the lower right sidewall of the center pedestal
or an Ethernet port on top of the pedestal on
IFIS equipped aircraft. Optionally, a unit
called the DBU-5000, which consists solely of
two USB ports on top of the pedestal may be
installed. The installed system is used to up-
load data to the aircraft or download data
from the aircraft. This can include avionics
malfunction reports (Figure 16-92).
All update methods require the aircraft bat-

tery and avionics to be ON. It is strongly rec- Figure 16-92. Database Units
ommended that a ground power unit be
applied to the aircraft for this operation. If a To use the Ethernet port located on top of the
laptop is required during the update, make pedestal, the FMS database must first be
sure the battery has sufficient power to last the loaded onto a laptop computer. This port will
whole process or have it connected to an ex- also accept IFIS information such as Jeppesen
ternal power supply. charts, airways, airspace, etc. This information
must be on the laptop computer or in the lap-
To use the floppy disk drive, the FMS database top CD-ROM drive. The laptop computer and
must first be loaded onto a computer and then standard Ethernet cable are then connected
written onto the disks. These disks are then in- through this port to either upload or download
serted into the disk drive and prompts and the information. The use of Rockwell Collins soft-
CDU will provide the necessary prompts for ware is required for this operation (CPAS-
the update. 3000).
To use the computer port (PCD-3000) located To use the USB port (DBU-5000), the FMS
on the sidewall of the pedestal, the FMS data- data and IFIS data must first be loaded onto a
base must first be loaded onto a laptop com- computer and then moved to a USB drive. The
puter. The laptop computer and a special cable USB device must not have preinstalled soft-
are then connected through this port to either ware which manages passwords or security, as
upload or download information. The use of this can interfere with the proper loading of

16 AVIONICS
the database. If Jeppesen charts are involved, PLAN

it is recommended to have a device at least
1GB in size. This drive is then plugged into the The flight plan will be loaded on the FPLN
USB port in the aircraft. The generated page. ORIGIN, DESTination, and fixes along
prompts are displayed on the CDU. In this the route of flight may be entered. Instrument
case the laptop does not need to be connected Departures or Arrivals may be loaded as nec-
to the aircraft. essary.
PERFORMANCE INITIALIZATION
FMS INITIALIZATION Performance is initialized by entering the de-
The FMS must be initialized prior to each sired weights for passengers, cargo, fuel, etc.
flight. The initialization may be accomplished The CRZ ALT is an optional entry and helps
using the following acronym: the unit forecast a descent point later in the
flight. CRZ ALT does not change any fuel cal-
V – Verify FMS database coverage and culations when changed or updated.
effective dates
VERTICAL NAVIGATION
I – Initialize FMS position
P – Plan the flight (build the flight plan) The FMS-3000 is capable of creating and dis-
playing a descent profile or a glidepath to com-
P – Performance initialization ply with crossing altitude restrictions issued by
ATC, or an associated instrument procedure.
For further explanation of these steps, refer to The Flight Guidance System is able to use this
the FMS quick reference guides and FMS information to capture and track the com-
manuals. puted glidepath.
VERIFY VNAV altitude restrictions are displayed in
Verify the coverage of the database and verify magenta along the right side of the LEGS
the currency of the database. Flight with an page (Figure 16-93). A VNAV altitude will be
out of date database is allowed, but the use of automatically entered if it is part of a database
FMS / GPS dependent procedures are not au- derived procedure. The pilot can manually in-
thorized. sert an altitude associated with any waypoint.
Once an altitude restriction is inserted either
INITIALIZE automatically or manually, the FMS will gen-
erate the associated glidepath. The glidepath
Initialize the FMS position, or verify that the will be displayed at the appropriate point. As
current position is correct. This position needs long as the proper conditions are met, the FGS
to be in a latitude / longitude format and can will capture and track the vertical glidepath.
be retrieved / verified using airport reference The conditions are as follows:
point (ARP), a pilot defined point or the
GPS.The GPS should be able to update the • The altitude must be entered into the
system quickly unless the aircraft was moved a LEGS page
significant distance (>40nm) with the FMS in-
operative or the FMS was removed and re- • The VNAV mode of the FGS must be
placed. This step will consist primarily of selected (indicated by a “V” prior to the
verifying the known position as opposed to ac- active vertical mode)
tively entering the position. • The Preselected Altitude must be set at,
or beyond, the VNAV altitude

16 AVIONICS
A magenta Top Of Descent (TOD) circle will
ACT LEGS 2/6 appear on the display maps to indicate the
/ o 9.5NM
307
HUT projected point where this descent will occur.
THEN ---/----- The TOD point will indicate when the vertical
- DISCONTINUITY -
3.0/o deviation indicator nears the center position
FEBIT ---/ 3600A
// on the vertical deviation scale (Figure 16-94).
/ o 6.0NM
054 / / /o
0.0
CEPGA ---/ 3600A
// This indicator is sometimes called the
144o 6.0NM
/ 3.0/o “snowflake” or “star”. As with Glideslope op-
FAXIM ---/ 3100A
//
------------------------ erations, these GPS Glidepath operations will
LEG WIND> only capture VNAV when initially below the
[ [
MSG EXEC projected angle. If the aircraft is already
DIR FPLN LEGS
DEP
PERF
MFD MFD MFD
PREV NEXT
passed the descent point, manual intervention
ARR MENU ADV DATA
is required to place the aircraft in a position
CLR
IDX 1 2 3 A B C D E F G DEL where the FGS can capture the glidepath.
DIM
7 8 9 O P Q R S T U When the FGS captures a glidepath, the verti-

cal mode will be annunciated as VPATH when
/ +/ - V W X Y Z
0 SP / NAV is selected or VGP when APPR is se-
lected (Figure 16-95).
Figure 16-93. Active Legs Page with
VNAV Altitudes VPATH will allow the FGS to level at either
the preselected altitude or VNAV altitude,
The default VNAV glidepath is a 3.0˚ descent whichever it encounters first. It is necessary to
angle unless otherwise published in an instru- be aware of the armed altitude mode when ac-
ment procedure. The pilot has the ability to complishing this maneuver. ALTS indicates
modify this angle on every leg except for the that VNAV will reach and level off at the pre-
final approach segment between the Final Ap- selected altitude even though there may be
proach Fix (FAF) and the Missed Approach multiple step downs in between. This indicates
Point (MAP). The FMS may create an angle that smoothing the descent is possible and an
other than 3.0˚, if required. The glidepath is intermediate level off is not required. ALTV
based on aircraft position relative to the asso- indicates that VNAV will reach and level off
ciated waypoint, a commanded vertical direct- at the next VNAV altitude posted in magenta
to, or the associated waypoints position relative above the VSI. This indicates that smoothing
to a prior waypoint with an altitude restriction. the descent is not possible and the aircraft
must accomplish an intermediate level off. An-
When two or more waypoints in a flight plan other TOD will appear indicating where the
have altitude restrictions, and they are suffi- descent will begin if there is another altitude in
ciently close in proximity to each other the the FMS. The use of NAV and VNAV should
FMS will compute the best glidepath to meet be used when flying enroute VNAV and when
the requirements of all altitude restrictions. In- flying an approach to MDA This selection
stead of flying a 3.0˚ path to a waypoint, level- does not include localizer based procedures
ing off, and then flying another 3.0˚ path to the which are flown with a NAV-to-NAV capture
next waypoint, the FMS will adjust the paths function of the FMS. These approaches re-
to varying angles resulting in a continuous de- quire the APPR mode for the NAV-to-NAV
scent. This is sometimes called “smoothing” function to operate correctly.
the descent.

16 AVIONICS
Collins any manually chosen vertical mode (VS or

FLC). When VNAV is selected, the altitude
FMS VPATH
ALTS 4000
preselector is then placed at the highest au-
3 000 thorized altitude and the FGS will level off at
185
180 4
20
700 2 each intermediate VNAV altitude. Once lev-
160 DN 10
600
60
1
eled off at the intermediate altitude, FLC will
14 1
0
6 540
20 arm indicating there is another climb. Passing
120 10
400
1
2
the altitude restricted fix, FLC will become the
100
4 active vertical mode at the aircraft’s current in-
TOD 24 251 W
30.16IN
dicated speed. The pilot must now change the
FMS1
DTK 251 21
JABAN FLC speed and aircraft power for the climb.
RALPE
The aircraft will level off at the next altitude
30
5. 2NM
RALPE
restricted fix and FLC will arm again. This
10 FORMAT >
TOD <
process will be repeated until the aircraft lev-

5
< PRESET
TERR
RDR
> els at the altitude shown on thepreselector.
VOR1
The aircraft is not allowed to go beyond the
TFC >
preselector setting.
< ET 01:42
Collins
BRT
DIM
Collins
FMS VPATH
ALTS 4000
3 000
185
4
FMS VPATH
ALTS
3 000
4000 NAV +VNAV
185
180 20
700
4
2
Collins
160 DN 10 1
600
60
14 1 6 540
20
0 APPR FMS VGP 4
1 4000
120 10 3 000
400 2 185
4 4
100
30.16IN
1000 APPR + VNAV
TOD 24 251 W
FMS1
DTK 251 21
Figure 16-95. VNAV Modes
RALPE
30
2. 5NM
JABAN
10
RALPE
FORMAT > <
GLOBAL POSITIONING 4
<
5
< PRESET
VOR1
TOD
TERR
RDR
> SYSTEM (GPS) R
TFC >
The global positioning system (GPS) provides
< ET 01:42 worldwide navigation via signals received
BRT
from orbiting satellites. The GPS receiver is lo-
DIM cated in the nose avionics bay and is labeled <
GPS-4000( ) (The parentheses will contain ei-R

Figure 16-94. VNAV Top of Descent ther an “A” for standard GPS or an “S” for
WAAS GPS). Using an antenna mounted on
Additionally, VNAV can be used during an al- the top of the fuselage, it will track and moni-
titude restricted climb. The FGS will be in tor up to 12 satellites to provide a three di-
NAV and VNAV modes and never in APPR mensional position for the FMS and the
mode. The same three conditions mentioned Terrain Awareness and Warning System
for a VNAV descent apply here too. The initial (TAWS). The GPS 1 and optional GPS 2 sys-
climb from the airport will be accomplished by tems are controlled by the CDU(s).

16 AVIONICS
The FMS’s will default to GPS navigation
sources as the primary reference for their po- GPS CONTROL
POS DIFF
sition. Whether they are still enabled and part GPS1 <ENABLED> 322 /0.4
/
of the navigation can be seen with a few pages
GPS2 <ENABLED> 322 /0.3
/
in the CDU Index (IDX) page. The GPS Con-
trol page will indicate whether the GPS sen-
SAT DESELECT
sors are enabled for navigation use, and will --
indicate the difference between the GPS posi- DEST
KDEN
APPR RAIM
AVAILABLE
ETA
12:16
tion and the calculated FMS position (Figure ------------------------
16-96). The PROGESS page on the CDU dis- <INDEX
[ [
plays the current navigation sources used by MSG EXEC
the FMS to determine current position (Fig- DIR FPLN LEGS

DEP
PERF
MFD MFD MFD
PREV NEXT
ARR MENU ADV DATA
ure 16-97). The PROGRESS page shows a
CLR
label on the bottom titled NAVIGATION. In IDX 1 2 3 A B C D E F G DEL
this example the NAVIGATION area indi- TUN 4 5 6 H I J K L M N BRT

DIM
cates that the system is using VOR, DME and 7 8 9 O P Q R S T U
GPS. Should the GPS malfunction or lose its
Receiver Autonomous Integrity Monitoring / +/ - V W X Y Z
0 SP /
(RAIM) the GPS label would be removed
from the NAVIGATION line. If the GPS por- Figure 16-96. GPS CONTROL
tion of the position begins to malfunction, a
message will appear on the CDU. Some ex-
amples of GPS messages are as follows: PROGRESS 1/2
LAST DIST ETE FUEL-LB
KIRLE 2.3 0
/
GPS – FMS Disagree (indicates the computed TO
FMS position is different than the GPS posi- DBL 19.6 0:04
/ / 2440
/
NEXT
tion by a selected amount) BASEE 72.3 0:16
/ 2300
//
DEST
KDEN 193 0:42
/ 1980
/
GPS Not Available (indicates the FMS is not ALTN
using the GPS for position information) ---- --- -:-- -----
NAVIGATION
VOR/DME1 GPS
NO GPS RAIM (indicates the FMS is using [ [
MSG EXEC
the GPS but the GPS position is degraded) DEP MFD MFD MFD
ARR MENU ADV DATA
CLR
As with any approved GPS navigation re- IDX 1 2 3 A B C D E F G DEL
ceiver, this system allows the check of integrity TUN 4 5 6 H I J K L M N BRT

DIM
and accuracy through certain pages in the
CDU. For a RAIM prediction it is necessary 7 8 9 O P Q R S T U
to navigate to the Index page of the CDU and / +/ - V W X Y Z
0 SP /
choose GPS CNTL. On this page it is possible
to enter a desired airport and ETA. The Figure 16-97. PROGRESS
RAIM system will then indicate RAIM avail-
ability 15 minutes before to 15 minutes after
that entered time. The default entry for the air-
port line will automatically contain the DES-
Tination airport. ETA will be an active
number based on the loaded flight plan and
current ground speed.

16 AVIONICS
INTEGRATED FLIGHT or via the original floppy disk drive located at

the aft end of the pedestal. If DATABASE
INFORMATION SYSTEM UNIT is selected, the floppy disk drive can
now accept diskettes and the CDU is used to
(IFIS) update the FMS.
The Integrated Flight Information System If IFIS DATA is chosen, then the disk drive is
IFIS-5000 is a part of the ProLine 21 architec- not active and the database loads must occur
ture to provide extra information storage, in- through the Ethernet port. Once IFIS DATA
creasing the available display features. The is selected, the switch labeled ENABLE / DIS-
added items known as Enhanced Maps (E- ABLE must be enabled to prepare the aircraft
Maps) are displayed only on the MFD and in- avionics to accept data. A laptop is used and
clude geographic / political boundaries, airways an Ethernet cable is connected between the
(high and low), and airspace. Optionally, the computer and the covered IFIS DATA port.
IFIS system can also display downloaded Software from Rockwell Collins will organize
graphical weather (GWX), and Electronic and coordinate the upload of data from the
Charts (E-Charts). laptop to the aircraft. Refer to the CPAS-3000
Collins software manual for appropriate dat-
The main storage unit is the File Server Unit aload order and instructions.
(FSU-5000) located in the empennage avion-
ics shelf. This contains the memory needed for Another type of database unit, the DBU-5000,
all the display options and outputs information uses two USB ports located at the aft end of
only to the MFD via a fast Ethernet bus. This the pedestal (Figure 16-100). Either port is
unit also receives inputs from a graphical used to update the FMS(s), E-charts, E-maps,
weather system, FMS(s), database update unit graphical weather and/or maintenance items.
and the pilot’s Cursor Control Panel (CCP) Once the databases are loaded onto the USB
(Figure 16-98). device from a computer it is connected to one
of these ports. The remainder of the database
There are two kinds of database update units. load is controlled through the MCDU MENU
One form of database update allows for the line key on the CDU Index (Figure 16-101).
update of all Collins related items including Pressing the DBU option will allow the CDU
FMS(s), E-charts, E-maps, graphical weather to query the aircraft and the USB device to see
and maintenance items. Alternately, a disk what files are available for loading. After the
drive may be used to update only the FMS(s). load is complete the CDU can be exited to the
This DBU-4100 contains an Ethernet port and main Index page and the USB device can be
two switches that are used to prepare the air- disconnected and used for the next database
craft to accept the data (Figure 16-99). The cycle. The two USB ports are to be used only
switch labeled FMC Load will chose whether for database loading and will not support ex-
to update the FMS data via this Ethernet port ternal USB devices.

16 AVIONICS
Collins
ITT 0 PROP 1980 ITT 0 FF 430

26 734 0 PRESS 120
OIL
0.0
0 NI 98.5 46 TEMP oC 73
TORQ FIRE TORQ AFX
0 2000
KEGE 11-1 AIRPORT
CCP MENU
ADV
P U SH
DATA
MFD
ELEC
T
S
Collins
< <
<
ACT FPLN 1/4 BRT

DIM
ACT FPLN 1/4
ORIGIN DIST DEST ORIGIN DIST DEST
KICT 452 KDEN KICT 452 KDEN
ROUTE ALTN ROUTE ALTN
PLANT2 KAPA PLANT2 KAPA
ORIG RWY ORIG RWY
VIA TO
FMC 1 FMC 2
VIA TO
DIRECT ICT DIRECT ICT
------------------- -------------------
<COPY ACTIVE <COPY ACTIVE
<SEC FPLN PERF INIT> <SEC FPLN PERF INIT>
[ [ [ [
ETHERNET
CDU CDU
ETHERNET FSU-5010
E-CHARTS
DA
ATA LOADER
LOAD E-MAPS
GWX
CMU-4000
OR
RIU-40X0 OR XMWR-1000
COMMUNICA
ICA
ATION SYSTEM
(VHF
F, HF
F,, ETC.) XM Satellite
Antenna
RF LINK
DA
ATALINK PROVIDER
P (ARINC)
INFORMA
ATION PROVIDER (Universal)
UNIVERSAL WEAATHER
THER XM WEA
ATHER
TH
THER
(GWX-5000) (GWX-3000)
Figure 16-98. IFIS Block Diagram

16 AVIONICS
INDEX 1/2
<MCDU MENU GPS POS>
<STATUS FREQUENCY>
<POS INIT FIX>
<VOR CTL HOLD>
<GPS CTL PROG>
<FMS CTL SEC FPLN>
Figure 16-99. Ethernet Database Unit [ [
MSG EXEC
Regardless of which dataloader is installed, the MCDU MENU

available subscriptions are listed in Figure 16- <FMS 1 GPS POS>
102. Collins will provide the FMS and En- <DBU
hanced Map (E-Map) databases through
internet download or a shipment of CD’s.
Jeppesen will provide the Electronic Chart (E-
Chart) database through a shipment of CD’s
only (no internet download). Finally, Hawker
Beechcraft will provide the electronic check- [ [
list through an internet download. Although MSG EXEC
not specifically a part of the IFIS system, the Figure 16-101. MCDU Menu.
electronic checklist will be uploaded through
the same dataloader units discussed earlier.
With each revision of the aircraft AFM that af- CURSOR CONTROL PANEL (CCP)
fects the checklist, it is the operator’s respon-
sibility to update the electronic checklist The primary pilot interface with the IFIS sys-
manually or download a new version from tem is accessed through the Cursor Control
Hawker Beechcraft. Panel (CCP) located on the pedestal (Figure
16-103). The left most section is used to enter
and manipulate menus that appear on the
MFD. The center section is used to store MFD
display options to more quickly retrieve a de-
sired display setup. The right most section con-
tains a joystick and input buttons to control
the E-Charts and downloaded weather.
The memory keys are used to store the main

MFD line select key format options. They do
not store IFIS related map selections such as
E-Maps or E-Charts. The selected Upper For-
mat, Lower Format, Terrain or Radar, and
Figure 16-100. USB Database Unit
TCAS options are stored. When the appropri-
(DBU-5000)
ate selections are made, press and hold the de-
sired memory key until STORE is indicated
on the MFD. Releasing the memory key will
display a STORE COMPLETE (Figure 16-
104). This can be repeated for each of the three
memory keys. To retrieve the selected options

16 AVIONICS
FILE SERVER UNIT (FSU)
JEPPESEN
E-CHARTS (CD) - 14 DAYS
COLLINS
E-MAPS (DOWNLOAD) - 28 DAYS
GEO-POLITICAL (DOWNLOAD) - AS REQUIRED
GRAPHICAL WX DATABASE (DOWNLOAD) - AS REQUIRED
ETHERNET BUS
DATALOADER
FLIGHT MANAGEMENT MAINTENANCE DIAGNOSTIC

COMPUTER (FMC) COMPUTER (MDC)
COLLINS HAWKER BEECHCRAFT

FMS NAV DATABASE (DOWNLOAD) - MFD CHECKLIST (DOWNLOAD) -
28 DAYS AS REQUIRED
SIMULTANEOUS
FMC 1 FMC 2
INDIVIDUALLY
DATABASE UNIT (DBU) - Not Applicable with DBU-5000

diskettes
Figure 16-102. IFIS Dataload Block Diagram

16 AVIONICS
press and release the desired memory key and MENU ADV knob on the CCP. After the cur-
the MFD will change to the stored settings. sor is at the desired position, another press of
F
the line select key will change the value as will
rotating the DATA knob on the CCP.
MENU ESC STAT MEM 1 CHART
Collins
MENU DATA
ADV MEM 2
P US H
ELEC
ITT
ITT
1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0
750
FF 430
516 830 122 PRESS
PRESS 80
T
S
26 734 0
MEM 3 ZOOM OIL 120
OIL
Collins 62.2
0.0 N1I
N 106.0
98.5 46 TEMP C 112
49 TEMP°C
o
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4
0 110.0
2000
Figure 16-103. CCP
FMS
FMS1
DTK 275 S 191 21
ICT
TTG --:--
ABOVE
17.5NM 15
24
PPOS PPOS
STORE
< GEO-POL 50 MAP SRC <
COMPLETE 10 ON OFF FMS1
<
25 FMS2
< <
KBEC
ICT
< AIRSPACE
ON OFF
< AIRWAYS
HI LO OFF TAS 0 SAT 25 oC ISA +13 oC
BRT
DIM
Figure 16-104. MFD Store Complete

Figure 16-105. Geo-Politcal Overlay
Enhanced Maps (E-MAPS)
The airspace option will overlay certain air-
The IFIS system contains Collins provided space boundaries. The airspace boundaries in-
data with certain enhanced map features. clude Class A and B airspace along with CTA
These include geographic / political bound- and TMA/TCA airspace. Airport related
aries, airspace and airways (high and low). boundaries are shown with a solid magenta
outline. Additionally, restricted and prohibited
The geographic / political option (GEO - airspace is shown with a dashed magenta out-
POL) will overlay state and country bound- line. The vertical limits and identifying marks
aries on the MFD display. The location of in- of the airport or restricted/prohibited areas are
ternational boundaries on the overlay must not shown on the MFD. They must be used as
not be used as an accurate representation of information only and not to navigate or stay
true boundary position. The GEO-POL over- clear of these areas. The overlay is accessed
lay should only be used for information. This with the MENU button on the CCP with the
overlay is accessed by pressing the MENU PPOS map or PLAN map displayed on the
button on the CCP when a PPOS map or MFD. As discussed earlier, moving and ma-
PLAN map is in view on the MFD. Moving the nipulating the cursor to the Airspace option
cursor to the GEO-POL option will allow will allow turning the overlay ON or OFF.
turning the overlay ON or OFF (Figure 16- (Figure 16-106).
105) The cursor can be moved by pressing the
adjacent line select key or by rotating the

16 AVIONICS
Collins Collins
ITT
ITT
1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0
FF 430750 ITT
ITT
1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0
FF 430750
516
26
830
734 122 PRESS
PRESS 80 516
26
830
734 122 PRESS
PRESS 80
0 OIL 120 0 OIL 120
OIL OIL
62.2
0.0 N1I
N 106.0
98.5 49 TEMP
46 TEMP°C
o
C 112
73 62.2
0.0 N1I
N 106.0
98.5 49 TEMP
46 TEMP°C
o
C 112
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4
0 110.0
2000 3.4
0 110.0
2000
V140
V3
V53
2
V7
V73-2
4
56
V190
7
4
V7
V35
V190 V25
V7
6
7
V7
V53
V516 V19
2
0-2
FMS1 FMS1 56
DTK 275 S 191 21 DTK 275 S 191 21 V1
90
ICT ICT
2
V77-53
TTG --:-- TTG --:--
ABOVE ABOVE
17.5NM 15 17.5NM 15
24
24
4
V 35
V73
V7
2
PPOS PPOS PPOS PPOS
V77-53
4-7
< GEO-POL 50 MAP SRC < <
< GEO-POL 50 MAP SRC < <
ON OFF FMS1 ON OFF FMS1
V77
25 54 25
FMS2 V3 FMS2
V35
0 V12
2
V77-53
KBEC KBEC
V1 V12
3
V12 2 V12
ICT ICT
< AIRSPACE < AIRSPACE V10-23 V350
V73
V502
4 V77
32
ON OFF ON OFF
V5
V73
V280
V77 V280 V234
< AIRWAYS < AIRWAYS V280
HI LO OFF TAS 0 SAT 25 oC ISA +13 oC HI LO OFF TAS 0 SAT 25 oC ISA +13 oC
BRT BRT
DIM DIM
Figure 16-106. Airspace Overlay Figure 16-107. Airways Overlay
The airway feature will superimpose all the se- STATUS PAGES
lected airways on top of the current MFD map
to help orient their positions. Only the airway The File Server Unit (FSU) contains status
is labeled and not the intersections. Once the pages that indicate settings and configurations
airway is loaded in the FMS the intersection for the IFIS system. Pressing the STAT key on
names will appear for that airway only. This the CCP will display the last viewed page (Fig-
overlay is accessed by pressing the MENU ure 16-108). The DATABASE EFFECTIV-
button on the CCP when a PPOS map or ITY page indicates the current dates of each
PLAN map is in view on the MFD (Figure 16- installed item. If a database is out of date the
107). As discussed earlier, moving and manip- affected line will be yellow. The CCP MENU
ulating the cursor to the Airway option will ADV and PUSH SELECT knobs are used to
allow selection of HI / LO / OFF. move the cursor and display more information
for the selected database in the lower box.
The overlay selections are the same for the
PLAN map with the exception of a Graphical Pressing the CCP MENU key will display the
Weather (GWX) option. The GWX overlay status menu options (Figure 16-109). Using the
will be discussed later. CCP MENU ADV and PUSH SELECT
knobs allows for the selection of another sta-
tus page. One example, is the optional Elec-
tronic Chart subscription page (Figure 16-110).
On this page the pilot can enter a Jeppesen
provided Access Code and be able to instantly
retrieve more charts. This capability can be
used when a one-time flight is planned outside
the current chart coverage. It is important to
note that electronic chart coverage is a sepa-

16 AVIONICS
Collins
rate subscription than the FMS database and
may not cover the same regions.
ITT
ITT
1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0
FF 430750
516
26
830
734 122 PRESS
PRESS 80
0 OIL 120
Collins 62.2 N1I 106.0 OIL
49 TEMP
0.0 N 98.5 46 TEMP°C
o
C 112
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4
0 110.0
2000
CHART SUBSCRIPTION
ITT
ITT
1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0
750
FF 430 SUBSCRIPTION NUMBER VNX12ABCD5AB3A1C
516
26
830
734 122 PRESS
PRESS 80
0 OIL 120
OIL
62.2
0.0 N1I
N 106.0
98.5 46 TEMP C 112
49 TEMP°C
o
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4 110.0 REGIONS ENABLED
0 2000
LATIN AMERICA
DATABASE EFFECTIVITY
SOUTH AMERICA
USA - 48 STATES
DATABASE BEGIN END STATUS
EUROPE
FMS 1 NAV 11 MAY 06 07 JUN 06 NOT CURRENT
CHARTS 16 JUN 06 05 JUL 06 CURRENT
AIRSPACE 08 JUN 06 05 JUL 06 CURRENT
AIRWAYS 08 JUN 06 05 JUL 06 CURRENT
GEOGRAPHIC 25 JUL 05 30 SEP 06 CURRENT
POLITICAL 25 JUL 05 30 SEP 06 CURRENT
GRAPHICAL WX 01 MAY 06 N/A CURRENT
< < <
CHARTS ADD REGIONS

DATABASE ACCESS CODES ----------
NAME: RCPL0612 ----------
----------
COVERAGE ----------
< REGIONS: LATIN AMERICA < <
---------- TFC <
SOUTH AMERICA ----------
USA - 48 STATES ----------
EUROPE
TERR
RDR <
BRT
TFC < DIM
DATE 27 JUN 06
Figure 16-110. Chart Subscription
BRT
DIM (STAT Key)
Figure 16-108. Database Effectivity Other STAT pages are the Flight Control Sys-
(STAT Key) tem (FCS) Diagnostics, Maintenance Main
Menu, and File Server Configuration. These
Collins pages mainly contain maintenance related in-
formation and are not necessary to be ac-
ITT 1050
0 PROP 1740
1980 ITT 130 FFFF 430750
cessed by the pilot.
ITT
516 PROP ITT
830 0
26 734 122 PRESS
0
PRESS 80
OIL 120
OIL
62.2
0.0 N1I
N 106.0
98.5 49 TEMP
46 TEMP°C
o
C 112
73
TORQ
TORQ
3.4
0
FIRE TORQ
TORQ
110.0
2000
FIRE
AFX
To return to an MFD map display press the
DATABASE EFFECTIVITY STAT key again or one of the line select keys
DATABASE BEGIN END
FMS 1 NAV 11 MAY 06 07 JUN 06 NOT CURRENT
STATUS
on the MFD bezel.
CHARTS 16 JUN 06 05 JUL 06 CURRENT
AIRSPACE 08 JUN 06 05 JUL 06 STAT MENU
CURRENT
AIRWAYS 08 JUN 06 05 JUL 06 CURRENT
GRAPHICAL WX 01 MAY
05 30 SEP
GEOGRAPHIC 25 JULDATABASE
POLITICAL 25 JUL 05CHART
30 SEP
FCS06
06
N/A
06
DIAGNOSTICS
CURRENT
EFFECTIVITY
CURRENT
SUBSCRIPTION
CURRENT
ELECTRONIC CHARTS
MAINTENANCE MAIN MENU
FILE SERVER CONFIGURATION (E-CHARTS) [Optional]
CHARTS
DATABASE The IFIS system can optionally contain Jeppe-

NAME: RCPL0612
COVERAGE
sen created instrument charts. These charts are
< REGIONS: LATIN AMERICA
SOUTH AMERICA
< <
loaded to the FSU through the dataloader dis-

USA - 48 STATES
EUROPE
TERR cussed earlier. It is important to note that the
RDR <
chart coverage chosen is a different subscrip-
TFC < tion than the FMS coverage. The charts will
DATE 27 JUN 06
come from Jeppesen while the FMS database
BRT
will come from Collins. See the dataloader sec-
DIM
tion for more database information.
Figure 16-109. STAT Menu Once a flight plan is entered in the FMS, the
E-Chart feature will automatically be linked

16 AVIONICS
to the airports in the Origin, Destination, and can be changed from this page. All other air-
Alternate airport fields. To retrieve the desired port identifiers are retrieved from the FMS
charts, press the CHART key on the CCP (Fig- flight plan. Procedures loaded in the FMS will
ure 16-111). The MFD stores the last viewed automatically link to this menu and the short-
image and will display that chart every time cut field will update with the new procedure
the CHART key is pressed until manually and will show in magenta. There are airports
changed with the MFD chart menu . There are where multiple charts exist for one runway
two items to note for this process. Even if the (e.g., ILS Rwy 01 and Converging ILS Rwy
FMS procedure has changed, pressing the 01). For these airports the shortcut field will
CHART key will display the last viewed chart be a white “SELECT CHART” and the pilot
not the new procedure’s chart. The pilot must must press the PUSH SELECT key and
change the chart manually to agree with the choose the appropriate chart. It is important
procedure in the FMS. Secondly, if the avion- to note that the FMS will only contain one ap-
ics have just been turned on, no chart will approach type for each runway. Even though the
pear (the MFD does not have a chart stored in Converging ILS Rwy 01 may be chosen for
memory yet) and the pilot will have to choose chart display, that procedure will not be in the
the desired chart. FMS database. Charts that have been manu-
ally selected will show in cyan. To exit out of
Collins the menu press the CCP ESC key.
ITT 1050 PROP 1740 130 FFFF 750

Collins
ITT
516 0 PROP 1980 ITT
ITT
830 0122 PRESS 430
26 734 80
0 PRESS 120
OIL
62.2
0.0 N1I
N 106.0
98.5 49
OIL
46 TEMP oC 112
TEMP°C 11732
TORQ
TTORQ
ORQ FIRE TTORQ
ORQ
TORQ FIRE
AFX
3.4
0 1110.0
10.0
2000 1050
ITT PROP 1740
0 PROP 1980 ITT 130 FF 750
FF 430
ITT
516 ITT
830 0
KBJC 21-1 ILS R
RWY
WY 29R 26 734 122 PRESS
0
PRESS 80
OIL 120
OIL
62.2
0.0 NN1
I 106.0
98.5 49 TEMP
46 o
C 112
TEMP°C 73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4
0 110.0
2000
KEGE 11-1 AIRPORT
CHART MAIN INDEX
FMS1
ORIGIN - KEGE
AIRPORT [AIRPORT]
DEPARTURE [GYPSUM 3 DEP]
ARRIVAL --
APPROACH []
ANY CHART []
CHART NOTAMS --
DESTINATION - KBJC
ARRIVAL [RAMMS 5, TOMSN 4 ARRS]
APPROACH [ILS RWY 29R]
< < AIRPORT [AIRPORT, AIRPORT INFO, TAKEOFF MNMS]
DEPARTURE []
ANY CHART []
CHART NOTAMS --
ALTERNATE - KDEN
< <
ANY CHART []
ANY CHART []
TFC <
TFC CHART NOTAMS ALL
OTHER AIRPORT - KHUT
ANY CHART [GPS RWY 4]
ANY CHART []
CHART NOTAMS ALL TFC <
CHART DIMMING DAY NIGHT
BRT
BRT
DIMM
DIM
Figure 16-111. MFD Chart Display BRT

DIM
Choosing the desired chart is accomplished by Figure 16-112. MFD Chart Menu
first pressing the CHART key and then the
MENU key on the CCP (Figure 16-112). The The cursor is moved with the CCP MENU
CHART Main index is divided into the fol- ADV knob. Once the cursor is over the de-
lowing areas; Origin; Destination; Alternate; sired entry two actions are possible with the
Other airport. Only the OTHER AIRPORT PUSH SELECT feature on the CCP DATA

16 AVIONICS
knob. A single press will choose the indicated Collins
chart for display on the MFD (e.g., the ILS

Rwy 29R in the previous figure). Secondly, ITT
ITT
516
1050 PROP 1740
0 PROP 1980 ITT
ITT
830
130 FF
0
122 PRESS
750
FF 430
PRESS 80
26 734 0 OIL 120
pressing and holding the PUSH SELECT fea- TORQ
TORQ FIRE
62.2
0.0 NN1
I 106.0
98.5
TORQ
TORQ FIRE
AFX
46
OIL
49 TEMP o
C 112
TEMP°C 73
ture will bring up a selection menu allowing 3.4

0
KEGE 11-1 AIRPORT
110.0
2000
the choice of every chart in that category. (e.g.,

all airport diagram charts, or all departure pro-
cedure charts, or all instrument approach
charts, etc.) (Figure 16-113).
Collins
ITT 1050 PROP 1740 ITT 130 FF 750

516 830 122 PRESS 80 < <
OIL
62.2 N1 106.0 49 TEMP°C 112
TORQ TORQ FIRE
3.4 110.0
KBJC 21-1 AIRPORT
APPR OACH - KBJC
ALL PRECISION APPR OACHES TFC <
21-1 ILS R WY 29R
ALL NON-PRECISION APPR OACHES

23-1 VOR DME R WY 29L/R
28-1 GPS R WY 29R
28-2 GPS R WY 29L BRT
29-1 VOR DME RNAV R WY 29R DIM
Figure 16-114. MFD Chart Zoom Box
< <
If the chart is geo-referenced, the aircraft po-
sition and orientation will be displayed using a
magenta aircraft icon. (Figure 16-115). This in-
TFF <
dicates that the latitude / longitude positions
on the chart agree with the GPS coordinate
BRT
system, known as WGS-84. When the aircraft
DIM
icon does not appear, two possible symbols
will appear at the upper right corner of the
Figure 16-113. MFD Chart Approach Index chart. A magenta crossed-out aircraft symbol
indicates the chart is not geo-referenced. A
After the chart is displayed, it is moved as yellow crossed-out aircraft symbol indicates
needed using the CCP joystick to display areas the chart is geo-referenced but GPS1 present
that may be off the screen. An orientation but- position daa is not available.
ton on the CCP will turn the chart clockwise
90 degrees. Pressing the orientation key again Chart NOTAMS are also available from the
will return the chart to its original state. Addi- Chart Main Index when applicable. Caution
tionally, there are two levels of zoom using the should be exercised since these NOTAMS
CCP ZOOM key. The first press will zoom into were loaded at the last database update which
the area bounded by the green box (Figure 16- may have been 14 days earlier. This informa-
114). Another press of the ZOOM key will re- tion does not receive updates from an active
turn the chart to the original size. To return to datalink.
the MFD map imagery, press the CHART key
again or press one of the line select keys on the To enter the OTHER AIRPORT information,
MFD bezel. the cursor must be moved to that airport and
then press PUSH SELECT. This allows for
manual entry of the identifier by turning the

16 AVIONICS
CCP DATA knob and advancing the cursor to clockwise will display the Airport diagram.
the next letter with the MENU ADV knob. This is useful after landing where a single click
After the identifier is entered, pressing PUSH clockwise from the approach chart will display
SELECT will enter the airport and allow the the airport diagram and help with taxiway ori-
use of ANY CHART fields to retrieve the de- entation.
sired charts. This feature can be used to view
airport or airport chart information when it is Collins
not part of the FMS flight plan or when the

link between FMS and FSU has failed. ITT
ITT
1050 PROP 1740
0 PROP 1980 ITT
ITT 130 FF
0
750
FF 430
516
26
830
734 122 PRESS
PRESS 80
0 OIL 120
OIL
62.2
0.0 NN1
I 106.0
98.5 49 TEMP
46 o
C 112
TEMP°C 73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4
0 110.0
2000
KEGE 11-1 AIRPORT
CHART MAIN INDEX
FMS1
ORIGIN - KEGE
AIRPORT [AIRPORT]
DEPARTURE [GYPSUM 3 DEP]
ARRIVAL --
Collins APPROACH []
ANY CHART []
CHART NOTAMS --
ITT 1050 PROP 17
1740
40 ITT 130 FF 750
FF 430
DESTINATION - KBJC
ITT 0 PROP 1980 ITT 0
516
26
830
734 122 PRESS
PRESS 80 ARRIVAL [RAMMS 5, TOMSN 4 ARRS]
0 OIL 120
OIL
62.2
0.0 NN1
I 106.0
98.5 49 TEMP
46 C 11
TEMP°C
o 112
732 APPROACH [ILS RWY 29R]
TORQ
TORQ
TORQ FIRE TORQ
TORQ
TORQ FIRE
AFX
3.4
0 1110.0
10.0
2000 AIRPORT [AIRPORT, AIRPORT INFO, TAKEOFF MNMS]
KEGE 11-1 AIRPOR
AIRPORTT DEPARTURE []
ANY CHART []
CHART NOTAMS --
ALTERNATE - KDEN
< <
ANY CHART []
ANY CHART []
CHART NOTAMS ALL
OTHER AIRPORT - KHUT
ANY CHART [GPS RWY 4]
ANY CHART []
CHART NOTAMS ALL TFC <
CHART DIMMING DAY NIGHT
< <
BRT
DIM
TFC <
BRT
DIM
Figure 16-116. MFD Chart Menu
Figure 16-115. MFD Chart Geo-Reference Graphical Weather (GWX)

Symbols [Optional]
At the bottom of the Chart Main Index is a There are two weather providers that will
two level Chart Dimming control. Setting the allow for the display of select weather maps.
DAY option will display charts in a standard These two providers are not compatible and
white background color. Setting the NIGHT the aircraft will be configured for only one ver-
option will change the white background to a sion. The XM weather provider uses a satellite
cyan hue reducing the intensity of the MFD downlink system and is available only for
image during dark conditions. weather images within the US 48 Contiguous
States. The Universal weather provider uses a
After a chart is displayed it can be changed COMM3 VHF datalink and is available for
using the procedures described earlier or using weather images for many parts of the world.
the DATA knob shortcut. By rotating the
DATA knob clockwise or counterclockwise all As with all satellite or radio-based weather,
the charts linked for the current airport can be the data provided should be used only with
viewed without having to navigate to the reference to onboard radar and appropriate
Chart Main Index. For instance, if the ILS Rwy preflight planning. All downloaded informa-
29R for KBJC is in view from Figure 16-116 tion is a view of past weather conditions and is
one click counterclockwise will display the not instantaneous. Some information may be
RAMMS 5, TOMSN 4 ARR chart or one click

16 AVIONICS
more than 15 minutes old and unusable for ap- Collins
propriate weather avoidance.

ITT
ITT
1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0
FF 430750
516
26
830
734 122 PRESS
PRESS 80
0 OIL 120
OIL
62.2 N1I 106.0 49 TEMP C 112
XM WEATHER (GWX-3000) TORQ
TORQ
3.4
0
FIRE
0.0 N 98.5
TORQ
TORQ
110.0
2000
FIRE
AFX
46 TEMP°C
o
73
The XM weather provider is labeled as the

GWX-3000 system for the Collins IFIS. XM
weather uses a satellite antenna collocated
within the GPS antenna housing on top of the
aircraft. The antenna is then connected to the
XMWR-1000 unit located in the empennage STORE
avionics shelf. The XMWR-1000 receives the COMPLETE
PLAN PLAN
XM provided weather data and images on a < GEO-POL 50 MAP SRC <
continuous basis and sends the information to
<
ON OFF FMS1
FMS2
the File Server Unit (FSU) for potential dis-

play on the MFD. Refer to the IFIS-5000 Op- < AIRSPACE GWX <
erator’s Guide for more detailed information. ON OFF ON OFF
< AIRWAYS
HI LO0 OFF
GS TAS 0 SAT 15 oC ISA +13 oC
Once images are available they are displayed BRT

DIM
in two MFD formats. For NEXRAD radar,

weather returns can be displayed on a dedi- Figure 16-117. MFD PLAN Map Weather
cated weather format or overlayed with the Overlay
PLAN Map format. All other images can be
displayed only on the dedicated weather for- Collins
mat. To overlay NEXRAD on the PLAN Map
format, first choose the PLAN Map format,
ITT 1050 PROP 1740 ITT 130 FFFF 430750
then press MENU on the CCP (Figure 16-117). ITT
516
26
0 PROP 1980 ITT
830
734
0
122 PRESS
0
PRESS 80
OIL 120
OIL
62.2 106.0
The lower right option allows for graphical TORQ
TORQ
3.4
0
FIRE
0.0 N1I
N 98.5
TORQ
TORQ
110.0
2000
FIRE
AFX
49 TEMP
46 TEMP°C
o
C 112
73
weather (GWX) to be turned ON or OFF. This

overlay depicts the FMS course along with
NEXRAD returns to help anticipate radar re-
turns along the route of flight. The age of
NEXRAD information is displayed at the
upper right portion of the PLAN map and
should update every time a new NEXRAD
download is received. Changing the range is
accomplished with the DCP range knob. LOWER FORMAT >
Changing the position of the map is accom- FORMAT

PPOS
plished using the MFD ADV key on the CDU PLAN

GWX
to advance the map to each FMS waypoint.
The dedicated weather format is chosen from GS 0 TAS 0 SAT 15 oC ISA +13 oC
the FORMAT line select key on the MFD by BRT

DIM
choosing the GWX selection (Figure 16-118

). This format is used for NEXRAD and all Figure 16-118. MFD Dedicated Graphical
other XM weather images and information. Weather Format (XM
The CCP is used to control all the overlays and Weather)
position of this format.

16 AVIONICS
Pressing the CCP MENU key will display the indicating that for the first 18 minutes of flight
XM graphical weather menu (Figure 16-119). the NEXRAD cannot be animated on the dis-
The MENU ADV, DATA and PUSH SE- play. Once the animation is possible the
LECT knobs on the CCP are used to choose AVAILABLE message will appear on the
the applicable options. The TAF/METAR re- menu.
ports are textual only and are chosen by press-
ing the PUSH SELECT knob (Figure 16-120). Collins
Rotating the DATA knob will cycle through

multiple pages, if they exist, as indicated by ITT
ITT
1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0
FF 430750
516 830 122 PRESS
PRESS 80
“Page 1 of 2” in the figure. The Origin, Desti- 26
62.2
0.0 N1I
N 106.0
98.5
734 0 OIL 120
OIL
49 TEMP
46 TEMP°C
o
C 112
73
nation, and Alternate airports are automati- TORQ
TORQ
3.4
0
FIRE TORQ
TORQ
110.0
2000
FIRE
AFX
cally retrieved from the FMS flight plan. The

Other airport can be manually inserted as de-
scribed earlier in the Chart Main Index. To exit
out of the textual pages press the CCP ESC
key. GRAPHICAL WEATHER
OTHER - KICT
PAGE 1 OF 2
Collins METAR
METAR KICT O71456Z COR 15O1OKT 1OSM FEWO5O OVC25O
26/18 A3OO5 RMK AO2 SLP163 TO256O178 51O1O
METAR KICT O71356Z 13OO8KT 1OSM FEWO41 OVC25O 24/18
A3OO4 RMK AO2 SLP16O TO244O183 >
ITT
ITT
1050
0 PROP
PROP 1740
1980 ITT
ITT 130 FF
0
FF 430750 METAR KICT O71256Z 13OO7KT 1OSM FEW25O 22/18 A3OO3
516
26
830
734 122 PRESS
PRESS 80 RMK AOK SLP156 TO222O178
0 OIL 120
OIL
62.2
0.0 N1I
N 106.0
98.5 49 TEMP
46 TEMP°C
o
C 112
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4
0 110.0
2000
TFC >
BRT
DIM
GRAPHICAL WEATHER
TAF/METAR REPORTS
ORIGIN KBEC
DESTINATION KDAB
ALTERNATE KICT
Figure 16-120. MFD Metar Display
OTHER [ KHUT ]
NATIONAL MET REPORTS
SIGMET
AIRMET
The available Overlays have ON or OFF se-
ANIMATED NEXRAD - AVAILABLE
lections that are controlled with the CCP. The
OVERLAYS
NEXRAD
ECHO TOPS
OFF ON
OFF ON
METAR overlay will change the airport sym-
METAR OFF ON
AIRPORT IDENTS OFF ON
bols to visually indicate weather conditions.
TFC <
SIGMETS OFF ON
A/C FLIGHT INFO OFF ON The SIGMET overlay will indicate areas of
GS
OVERLAY LEGENDS
0 TAS 0 SAT 15 oC ISA +13 oC

SIGMET coverage with different colored
BRT
DIM
boxes corresponding with the coordinates af-
fected. The A/C FLIGHT INFO will display
or remove the aircraft icon to help orient pres-
Figure 16-119. MFD XM Weather Menu ent position with displayed weather. The FMS
course line is not viewable on the dedicated
The NATIONAL METerological REPORTS weather page.
are also text only and are chosen with the
PUSH SELECT knob. The last item, OVERLAY LEGENDS, defines
what the colors and symbols represent on the
The Animated NEXRAD selection is avail- dedicated weather page (Figure 16-121). Ad-
able only after the XM system has down- ditionally, the ECHO TOPS overlay will in-
loaded at least three NEXRAD images. These clude textual descriptions of storm intensity
are delivered approximately every 6 minutes that are defined on the LEGENDS page.

16 AVIONICS
Collins age, the time below the label will turn yellow
with a yellow box. The pilot cannot request a
ITT
ITT
516
1050
0 PROP
PROP 1740
1980 ITT
ITT
830
130 FF
0
FF 430
122 PRESS
PRESS 80
750 specific update since XM weather is designed
26 734 0 OIL 120
TORQ FIRE
62.2
0.0 N1I
N 106.0
98.5
TORQ FIRE
AFX
46
OIL
49 TEMP
TEMP°C
o
C 112
73
to continuously receive weather information.
TORQ TORQ
3.4
0 110.0
2000 Caution should be exercised when referencing
the affected overlay for weather information.
If an overlay is selected OFF then the label
and time stamp are removed.
GRAPHICAL WEATHER
OVERLAY LEGENDS
METAR SIGMET
NO DATA VOLCANIC ASH
VFR CONVECTIVE
MARGINAL VFR TURBULENCE
IFR ICING
LOW IFR DUST STORMS
OTHER
ECHO TOPS NEXRAD

HAIL PROBABLE HAIL RAIN PRECIP
MESO
TVS
MESOCYCLONIC
TORNADIC
MIXED PRECIP
SNOW PRECIP Figure 16-122. MFD Graphical Weather
35O
HAIL
TFC < Time Stamps
2O
RADIO ID OQ8N5OCU
0 0 SAT 15 oC ISA +13 oC
GS TAS
BRT
UNIVERSAL WEATHER
(GWX-5000)
DIM
Figure 16-121. Overlay Legends The Universal weather provider is labeled as

the GWX-5000 system for the Collins IFIS.
Finally, the RADIO ID field is the XM sub- Universal weather uses an additional VHF
scription number. This is needed when the XM COM3 radio and an additional VHF antenna.
feature needs to be turned ON initially or re- The antenna is located under the empennage
instated after it fails to communicate with the of the aircraft and is attached to a Collins
satellite system. Communications Management Unit (CMU-
4000) in the aft avionics shelf. The CMU han-
Each press of the CCP ESC key will remove dles all outbound and inbound COM3 VHF
one submenu at a time until all menus are re- transmissions that are requested from the pilot
moved and the dedicated graphical weather through an additional CDU page. The COM3
page is in view. system is not connected to the audio panels or
audio controls in the cockpit. Optionally, the
The graphical weather page can be moved CMU unit is capable of datalink communica-
using the CCP joystick to the full extent of the tions (e.g., ACARS or AFIS) using an HF,
US borders and is not limited by aircraft posi- SATCOM and/or VHF radio.
tion or FMS waypoints. Additionally, each
press of the CCP ZOOM key will provide The Universal weather provider is a request
three levels of zoom. Each level of zoom is in- only system. Each weather image or weather
dicated above the weather map (Figure 16- data is first requested by the pilot through the
122). The zoom levels are indicated with these CDU datalink page. If the aircraft is within
labels: x1=Entire CONUS; x4 = ¼ of CONUS; radio coverage of an appropriate ground-
x16 = 1/16 of CONUS. based station, the image or information is sent
via VHF communication to the CMU unit. A
Time entries are also displayed above the CDU and MFD message will appear when the
weather map. The current UTC time is used to image is available for view.
provide a reference for the age of each chosen
overlay. Once an affected overlay exceeds a set To access the CDU graphical weather page,
press IDX MCDU MENU. On this page, a

16 AVIONICS
Datalink (DL) option is available that will message will remain active until all new im-
show the Graphical Weather request page ages are viewed.
(Figure 16-123). The images shown only con-
tain the graphical weather selection, but each Once images are available they are displayed
page may contain other optional items such as in two MFD formats. For U.S. NEXRAD
textual weather, digital ATIS, received ATC radar, weather returns can be displayed on a
messages, etc. Selecting the REQ field for dedicated weather format or overlayed with
GRAPHICAL WX, will display the available the PLAN Map format. All other images can
weather products (Figure 16-124). Navigating be displayed only on the dedicated weather
between the two available pages allows selec- format. To overlay NEXRAD on the PLAN
tion of the desired weather image. Pressing the Map format, first choose the PLAN Map for-
left side keys will select the main image and mat and then press MENU on the CCP (Fig-
turn it green. Pressing the right side keys will ure 16-125) The lower right option allows for
display a new page where the desired Region, graphical weather (GWX) to be turned ON or
Altitude, or Forecast time options can be set OFF. This overlay depicts the FMS course
for the selected image. Once the selections are along with NEXRAD returns to help antici-
complete pressing the SEND line select key pate radar returns along the route of flight. The
will initiate the CMU communication with an age of NEXRAD information is displayed at
available VHF datalink station. The RE- the upper right portion of the PLAN map and
QUEST STATUS option can be used to iden- should update every time a new NEXRAD
tify which images are still downloading and download is requested. Changing the range is
which images have been received. If the CDU accomplished with the DCP range knob.
is used for other functions while the informa- Changing the position of the map is accom-
tion is downloading a “GWX RCVD” message plished using the MFD ADV key on the CDU
will appear on the CDU message line. This to advance the map to each FMS waypoint.
MCDU MENU DL DATALINK DL WEATHER

<FMS 1 GPS POS>
<DL
<WEATHER
RCVD
<REQ GRAPHICAL WX
<RETURN
MSG EXEC MSG EXEC MSG EXEC
DEP MFD MFD MFD DEP MFD MFD MFD DEP MFD MFD MFD
DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT
CLR CLR CLR

IDX 1 2 3 A B C D E F G DEL IDX 1 2 3 A B C D E F G DEL IDX 1 2 3 A B C D E F G DEL
DIM
DIM
DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP /
Figure 16-123. MCDU Datalink Pages (Universal Weather)

16 AVIONICS
DL REQ GWX 2/2 DL REQ GWX 1/2

N AMERICA NE US
WINDS/TEMPS REGION> NEXRAD REGION>
FL340
/
ICING ALTITUDE> TOPS/MOVE
42HR
TURBULENCE FORECAST> WX DEPICTION
RCVD RCVD
<REQUEST STATUS SEND* <REQUEST STATUS SEND*
<RETURN <RETURN
MSG EXEC MSG EXEC
DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
ARR MENU ADV DATA ARR MENU ADV DATA
CLR CLR
DIM
DIM
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
/ +/ - V W X Y Z
0 SP / / +/ - V W X Y Z
0 SP /
Figure 16-124. Datalink Weather Selections (Universal Weather)
Collins The dedicated weather format is chosen from

the FORMAT line select key on the MFD by
ITT
ITT
516
1050
0 PROP
PROP 1740
1980 ITT
ITT
830
130 FF
0
FF 430
122 PRESS
PRESS 80
750 choosing the GWX selection (Figure 16-126).
26 734 0 OIL 120
TORQ
TORQ FIRE
62.2
0.0 N1I
N 106.0
98.5
TORQ
TORQ FIRE
AFX
46
OIL
49 TEMP
TEMP°C
o
C 112
73
This format is used for NEXRAD and all
3.4
0 110.0
2000 other Universal weather images. The image
that appears will be the last viewed weather
image. To change the selection, press the CCP
MENU key to display the Universal weather
menu page (Figure 16-127). The menu is or-
ganized with the most recently received image
at the top. Older items may be on the next
STORE
COMPLETE page with up to 50 total stored images. Once
PLAN PLAN
an image is past a selected effective time the
< GEO-POL 50 <
ON OFF
MAP SRC
FMS1
<
entry will turn yellow to better indicate its age.

FMS2
Use the CCP MENU ADV and PUSH SE-

<
< AIRSPACE
ON OFF
GWX
ON OFF LECT knobs to move the cursor and select the
< AIRWAYS desired weather image from the menu. The
HI LO0 OFF
GS TAS 0 SAT 15 oC ISA +13 oC
BRT
displayed image and corresponding time of ef-
DIM
fectiveness will appear on the MFD. The image
is static and cannot be zoomed in or moved
Figure 16-125. MFD_Plan Map Weather around. If weather from an adjacent area is de-
Overlay sired the appropriate image needs to be re-
quested from the CDU and then viewed when
received.

16 AVIONICS
Collins
COMMUNICATION/
ITT
ITT
516
26
1050
0 PROP
PROP 1740
1980 ITT
ITT
830
734
130 FF
0
FF 430
122 PRESS
0
PRESS 80
750
OIL 120
NAVIGATION SYSTEMS
OIL
62.2
0.0 N1I
N 106.0
98.5 49 TEMP
46 TEMP°C
o
C 112
73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.4
0 110.0
2000 The Pro Line 21 avionics system uses either
the Control Display Unit (CDU), or the Radio
Tuning Unit (RTU) to tune the communica-
tion and navigation radios and the transpon-
der. The CDU and RTU provide redundant
control of all devices. Reversionary control is
provided should one unit fail.
< UPPER FORMAT

FORMAT
LOWER FORMAT > RADIO SENSOR SYSTEM
PPOS
PLAN
GWX The Radio Sensor System provides the control,
TFC >
displays, and sensors for VHF voice communi-
NEW GWX
cation, HF voice communication (if installed),
UK
GS 0
WINDS/TEMPS
TAS 0
VAL 30JUL/1200Z ISSUED 30JUL/1000Z
SAT 15 oC ISA +13 oC VOR/ILS/DME, ADF, transponder tuning,
BRT
DIM
and TCAS II (if installed). The system consists
of the Radio Tuning Unit (RTU-4220) located
Figure 16-126. MFD Dedicated Graphical in the center instrument panel, and the Con-
Weather Format(Universal trol Display Unit (CDU) which is located in
Weather) the pedestal. The RTU is considered to be the
primary method of tuning, with the CDU func-
Collins
tioning as the secondary method of tuning. The
tuning capabilities of the CDU are accessed by
1050 1740
using the TUNE page as described earlier. If
ITT 0 PROP 1980 ITT 130 FFFF 430750
ITT
516
26
PROP ITT
830
734
0
122 PRESS
0
PRESS 80
OIL 120
OIL
Dual CDUs are installed, only the left CDU
62.2 N1I 106.0 49 TEMP
TEMP°CC 112
TORQ
TORQ
3.4
0
FIRE
0.0 N 98.5
TORQ
TORQ
110.0
2000
FIRE
AFX
46 o
73
(CDU 1) has radio tuning capabilities.
A RTU/CDU TUNE switch is located on the

reversionary panel (Figure-128). When this
switch is in the NORM position, radios may be
GRAPHICAL WEATHER 2/3
tuned using either the RTU or the CDU.
IMAGES VALID NEXT AVAIL Should the RTU become inoperable, tuning
<-- PREVIOUS IMAGES <--
N-PAC WINDS/TEMPS FL15O 3OHR 31OCT 2OOOZ O1NOV O1OOZ
USA TURBULENCE FL15O 12Z 31OCT 12OOZ 31OCT 23OOZ
the #1 radios (COM1, NAV1, ADF1, etc) will
NW-US NEXRAD
SW-US NEXRAD
3OOCT 15O6Z 3OOCT 1512Z
3OOCT 1454Z 3OOCT 15OOZ not be possible. If the CDU should become in-
NW-US TOPS/MOVE 3OOCT 143OZ 3OOCT 144OZ
< USA ICING FL15O 3O HR 29OCT O95OZ 29OCT 12OOZ
W-PAC WINDS/TEMPS FL15O 3OHR 28OCT 2OOOZ 29OCT O1OOZ
< operable, tuning the #2 radios (COM2, NAV2,
W-PAC TURBULENCE FL15O 12Z 28OCT 12OOZ 28OCT 23OOZ
NE-US NEXRAD 27OCT 15O6Z 27OCT 1512Z ADF2, etc.) will not be possible. Moving the
SE-US NEXRAD 27OCT 1454Z 27OCT 15OOZ
NE-US TOPS/MOVE
NE-US ICING FL15O 3OHR
27OCT 143OZ 27OCT 144OZ
26OCT O95OZ 26OCT 12OOZ
RTU / CDU TUNE switch to the operating
S-PAC WINDS/TEMPS FL15O 3OHR 25OCT 2OOOZ 26OCT O1OOZ
NC-US NEXRAD 24OCT 15O6Z 24OCT 1512Z TFC < unit (CDU or RTU) will return full tuning ca-
SC-US NEXRAD 24OCT 1454Z 24OCT 15OOZ
NC-US TOPS/MOVE
NC-US ICING FL15O 3OHR
24OCT 143OZ 24OCT 144OZ
23OCT O95OZ 23OCT 12OOZ
pability. If the RTU is the only unit still oper-
--> MORE IMAGES -->
GS 0 TAS 0 SAT 15 oC ISA +13 oC ating, selecting RTU will allow that unit to
BRT
DIM
tune both the #1 and #2 radios. If the CDU is
the only unit still operating, selecting CDU
Figure 16-127. Universal Weather Menu will allow that unit to tune both the #1 and #2
radios.

16 AVIONICS
mounted on the lower fuselage (Figure 16-

130).
VHF Navigation System

One NAV-4000 and one NAV-4500 navigation
receivers (NAV 1 and NAV 2) provide VOR
and Localizer navigation capabilities in the
frequency range of 108.00 through 117.95 MHz
in 25 kHz increments. The NAV-4000 also con-
tains the ADF receiver. As an option, the air-
craft may be equipped with two NAV-4000
Figure 16-128. RTU / CDU TUNE switch units for a dual – ADF installation.
If radio tuning capability is lost from both the The NAV 1 and NAV 2 antennas are located
RTU and the CDU, the EMER TUNE an- on either side of the vertical stabilizer.
nunciator-switch, located on the reversionary
panel, may be pushed to tune the No. 1 COM The CDU has the capability of automatically
to the emergency frequency 121.5 MHz (Fig- tuning the VHF NAV receivers in order to im-
ure 16-29). Activation of the switch is indicated prove the calculation of airplane position by
by the illumination of the annunciator, 121.5, the FMS. This feature has no effect on current
located on the switch. procedural navigation aids and will choose
only those VORs or ILSs that provide the best
signal reception and position information. This
auto tune function is selected from the navi-
gation portion of the CDU TUNE page. The
auto tune function is automatically cancelled if
any of the following occur.
• DME HOLD is selected

• A NAV receiver is manually tuned using
either the RTU or the CDU
• The FMS is deselected as a NAV source
• A NAV receiver fails
Figure 16-129. Emergency Frequency
Button If a malfunction occurs when the auto tune
function is active, it may be manually disabled
VHF Communications System using the RMT TUNE switch located on the
reversionary panel (Figure 16-131). Moving
Two VHF-4000 communication transceivers this switch from the NORMAL position to the
(COM 1 and COM 2) provide two-way com- DISABLE position will disable the auto tun-
munications in the frequency range of 118.000 ing function of the CDU. This includes the
through 136.975 MHz in 25 or 8.33 kHz incre- auto tune feature discussed here and localizer
ments. These units are located in the forward auto tuning after loading an approach. In
avionics compartment (See Appendix A). other words, having the RMT TUNE switch
selected to DISABLE requires the pilot to
The COM 1 antenna is mounted on the top of tune the NAV radios manually for all subse-
the fuselage while the COM 2 antenna is quent operations.

16 AVIONICS
TCAS II (OPT) / COMM 1 ANT
TRANSPONDER (OPT) SATELLITE
SKYWATCH PHONE ELT ANTENNA
ANTENNA (RIGHT SIDE OF FIN)
GPS
ANTENNA LH, RH
NAV ANTENNA
GLIDESLOPE DME NO. 1 ANT COMM 3

ANTENNA (OPT)
TRANSPONDER ANTENNAS
ADF
RADIO ALTIMETER ANTENNA
MKR ANTENNA
TCAS II ANT (OPT) COMM 2 ANT
DME NO. 2 ANT
Figure 16-130. Antennas
The ADF antenna is mounted on the lower

fuselage. A second ADF receiver is optional.
Distance Measuring Equipment

(DME)
The DME-4000 receiver determines slant-
range distance, groundspeed, and time-to-sta-
tion for the navaid tuned on the respective
Nav receiver. A single DME-4000 is standard
but it contains three channels. Channel 1 is the
DME for NAV 1, Channel 2 is the DME for
Figure 16-131. RMT Tune Switch
NAV 2 and Channel 3 is a “blind” channel that
the FMS can use to tune any frequency it
Automatic Direction Finder chooses. Should the optional second DME-
(ADF) 4000 be installed, Channel 1 for each unit will
be the DME for NAV 1 and NAV 2. Channels
The automatic direction finder (ADF) allows 2 and 3 for each DME-4000 will be “blind”
navigation using non-directional beacons channels that the FMS can use to tune any fre-
(NDBs). As mentioned in the VHF Navigation quency it selects.
section, the ADF is part of the NAV-4000 unit
and does not have a separate line replaceable DME information is shown on the PFD (Fig-
unit (LRU). Magnetic bearing to NDB sta- ure 16-132) when the ground-based navigation
tions is displayed on the PFD and MFD with source is selected for display. If only FMS is se-
selectable bearing pointers. ADF receivers are lected, then DME will not be displayed in the
tuned using the CDU tune page or the RTU. active NAV location. In that case, a bearing

16 AVIONICS
1
pointer will have to be displayed to1 get wheels. The Mode S does provide an “on-
ground-based DME. The DME receivers are ground” or “in-air” message for other TCAS
tuned using the CDU tune page or RTU. Each operators and ground based ATC radar, but
DME receiver can also be automatically tuned this does not control the actual mode of the
by the FMS as described in the VHF Naviga- transponder. Additionally,
1 Elementary or En-
tion section. The DME antenna is mounted on hanced surveillance transponders are available
1
the lower fuselage. 1
as options including Flight ID which can be
entered with the RTU or CDU (Figure 16-
Localizer DME 135). The antenna is located on the lower fuse-
TERM lage. In the optional TCAS II installations,
LOC1 109.75 VOR Bearing Dual TDR-94D Diversity Mode S transpon-
CRS 235 Pointer DME FMS1 ders are installed indicating that they have an
IESJ DTK 251
0. 8NM (6935) antenna on the top and bottom for each
0. 8NM transponder.
S
S
<
<
VOR1 113.80
15
VOR Bearing 24
< PRESET w
15
VOR1 Pointer DME - < PRESET CRS 251

Not Received VOR1 21
20. 8 H
30
V 4.1NM
SXW V 4.1NM
SXW
S
V ----NM
3
< ET
<
SXW
COM1 121.800 A 4336 1 < ET 125.250
C
COM1 121.800 A 4336 1 122.875 125.250 121.700
//
DME With FMS RECALL RECALL
DME Without FMS 134.250
/ 123.875
NAV1 MK-HI NAV2
113.80/ICT
/ 110.30
/ /
Figure 16-132. PFD DME Displays DME1
HOLD 116.80
/
DME2
HOLD
ATC1
3144
A DME hold function allows retention of the ADF
412.5
currently tuned DME frequency after chang- [ [
ing the active frequency on the respective Collins BRT
VHF Nav radio (Figure 16-133). This can be IDENT
COM 1
selected by the DME HOLD button on the 126 . 700 118 . 200
RTU or the DME HOLD option in the CDU. 25 SEL
DME--H
NAV 1
113 . 80 MK-HI 110 . 20
ATC Transponder ATC 2
116.80H
ADF 1/2
4176 3 3 2 .0
Dual TDR-94 Mode S transponders provide ANT
BFO
ATC secondary radar returns. The transpon-
der code selection is done through either the
CDU tune page or the RTU. To activate the
transponder the ATC switch must be moved
to either 1 or 2 as desired (Figure 16-134). This Figure 16-133. DME Hold Selection and
switch must be moved prior to departure since Images
this operation is not controlled by weight on

16 AVIONICS
AUDIO SYSTEM
The all-digital audio system manages the com-
munication and navigation systems. An audio
control panel, adjacent to each pilot’s PFD, en-
ables individual audio control (Figure 16-136).
A press-to-transmit (PTT) button on the out-

board horn of each control wheel facilitates
communication transmissions. A microphone
jack on each sidewall allows connection of
headset microphones. Two speakers in the
Figure 16-134. ATC Transponder Switch cockpit ceiling repeat audio heard through the
headphones (Figure 16-137). The speaker vol-
ume for audible warnings cannot be muted.
Collins BRT Additionally, each pilot’s oxygen mask con-
COM 1
IDENT tains a microphone.
126 . 700 118 . 200
25 SEL
NAV 1 DME--H Passenger Address System
113 . 80 MK-HI 110 . 20
116.80H
ATC 2 ADF 1/2
The passenger address (PA) system facilitates
4176 ID 3 3 2 .0 amplified broadcasts to the cabin for passen-
ALT OFF
N218KA
ger announcements, and seat belt and no
smoking chimes. The XMIT knob on the re-
spective audio panel controls PA broadcasts
from the crew.
ATC CONTROL
Audio Control Panels
ATC1 ALT REPORT
5211 RPLY ON/OFF The audio control panels contain the follow-
///
ALT 14000FT ing controls:
IDENT ADC1 TEST
FLIGHT ID
N218KA
XMIT
Selects the transmitter to be use and its asso-
ciated audio if the AUTO COMM switch is on.
[ [
MSG EXEC 1 – Selects COM 1 transceiver
DIR FPLN LEGS DEP
ARR PERF MFD
MENU
MFD
ADV
MFD
DATA PREV NEXT 2 – Selects COM 2 transceiver
IDX 1 2 3 A B C D E F G CLR
DEL
PA – Selects the PA system
TUN 4 5 6 H I J K L M N BRT TEL – Selects the optional AirCell Phone
DIM
7 8 9 O P Q R S T U HF – Selects the optional HF transceiver

/ +/ - V W X Y Z
0 SP /
Audio Control Knobs
Figure 16-135. Flight ID Selection The audio control knobs control the volume
of the associated radio. Pushing the knob in
turns the audio off and pulling it out turns it
on. These controls are independent of AUTO

16 AVIONICS
DOOR UNLOCKED

PR S
T
E
F/W VALVE F/W VALVE
CLOSED CLOSED
MASTER MASTER
WARNING O RE
SS TTO
RESS
PPRESS R ESET
RESET
PRESS
PRES
PR ESS TO
WARNING
O RE
R ESET
RESET TO RESET
RESET
RE SS TTO
RESS
PPRESS
PPRESS
RES
E S TO
TO RESET
R SET
RE
FD VS DOWN FLC NAV

NAV HDG APPR ALT
ALT YD AP FD
CRS1 SPEED HDG ALT

ALT YD/AP DISC CRS2
VNAV
VNA
AV 1/2 BANK EL
CPL
CAN
SH
IA
H
IR EC S/ SY C IR EC
MAC
PU
D
N
T
UP Collins
Collins Collins
Collins
G/S TERR
INHIB
IB INHIB
B Collins
A
ACTIVE A
ACTIVE RADIO CALL
STEEP FLAP
N350KA
HDG PTCH APPR
PR OVRD
D
TRIM
TR IM AP
AP
XMIT FMS ALTS
ALTS 8215 ACTIVE
AC ACTIVE
A CTIVE A XMIT
XMIT
PA 16000 ITT
516
1050 PROP 1740 ITT
830
130 FF 750 AHS2 PA
2 170 122 PRESS 80 ATT V
ATT 2
80 OIL ADC2 N ALT
A LT
1 4 IAS 1
VOL 20 8 000 62.2 N1 106.0 112
49 TEMP°C 112 V
2 TORQ
TORQ TORQ
057CRS
60 3.4 110.0
110.0 80
FD ATT
AT T VOL
10 BARO BARO
900
40 10 10
T S 7820 1 IAS ALT
A LT VS S T
KASE 0.6NM 78 20
STD STD
800
00 40 XAHS
XA HS
MIC ((8215)) 1.4NM -:-- : CLIMB 9 0
000 G
GPWS
MIC
MIC
(8700) 2.6NM -:-- : (8215) 8215A XADC
XA DC
V2 107 10 700 KCOS 169NM -:-- : -:--/ 1.4NM
10
7500 ENG1
EN G1 GND PROX
VR 103 2
0KTS 0MIN ENG2
EN G2
NORM
V1 100 0 4
30
0 33
3 N NORM
AC
ACC–.03
GS
1 NAV
NAV 2 PA 29.92IN DC
DCPP TCAS F AIL
FAIL PA 1 NAV
NAV 2
329 M HDG
TERM HDG
HDG
29.88I N
3
30 N FMS 3 9
329
FMS MENU
ADV
DATA
DATA
HDG 329 Collins B
BRT
MENU
ADV
DATA
DATA LOC1 N
HDG 329 33
PUSH ((8215) 30 N PUSH 3
1 DME 2 (8215) 138
38 TTG --:-- COM1
IDENT 1 DME 2
0.8NM ELEC
1.4NM
ELEC
S
S
30
T
082
82
2 11
11 8 . 8 5 123.80
W
NAV/BRG
NA
AV/BRG DME-H NA
NAV/BRG
AV/BRG
6
25
25 NAV1
NAV1
5
W
FORMA
AT
FORMAT FORMAT
FORMAT <
3
AUTO
AUTO AUTO
AUTO
w
1 ADF 2 11
1 13.00 108.50 1 ADF 2
<
COMM 50 COMM
12.5
1122.5 RADAR GLENO
G LENO
E LINDZ
ONDZ ATC
ATC 1 ADF 1/2 RADAR
DBL
E
TERR /16000A
0 0A
000A 11
051 1 350.0 TE RR
TERR
PRESET
24
RDR 12.5 ((INTC)
(IN
NTC) < PRESET
VOR1 RD
RDRR
MKR TERRAIN (8700)
87
AS ))
((8215)
82
KASE
K ASE J
JNETT TERR FMS MKR
12
SPKR GCS /82
/8215A RDR GCS SPKR
21
V 13.6NM F
DBL
15
TTA ONLYY
A ONL
S
J206
F F TFC
AUDIO AUDIO
AUDIO
INPH ALTN
ALTN TA
TA ONLY
ONLY ALTN
ALTN IINPH
NPH
TERR VOICE
B VOICE
TIL
TILT
LT RANGE
J10-1 TILT
TILT RANGE
O COM1 1118.85
18.85 ATC1
AT
TC1 051
05111 UTC 20:03 R
RAT
ATCC UTC R
RAT
AT
A o
C COM2 O
T US USH T
IDENT H H IDENT
H
P
P
AUTO
AUTO A
AUTO
UTO IDENT
NORM
BRT
TILT GS 0 TAS
TAS 0 SSAT
BRT
NORM
DIM DIM
BRT
Collins
DIM Collins
PROP EMER GND

SYNC DG ATC
ARM
AVIONICS
AV
VIONICS ENG
EXT MASTER AUTO
AUT O ON – + STBY PFD MFD 1 2 1 2 CDU RTU 121.5
21.5 – + O
ONN + 5k
15k
PWR POWER
PO
OWER
W IGN +
35k 10
DISABLE NORM
3456
OFF +
STALL PSI
WARN TEST WARN

WARN WARN TEST 0 20
2))
BATT BUS GEN ENGINE
ENGI NE ANTI-ICE
/,*+76
/,*+76
VACUUM
VACUUM
A PNEUMATIC
PNEUMATIC
ENVIRONMENTAL
ON LANDI
LANDING
NG TTAXI
AXI ICE N
NAV
AV RECOG BEACON STROBE L DC GEN L GEN TIE OPEN HYD FLUID LOW RVS NOT READY R GEN TIE OPEN R DC GEN PRESSURE
OF MERCUR
MERCURY
Y
MAN COOL
MAN OFF LDG GEAR
EMER OFF AUTO
AUTO HEAT
HEAT INCR
INCR WARN TEST
WARN
BAT
WINDOW CABIN
CABIN ALT
ALT WARN
WARN
SILENCE
ON ACTUATORS
TORS
2))
AIL
1250
STANDBY
NORMAL AUTO
HEAT
MODE
2))
OFF NOSE
E AUTO
AUTO IINCR
NCR IINCR
NCR 50 80 500
1000
1500
COCKPITT
ENVIR
ENVIR 0 ÛÛ)
) 100
FLIGHT 0 2000
MAIN LOCK HD LT
LT OFF CABIN
CABIN DIFF
DIFF OFF
ALVES
VA USE NO
PSI

AUTOFEATHER
$872
ENGINE
ENGINE START
GND IDLE SURFACE
ENVIR
ENVIR DET CABIN AIR LY PRESSURE
SUPPL
SUPPLY
MADE IN USA
GEAR SENSOR OFF
DEICE SINGLE
SINGLE WARN
WARN PITOT
PITOT
2))
OFF OFF UP OFF

LOW PNEU & ENVIR
ENVIR OFF
2 20 2 4 AL
T 0
100
0F
T
1 40
STARTER
ST ONLY
5 EXT
OFF RELAY
RELAY TEST TAKEOFF
TAKEOFF
.5 THDS FT PER MIN
35 1 AUTO
AUTO INCR
INCR INCR
INCR
PARKING
CABIN
CABIN
OFF APPROACH
0 6 7 2
30 6 3
60 .5 5 4 10
1 25
80
4 15
2 20
DOWN
Figure 16-136. Audio Panels
Speakers (one on each side)
Push to Talk Button
Hand Mic and Headset Connection
Figure 16-137. Audio System Components

16 AVIONICS
COMM operation. Rotating the knob adjusts MIC
the volume.
OXY – Selects the microphone in the associ-
COMM ated oxygen mask as the active microphone.
Automatically turns ON the on-side cockpit
1 – Controls the COM 1 audio volume overhead speaker.
2 – Controls the COM 2 audio volume
NORM – Selects the headset or hand micro-
phone as the active microphone
NAV
1 – Controls the NAV 1 audio volume AUTO COMM
2 – Controls the NAV 2 audio volume
Controls operation of the auto comm system.
DME On – Allows audio from the selected trans-
1 – Controls the DME 1 audio volume mitter on the XMIT knob to automatically be
received without having to pull ON the re-
2 – Controls the DME 2 audio volume spective control knob .
ADF Off – Inhibits auto comm control and requires
the desired control knob to be pulled ON to
1 – Controls the ADF 1 audio volume receive the audio.
2 – Controls the ADF 2 audio volume (this
knob exists only if the optional 2nd ADF
is installed) SPKR
Controls the on-side cockpit overhead
HF speaker.
Controls HF radio audio volume
VOICE/BOTH/IDENT
MKR Controls the NAV audio filter.
Controls the marker beacon audio volume VOICE – Removes morse code identification
and allows only voice communications on the
TEL NAV audios.
Controls the AirCell telephone volume BOTH – Voice communications and Morse
code identification are both heard on the NAV
audios.
INPH
Controls interphone communications. The IDENT – Only Morse code identifications are
knob on the pilot’s audio panel can be pulled audible on the NAV audios.
out and pushed in to turn on and off the inter-
phone system and then rotated to control the AUDIO
pilot’s side interphone volume. The copilot’s
INPH knob is a volume control only. Controls reversionary operation of the on-side
audio control panel.

16 AVIONICS
NORM – Places the on-side audio control to the CDU is that all green frequencies are
panel in normal mode. the active frequencies and all white frequen-
cies are the standby or unused frequencies
ALTN – Places the on-side audio control (Figure 16-139).
panel in reversionary operation. This bypasses
the on-side audio amplifier and utilizes the
pre-set amplifier associated with each COM RTU Tuning
and the PA. The pilot can transmit and receive There are three methods of RTU radio tuning:
on COMM 1 using a hand mic or boom mic, direct tuning, recall tuning, and tuning from
and cockpit speaker or headphones. The vol- the preset pages.
ume of radio receptions is not controllable.
Transmissions may be made on COMM 2 and
the PA, but COMM 2 receptions are not pos- Direct Tuning
sible. The radios are directly tuned by changing the
active frequency. This is accomplished when
Control Wheel (PTT) Switches the white cursor (hollow white box) is over the
green active frequency.
Each control wheel has the following PTT
switches and functions (Figure 16-138):
Recall Tuning
MIC Button – Controls COM radio and PA Recall tuning is accomplished by tuning a fre-
transmissions. quency in the recall position (white color fre-
quencies) and then swapping the active and
IDENT – Controls the transponder identifica- recall frequencies by pressing the recall line se-
tion function. lect key.
RADIO TUNING UNIT (RTU)

As with the CDU, the radio tuning unit (RTU)
can be used for all radio tuning. Also similar
Figure 16-138. Control Wheel (PTT) Switches

16 AVIONICS
DOOR UNLOCKED

PR S
T
E
F/W VALVE F/W VALVE
CLOSED CLOSED
MASTER MASTER
WARNING PRESS
PPR OR
RESS TTO ESET
RESET
PRESS
PRES
PR ESS TO
WARNING
O RE
R ESET
RESET TO RESET
RESET
RESS TTO
RE
PPRESS
PPRESS
RES
E S TO
TO RESET
R SET
RE
FD VS DOWN FLC NAV

NAV HDG APPR ALT
ALT YD AP FD
CRS1 SPEED HDG ALT

ALT YD/AP DISC CRS2
VNAV
VNA
AV 1/2 BANK EL
CPL
CAN
SH
IA
H
IR EC S/ SY C IR EC
MAC
PU
D
N
T
UP Collins
Collins Collins
Collins
G/S TERR
IB
INHIB INHIB
IB Collins
A
ACTIVE A
ACTIVE RADIO CALL
STEEP FLAP
N350KA
HDG PTCH APPR
APPPR OVRD
OVR
RD
TR IM
TRIM AP
AP
XMIT FMS ALTS
ALTS 8215 ACTIVE
A CTIVE ACTIVE
A CTIVE A XMIT
XMIT
PA 16000 ITT
516
1050 PROP 1740 ITT
830
130 FF 750 AHS2 PA
2 17
ATT 2
80 OIL ADC2 N ALT
A LT
1 4 IAS 1
VOL 20 8 000 62.2 N1 106.0
06.0 49 TEMP°C 11
1122 V
2 TTORQ
ORQ TORQ
057CRS
60 3.4 110.0
110.0 80
FD ATT
AT T VOL
10 BARO BARO
900
40 10 10
T S 7820 1 IAS ALT
A LT VS S T
KASE 0.6NM 78 20
STD STD
800
00 40 XAHS
XA HS
MIC (8215) 1.4NM -:-- : CLIMB 9 0
000 G
GPWS
MIC
MIC
(8700) 2.6NM -:-- : (8215) 8215A XADC
XA DC
V2 107 10 700 KCOS 169NM -:-- : -:--/ 1.4NM
10
7500 ENG1
EN G1 GND PROX
VR 103 2
0KTS 0MIN ENG2
EN G2
NORM
V1 100 0 4
30
0 33
3 N NORM
AC
ACC–.03
ACC
C .–– RA LOC G
GS
1 NAV
NAV 2 PA 29.92IN DC
DCPP TCAS F AIL
FAIL PA 1 NAV
NAV 2
329 M HDG
TERM HDG
HDG
29.88I N
330 N FMS 329
FMS MENU
ADV
DATA
DATA
HDG 329 Collins B
BRT
MENU
ADV
DATA
DATA LOC1 N
HDG 329 33
PUSH ((8215) 30 N PUSH 3
1 DME 2 (8215) 138
38 TTG --:--
COM1
IDENT 1 DME 2
0.8NM ELEC
1.4NM
ELEC
S
S
30
T
082
82
2 11
1 1 8 .8 5 123.80
W
NAV/BRG
NA
AV
V/BRG DME-H NA
NAV/BRG
AV
V/BRG
6
25
25 NAV1
NAV1
5
W
FORMAT
FORMA
AT FORMAT
FORMAT <
3
AUTO
AUTO AUTO
AUTO
w
1 ADF 2 1
1113.00 108.50 1 ADF 2
<
COMM 50 COMM
12.5
12.55 RADAR GLENO
G LENO
E LINDZ
ONDZ ATC
ATC 1 ADF 1/2 RADAR
DBL
E
TERR /16000A
0 0A
000 0 5 11
11 350.0 TE RR
TERR
PRESET
24
RDR 12.5 ( NTC)
(INTC)C) < PRESET
VOR1 RD
RDRR
MKR TERRAIN (8700)
87
AS 5))
((8215)
82
KASE J
JNETT TERR FMS MKR
12
SPKR GCS /82
/8215A RDR GCS SPKR
V 13.6NM F
21
DBL
15
TTA ONLYY
A ONL
S
J206
F F TFC
AUDIO AUDIO
AUDIO
INPH ALTN
A LTN TTA
A ONL
ONLYY ALTN
ALTN IINPH
NPH
TERR VOICE
B VOICE
TIL
TILT
LT RANGE
J10-1 TILT
TILT RANGE
O COM1 1118.85
18.85 ATC1
ATTC1 051
05111 UTC 20:03 R
RAT
AT 1 °C COM2 121.90 COM1 ATC
ATC UTC RA
RAT
AT o
C COM2 O
T US USH T
IDENT H H IDENT
H
P
P
AUTO
AUTO A
AUTO
UTO IDENT
NORM
BRT
TILT GS 0 TA
TASS 0 SSAT
BRT
NORM
DIM DIM
BRT
Collins
DIM Collins
PROP EMER GND

SYNC DG ATC
DISPLA
AY AHRS ADC TUNE NORM SLEW FREE
ARM
AVIONICS
AVIONICS ENG
EXT MASTER AUTO
AUTO ON – + STBY PFD MFD 1 2 1 2 CDU RTU 121.5
21.5 – + ON
O + 15k
PWR POW
WER
POWER IGN +
35k 10
DISABLE NORM
3456
OFF +
STALL PSI
WARN WARN
WARN TEST WARN TEST 0 20
2))
BAT
BA
AT BUS GEN ENGINE
ENGINE ANTI-ICE
/,*+76
/,*+76
VACUUM
VACUUM PNEUMATIC
PNEUMATIC
ENVIRONMENTAL
ON LANDI
LANDING
NG TTAXI
AXI ICE N
NAV
OF MERCUR
MERCURY
Y
MAN COOL
MAN OFF LDG GEAR
EMER OFF AUTO
AUTO HEAT
HEAT INCR
INCR WARN
WARN TEST
BAT
WINDOW CABIN
CABI ALTT W
N AL WARN
ARN
SILENCE
ON ACTUATORS
ACTUA
ATORS ICE PROTECTION GEAR
2))
AIL
1250
STANDBY
NORMAL AUTO
FLOO D L PITOT HEAT PROP GND SOL R PITOT HEAT OFF HEATT
HEA
MODE
2))
OFF NOSE
E AUTO
AUTO IINCR
NCR IINCR
NCR 50 80 500
1000
1500
COCKPITT
ENVIR
ENVIR 0 ÛÛ)
) 100
FLIGHT 0 2000
MAIN LOCK HD LT
LT OFF CABIN
CABIN DIFF
DIFF OFF
VAL
VALVES USE NO
PSI
TEST WING DEICE L BK DEICE ON MAN TIES CLOSE R BK DEICE ON TAIL DEICE BLOWER TEMP NORMAL LEFT OPEN RIGHT WARN
IGNITION AND HI
AUTOFEATHER
AUTOFEA
ATTHER PROP TEST PILOT COPILOT
$872
ENGINE
ENGI START
NE ST ART ENG FIRE TEST OXYGEN
GND IDLE SURFA
ACE
SURFACE L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
ENVIR
SUPPLY
LY PRESSURE
MADE IN USA
STOP BRAKE DEICE STALL
GEAR SENSOR OFF
DEICE SINGLE
SINGLE WARN
WARN PITOT
PITOT
2))
OFF OFF UP OFF

LOW PNEU & ENVIR
ENVIR OFF
2 20 2 4 AL
T 0
100
0F
T
1 40
STARTER
STARTER ONLY
ONLY TEST FLAPS CABIN CLIMB
5 EXT
OFF RELAY
RELAY TEST TAKEOFF
TAKEOFF
.5 THDS FT PER MIN
35 1 AUTO
AUTO INCR
INCR INCR
INCR
PARKING
CABIN
CABIN
OFF APPROACH
0 6 7 2
30 6 3
60 .5 5 4 10
1 25
80
4 15
2 20
DOWN
Figure 16-139. Radio Tuning Unit (RTU)
Preset Tuning Line Select Keys

Preset tuning (i.e. stored frequencies) is en- The line select keys (LSK) are used to place
abled when the TUNE MODE on the COM the cursor, navigate to a subpage, and make se-
PRESET PAGE is set to PRESET. The tuning lections. Pressing the line select keys once
knobs are then used to select the desired pre- places the cursor (a hollow white box) around
set memory number instead of tuning a fre- the frequency at that location. Pressing the
quency (Figure 16-140). LSK next to active frequencies twice navigates
to the appropriate menu display page. Press-
ing the LSK next to standby frequencies twice
BRT
Collins
swaps the active and recall frequencies.
IDENT
COM 1
126 . 700 118 . 200
3
NAV 1
2 25 SEL
DME--H
COM Operation
113 . 80 MK-HI 110 . 20 The COM section of the RTU top-level page
4 116.80H 1
ATC 2 ADF 1/2 provides tuning functions for the COM radio.
4176 ID 3 3 2 .0 Other COM control functions are handled on
ALT OFF
the dedicated COM main page and COM pre-
set page.
The active and recall frequency can be tuned

from either the COM section of the top-level
Figure 16-140. RTU in Preset Tuning Mode page or the COM main display page. The
COM squelch, 8.33 and 25 kHz tuning, COM
self-test and COM preset page access are con-
trolled from the COM main display page
(Figure 16-141).

16 AVIONICS
Collins BRT beacon sensitivity, NAV self-test and NAV pre-

IDENT
set page access are controlled from the NAV
COM 1
126 . 700 118 . 200
main display page (Figure 16-142).
TX
DME--H
SQUELCH KNOB SEL Collins BRT
ON OFF 8.33 25
1/2 IDENT
PRESET NAV1
PAGE
TEST 113.80
116.80 DMEH
DME--H
MKR SENS
RETURN
LO HI
1/2
PRESET
PAGE TEST
Collins BRT RETURN

IDENT
COM 1
17 126 . 725 118 . 250 18
DME--H
19 118 . 275 121.500 EMER Collins BRT
1/2 IDENT
TUNE MODE PAGE NAV 1
FREQ PRESET 5 1 116.80 109.50 2
ACTIVE DME--H
RETURN 125.500 25 SEL 3 110.50 110.80 4
SQ OFF 1/2
TUNE MODE PAGE
FREQ PRESET 1
ACTIVE
Figure 16-141. RTU COMM Pages RETURN 108.80 MK-HI
AUTO
The COM preset page allows for storing

known frequencies. Once they are entered, the
RTU preset tuning option can be activated Figure 16-142. RTU NAV Pages
and frequencies are chosen simply by select-
ing the memory number rather than tuning the The NAV preset page allows for storing
frequency. In this preset tuning mode however, known frequencies. Once they are entered, the
only the active frequency on the RTU top RTU preset tuning option can be activated
level page can be tuned directly if ATC gives a and frequencies are chosen simply by select-
different frequency to contact. ing the memory number rather than tuning the
frequency. In this preset tuning mode however,
only the active frequency on the RTU top
NAV Operation level page can be tuned directly if a different
The NAV section on the RTU top-level page navigation source is required.
provides tuning functions for the NAV radios.
Other NAV control functions are handled on ADF OPERATION
the NAV main display page and NAV preset
page. The ADF section on the RTU top-level page
provides tuning functions for the ADF radio.
The active and recall frequency can be tuned Other ADF control functions are handled on
from either the NAV section of the top-level the ADF main display page and ADF preset
page or the NAV main display page. Marker page.

16 AVIONICS
The active frequency can be tuned from the Collins BRT
ADF section of the top-level page and both IDENT
ATC1
the active and the recall frequencies can be 1200 ID
tuned from the ADF main display page. The 5322 RPLY
DME--H
ADF or ANT modes, BFO feature, ADF self- ALT
test and ADF preset page access are con- ON OFF
ADC1 3000FT 1/2
trolled from the ADF main display page TEST
(Figure 16-143).
XPNDR FAIL
RETURN
Collins BRT
IDENT
ADF 1
404.0 320.0
DME--H Figure 16-144. RTU ATC Page
MODE BFO
ADF ANT ON OFF
PRESET
TEST
1/2
ATC CONTROL Page
PAGE
The ATC CONTROL page annunciations are
RETURN shown below:
ATC Source Annunciation

Collins BRT
The ATC source annunciation indicates which
IDENT
ADF 1 transponder the CDU and RTU are control-
1 404.0 390.0 2
ling. Only one transponder is active at a time.
DME--H
3 566.0 304.0 4
TUNE MODE PAGE

1/2 Transponder Code Display
FREQ PRESET 1 This display shows the selected transponder
ACTIVE
RETURN 404.0 code.
ANT BFO
IDENT Line Select Key and

Figure 16-143. RTU ADF Pages Annunciation
The IDENT line select key controls the
ATC OPERATION transponder IDENT function. The IDENT an-
nunciation enlarges and changes to cyan dur-
The ATC section on the RTU top-level page ing ident functions (approximately 18
provides the setting functions for the ATC seconds).
code. Other ATC control functions are han-
dled on the ATC main display page.
Altitude Source Annunciator
The active code can be selected from the ATC When Mode-C is enabled, the altitude data
section of the top-level page and both the ac- source (ADC 1 or ADC 2) is shown in cyan
tive and the recall codes can be set from the below the altitude readout.
ATC main display page. The Mode-C opera-
tion and self-test initiation are also controlled
on the ATC main page display (Figure 16-144).

16 AVIONICS
Mode-C Control Collins BRT
IDENT
The ALT line select key controls altitude re- HF
2.0000 5.0000
porting. ALT is shown in larger cyan when al- SQ3 UV AM
DME--H
titude reporting is selected. When selected off,
only mode A replies are transmitted.
ADF 1/2
410.0 1330.5
Reporting Altitude Display
RETURN
The Mode-C pressure altitude readout is
shown in green when altitude reporting is se-
lected.
Collins BRT
Flight ID Display HF
IDENT
2.0000 5.0000
SQ2 AM AM
The Flight ID, if option is installed, is displayed POWER
DME--H
and adjusted on the RTU top-level page and LO MED HI
SIMPLEX
DUPLEX
the ATC Control page. 1/2
PRESET
TEST
PAGE
TEST Function RETURN
The TEST line select key initiates the

transponder self-test. The TEST annunciator
enlarges in cyan while the test is active (ap-
Collins BRT
proximately 10 seconds).
IDENT
HF
R 10.0000
4 T 10.0000 15.0000 5
XPDR FAIL Annunciator AM UV DME--H
6 20.0000 SIMPLEX
XPDR FAIL appears in yellow to the right of DUPLEX
AM
1/2
the ATC legend when a transponder fails. TUNE MODE PAGE
FREQ PRESET 2
EMER MAR
ACTIVE
HF Operation (OPTIONAL) RETURN 10.0000
SQ1 AM
The Rockwell Collins HF-9000 is an option
that can be installed in the aircraft. This cre-
ates a second page in the RTU. Pressing the Figure 16-145. RTU HF Pages
“NEXT PAGE” LSK on the top-level page ac-
cesses the optional HF sub-display (Figure 16-
145). This display provides tuning functions for TCAS II OPERATION (OPTIONAL)
the HF radio. Refer to the Aircraft Flight Man-
ual and HF-9000 operators guide for more in- The Rockwell Collins TCAS-4000 TCAS II is
formation. an option that can be installed in the aircraft.

16 AVIONICS
This option will replace the standard ADF fre- CDU TUNING
quency on page 1 and moves it to page 2
(Figure 16-146). This allows for quick selection TUNE PAGE Display
of the desired TCAS mode from the main level
page. Additional control is available on the The TUNE PAGE has the following con-
TCAS main page. See the TCAS section later trols/displays. Similar to the RTU all green fre-
in this chapter for more information. quencies are the active frequencies and all
white frequencies are the standby or unused
frequencies (Figure 16-147). For installations
Collins BRT
that have a second CDU this TUNE feature is
IDENT
COM 1 not active on the right CDU.
126 . 700 118 . 200
25 SEL
NAV 1 DME--H
113 . 80 MK-HI 110 . 20
116.80H
TUNE
ATC 2 TCAS 1/2 COM1 COM2
4176 ID TA ONLY 122.875 121.700
//
ALT OFF RECALL RECALL
134.250
/ 123.875
NEXT PAGE ADF 410.0 NAV1 MK-HI NAV2
113.80/ICT
/ 110.30
/ /
DME1 DME2
HOLD 116.80
/ HOLD
ATC1
3144
Collins BRT ADF
412.5
IDENT [ [
HF
MSG EXEC
2.0000 5.0000
SQ3 UV AM
DEP MFD MFD MFD
DME--H DIR FPLN LEGS
ARR
PERF
MENU ADV DATA
PREV NEXT
CLR
ADF 1/2
410.0 1330.5
DIM
7 8 9 O P Q R S T U
RETURN / +/ - V W X Y Z
0 SP /
Figure 16-147. CDU Tune with TCAS I

Collins BRT
TCAS
IDENT COM Display
TA/ RA STBY ABOVE
TA ONLY COM radio tuning is accomplished by enter-
NORM DME--H
ALT ing the desired frequency in the scratchpad
REL ABS BELOW
and then touching either the first or second
TRAFFIC 1/2
line select keys on either side. The second po-
ON OFF TEST
sition serves as the RECALL or PRESET fre-
quency (i.e. standby frequency) and is the
RETURN
standard method of entry. Pressing the RE-
CALL or PRESET key again will then swap
the frequencies. If a frequency is inserted in
the first line it will immediately be the active
Figure 16-146. RTU TCAS II Pages frequency and the previous one will move to
the second line. For all frequencies, the deci-
mal is assumed and does not need to be in-
serted (e.g., 123.4 can be entered as 1234).

16 AVIONICS
Additionally, the active frequencies are always display allows for turning the squelch ON or
identical between the RTU and CDU. Use OFF and for testing the COM radio.
caution when working with the standby fre-
quencies as they are handled differently be-
tween the CDU and RTU. COM1 CONTROL 1/5
COM1 SQUELCH
122.875 ON/OFF
For IFIS equipped aircraft there is another op- RECALL
tion for tuning. The CDU contains a FRE- 134.250
/ TEST
------ COM PRESETS -----##
QUENCY selection under the IDX (index) 121.750
/ ICT GND 1
page (Figure 16-148). This page contains fre- 118.200
// ICT TWR 2
quencies for those airports entered into the
126.700
// ICT DEP 3
flight plan. Press the line select key next to the
desired frequency and it will enter into the 119.500
// 4
[ [
scratchpad. The pilot can then navigate to the MSG EXEC
TUNe page and the frequency will still be in DEP MFD MFD MFD
the scratchpad for use. ARR MENU ADV DATA
CLR
DIM
FREQUENCY DATA 1/1
SEL APT 7 8 9 O P Q R S T U
KICT/KSLN/KHUT/
ATIS GND / +/ - V W X Y Z
0 SP /
125.150
/ 121.900
//
FSS TWR
<MULTIPLE 118.200
// Figure 16-149. CDU COMM Page
UNICOM DEP
122.950
/ MULTIPLE>
CLNC DEL
125.700
// MULTIPLE>
APP The lower section of this display contains
------------------------ numbered COM PRESETS. This can contain
<INDEX up to 20 preset COM frequencies. Push the
[ [
MSG EXEC NEXT or PREV function keys to select the
DIR FPLN LEGS DEP PERF MFD MFD MFD PREV NEXT
next or previous preset page.
ARR MENU ADV DATA
CLR
IDX 1 2 3 A B C D E F G DEL To create or modify a COM PRESETS fre-
DIM
quency, enter the desired frequency into the
7 8 9 O P Q R S T U scratchpad. Then push the appropriate left line
select key to transfer this frequency to the
/ +/ - V W X Y Z
0 SP /
numbered preset frequency field. If the fre-
quency is valid, it displays in the data field.
Figure 16-148. CDU Frequency Data Once this is done, a label can be applied by
simply typing in the desired name and pressing
The SQ OFF annunciation beside the COM the left line select key again.
legend appears when squelch has been dis-
abled. TX annunciates when the radio is trans- To use these stored frequencies press either
mitting. the left or right line select key from the COM
PRESETS page and it will immediately be-
come the active frequency. Another method is
COM CONTROL Page to simply enter the corresponding memory
The COM 1 or COM2 CONTROL page is se- number (1 thru 20) into the scratchpad and
lected by pushing the respective COM1 or then insert that into a COM tuning line. The
COM2 line select key (the scratch pad must be associated frequency will be entered automat-
empty) (Figure 16-149). The top portion of this ically.

16 AVIONICS
NAV Display The lower section of this display contains the
NAV PRESETS. This section operates exactly
NAV radio tuning is accomplished by insert- like the COM PRESETS discussed earlier.
ing the nav frequency in the scratchpad and
then touching the appropriate NAV1 or NAV2
line select key. Additionally, the nav radio ATC CONTROL Page
identifier can be typed into the scratch pad and The ATC CONTROL page is selected by
selected by touching the NAV line select key. pressing the ATC line select key (the scratch-
The CDU tuning will search the nearest fre- pad must be empty). (Figure 16-151). This
quency associated with that identifier and page allows for transponder code entry, alti-
enter it along with the nav frequency. Addi- tude reporting selection, testing the transpon-
tionally, the active frequencies are always der and optionally entering a Flight ID. With
identical between the RTU and CDU. the altitude reporting turned ON the auto-
matically selected ADC will be displayed
NAV CONTROL Page along with its corrected barometric pressure.
Should an ADC fail the opposite ADC will au-
The NAV1 or NAV2 CONTROL page is se- tomatically be selected. Additionally, the se-
lected by pressing the respective NAV1 or lected code is always identical between the
NAV2 line select key (the scratchpad must be RTU and CDU
empty) (Figure 16-150). The NAV CONTROL
page will then allow for auto or manual tun-
ing, DME hold, testing the radio, and chang- ATC CONTROL
ing marker beacon sensitivity (NAV1 5211
ATC1
RPLY
ALT REPORT
ON/OFF
CONTROL page only). See the VHF Naviga- ///
ALT 14000FT
tion System section discussed earlier for more IDENT ADC1 TEST
information on AUTO vs MANual tuning.
NAV1 CONTROL 1/7

NAV1 NAV TUNING
113.00/DBL
// AUTO/MAN
DME1 [ [
MSG EXEC
HOLD TEST
MKR SENS DEP MFD MFD MFD
LO/HI ARR MENU ADV DATA
------ NAV PRESETS -----## CLR
113.80/ ICT 1 IDX 1 2 3 A B C D E F G DEL
116.70
/ HUT 2
DIM

111.50
/ 3 7 8 9 O P Q R S T U
MSG
[ [
EXEC
/ +/ - V W X Y Z
0 SP /
DEP MFD MFD MFD
ARR MENU ADV DATA Figure 16-151. CDU ATC Page
CLR
DIM
The Flight ID field should contain only the
7 8 9 O P Q R S T U ATC given identifier or the aircraft registra-
/ +/ - V W X Y Z
0 SP /
tion as appropriate.
Figure 16-150. CDU NAV Page To turn the transponder ON or OFF and to se-
lect STBY, a separate switch on the reversion-
ary panel must be moved. See the ATC
Transponder section earlier in this chapter.

16 AVIONICS
ADF CONTROL Page TCAS Display and CONTROL

The ADF control page is selected by pressing Page (only with Optional TCAS II)
the ADF line select key (the scratchpad must The TCAS display and control pages allow for
be empty) (Figure 16-152). From here the manipulation of the Rockwell Collins TCAS-
ADF can be tuned, Beat Frequency Oscillator 4000 TCAS II. When this option is installed,
(BFO) can be turned ON or OFF, the mode the external TCAS buttons on the reversion-
selected, or the ADF can be tested. The BFO ary panel are removed and all control is ac-
selection should only be used for an NDB that complished through the RTU or CDU.
cannot produce a typical Morse code identi-
fier. The ANT mode provides only an audio The TCAS display allows for TCAS mode se-
output and does not create bearing-to-the-sta- lection without having to enter a menu (Fig-
tion signals. The bearing pointer will “park” at ure 16-153). Each press of the TCAS MODE
the 3 o’clock position. Both of these selections line select key will cycle through the available
are abnormal and the CDU will annunciate on modes. The selected mode is then displayed on
the main level TUNe page when chosen. the PFD and MFD on the lower right corner
advisory section (Figure 16-154). This selection
works together with the RTU and either unit
ADF
ADF CONTROL
BFO
1/5 can change the TCAS mode.
404.0
/ / ON/OFF
MODE
ADF/ANT TEST
------ ADF PRESETS -----## TUNE 1/2
390.0
/ / 1 COM1 COM2
122.875 121.700
//
304.0
/ / 2 RECALL RECALL
134.250
/ 123.875
404.0
/ / 3 NAV1 MK-HI NAV2
/
116.30 110.30
/ /

280.0
/ / 4 DME1 DME2
[ [ HOLD 111.70
/ HOLD
MSG EXEC ATC1 TCAS MODE
3144 TA/RA/STBY
DEP MFD MFD MFD ADF REL
ARR MENU ADV DATA
412.5 TCAS>
CLR
IDX 1 2 3 A B C D E F G DEL [ [
MSG EXEC
DIM DEP MFD MFD MFD
ARR MENU ADV DATA
7 8 9 O P Q R S T U CLR
/ +/ - V W X Y Z
0 SP /
DIM
Figure 16-152. CDU ADF Page 7 8 9 O P Q R S T U

/ +/ - V W X Y Z
0 SP /
The lower section of the display contains the
ADF PRESETS display. Just like the COM Figure 16-153. CDU TUNE With TCAS II
and NAV radios this can contain up to 20 pre-
set ADF frequencies. This section operates ex- The TCAS CONROL page is selected by
actly like the COM PRESETS discussed pressing the TCAS line select key (Figure 16-
earlier. 155). This page allows for mode selection, alti-
tude tag selection (relative or absolute),
turning “other” traffic on or off, testing the
TCAS system or doing an extended test and
choosing the altitude volume. See the TCAS
section later in this chapter for more detail.

16 AVIONICS
< <
HF CONTROL
HF1 LV POWER
-10 2.0000
//// <UV LO/MED/HI
AM
TERR
RDR < TEST
SQ 3 VOL 7
TFC <
TA ONLY
MODE
FREQ/EMER/MAR
C ISA +13 oC <PRESETS

[ [
BRT MSG EXEC
DIM DIR FPLN LEGS

DEP
PERF
MFD MFD MFD
PREV NEXT
ARR MENU ADV DATA
CLR
Figure 16-154. MFD TCAS Display
DIM
7 8 9 O P Q R S T U
TCAS CONTROL / +/ - V W X Y Z
0 SP /
MODE ALT TAG
TA/RA/STBY REL/ABS
TEST HF1 PRESETS 1/5

TRAFFIC EXT TEST HF1 LV POWER
ON/OFF ON/OFF 2.0000
//// <UV LO/MED/HI
ALT LIMITS AM ------------**
ABOVE 13.2140/ 1
UV
NORM 2EMER 2
UV
BELOW 0421
/ MAR 3
[ [ UV
MSG EXEC 5.2140
/ 4
LV
DEP MFD MFD MFD <CONTROL
ARR MENU ADV DATA
[ [
CLR
MSG EXEC
DEP MFD MFD MFD

DIM
DIR FPLN LEGS
ARR
PERF
MENU ADV DATA
PREV NEXT
CLR
7 8 9 O P Q R S T U IDX 1 2 3 A B C D E F G DEL
/ +/ - V W X Y Z
0 SP / TUN 4 5 6 H I J K L M N BRT
DIM
7 8 9 O P Q R S T U
Figure 16-155. CDU TCAS II Control
/ +/ - V W X Y Z
0 SP /
HF Display and CONTROL PAGE Figure 16-156. CDU HF Control

When the optional HF system is installed, the
CDU HF display and HF control page allow HF Communication Systems
for selection of frequencies, emission modes,
power output selections and squelch selections One HF communication radio, available as an
(Figure 16-156). Refer to the Aircraft Flight option, provides worldwide communications
Manual and HF-9000 operators guide for capability. The HF radio operates in the HF
more information. band of 2.0000 to 29.9999 MHz in 100-Hz
steps. Operating emission modes include
upper sideband voice (UV), lower sideband
voice (LV), and amplitude modulation equiv-
alent (AM). The AM Emission Mode has a

16 AVIONICS
frequency bandwidth of 15 KHz. Thus, radio Static Discharging

stations with frequencies separated by 15 KHz
or less may be received simultaneously. Both A static electrical charge builds up on the sur-
Simplex and Half-Duplex Tuning Modes are face of an airplane while in flight and causes
available. Refer to the AFM and HF-9000 op- interference in radio and avionics equipment
erators guide for more information. operation. The charge is also dangerous to per-
sons disembarking after landing, as well as to
persons performing maintenance on the air-
Ground Communications Power plane. Static wicks (Figure 16-158) are in-
When the Battery Bus switch is in the normal stalled on the training edges of the flight
position, the ground communications electric surfaces and the wing tips and assist discharg-
bus provides electric power directly from the ing of the static electrical charge.
main aircraft battery when selected by the
pilot. Control of the system consists of a push
on/push off solenoid-held annunciator switch
labeled GND COM and is located on the re-
versionary panel (Figure 16-157). Selection
provides operation of COM 1 through the
RTU utilizing the headsets or the hand mic
and cockpit speakers. No other radios are
available during ground comm operations. An
“ON” annunciation will illuminate when
ground comm has been selected and extin-
guish when deselected.
Figure 16-158. Static Wicks

Figure 16-157. GND COMM Button
Subsequent activation of the main battery

ELECTRONIC STANDBY
switch will result in an automatic disconnect INSTRUMENT SYSTEM
of the ground communications bus from the
com system; however, the normal method for (ESIS)
deactivation of the system is accomplished by
pressing the GND COM switch. This switch The L3 Avionics GH-3100 Electronic Standby
does not have a timer and will remain selected Instrument System (ESIS) provides backup at-
unless turned off, or the battery is turned on, titude, heading, airspeed and altitude infor-
or the Battery Bus switch is turned off. mation in a single display should a failure with
the ProLine 21 system occur (Figure 16-159).

16 AVIONICS
The ESIS can also provide lateral and vertical ered from the aircraft electrical system. A 30-
deviation information from NAV 1, with some minute backup battery is provided to power
limitations as discussed later in this section. the ESIS should the aircraft electrical input
fail.
The TEST position tests the charge of the

backup battery located in the avionics nose
section. A green light adjacent to the switch il-
luminates if a sufficient charge is indicated.
The ON position powers the ESIS from either

the aircraft electrical system or the ESIS bat-
tery. An amber light adjacent to the switch il-
luminates if only the ESIS battery is powering
the unit. The ESIS battery will not provide
backup power to NAV 1 if it has lost power
from the aircraft electrical system. Loss of air-
craft electrical, will prevent its display on the
ESIS.
Figure 16-159. ESIS Display
Adjustment Knob
The ESIS has the following controls: The Adjustment knob on the bezel of the ESIS
is used to set the barometric pressure setting
ESIS Switch or make selections within a menu. Pushing the
knob selects standard pressure or selects the
The ESIS switch on the pilot’s left subpanel highlighted item on the menu when the menu
controls power to the unit (Figure 16-160). is displayed.
During normal operations, the ESIS is pow-
DOOR UNLOCKED

PR S

T
F/W VALVE F/W VALVE
CLOSED CLOSED
MASTER MASTER
WARNING PRESS
PPR OR
RESS TTO ESET
RESET
PRESS
PRES
PR ESS TO
WARNING
O RE
R ESET
RESET TO RESET
RESET
RESS TTO
RE
PPRESS
PPRESS
RES
E S TO
TO RESET
R SET
RE
FD VS DOWN FLC NAV

NAV
A HDG APPR ALT
ALT YD AP FD
CRS1 SPEED HDG ALT

ALT YD/AP DISC CRS2
VNAV
VNA
AV 1/2 BANK EL
CPL
CAN
SH
IA
IR EC S/ SY C IR EC
MAC
PU
D
N
T
UP Collins
Collins Collins
Collins
G/S
S TERR
TE
INHIB
I INHIB
IB Collins
A
ACTIVE A
ACTIVE RADIO CALL
STEEP FLAP
N350KA
HDG PTCH APPR
PR RD
OVRD
TR IM
TRIM AP
AP
XMIT FMS ALTS
ALTS 8215 ACTIVE
A CTIVE ACTIVE
A CTIVE A XMIT
XMIT
2 PA
16000 ITT
516
1050 PROP 1740 ITT
830
130 FF 750 AHS2 PA
17
ATT 2
80 OIL ADC2 N ALT
A LT
1 4 IAS 1
VOL 20 8 000 62.2 N1 106.0 49 TEMP°C 11
1122 V
2 TTORQ
ORQ TORQ
057CRS
60 3.4 110.0
110.0 80
FD ATT
AT T VOL
10 BARO BARO
900
40 10 10
T S 7820 1 IAS ALT
A LT VS S T
KASE 0.6NM 78 20
STD STD
800
00 40 XAHS
XA HS
MIC ((8215)) 1.4NM -:-- : CLIMB 9 0
000 GPWS
MIC
MIC
(8700) 2.6NM -:-- : (8215) 8215A XADC
XA DC
V2 107 10 700 KCOS 169NM -:-- : -:--/ 1.4NM
10
7500 ENG1
EN G1 GND PROX
VR 103 2
0KTS 0MIN ENG2
EN G2
NORM
V1 100 0 4
30
0 33
3 N NORM
AC
ACC–.03
ACC
C .–– RA LOC G
GS
1 NAV
NAV 2 PA 29.92IN DC
DCPP TCAS F AIL
FAIL PA 1 NAV
NAV 2
329 M HDG
TERM H
HDG
DG
29.88I N
3300 N FMS 329
FMS MENU
ADV
DATA
DATA
HDG 329 Collins B
BRT
MENU
ADV
DATA
DATA LOC1 N
HDG 329 33
PUSH ((8215) 30 N PUSH 3
1 DME 2 (8215) 138
8 TTG --:--
COM1
IDENT 1 DME 2
0.8NM ELEC
1.4NM
ELEC
S
S
30
T
082
82
2 11
1 1 8 .8 5 123.80
W
NAV/BRG
NA
AV/BRG DME-H NAV
NAV/BRG
V/BRG
6
2255 NAV1
NAV1
5
W
FORMAT
FORMA
AT FORMAT
FORMAT <
3
AUTO
AUTO AUTO
AUTO
w
1 ADF 2 1
1113.00 108.50 1 ADF 2
<
COMM 50 COMM
112.5
2.55 RADAR GLENO
G LENO
ENLI
E ONDZ
LINDZ ATC
ATC 1 ADF 1/2 RADAR
DBL
E
TERR /16000A
0 0A
000 11
051 1 350.0 TE RR
TERR
PRESET
24
RDR 12.5 ( NTC)

(INTC) < PRESET
VOR1 RD
RDRR
MKR TERRAIN (8700)
87 5))
((8215)
8215)
KASE J
JNETT
JN TERR FMS MKR
12
SPKR GCS /82

/8215A RDR GCS SPKR
V 13.6NM F
21
DBL
15
TTA ONLY
A ONLY
S
J206
F F TFC
AUDIO AUDIO
AUDIO
INPH ALTN
A LTN TA
TA ONLY
ONLY ALTN
ALTN IINPH
NPH
TERR VOICE
B VOICE
TIL
TILT
LT RANGE
J10-1 TILT
TILT RANGE
O COM1 1118.85
18.85 ATC1
ATC1 051
05111 UTC 20:03 R
RAT
AT 1 °C COM2 121.90 COM1 ATC
ATC UTC R
RAT
AT o
C COM2 O
T US USH T
IDENT H H IDENT
H
P
AUTO
AUTO A
AUTO
UTO IDENT
NORM
BRT
TILT GS 0 TA
TASS 0 SSAT
BRT
NORM
DIM DIM
BRT
Collins
DIM Collins
PROP EMER GND

SYNC DG ATC
DISPLA
AY AHRS ADC TUNE NORM SLEW FREE
ARM
AVIONICS
AVIONICS ENG
EXT MASTER AUTO
AUTO ON – + STBY PFD MFD 1 2 1 2 CDU RTU 121.5
121
21.5 – + ON
O + 15k
PWR POWER
POW
WER IGN +
35k 10
DISABLE NORM
3456
OFF +
STALL PSI
WARN WARN
WARN TEST WARN TEST 0 20
2))
BAT
BA
AT BUS GEN ENGINE
ENGINE ANTI-ICE
/,*+76
/,*+76
VACUUM
VACUUM PNEUMATIC
PNEUMATIC
ENVIRONMENTAL
ON LANDI
LANDING
NG TTAXI
AXI ICE N
NAV
OF MERCUR
MERCURY
Y
MAN COOL
MAN OFF LDG GEAR
EMER OFF AUTO
AUTO HEAT
HEAT INCR
INCR WARN
WARN TEST
BAT
BAT L GEN R GEN LEFT RIGHT UP WINDOW
WINDOW CABIN
CABIN ALT
ALT WARN
WARN
SILENCE
ON ACTUATORS
ATORS
ACTUA ICE PROTECTION GEAR
2))

AIL
1250
STANDBY
NORMAL AUTO
HEAT
MODE
2))
OFF NOSE
E AUTO
AUTO IINCR
NCR IINCR
NCR 50 80 500
1000
1500
COCKPITT
ENVIR
ENVIR 0 ÛÛ)
) 100
FLIGHT 0 2000
MAIN LOCK HD LT
LT OFF CABIN
CABIN DIFF
DIFF OFF
VAL
VALVES USE NO
PSI

AUTOFEATHER
AUTOFEA
ATHER PROP TEST PILOT COPILOT
$872
ENGINE START
ENGINE START ENG FIRE TEST OXYGEN
GND IDLE SURFACE
SURFA
ACE L PROP PITCH CABIN ALTITUDE LDG/TAXI LIGHT PASS OXYGEN ON AIR COND N1 LOW R PROP PITCH
ENVIR
SUPPLY
LY PRESSURE
MADE IN USA
STOP BRAKE DEICE STALL
GEAR SENSOR OFF
DEICE SINGLE
SINGLE WARN
WARN PITOT
PITOT
2))
OFF OFF UP OFF

LOW PNEU & ENVIR
ENVIR OFF
2 20 2 4 AL
T 0
100
0F
T
1 40
STARTER
STARTER ONLY
ONLY TEST FLAPS CABIN CLIMB
5 EXT
OFF RELAY
RELAY TEST TAKEOFF
TAKEOFF
.5 THDS FT PER MIN
35 1 AUTO
AUTO INCR
INCR INCR
INCR
PARKING
CABIN
CABIN
OFF APPROACH
0 6 7 2
30 6 3
60 .5 5 4 10
1 25
80
4 15
2 20
DOWN
Figure 16-160. ESIS Power Switch

16 AVIONICS
ESIS Display pitch attitude. The Excessive Attitude display

consists of red chevrons located within the
The ESIS display incorporates aircraft head- pitch ladder. During an excessive attitude con-
ing, altitude, airspeed, pitch, and roll data into dition, the NAV data will be removed to de-
a compact display. Nav data from NAV 1 is clutter the display. The data will be removed
also capable of being displayed provided NAV when roll attitude exceeds 65˚ left or right
1 is receiving power from the aircraft’s electri- bank or the pitch attitude exceeds 20˚ nose-
cal system. A dedicated internal AHRS and an down or 30˚ nose-up. The ESIS AHRS gener-
internal ADC provide data to the ESIS. ates this information.
HEADING – The aircraft heading is displayed ROLL – Aircraft roll attitude is depicted
along the bottom in a tape format. The com- through the use of a sky pointer-type roll
pass “slides” horizontally with a lubber line pointer and roll scale. A rectangular shaped
placed in the center denoting the current slip/skid indicator is located below the roll
heading. This reference comes from the inter- pointer similar to the main ProLine 21 dis-
nal AHRS and from a magnetometer located plays. The indicator moves with the roll
at the base of the aircraft T-tail, dedicated to pointer and “slides” left and right to depict
the ESIS AHRS. slip/skid information. The ESIS AHRS gener-
ates this information.
ALTITUDE – The aircraft altitude is dis-
played in a tape format along the right hand See the Pitot and Static System discussed ear-
side. The present altitude is depicted in a digi- lier in this chapter for the air source connec-
tal format within a box in the center of the al- tions.
titude tape. The barometric pressure (shown at
the top of the altitude tape) is adjusted with
the Adjustment knob. The ESIS ADC gener- MENU Button
ates this information. However the ADC re- The MENU button on the bezel of the ESIS is
trieves air input from the copilot’s static source used to configure the display. Once the button
and does not have an independent port. This is pressed use the adjustment knob to move
ESIS altitude is not RVSM certified. the cursor up or down the display (Figure 16-
161). At the appropriate item press the adjust-
AIRSPEED – The aircraft airspeed is dis- ment knob to enter that selection. A “…”
played in a tape format along the left hand placed at the end of the menu selection indi-
side. The present airspeed is displayed in a dig- cates the presence of a sub-menu. A period
ital format within a box in the center of the air- placed at the end of the menu selection indi-
speed tape. A red band is displayed at cates an action selection with no sub-menu.
VMO/MMO and VSO. These indications are The following are available on the ESIS menu:
not associated with any aural alerts. The ESIS
ADC generates this information. The ADC re- Set Brightness Offset – Provides for manual
ceives air input from the copilot’s pitot source adjustment of the display intensity. Rotating
and does not have an independent input. the Adjustment knob will adjust the bright-
ness.
PITCH – Aircraft pitch is displayed on the at-
titude display through the use of a pitch ‘lad- Fast Align – Provides for realignment of the
der” and an Aircraft Reference Symbol. An ESIS AHRS system and will initiate another
”Excessive Attitude” display provides assis- 90 second count down timer.
tance in determining the direction the pilot
needs to pitch the aircraft to return to a level

16 AVIONICS
Menu item selections will be restored to the
180 last selected values after power is cycled
29.88 in
160 2 500
WEATHER RADAR
10 10
SYSTEM
1407 40
The WXR-852 radar system is installed in the
136 22 20
5 00 Pro Line 21 King Air B350. The WXR-852 pro-
120 10 10 vides precipitation-based turbulence detection
2 000 and has sector scan and auto-tilt functions.
100 Weather radar controls are located on the dis-

Fast Erect play control panels (DCP). Weather radar dis-
Set Brightness Offset... play is shown on the MFD or PFD, depending
Fast Align
Set on display selections. The weather radar is op-
33Heading...
N 03 erated in a split mode with independent radar
M scans shown on each PFD.
The following weather radar controls are lo-

Figure 16-161. ESIS Menu
cated on the display control panel:
Set Heading – Provides for manual control of
the compass. This places the compass in the Radar Button
“Free” mode. The RADAR line select key controls display
of the weather radar menus on the PFD (Fig-
Nav On or Nav Off – Displays or removes ure 16-162).
from the display the nav data derived from
NAV 1. The following modes are selected with the
MODE line select key and are displayed on
Set Crs… – Provides selection of the course to the PFD’s weather radar status field.
be displayed for the nav data. Rotating the Ad-
justment knob adjusts the course.
Standby Mode (STBY)
SILS BC or ILS Normal – Provides for normal The STBY (standby) mode inhibits the radar
or back course sensing of the course needle in transmitter and antenna scan drive. Selecting
reference to the type of approach being flown. STBY or TEST will affect both pilot’s radar
displays. The other three modes (WX, WX+T,
Nav Displays… – Submenu allows selection of or MAP) can be independently chosen. This
the DME Speed (On or Off) and DME Time STBY mode will automatically be selected 60
(On or Off) to be displayed (Note that this in- seconds after weight on wheels. However,
formation is from DME only and not the once on the ground the radar can be turned
FMS). ON again by reselecting a desired mode.
Baro Type… – Allows selection of the baro-
metric pressure to be displayed in inHg or HPa
or MB.

16 AVIONICS
300
30.16IN Collins
17
301 MIN 200 RA
33
FMS 1 W
DTK 301
ICT HDG PTCH
6935
FMS ALTS
4.1NM SYNC
1 4 000
140
RADAR RADAR 80
24
N
4
MODE GAIN 20
700 2
< STBY NORM < <
60 1
10
TEST 25 600
60
MAP 6 540
20
WX V2 117 1
10
WX+T VR 110
SEC SCAN V1 106
400 2
<
ON OFF ACC-.02
0 4
30.16IN
STAB TARGET 24 251 W
< <
ON OFF ATC1 1200 UTC 16:42 RAT - 4 oC ARM OFF VOR1 113.85
CRS 229 21
BRT
30
DIM
10 FORMAT >
Non-IFIS <
5
300 TERR
30.16IN < PRESET >
17
301 MIN 200 RA FMS
RDR
TEST
T+4.0
33
FMS 1 W TFC >
DTK 301 TCAS OFF
ICT
4.1NM < ET RADAR ON
RADAR RADAR COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
24
MODE GAIN BRT

< STBY NORM < <
DIM
WX 25
WX+T
TURB Figure 16-163. Test Mode
MAP SEC SCAN
TEST <
ON OFF
Collins
TARGET
<
ATC1 1200 UTC 16:42 RAT - 4 oC ARM OFF
BRT ITT 10500 PROP 1740 ITT 130 FF 750

ITT
516 PROP 1980 ITT
830 0 FF 430
DIM 26 734
122 PRESS 80
0 PRESS
OIL 120
62.2 N1 106.0 49 OIL
TEMP C 112
0.0 NI 98.5 46 TEMP°C 73 o
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
IFIS 3.40 110.0
2000
Figure 16-162. PFD Radar Menu KTCT

RW!$
0 . 0NM
0 . 8NM
: 0 . 0NM
- : - - : 0 . 8NM
---- 4 . 4NM - : - - : 4 . 4NM 6 9 3 5 A
KBJC 198NM - : - - : 198NM - : - - / 0 . 8NM
Test Mode (TEST) FMS

24 251 W
DTK 251
The system self-test is initiated by selecting the ( 6 9 3 5)
TTG -- : -- ABOVE
21
TEST mode of operation. A test pattern made 0. 8NM
30
up of six rainbow-like arcs show on the dis-

play(s) when the TEST mode is active (Figure < 50 < <
25
16-163). TERR
RDR <
MAP
T+5.7
Map Mode (MAP) TFC <

The MAP mode allows the weather radar to BRT
provide the most detailed ground returns. The DIM
signal processing and target display colors are

changed to accentuate ground features. Ground Figure 16-164. Radar Ground Map Mode
targets show in cyan, green, yellow, and ma-
genta (Figure 16-164). This mode should not be
used for weather avoidance.

16 AVIONICS
Weather Mode (WX) mode, with the addition of turbulence being
displayed as magenta (Figure 16-166). The
Puts the weather radar in the basic weather WX+T mode is only active out to 50 NM.
detection mode. The weather mode displays When a display range greater than 50 NM is
precipitation-based returns in one of four col- selected, the turbulence feature is automati-
ors: green, yellow, red, or magenta. The highest cally disabled. The turbulence detection is re-
precipitation rates show in red (Figure 16-165). activated once the selected range is 50nm or
Should a significant return cause a potential less.
masking of the radar image a path attenuation
bar will appear on the display. This indicates a Collins
potential radar “shadow” and flight should not
be conducted into that region until the pilot is ITT 10500 PROP 1740
1980
ITT 130 FF 750
516
ITT PROP 830
ITT 0
122 FF
PRESS 430
80
assured it is clear of precipitation. 26
62.2 N1 106.0
734 0
49 OIL
PRESS
OIL 120
0.0 NI 98.5 TEMP C 112
46 TEMP°C 73
o
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.40 110.0
2000
Collins
RW25 0 . 0NM :: 0 . 0NM
( 6 9 3 5) 0 . 8NM - : - - :: 0 . 8NM
SXW152 4 . 4NM - : - - :: 4 . 4NM 6935A
KBJC 198NM - : - - :: 198NM - : - - / 0 . 8NM
ITT 10500 PROP1740
PROP 1980
ITT 130 FF 750
ITT
516 ITT
830 0
122 FF
PRESS 430
80
26 734 0 PRESS
OIL 120
62.2
0.0
N1
NI 106.0
98.5 49 OIL
TEMP°C 112
46 TEMP oC 73
TORQ
TORQ FIRE TORQ
TORQ FIRE
AFX
3.40 110.0
2000 FMS
24 251 W
DTK 251
( 6 9 3 5)
RW25 0 . 0NM : TTG -- : -- 21
ABOVE
( 6 9 3 5) 0 . 8NM - : - - : CL I MB 0. 8NM
SXW152 4 . 4NM - : - - : ( 6 9 3 5) 6 9 3 5 A
30
KBJC 198NM - :- - : - : - - / 0 . 8NM
< 50 < <
FMS 25
24 251 SXW152 TERR
DTK 251 W
KEGE RDR <
( 6 9 3 5) WX+T
TTG -- : -- 21
ABOVE T+5.7
0. 8NM TFC <
30
< 50 < <

25 BRT
DIM
SXW152 TERR
( 6 9 3 5)
KEGE RDR <
/6935A WX
T+5.7
F TFC < Figure 16-166. Radar Display Turbulence

RLG
/14000A Mode
BRT
DIM
Turbulence Only Mode (TURB)
Figure 16-165. Radar Display with Path The turbulence only mode shows precipita-
Attenuation Bar tion-related turbulence targets only in their
magenta color (Figure 16-167). This is useful
On IFIS equipped aircraft a small cyan indica- for closely analyzing areas of precipitation-re-
tor sweeps across the display helping assure lated turbulence that have been detected
that radar is ON even though the display may while in the WX+T mode. TURB mode is au-
remain black (e.g., no returns). tomatically deselected in ranges greater than
50 NM.
Weather + Turbulence Mode Gain Control
(WX + T)
The current GAIN setting is displayed in a box
Detects precipitation and precipitation-related next to the GAIN legend (Figure 16-168). Turn
turbulence targets. The colors of the displays the DATA knob ( the MENU SET knob for
remain unchanged from those of the weather non-IFIS aircraft) on the DCP to set the gain

16 AVIONICS
at NORM, ±1, ±2, or ±3. Use caution when se- for faster updates. When this is not selected,
lecting a setting other than NORM as this will the standard sweep is +/- 60˚(120˚total).
change the purpose of the standard radar col-
ors. (i.e. a green area may actually be yellow
or red in NORM setting and should be Antenna Stabilization
avoided) This selection is only available on non-IFIS
aircraft. The antenna stabilization function en-
Collins
ables or disables automatic stabilization of the
radar antenna. When enabled, the antenna
ITT
516
ITT
26
10500 PROP
PROP
1740
1980
ITT
830
ITT
734
130 FF 750
0
122
0
FF
PRESS 430
80
PRESS 120
sweep will maintain a constant angle relative
OIL
TORQ
TORQ FIRE
62.2
0.0
N1
NI 106.0
98.5
TORQ
TORQ FIRE
AFX
49 OIL
TEMP C 112
46 TEMP°C 73
o to the earth’s surface as the aircraft’s pitch and
3.40 110.0
2000
bank change. This eliminates ground returns
RW25 0 . 0NM :: 0 . 0NM
when banking the aircraft and allows for a pre-
- : - - :: 0 . 8NM
( 6 9 3 5)
SXW152
KBJC
0 . 8NM
4 . 4NM
198NM
- : - - :: 4 . 4NM
- : - - :: 198NM
6935A
- : - - / 0 . 8NM
cise left and right sweep.
For IFIS equipped aircraft this feature is al-

FMS
24 251 1 ways selected and cannot be manually dese-
DTK 251 W
( 6 9 3 5)
TTG -- : --
0. 8NM
21
ABOVE lected.
30
< 50 < <

The target alert function allows radar display
25
SXW152 TERR
to be deselected while the system continues
RDR <
KEGE
TURB
T+5.7
monitoring the intensity of radar returns. The
TFC < following annunciations on the PFD indicate
how this feature is working (Figure 16-169).
BRT
DIM
4
30.16IN
Figure 16-167. Turbulence Only Display TGT
W
F
> 144
30
<
069
TERR
RDR > FORMAT >
WX G+3
<
T+ 5 .7 Figure 16-169. Pilot's PFD with TGT

TFC >
<
Cyan TGT: indicates the target function is se-
lected when the PFD’s and MFD are not dis-
playing radar. This indicates the system is
ISA +13 oC
working appropriately.
Figure 16-168. Radar Gain Display
White TGT: indicates the target function is se-
lected but both PFD’s are displaying TER-
Sector Scan Function Rain. In this orientation the target function
does not work. At least one display must have
The sector scan function limits the sweep of terrain deselected.
the radar to +/- 30˚ sweep (60˚ total) providing

16 AVIONICS
Yellow TGT: indicates the target function has Collins
detected a significant return and radar should

be selected for display to see the area of inter- ITT
ITT
516
10500 PROP
PROP
1740
1980
ITT
ITT
830
130 FF 750
0
122 FF
PRESS 430
80
26 734 0 120
est. This does not cause the radar display to auto TORQ FIRE
62.2
0.0
N1
NI 106.0
98.5
TORQ FIRE
AFX
49 OIL
PRESS
OIL
TEMP C 112
46 TEMP°C 73
o
TORQ TORQ
“pop up”. 3.40 110.0
2000
RW25 0 . 0NM : 0 . 0NM

The target alert function searches in a ±15˚ sec- ( 6 9 3 5)
SXW152
0 . 8NM
4 . 4NM
- : - - : 0 . 8NM
- : - - : 4 . 4NM
KBJC 198NM - : - - : 198NM - : - - / 0 . 8NM
tor in front of the aircraft within a range of 7 to
200 NM.
FMS
24 251 W
DTK 251
FMS DR
( 6 9 3 5)
GCS Button TTG -- : --

0. 8NM
21
ABOVE
30
The GCS button controls ground clutter sup- < 50 <
pression. When selected, the system sup-
<
25
TERR
presses ground returns (clutter) in the WX and RDR <
WX
WX+T modes to help identify precipitation T+5.7
TFC <
targets. GCS is only active for 30 seconds. GCS RLG
annunciates on the PFD and MFD when the GS 0 TAS 0 SAT 15 oC ISA +13 oC
radar mode is on and the GCS button has BRT

DIM
been pressed (Figure 16-170).
Collins
TILT Control
ITT 10500 PROP 1740
1980
ITT 130 FF 750
ITT
516 PROP ITT
830 0
122 FF
PRESS 430
80
The TILT knob controls the antenna tilt angle. 26
62.2 N1 106.0
734 0
49 OIL
PRESS
OIL
TEMP C 112
120
0.0 NI 98.5 46 TEMP°C 73
o
The selected angle (-15 to +15 degrees) is dis- TORQ

TORQ
3.40
FIRE TORQ
TORQ
110.0
2000
FIRE
AFX
played with the letter T on the displays (Fig-

ure 16-171). Since each pilot has a tilt control RW25
( 6 9 3 5)
0 . 0NM
0 . 8NM
: 0 . 0NM
- : - - : 0 . 8NM
SXW152 4 . 4NM - : - - : 4 . 4NM
the radar produces an image on only one KBJC 198NM - : - - : 198NM - : - - / 0 . 8NM
sweep. This enables the pilot’s tilt to be shown

on the clockwise sweep while the copilot’s tilt FMS
24 251
DTK 251 W
can be shown on the counterclockwise sweep. ( 6 9 3 5)
FMS DR
TTG -- : -- 21
ABOVE
0. 8NM
30
PUSH AUTO TILT Button < 50 < <
25
The PUSH AUTO TILT button located in the TERR
RDR <
GCS
center of the TILT / RANGE knob selects au- T+5.7
TFC <
tomatic antenna tilt control. The letter "A" ad-
RLG
jacent to the tilt angle indicates that auto-tilt is GS 0 TAS 0 SAT 15 oC ISA +13 oC
selected. The auto tilt function compensates BRT
for airplane attitude changes and range DIM
changes by adjusting the tilt angle to maintain

the selected reference to ground. This will Figure 16-170. Radar Ground Clutter
cause the tilt number to change when pitching Supression
up, pitching down, or changing the range.

16 AVIONICS
activate during a crash and transmit a sweep-

ing tone on 121.5 MHz, 243 MHz, and 406
< <
MHz, through a system of satellites. This acti-
vation is independent of the remote switch set-
TERR ting or availability of aircraft power. The
RDR < ability of the ELT to transmit on 406 MHz re-
WX
T+5.7 quires that the ELT be activated with the Na-
TFC < tional Oceanic and Atmospheric Association
(NOAA) as the beacon provides a unique
identifier code traceable to a specific aircraft
ISA +13 oC and operator. The registration is free, good for
BRT two years, and can be done on-line at
DIM www.beaconregistration.noaa.gov.
Figure 16-171. Radar Tilt Display
RANGE Knob
The RANGE knob controls the scanning
range shown on the MFD map and radar pic-
torial. Range annunciations are shown on the
displays as discussed earlier.
COCKPIT VOICE
RECORDER (CVR)
The typical CVR is the Fairchild FA2100
which simultaneously records audio from each
audio panel, PA system, and the cockpit area
microphone. Depending on the selected op-
tion this can be a recording of 30 minutes or 2
hours on the solid-state recorder. An impact
switch stops further recording when sufficient Figure 16-172. CVR Controllers
G-force is encountered.
The remote switch located on the left-hand
There are 2 styles of controllers installed on sidewall of the cockpit, is installed to perform
the pedestal of the aircraft (Figure 16-172). the following functions (Figure 16-173):
Refer to the Aircraft Flight Manual supple-
ment for necessary test procedures of the in- • Test the ELT
stalled CVR.
• Deactivate the ELT if it has been inad-
vertently activated by the “G” switch
EMERGENCY LOCATOR • Activate the ELT in an in-flight emer-
TRANSMITTER (ELT) gency if an off-airport landing is antici-
pated
The Emergency Locator Transmitter (ELT) is • Activate the ELT after an off-airport
designed to provide beacon location to the air- landing, if the impact did not automati-
craft after a crash. The ELT will automatically cally activate it

16 AVIONICS
An amber light is located adjacent to the timeter. If the radio altimeter were to fail an
switch that will illuminate any time the ELT appropriate GPWS annunciator would appear
has been activated, either manually or auto- on the PFDs indicating that all the following
matically. The ELT will automatically activate, modes are inoperative. (Figure 16-175).
with the “G” switch, regardless of the position
of the remote switch. Collins
APPR FMS VGP

4000
3 000
185
180 20
4
700 2
160 DN 10 1
600
60
14 1 6 540
20
0
GND PROX
10
1
120
400 2
700 4
100 1000
30.16IN
TOD 24 251 W
Collins
Figure 16-173. ELT Manual Switch
APPR FMS VGP
4000
3 000
<
ENHANCED GROUND 180

185
20
700
4
2R
PROXIMITY WARNING 160 DN 10

600
60
1
SYSTEM (EGPWS) 14 1
0
6 540
20
PULL UP
10
1
120
400 2
The Honeywell Mark VIII Enhanced Ground 550 4
100 1000
Proximity Warning System (EGPWS) provides 251
30.16IN
TOD 24 W
visual and aural cautions and warnings to the
pilot of potential collision with terrain or ob- Figure 16-174. PFD GND PROX and PULL
structions, other potentially unsafe conditions, UP Annunciators
as well as altitude awareness callouts. The
EGPWS has two versions of operation: basic Collins
<
GPWS and Enhanced GPWS (EGPWS). R
APPR FMS VGP
BASIC GROUND PROXIMITY 185

3 000
4000
180 4
WARNING SYSTEM (GPWS) 20

700 2
160 DN 10 1
600
The following operating modes generate cau- 60
14 1 6 540
20
tions and warnings that are part of the basic 0
1
10
GPWS. The cautions will generate a “GND 120
GPWS 400 2
PROX” PFD message while the warning will 100

RA 4
1000
generate a “PULL UP” PFD message (Figure TOD 24 251 W
30.16IN
16-174). Each caution and warning is also ac-

companied by an aural command as shown in Figure 16-175. GPWS Failure Annunciators
the following table. This portion of the MK
VIII system is solely related to the radio al- <

16 AVIONICS
Table 16-1. GPWS CAUTIONS AND WARNINGS
Mode Function PFD Caution Aural Caution PFD Warning Aural

Message Message Warning
1 Excessive Descent GND PROX Sink Rate PULL UP Pull Up

Rate
2 Excessive Closure on GND PROX Sink Rate PULL UP Pull Up

Terrain
3 Altitude Loss After GND PROX Don’t Sink,

Takeoff Don’t Sink
4a Unsafe Terrain GND PROX Too Low, Gear

Clearance
4b Unsafe Terrain GND PROX Too Low, Flaps

Clearance
4c Unsafe Terrain GND PROX Too Low, Terrain

Clearance
5 Excessive Glideslope GND PROX Glideslope GND PROX Glideslope,

Deviation Glideslope
6 Bank Angle Bank Angle
Altitude Callouts Smart 500, 200, 100,

50, 40, 30, 20, 10
Minimums Minimums,
Minimums
The following equipment is required to be op- The following Mode 6 advisory callouts are
erational for the proper function of Modes 1 enabled for altitude awareness:
through 6 of the Mark VIII system:
1. Five Hundred
1. Enhanced Ground Proximity Warning (classified as a Smart Callout)
Computer (EGPWC) 2. Two Hundred
2. Radio Altimeter 3. One Hundred
3. Vertical Speed from the Air Data Com- 4. Fifty
puter
5. Forty
4. Airspeed from the Air Data Computer
6. Thirty
5. Glideslope Deviation
7. Twenty
6. Landing Gear Position
8. Ten
7. Flap Position
9. Minimums
8. Roll Attitude from Pilot’s Attitude Sys-
tem (for BANK ANGLE voice message) Three push-button switch annunciators are lo-
9. Decision Height System (for MINI- cated directly in front of the pilot between the
MUMS voice message) pilot’s PFD and the MFD (Figure 16-176).

16 AVIONICS
ENHANCED GROUND
PROXIMITY WARNING SYSTEM
(GPWS)
The enhanced features of the EGPWS include
Terrain (or Obstacle) Alerting and Display
(TAD) and the Terrain Clearance Floor
(TCF). Terrain for the entire world and obsta-
cles of 100 feet or more are contained in a
database that covers the United States, parts
of Canada, the Caribbean and gradually the
rest of the world. These functions require
GPS1 latitude / longitude, airplane altitude,
Figure 16-176. EGPWS Buttons and the terrain / airport database.
These push-buttons allow the pilot to desensi- Note that the database is Honeywell specific
tize modes 1, 4b, and 5 and the Enhanced and contained within the ground proximity
modes for abnormal operations. unit located in the nose of the aircraft. It is not
mandatory to update this database however it
will help eliminate nuisance alerts by updating
airport and obstacle information. The update
procedure requires access to the aircraft nose
avionics section and must be accomplished by
qualified personnel. A Honeywell specific
cable and a PCMCIA card will be attached to
Table 16-2. EGPWS BUTTONS
Switch/
Annunciator Color Function
GPWS AMBER Pressing the switch disables the TOO LOW FLAPS portion of the GPWS Mode 4b alert
FLAP and desensitizes the Mode 1 alert boundaries. The annunciator illuminates when the
OVRD switch is pressed.
G/S AMBER Illuminates to indicate the GPWS Mode 5 glideslope alert has been inhibited. While the
INHIBIT airplane is on the ground, this switch is used to initiate the EGPWS system self-test. The
annunciator illuminates when the switch is pressed.
TERR GREEN Pressing the switch deselects all enhanced functions of the EGPWS system. The an-
INHIBIT nunciator illuminates when the switch is pressed

16 AVIONICS
the EGPWS unit. A series of lights on the unit the surrounding terrain to help define the best
will indicate successful or unsuccessful load- escape route should it become necessary.
ing.
Terrain display can be selected manually at
The TCF creates an increasing terrain clear- any time. Areas of terrain sufficiently close to
ance envelope around the nearest airport run- the airplane that do not penetrate the terrain
way and generates alerts based on current caution or warning envelopes are depicted by
1
airplane location, the nearest runway center areas of red, yellow or green dot patterns (Fig-
point and radio altitude. TCF protection is pro- ure 16-177). The color and dot density vary
vided in all airplane configurations and pro- based on terrain elevation relative to the air-
tects from those conditions where the airport plane. Magenta coloring is used to indicate
may be located on higher terrain than what is areas where terrain
1 information is unavailable.
currently under the aircraft. The nominal air- 0
port altitude is extended outward from the air- ACC-.02
3 0 .1 6 IN
TERM 251 T GT
port area and a caution will alert the aircraft 24 W
FMS1
even though it is not close to the immediate DTK 251 21
(6935)
terrain. 144
30
0. 8NM
069
50 FORMAT >
The TAD algorithms continuously compute <
25
terrain clearance envelopes ahead of the air- < PRESET
TERR
>
RDR
plane. Two envelopes are computed, one cor- VOR1 TERRAIN
responding to a Terrain Caution Alert F TFC >

TCAS OFF
(roughly 60 seconds prior to impact) and the
< ET 01:42
other corresponding to a Terrain Warning COM1 121.800 ATC1 4336
RADAR ON
UTC 14:41 RAT 15 oC COM2 125.250
Alert (roughly 30 seconds prior to impact). If BRT
the boundaries of these envelopes conflict DIM
with terrain or obstacle elevation data, alerts

are issued. The Caution and Warning envelops Figure 16-177. Terrain Display
use the terrain clearance floor as a baseline,
and look ahead of the airplane in a volume EGPWS Terrain Display Overlay is available
that is calculated as a function of groundspeed, only on Present Position Map and Arc formats.
flight path angle, and track. Selection of weather radar and Terrain Display
are mutually exclusive.
If terrain or obstacle data penetrates the cau-
tion or warning envelopes, then the corre- The following equipment is required to be op-
sponding aural and visual alerts are generated. erational for the proper functioning of the en-
Additionally, the terrain display will automat- hanced features of the Mark VIII EGPWS
ically pop up on the MFD and display any ter- System:
rain penetrating the warning envelope in solid
red with a 10 nm range. If the display has been 1. Enhanced Ground Proximity Warning
automatically changed to terrain by the pop Computer (EGPWC)
up feature, the original display will need to be
manually reselected after the terrain conflict 2. Heading from the No. 1 Compass System
has been resolved. 3. GPS position from the Flight Manage-
ment System (if GPS position is not avail-
It is important to note that the EGPWS sys- able/reliable, the TERR INHIB
tem does not account for performance degra- switch/annunciator must be pushed)
dation or actual climb capability of the aircraft. 4. Terrain and Obstacle Data Base
This requires good situational awareness of

16 AVIONICS
Table 16-3. EPGWS CAUTIONS AND WARNINGS
PFD
Caution PFD Warning Aural
Mode Function Message Aural Caution Message Warning
TAD Terrain Alerting GND PROX Caution Terrain, PULL UP Terrain,
and Display Caution Terrain Terrain,
Pull Up
Or Or
Obstacle Alerting Or
Caution Obstacle,
and Display Caution Obstacle Obstacle,
Obstacle,
Pull Up
TCF Terrain Clearance GND PROX Too Low, Terrain PULL UP Terrain,
Floor Terrain, Pull Up
Should a failure of one of these items occur a The following enhanced features are available:
TERR and TERRAIN FAIL annunciator will
appear on the AFD’s and the terrain / obstacle 1. A visual display of terrain on the PFD’s
display will be removed (Figure 16-178).
4 Once and/or the MFD which is conFigured for:
the accuracy
1 of the Enhanced features is re- a. A Peaks Display
duced or has failed the TERR INHIB switch
should be pushed to eliminate any misleading b. Pop-Up feature 10nm range
information. This causes the ground proximity (MFD only)
system to revert to a basic GPWS and use only
the radio altimeter for further callouts. NOTE
TOD 24 251 W
The auto-ranging feature will affect
FMS1 the pilot’s PFD and MFD
DTK 251 21
RALPE
30
2. 5NM
JABAN
2. Forward Looking Terrain and Obstacle
10 FORMAT >
TERRAIN FAIL <
Cautions and Warnings

5 RALPE
< PRESET TOD

TERR >
RDR
3. Envelope Modulation of GPWS
VOR1
Modes 1, 2, 3, 4, 5, and 6.
TFC >
4. Runway Field Clearance Floor (RFCF)
< ET 01:42 TERR
COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250 5. Terrain Clearance Floor (TCF) (Also
BRT requires a radio altitude input)
DIM
Figure 16-178. Terrain Fail and TERR

Annunciators
FOR TRAINING PURPOSES ONLY 16-101 101

16 AVIONICS
TRAFFIC COLLISION Collins
AND AVOIDANCE HDG

FMS
PTCH
ALTS
1 4 000
6935
SYSTEM (TCAS I) 80
140
20
700
4
2
60 1
10
600
The L3 Communications SKYWATCH HP 60
6 540
20
Traffic Collision and Avoidance System V2 117 10
1
(TCAS), Model SKY899, is to be used for aid- VR

V1
110
106
0
400 2
4
ing visual acquisition of conflicting traffic. The TERM

ACC-.02
251 TRAFFIC 30.16IN

24
system includes a transmitter-receiver com- FMS1
W
puter (TRC), and a directional antenna DTK 251

(6935)
21
144
30
0. 8NM
mounted on the top of the fuselage. The in- 069
stallation receives pressure altitude informa- 50 FORMAT > <
tion from the pilot’s or copilot’s encoding 25

TERR
< PRESET >
altimeter through the No. 1 or No. 2 transpon- VOR1
RDR
TERRAIN
der. The system also receives inputs from the F

TCAS TEST
TFC >
right weight-on-wheels switch, the right land- < ET RADAR ON

ing gear downlock switch, and heading input COM1 121.800 ATC1 4336 UTC 14:41 RAT 15 oC COM2 125.250
BRT
from the No. 1 compass. The system is powered DIM
from the Left Generator Avionics Bus, and is
Collins
protected by a 5-amp circuit breaker, plac-
arded TCAS.
ITT 10500 PROP 1740
1980 ITT 130 FF 750
ITT
51626 PROP ITT
830 0
122 FF
PRESS 430
80
734 0 PRESS 120
The SKY899 TAS is an active system that op- TORQ
TORQ FIRE
62.2
0.0 N1
NI 106.0
98.5
TORQ
TORQ FIRE
AFX
49
OIL
OIL
TEMP C 112
46 TEMP°C 73
o
3.40 110.0
erates as an aircraft-to-aircraft interrogation 2000
device. The system can interrogate up to 35 dif- RW25 0 . 0NM :

ferent aircraft transponders in a 35 nm radius ( 6 9 3 5)
SXW152
0 . 8NM
4 . 4NM
- : - - : CL I MB
- : - - : ( 6 9 3 5) 6 9 3 5 A
KBJC 198 NM - :- - : - : - - / 0 . 8NM
in the same way ground based radar interro-
gates aircraft transponders. When the SKY899
FM S
receives replies to its interrogations, it com- DTK 25 1 24 251 W
putes the responding aircraft’s range, relative ( 6 9 3 5)

TT G - - : - - 21
SXW152 ABOVE
BELOW
0 . 8N M
bearing, relative altitude, and closure rate. The
30
+10
SKY899 then predicts collision threats and 5

-10
< <
plots the eight most threatening aircraft loca- 2.5
<
( 6 9 3 5)
tions. /6935A
KEGE
TERR
RDR <
-02 WX
T+5 .7
F TFC <
The display of traffic can selected on the MFD TCAS TEST
by pressing and holding the TFC line key for GS 0 TAS 0 SAT 15 oC ISA +13 oC
more than 1 second or by navigating through BRT
the lower format key (Figure 16-179). For IFIS DIM
installed aircraft, TCAS is also available for

display on the PFD’s by using the TFC line key. Figure 16-179. TCAS I TEST
However, if TCAS is selected for display on
the HSI format this will limit the range to The SKY899 has the following controls:
50nm. The TCAS must be deselected from the
PFD or the PFD must be placed in the ARC Operating Mode Button
or MAP formats for the range to extend be-
yond 50nm. This switch/light is placarded ON/STBY (Fig-
ure 16-180). ON is illuminated when the sys-

16 AVIONICS
tem is in the operating mode. The switch/light Solid Cyan Diamond
will be blank when the system is in the standby
mode. On the ground, this switch can be used This is the Proximate Traffic symbol that is
to change the operating mode between ON generated when intruder traffic is detected
and STBY. In flight, this switch is inactive and within 6 nm and 1200 feet, but does not pose a
the system is continuously ON due to inputs threat.
from the squat switch. Open Cyan Diamond
This is the symbol for Other Traffic and is gen-
erated to represent an intruder aircraft that
has been detected but it outside of the Proxi-
mate Traffic boundary.
Solid Yellow Semicircle
This is a Traffic Advisory (TA) symbol that is
generated when an intruder aircraft may pose
a collision threat but is out of the current dis-
play range.
Vertical Trend Arrow
Figure 16-180. Operating Mode Button
The vertical trend arrow appears to the right
of the traffic symbol to indicate that the in-
Display Range Knob truder aircraft is climbing or descending at a
The display range is controlled through the rate greater than 500 fpm. The arrow will be
range knob on the Display Control Panel pointing up or down as appropriate for the
(DCP). climb or descent. The vertical trend arrow will
not be displayed for non-altitude reporting air-
Vertical Display Mode/Test Button craft.
This push-button is placarded TEST/ALT. On Data Tag (Example +04)
the ground, pressing this button will initiate an
internal self-test. This test should be conducted A two-digit number representing the relative
before the first flight of the day. When the altitude, in hundreds of feet, of the intruder
TCAS is turned ON, this button acts as a Verti- aircraft is shown above or below the traffic
cal Display Mode control, allowing the pilot to symbol. A positive data tag will be shown
toggle the display between ABOVE, BELOW, above the traffic symbol representing that the
ABOVE/BELOW AND Normal. intruder is located above your aircraft. A neg-
ative data tag will be shown below the traffic
The SKY899 will display the following fea- symbol representing that the intruder is lo-
tures: cated below your aircraft. If the intruder is lo-
cated at the same altitude as your aircraft, 00
is displayed above the traffic symbol.
Solid Yellow Circle Four altitude display modes are available:
This is the Traffic Advisory (TA) symbol that
depicts an intruder aircraft that may pose a Look-up Mode (ABOVE)
collision threat. This is accompanied by the Displays traffic detected within +9,000 feet to
aural alert “TRAFFIC, TRAFFIC”. Addition- –2,700 feet of your airplane.
ally, the PFD will annunciate a flashing TRAF-
FIC below the attitude indicator.

16 AVIONICS
Normal Mode (blank) Using the radio altimeter, the system will in-
hibit aural traffic alerts below 400 feet AGL to
Displays traffic detected within ±2,700 feet of minimize pilot distraction.
your airplane.
Look-down Mode (BELOW)
TRAFFIC COLLISION
Displays traffic detected within +2,700 feet to
–9,000 feet of your airplane. AND AVOIDANCE
Unrestricted Mode (ABOVE/BELOW) SYSTEM (TCAS II)
Displays traffic detected within ±9,000 feet of (OPTIONAL)
your airplane
The Collins TCAS-4000 is a TCAS II system
TCAS Self-Test Mode designed to protect a volume of airspace
around the TCAS II-equipped airplane by
When the TCAS self-test is conducted, the fol- warning the pilot of the threat of other
lowing test pattern will be displayed on the transponder equipped airplanes penetrating
MFD: that airspace. The system interrogates Mode C
and Mode S transponders in nearby airplanes
Traffic Advisory (solid yellow circle) will ap- and analyzes their replies to identify potential
pear at 9 o’clock, range 2 miles, 200 feet below and predicted collision threats. The system ad-
and climbing. vises the pilot when to climb, descend, or
maintain altitude to avoid passing too close to,
Proximate Traffic (solid cyan diamond) will or colliding with, the threat airplane. When an
appear at 1 o’clock, range 3.6 miles, 1000 feet intruder airplane is equipped with TCAS II,
below and descending. the system coordinates avoidance maneuvers
with this airplane using data link capability of
Other Traffic (open cyan diamond) will appear the Mode S transponders.
at 11 o’clock, range 3. 6 miles, flying level 1000
feet above, and in level flight. If traffic gets within 25 to 45 seconds (depend-
ing on altitude) of the projected Closest Point
The SKY899 has the following automatic fea- of Approach (CPA), it is considered an in-
tures: truder and a Traffic Advisory (TA) is issued.
This TA calls attention to what may develop
Using the right weight-on-wheels switch, the into a collision threat using visual and aural
system will automatically switch from the alerts. The visual alert consists of a solid yel-
STBY mode to the ON mode in the 6 nm low circle depicting the intruder on the traffic
range and ABOVE mode approximately 8 to map and a yellow flashing TRAFFIC message
10 seconds after takeoff. on the PFDs. The aural alert consists of the
voice message, TRAFFIC, TRAFFIC. These
Using the right weight-on-wheels switch, the alerts promote mental and physical prepara-
system will automatically switch from the ON tion for a possible maneuver that may follow,
mode to the STBY mode approximately 24 and assists the pilot in achieving visual acqui-
seconds after landing. sition of the intruding aircraft (Figure 16-181).

16 AVIONICS
Collins sory (RA) is issued. This RA provides a rec-
ommended vertical maneuver using modified
HDG
FMS
PTCH
ALTS 6935
instantaneous vertical speed indicators
140
1 4 000 (IVSIs) and voice messages to provide ade-
80
4
20
700 2 quate vertical separation from the threat air-
60
10
600
60
1
craft (a Corrective RA) or prevents initiation
6 540
20 of a maneuver that would place the TCAS II
V2
VR
117
110
10
400
1
2
aircraft in jeopardy (a Preventive RA). In ad-
V1 106
ACC-.02
0 4 dition to the voice messages, e.g., CLIMB,
TERM
24 251 TRAFFIC
W
30.16IN
CLIMB, the threat aircraft is depicted as a
FMS1
DTK 251 21
solid red square on the Traffic Map, and a
(6935)
144 flashing red TRAFFIC message is displayed
30
0. 8NM
069
on the PFDs.
5 FORMAT > <
2.5
< PRESET
TERR
RDR
> The TCAS II system consists of a TCAS II re-
VOR1 TERRAIN
ceiver-transmitter, and two mode S transpon-
TFC >
F
TCAS TEST ders. The TCAS II transponders contain
< ET
COM1 121.800 ATC1 4336
RADAR ON
UTC 14:41 RAT 15 oC COM2 125.250
dual-element antennas and are called diversity
BRT
transponders. One element is on top of the
DIM fuselage and one element is on the bottom of
Collins
the fuselage to help reduce the chance of los-
ing aircraft targets while maneuvering. The
system also receives altitude and vertical
ITT 10500 PROP 1740 ITT 130 FF 750
ITT
51626 PROP 1980 ITT
830
734
0
122
0
FF
PRESS 80
PRESS
OIL
OIL
430
120 speed information from the pilot’s Air Data
62.2 N1 106.0 49 TEMP C 112
TORQ
TORQ
3.40
FIRE
0.0 NI 98.5
TORQ
TORQ
110.0
2000
FIRE
AFX
46 TEMP°C o
73
Computer (ADC1). If that system fails, the
copilot’s Air Data Computer (ADC2) auto-
RW25
( 6 9 3 5)
0 . 0NM
0 . 8NM
:
- : - - : CL I MB
matically provides information. Radio altitude
SXW152
KBJC
4 . 4NM
198 NM
- : - - : ( 6 9 3 5) 6 9 3 5 A
- :- - : - : - - / 0 . 8NM information is provided from the radio al-
timeter, and heading information from the
FM S pilot’s AHRS. The system also receives inputs
251
DTK 25 1
( 6 9 3 5)
24 W from the right weight-on-wheels switch and
SXW152 ABOVE
TT G - - : - -
0 . 8N M
21 BELOW right landing gear downlock switch.
30
+10
-10
5 FORM AT < <
The TCAS II system generates vertical guid-

2.5 ( 6 9 3 5)
/ 6 9 3 5 A +02
KEGE
TERR
RDR <
ance commands that are displayed on the pi-
-02 WX
T+5 .7 lots and copilots IVSIs in the form of vertical
F
TCAS TEST
TFC < red and green bands. Vertical speeds located
next to the red band are to be avoided. The
BRT
vertical speed associated with the green band
DIM (either descending or climbing) is the vertical
speed the pilot should attain. Intruder targets
Figure 16-181. TCAS II Test are displayed on the MFD on the TCAS Only
Map, or may be overlaid on the Present Posi-
If the intruder gets within 20 to 35 seconds tion Map. Aural alerts are sounded over the
(depending upon altitude) of the CPA, it is speakers, whether or not they are selected on,
considered a threat, and a Resolution Advi- and also over the headsets. Controls for the

16 AVIONICS
TCAS II system are integrated into the RTU of the display may be adjusted from 5 nm to
and the CDU. Either unit may be used to con- 50 nm using the RANGE knob on the Display
trol the TCAS system. The TCAS II system is Control Panel (DCP). The TFC key may also
powered by the Left Generator Avionics Bus be used to select the TCAS Traffic Display on
and is protected by a 5-amp TCAS circuit or off.
breaker located on the right circuit breaker
panel. Power is applied to the system when the Once the Traffic Only Map has been selected
Avionics Master switch is turned on. using the TFC key, the FORMAT key may be
used to select the Plan Map, the Present Posi-
tion Map, or the TCAS Only Map.
MFD Displays and Controls
The TCAS Traffic Only Map may be selected The following messages appear along the right
by pressing the TFC line select key for more side of the display when appropriate. They are
than 1 second. The TCAS Traffic Only Map listed, as they would appear from top to bot-
will be displayed in the 10 nm range. The range tom:
Table 16-4. TCAS MESSAGES
ABS INOP If the Absolute Altitude Mode is selected and the airplane is below 18,000 feet P.A. this display is presented
(white)
ALT XXX If the Absolute Altitude Mode is selected and the airplane is above 18,000 feet P.A. this display will show air-
(cyan) plane altitude in thousands and hundreds of feet
Example: 23,000 feet = 230.
ABOVE/BELOW These messages indicate the operating altitude volume of the TCAS system. These messages will be shown as
(white) ABOVE, ABOVE BELOW, BELOW, or will be blank. The operating volume of each display is as follows:
ABOVE = -2700 ft to +9900 ft
BELOW = -9900 ft to +2700 ft
ABOVE/BELOW = -9900 ft to +9900 ft
Blank = -2700 ft to +2700 ft
◊ OFF This message indicates that the OTHER TRAFFIC symbol has been selected off.
(cyan)
TFC This legend indicates that the TCAS II system has been selected for display (cyan), or has been selected off
(white or cyan) (white)
TCAS TEST This message indicates that the TCAS II is in the Test Mode. (Color is white if TCAS has not been selected.)
(cyan)
TCAS OFF This message indicates that the Standby Mode of the TCAS system has been selected, the standby mode of the
(cyan) transponder has been selected, or that the Mode C has been selected Off. (Color is white if TCAS display has
not been selected.)
TA ONLY This message indicates that the TA Only Mode has been selected. It will always be displayed on the ground. The
(cyan) message will change color from cyan to yellow and flash when a TA is issued by the TCAS. (Color is white if
TCAS display has not been selected.)
TCAS FAIL This message indicates a TCAS fault has been detected.
(yellow)
TA or RA Two lines are provided for the first two detected TAs or RAs without valid bearing data. Each line of data will in-
with no clude the range of the intruder followed by the relative or absolute altitude, if available, and a rate-of-climb or
bearing data descent direction arrow if applicable

16 AVIONICS
When the TCAS self-test is conducted, the fol- The following messages will be displayed on
lowing test pattern will be displayed on the the right side of the PFD opposite the third
MFD. Line Select Key. They are identical to those
shown on the MFD.
·• Traffic Advisory (solid yellow circle)will
appear at 9 o’clock, range 2 miles, 200 • TCAS TEST (white)
feet below and climbing.
• TCAS OFF (white)
• Proximate Traffic (solid cyan diamond)
will appear at 1 o’clock, range 3.6 miles, • TA ONLY (white)
1000 feet below and descending.
During a Resolution Advisory, red or red and
• Other Traffic (open cyan diamond) will green bands will be displayed on the IVSIs .
appear at 11 o’clock, range 3. 6 miles, fly- There are two types of RAs; corrective and
ing level 1000 feet above, and in level preventive.
flight.
• Resolution Advisory Traffic (solid red If a corrective RA is issued, red and green
square) will appear at 3 o’clock, range 2 bands will be displayed. The green band indi-
miles, 200 feet above, and in level flight. cates the rate-of-climb or descent required for
the pilot to obtain in response to the RA. The
red bands indicate the rate-of-climb or descent
PFD Displays required for the pilot to obtain in response to
the RA. The red bands indicate the rate-of-
For non-IFIS aircraft, the PFD does not dis- climb and descent the pilot is to avoid during
play traffic unless in the reversionary mode. the response to the RA.
For IFIS aircraft the PFD can show traffic any
time by selecting the TFC line key. The fol- If a preventive RA is issued, normally only a
lowing TCAS messages and displays are pro- single red band will be displayed indicating the
vided just below the lower right corner of the vertical speeds to be avoided. If intruders exist
EADIs. above and below the airplane, it is possible to
have a green band covering the lower rates-of-
Table 16-5. TCAS II ANNUNCIATORS climb and/or descent followed by two red
bands indicating the higher rate-of-climb and
TRAFFIC This message will be yellow for descent to avoid.
(yellow or red) a TA and red for an RA. It will
flash approximately 6 times and During the TCAS self-test, the IVSIs will dis-
then become steady. play the following test pattern.
• A red band will extend from 0 fpm to

TCAS FAIL This message is identical to the the bottom of the display.
(yellow) one shown on the MFD. • A green band will extend from 0 fpm to
+300 fpm.
• A red band will extend from +2000 fpm
to the top of the display.

16 AVIONICS
System Characteristics CLIMB and INCREASE CLIMB RAs are in-

hibited above 32,000 feet P.A.
Only the TA ONLY Mode is available during
ground operations. The RA Mode is available When below approximately 1000 feet, the
after takeoff above approximately 1150 feet. TCAS II will automatically revert to the TA
Only Mode.
The traffic Display may be overlaid on the
radar or EGPWS display on the MFD. All RA and TA voice messages are inhibited
below 600 feet AGL while climbing and 400
EGPWS and radar displays are not available feet AGL while descending.
on the TCAS Traffic Only Map.
DESCEND RAs are inhibited below 1200
EGPWS voice alerts have priority over TCAS feet AGL while climbing and below 1000 feet
II voice messages. During such occasions, the AGL while descending.
TCAS II will automatically switch to the TA
Only Mode with no TCAS voice messages. INCREASE DESCENT RAs are inhibited
below 1450 feet AGL.
The TCAS II surveillance may not function at
distances less than 900 feet.
Voice Messages
CLIMB and INCREASE CLIMB RAs are in- The following voice message accompanies a
hibited with flaps extended beyond the Ap- TCAS II Traffic Advisory (TA).
proach position.
Table 16-6. TCAS II TRAFFIC ADVISORY
VOICE MESSAGE PILOT RESPONSE
TRAFFIC, TRAFFIC Gain visual contact with traffic. Check the TCAS II display for range and bearing of the
traffic if necessary. Assess the threat and prepare to execute the evasive maneuver if a
Resolution Advisory is subsequently issued.

16 AVIONICS
The following voice messages accompany TCAS II Resolution Advisory Traffic (RAs).
Table 16-7. TCAS II RESOLUTION ADVISORIES
VOICE MESSAGE PILOT RESPONSE
CLIMB, CLIMB, CLIMB Change vertical speed to 1500 fpm climbing, or as indicated by the green band on
(corrective) the IVSI.
CLIMB, CROSSING CLIMB, CLIMB, Same as previous except that this message indicates that flight paths will cross at
CROSSING CLIMB some altitude.
(corrective)
INCREASE CLIMB, INCREASE CLIMB This follows a CLIMB voice message. The climbing vertical speed is typically in-
(corrective) creased to 2500 fpm as shown by the green band on the IVSI.
ADJUST VERTICAL SPEED, ADJUST Reduce climbing vertical speed to that shown on the IVSI.
(corrective)
DESCEND, DESCEND NOW This follows a CLIMB voice message. This message indicates that a reversal of verti-
(corrective) cal speed from a climb to a descent is needed to provide adequate separation.
DESCEND, DESCEND, DESCEND Change vertical speed to 1500 feet descending, or as indicated by the green band
(corrective) on the IVSI.
DESCEND, CROSSING DESCEND, Same as previous except that this message indicates that flight paths will cross at
DESCEND, CROSSING DESCEND some altitude.
(corrective)
INCREASE DESCENT, This follows a DESCENT voice message. The descending vertical speed is typically
INCREASE DESCENT increased to 2500 fpm as shown by the green band on the IVSI.
(corrective)
ADJUST VERTICAL SPEED, ADJUST Reduce descending vertical speed to that shown on the IVSI.
(corrective)
CLIMB, CLIMB NOW This follows a DESCEND voice message. This message indicates a reversal of verti-
(corrective) cal speed from a descent to a climb is needed to provide adequate separation.
CLEAR OF CONFLICT Resume normal flight. Apparent conflict of airspace has been resolved.
MONITOR VERTICAL SPEED Be alert for approaching traffic. Ensure that the IVSI needle does not enter the area
(preventive) of the red band.
MAINTAIN VERTICAL SPEED Maintain present vertical speed and direction. Ensure that the IVSI needle does not
(preventive) enter the area of the red band.
MAINTAIN VERTICAL SPEED, A flight path crossing is predicted, but being monitored by the TCAS II. Maintain
CROSSING, MAINTAIN present vertical speed and direction. Ensure that the IVSI needle does not enter the
(preventive) area of the red band.
ADJUST VERTICAL SPEED, ADJUST Indicates a weakening of the RA. This allows the pilot to start returning to an as-
(preventive) signed altitude.

16 AVIONICS

16 AVIONICS
APPENDIX A – AVIONICS EQUIPMENT LOCATIONS
Aft Avionics:
Air Cell Satellite Phone
CVR
ELT
FSU
HF (and HF SelCal, if installed)
Nose Avionics: TCAS I or II
ADC 1 / 2 Transponder 1/2
AHRS 1 / 2 Universal Weather (COMM 3 and CMU)
COMM, NAV, DME: 1 / 2 XM Weather
EGPWS
GPS 1 / 2
IAPS
Standby Battery
Weather Radar
Figure 16-182. Overview of Avionics Units

16 AVIONICS

16 AVIONICS
APPENDIX B – FLIGHT GUIDANCE MODES
Table 16-8. FLIGHT GUIDANCE MODES
PFD ANNUNCIATION
MODE
DEFINITION
(FGP Mode Button) ARMED ACTIVE
LATERAL MODES
Roll Hold N/A ROLL Holds bank angle present at the time it is selected or holds ex-
FD isting heading if the bank angle is 5˚ or less without reference to
the heading bug. Default mode for the flight director if no other
modes are selected, if flight guidance is transferred or if current
lateral mode is deselected.
Heading Hold N/A HDG Holds the heading as selected by the Heading Bug. HDG is au-
HDG tomatically selected when no other lateral mode is active and
any other lateral or vertical mode is selected.
FMS Lateral FMS FMS Tracks the active course generated by the selected FMS. A sin-
Navigation FMS1, FMS2 FMS1, FMS2 gle-FMS installation annunciates FMS. A dual-FMS installation
NAV annunciates FMS1 or FMS2, as appropriate.
VOR Lateral Navigation VOR1, VOR2 VOR1, VOR2 Tracks the selected VOR course from the selected NAV radio
NAV with a VOR frequency tuned. Annunciates VOR1 or VOR2 as
appropriate to the selected radio.
Localizer Lateral Naviga- LOC1, LOC2 LOC1, LOC2 Tracks the selected Localizer course from the selected NAV
tion radio with a localizer frequency tuned. Annunciates LOC1 or
NAV LOC2 as appropriate to the selected radio.
FMS Approach APPR FMS, APPR FMS, Tracks the active course generated by the selected FMS. A sin-
APPR APPR FMS1, APPR FMS1, gle-FMS installation annunciates FMS. A dual-FMS installation
APPR FMS2 APPR FMS2 annunciates FMS1 or FMS2, as appropriate.
VOR Approach APPR VOR1, APPR VOR1, Tracks the selected VOR course from the selected NAV radio
APPR APPR VOR2 APPR VOR2 with a VOR frequency tuned. Annunciates VOR1 or VOR2 as
appropriate to the selected radio.
Localizer Approach APPR LOC1, APPR LOC1, Tracks the selected Localizer course from the selected NAV
APPR APPR LOC2 APPR LOC2 radio with a localizer frequency tuned and enables GS mode.
Annunciates LOC1 or LOC2 as appropriate to the selected
radio.
Go Around N/A GA Go Around button on the left power lever pressed. Maintains
the existing heading with a 5˚ bank limit. Does not reference the
heading bug.

16 AVIONICS
Table 16-8. FLIGHT GUIDANCE MODES (Cont)
PFD ANNUNCIATION
MODE
DEFINITION
VERTICAL MODES
Pitch Hold N/A PTCH Maintains the pitch present at the time the mode is selected.
FD Default mode for the flight director if no other modes are se-
lected, if flight guidance is transferred, or if current vertical
mode is deselected. Can be adjusted with the UP/DN Wheel or
the SYNC button.
Vertical Speed Hold N/A VS 1500 Maintains the vertical speed present at the time the mode is se-
VS lected. Can be adjusted with the UP/DN Wheel or the SYNC
button. Selected vertical speed is annunciated adjacent to VS.
Flight Level Change FMS FLC 160 Maintains the Indicated Airspeed at the time the mode is se-
FLC FMS1, FMS2 lected. Can be adjusted with the SPEED Knob or the SYNC
button. Selected speed is annunciated adjacent to FLC.
Altitude Hold VOR1, VOR2 ALT Maintaining an altitude other than the Preselected or VNAV alti-
ALT tude. Maintains the altitude present at the time the mode is se-
lected. Can be adjusted with the SYNC button.
Preselect Altitude Hold ALTS ALTS Preselected altitude is being maintained or will be maintained (if
armed).
Glide Slope GS GS The APPR LOC mode has been selected and the flight director
APPR will, or has, intercepted the localizer glide slope. This mode will
not recognize any Preselected or FMS generated altitudes.
Go Around N/A GA Commands a +7o pitch attitude. Selected with the Go Around
button on the left power lever.

16 AVIONICS
Table 16-8. FLIGHT GUIDANCE MODES (Cont)
PFD ANNUNCIATION
MODE
DEFINITION
VNAV MODES
VNAV – Pitch Hold PTCH VPTCH Pitch Hold Mode has been selected with VNAV enabled. Can
VNAV be adjusted with the SYNC button. Armed mode exists if next
leg does not have a VNAV path.
VNAV – Vertical N/A VVS 1500 Vertical Speed Hold Mode has been selected with VNAV en-
Speed Hold abled. Selected vertical speed is shown adjacent to VVS. Can
VS + VNAV be adjusted with the UP/DN Wheel or the SYNC button.
VNAV – Flight FLC VFLC 160 Flight Level Change Mode has been selected (or armed by
Level Change the FMS during a VNAV climb) with VNAV pressed. Selected
FLC + VNAV speed is annunciated adjacent to VFLC. Can be adjusted
with the SPEED Knob or the SYNC button.
VNAV – Altitude Hold N/A VALT Maintaining an altitude other than the Preselected or VNAV
ALT + VNAV altitude. Maintains the altitude present at the time the mode
is selected. Can be adjusted with the SYNC button.
VNAV – Preselected ALTS VALTS Preselected altitude is being maintained or will be maintained
Altitude Hold (if armed) with VNAV enabled.
VNAV
VNAV – FMS VNAV ALTV VALTV FMS VNAV altitude is being maintained or will be maintained
Altitude Hold with the altitude preselector set at a different altitude.
VNAV
VNAV – PATH PATH VPATH FMS has captured the manually or automatically generated
VNAV descent angle to the next waypoint. Aircraft must stay within
lateral deviation limits (cross-track error or track angle error)
to remain active.
VNAV – Glide Path GP VGP The APPR Mode has been selected and the FMS generated
APPR + VNAV VNAV Glide Path is, or will be, captured. Ignores the Prese-
lected altitude or FMS altitudes.

16 AVIONICS

16 AVIONICS
APPENDIX C – AVIONICS ACRONYMS
A E
ACP Audio Control Panel E-Chart Electronic Charts
ADC Air Data Computer E-Maps Enhanced Maps
ADF Automatic Direction Finder EDC Engine Data Concentrator
ADI Attitude Direction Indicator EFIS Electronic Flight Instrument System
AFD Adaptive Flight Display EGPWS Enhanced Ground Proximity
AFCS Automatic Flight Control System Warning System
AHC Attitude Heading Computer EIS Engine Indicating System
AHRS Attitude and Heading Reference
System
F
AHS Attitude Heading System
AM Amplitude Modulation FD Flight Director
AP Autopilot FGC Flight Guidance Computer
FGP Flight Guidance Panel
FGS Flight Guidance System
B FMC Flight Management Computer
BFO Beat Frequency Oscillator FMS Flight Management System
FSA File Server Application
FSU File Server Unit
C
CCW Counterclockwise
CDU Control Display Unit
G
CMU Communication Management Unit GCS Ground Clutter Suppression
CPL Couple GPS Global Positioning System
CVR Cockpit Voice Recorder GPWS Ground Proximity Warning System
CW Clockwise GWX Graphical Weather
D H
DBU Database Unit HF High Frequency Radio
DCP Display Control Panel
DCU Data Concentrator Unit

16 AVIONICS
I O
IAPS Integrated Avionics Processor
System
IEC IAPS Environmental Controller P
IFIS Integrated Flight Information PA Passenger Address
System
PFD Primary Flight Display
IMU Inertial Measurement Unit
PTT Press-to-Talk
IND Indicators
IOC Input / Output Concentrator
Q
J
R
K RA Resolution Advisory
RAT Ram Air Temperature
RIU Radio Interface Unit
L RSS Radio Sensor System
RTU Radio Tuning Unit
LCD Liquid Crystal Display
LSC/ISS Low Speed Cue/Impending Stall
Speed S
LSK Line Select Keys
LV Lower Sideband Voice SAT Static Air Temperature
SELCAL Selective Call
SFDS Secondary Flight Display System
M
MCDU Maintenance Control Display Unit T
MDC Maintenance Diagnostic Computer
MFD(1) Multifunction Display TA Traffic Advisory
MFD(2) Multi-Function Display TAWS Terrain Awareness and Warning

System
MFD(3) Multifunctional Flight Display
TCAS Traffic Alert Collision Avoidance
System
N TFC Traffic
NDB Non-Directional Beacon

16 AVIONICS
U
USTB Unstabilized (Weather Radar)
UV Upper Sideband Voice

16 AVIONICS

16 AVIONICS
QUESTIONS
1. The minimum autopilot use height 7. P r e s s i n g t h e BA R O k n o b o n t h e
during an approach is _______ feet. display control panel (DCP) will:
A. 79 A. Display the on-side barometric
B. 100 minimums.
C. 400 B. Display the on-side and off-side
D. 1000 barometric minmums.
C. Set Flight Level altitudes on the
2. A copilot side heading failure can be altitude preselector display.
corrected by placing the: D. Cycle the altimeter setting between
inches of mercury and hectopas-
A. AHRS switch to No. 1.
cals.
B. ADC switch to No. 2
C. PILOT DISPLAY to MFD. 8. The color of the to-waypoint on the
D. PILOT DISPLAY to PFD. CDU is:
A. White.
3. The active No. 2 bearing pointers are:
B. Blue.
A. Magenta. C. Magenta.
B. Cyan. D. Green.
C. Amber.
D. Green. 9. A i r s p e e d t r e n d i n f o r m a t i o n i s
available:
4. ISA deviation can be found on the: A. On the MFD.
A. RTU. B. On the CDU.
B. Pilot PFD. C. From a magenta indicator on the
C. Copilot PFD. airspeed indicator.
D. MFD. D. Fr o m a c y a n i n d i c a t o r o n t h e
airspeed indicator.
5. In order for the BARO MINS to be
displayed, the values on the REFS page 10. The minimum autopilot use height
must be: during an approach is _______ feet.
A. White. A. 79
B. Magenta. B. 10 0
C. Cyan. C. 40 0
D. Amber. D. 10 00
6. The composite mode is activated by 11. An FMS preflight includes:

selecting the _______ reversion switch. A. Loading a SID.
A. PILOT DISPLAY B. Checking the Database.
B. AHRS C. Designating an alternate departure
C. ADC airport.
D. RMT TUNE D. Testing the TCAS I or TCAS II (as
installed).

16 AVIONICS
12. Using the FMS for guidance is not 16. VNAV guidance is:
authorized: A. Required inside the final approach
A. For WASS approaches. fix (FAF).
B. For a missed approach procedure. B. Prohibited inside the FAF.
C. O u t s i d e t h e f i n a l a p p ro a c h f i x C. Required to fly a missed approach.
(FAF) on a localizer approach. D. P r o h i b i t e d d u r i n g a m i s s e d
D. I n s i d e t h e FA F o n a l o c a l i z e r approach.
approach.
17. If GPS APPR is not displayed inside
13. For an FMS preflight procedure, the I the final approach fix:
in VIPP stands for: A. The GPS must not be used for flight
A. Initialize. guidance.
B. Instrument. B. A d i f f e r e n t a p p r o a c h m u s t b e
C. IFIS. selected.
D. Integrated. C. The approach may be continued if
the aircraft is in instrument meteor-
14. For an FMS preflight procedure, the ological conditions (IMC).
second P in VIPP stands for: D. The approach must be flown to a
minimum descent altitude.
A. Preflight.
B. Performance.
18. Magenta color text on the CDU LEGs
C. Plan. page indicates _______ information.
D. Precision.
A. Bearing and distance
B. Airspeed and altitude
15. APPR must be pressed:
C. Course and wind
A. When cleared for any approach.
D. Airspeed and distance
B. Before cleared for any approach.
C. When VNAV to a decision altitude
is desired.
D. To sequence the waypoints on a
missed approach procedure.

AUGMENTATION SYSTEM
16A WIDE AREA

CHAPTER 16A
WIDE AREA AUGMENTATION SYSTEM (WAAS)
CONTENTS
Page
INTRODUCTION............................................................................................................. 16A-1
GENERAL ........................................................................................................................ 16A-1
OPERATION .................................................................................................................... 16A-3
Integrity ..................................................................................................................... 16A-3
Departures ................................................................................................................. 16A-3
Enroute ...................................................................................................................... 16A-4
Arrivals ...................................................................................................................... 16A-4
Approaches ................................................................................................................ 16A-4
Degraded SBAS Integrity During LPV Approach.................................................... 16A-9
Missed Approach..................................................................................................... 16A-10
Lateral Guidance ..................................................................................................... 16A-11
QUICK REFERENCE ROCKWELL COLLINS WAAS FMS (Version 4.0) ............... 16A-12
Select SBAS Provider ............................................................................................. 16A-13
Load LPV Approach ............................................................................................... 16A-13
Failure of SBAS During LPV Approach................................................................. 16A-15
Load LNAV/VNAV or LNAV Approach ................................................................ 16A-17
Failure of SBAS During LNAV/VNAV Approach.................................................. 16A-18
Load LNAV/VNAV Approach with WAAS (Rare)................................................. 16A-19
Load Non-GPS Approach ....................................................................................... 16A-20
Navigation Integrity ................................................................................................ 16A-21
RAIM Prediction..................................................................................................... 16A-22
ROCKWELL COLLINS FMS DIFFERENCES............................................................ 16A-23
FOR TRAINING PURPOSES ONLY 16A-i

AUGMENTATION SYSTEM
16A WIDE AREA

ILLUSTRATIONS
Figure Title Page
16A-1 Worldwide SBAS Providers............................................................................. 16A-2
16A-2 SBAS Service Providers .................................................................................. 16A-5
16A-3 Check SBAS Provider...................................................................................... 16A-5
16A-4 Approach Loading ........................................................................................... 16A-5
16A-5 Approach Selection.......................................................................................... 16A-6
16A-6 Arrival Data ..................................................................................................... 16A-6
16A-7 Non-WGS-84 Airport ...................................................................................... 16A-7
16A-8 WAAS Channel Number.................................................................................. 16A-7
16A-9 PFD Annunciations LPV Approach................................................................. 16A-8
16A-10 Course to Final Approach Message ................................................................. 16A-8
16A-11 SBAS Failure Messages................................................................................... 16A-9
16A-12 VNAV Flag ...................................................................................................... 16A-9
16A-13 Changing VNAV Guidance............................................................................ 16A-10
16A-14 PFD Annunciations Non-SBAS..................................................................... 16A-11
16A-15 Loss of Nonprecision Approach RAIM ........................................................ 16A-11
16A-16 Select SBAS Provider.................................................................................... 16A-13
16A-17 LPV Approach ............................................................................................... 16A-13
16A-18 Failure of SBAS During LPV Approach ....................................................... 16A-15
16A-19 Load LNAV/VNAV or LNAV Approach ....................................................... 16A-17
16A-20 RAIM Failure after SBAS Failure ................................................................. 16A-18
16A-21 LNAV/VNAV Approach with WAAS............................................................ 16A-19
16A-22 Load Non-GPS Approach.............................................................................. 16A-20
16A-23 Navigation Integrity....................................................................................... 16A-21
16A-24 RAIM Prediction ........................................................................................... 16A-22
FOR TRAINING PURPOSES ONLY 16A-iii

AUGMENTATION SYSTEM
16A WIDE AREA

TABLE
Table Title Page
16A-1 Loss of Integrity................................................................................................. 16A-3
FOR TRAINING PURPOSES ONLY 16A-v

AUGMENTATION SYSTEM
16A WIDE AREA

CHAPTER 16A
WIDE AREA AUGMENTATION
SYSTEM (WAAS)
INTRODUCTION
For the standard GPS system to provide lower minimums on an approach the GPS sig-
nal needed to be corrected. The correction was primarily needed to increase the accu-
racy of vertical navigation but lateral navigation was also improved.
GENERAL
Two forms of correction have been imple- VHF radios. The special equipment require-
mented to achieve this goal: Ground-based ments for this system have limited its imple-
Augmentation Systems (GBAS) and Satellite- mentation to a small number of airports and
based Augmentation Systems (SBAS). GBAS operators [the FAA has termed this as a Local
uses towers in the vicinity of an airport that Area Augmentation System (LAAS)].
correct the GPS signal locally and send the cor-
rection message back to the aircraft using
FOR TRAINING PURPOSES ONLY 16A-1

AUGMENTATION SYSTEM

16A WIDE AREA
SBAS is much more widely implemented. In the The Rockwell Collins FMS version 4.0 is the
US, over 2,000 runway ends are served by SBAS unit needed to use the SBAS system in Collins
approaches. The FAA has termed this as a Wide equipped aircraft. This FMS is used with a
Area Augmentation System (WAAS) because it SBAS capable receiver labeled GPS-4000S.
does not rely on airport specific towers to cor- The FMS uses the corrected signal to create
rect the signal and send the correction message. appropriate vertical and lateral navigation dis-
Instead, it uses data from stations throughout plays during all phases of flight to include
North America and a correction signal from geo- WAAS approaches. SBAS and other software/
stationary satellites. SBAS approved units are able equipment upgrades are included with FMS
to receive correction messages from these satel- v4.0 and this addendum will highlight the
lites and create a very accurate vertical and lat- most critical. Refer to the appropriate Collins
eral navigation unit. (See gps.faa.gov and the FMS user guide, AFM or AFM supplement for
Aeronautical Information Manual (AIM) for a more complete listing of limitations.
more information).
The FMS v4.0 upgrade includes a new Flight
Other countries will label SBAS differently when Management Computer (FMC) and proces-
it is implemented as shown in Figure 16A-1. sor. This allows for the increased rate of error
checking and position updates that occur dur-
ing WAAS flight and approaches. Additionally,
updating the FMS database should be faster
through the DBU-5000 since the communica-
tion speed has increased.
Figure 16A-1. Worldwide SBAS Providers
16A-2 FOR TRAINING PURPOSES ONLY

AUGMENTATION SYSTEM
16A WIDE AREA

OPERATION The aircraft position will not be as accurate but
is still well within the boundaries of standard
RNAV operations. If the RAIM error gets too
INTEGRITY large, the FMS will post the “LOSS OF IN-
TEGRITY” message as previously discussed.
WAAS geo-stationary satellites provide in-
tegrity messages for the FMS v4.0. When the
FMS detects a navigational problem “LOSS OF DEPARTURES
INTEGRITY” will show on the CDU and MFD.
The PFD will also show an “LOI” or “LOI During RNAV departures CDI deflection val-
TERM” message depending on the phase of ues will match the navigational performance
flight (see Table 16A-1). requirements of the procedure. US RNAV de-
partures and Europe P-RNAV departures are
When the “LOSS OF INTEGRITY” message labeled RNAV 1 and the CDI will be ± 1nm for
i s a c t iv e t h e F M S m u s t n o t b e u s e d a s the entire procedure. This will be annunci-
primary navigation. ated as “TERM” on the PFD.
If only the WAAS signal is degraded but the CDI deflection values will change according
GPS signal is unaffected (for instance, a loss to the following:
of geo-stationary satellites or being outside of
WAAS ground station coverage) no messages • ± 1 nm: On a departure procedure OR
will appear for non-SBAS procedures since within 31nm of an airport
they do not require WAAS. The FMS will au- • ± 2 nm: Outside of 31nm from an airport
tomatically begin using what is called Receiver AND not on a departure
Autonomous Integrity Monitoring (RAIM).
RAIM is the error checking technique used by
all non-SBAS units or in SBAS units after
SBAS has failed.
Table 16A-1. LOSS OF INTEGRITY
CDU PFD MFD

Terminal
(within 31nm of origin
airport or on a RNAV
departure)
Enroute (outside of 31nm

of origin and not on a
RNAV departure)

AUGMENTATION SYSTEM

16A WIDE AREA
ENROUTE APPROACHES
During the enroute phase of flight CDI de- The most signif icant changes for the Collins
flection values will be ± 2nm unless on a FMS v4.0 will be in the approach phase of
RNAV departure or RNAV arrival. If those flight. The FMS is now capable of flying RNAV
procedures are active the CDI deflection will (GPS) or RNAV (GNSS) approaches to the
be ± 1nm as discussed earlier. Localizer Performance with Vertical (LPV)
guidance minimums. If airport marking and ap-
US RNAV airways labeled “Q” and “T”-routes proach lighting standards are met, some LPV
are labeled as RNAV 2 procedures. Once the DA minimums can be 200 feet above the
RNAV departure is f inished, the CDI deflec- runway surface. However, LPV approaches
tion will be ± 2nm on these airways and remain are part of the group labeled Approaches with
that way until joining an RNAV arrival or ar- Vertical Guidance (APV) and are not consid-
riving within a 31nm ring around the destina- ered Precision approaches.
tion air por t. Europe B-RNAV routes are
labeled as RNAV 5 procedures but the CDI will
remain at ± 2nm as discussed. SBAS Provider
The appropriate SBAS providers are chosen on
The PFD will not show an annunciator when the “SBAS SERVICE PROVIDERS” CDU
in the enroute scale. page. This can be found on the GNSS Control
page under the main index [IDX]. The GNSS
When the aircraft is beyond ground-based control page will show how many are enabled
navaid services volumes, CDI deflection will as shown on the Figure 16A-2.
change. Deflection values will be ±4nm and
the label “OCEANIC” will annunciate on the Each provider on the SBAS Service Providers
PFD. This will continue until the aircraft is page can be manually enabled or disabled by
back inside navaid service volumes and the en- pressing the appropriate left line select key.
route or terminal mode is automatically rese- The following providers are on this page:
lected, as appropriate.
1. Wi d e A r e a A u g m e n t a t i o n S y s t e m
(WAAS) for the US;
ARRIVALS
2. European Geostationary Navigational
During RNAV arrivals CDI deflection values Overlay System (EGNOS) for Europe;
will match the navigational performance re-
quirements of the procedure. US RNAV ar- 3. MTSAT Satellite based Augmentation
rivals and Europe P-RNAV arrivals are labeled System (MSAS) for Japan; and
RNAV 1 and the CDI will be ± 1nm for the en-
tire procedure. This will be annunciated as 4. GPS-Aided GEO Augmented Naviga -
“TERM” on the PFD. tion (GAGAN) for India.
Navigational integrity and messages on the Enabling an SBAS provider will allow the
CDU, PFD, and MFD are the same as dis- FMS to use it should the aircraft fly into that
cussed in the Departures section. region of the world.

AUGMENTATION SYSTEM
16A WIDE AREA

quired provider is enabled. The approach can
still be flown to LNAV/VNAV or LNAV mini-
mums since these do not require SBAS.
The SBAS Service Providers page does not

have a default selection and once the appro-
priate SBAS is enabled it will remain that way
for every flight.
Loading The Approach

The DEP/ARR key is used to load a SBAS ap-
proach. The instrument approach listing is la-
beled “APPROACHES” and the visuals are
labeled “RUNWAYS” (Figure 16A-4). The
FMS is able to load multiple named approaches
such as the RNAV (GPS) Y 10L and RNAV
(GPS) Z 10L as shown in the f igure.
Figure 16A-2. SBAS Service Providers
As each area develops LPV minimum ap-

proaches, the FMS database will contain the re-
quired SBAS provider for that approach (only
one SBAS provider is actively used by the FMS
at any one time). If the appropriate SBAS
provider is not enabled once the approach is
loaded, a “CHK SBAS SVC PRVDR” message
will appear on the CDU when within the termi-
nal area (Figure 16A-3). The approach cannot
be continued to LPV minimums until the re-
Figure 16A-3. Check SBAS Provider Figure 16A-4. Approach Loading

AUGMENTATION SYSTEM

16A WIDE AREA
Pressing next to the desired approach will turn Pressing the Execute key will load the ap-
the label green and display available transitions proach into the active flight plan. Colors for
(Figure 16A-5). The VECTORS option is al- the selected approach are the same before and
ways chosen by default and will initially dis- after the execute key is pressed.
play in green. Selecting another transition will
turn its label green and change VECTORS Arrival Data Page
to white.
The ARR DATA line select key is a shortcut
to the Active Arrival Data page. This page can
also be accessed from the main index [IDX]
(Figure 16A-6).
SBAS APPROACH
Figure 16A-5. Approach Selection
Additionally, VNAV guidance for the selected

approach and the required SBAS provider (if NON-SBAS APPROACH
appropriate) will display at the 5R key. In the
example, “WAAS LPV” indicates the US Figure 16A-6. Arrival Data
WAAS system is required and the approach
will use LPV vertical guidance. It must be un-
derstood that this label does not indicate the For non-SBAS approaches this page is only in-
actual navigation integrity available but is formational and not required to be viewed. For
only database information. SBAS approaches it provides information for
the approach and is the only page where the pilot
can change approach VNAV guidance: LPV or
BARO (discussed later in this section).

AUGMENTATION SYSTEM
16A WIDE AREA

The following paragraphs provide a brief de-
scription of the Arrival Data page. The GNSS
label indicates whether the approach can be
flown as a GPS overlay.If NO, ground-based
navaids that define the approach must be tuned,
in view during the approach, and must be used
as final authority to determine whether to con-
tinue or execute a missed approach. If YES, the
procedure may be flown using only the FMS. The
World Geodetic System (WGS-84) will indicate
if the airport is referenced to standard GNSS co-
ordinates. If the WGS-84 label is NO, the FMS
must not be used as primary navigation or ref-
erence navigation when it is using GPS. The lo-
cation of f ixes and airports could be very
different than their actual positions. If an ap-
proach is loaded at an airport not referenced to
WGS-84, a CDU message “NON-WGS-84 AIR-
PORT” will indicate the need to rely on ground
based navigation (Figure 16A-7).
Figure 16A-7. NON-WGS-84 Airport

Figure 16A-8. WAAS Channel Number
The Channel number will only display on ap-
proaches with SBAS guidance. This number is LNAV/VNAV approaches to DA minimums.
a unique identifier for that approach and can be Baro-VNAV, however, is only as accurate as the
referenced from the approach chart. Every SBAS altimeter system on board the aircraft and is
approach will have a Channel number assigned affected by normal barometric errors (temper-
(Figure 16A-8). (Used with permission from atures colder and hotter than ISA, inappropri-
Jeppesen.) ate barometric settings, etc.)
The Required Provider label is derived from SBAS FMS’s will use two forms of VNAV; Baro-
the FMS database and indicates which SBAS VNAV and GPS altitude VNAV (LPV VNAV).
provider must be enabled as discussed earlier Baro-VNAV will be used for select procedures
in this section. where highly accurate vertical navigation is not
required. GPS altitude VNAV will be used where
Approach VNAV Selection highly accurate vertical navigation is required.
Before discussing approaches it is necessary GPS altitude VNAV does not rely on altimeter
to review Collins vertical navigation. indications and is not affected by altimeter er-
rors because it is created by the SBAS signal. This
Non-SBAS FMS units accomplish VNAV by vertical navigation is similar to an ILS glides-
using barometric inputs (“baro-VNAV”) from lope because it is unaffected by temperatures or
the altimeter system. This is used during enroute inappropriate barometric settings. SBAS FMS
and terminal operations. It is also used on units will use baro-VNAV for enroute proce-

AUGMENTATION SYSTEM

16A WIDE AREA
dures, terminal procedures and non-LPV ap- crossing the Final Approach Fix (FAF). If
proaches. GPS altitude VNAV will only be used VNAV is already selected on the flight guid-
for LPV approaches. ance panel the aircraft will smoothly increase
or decrease the rate of descent as required to
center the new LPV glidepath.
Flying the LPV Approach
Once an LPV approach is loaded in the CDU the Once LPV APPR is annunciated, lateral and
integrity of SBAS is monitored continuously. vertical guidance is angular and will get more
Within 31nm of the destination airport “LPV and more sensitive to course deviations dur-
TERM” will annunciate in white on the PFD ing the approach descent. (This is similar to
(Figure 16A-9). During this phase of flight CDI ILS and glideslope guidance). Lateral CDI
deflection will be ± 1nm. Baro-VNAV will be deflections start at ± 1nm and will decrease to
used with a Vertical Deviation Indicator (VDI) approximately ± 350 ft at the runway end.
deflection of ± 500 ft. Vertical VDI deflections start at ± 500 ft and
will decrease to the appropriate scale needed
When the aircraft is past the Final Approach for that approach.
Course Fix (FACF), the SBAS integrity is ap-
propriate for the approach, and the course leg The amber message “CRS TO FAF>45 DEG”
to the FAF is within 45 degrees of the inbound will appear on the CDU if a “Direct-to” the FAF
course, “LPV APPR” will annunciate in green creates a leg more than 45 degrees to the inbound
on the PFD (Figure 16A-9). The FACF is the (Figure 16A-10). Sequencing to LPV APPR
f ix immediately prior to the FAF. The change will be delayed until the “Direct-to” leg is fixed.
from LPV TERM to LPV APPR occurs at the
FACF because the aircraft will transition from
baro-VNAV to LPV VNAV. Baro-VNAV will
be affected by the surrounding temperature
and the two glidepaths may not coincide. The
glidepath indicator (“snowflake”) may appear
to move suddenly when transitioning from
baro-VNAV to LPV VNAV and more time is Figure 16A-10. Course To Final Approach
needed to be established on glidepath before Message
Figure 16A-9. PFD Annunciations LPV Approach

AUGMENTATION SYSTEM
16A WIDE AREA

Descent on the LPV approach is accomplished “USE LNAV MINIMUM” will appear only if the
using the APPR and VNAV modes on the flight approach has an LNAV minimum published.
guidance panel. FMS APPR and VGP will be an- For approaches that do not have LNAV mini-
nunciated on the PFD. mums published, an “APPR NOT AVAILABLE”
message will appear and a missed approach
Missed approach operations are the same as must be flown.
non-LPV approaches.
If the label “LPV APPR” was already present on
the PFD, this label will remain even though the
DEGRADED SBAS INTEGRITY integrity is degraded. The amber messages must
DURING LPV APPROACH be acknowledged and the appropriate changes
made to the approach briefing.
The following messages will appear any time
SBAS integrity degrades during an LPV ap- With SBAS integrity degraded, the vertical de-
proach. “LPV NOT AVAILABLE” will display viation indicator will be removed when inside
on the CDU and, if applicable, “USE LNAV the FACF and a red “VNV” label will appear in-
MINIMUM” will display on the CDU and MFD dicating the loss of vertical integrity. Active
(Figure 16A-11). Additionally, the PFD will VNAV modes will be removed (will change to
display a flashing amber “MSG” indicating the VPTCH) and armed VNAV modes will be lined
CDU has an active message. out as seen in the figure (Figure 16A-12). Further
descent can only be accomplished using non-
VNAV modes (e.g., VS, FLC).
Figure 16A-11. SBAS Failure Messages
“LPV NOT AVAILABLE” indicates SBAS in- Figure 16A-12. VNAV Flag
tegrity is not sufficient for the LPV approach.
Similar to an ILS with glideslope failure, a de-
cision can be made to continue the approach but
descending only to the published LNAV mini-
mum, or executing a missed approach.

AUGMENTATION SYSTEM

16A WIDE AREA
Prior to the FAF

Prior to the FAF, baro-VNAV can be manually
selected to recover vertical guidance after the
LPV VNAV has failed. VNAV will then be avail-
able to continue to LNAV/VNAV minimums or
LNAV minimums, as appropriate. This is accom-
plished on the Active Arrival Data page by press-
ing DEP/ARR and choosing ARR DATA (Figure
16A-13). Pressing the APPR VNAV GP will se-
lect between GPS altitude VNAV (LPV) and
baro-VNAV (BARO).
Once BARO is selected the change in VNAV

must be executed. VNAV will return and the
approach can continue to LNAV/VNAV mini-
mums or LNAV minimums. It is critical to un-
derstand that LPV minimums are not to be flown
during this operation.
PFD annunciations will display “TERM” and

“GPS APPR” instead of “LPV TERM” and
“LPV APPR” (Figure 16A-14) Additionally,
“LPV NOT AVAILABLE” and “USE LNAV
MINIMUM” messages will be removed from
the displays and the CDU message page.
After the FAF

If SBAS guidance fails after the FAF, the descent
may be continued to the LNAV minimum or a
missed approach can be flown. If a descent is
continued it can only be done using VS, FLC,
or PTCH mode since baro-VNAV is not selec-
table at this point and VNAV deviation will be
flagged inoperative.
MISSED APPROACH
Pressing the go-around button will allow the
FMS to sequence to missed approach fixes after
reaching the missed approach point. Lateral
guidance will remain in approach mode while
on final and then sequence to terminal mode, Figure 16A-13. Changing VNAV Guidance
as appropriate, when past the missed approach
point. PFD annunciations will change to
“TERM” to indicate when the CDI scale has
changed.

AUGMENTATION SYSTEM
16A WIDE AREA

Figure 16A-14. PFD Annunciations Non-SBAS
LATERAL GUIDANCE
SBAS corrections for lateral guidance will be
used on all GPS approaches. If SBAS lateral in-
tegrity fails or the aircraft is outside SBAS cov-
erage, the FMS will automatically begin using
RAIM as discussed earlier.
Should RAIM fail “NO NPA RAIM” will an-

nunciate on the CDU when inside the 31nm ter-
minal area with an approach loaded (NPA
=Nonprecision Approach). The FMS must not be
used as primary navigation with this message ac-
tive (Figure 16A-15). Additionally, if a “LOSS
OF INTEGRITY” message posts at any time be-
fore or during an approach the approach must be
abandoned and the FMS must no longer be used Figure 16A-15. Loss of Nonprecision
as primary navigation. Approach RAIM

AUGMENTATION SYSTEM

16A WIDE AREA
QUICK REFERENCE
ROCKWELL COLLINS WAAS
FMS (VERSION 4.0)

AUGMENTATION SYSTEM
16A WIDE AREA

SELECT SBAS PROVIDER If appropriate provider is not chosen, a “CHK
SBAS SVC PRVDR” message will appear on
Choose the appropriate SBAS provider for the CDU message line when loading an LPV
world region (Figure 16A-16): approach.
If no SBAS providers are chosen, the FMS

will not use augmented signals.
LOAD LPV APPROACH

Procedures for loading an LPV approach are
the same as loading a non-LPV approach
(Figure 16A-17, Sheet 1 of 2).
1. Conf irm desired airport is in ORIGIN

or DESTination on the active flight
plan page
2. Choose an APPRoach, and the desired

transition (VECTOR is always default)
Figure 16A-16. Select SBAS Provider
WAAS = North America Figure 16A-17. LPV Approach (Sheet 1 of 2)

EGNOS = Europe
MSAS = Japan
1. Press IDX GNSS Control
2. Choose SELECT SBAS (R5)
3. Press left line select key to Enable the
desired provider

AUGMENTATION SYSTEM

16A WIDE AREA
Figure 16A-17. LPV Approach (Sheet 2 of 2)
3. “WAAS LPV” is displayed at R5 NOTES

a. In Europe, “EGNOS LPV”
b. In Japan, “MSAS LPV”
c. This label only indicates the se-
lected approach has an LPV mini-
mum published. It is NOT real-time
display of system capability.
4. Verify LEGS page or MFD MAP to
ensure proper information
5. EXECute after conf irmation
The PFD will display “LPV TERM” in white

when within 31nm of the desired air por t
(Figure 16A-17, sheet 2 of 2). The PFD will
display “LPV APPR” in green after passing the
Final Approach Course Fix (FACF) if the SBAS
system is operational.
Baro-VNAV is used up until LPV APPR is an-

nunciated at which time GPS corrected VNAV
(LPV VNAV) will be used for the remainder
of the approach. A slight jump in the vertical
deviation indicator may be noticeable during
this transition.
Baro-VNAV temperature restrictions do NOT

apply to LPV VNAV.

AUGMENTATION SYSTEM
16A WIDE AREA

FAILURE OF SBAS DURING Prior to FAF
LPV APPROACH 1. These messages will appear on the CDU:
The following procedures assume only the a. “LPV NOT AVAILABLE”
SBAS system has failed. The GPS system is
still operating normally. b. Also, if LNAV minimums are pub-
lished “USE LNAV MINIMUM”
RAIM prediction and RAIM checking will 2. If LNAV minimums are published, this
automatically be used by the FMS as in non- message will appear on the MFD:
SBAS units.
a. “USE LNAV MINIMUM”
If the whole GPS system fails then a non-GPS
3. An amber MSG will flash on the PFD
approach would have to be flown as per AFM
or AFM supplement guidance (Figure 16A-18, 4. The VNAV deviation will have a red
Sheet 1 of 3). Inside 31nm to airport but prior VNV flag with the deviation indicator
to FAF: removed
APPR FMS VALT

GP 4000
3 000
185
180 4
20
700 2
160 DN 10 1
600
60
14 1 6540
20
0
1
120 10
400 2
4
100 1000
30.16IN
LPV APPR 24 251 W
MSG
FMS1
DTK 251 21
RALPE
30
2.5NM
Figure 16A-18. Failure of SBAS During LPV Approach (Sheet 1 of 3)

AUGMENTATION SYSTEM

16A WIDE AREA
5. Aircraft can be descended with non- The PFD will display “GPS APPR” in green
VNAV (VS, FLC, etc.) modes to the when within 2nm of the FAF.
LNAV minimum
OR Inside the FAF
5. Aircraft can be descended using VNAV 1. These messages will appear on the CDU:
with manual selections (Figure 16A-18, a. “LPV NOT AVAILABLE”
Sheet 2 of 3):
b. Also, if LNAV minimums are pub-
a. Press DEP / ARR ARR DATA or
lished “USE LNAV MINIMUM”
Press IDX page 2 ARR DATA
b. Choose BARO (L4) as the APPR 2. If LNAV minimums are published, this
VNAV GP message will appear on the MFD:
c. EXECute VNAV change a. “USE LNAV MINIMUM”
d. Verify VNAV indications have re- 3. An amber MSG will flash on the PFD
turned on the PFD (Figure 16A-18, Sheet 3 of 3)
e. Use baro-VNAV to descend to appropri-
ate minimums (LNAV/VNAV or LNAV)
The PFD will display “TERM” in white when
within 31nm of the desired airport.
Figure 16A-18. Failure of SBAS During LPV

Approach (Sheet 3 of 3)
4. The VNAV deviation will have a red

VNV flag with the deviation indicator
removed
5. Depending on aircraft altitude, aircraft
may be descended with non-VNAV
(VS, FLC, etc.) modes to the LNAV
minimum
OR
5. Execute published missed approach
Selections back to baro-VNAV guidance are
Figure 16A-18. Failure of SBAS During LPV NOT allowed inside the FAF.
Approach (Sheet 2 of 3)

AUGMENTATION SYSTEM
16A WIDE AREA

LOAD LNAV/VNAV OR LNAV 4. Verify LEGS page or MFD MAP to en-
APPROACH sure proper information
1. Conf irm desired airport is in ORIGIN
or DESTination on the active flight The PFD will display “TERM” in white when
plan page within 31nm of the desired airport.
2. Choose an APPRoach, and the desired
transition (VECTOR is always default) The PFD will display “GPS APPR” in green
when within 2nm of the FAF.
3. “GNSS BARO” is displayed at R5
(Figure 16A-19) Baro-VNAV is used for the entire procedure.
a. This label only indicates the se-
lected approach will be using baro- Baro-VNAV temperature restrictions apply to
VNAV. It is NOT real-time display LNAV/VNAV minimums.
of system capability.
MOD KICT ARRIVAL 1/2

STARS APPROACHES
NONE RNV 01L
TRANS
VECTORS
BACAY
CUTIK
- - - - - - - GNSS BARO
ARR DATA>
<CANCEL MOD LEGS>
[ [
MSG EXEC EXEC
Figure 16A-19. Load LNAV/VNAV or LNAV Approach

AUGMENTATION SYSTEM

16A WIDE AREA
FAILURE OF SBAS DURING NOTES

LNAV/VNAV APPROACH
No messages will appear if the SBAS signal
fails during an LNAV/VNAV or LNAV ap-
proach provided the navigation integrity from
the GPS remains within limits.
RAIM prediction and RAIM checking will

automatically be used by the FMS as in non-
SBAS units.
Inside 31nm to airport (Figure 16A-20):
ACT LEGS 1/6

SEQUENCE
KICT AUTO/INHIBIT
/ o
309 12NM
ICT ---/-----
/ o 9.2NM
307
MUGER ---/-----
/ o 3.3NM
307
WUKOL ---/-----
/ o 0.5NM
307 /
WUKUS ---/-----
-------------
LEG WIND>
[ [
MSG NO NPA RAIM EXEC
Figure 16A-20. RAIM Failure after SBAS

Failure
1. If RAIM is insufficient for the approach

this message will appear on the CDU
a. “NO NPA RAIM”
2. An amber MSG will flash on the PFD
3. Accomplish a non-GPS approach as
per AFM or AFM supplement

AUGMENTATION SYSTEM
16A WIDE AREA

LOAD LNAV/VNAV APPROACH 4. Verify LEGS page or MFD MAP to en-
WITH WAAS (RARE) sure proper information
The following images and information are avail-
able in the Collins FMS but no procedures have The FMS will use any available SBAS provider
been designed, as of this printing, by the FAA. for lateral navigation.
1. Confirm desired airport is in ORIGIN The PFD will display “L/V TERM” in white
or DESTination on the active flight when within 31nm of the desired airport.
plan page
2. Choose an APPRoach, and the desired The PFD will display “L/V APPR” in green
transition (VECTOR is always default) when within 2nm of the FAF.
3. “SBAS L/V” is displayed at R5 (Figure The FMS will use baro-VNAV until the FACF
16A-21) and then transition to SBAS VNAV just like
LPV approaches.
lected approach will be using SBAS Baro-VNAV temperature restrictions do not apply
VNAV. It is NOT real-time display when using SBAS VNAV. For failure of SBAS in-
of system capability. tegrity, see the LPV approach section.
Figure 16A-21. LNAV/VNAV Approach with WAAS

AUGMENTATION SYSTEM

16A WIDE AREA
LOAD NON-GPS APPROACH A “NO APPR” label will appear on the PFD.
1. Conf irm desired airport is in ORIGIN An “APPR FOR REF ONLY” will appear on
or DESTination on the active flight the CDU.
plan page
2. Choose an APPRoach, and the desired Verify AFM or AFM supplement limitations for
transition (VECTOR is always default) navigation guidance requirements.
3. “BARO” is displayed at R5 (Figure

16A-22) NOTES
lected approach will be using baro-
VNAV. It is NOT real-time display
of system capability.
4. Verify LEGS page or MFD MAP to en-
sure proper information
Figure 16A-22. Load Non-GPS Approach

AUGMENTATION SYSTEM
16A WIDE AREA

NAVIGATION INTEGRITY NOTES
If the navigation integrity falls outside of tol-
erance for the phase of flight (enroute or ter-
minal) a message will be displayed on the
CDU and PFD. This message is a total FMS in-
tegrity message and will appear whether SBAS
is being received or not (Figure 16A-23).
1. A “LOSS OF INTEGRITY” message

will appear on the CDU
2. A “LOI” or “LOI TERM” will appear
on the PFD depending on the 31nm
distance from the airport
3. Use another source of navigation
Figure 16A-23. Navigation Integrity

AUGMENTATION SYSTEM

16A WIDE AREA
RAIM PREDICTION These are the possible outcomes of approach

RAIM prediction:
RAIM prediction will only be necessar y
when outside the coverage of SBAS or during AVAILABLE
SBAS NOTAM’s indicating an outage of
signal integrity. UNAVAILABLE
REQ PENDING
1. Press IDX GNSS CONTROL
2. C h o o s e N PA R A I M ( L 5 ) ( F i g u r e
16A-24) NOTES
3. Destination airport will automatically
be f illed with flight plan destination
airport
4. E n t e r s a t e l l i t e s t h a t h av e b e e n
NOTAM’d out of service in the dese-
lect option in L3
5. The ETA will automatically be f illed
when inflight or it can be manually en-
tered in R2 (i.e., when still on the
ground)
Figure 16A-24. RAIM Prediction

AUGMENTATION SYSTEM
16A WIDE AREA

ROCKWELL COLLINS FMS DIFFERENCES
Non-WAAS WAAS (v4.0)
“GPS” label on applicable pages “GNSS” label on applicable pages
No Space Based Augmentation System (SBAS) Uses Space Based Augmentation System (SBAS)
US = WAAS
Europe = EGNOS
Japan = MSAS
India =GAGAN
VNAV VNAV
Enroute / Terminal Enroute / Terminal
Uses Baro-VNAV only ( ± 500 FT) Uses Baro-VNAV only ( ± 500 FT)
Approaches Approaches
Uses Baro-VNAV only ( ± 250 FT) LPV minimums
WAAS only (Angular)
LNAV / VNAV minimums
Baro-VNAV ( ± 250 FT)
WAAS when FAA certified (Angular)
LNAV minimums
Baro-VNAV only ( ± 250 FT)
RNAV SID / RNAV STAR RNAV SID / RNAV STAR

± 1nm CDI within 30nm of ARPT ± 1nm CDI for entire procedure (“TERM”)
± 5nm CDI outside of 30nm ± 1nm CDI when off procedure
Must do RAIM prediction within 31nm of ARPT
± 2nm CDI when off procedure
outside 31nm of ARPT
RAIM prediction only when WAAS fails
Q Routes / T Routes Q Routes / T Routes

± 1nm CDI within 30nm of ARPT ± 1nm CDI within 31nm of ARPT
± 5nm CDI outside of 30nm ± 2nm CDI outside 31nm
Must do RAIM prediction RAIM prediction only when WAAS fails
Approaches Approaches
Cannot choose multiple label approaches Can choose multiple label approaches
e.g., RNAV (GPS) Y Rwy 10 / RNAV (GPS) Z Rwy 10
GPS APPR mode ~2nm from FAF LPV APPR mode after FACF
L/V APPR mode after FACF
GPS APPR mode ~2nm from FAF
Non-GPS approches can be flown Non-GPS approaches will have

without messages “APPR FOR REF ONLY” CDU message
“NO APPR” PFD message
No stepdown fixes inside FAF All stepdown fixes inside FAF (non-ILS)

CHAPTER 17
OXYGEN SYSTEM
CONTENTS
Page
17 OXYGEN SYSTEM
INTRODUCTION ............................................................................................................ 17-1
GENERAL ......................................................................................................................... 17-1
OXYGEN SYSTEM .......................................................................................................... 17-2
Components................................................................................................................. 17-2
Controls and Indicators............................................................................................... 17-4
Operation ..................................................................................................................... 17-6
OXYGEN DURATION ................................................................................................... 17-8
Time of Useful Consciousness .................................................................................. 17-8
SERVICING ....................................................................................................................... 17-9
Purging ....................................................................................................................... 17-10
Cylinder Retesting .................................................................................................... 17-10
QUESTIONS.................................................................................................................... 17-11

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen Supply Cylinder .................................................................................... 17-2
17-2 Crew Oxygen Masks ........................................................................................... 17-3
17-3 Passenger Masks.................................................................................................. 17-3
17 OXYGEN SYSTEM
17-4 First-Air Oxygen Mask....................................................................................... 17-4
17-5 Oxygen System Controls .................................................................................... 17-5
17-6 Oxygen System Annunciators ........................................................................... 17-5
17-7 Pressure Gauge.................................................................................................... 17-6
17-8 Oxygen System Schematic ................................................................................. 17-7
17-9 Oxygen Duration with Partially Full Bottle..................................................... 17-8
17-10 Oxygen Duration................................................................................................. 17-9
17-11 Oxygen Fill Valve and Gauge............................................................................ 17-9
TABLE
Table Title Page
17-1 Time of Useful Consciousness........................................................................... 17-8

CHAPTER 17
OXYGEN SYSTEM
17 OXYGEN SYSTEM
INTRODUCTION
Pilot and passenger comfort and safety are of prime importance in operating this
aircraft. Understanding the proper use of oxygen is crucial for both. Federal
Aviation Regulations (FARs) require that any time an aircraft flies above 25,000
feet, oxygen must be immediately available to the crew and passengers. This chapter
presents a discussion of the oxygen system. Operation, controls, and procedures
along with oxygen duration charts are included.
GENERAL
Th e K i n g A i r 3 5 0 a i r c r a f t p r o v i d e s The system consists of an oxygen bottle
adequate oxygen flow for crew and passen- mounted in the aircraft tail section, crew
gers for a cabin pressure altitude of up to masks, passenger oxygen masks, and a first-
35,000 feet. aid mask.

The crew has two push-pull controls, a for unpressurized, high-altitude flight. The
pressure gauge, and appropiate annuncia- cylinder can come in three sizes: 50, 77, or 115
tors in the cockpit. cubic foot.
The normal mask flow rate is 3.9 liters per A shutoff valve and regulator is attached to
minute (liters per minute-normal temper- the end of the oxygen cylinder, The regula-
ature/pressure differential). The cockpit tor is constant flow and supplies low pressure
diluter-demand masks used by the flight oxygen through plumbing to the outlets in
crew use twice the normal amount in 100% the aircraft.
17 OXYGEN SYSTEM
or EMERG selection.
A push/pull lever in the cockpit controls
Before each flight, check that the crew the shutoff valve and regulator.
masks are in the 100% mode.
Fill the cylinder through a valve accessible
through an access door on the right side of
OXYGEN SYSTEM the aft fuselage.
COMPONENTS Crew Oxygen Masks

Oxygen Supply Cylinder Th e c re w h a s d i l u t e r- d e m a n d , q u i c k -
donning oxygen masks stowed in the
A cylinder mounted behind the aft pressure cockpit overhead between the pilot and
bulkhead (Figure 17-1) supplies the oxygen copilot seats (Figure 17-2).
Figure 17-1. Oxygen Supply Cylinder

Donning Masks
Squeeze the red finger grip control switch
on the face of the mask to inflate the elastic
straps with oxygen pressure. Fit the inflated
straps over the head. Hold the mask over the
nose and mouth as the grip is released. The
elastic straps then deflate and hold the mask
tightly against the face.
17 OXYGEN SYSTEM
Testing Masks
Push the red pushbutton/knob on the crew
Figure 17-2. Crew Oxygen Masks mask to test the mask. When the pushbut-
ton is depressed, oxygen flows.
Even while stowed, these masks are always
plugged into the oxygen system. They can
be donned easily and quickly with Passenger Masks
one hand. The pressure of oxygen in the passenger
oxygen system supply line automatically
The diluter-demand crew masks deliver extends a plunger against each of the
oxygen to the user only upon inhalation. passenger mask dispenser doors. This forces
the doors open. The masks then drop to
A small switch on each mask permits two hang about nine inches below the dispensers
modes of operation: NORMAL and 100%. (Figure 17-3).
In the NORMAL position, air from the
cockpit is mixed with the oxygen supplied The lanyard valve pin at the top of the mask
through the mask. This reduces the rate of hose must be pulled out so oxygen can flow
depletion of the oxygen supply. It is also to the masks. The pin is connected to the
more comfortable to use than 100% aviator oxygen mask via a flexible cord. When the
breathing oxygen. oxygen mask is pulled down for use, the
cord pulls the pin out of the lanyard valve.
However, if smoke or fumes fill the cockpit, The lanyard valve pin must be manually
use the 100% position to prevent breath- reinserted into the valve in order to stop
ing contaminated air. For this reason, the the flow of oxygen when the mask is no
selector levers should be left in the 10 0% longer needed.
position when the masks are not in use so
they are always ready for emergency use.
A red pushbutton/knob on the mask is for

testing and selecting the EMERG position.
For certain emergencies, the crew masks

must be selected to EMERG. When the red
knob is turned to the EMERG position, a
small constant, positive flow of oxygen
flows to the mask. In EMERG, the crew
mask is considered a constant-flow type
until a small amount of pressure builds in
the face mask.
Figure 17-3. Passenger Masks

First-Aid Oxygen Mask CONTROLS AND INDICATORS

Whenever the primary oxygen supply line The crew has two controls for the oxygen
is charged (PULL ON SYSTEM READY system. One arms the system. The second
control knob pulled), oxygen is available to one is an override handle to ensure passen-
the first-aid mask in the toilet compart- ger masks deploy.
ment in the aft fuselage (Figure 17-4). A
manual ON/OFF valve in the overhead PULL-ON Handle
container box releases oxygen to the mask.
17 OXYGEN SYSTEM
The PULL ON- SYSTEM READY handle

on the left side of the center pedestal arms
t h e o x y g e n s y s t e m ( Fi g u re 17- 5 ) . Th e
handle operates a cable that opens and
closes the shutoff valve at the oxygen supply
cylinder. When the handle is pushed in,
oxygen is unavailable in the aircraft.
When the handle is pulled out, the primary

oxygen supply line is charged with oxygen
as long as the cylinder is not empty.
Pull the handle out prior to engine starting

to ensure oxygen is immediately available
any time it is needed.
Passenger Handle
A PASSENGER MANUAL DROP OUT
push-pull control handle is on the right
side of the center pedestal. This is an
override handle that manually opens the
passenger oxygen shutoff valve. This action
pressurizes the passenger oxygen system
whenever the primary oxygen supply line
is armed.
Electrical power is not required for the

manual system to operate.
Figure 17-4. First-Air Oxygen Mask

17 OXYGEN SYSTEM
Figure 17-5. Oxygen System Controls
Figure 17-6. Oxygen System Annunciators
Annunciators A second oxygen pressure switch is in the

ceiling in the aft passenger compartment.
An oxygen pressure switch at the passenger Oxygen pressure activates the switch, which
system shutoff valve senses pressure in the then illuminates the PASS OXYGEN ON
primary oxygen supply line. When the annunciator. This advises the crew that the
system is not armed and there is no pressure masks are deployed and oxygen is available
in the primary oxygen supply line, the switch to the passengers.
illuminates the amber OXY NOT ARMED
annunciator (Figure 17-6). If sufficient
pressure is in the line, the OXY NOT
ARMED annunciator extinguishes.

Pressure Gauges The PULL ON SYSTEM READY control

in the crew compartment must be on to
The oxygen system has two pressure gauges: supply oxygen to the crew and passengers.
one on the copilot right subpanel and one
adjacent to the filler valve to check system Oxygen then flows from the cylinder bottle
pressure while servicing (Figure 17-7). Refer through the plumbing to the various outlets
to Servicing section. (Figure 17-8).
Passenger Autodeployment
17 OXYGEN SYSTEM
The barometric pressure switch (sensor)

in the upper sidewall forward of the right
emergency exit automatically deploys the
passenger oxygen masks when cabin
altitude reaches 12,50 0 feet.
When activated, oxygen pressure is released

to the container boxes. A plunger extends
to open the doors and drop the masks. The
oxygen valve lanyard pin must be pulled for
oxygen to flow to each mask.
When oxygen flows into the passenger

oxygen system supply line, a pressure switch
illuminates the green PASS OXYGEN ON
annunciator. This switch also causes the
cabin indirect lights to illuminate bright
regardless of the CABIN LIGHTS
Figure 17-7. Pressure Gauge BRIGHT-DIM-OFF switch position. In
addition, the NO SMOKING and FASTEN
S E AT B E LT s i g n s i l l u m i n a t e a n d a
OPERATION chime sounds.
If decompression at altitude occurs, the When the cabin descends below 12,500 feet
b o d y ’s p r i m a r y n e e d i s f o r o x y g e n t o or electrical power is removed from the
prevent hypoxia. Hypoxia is a lack of the circuit, the shutoff valve closes to terminate
oxygen needed to keep the brain and other oxygen flow to the passenger masks. When
body tissues functioning properly. the masks are no longer required, reinsert-
ing the lanyard pin stops the flow of oxygen.
Early symptoms such as an increased sense
of well-being quickly give way to slow Th e OX Y C O N T RO L c i rc u i t b re a ke r
reactions, impaired thinking ability, unusual on the copilot CB panel powers the
fatigue, and a dull headache. The crew, automatic sensor.
therefore, must act quickly to don oxygen
masks and provide oxygen to the passen-
gers before the onset of hypoxia.

FORWARD PRESSURE BULKHEAD
TO COCKPIT
OXYGEN DILUTER DEMAND
CREW MASK PRESSURE CREW MASK
GAGE
TO ANNUNCIATOR
PASS OXYGEN ON PASSENGER MANUAL
OVERRIDE SHUTOFF
VALVE
17 OXYGEN SYSTEM
SOLENOID
OFF
ON
BAROMETRIC
PRESSURE CONTROL
SWITCH CABLE
PASSENGER 2 MASK OUTLET

(TYPICAL 5 PLACES)
OXYGEN PRESSURE
SENSE SWITCH
PASSENGER SINGLE
MASK OUTLET
FIRST AID OXYGEN MASK STOWED
IN MANUALLY OPERATED BOX
OXYGEN MASK
CONTAINER, LINES AND
OUTLET FOR FOLD-UP SEATS
AFT PRESSURE CONTROL CABLE

BULKHEAD
HIGH PRESSURE
OVERBOARD RELIEF PRESSURE REGULATOR
AND SHUTOFF VALVE
COMPOSITE
LEGEND OXYGEN
CYLINDER
HIGH PRESSURE LINE
LOW PRESSURE LINE
OXYGEN CYLINDER
Figure 17-8. Oxygen System Schematic

Manual Deployment Preflight Requirement

If the barometric pressure switch malfunc- It is a preflight requirement to check the
tions, the pilot may manually arm the oxygen available for the crew and passen-
system by pulling out on the PASSENGER gers to ensure it is sufficient for descent to
MANUAL DROP OUT handle. 12,50 0 feet or until loss of pressure in the
aircraft can be corrected and cabin altitude
Crew Only Usage pressure restored. Full oxygen system
pressure is 1,80 0 ±50 psi at 21°C.
To shut off passenger oxygen and isolate the
17 OXYGEN SYSTEM
remaining oxygen to the crew and first-aid For all oxygen duration computations,
o u t l e t s, p u s h i n t h e PAS S E N G E R count each diluter-demand crew mask in
MANUAL DROP OUT handle. Then pull use in the 10 0% mode as two people. For
the OXY CONTROL circuit breaker in the example, to compute oxygen duration for
ENVIRONMENTAL group on the copilot four passengers and two crewmembers,
CB panel. consider it as eight people using oxygen.
In order to determine if sufficient oxygen

OXYGEN DURATION is available:
TIME OF USEFUL 1. Note pressure on oxygen pressure

CONSCIOUSNESS gauge
2. Use Oxygen Available with a Partially
The Time of Useful Consciousness (Table Full Bottle graph (Figure 17-9) to find
17-1) shows the average time of useful the percent of usable capacity
consciousness available at various altitudes.
This is the time from the onset of hypoxia
u n t i l l o s s o f e f f e c t i v e p e r f o r m a n c e.
Individual reactions may differ from those
shown in the table.
Table 17-1. TIME OF USEFUL
CONSCIOUSNESS
TIME OF USEFUL CONSCIOUSNESS
ALTITUDE TIME
35,000 FEET 1/2 TO 1 MINUTE
30,000 FEET 1 TO 2 MINUTES
28,000 FEET 2 1/2 TO 3 MINUTES
12 TO 18,000 FEET 30 MINUTES OR MORE
Using the Emergency Descent procedure Figure 17-9. Oxygen Duration with
i n t h e P O H c a n m i n i m i z e t h e e ff e c t s Partially Full Bottle
of hypoxia.
3. To obtain duration in minutes, find
d u ra t i o n f o r a f u l l b o tt l e f o r t h e
number of persons aboard from the
Oxygen Duration chart (Figure 17-10)

17 OXYGEN SYSTEM
Figure 17-10. Oxygen Duration
Figure 17-11. Oxygen Fill Valve and Gauge
4. Multiply full bottle duration by the Service the system through the filler valve.
percent of usable capacity Remove the access plate on the right side
of the aft fuselage. A pressure gauge is
Th i s i s t h e a va i l a b l e o x y g e n d u ra t i o n
adjacent to the filler valve to check system
in minutes.
pressure during filling (Figure 17-11).
Remove the protective cap from the filler

SERVICING valve. Attach the hose from an oxygen
recharging unit. Make sure that both the
Refer to the manufactuter’s Pilot Operating
aircraft oxygen system and the servicing
Handbook and Maintenance Manual prior
equipment are properly grounded before
to purging or servicing the oxygen system.
servicing the system.

WARNING CAUTION
To prevent overheating, fill the U s e o n l y Av i a t o r s B re a t h i n g
oxygen system slowly by adjusting Oxygen (MIL-0-27210) for servic-
the recharging rate with the ing the oxygen system. Do not use
pressure regulating valve on the oxygen intended for medical
recharging unit. All oxygen purposes or such industrial uses as
cylinders should be filled to 1,800 welding. Such oxygen may contain
psi at a temperature of 21°C. This e x c e s s i v e m o i s t u re t h a t c o uld
17 OXYGEN SYSTEM
p re s s u re m a y b e i n c re a s e d a n freeze in the valves and lines of the

additional 3.5 psi for each degree oxygen system.
above 21°C; similarly, for each
degree below 21°C, reduce the
pressure for the cylinder by 3.5 PURGING
psi. When the oxygen system is
properly charged, disconnect the Purge the oxygen system to remove
filler hose from the filler valve, offensive odors. The system should also be
and replace the protective cap. purged any time system pressure drops
When servicing, purging, or below 50 psi or lines are left open.
replacing the oxygen cylinder, if it
becomes necessary to disconnect To accomplish purging, connect a recharg-
a fitting, the threads of the fitting ing unit into the system. Permit oxygen to
should be wrapped with MIL-T- flow through the lines and outlets until any
27730 anti-seize tape prior to offensive odors have been carried away.
being reconnected to the system.
If any offensive odor lingers, continue
purging the system for an additional hour.
WARNING If such odors still remain, replace the supply
cylinder. After the system has been
The following precautions should adequately purged, return it to its normal
b e o b s e r v e d w h e n p u rg i n g o r operation position, and service the system.
servicing the oxygen system:
CYLINDER RETESTING
• Avoid any operation that could create
sparks. Keep all burning cigarettes or Oxygen cylinders are of two types: 3HT or
fire away from the vicinity of the 3A/3AA.
aircraft when the outlets are in use.
Lightweight cylinders marked 3HT on the
• Inspect the filler connection for side plate must be hydrostatically tested
cleanliness before attaching it to the every three years. The test date is on the
filler valve. cylinder. The bottle has a service life of
• Make sure that your hands, tools, and 4,380 pressurizations or 24 years, whichever
clothing are clean, particularly of occurs first. It then must be discarded.
grease or oil stains, for these contam-
inants are extremely dangerous in the Regular weight cylinders are stamped 3A
vicinity of oxygen. or 3AA. They must be hydrostatically
• As a further precaution against fire, tested every five years. Service life on these
open and close all oxygen valves cy l i n d e r s i s n o t l i m i t e d . Re f e r t o t h e
slowly during filling. manufacturer’s maintenance manual for
more details.

QUESTIONS
1. Deployment of the passenger oxygen
masks is indicated by illumination of
the _________ annunciator.
A. Red [PASS OXYGEN ON] warning
B. Red [CABIN ALT HI] warning
17 OXYGEN SYSTEM
C. Amber [CABIN OXYGEN ON]
caution
D. W h i t e [ PAS S O X Y G E N O N ]
system status
2. Manual deployment of the passenger

oxygen masks is available by _______
the control handle on the _______ side
of the center console.
A. Pulling out; left
B. Pulling out; right
C. Pushing in; left
D. Pushing in; right
3. Th e a m b e r [ OX Y N OT A R M E D ]
caution annunciator illuminates when
the:
A. Main oxygen system is not armed.
B. Crew oxygen system is not armed.
C. Passenger oxygen system is being
used.
D. Crew oxygen system is being used.
4. Crew oxygen is provided by a _________

oxygen mask.
A. Constant-flow
B. Pressure-demand
C. Constant-flow quick-donning
D. Diluter-demand quick-donning

18 MISCELLANEOUS

CHAPTER 19
MANEUVERS AND PROCEDURES
CONTENTS
INTRODUCTION............................................................................................................. 19-1
GENERAL ......................................................................................................................... 19-1
MANEUVERS ................................................................................................................... 19-2
One Engine Inoperative............................................................................................. 19-2
Stalls.............................................................................................................................. 19-3
Flutter ........................................................................................................................... 19-4
Turbulent Weather ...................................................................................................... 19-4
Windshear .................................................................................................................... 19-5
Flight in Icing Conditions .......................................................................................... 19-5
Wake Turbulence......................................................................................................... 19-6
Takeoff and Landing Conditions .............................................................................. 19-6
FLIGHT PROFILES......................................................................................................... 19-6
AND PROCEDURES
19 MANEUVERS

ILLUSTRATIONS
Figure Title Page
19-1 Normal Takeoff and Departure ......................................................................... 19-7
19-2 Engine Loss at or above V1 ............................................................................... 19-8
19-3 Rejected Takeoff.................................................................................................. 19-9
19-4 Approach to Stall—Landing Configuration Model 350............................... 19-10
19-5 Approach to Stall—En Route Configuration ............................................... 19-11
19-6 Approach to Stall—Takeoff Configuration ................................................... 19-12
19-7 Approach to Stall—Approach Configuration ............................................... 19-13
19-8 Visual Approach and Landing......................................................................... 19-14
19-9 Visual Approach—No Flaps............................................................................ 19-15
19-10 One Engine Inoperative—Visual Approach and Landing .......................... 19-16
19-11 ILS Approach .................................................................................................... 19-17
19-12 Nonprecision Approach ................................................................................... 19-18
19-13 Circling ............................................................................................................... 19-19
AND PROCEDURES
19 MANEUVERS

CHAPTER 19
MANEUVERS AND PROCEDURES
INTRODUCTION
AND PROCEDURES
19 MANEUVERS
The crew must be thoroughly familiar with all information published by the
manufacturer about the aircraft. In additional to maintenance inspections and
preflight information required by federal regulations, a complete, careful preflight
inspection is imperative before each flight.
GENERAL
Maintain center of gravity (CG) within the In addition to maintaining the altitude
approved envelope throughout the planned appropriate for the direction of flight,
flight. Ensure the aircraft is loaded so it pilots flying VFR at night should maintain
does not exceed weight and CG limitations. a safe minimum altitude as dictated by
Refer to the manufacturer’s Pilot Operating terrain, obstacles such as TV towers, or
Handbook (POH) and Airplane Flight communities in the area. This applies
Manual (AFM). especially in mountainous terrain where
there is usually very little ground reference.

Minimum clearance is 2,000 feet above the Asymmetric Thrust

highest obstacle enroute. Do not depend on
the ability to see obstacles in time to miss Loss of one engine creates yaw because of
them. Flight on dark nights over sparsely the asymmetric thrust. To compensate,
populated country can be the same as IFR. balance yaw forces with the rudder.
During normal two-engine operations, With only a single engine, airflow over the
always fly the published takeoff speeds on wing is also reduced. Yaw also affects the
initial climb out. Then accelerate to your lift distribution over the wing. This causes
cruise climb airspeed after you have a ro l l t o w a rd t h e i n o p e ra t i v e e n g i n e.
obtained a safe altitude. Use cruise climb Balance these forces by banking slightly
airspeed to give you increased in-flight (up to 5º) into the operating engine.
visibility and better fuel economy.
Airspeed
Airspeed is the key to safe single-engine
MANEUVERS o p e r a t i o n s. A t f i r s t i n d i c a t i o n o f a n
engine failure during climb out or while
ONE ENGINE INOPERATIVE on approach, establish V YSE or V XSE ,
whichever is appropriate.
Safe flight with one engine out requires an
understanding of basic aerodynamics and VMCA
proficiency in engine-out procedures.
VMCA, the airspeed below which
directional control cannot be maintained,
Climb Performance is designated by the red radial on the
Loss of power from one engine affects both airspeed indicator. Adhering to the practice
climb performance and controllability. of never flying at or below the published
Climb performance depends on an excess VMCA virtually eliminates loss of
of power normally required for level flight. directional control issues.
With twin engine aircraft and one engine
inoperative, power loss is even more than VYSE
50%. Climb performance is reduced by at VYSE , the airspeed that gives the best single
AND PROCEDURES
least 80%. Consult charts in the manufac- engine rate of climb with an engine out, is
19 MANEUVERS
turer’s POH and the FAA-approved AFM designated by the blue radial on the
for confirmation. airspeed indicator. V YS E delivers the
greatest gain in altitude in the shortest
Single-engine climb performance depends possible time.
on four factors:
• Airspeed—Too little or too much It is based on the following criteria:
decreases climb performance • Critical engine inoperative; its
• Drag—Gear, flaps, and windmilling propeller in minimum drag position
prop • Operating engine at not more than
• Power—Amount available in excess maximum continuous power
of that needed for level flight • Landing gear retracted
• Weight—Passengers, baggage, and • Wing flaps in most favorable (i.e.,
fuel load best lift-drag ratio) position
• Aircraft flown at recommended
bank angle

Drag caused by a windmilling propeller, 3. Reduce drag to an absolute minimum.

extended landing gear, or flaps in the
4. Secure failed engine and related sub-
landing position severely degrades or systems.
destroys single-engine climb performance.
Since climb performance varies widely with The first three steps are completed from
weight, temperature, altitude, and aircraft memory without consulting the POH.
configuration, the climb gradient (altitude Consult the checklist for step 4 and beyond.
gain or loss per mile) may be marginal or
even negative under some conditions. Study The aircraft must be banked about 5º into
the POH and AFM to know what perform- the operating engine with the slipskid ball
ance to expect. slightly out of center toward the operating
engine to achieve rated performance.
VXSE
V XSE , the airspeed that gives the steepest Be sure to identify the inoperative engine
angle of climb with an engine out, is only positively before securing it. Verify with
for clearing obstructions during initial cautious throttle movement.
climbout. It gives the greatest altitude gain
per unit of horizontal distance. It requires STALLS
more rudder control input than V YSE .
Th e s t a l l w a r n i n g s y s t e m m u s t b e
operational at all times. This is especially
Single Engine Service Ceiling important in all high performance multi-
The single engine service ceiling is the engine aircraft during engineout practice or
maximum altitude at which the aircraft stall demonstrations.
climbs at a rate of at least 50 feet per minute
in smooth air. Use the single-engine service The single-engine stall speed of a twin-engine
ceiling graph during flight planning to aircraft is generally slightly below the power
determine whether the aircraft, as loaded, off (engines idle) stall speed for a given
can maintain the minimum enroute altitude weight condition. Single-engine stalls in
(MEA) if IFR, or terrain clearance if VFR, multi-engine aircraft are not recommended.
following an engine failure.
Do not attempt V M CA demonstrations
when altitude and temperature are such
AND PROCEDURES
19 MANEUVERS
Single Engine Procedures that the engine-out minimum control speed
Know and follow to the letter the single- is known or discovered to be close to
engine emergency procedures specified in stalling speed. Loss of directional or lateral
your POH and AFM. All the procedures control just as a stall occurs is potentially
have the same basic fundamental steps: hazardous.
1. M a i n t a i n a i r c r a f t c o n t r o l a n d Low altitude stalls have not been approved
airspeed at all times. by the Department of Transportation.
2. Normally apply 100% torque to the
operating engine. If the engine failure Spins
occurs at a speed below VMCA,
however, or during cruise or a steep A major cause of fatal accidents in general
turn, the crew may elect to use only aviation aircraft is a spin. Stall demonstra-
enough power to maintain a safe tions and practice are a means for a pilot
speed and altitude. If the failure to acquire the skills to recognize when a
occurs on final approach, use power stall is about to occur and to recover as
only as necessary to complete the soon as the first signs are evident. If a stall
landing. does not occur, a spin cannot occur.

The King Air 350 has not been tested for other loose condition in the flight control
spin recovery characteristics. Intentional system can cause or contribute to flutter.
spins are prohibited. Pay particular attention to control surface
attachment hardware including tab pushrod
If application of stall recovery controls is attachment. Rectify any looseness of fixed
delayed, a rapid rolling and yawing motion surfaces or movement of control surfaces
may develop even against full aileron and other than in the normal direction of travel.
r u d d e r . Th i s r e s u l t s i n t h e a i r c r a f t Control surface drain holes must be open to
becoming inverted during the onset of a prevent freezing of accumulated moisture.
spinning motion. The longer the pilot This also could create an increased trailing
delays before taking corrective action, the edge heavy control surface and flutter.
more difficult recovery becomes.
If excessive vibration, particularly in the
Always remember that extra alertness and c o n t ro l c o l u m n a n d r u d d e r p e d a l s, i s
good pilot techniques are required for slow encountered in flight, this could be the onset
flight maneuvers, including the practice or of flutter.
demonstration of stalls or V MCA . Ensure
that the CG is as far forward as possible. • Immediately reduce airspeed; lower
landing gear if necessary
Fo r w a rd C G a i d s s t a l l re c o v e r y, s p i n
avoidance, and spin recovery. An aft CG • Restrain controls of the aircraft until
can create a tendency for a spin to flatten vibration ceases
out. This delays recovery. • Fly at reduced airspeed; land at the
nearest suitable airport.
FLUTTER • Have aircraft thoroughly inspected
Flutter is a phenomenon that can occur
w h e n a n a e ro d y n a m i c s u r f a c e b e g i n s TURBULENT WEATHER
v i b r a t i n g . Th e e n e r g y t o s u s t a i n t h e
vibration is derived from airflow over the A complete and current weather briefing
surface. The amplitude of the vibration can is a requirement for a safe trip. Updating
decrease if airspeed is reduced, remain of weather information enroute is also
constant if airspeed is held constant with essential. Plan the flight to avoid areas of
no failures, or increase to the point of self- reported severe turbulence.
AND PROCEDURES
19 MANEUVERS
destruction, especially if airspeed is high

and/or is allowed to increase. Regard thunderstorms, squall lines, and
violent turbulence as extremely danger-
Flutter can lead to an in-flight break up of the ous and avoid. Thunderstorms also pose
aircraft. Aircraft are designed so flutter does the possibility of a lightning strike. A roll
not occur in the normal operating envelope cloud ahead of a squall line or thunder-
as long as the aircraft is properly maintained. storm is visible evidence of violent
turbulence. The absence of a roll cloud,
Decreasing the damping and stiffness of however, should not be interpreted as
the structure or increasing the trailing edge turbulence free.
weight of control surfaces tends to cause
flutter. If a combination of those factors is It is not always possible to detect individ-
sufficient, flutter can occur within the ual storm areas or find the in-between clear
normal operating envelope. a r e a s. I f t u r b u l e n c e i s u n e x p e c t e d l y
encountered, note the following.
A thorough preflight inspection can
eliminate things that might cause flutter. Proper airspeed answers two basic problems
Improper tension on control cables or any when flying through turbulent air.

If the crew maintains an excessive airspeed, FLIGHT IN ICING CONDITIONS

structural damage or failure may occur. If
the airspeed is too low, a stall could occur. Carefully review the POH and AFM to
Reduce speed to the turbulent air penetra- ascertain the required operable equipment for
tion speed or to maneuvering speed in the flight in icing conditions. In addition,
limitations of the POH and AFM. These understand the limits of approval or certifi-
s p e e d s p re s e n t t h e b e s t a s s u ra n c e o f cation for the aircraft for flight in icing
avoiding excessive stress loads and provid- conditions. Observe procedures in the POH
ing the proper margin against inadvertent and AFM for operation in icing conditions.
stalls due to gusts. Activate deice and anti-icing systems before
entering an area of moisture where the aircraft
Beware of over controlling in an attempt to is likely to go through a freezing level.
correct for changes in attitude. Applying
control pressure abruptly builds up G-forces When icing is detected, the pilot must
rapidly. This could cause structural damage immediately divert by flying out of the area
or even failure. Watch angle of bank. Make of visible moisture or go to an altitude
turns as wide and shallow as possible. where icing is not encountered. Maintain
the minimum speed for operation in icing
Be equally cautious in applying forward conditions. If airspeed deteriorates below
or back pressure to keep the aircraft level. this minimum, the angle of attack increases
Maintain straight and level attitude in to the point where ice may build up on the
either up or down drafts. Use trim sparingly under side of the wings aft of areas
to avoid being grossly out of trim as the protected by deicing/anti-icing equipment.
vertical air columns change velocity and Ice build up and its extent in unprotected
d i re c t i o n . L o w e r t h e l a n d i n g g e a r, i f areas may not be directly observable from
necessary, to avoid excessive airspeeds. the cockpit.
As ice accumulates on the aircraft, distortion

WINDSHEAR of the wing airfoil increases drag and reduces
Windshears are rapid, localized changes in lift. Stalling speeds increase. In addition, stall
wind direction. They can occur vertically or warning devices are not accurate and cannot
horizontally. Windshear is very dangerous, be relied upon in icing conditions.
particularly on approach to landing when
The pilot must remain sensitive to any
AND PROCEDURES
19 MANEUVERS
airspeeds are slow.
indication such as observed ice accumula-
A horizontal wind shear is a sudden change tion, loss of airspeed, need for increased
in wind direction or speed that can transform power, reduced rate of climb, or sluggish
a headwind into a tailwind. This produces a re s p o n s e t h a t i c e i s a c c u m u l a t i n g o n
sudden decrease in airspeed because of the unprotected surfaces.
inertia of the aircraft. A vertical wind shear
i s a s u d d e n u p d ra f t o r d o w n d r a f t . In icing conditions, disengage the autopilot
Microbursts are intense, highly localized at an altitude sufficient to permit the pilot to
severe downdrafts. gain the feel of the aircraft prior to landing.
The prediction of windshear is far from an The most important ingredients to safe
exact science. Monitor airspeed carefully flight in icing conditions are a complete
when flying in storms, particularly on and current weather briefing, sound pilot
approach. Be mentally prepared to add judgment, close attention to rate and type
power and go around at the first indication of ice accumulations, and knowledge that
of encountering a windshear. severe icing is beyond the capability of
modern aircraft. React promptly.

WAKE TURBULENCE FLIGHT PROFILES

Every aircraft generates wake turbulence
while in flight. Part of this is from the Specific flight profiles are graphically
propeller or jet engine and part is from the depicted on the following pages (Figure
wing tip vortices. The larger and heavier the 19-1 through 19-13).
aircraft, the more pronounced and
turbulent the wake is. In tests, vortex veloci-
ties of 133 knots have been recorded.
Encountering the rolling effect of wing tip

vortices within two minutes after passage
of large aircraft is extremely hazardous to
small aircraft. The roll effect can exceed the
maximum counter roll obtainable in a small
aircraft. Turbulent areas may remain for
three minutes or more.
Plan to fly slightly above and to the

windward side of other aircraft. There is no
set rule to follow because of the wide
variety of conditions that can exist. For a
thorough discussion of this, consult the
Airman’s Information Manual and Advisory
Circular 90-23, Aircraft Wake Turbulences.
TAKEOFF AND LANDING

CONDITIONS
The landing gear should remain extended
for approximately 10 seconds longer than
normal when taking off on runways covered
with water or freezing slush. This allows
AND PROCEDURES
19 MANEUVERS
the wheels to spin and dissipate the

freezing moisture.
Cycle the landing gear up, then down. Wait

approximately five seconds and then retract
again. Ensure the entire operation occurs
below the maximum landing gear operat-
ing airspeed.
Exercise caution when taking off or landing

during gusty wind conditions. Be aware of
the special wind conditions caused by
buildings or other obstructions near the
runway in a crosswind pattern.

AREA DEPARTURE /
CLIMB PROFILE
1. 170 KIAS TO 10,000'
2. 160 KIAS 10,000' - 15,000'
CRUISE 3. 150 KIAS 15,000' - 20,000'
1. ACCELERATE TO CRUISE SPEED 4. 140 KIAS 20,000' - 25,000'
2. SET CRUISE POWER 5. 130 KIAS 25,000' - 30,000'
3. COMPLETE CRUISE CHECKLIST 6. 120 KIAS 30,000' - 35,000'
CLIMB-OUT
1. ACCELERATE TO 170 KIAS
2. COMPLETE CLIMB CHECKLIST
TAKEOFF
1. ROTATE AT VR TO APPROX.
10˚ NOSE UP
2. ESTABLISH POSITIVE RATE
OF CLIMB
3. LANDING GEAR—UP
4. LANDING/TAXI LIGHTS—OFF
TAKEOFF ROLL 5. AIRSPEED—V35 UNTIL
CLEAR OF OBSTACLES
1. OBSERVE TORQUE
AND ITT LIMITS
IN POSITION VYSE OR ABOVE
1. BRAKES—HOLD
1. FLAPS—UP
2. SET STATIC TAKEOFF
2. YAW DAMP—ON
POWER
3. CLIMB POWER—SET
3. PROP RPM—1,700
4. AUTOFEATHER
ANNUNCIATORS—ON
AND PROCEDURES
19 MANEUVERS
5. BRAKES—RELEASE
BEFORE TAKEOFF
1. CHECKLIST—COMPLETED
2. TAKEOFF BRIEFING—COMPLETED
3. CONFIRM V1, VR, AND V2
Figure 19-1. Normal Takeoff and Departure

NOTE:
DO NOT RETARD FAILED ENGINE
1,500' AGL
POWER LEVER UNTIL THE AUTO- 1. COMPLETE ENGINE FAILURE
FEATHER SYSTEM HAS COMPLETELY CHECKLIST CLEAN-UP ITEMS
STOPPED PROPELLER ROTATION. 2. LAND AS SOON AS PRACTICAL
CLIMB
1. VYSE (BLUE LINE)
2. APPROX. 9 - 10˚ PITCH
V2
1. CHECK MAX POWER (100% / 820˚)
2. AIRSPEED AT V2
3. VERIFY PROP FEATHERED
ENGINE LOSS
1. MAINTAIN RUNWAY HEADING
TAKEOFF 400' AGL (CLEAR OF OBSTACLES)

1. ROTATE AT VR TO APPROX. 1. REDUCE PITCH TO 5˚ PITCH TO
10˚ NOSE UP ACCELERATE TO VYSE (BLUE LINE)
2. ESTABLISH POSITIVE RATE 2. V2 + 9 KT—FLAPS UP
OF CLIMB
AND PROCEDURES
19 MANEUVERS
NOTE:
BEFORE TAKEOFF IT MAY BE NECESSARY TO BANK AS MUCH AS
5˚ INTO THE GOOD ENGINE TO MAINTAIN
1. FOLLOW NORMAL TAKEOFF RUNWAY HEADING. IT MAY REQUIRE ALMOST FULL
PROCEDURES UNTIL AT OR RUDDER ON THE SIDE OF THE GOOD ENGINE
ABOVE V1 TO KEEP THE BALL SLIGHTLY OFF CENTER.
Figure 19-2. Engine Loss at or above V1

EMERGENCY OR MALFUNCTION
AT OR BELOW V1
1. RECOGNIZE REASON FOR
REJECTING TAKEOFF
2. POWER LEVERS—GROUND FINE
3. BRAKING—AS NECESSARY
4. MAINTAIN RUNWAY HEADING
CLEAR OF RUNWAY
1. COMPLETE AFTER LANDING
CHECKLIST
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF
PROCEDURES UNTIL INITIATING
ABORT AT OR BELOW V1
AND PROCEDURES
19 MANEUVERS
WARNING NOTE:
DO NOT USE REVERSE THRUST WITH ONE IF REJECTED TAKEOFF IS DUE TO REASONS
ENGINE INOPERATIVE. CARE MUST BE OTHER THAN ONE ENGINE POWER LOSS,
EXERCISED WHEN USING SINGLE-ENGINE REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
GROUND FINE ON SURFACES WITH BRAKING IS MOST EFFECTIVE AT LOW SPEEDS
REDUCED TRACTION.
Figure 19-3. Rejected Takeoff

VMC CONDITIONS—500' AGL—BASE LEG (SIMULATOR TRAINING ONLY)
BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
AT FIRST SIGN OF IMPENDING STALL: COMPLETION:
1. TORQUE—30% 1. SIMULTANEOUSLY SET MAXIMUM 1. LEVEL AT 1,500' AGL

POWER, ADJUST PITCH ATTITUDE
2. MAINTAIN 500' AGL TO 7° (GA), AND ROLL WINGS LEVEL 2. ACCELERATE TO 140 KIAS
3. FLAPS—APPROACH 2. ACCELERATE TO VREF + 10 KT—

FLAPS APPROACH
4. GEAR—DOWN
3. POSITIVE RATE—GEAR UP
5. PROPELLERS—1,700 RPM
4. ACCELERATE TO 125 KIAS—FLAPS UP
6. FLAPS—DOWN
5. MAINTAIN HEADING AND CLIMB TO
7. TORQUE—REDUCE TO 15% PATTERN ALTITUDE OF 1,500' AGL
8. MAINTAIN 500' AGL, LEVEL

TURN TO FINAL
9. MAINTAIN 15% TORQUE

AND PROCEDURES
19 MANEUVERS
HORN OR BUFFET
NOTES:
1. DECREASE SPEED APPROXIMATELY 1 KT PER SECOND

2. PITCH ATTITUDE PRIOR TO STALL MAY BE APPROXIMATELY 12° NOSE UP
3. HORN SHOULD SOUND APPROXIMATELY 10 KTS ABOVE STALL SPEED
Figure 19-4. Approach to Stall—Landing Configuration Model 350

BEGINNING OF MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER
INITIAL CONDITION: AT FIRST SIGN OF IMPENDING STALL: COMPLETION:
1. YAW DAMP—AS REQUIRED 1. SIMULTANEOUSLY ADVANCE 1. AT 140 KIAS—RESET CRUISE

POWER TO MAXIMUM AND POWER
2. PROPELLERS—1,500 RPM ADJUST PITCH ATTITUDE TO 2. MAINTAIN ASSIGNED ALTITUDE
MAINTAIN ALTITUDE
3. TORQUE—10%
2. AS AIRSPEED INCREASES,
4. MAINTAIN INITIAL HEADING REDUCE PITCH ATTITUDE TO
MAINTAIN ALTITUDE
5. MAINTAIN INITIAL ALTITUDE
AND PROCEDURES
19 MANEUVERS
HORN
OR BUFFET
NOTES:

Figure 19-5. Approach to Stall—En Route Configuration

HORN
OR BUFFET
INITIAL CONDITION: RECOVERY AT HORN OR BUFFET: COMPLETION:

1. YAW DAMPER REQUIRED 1. SIMULTANEOUSLY ROLL THE WINGS 1. RESET CRUISE POWER
LEVEL AND REDUCE THE PITCH
2. PROPELLERS—1,700 RPM ATTITUDE, AS NECESSARY, TO STOP 2. MAINTAIN ALTITUDE/HEADING,
THE STALL WARNING (APPROX. 10˚) OR AS DIRECTED
3. TORQUE—10%
2. MAINTAIN ALTITUDE AND ALLOW
4. MAINTAIN INITIAL HEADING AIRSPEED TO INCREASE
5. MAINTAIN INITIAL ALTITUDE 3. FLAPS—UP AT OR ABOVE VYSE

(BLUE LINE)
6. FLAPS—APPROACH
(BELOW TRIANGLE)
7. AT 110 KIAS OR LESS,

SIMULTANEOUSLY SET THE
TORQUE TO 50% (SIMULATED
100% TORQUE), ESTABLISH
A BANK ANGLE OF 20˚ (NO
MORE THAN 30˚), RAISE THE
NOSE, AND CLIMB
8. THIS MANEUVER MAY BE

PERFORMED WHILE
MAINTAINING A 15 - 30˚
ANGLE OF BANK OR
AND PROCEDURES
19 MANEUVERS
WHILE MAINTAINING A
HEADING
NOTES:

2. PITCH ATTITUDE PRIOR TO STALL MAY BE APPROXIMATELY 20˚ NOSE UP
Figure 19-6. Approach to Stall—Takeoff Configuration

IMC CONDITIONS—1,500' AGL (SIMULATOR TRAINING ONLY)
AT FIRST SIGN OF IMPENDING STALL: COMPLETION:
1. TORQUE—30% - 40% 1. SIMULTANEOUSLY SET MAXIMUM 1. LEVEL AT 1,500' AGL

POWER AND ADJUST PITCH
2. MAINTAIN 1,500' AGL ATTITUDE TO 7° (GA) 2. ACCELERATE TO 140 KIAS
3. FLAPS—APPROACH 2. POSITIVE RATE—GEAR UP
4. GEAR—DOWN 3. ACCELERATE TO 125 KIAS (BE-350) /

122 KIAS (BE-300)—FLAPS UP
5. PROPELLERS—1,700 RPM
4. MAINTAIN HEADING AND CLIMB TO
6. TORQUE—REDUCE TO 15% PATTERN ALTITUDE OF 1,500' AGL
7. DESCEND TO 1,000' AGL
8. LEVEL AT 1,000' AGL
9. MAINTAIN 15% TORQUE
AND PROCEDURES
HORN OR BUFFET 19 MANEUVERS
NOTES:

Figure 19-7. Approach to Stall—Approach Configuration

REJECTED/BALKED LANDING
1. POWER—MAXIMUM ALLOWABLE
2. PITCH—10˚ NOSE UP
INITIAL 3. AIRSPEED—VREF
1. OBTAIN ATIS 4. ESTABLISH NORMAL CLIMB
2. DESCENT CHECKLIST— WHEN CLEAR OF OBSTACLES:
COMPLETE 5. FLAPS—APPROACH AT OR
ABOVE VREF +10 KT
6. GEAR—UP (WHEN POSITIVE
CLIMB IS ESTABLISHED)
7. FLAPS—UP AT OR ABOVE
VYSE (BLUE LINE)
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
ARRIVAL
1. TORQUE—APPROX. 30%
2. 150 - 175 KIAS (TYPICAL)
3. START BEFORE LANDING
CHECKLIST
LANDING
1. GROUND FINE OR REVERSE
2. BRAKES—AS NECESSARY
DOWNWIND
1. FLAPS—APPROACH
2. 130 - 140 KIAS
FINAL
ABEAM TOUCHDOWN POINT
1. 130 - 140 KIAS (VYSE MIN)
1. GEAR—DOWN WHEN LANDING ASSURED:
2. BEFORE LANDING 2. FLAPS—DOWN
CHECKLIST—COMPLETE 3. TRANSISTION TO VREF
4. YAW DAMP—OFF
5. PROPS—FULL FORWARD
AND PROCEDURES
19 MANEUVERS
BASE
1. 130 KIAS (MIN REC)
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
NOTE: OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; DAMAGE PROPELLER BLADES, AND DUST OR SNOW
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-8. Visual Approach and Landing

INITIAL
1. OBTAIN ATIS
2. DESCENT CHECKLIST—
COMPLETE
THRESHOLD
1. GEAR—RECHECK DOWN
2. AIRSPEED—FLAPS UP APPROACH
SPEED—VREF + 20 KT
3. POWER—IDLE
ARRIVAL
2. 150 - 175 KIAS (TYPICAL)
LANDING
1. GROUND FINE OR REVERSE
DOWNWIND 2. BRAKES—AS NECESSARY
1. FLAPS—UP (INOPERATIVE)
2. AIRSPEED—140 KIAS
3. START FLAPS UP LANDING
CHECKLIST
4. COMPUTE FLAPS UP APPROACH
SPEED AND LANDING DISTANCE
FINAL
ABEAM TOUCHDOWN POINT 1. AIRSPEED—140 KIAS
1. GEAR—DOWN WHEN LANDING ASSURED:
2. PROPS—FULL FORWARD 2. FLAPS—UP
3. FLAPS UP LANDING CHECKLIST— 3. TRANSITION TO FLAPS UP
COMPLETE UP TO LANDING ASSURED APPROACH SPEED—
VREF + 20 KT
BASE 4. YAW DAMP—OFF
AND PROCEDURES
5. PROPS—CONFIRM FULL
19 MANEUVERS
1. AIRSPEED—140 KIAS FORWARD
NOTE:
FLAPS UP APPROACH SPEED IS VREF + 20 KT
CAUTION CAUTION

BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-9. Visual Approach—No Flaps

INITIAL
1. OBTAIN ATIS
2. DESCENT CHECKLIST—COMPLETE
GO-AROUND
3. AIRSPEED—INCREASE TO 125 KIAS
4. FLAPS—UP
THRESHOLD
2. AIRSPEED—VREF
3. POWER—IDLE
ARRIVAL
1. TORQUE—APPROXIMATELY 80%
2. AIRSPEED—150 - 175 KIAS (TYPICAL)
3. START ONE-ENGINE-INOPERATIVE
APPROACH AND LANDING CHECKLIST
LANDING
1. GROUND FINE—AS NECESSARY
DOWNWIND
1. FLAPS—APPROACH
2. AIRSPEED—130 - 140 KIAS
AND PROCEDURES
19 MANEUVERS
FINAL
ABEAM TOUCHDOWN POINT
1. AIRSPEED—VREF + 15 KT
1. GEAR—DOWN WHEN IT IS CERTAIN THERE IS
2. PROP—FULL FORWARD NO POSSIBILITY OF GO-AROUND:
2. FLAPS—DOWN
3. AIRSPEED—VREF
4. YAW DAMP—OFF
5. ONE-ENGINE-INOPERATIVE
BASE APPROACH AND LANDING
1. AIRSPEED—VREF + 15 KT CHECKLIST—COMPLETE
WARNING:
DO NOT USE REVERSE THRUST WITH ONE ENGINE
INOPERATIVE. CARE MUST BE EXERCISED WHEN
USING SINGLE-ENGINE GROUND FINE ON SURFACES
WITH REDUCED TRACTION.
Figure 19-10. One Engine Inoperative—Visual Approach and Landing

OM
INITIAL
1. OBTAIN ATIS
2. BRIEF APPROACH AND
MISSED APPROACH
3. FMS/NAV AIDS—SET UP/IDENT
4. DESCENT CHECKLIST—
COMPLETE
GLIDE SLOPE INTERCEPT
1. TORQUE—20% - 30%
2. 130 - 140 KIAS (VYSE MIN)
MM
DH-MISSED APPROACH
2. PITCH—7˚ NOSE UP (FD-GA)
3. GEAR—UP ARRIVAL
4. FLAPS—UP
5. COMPLETE MISSED-APPROACH 1. TORQUE—30% - 40%
PROCEDURE (SNAP) 2. 150 - 175 KIAS (TYPICAL)
3. FD—AS DESIRED
4. START BEFORE LANDING
CHECKLIST
DH APPROACH INBOUND
1. FLAPS—APPROACH
3. RESET ALTITUDE PRESELECT
TO M.A.P. ALTITUDE
APPROACHING GLIDE SLOPE

1. GEAR—DOWN
3. COMPLETE BEFORE LANDING CHECKLIST
DH-VISUAL AND LANDING ASSURED

1. FLAPS—DOWN
2. TRANSITION TO VREF
AND PROCEDURES
3. YAW DAMP—OFF
19 MANEUVERS
4. PROPS—CONFIRM FULL FORWARD
THRESHOLD
LANDING 1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF
1. GROUND FINE OR REVERSE 3. POWER—IDLE
CAUTION CAUTION
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
NOTE: SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS THE PILOT'S VISIBILITY.
Figure 19-11. ILS Approach

PROCEDURE TURN OUTBOUND

INITIAL
1. START TIMING
1. OBTAIN ATIS 2. FLAPS—APPROACH
2. BRIEF APPROACH AND 3. AIRSPEED—130 - 140 KIAS
MISSED APPROACH
3. FMS/NAV AIDS—SETUP/IDENT
4. DESCENT CHECKLIST— FAF
COMPLETE
PROCEDURE TURN INBOUND
1. FD—AS DESIRED
ARRIVAL
1. TORQUE—30% - 40%
2. AIRSPEED—
150 - 175 KIAS (TYPICAL)
3. FD—AS DESIRED
4. START BEFORE
LANDING CHECKLIST STATION PASSAGE
1. START TIMING
2. SET ALTITUDE PRESELECT
MAP-MISSED APPROACH
1. POWER—MAX (100% / 820˚)
2. PITCH—7˚ NOSE UP (FD-GA)
3. GEAR—UP INTERCEPT FINAL APPROACH
4. FLAPS—UP
5. COMPLETE MISSED-APPROACH 1. COURSE INBOUND
PROCEDURE (SNAP)
MAP APPROACH INBOUND
TO APPROACH MINIMUMS
FAF 2. GEAR—DOWN
MDA
FINAL APPROACH FIX
1. START TIMING
2. GEAR—CONFIRM DOWN
4. COMPLETE BEFORE
AND PROCEDURES
LANDING CHECKLIST
19 MANEUVERS

THRESHOLD
2. AIRSPEED—VREF MINIMUM DESCENT ALTITUDE (MDA)
3. POWER—IDLE 1. LEVEL OFF AT MDA, AT LEAST 1 MILE
PRIOR TO MAP, IF POSSIBLE
LANDING
2. TORQUE—40%
1. GROUND FINE OR REVERSE MAP-LANDING ASSURED 3. AIRSPEED—130 - 140 KIAS (VYSE MIN)
1. FLAPS—DOWN
2. TRANSITION TO VREF
3. YAW DAMP—OFF
4. PROPS—CONFIRM FULL FORWARD
CAUTION CAUTION
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-12. Nonprecision Approach

ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH REQUIRE CATEGORY C MINIMUMS
PROCEDURES TO MDA
MDA
MAP
THRESHOLD FINAL
1. GEAR—RECHECK DOWN 1. 130 - 140 KIAS (VYSE MIN)
2. AIRSPEED—VREF WHEN LANDING ASSURED:
3. POWER—IDLE 2. FLAPS—DOWN
MINIMUM DESCENT ALTITUDE (MDA) 3. TRANSITION TO VREF
1 NM 4. YAW DAMP—OFF
1. LEVEL OFF AT MDA AT LEAST 1 MILE
PRIOR TO MAP, IF POSSIBLE
2. TORQUE—40%
3. 130 - 140 KIAS (VYSE MIN)
4. MANEUVER WITHIN VISIBILITY CRITERIA
5. MAINTAIN MDA
MAP AND DURING CIRCLING MANEUVER

1. DETERMINE THAT VISUAL CONTACT WITH THE
RUNWAY CAN BE MAINTAINED AND A NORMAL
LANDING CAN BE MADE FROM A CIRCLING
APPROACH, OR INITIATE A MISSED APPROACH
2. MAINTAIN MDA DURING CIRCLING MANEUVER
AND PROCEDURES
19 MANEUVERS
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
CAUTION LANDING CAN BE MADE
TO ENSURE CONSTANT REVERSING CHARACTERISTICS,

THE PROPELLER CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
BLADE EROSION. CARE MUST BE EXERCISED WHEN
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
Figure 19-13. Circling

CHAPTER 20
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION............................................................................................................. 20-1
GENERAL ......................................................................................................................... 20-1
Weighing....................................................................................................................... 20-2
LOADING .......................................................................................................................... 20-2
Cargo Loading............................................................................................................. 20-4
COMPUTING .................................................................................................................... 20-5
Procedure ..................................................................................................................... 20-5
20 WEIGHT AND BALANCE

ILLUSTRATIONS
Figure Title Page
20-1 Dimensional and Loading Data........................................................................ 20-2
20-2 Passenger Seating Configurations Payload Locations.................................... 20-3
20-3 Loading Data (Cargo Configuration) .............................................................. 20-3
20-4 Useful Load Weights and Moments Cargo...................................................... 20-4
20-5 Weight and Balance Loading Form .................................................................. 20-6
20-6 Cabnet Contents and Baggage.......................................................................... 20-7
20-7 Useful Load Weights and Moments—Useable Fuel ...................................... 20-8
20-8 Moment Limits Vs. Weight ................................................................................ 20-9
20-9 Center of Gravity.............................................................................................. 20-10

CHAPTER 20
WEIGHT AND BALANCE
INTRODUCTION
Maintaining center of gravity (CG) within the approved envelope throughout the
planned flight is an important safety consideration. The aircraft must be loaded
so it does not exceed the weight and CG limitations. This chapter presents an
overview on how this is accomplished.
GENERAL
Aircraft loaded above the maximum takeoff higher. Rate of climb, cruising speed, and
or landing weight limitations have an range are lower.
overall lower performance level. Refer to
the Performance section of the Pilot's If an aircraft is loaded so that the CG is

Operating Handbook and FAA-approved forward of the forward limit, additional
Airplane Flight Manual. control movements for maneuvering the
aircraft are required as well as higher
If the aircraft is loaded above maximum control forces. The crew may experience
takeoff weight, takeoff distance and landing d i ff i c u l t y d u r i n g t a ke o ff a n d l a n d i n g
distance are longer. Stalling speeds are because of the elevator control limits.

If an aircraft is loaded aft of the aft CG, the LOADING

crew experiences a lower level of stability.
These are characterized by lower control It is the responsibility of the operator to
forces, difficulty in trimming, lower control ensure that the aircraft is properly loaded.
forces for maneuvering with the danger of At the time of delivery, Raytheon Aircraft
structural overload, decayed stall charac- Company provides the necessary weight
t e r i s t i c s, a n d l o w e r l e v e l o f l a t e r a l and balance to compute individual loadings.
directional damping. All subsequent changes in weight and
balance are the responsibility of the owner
WEIGHING and/or operator.
Periodic weighing of the aircraft may be Different charts are available for the 350,
required to keep the basic empty weight 350C, 350ER, and 350CER. Samples of
current. The operator determin e s t h e these for the 350 are depicted in Figures 20-
frequency of weighing. 1 and 20-2. Figure 20-3 is for cargo aircraft.
Figure 20-1. Dimensional and Loading Data

Figure 20-2. Passenger Seating Configurations Payload Locations
Figure 20-3. Loading Data (Cargo Configuration)

CARGO LOADING For any load that cannot be located at the

centroid of a section or that extends over
Determine the method of loading cargo, more than one section, determine the CG
its placement in the aircraft, and method and its location in the aircraft.
of restraint before starting the actual
loading. • Determine CG arm (fuselage station)
by measuring in inches from a known
For loads that are evenly distributed in a location in the cabin to CG of the
given section, use the Useful Load Weights load
and Moments—Cargo tables (Figure 20-
• Next, multiply weight by CG arm to
4). These are available in both pounds determine moment for the load
and kilograms.
• Divide the moment by 10 0 to be
compatible with other loading data
Figure 20-4. Useful Load Weights and Moments Cargo

COMPUTING 4. Enter fuel weight and moment/100 from

t h e U s e f u l L o a d We i g h t s a n d
Th e f o l l o w i n g t a b l e s a n d c h a r t s a r e Moments—Usable Fuel table (Figure
necessary for loading and computing 20-7).
weight and balance:
5. Subtotal weight column and moment
• Basic Empty Weight and Balance column. Check to ensure weight and
form—Contains the basic empty moment are within ramp weight limits
weight and moment of the aircraft at (Figure 20-8 and 20-9).
the time of delivery
6. Subtract start, taxi, and takeoff fuel
• Useful Load Weights and Moments weight and moment/10 0, which is
tables—Contains load items that may normally 10 0 pounds at an average
be loaded into the aircraft; these moment/10 0 of 277 pound per inches,
include tables for occupants, cabinet to determine takeoff weight and
contents and baggage, cargo, and fuel moment. Check to ensure weight and
• Moment Limits vs. Weight graph or moment does not exceed maximum
table—Displays the minimum and takeoff limits.
maximum moments approved by the
FAA; these moments correspond to 7. C o m p l e t e l i n e s 2 3 t h r o u g h 2 7 t o
the forward and aft CG flight limits determine landing weight.
(landing gear down) for a particular
weight
Divide all moments by 10 0 to simplify
computations. Ensure that all cargo and
baggage is properly secured before takeoff.
A sudden shift in balance at rotation can
cause controllability problems.
PROCEDURE
1. Record basic empty weight and moment
f r o m t h e B a s i c E m p t y We i g h t a n d
Balance form (Figure 20-5). Divide the
moment by 10 0 to correspond to the
U s e f u l L o a d We i g h t a n d M o m e n t s
tables.
2. Re c o r d w e i g h t a n d c o r r e s p o n d i n g
moment/100 of each item. These values
are in the Useful Load Weights and
Moments tables (Figure 20-6).
3. Subtotal weight column and moment

column. The weight without usable fuel

must not exceed the maximum zero fuel
weight limitation of 12,500 pounds. All
weight in excess of this limitation must be
fuel. The auxiliary tanks may be used only
when main tanks are completely filled.

WEIGHT AND BALANCE LOADING FORM

SERIAL NO.________________REG NO.________________DATE_________________
WEIGHT F.S. MOM/100
LINE ITEM
*( ) (IN) *( )
1 Basic Empty Weight
2 Pilot
3 Copilot
4 Passenger 1 or Cargo in Section A
5 Passenger 2 or Cargo in Section B
6 Passenger 3 or Cargo in Section C
7 Passenger 4 or Cargo in Section D
8 Passenger 5 or Cargo in Section E
9 Passenger 6
10 Passenger 7
11 Passenger 8
12 Passenger 9
13 Passenger 10
14 Total Cabinet Contents
15 Baggage
16 Baggage
17 Baggage
Subtotal - Zero Fuel Weight.
18
DO NOT EXCEED 12,500 LBS. (5670 KG)
19 Fuel Loading
Subtotal - Ramp Weight
20
21 Less Fuel for Start, Taxi and Take-off**
Total - Take-Off Weight.
22
* Enter units used. Lbs and Lb-In. or Kg and Kg-In.
** Fuel for start, taxi and take-off is normally 100 lbs (45 kg) at an average moment/100 of 227 Lb-
In. (103 Kg-In.).
LANDING WEIGHT DETERMINATION
23 Fuel Loading from Line 19
Less Fuel used to Destination (including fuel
24
for start, taxi and take-off)
Total Fuel Remaining.
25 Moment/100 from Usable Fuel Weights and
Moments Table
26 Zero Fuel Weight from Line 18
27 Total Landing Weight (line 25 + 26)
NOTE: Shaded areas in the above tables indicate values that are not required to arrive at a final
weight and balance.
Figure 20-5. Weight and Balance Loading Form

Figure 20-6. Cabinet Contents and Baggage

20-8 20 WEIGHT AND BALANCE
USEFUL LOAD WEIGHTS AND MOMENTS - USABLE FUEL (GALLONS)

6.3 LB/GAL 6.5 LB/GAL 6.7 LB/GAL 6.9 LB/GAL
GAL
WEIGHT MOMENT/100 WEIGHT MOMENT/100 WEIGHT MOMENT/100 WEIGHT MOMENT/100
10 63 115 65 118 67 122 69 126
20 126 230 130 238 134 245 138 252
30 189 347 195 358 201 369 207 380
40 252 464 260 478 268 493 276 508
50 315 581 325 600 335 618 345 636
60 378 699 390 721 402 743 414 765

70 441 825 455 851 469 877 483 903
80 504 952 520 982 536 1012 552 1042
90 567 1079 585 1114 603 1148 621 1182
100 630 1208 650 1247 670 1285 690 1323
110 693 1335 715 1378 737 1420 759 1462
120 756 1463 780 1510 804 1556 828 1602

130 819 1591 845 1641 871 1692 897 1743
140 882 1721 910 1775 938 1830 966 1885
150 945 1849 975 1907 1005 1966 1035 2025
160 1008 1973 1040 2035 1072 2098 1104 2161
170 1071 2098 1105 2164 1139 2231 1173 2298
180 1134 2222 1170 2292 1206 2363 1242 2434
190 1197 2346 1235 2421 1273 2495 1311 2569
200 1260 2472 1300 2551 1340 2629 1380 2707
210 1323 2606 1365 2688 1407 2771 1449 2854
220 1386 2732 1430 2818 1474 2905 1518 2992
230 1449 2860 1495 2951 1541 3042 1587 3133
240 1512 2985 1560 3079 1608 3174 1656 3269
250 1575 3107 1625 3205 1675 3304 1725 3403
260 1638 3232 1690 3334 1742 3437 1794 3540
270 1701 3357 1755 3463 1809 3570 1863 3677
280 1764 3482 1820 3592 1876 3703 1932 3814
290 1827 3612 1885 3726 1943 3841 2001 3956
300 1890 3740 1950 3858 2010 3977 2070 4096
310 1953 3869 2015 3992 2077 4115 2139 4238
320 2016 3995 2080 4122 2144 4249 2208 4376
330 2079 4124 2145 4255 2211 4386 2277 4517
340 2142 4251 2210 4386 2278 4521 2346 4656
350 2205 4382 2275 4521 2345 4660 2415 4799
360 2268 4512 2340 4655 2412 4798 2484 4941
370 2331 4643 2405 4791 2479 4938 2553 5085
380 2394 4779 2470 4930 2546 5082 2622 5234
390 2457 4912 2535 5068 2613 5224 2691 5380
400 2520 5048 2600 5208 2680 5368 2760 5528
410 2583 5187 2665 5351 2747 5516 2829 5681
420 2646 5324 2730 5493 2814 5662 2898 5831
Figure 20-7. Useful Load Weights and Moments—Useable Fuel

Figure 20-8. Moment Limits Vs. Weight

Figure 20-9. Center of Gravity


21 FLIGHT PLANNING
AND PERFORMANCE
CHAPTER 21
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
Page
INTRODUCTION............................................................................................................. 21-1
GENERAL FLIGHT PLANNING................................................................................. 21-1
PERFORMANCE ............................................................................................................. 21-2
Limitations ................................................................................................................... 21-2
Factors Affecting Performance.................................................................................. 21-2
Using Graphs............................................................................................................... 21-3
Calculations ................................................................................................................. 21-8

21 FLIGHT PLANNING
AND PERFORMANCE
ILLUSTRATIONS
Figure Title Page
21-1 Airspeed Calibration .......................................................................................... 21-4
21-2 Maximum Takeoff Weight to Achieve Takeoff Climb Requirements .......... 21-6
21-3 Maximum Landing Weight ................................................................................ 21-7
21-4 Takeoff Path Profile ............................................................................................ 21-8
21-5 ISA Conversions ............................................................................................... 21-10
21-6 Fahrenheit–Celsius Temperature Conversion ............................................... 21-11
21-7 Feet–Meters Conversion.................................................................................. 21-12
21-8 U.S. Gallons–Liters Conversion ...................................................................... 21-13
21-9 Pounds–Kilograms Conversion ....................................................................... 21-14
21-10 Inches–Millimeters Conversion ...................................................................... 21-15

21 FLIGHT PLANNING
AND PERFORMANCE
CHAPTER 21
FLIGHT PLANNING AND
PERFORMANCE
INTRODUCTION
The pilot must be completely familiar with the performance of the aircraft and
performance data in the Pilot's Operating Handbook (POH) and the FAA-approved
Airplane Flight Manual ( AFM ). Aircraft performance depends on the effects of
temperature and pressure altitude. The AFM must be aboard the aircraft at all times.
GENERAL FLIGHT PLANNING

The pilot-in-command should be familiar • Enroute terrain and obstructions
with all available information concerning
• Alternate airports
a flight. Obtain a current and complete
preflight briefing. This should consist of • Airport runways active
the following:
• Length of runways
• L o c a l , e n r o u t e, a n d d e s t i n a t i o n • Takeoff and landing distances for
weather conditions expected
• Enroute navaid information

21 FLIGHT PLANNING

AND PERFORMANCE
The pilot reviews his planned enroute track FACTORS AFFECTING

and stations and makes a list for quick PERFORMANCE
reference. A flight plan filed with Flight
Service Stations is also recommended even Tables in the AFM detail variables affect-
if it is VFR. Also, advise Flight Service ing performance. Assumptions that relate
Stations of changes or delays of one hour to all performance calculations, unless
or more. otherwise stated, are the following:
Re m e m b e r t o c l o s e t h e f l i g h t p l a n • Cabin pressurized
at destination.
• Humidity corrections to power
according to applicable regulations
PERFORMANCE • Winds taken as tower winds (30 feet

above runway surface); factors
applied as prescribed in applicable
LIMITATIONS regulations. In the tables, negative
re p re s e n t s t a i l w i n d a n d p o s i t i v e
Th e m a x i m u m o p e r a t i n g w e i g h t s a r e represents headwind.
limited by the manufacturer’s perform-
ance criteria. Compliance is mandatory.
Icing Flight
Fo r Pa r t 9 1 a n d Pa r t 1 3 5 o p e r a t i o n s, Degradations in performance are also
these include: determined for selected conditions. The
performance information for icing flight is
• Maximum takeoff weight to achieve for reference only; it was obtained in
takeoff climb requirements controlled conditions with simulated ice
• Maximum takeoff weight as limited shapes attached to the aircraft. These
by tire speed accumulations, referred to as "normal ice
accumulations," include the following:
• Takeoff field length
• Maximum landing weight to achieve • Leading edges of boots (simulated
climb requirements ice that may accumulate by the time
the pilot activates the boots (i.e.,
• Normal landing distance-flaps down one inch)
• Fo l l o w i n g u n p r o t e c t e d s u r f a c e s
Additional limitations for 14 Part 135 (simulate ice that may accumulate
operations include: during a 45-minute holding
condition):
• Service ceiling for one engine
inoperative ° Nose radome
• Takeoff flight path requirements to
1,500 ft AGL ° Wing center sections not protected
by boots
° Wing outer panels not protected

by boots
° Vertical stabilizer and bullet

° Horizontal stabilizer not protected
by boots

21 FLIGHT PLANNING
AND PERFORMANCE
Actual performance degradations may be USING GRAPHS
more or less than the values quoted in the
graphs, depending on type and duration of When using the graphs in the manufac-
icing encounter. t u r e r ’ s m a n u a l s, k e e p t h e f o l l o w i n g
information in mind.
Icing notes are on the following graphs
and tables: All power settings and performance are
predicated on OAT from the pilot side
• Stall Speeds - Power Idle console display. Do not use the temperature
displayed on the pilot PFD and MFD.
• Maximum Cruise Power table
• Normal Cruise Power table In addition to presenting the result for a
particular set of conditions, the example on
• Maximum Range Power table a graph also presents the order in which the
• One-Engine-Inoperative Maximum various scales on that graph should be used.
Cruise Power table Fo r i n s t a n c e, i f t h e f i r s t i t e m i n t h e
example is OAT, then enter the graph at the
• Maximum Landing Weight existing OAT.
• Approach Climb Gradient
Reference lines indicate where to begin
• Climb - Balked Landing following the guidelines. Always project
• Landing Distance-Flaps Down to the reference line first, and then follow
the guidelines to the next item. Maintain
the same proportional distance between
The notes approximate performance with
the guideline above and the guideline
engine anti-ice on power. The effect varies
below the projected line. For instance, if the
depending on airspeed and ambient
projected line intersects the reference line
c o n d i t i o n s. A t l o w e r a l t i t u d e s w h e re
in the ratio of 30% down/70% up between
operation at or near the torque limit is
the guidelines, then maintain this same
possible, the effect of using engine anti-
30%/70% relationship between the
ice is less (depending on how much power
guidelines all the way to the next item.
can be recovered after engine anti-ice has
been turned on). If the power set before
Th e a s s o c i a t e d c o n d i t i o n s d e f i n e t h e
engine anti-ice activation during flight can
specified conditions from which perform-
b e a c h i e v e d a f t e r a c t i va t i o n w i t h o u t
ance parameters have been determined.
exceeding engine limitations, anti-ice
They are not intended as instructions.
effects are negated.
Pe r f o r m a n c e va l u e s d e t e r m i n e d f ro m
charts can only be achieved if the specified
For all takeoff charts, during operation
conditions exist.
requiring engine anti-ice on, the results
read from the graphs remain the same if the
The full amount of usable fuel is available
power per the Static Takeoff Power-1,70 0
for all approved flight conditions.
RPM With Engine Anti-Ice Off graph can
be set without exceeding engine limita-
All airspeeds are indicated airspeeds (IAS)
tions. If this value cannot be achieved, then
u n l e s s o t h e r w i s e n o t e d . A s s u m e z e ro
power set per the Static Takeoff Power-
instrument error. With the exception of
1,700 RPM with Engine Anti-Ice On graph
stall speeds presented, all were derived
requires the results read from the takeoff
from calibrated airspeeds corrected per
graph be altered by the amount specified.
either the Airspeed Calibration-Normal
System-Takeoff Ground Roll graph or the
A i r s p e e d C a l i b ra t i o n - N o r m a l Sy s t e m
graph (Figure 21-1).

21 FLIGHT PLANNING

AND PERFORMANCE
Figure 21-1. Airspeed Calibration

21 FLIGHT PLANNING
AND PERFORMANCE
Maximum Takeoff Weight Maximum Landing Weight
Graph Graph
The Maximum Takeoff Weight to Achieve Th e M a x i m u m La n d i n g We i g h t g ra p h
Ta k e o f f C l i m b Re q u i r e m e n t s g r a p h presents the most restrictive maximum
presents the most restrictive maximum landing weight (Figure 21-3):
takeoff weight (Figure 21-2):
• With aircraft in the discontinued
• Aircraft in takeoff configuration with approach configuration (i.e., gear up
m o s t c r i t i c a l C G, c r i t i c a l e n g i n e and flaps approach) at normal
inoperative and propeller feathered, approach speed, critical engine
and remaining engine at maximum inoperative, and the other engine at
takeoff power available takeoff power, results in a
steady gradient of climb of 2.1%
° With landing gear extended results
in a steady gradient of climb • With landing gear extended, flaps
between liftoff and point where extended, and both engines operating
landing gear is retracted that is at takeoff power, results in a steady
measurably positive g ra d i e n t o f c l i m b o f 3 . 3 % a t the
most critical CG and normal
approach speed
° With landing gear retracted results
in a steady gradient of climb of 2%
• Aircraft in enroute configuration at

an altitude 1,500 feet above takeoff
surface with critical engine inopera-
tive, remaining engine at maximum
continuous power, and most critical
CG results in a steady gradient of
climb of 1.2%

21 FLIGHT PLANNING

AND PERFORMANCE
Figure 21-2. Maximum Takeoff Weight to Achieve Takeoff Climb Requirements

21 FLIGHT PLANNING
AND PERFORMANCE
Figure 21-3. Maximum Landing Weight

21 FLIGHT PLANNING

AND PERFORMANCE
CALCULATIONS To determine the approximate pressure

altitude at departure and destination airports:
Takeoff
• Add 1,0 0 0 ft to field elevation for
Figure 21-4 is a takeoff path profile to aid each 1.0 0 in Hg that the reported
the pilot in the various calculations that altimeter setting value is below 29.92
need to be accomplished. Conversion in Hg or subtract 1000 ft for each 1.00
charts for ISA conversion, feet to meters, in Hg above 29.92 in Hg
pounds to kilograms, etc., are shown in
Figures 21-5 through 21-10 at the end of • Find the difference between 29.92 in
Hg and the reported altimeter setting
this chapter.
• Multiply the answer by 10 0 0 to find
The following steps summarize how to the difference in feet between field
calculate the takeoff performance. elevation and pressure altitude
3. Next determine the maximum takeoff
1. Determine the following at departure: weight with graphs such as Maximum
OAT, field elevation, altimeter setting, Takeoff Weight to Achieve Takeoff
wind, runway 35L length, and gradient C l i m b R e q u i r e m e n t s — F l a p s U p,
Maximum Takeoff Weight as Limited
2. Th e n d e t e r m i n e t h e f o l l o w i n g a t by Tire Speed-Flaps Up; 135 Operators
d e s t i n a t i o n : OAT, f i e l d e l e va t i o n , also need to determine maximum
a l t i m e t e r s e tt i n g, w i n d , r u n w ay 2 5 enroute weight at minimum enroute
length, and gradient altitude.
TAKE - OFF PATH PROFILE
Figure 21-4. Takeoff Path Profile

21 FLIGHT PLANNING
AND PERFORMANCE
4. Then determine the minimum field Enroute Graphs
length for takeoff with Takeoff Field
Length—Flaps Up and Takeoff Speeds- With appropriate graphs, the pilot can then
Flaps Up graphs determine the following:
5. Finally, determine takeoff path with • Time, fuel, and distance to cruise climb
one engine inoperative • Time, fuel, and distance to descend
• Cruise true airspeed
One-Engine Inoperative
Computations • Cruise power settings
Graphs estimate the horizontal distance • Cruise fuel flow
required to reach a height of 1,500 feet, or • Reserve fuel
the minimum climb gradient required to
clear an obstacle along the takeoff flight • Total fuel requirements
path. If clearance of obstacles beyond the • Zero-fuel weight limitation
runway is required, these may restrict
takeoff weight accordingly.
Landing Weight
The takeoff distance extends from brake To determine the landing weight, subtract
release to reference zero, which is the fuel required for the trip from the ramp
horizontal point along the runway at which weight. Then:
the aircraft is 35 feet above the runway.
Th e n e t t a ke o ff f l i g h t p a t h b e g i n s a t 1. With Maximum Landing Weight graph,
reference zero and consists of the determine maximum landing weight
following segments:
2. With Approach Climb Gradient graph,
• First segment climb extends from determine approach climb gradient and
reference zero to the point where the climb speed
landing gear completes the retrac-
tion cycle; airspeed is maintained 3. With Normal Landing Distance—Flaps
at V 2
Down graph, read landing distance and
• Second segment climb begins at the approach speed
end of the first segment and extends
to 40 0 feet above the runway; 4. With Climb-Balked Landing graph, read
airspeed during the second segment rate of climb, climb gradient, and climb
is V 2 speed
• The horizontal acceleration and flap
retraction segment consists of an
acceleration from V 2 to V YSE at a
constant height of 40 0 feet; flap
retraction is completed during
this segment
• Third segment begins when one-
engine-inoperative climb speed is
reached at 40 0 feet and extends to
1,500 feet above the runway; airspeed
i s m a i n t a i n e d a t V YS E d u r i n g
this segment

21 FLIGHT PLANNING

AND PERFORMANCE
Figure 21-5. ISA Conversions

21 FLIGHT PLANNING
AND PERFORMANCE
Figure 21-6. Fahrenheit–Celsius Temperature Conversion

21 FLIGHT PLANNING

AND PERFORMANCE
Figure 21-7. Feet–Meters Conversion

21 FLIGHT PLANNING
AND PERFORMANCE
Figure 21-8. U.S. Gallons–Liters Conversion

21 FLIGHT PLANNING

AND PERFORMANCE
Figure 21-9. Pounds–Kilograms Conversion

21 FLIGHT PLANNING
AND PERFORMANCE
Figure 21-10. Inches–Millimeters Conversion

CHAPTER 22
CREW RESOURCE MANAGEMENT
CONTENTS
Page
RESOURCE MANAGEMENT
CREW CONCEPT BRIEFING GUIDE ....................................................................... 22-3
22 CREW
Introduction ................................................................................................................. 22-3
Common Terms ........................................................................................................... 22-3
Pretakeoff Briefing (IFR/VFR)................................................................................. 22-4
Crew Coordination During the Approach Sequence ............................................. 22-4
ALTITUDE CALLOUTS................................................................................................. 22-5
Enroute......................................................................................................................... 22-5
Approach—Precision.................................................................................................. 22-5
Approach—Nonprecision .......................................................................................... 22-6
Significant Deviation Callouts ................................................................................... 22-7

ILLUSTRATIONS
Figure Title Page
22-1 Situational Awareness in the Cockpit......................................................................... 22-1
22-2 Command and Leadership ................................................................................. 22-1
RESOURCE MANAGEMENT
22-3 Communication Process ..................................................................................... 22-2
22-4 Decision Making Process.................................................................................... 22-2
22 CREW

CHAPTER 22
CREW RESOURCE MANAGEMENT
RESOURCE MANAGEMENT
CAPTAIN COPILOT REMEMBER
INDIVIDUAL INDIVIDUAL
S/A S/A 2+2=2
22 CREW
– or –
2+2=5
GROUP (Synergy)
S/A
IT'S UP TO YOU!
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
1. FAILURE TO MEET TARGETS
OPERATIONAL
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE FLYING AIRPLANE
6. NO ONE LOOKING OUT WINDOW
7. COMMUNICATIONS
HUMAN
8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
Figure 22-1. Situational Awareness in the Cockpit
LEADERSHIP STYLES
AUTOCRATIC AUTHORITARIAN DEMOCRATIC LAISSEZ-
STYLE LEADERSHIP LEADERSHIP FAIRE
(EXTREME) STYLE STYLE STYLE
(EXTREME)
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on "What's right," not "Who's right"
Figure 22-2. Command and Leadership

INTERNAL EXTERNAL INTERNAL

BARRIERS BARRIERS BARRIERS
THINK:
• Solicit and give
NEED SEND RECEIVE OPERATIONAL
GOAL feedback
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
RESOURCE MANAGEMENT
the goal
• Verify operational
outcome is achieved
22 CREW
FEEDBACK
ADVOCACY: to increase others' S/A INQUIRY: to increase your own S/A

* State Position * Decide What, Whom, How to Ask
* Suggest Solutions * Ask Clear, Concise Questions
* Be Persistent and Focused * Relate Concerns Accurately

* Listen Carefully * Draw Conclusions from Valid Information
* Keep an Open Mind

— REMEMBER —
Questions enhance communication flow
Don't give in to the temptation to ask questions when Advocacy is required
Use of Advocacy or Inquiry should raise a "red flag".
Figure 22-3. Communication Process
HINTS:
• Identify the problem:
— Communicate it
EVALUATE
RESULT RECOGNIZE — Achieve agreement
NEED
— Obtain commitment
IDENTIFY
AND
• Consider appropriate SOPs
DEFINE
IMPLEMENT
PROBLEM • Think beyond the obvious
RESPONSE
alternatives
COLLECT
FACTS • Make decisions as a result of
the process
SELECT A IDENTIFY
RESPONSE ALTERNATIVES • Resist the temptation to make
WEIGH IMPACT an immediate decision and
OF ALTERNATIVES
then support it with facts
Figure 22-4. Decision Making Process

CREW CONCEPT COMMON TERMS

BRIEFING GUIDE PIC Pilot in Command
Designated by the company for

INTRODUCTION flights requiring more than one pilot.
To a large extent the success of any air- Responsible for conduct and safety
crew depends on how effectively crewmem- of the flight. Designates pilot flying
and pilot not flying duties.
RESOURCE MANAGEMENT
bers coordinate their actions using
standardized and approved procedures.
PF Pilot Flying
22 CREW
In other chapters you have been exposed Controls the aircraft with respect to
to standardized maneuvers, procedures, assigned airway, course, altitude, air-
and checklists. This chapter illustrates stan- speed, etc., during normal and emer-
dard aircrew calls and briefing guidelines. gency conditions. Accomplishes
When used in a logical sequence with air- other tasks as directed by the PIC.
crew checklists and flight procedures, these
callouts can improve aircrew efficiency and PM Pilot Monitoring
enhance safety.
Maintains ATC communications,
These callouts and briefings are only rec- copies clearances, accomplishes
ommendations to be used in a larger sys- checklists, and other tasks as di-
tem of standard operating procedures that rected by the PIC.
become the core of an effective crew re-
source management program. They are not B Both
intended to supersede any individual com-
pany SOP, but are examples of good oper-
ating practices.

PRETAKEOFF BRIEFING PF Requests the pilot monitoring to

(IFR/VFR) obtain destination weather.
(Transfer of communication duties
NOTE to the pilot flying may facilitate
this task.)
The following briefing is to be
completed during item 1 of the PM Advises the pilot of current des-
Pretakeoff checklist. The pilot fly- tination weather, approach in
use, and special information
RESOURCE MANAGEMENT
ing will accomplish the briefing.

pertinent to the destination.
PF Requests the pilot monitoring to
22 CREW
1. Review the ATC clearance and de- perform the approach setup.
parture procedure (route and al-
titude, type of takeoff, significant PM Ac c o m p l i s h e s t h e a p p r o a c h
terrain features, etc.). setup and advises of frequency
tuned, identified and course set.
2. Review those items that are not stan-
dard procedure to include deferred PF Transfers control of the aircraft to
or MEL items (if applicable). the pilot monitoring, advising, “You
have control, heading ,
3. Review required callouts, unless altitude ” and special in-
standard calls have been agreed structions. (Communications du-
upon, in which case a request for ties should be transferred back to
“Standard Callouts” may be used. the pilot monitoring at this point.)
4. Review the procedures to be used in PM Responds, “I have control, head-
case of an emergency on departure. ing , altitude .”
5. As a final item, ask if there are any PF The pilot who will fly the approach
questions. will review, then brief the approach
procedure.
CREW COORDINATION PF Advises, “I have control, heading
DURING THE APPROACH , altitude .”
SEQUENCE PM Confirms “You have control,
heading , altitude .”
NOTE
The following crew coordination NOTE
approach sequence should be com- The above sequence should be
pleted as early as possible, prior to completed prior to the FAF.
initiating an IFR approach.

ALTITUDE CALLOUTS
ENROUTE
1,000 ft prior to level off
PM PF
RESOURCE MANAGEMENT
State altitude leaving and assigned “CHECKED”
level off altitude
22 CREW
“200 above/below” “LEVELING”
APPROACH—PRECISION
PM PF
At 1,0 0 0 ft above minimums
“1,000 feet above” “DH _________”
At 50 0 ft above minimums
“500 feet above minimums” “NO FLAGS”
At 10 0 ft above minimums
“100 feet above”
At decision height (DH)
“Decision Height, approach lights at “CONTINUING”

(clock position)” OR
“LANDING”
OR
“Decision Height, runway at (clock position)” “CONTINUING

OR
OR “LANDING”
“Decision Height, runway not in sight” “MISSED

APPROACH”

APPROACH—NONPRECISION
PM PF
At 1,0 0 0 ft above MDA
“1,000 feet above” “MDA _________”
At 50 0 ft above MDA
RESOURCE MANAGEMENT
“500 feet above.” “NO FLAGS”

22 CREW
At 10 0 ft above MDA
“100 feet above.”
At minimum descent altitude (MDA)
“MDA” “MAINTAINING MDA”
At or prior to the missed approach point (MAP)
“Approach lights at (clock position)” “CONTINUING”

OR
“LANDING”
“Runway at (clock position)” “CONTINUING”

OR
“LANDING”
“Runway not in sight” “MISSED

APPROACH”

SIGNIFICANT DEVIATION CALLOUTS

PM PF
IAS ±10 KIAS
“VREF ± __________” “CORRECTING TO _________”
RESOURCE MANAGEMENT
Heading ±10° enroute, 5° on approach
“Heading __________ degrees left/right” “CORRECTING TO _________”
22 CREW
Altitude ±100 ft enroute, +50/-0 ft on final approach
“Altitude __________ high/low” “CORRECTING TO _________”
CDI left or right one dot
“Left/right of course__________ dot” “CORRECTING”
RMI course left or right ±5°
“Left/right of course__________ degrees” “CORRECTING”
Vertical descent speed greater than 1,0 0 0 fpm on final approach
“Sink rate__________” “CORRECTING”
Bank in excess of 30°
“Bank__________ degrees” “CORRECTING”

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL
WALKAROUND NOTES
The following section is a pictorial walkaround. Each item listed in the exterior power-off
preflight inspection is displayed.
The foldout pages contain photographs that depict the specific area to be inspected. The
general photographs contain circled numbers that correspond to specific steps displayed on
the subsequent pages.
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-1

LEFT WING AND NACELLE LEFT WING AND NACELLE

72 79
73 71 80
74 77 82
106 105 75 78 87 54 62 61 55
3A. FLAPS (CONDITION, ASYMMETRY PROTECTION,

107 102 101 93 90 76 83 81 99 63 50 60 57
AND FLAP TRACKS)—CHECK
108 103 94 91 88 84 100 64 51 58
104 95 92 89 85 65 59
96 97 86 66
98 67
68 1. CABIN DOOR SEAL, STEP EXTENSION CABLE,
69 LIGHT WIRE, DAMPER, AND HANDRAILS—CHECK
70
115 111
3B. FLAPS (CONDITION, ASYMMETRY PROTECTION,

AND FLAP TRACKS)—CHECK
2. LEFT SIDE WINDOWS—CHECK
120 113 117 112 110 109

114 118
119 130
131
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

LEFT WING AND NACELLE
7. LIGHTS—CHECK
4. AILERON AND TAB—CHECK
WALKAROUND
8. MAIN FUEL TANK CAP—SECURE
5. STATIC WICKS (AILERON AND WINGLET)—CHECK
9. STALL WARNING VANE—CHECK

6. SIPHON BREAK VENT—CLEAR
FOR TRAINING PURPOSES ONLY WA-3

10. TIE-DOWN—REMOVE
WALKAROUND
12. OUTBOARD DEICE BOOT AND STALL STRIP—

CHECK
11. FLUSH OUTBOARD FUEL DRAIN—CHECK
13. WING PANELS—SECURE
WA-4 FOR TRAINING PURPOSES ONLY

17A. LANDING GEAR (DOORS, TIRES, STRUT, WHEEL

WELL)—CHECK (CONTINUED)
14. LEADING-EDGE FUEL TANK AND GRAVITY-LINE

DRAINS—DRAIN
WALKAROUND
17B. LANDING GEAR (DOORS, TIRES, STRUT, WHEEL
15. INVERTER COOLING LOUVERS—CLEAR
17C. LANDING GEAR (DOORS, TIRES, STRUT, WHEEL

16. FLUSH FUEL VENT AND HEATED FUEL VENT—

CLEAR

17D. LANDING GEAR (DOORS, TIRES, STRUT, WHEEL

WALKAROUND
20. TORQUE KNEE ASSEMBLY AND SAFETY SWITCH—

WELL)—CHECK
CHECK
18. ENGINE OIL VENT—CLEAR
21. BRAKES—CHECK
19. BRAKE LINE AND BRAKE DEICE PLUMBING (IF IN- 22 FIRE EXTINGUISHER PRESSURE—CHECK
STALLED)—CHECK

23. CHOCKS—REMOVE
26. ICE VANE AND OIL RADIATOR EXHAUST—CLEAR
WALKAROUND
27. ICE LIGHT—CHECK
24. FUEL STRAINER AND FUEL FILTER DRAINS—DRAIN
28. ENGINE OIL—CHECK QUANTITY/CAP SECURE

25. COLLECTOR DRAIN—CLEAR

29. COWLING AIR EXHAUST—CLEAR 32. TOP COWLING CAMLOCKS (LEFT SIDE)—SECURE
WALKAROUND
30. ENGINE COWLING, DOORS, AND PANELS (LEFT 33. PROPELLER—CHECK AND ROTATE
SIDE)—SECURE
34. FORWARD INTAKES ON TOP COWLING—CLEAR

31. EXHAUST STACK AND FAIRING (IF INSTALLED)
(LEFT SIDE)—CHECK FOR CRACKS

35A. ENGINE AIR INTAKE—CHECK
WALKAROUND
38. SWING CHECK VALVE EXHAUST—CHECK
35B. OIL RADIATOR AIR INTAKE—CHECK
39. GENERATOR AIR INTAKE—CLEAR
36. TOP COWLING CAMLOCKS (RIGHT SIDE)—CHECK

FOR CRACKS
(RIGHT SIDE)—CHECK FOR CRACKS

40A. ENGINE COWLING, DOORS, PANELS AND VGS 42. EXTENDED FUEL TANK CAP (350ER)—SECURE
(RIGHT SIDE)—SECURE (CONTINUED)
WALKAROUND
40B. ENGINE COWLING, DOORS, PANELS AND VGS 43. HYDRAULIC GEAR SERVICE DOOR—SECURE
(RIGHT SIDE)—SECURE
41. AUXILIARY FUEL TANK CAP—SECURE
44. INBOARD DEICE BOOT—CHECK

45. HEAT EXCHANGER AIR INTAKE AND EXHAUST—

CLEAR
WALKAROUND
48. EXTENDED FUEL TANK DRAIN (350ER)—DRAIN
46. HYDRAULIC GEAR OVERFILL AND VENT LINES—

CLEAR
49. LOWER ANTENNAS AND PANELS—SECURE
47. AUXILIARY FUEL TANK DRAIN—DRAIN

NOSE
50A. OAT PROBE/RELIEF TUBE VENT—CHECK (CONTIN- 51. BRAKE PRESSURE RESERVOIR VENT—CLEAR
UED)
WALKAROUND
50B. OAT PROBE/RELIEF TUBE VENT—CHECK (CONTIN-

UED) 52. LEFT AVIONICS ACCESS PANEL—SECURE
53. AIR CONDITIONER CONDENSER EXHAUST DUCT—

CLEAR

NOSE
57. LANDING GEAR AND TAXI LIGHTS—CHECK
WALKAROUND
58A. NOSE GEAR (SHIMMY DAMPER)—CHECK (CONTIN-
54. WINDSHIELD AND WIPERS—CHECK UED)
55. RADOME CONDITION—CHECK
58B. NOSE GEAR (STOP BLOCK)—CHECK (CONTINUED)

56. PITOT MASTS—CLEAR

NOSE
58C. NOSE GEAR (TORQUE KNEE, STRUT)—CHECK

(CONTINUED) 60B. NOSE GEAR DOORS AND WHEEL WELL —CHECK
WALKAROUND
58D. NOSE GEAR (TIRE)—CHECK

61. AIR CONDITIONER CONDENSER INTAKE DUCT—
CLEAR
59. CHOCKS—REMOVE
60A. NOSE GEAR DOORS AND WHEEL WELL—CHECK
(CONTINUED) 62. RIGHT AVIONICS ACCESS PANEL—SECURE

RIGHT WING AND NACELLE
63. EJECTOR EXHAUST—CLEAR 68. HEAT EXCHANGER AIR INTAKE AND EXHAUST—
CLEAR
69. INBOARD DEICE BOOT—CHECK
WALKAROUND
64. AUXILIARY FUEL TANK DRAIN—DRAIN
65. EXTENDED FUEL TANK DRAIN (350ER)—DRAIN
66. BATTERY BOX DRAIN—CLEAR 70. BATTERY ACCESS PANEL—SECURE
71. AUXILIAR FUEL TANK CAP—SECURE
67. LOWER PANELS—SECURE

72. EXTENDED FUEL TANK CAP (350ER)—SECURE 74. COWLING AIR EXHAUST—CLEAR
75. ENGINE COWLING, DOORS, AND PANELS (LEFT
SIDE)—SECURE
WALKAROUND
73. ENGINE OIL—CHECK QUANTITY, CAP SECURE

76. COLLECTOR DRAIN—CLEAR

(LEFT SIDE)—CHECK FOR CRACKS
78. TOP COWLING CAMLOCKS (LEFT SIDE)—SECURE

82. TOP COWLING CAMLOCKS (RIGHT SIDE)—SECURE

(RIGHT SIDE)—CHECK FOR CRACKS
WALKAROUND
79. PROPELLER—CHECK AND ROTATE
80. FORWARD AIR INTAKES ON TOP COWLING—CLEAR
81A. ENGINE AIR INTAKE—CHECK
84. SWING CHECK VALVE EXHAUST—CLEAR
81B. OIL RADIATOR AIR INTAKE—CHECK
85. GENERATOR AIR INTAKE—CLEAR

86. ENGINE COWLING, DOORS, AND PANELS (RIGHT

SIDE)—SECURE
89. FUEL FILTER AND FUEL STRAINER DRAINS—DRAIN

WALKAROUND
87. ICE LIGHT—CHECK
90. LANDING GEAR (DOORS, TIRES, STRUT, WHEEL

WELL)—CHECK
88. OIL RADIATOR AND ICE VANE EXHAUST—CLEAR

91. FIRE EXTINGUISHER PRESSURE—CHECK
94. TORQUE KNEE ASSEMBLY AND SAFETY SWITCH—

CHECK
95. CHOCKS—REMOVE
WALKAROUND
92. ENGINE OIL VENT—CLEAR
96. BRAKES—CHECK
93. BRAKE LINE AND BRAKE DEICE PLUMBING

(IF INSTALLED)—CHECK

100. EXTERNAL POWER DOOR—SECURE
97. HEATED FUEL VENT AND FLUSH FUEL VENT—

CLEAR
WALKAROUND
101. OUTBOARD DEICE BOOT AND STALL STRIP—

CHECK
98. INVERTER COOLING LOUVERS—CLEAR
103. FLUSH OUTBOARD FUEL DRAIN—DRAIN
99. GRAVITY LINE AND LEADING EDGE FUEL TANK

DRAINS—DRAIN

107. STATIC WICKS (WINGLET AND AILERON)—CHECK

108. SIPHON BREAK VENT—CHECK
WALKAROUND
104. WING PANELS—SECURE
109. AILERON—CHECK
105. MAIN FUEL TANK CAP—SECURE
110. FLAPS (CONDITION, ASYMMETRY PROTECTION,

FLAP TRACKS, LIMIT SWITCHES, POSITION TRANS-
MITTER)—CHECK
106. LIGHTS—CHECK

111. RIGHT SIDE WINDOWS—CHECK

WALKAROUND

RIGHT AFT FUSELAGE
115. ELT ANTENNA—CHECK
WALKAROUND
112. LOWER ANTENNAS AND BEACON—CHECK
116. AFT COMPARTMENT BOTTOM ACCESS DOOR—

SECURE
113. OXYGEN SERVICE ACCESS DOOR—SECURE

114. STATIC PORTS—CLEAR

RIGHT AFT FUSELAGE
120. ACCESS PANEL—SECURE
118. VENTRAL FIN DRAIN HOLES—CLEAR

WALKAROUND
119. CABIN AIR EXHAUST—CLEAR

TAIL LEFT AFT FUSELAGE
121. VENTRAL FIN AND STATIC WICK—CHECK
128. ACCESS PANELS—SECURE 130. OXYGEN OVERPRESSURE DISCHARGE AND AFT

COMPARTMENT DRAIN TUBES—CLEAR
124. HORIZONTAL STABILIZER, BOOTS, AND STATIC

WICKS (RIGHT AND LEFT)—CHECK
125. ELEVATOR, TAB, AND STATIC WICKS—CHECK
126. TABS IN NEUTRAL POSITION—VERIFY
122. VOR ANTENNAS (RIGHT AND LEFT)—CHECK

123. RUDDER, RUDDER TAB, STINGER, AND STATIC
WICKS—CHECK
131. RELIEF TUBE—CLEAR
129. STATIC PORTS—CLEAR
127. POSITION LIGHT, TAIL FLOODLIGHTS (LEFT AND

RIGHT)—CHECK
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY W-25

28
29
5 30
6 8 31 27
7 4 9 33 34 32 3 41 2 1
10 24 48 49 129 121 122 123 124

11 25 128 125
26 126
127
2 4
36 7 5
37
38 42
39 43
53 52 40 46
12
56 44 35 15 17 13
45 47 16 18 14
19
20
21
22
23
WA-26 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

APPENDIX
SYMBOLS, ABBREVIATIONS,
AND TERMINOLOGY
CONTENTS
Page
AIRSPEED................................................................................................................... APPA-1
METEOROLOGICAL ............................................................................................... APPA-2
POWER ......................................................................................................................... APPA-3
CONTROL AND INSTRUMENT ........................................................................... APPA-3
GRAPH AND TABULAR ........................................................................................ APPA-4
WEIGHT AND BALANCE ...................................................................................... APPA-5
ABBREVIATIONS AND ACRONYMS ................................................................ APPA-6
APPENDIX A
FOR TRAINING PURPOSES ONLY APPA-i

APPENDIX
SYMBOLS, ABBREVIATIONS,
AND TERMINOLOGY
AIRSPEED V A—Maneuvering speed is the maximum
speed at which application of full available
CAS—Calibrated airspeed is the indicated aerodynamic control will not overstress
airspeed of an aircraft corrected for the aircraft.
position and instrument error. Calibrated
airspeed is equal to true airspeed in VF—Design flap speed is the highest
standard atmosphere at sea level. speed permissible at which wing flaps
may be actuated.
G S — G ro u n d s p e e d i s t h e s p e e d o f a n
aircraft relative to the ground. V FE —Maximum flap extended speed is the
highest speed permissible with wing flaps
IAS—Indicated airspeed is the speed of in a prescribed extended position.
an aircraft as shown on the airspeed indica-
tor when corrected for instrument error. V LE —Maximum landing gear extended
IAS values published in the manufacturer’s speed is the maximum speed at which an
manual assume zero instrument error. aircraft can be safely flown with the landing
gear extended.
KCAS—Calibrated airspeed expressed
in knots V LO —Maximum landing gear operating
speed is the maximum speed at which
K I A S — I n d i c a t e d a i r s p e e d e x p re s s e d the landing gear can be safely extended
in knots or retracted.
M — M a c h n u m b e r i s t h e ra t i o o f t r u e V MCA —Air minimum control speed is the

minimum flight speed at which the aircraft
APPENDIX A
airspeed to the speed of sound.
is directionally controllable, as determined
TAS—True airspeed is the airspeed of an i n a c c o r d a n c e w i t h Fe d e r a l Av i a t i o n
aircraft relative to undisturbed air, which Regulations. The aircraft certification
is the CAS corrected for altitude, temper- conditions include: one engine becoming
ature, and compressibility. inoperative with autofeather armed, a 5°
bank toward the operative engine, takeoff
V 1 —Takeoff decision speed power on the operative engine, landing gear
up, flaps in the takeoff position, and most
V 2 —Takeoff safety speed is the speed at 35 rearward CG. For some conditions of weight
feet AGL, assuming an engine failure at and altitude, stall can be encountered at
V1. speeds above V MCA as established by the
certification procedure described above in
V 35 —Takeoff safety speed at 35 feet AGL which event stall speed must be regarded as
with both engines operating the limit of effective directional control.
FOR TRAINING PURPOSES ONLY APPA-1

V MCG —Ground minimum control speed METEOROLOGICAL

V MO /M MO —Maximum operating limit Altimeter Setting—Barometric pressure
speed is the speed limit that may not be corrected to sea level
deliberately exceeded in normal flight
operations. V MO is expressed in knots and Indicated Pressure Altitude—The number
M MO in Mach number. actually read from an altimeter when the
barometric subscale has been set to 29.92
V R —Rotation speed inches of mercury (10 13.2 millibars)
V REF —Reference landing approach speed IOAT—Indicated outside air temperature
with the landing gear and flaps down is the temperature value read from
an indicator.
V S —Stalling speed or the minimum steady
flight speed at which the aircraft is control- ISA—International standard atmosphere
lable in a specific configuration. in which:
VS1—Stalling speed or the minimum • Air is a dry, perfect gas.
steady flight speed at which the aircraft • Te m p e r a t u r e a t s e a l e v e l i s 5 9 °
is controllable. Fahrenheit (15°Celsius).
VSO—Stalling speed or the minimum • Pressure at sea level is 29.92 inches of
steady flight speed at which the aircraft is mercury (10 13.2 millibars).
controllable in the landing configuration. • Temperature gradient from sea level
to the altitude at which the tempera-
V SSE—Intentional one-engine-inoperative ture is –69.7°F (–56.5°C)
speed is a speed above both V MCA and stall is –0.003566°F (–0.00198°C) per foot,
speed, selected to provide a margin of and is zero above that altitude.
lateral and directional control when one
engine is suddenly rendered inoperative. OAT—Outside air temperature is the free
air static temperature obtained either from
V X —Best angle-of-climb speed is the the temperature indicator (IOAT) adjusted
airspeed that delivers the greatest gain for compressibility effects or from ground
of altitude in the shortest possible meteorological sources.
horizontal distance.
APPENDIX A
Pressure Altitude—Altitude measured

VXSE—One-engine-inoperative best from standard sea level pressure (29.92
angle-of-climb speed is the airspeed that inches Hg [1013.2 millibars]) by a pressure
delivers the greatest gain in altitude in (barometric) altimeter. It is the indicated
the shortest possible horizontal distance pressure altitude corrected for position
with one engine inoperative. a n d in s tr u me n t e r ro r. I n th is manual,
altimeter instrument errors are assumed
VY—Best rate-of-climb speed is the to be zero. Position errors may be obtained
airspeed that delivers the greatest gain in from the altimeter correction graphs.
altitude in the shortest possible time.
Station Pressure—Actual atmospheric
V YSE —One engine-inoperative best rate- pressure at field elevation
of-climb speed is the airspeed that delivers
the greatest gain in altitude in the shortest
possible time with one engine inoperative.
APPA-2 FOR TRAINING PURPOSES ONLY

Temperature Compressibility Effects—An Maximum Continuous Power—Maximum

error in the indication of temperature continuous power is the highest power
caused by airflow over the temperature rating not limited by time. Use of this rating
probe. The error varies depending on is at the discretion of the pilot.
altitude and airspeed.
Maximum Cruise Power—Maximum cruise
Wind—The wind velocities recorded as power is the highest power rating for cruise
variables on the charts of this manual are and is not time limited.
to be understood as the headwind or
tailwind components of the reported winds. Propeller Ground Fine—Propeller ground
fine operation is used to provide deceleration
on the ground during landing and accelerate-
stop conditions by taking advantage of the
POWER maximum available propeller drag without
creating negative thrust.
Beta Range—The region of the power lever
control, which is aft of the idle gate and
Reverse—Reverse thrust is obtained by
forward of the reversing range where blade
lifting the power levers and moving them
pitch angle can be changed with o u t a
aft of the beta and ground fine range.
change of gas generator rpm.
SHP—Shaft horsepower
Cruise Climb—Cruise climb is the
maximum power approved for cruise climb.
S t a t i c Ta ke o f f Powe r — S t a t i c t a ke o ff
These powers are torque or temperature
power is the static power that must be
(ITT) limited.
available for takeoff without exceeding the
engine limitations.
Cycle—A normal or full cycle includes
the following:
Ta ke o f f Powe r — Ta ke o ff p o w e r i s the
• Engine start maximum power rating. Use of this rating
should be limited to normal takeoff
• Idle
operations and other operations at the
• Takeoff discretion of the pilot.
• Flight
• Landing
APPENDIX A
CONTROL
• Idle
AND INSTRUMENT
• Shutdown
Condition Lever (Fuel Shutoff Lever)—
High Idle—High idle is obtained by placing The fuel shutoff lever actuates a valve in the
the condition lever in HIGH IDLE fuel control unit that controls the flow of
position. This limits the power operation fuel at the fuel control outlet and regulates
to a minimum of 70% of N 1 rpm. the idle range from low to high idle.
Low Idle—Low idle is obtained by placing ITT (Interstage Turbine Temperature)—
the condition lever in LOW IDLE position. Eight probes, wired in parallel, indicate the
This limits the power of operation to a temperature between the compressor and
minimum of 62% of N 1 rpm. power turbines.

N 1 Tachometer (Gas Generator RPM)— Best Angle-Of-Climb—The best angle-of-

The N 1 tachometer registers the rpm of the climb speed is the airspeed that delivers
gas generator in percent, with 10 0% the greatest gain of altitude in the shortest
representing a gas generator speed of possible horizontal distance with gear and
37,500 rpm. flaps up.
Power Lever (Gas Generator N 1 rpm)— Best Rate-Of-Climb—The best rate-of-climb

The power lever serves to modulate engine speed is the airspeed that delivers the
power from full reverse thrust to takeoff. greatest gain of altitude in the shortest
Th e p o s i t i o n f o r i d l e r e p r e s e n t s t h e possible time with gear and flaps up.
lowest recommended level of power for
flight operation. Clearway—A clearway is an area beyond
the airport runway not less than 500 feet
Propeller Control Lever (N P rpm)—The wide, centrally located about the extended
propeller control lever is used to control the centerline of the runway, and under the
rpm setting of the propeller governor. control of the airport authorities. The
Movement of the lever results in an increase clearway is expressed in terms of a clear
or decrease in propeller rpm. Propeller plane, extending from the end of the runway
feathering is the result of lever movement with an upward slope not exceeding 1.25%,
beyond the detents at the low rpm (high above which no object nor any terrain
pitch) end of the lever travel. protrudes. However, threshold lights may
protrude above the plane if their height
P r o p e l l e r G o v e r n o r — Th e p r o p e l l e r above the end of the runway is 26 inches or
governor senses changes in rpm and less and if they are located to each side of
hydraulically changes propeller blade angle the runway.
to compensate for the changes in rpm.
Constant propeller rpm is thereby Climb Gradient—Climb gradient is the
maintained at the selected rpm setting. ratio of the change in height during a
portion of a climb to the horizontal distance
Torquemeter—The torquemeter system traversed in the same time interval.
i n d i c a t e s t h e s h a f t o u t p u t t o r q u e.
Instrument readout is in percent. Demonstrated Crosswind—Demonstrated
crosswind is the maximum 90° crosswind
component for which adequate control of
the aircraft during trakeoff and landing
APPENDIX A
GRAPH AND TABULAR was actually demonstrated during certifi-

cation. The value shown is not limiting.
Ac c e l e r a t e - G o — Ac c e l e ra t e - g o i s t h e
distance to accelerate to takeoff decision
Landing Distance—Landing distance is the
speed (V 1 ), experience an engine failure,
distance from a point 50 ft above the runway
c o n t i n u e a c c e l e ra t i n g t o l i f t o ff, t h e n
surface to the point at which the aircraft
climb and accelerate in order to achieve
would come to a full stop utilizing the
takeoff safety speed (V 2 ) at 35 feet above
technique in the Performance section of the
the runway.
manufacturer’s manual. These distances do
not include landing factors that may be
Accelerate-Stop—Accelerate-stop is the
required by the operating regulations for
distance to accelerate to takeoff decision
destination or alternate airports.
speed (V 1 ) and then bring the aircraft to
a stop.
AGL—Above ground level

MEA—Minimum enroute altitude Takeoff Flight Path—Takeoff flight path

is the minimum gradient of climb required
Net Gradient Of Climb—Net gradient of to clear obstacles in excess of 35 feet,
climb is the gradient of climb with the flaps measured horizontally from reference zero
in the takeoff position and the landing gear and vertically at the altitude above the
retracted. Net indicates that the actual runway. Reference zero is the point where
gradients of climb have been reduced by a the aircraft has reached 35 feet above the
regulatory increment to allow for runway, as determined from the takeoff
turbulence and pilot technique. The net field length graphs.
gradient of climb graphs are constructed so
that the value(s) obtained using the airport
pressure altitude and outside air tempera-
ture will be the average gradient from 35
WEIGHT AND BALANCE
ft above the runway up to 1,500 ft above
A p p r ove d L o a d i n g E nve l o p e — Th o s e
the runway.
combinations of aircraft weight and center
of gravity that define the limits beyond
Route Segment—Route segment is a part
which loading is not approved.
of a route. Each end of that part is identified
by a:
Arm—Arm is the distance from the center
• Geographic location or of gravity of an object to a line about which
moments are to be computed.
• Point at which a definite radio fix can
be established
Basic Empty Weight—Basic empty weight
Ta k e o f f F i e l d L e n g t h ( TO F L ) — Th e is the weight of an empty aircraft, includ-
m i n i m u m r u n w a y l e n g t h re q u i re d f o r ing full engine oil and unusable fuel. This
departure. This distance is the longest equals empty weight plus the weight of
of the: unusable fuel and the weight of all the
engine oil required to fill the lines and
• Distance to accelerate and recognize tanks. Basic empty weight is the basic
an engine failure at V ! , accelerate configuration from which loading data
to and rotate at V R , then climb and is determined.
accelerate in order to achieve V 2 at
35 feet above the runway, or Center Of Gravity—Center of gravity is
• Distance to accelerate and recognize the point at which the weight of an object
APPENDIX A
an engine failure at V 1 and bring the may be considered concentrated for weight
aircraft to a stop, or and balance purposes.
• All-engine-operating distance to CG Limits—CG limits are the extreme
accelerate to and rotate at V R , then center-of-gravity locations within which the
c l i m b a n d a c c e l e ra t e i n o rd e r t o aircraft must be operated at a given weight.
achieve V 35 at 35 feet above the
runway, increased by 15%. Datum—Datum is a vertical plane perpen-
dicular to the aircraft longitudinal axis
f ro m w h i c h f o re a n d a f t ( u s u a l l y a f t )
measurements are made for weight and
balance purposes.

Empty Weight—Empty weight is the weight Takeoff Weight—Takeoff weight is the weight
of an empty aircraft before any oil or fuel of the aircraft at liftoff from the runway.
h a s b e e n a d d e d . Th i s i n c l u d e s a l l
permanently installed equipment, fixed Ta re — Ta re i s t h e w e i g h t t h a t m a y b e
ballast, full hydraulic fluid, full chemical indicated by a set of scales before any load
toilet fluid, and all other operating fluids is applied.
full, except that the engines, tanks, and lines
do not contain any engine oil or fuel. Unusable Fuel—Unusable fuel is the fuel
remaining after consumption of usable fuel.
Engine Oil—That portion of the engine oil
that can be drained from the engine. Usable Fuel—Usable fuel is that portion of
the total fuel that is available for consump-
Jack Point—Jack points are points on the tion as determined in accordance with
aircraft identified by the manufacturer as applicable regulatory standards.
suitable for supporting the aircraft for
weighing or other purposes. Useful Load—Useful load is the difference
between the aircraft ramp weight and the
Landing Weight—Landing weight is the basic empty weight.
weight of the aircraft at landing touchdown.
Zero Fuel Weight—Zero fuel weight is the
Leveling Points—Leveling points are those aircraft ramp weight minus the weight of
points that are used during the weighing fuel on board.
process to level the aircraft.
Maximum Weight—Maximum weight is the

greatest weight allowed by design, structural,
ABBREVIATIONS
performance, or other limitations. AND ACRONYMS
Maximum Zero Fuel Weight—Any weight AFD—Adaptive flight display
above the value given must be loaded
as fuel. ESIS— E le ctro n ic s ta n d by in s trument
system
Moment—Moment is a measure of the
rotational tendency of a weight, about a EIS—Engine indication system
specified line, mathematically equal to the
APPENDIX A
product of the weight and the arm. ISS—Impending stall speed

Pa y l o a d — Pa y l o a d i s t h e w e i g h t o f LSC—Low speed cue
occupants, cargo, and baggage.
PFD—Primary flight display
PPH—Pounds per hour
MFD—Multifunction display
Ramp Weight—Ramp weight is the aircraft
weight at engine start, assuming all loading SAT—Static air temperature
is completed.
Station—Station is the longitudinal

distance from some point to the zero datum
or zero fuselage station.

APPENDIX B
ANSWERS TO QUESTIONS
Chapter 1—Aircraft General
1. Aircraft equipped with dual strakes require yaw damper operation above
_________ feet:
C. 19,000
2. Lateral-tracking seats must be in the full _________ position for _______

D. Outboard; takeoff and landing.
3. Illumination of the red master warning annunciator [DOOR UNLOCKED]

indicates:
B. The airstair door is open or not secure.
4. The maximum allowed operating altitude limit is ________ feet.

B. 35,000
5. The maximum allowed operating temperature limit above 25,000 feet is

ISA + ______°C.
C. 31
6. Single pilot operations require:

A. The pilot to use a headset with a boom microphone.
7. With appropriate equipment, the kinds of operations allowed:

A. Permit flight at night.
8. Passenger briefing cards are required at one per seat for:

B. 14 CFR Part 135 operations.
9. V XSE is _______ KIAS.

B. 125
10. V MCA for Flaps Approach is ______ KIAS.

B. 93
APPENDIX B
FOR TRAINING PURPOSES ONLY APPB-1

Chapter 2—Electrical Power Systems
1. During a battery start, prior to selecting ON with the IGNITION AND ENGINE
START switch and before starting the second engine, the DC percent loadmeter
should read approximately _______ percent or less.
A. 50
2. The minimum battery voltage required for an external power start is _______ volts.
C. 20
3. Control switches which are operable during a dual generator failure are indicated
by ______________ the switch.
A. A white circle around
4. A generator bus tie will open automatically to protect the electrical system from a
malfunction when excessive current is sensed on _____________________ bus.
C. The same-side generator
5. The external power cart will be set to _______ volts and be capable of generating a
minimum of 1000 amps momentarily and 30 0 amps continuously.
C. 28.0 – 28.4
6. The maximum sustained generator load at 30,0 0 0 feet is _______ percent.

D. 100
7. The first immediate action item for a DUAL GENERATOR FAILURE is:
C. Instrument Emergency Lights (if requied)............ON
Chapter 3—Lighting
1. Selecting the landing light switches on will illuminate both landing:

C. Lights regardless of gear position.
2. Both wing ice lights are required to be operable during flight during _______
operations.
D. Icing conditions
3. The EXIT signs automatically illuminate during normal flight operations when:
D. Rapid deceleration is sensed.
APPENDIX B
APPB-2 FOR TRAINING PURPOSES ONLY

Chapter 4—Master Warning System
1. The MASTER WARNING FLASHERS illuminate when ___________ annunciator

illuminate(s).
A. A red warning
2. A red warning annunciator will extinguish when:

B. The fault is no longer sensed.
3. Faults that illuminate the ______________ annunciators require immediate attention and
reaction of the pilot.
A. Red warning
Chapter 5—Fuel System
1. If auxiliary fuel is required, the auxiliary tank _______ be filled _______ filling the
main fuel tanks.
D. Must; after
2. Illumination of the amber [L/R FUEL QTY] annunciator indicates less than 30
minutes of fuel remaining:
C. At maximum continuous power.
3. Illumination of the red [L/R FUEL PRESS LO] warning annunciator during
normal flight operations indicates:
A. Insufficient pressure at the fuel pressure switch.
4. According to the checklist, crossfeed is selected:

B. Only during single engine operations.
5. The approved military grade fuels are:

A. JP-4, JP-5, and JP-8.
6. The maximum allowed lateral fuel imbalance is _______ lbs.

B. 300 APPENDIX B

Chapter 7—Powerplant
1. The minimum N 1 required to select LOW IDLE on the condition lever during
engine start is:
B. 12%
2. Overfilling the oil may cause:

A. Discharge until a satisfactory level is reached.
3. If the compressor bleed valve fails to close as static take-off power is set, torque
will indicate ________ than normal and ITT will indicate _______ than normal.
D. Lower; higher
4. The shaft horse power rating of 1,050 is a direct function of:

C. Torque and Propeller RPM.
5. Ignition operation occurs during engine start and during operations of

_____________ or less when engine auto ignition is ____________.
B. 17% torque; armed
6. The minimum oil temperature limit allowed for engine start is _____°C.
A. –40
7. The maximum allowed continuous ITT for takeoff is _______°C.

B. 820
8. The minimum allowed oil pressure for idle is _______ PSI.

A. 60
9. Oil temperatures between 99°C and 110°C are limited to _______ minutes.
D. Ten
10. The maximum gas generator N 1 RPM limit for takeoff is:
B. 104
11. The first immediate action item for an ENGINE FIRE OR FAILURE IN FLIGHT
is affected engine:
B. Condition Lever ....................................FUEL CUTOFF
12. The immediate action items for and ENGINE FAILURE DURING TAKEOFF
(AT OR BELOW V 1 ) — TAKEOFF ABORTED are:
APPENDIX B
D. Power Levers ..........................................GROUND FINE,

Brakes.......................................................MAXIMUM

13. In order to select ground fine after landing, the pilot:

A. Lifts the power lever and moves them aft to the first gate.
14. The propeller governor is scheduled to control RPM between _______ RPM.
C. 1450–1700
15. The autofeather system will feather the inoperative engine’s propeller when the
opposite engine torque drops below:
D. 10% torque.
16. The fuel topping governor limits propeller RPM in flight to ____ percent of
selected RPM.
D. 106
17. The overspeed governor limits propeller RPM to a maximum of:

B. 1768.
18. The maximum allowed continuous RPM for takeoff is _______ RPM.
C. 1700
Chapter 8—Fire Protection
1, Engine fire detection and extinguishing is available when the battery bus switch is
selected to _________ and the battery switch to __________.
D. NORM; ON
2. Engine fire extinguishing is available for the engine:

A. Compartment.
3. With the hot battery bus powered, an engine fire extinguisher may be discharged:
D. After depressing the on-side firewall fuel valve switch.
4. Th e f i r s t i m m e d i a t e a c t i o n f o r E N V I RO N M E N TA L SYST E M S M O K E O R
FUMES is:
A. Oxygen Mask(s).....................................DON
APPENDIX B

Chapter 9—Pneumatics
1. Regulated pneumatic air pressure is used to:
B. Inflate the deice boots.
2. After selecting the bleed air valve to pneumatic and environmental off after
illumination of a single [L or R BLEED FAIL] red master warning annunciator,
the annunciator will:
B. Remain illuminated.
3. Vacuum air is provided for:

D. Wing deice boot hold-down.
Chapter 10—Ice and Rain Protection
1. During flight in visible moisture, or at night when flight from visible moister
cannot be assured, engine anti-ice must be on at temperatures below _____°C.
B. 5
2. In the event of windshield icing, reduce speed to ______ knots or below.

D. 226
3. Operating the propeller deice in the _______ mode provides _______ timer operation.
D. AUTO; automatic
4. The surface deice system removes ice build up on the leading edge(s) of the:
C. Wing and horizontal stabilizer.
5. The minimum airspeed for sustained flight in icing conditions is _____ knots.
A. 140
Chapter 11—Air Conditioning

1. The vapor-cycle refrigeration compressor is located:
A. On the right engine accessory section.
2. If the engine speed is too low for the air conditioning compressor to properly
engage, the:
A. White [AIR COND N1 LOW] status annunciator illuminates.
3. For more efficient cooling on the ground, place the BLEED AIR VALVES
switches to the __________ position.
APPENDIX B
C. ENVIR OFF
4. In the MAN HEAT mode on the ECS, the pilot controls temperature with the:
D. MAN TEMP INCR DECR switch

Chapter 12—Pressurization
1. The CABIN ALT gauge indicates cabin _______ and cabin _______ altitude.
A. Differential pressure; pressure
2. The cabin _______ pressurize on the ground by selecting the _______ position of the
CABIN PRESS switch.
B. Will; TEST
3. The white [CABIN ALTITUDE] status annunciator illuminates when cabin pressure
altitude indicates _______ feet.
A. 10,000
4. The red [CABIN ALT HI] warning annunciator illuminates when cabin pressure
altitude exceeds _______ feet.
C. 12,000
5. The first immediate item for PRESSURIZATION LOSS is:

D. Oxygen Mask(s).....................................DON
6. The first immediate action item for the EMERGENCY DESCENT is:
C. Power Levers ..........................................IDLE
Chapter 14—Landing Gear and Brakes
1. The landing gear handle is designed to work airborne:

A. Weight off wheels.
2. The green GEAR DOWN annunciators indicate the gear:

C. Is down and locked.
3. The LDG GEAR CONTROL red light illuminates when the gear position may be
unsafe and:
D. Cannot be dimmed.
4. The alternate landing gear extension system is available for gear:

B. Extension.
5. The maximum permitted landing gear extended speed is _______ KIAS.

B. 184
APPENDIX B

Chapter 15—Flight Controls
1. Secondary flight controls surfaces are:

D. Manually and electrically controlled.
2. Rudder boost aids the pilot in rudder deflection during engine failure operation
by sensing:
C. Torque differential.
3. Electric pitch trim is available when:

B. Both trim switches are activated simultaneously.
4. The mechanical aileron trim is located _______ of the power quadrant on

the _______ side.
A. Aft; left
5. The maximum speed permissible with flaps in the approach position is _______ KIAS.
D. 202
6. Rudder boost:
D. Must be on and operational for takeoff, climb, approach and landing.
Chapter 16—Pro Line Avionics
1. The minimum autopilot use height during an approach is _______ feet.

A. 79
2. A copilot side heading failure can be corrected by placing the:

A. AHRS switch to No. 1.
3. The active No. 2 bearing pointers are:

B. Cyan.
4. ISA deviation can be found on the:

D. MFD.
5. In order for the BARO MINS to be displayed, the values on the REFS page must be:
C. Cyan.
6. The composite mode is activated by selecting the _______ reversion switch.

APPENDIX B
A. PILOT DISPLAY

7. Pressing the BARO knob on the display control panel (DCP) will:
C. Set Flight Level altitudes on the altitude preselector display.
8. The color of the to-waypoint on the CDU is:

D. Green.
9. Airspeed trend information is available:

C. From a magenta indicator on the airspeed indicator.
10. The minimum autopilot use height during an approach is _______ feet.
A. 79
11. An FMS preflight includes:

B. Checking the Database.
12. Using the FMS for guidance is not authorized:

D. Inside the FAF on a localizer approach.
13. For an FMS preflight procedure, the I in VIPP stands for:

A. Initialize.
14. For an FMS preflight procedure, the second P in VIPP stands for:
B. Performance.
15. APPR must be pressed:

C. When VNAV to a decision altitude is desired.
16. VNAV guidance is:

D. Prohibited during a missed approach.
17. If GPS APPR is not displayed inside the final approach fix:
A. The GPS must not be used for flight guidance.
18. Magenta color text on the CDU LEGs page indicates _______ information.
B. Airspeed and altitude APPENDIX B

Chapter 17—Oxygen
1. Deployment of the passenger oxygen masks is indicated by illumination of the

_________ annunciator.
D. White [PASS OXYGEN ON] system status
2. Manual deployment of the passenger oxygen masks is available by _______ the

control handle on the _______ side of the center console.
B. Pulling out; right
3. The amber [OXY NOT ARMED] caution annunciator illuminates when the:
A. Main oxygen system is not armed.
4. Crew oxygen is provided by a _________ oxygen mask.

D. Diluter-demand quick-donning
APPENDIX B

ANNUNCIATOR PANEL
ANNUNCIATORS SECTION
The Annunciators Section presents a color
representation of all the annunciator lights
in the aircraft.
Please unfold page ANN-3 to the right and

leave it open for ready reference as the
annunciators are cited in the text.
FOR TRAINING PURPOSES ONLY ANN-1

Figure ANN-1. Annunciators
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3

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KING AIR 350/350C

At the time of printing it contained then-current information. In the

We at FlightSafety want you to have the best training possible. We

Copyright © 2011 by FlightSafety International, Inc.

Dates of issue for original and changed pages are:

Revision............... 0 .............. August 2008

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

*Zero in this column indicates an original page.

Chapter 1 AIRCRAFT GENERAL

FOR TRAINING PURPOSES ONLY 1-i

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Taxiing .......................................................................................................................... 1-24

1-ii FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 1-iii

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1-24 Flight Control Locks........................................................................................... 1-22

1-iv FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 1-1

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

GENERAL and a T-tail empennage. The wings are an

Figure 1-1. King Air 350 (Sheet 1 of 2)

1-2 FOR TRAINING PURPOSES ONLY

The faired-oval nacelle on each side of the

The distinctive T-tail provides improved

The fuselage is a conventional monocoque Figure 1-2. Dual Aft Strakes

Figure 1-1. King Air 350 (Sheet 2 of 2)

FOR TRAINING PURPOSES ONLY 1-3

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

1. Weather Radar Antenna 13. Rudder Trim Tab

Figure 1-3. King Air 350 General Arrangement

1-4 FOR TRAINING PURPOSES ONLY

CONFIGURATION In addition to the standard configurations,

Figure 1-4. King Air 350 Cabin Seating Arrangement

FOR TRAINING PURPOSES ONLY 1-5

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

SPECIFICATIONS Airstair Entrance Door

Cabin and Entry Dimensions

1-6 FOR TRAINING PURPOSES ONLY

Figure 1-5. King Air 350 Dimensions

FOR TRAINING PURPOSES ONLY 1-7

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

DOORS A hydraulic damper permits the door to

Securing the Door

Figure 1-7. Door Lock

Figure 1-6. Airstair Door

1-8 FOR TRAINING PURPOSES ONLY

Attempt to rotate the handle counter-

Next lift the folded airstep just below the

Never attempt to unlock or check

Figure 1-8. Plunger-Out/Plunger-In

FOR TRAINING PURPOSES ONLY 1-9

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

EMERGENCY EXITS When the aircraft is parked, lock the hatch

The hatch is locked when the lock lever

Figure 1-10. Emergency Exit Figure 1-11. Emergency Exit Placards

1-10 FOR TRAINING PURPOSES ONLY

CARGO DOOR To close the cargo door, pull it down and

FOR TRAINING PURPOSES ONLY 1-11

KING AIR 350/350C PRO LINE 21 PILOT TRAINING MANUAL

Page Revision Page Revision