Pilot Client Guide

PCG
PILOT CLIENT GUIDE

Revision 0.7
Beechcraft
King Air 350/350C
Pro Line 21
NOTICE
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with permission and are copyrighted by Textron Aviation Inc.
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government or as otherwise authorized by U.S. law and regulations.
Publication History:
Original............................................ May 2011 Revision 0.4................................. August 2016

Revision 0.1........................... September 2011 Revision 0.5........................... September 2017
Revision 0.2...................................... July 2013 Revision 0.6........................... September 2019
Revision 0.3............................ December 2013 Revision 0.7.................................. March 2021
Copyright © 2021 FlightSafety Textron Aviation Training, LLC. All Rights Reserved.
Unauthorized reproduction or distribution is prohibited.
TABLE OF CONTENTS
CHAPTER 1 INITIAL TRAINING CURRICULUM
CHAPTER 2 RECURRENT TRAINING CURRICULUM
CHAPTER 3 REQUIRED KNOWLEDGE AREAS
CHAPTER 4 MEMORY ITEMS AND LIMITATIONS
CHAPTER 5 MANEUVERS AND PROCEDURES
CHAPTER 6 CREW RESOURCE MANAGEMENT
CHAPTER 7 HANDOUTS
CHAPTER 8 ANNUNCIATORS
CHAPTER 9 SCHEMATICS
KING AIR 350/350C PRO LINE 21 PILOT CLIENT GUIDE
CHAPTER 1
INITIAL TRAINING CURRICULUM
CONTENTS
Page
INITIAL GROUND TRAINING CURRICULUM..................................................................1-1
Summary/Overview..........................................................................................................1-1
Technical/CRM Objectives................................................................................................1-1
Equipment and Materials..................................................................................................1-1
Completion Standards.......................................................................................................1-2
INITIAL FLIGHT TRAINING CURRICULUM.....................................................................1-3
Prerequisites......................................................................................................................1-3
Line Oriented Simulation Training....................................................................................1-4
INITIAL TRAINING SCHEDULE..........................................................................................1-5
Revision 0.7 FOR TRAINING PURPOSES ONLY 1-i

INITIAL GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This course segment provides the knowledge necessary to understand the operation of aircraft sys-
tems, the use of the individual system controls, and the integration of aircraft systems with operational
procedures in preparation for the Flight Training Curriculum Segment. At the end of the Ground
Training Curriculum Segment the pilot will be able to locate, identify, and operate all aircraft systems
and will be able to perform normal, abnormal, and emergency operating procedures to the appropri-
ate standard. Additionally, the pilot will be able to demonstrate knowledge of aircraft performance,
as well as systems and aircraft limitations.
TECHNICAL/CRM OBJECTIVES
Each day, the instructor will cover topics from the materials listed below. Reading assignments will
be given for the following day. Pilots will discuss and practice crew resource management (CRM)
elements during the integration process including, but not limited to situational awareness and the
error chain, crew concept, workload assessment, and time management.
EQUIPMENT AND MATERIALS

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations, procedures,
and system descriptions used during ground school
• Pilot Checklist—Quick reference used during Normal/Abnormal/Emergency system discussion
• Pilot's Operating Handbook (POH)—Manufacturer's expanded system information referenced
during normal system discussion
• Pilot Training Manual (PTM)—A supplement, organized by systems, that is used for classroom
discussion during ground school training
• Instrument Panel Poster (IPP)—A visual reference of the aircraft's cockpit for familiarization of
the location of gauges, switches, etc.
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards—A summarized list of aircraft limitations and memory items presented in
a quick, flip format for ease of memorization and self-study
• Desktop Simulator (DTS)—Active cockpit simulation in ground school used for interactive
Normal/Abnormal/Emergency system operations
• Graphical Flight Simulator (GFS)—Active touchscreen system laid out similar to the cockpit,
used during interactive System Integration lessons and client self-study
• Flight Plan Guide—Collection of select charts and flight plans used during interactive lessons
on FlightSafety DTS and GFS systems
Revision 0.7 FOR TRAINING PURPOSES ONLY 1-1

COMPLETION STANDARDS
The pilot must demonstrate required knowledge of aircraft systems, limitations, performance, and
flight planning by successfully completing a written examination with a minimum of 80% (FAA and
Foreign Non-EASA), corrected to 100%. EASA examinations are graded for each section with a
minimum of 75%, corrected to 100%.
1-2 FOR TRAINING PURPOSES ONLY Revision 0.7

INITIAL FLIGHT TRAINING CURRICULUM

SUMMARY/OVERVIEW
Simulator training modules provide instruction to develop aircraft maneuvering skills with and with-
out the automatic flight control system. The pilot will become familiar and proficient in the use of
normal, abnormal, and emergency checklist procedures and standard operating procedures.
PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.
Pilots will discuss and demonstrate elements of crew resource management (CRM) during the flight
training process including, but not limited to situational awareness and the error chain, crew concept,
workload assessment, and time management.

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations, procedures,
and system descriptions used during briefing and debriefing sessions
• Pilot Checklist—Quick reference used during all Normal/Abnormal/Emergency operations
as needed during briefing and debriefing sessions
• Pilot Training Manual (PTM)—FlightSafety system discussion used as needed during briefing
and debriefing sessions
• Instrument Panel Poster (IPP)—A visual reference of the aircraft's cockpit for familiarization of
• Desktop Simulator (DTS)—Active cockpit simulation in briefing room used as needed during
briefing and debriefing sessions
used in preparation for simulator session and client self-study

• Flight Plan Guide—Collection of select charts and flight plans used as needed during FlightSafety
GFS training
• SimVu—FlightSafety simulator recording system displaying aircraft cockpit, audio, avionics,
and exterior systems used during debriefing sessions
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a timely
and sequentially correct manner, and perform all the maneuvers and procedures in accordance with
the applicable Standards document.
LINE ORIENTED SIMULATION TRAINING

This training will facilitate transition from the fixed package of maneuvers in the flight simulator
module to crew-oriented flying. Pilots accomplishing all of their training/checking in a simulator
(100%) will complete Line Oriented Simulation Training (LOST).

INITIAL TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed will
be covered, but the order of content is at the instructor's discretion based on client/instructor need.
TRAINING DAY GROUND SCHOOL SIMULATOR

• ADMIN./INTRODUCTION/
QUALIFICATION/LC TOUR (1 HOUR)
• AIRCRAFT GENERAL
• AFM/AOM
1 • MASTER WARNING (NONE)
• ELECTRICAL
• LIGHTING
(7 HOURS)
• FUEL SYSTEM
• POWERPLANT
• FIRE PROTECTION
2 • PROPELLERS (NONE)
• SYSTEMS INTEGRATION TRAINING (SIT)
(8 HOURS)
• PNEUMATICS
• AIR CONDITIONING
• OXYGEN
• PRESSURIZATION
3 • ICE AND RAIN PROTECTION (NONE)
• LANDING GEAR AND BRAKES
(8 HOURS)
• AVIONICS
• WEIGHT AND BALANCE
4 • FLIGHT PLANNING (NONE)
• PERFORMANCE
(8 HOURS)
• AVIONICS
• FLIGHT CONTROLS
• STALL RECOGNITION AND RECOVERY
PROCEDURES
5 • WINDSHEAR (NONE)
• CREW RESOURCE MANAGEMENT (CRM)
(8 HOURS)
• AVIONICS/COMMUNICATION
6 • PART 61/91 (NONE)
• SYSTEMS REVIEW
(5 HOURS)
Continued on Next Page

INITIAL TRAINING SCHEDULE (CONT.)

SESSION 1
• PREFLIGHT
• TAKEOFF AND DEPARTURE
7 • IN-FLIGHT MANEUVERS
TRAINING HOURS • INSTRUMENT PROCEDURES
1 HOUR BRIEF (NONE) • NORMAL/ABNORMAL/
2 HOURS SIMULATOR EMERGENCY PROCEDURES/
0.5 HOUR DEBRIEF OPERATIONS
• LANDINGS AND APPROACHES TO
LANDINGS
• POST-FLIGHT PROCEDURES
SESSION 2
• PREFLIGHT
8 • TAKEOFF AND DEPARTURE
• IN-FLIGHT MANEUVERS
TRAINING HOURS
(NONE) • LANDING AND APPROACHES TO
1 HOUR BRIEF
LANDINGS
2 HOURS SIMULATOR
• NORMAL/ABNORMAL/
0.5 HOUR DEBRIEF
EMERGENCY PROCEDURES/
OPERATIONS
SESSION 3
• PREFLIGHT
1 HOUR BRIEF (NONE) • LANDINGS AND APPROACHES TO
2 HOURS SIMULATOR LANDINGS
0.5 HOUR DEBRIEF • NORMAL/ABNORMAL/
OPERATIONS
SESSION 4
• PREFLIGHT
OPERATIONS
Continued on Next Page

INITIAL TRAINING SCHEDULE (CONT.)

SESSION 5
• PREFLIGHT
• TAKEOFF AND DEPARTURES
OPERATIONS
SESSION 6
• PREFLIGHT
12 • TAKEOFF AND DEPARTURE
• INSTRUMENT PROCEDURES
TRAINING HOURS
(NONE) • LANDINGS AND APPROACHES TO
1 HOUR BRIEF
LANDINGS
2 HOURS SIMULATOR
0.5 HOUR DEBRIEF
OPERATIONS
SESSION 7
• PREFLIGHT
• TAKEOFF AND DEPARTURE PHASE
• INSTRUMENT PROCEDURES
2 HOURS SIMULATOR
LANDINGS
0.5 HOUR DEBRIEF
OPERATIONS
14 (NONE) • PRACTICAL TEST
HOURS SUMMARY
GROUND SCHOOL SIMULATOR
1 HOUR ADMIN 7 HOURS BRIEFING
44 HOURS 14 HOURS SIMULATOR
3 HOURS TEST 3.5 HOURS DEBRIEFING

CHAPTER 2
RECURRENT TRAINING CURRICULUM
CONTENTS
Page
RECURRENT GROUND TRAINING CURRICULUM.........................................................2-1
RECURRENT FLIGHT TRAINING CURRICULUM............................................................2-3
Prerequisites......................................................................................................................2-3
RECURRENT TRAINING SCHEDULE.................................................................................2-5

RECURRENT GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This course segment provides the knowledge necessary to understand the operation of aircraft sys-
tems, the use of the individual system controls, and the integration of aircraft systems with operational
procedures in preparation for the Flight Training Curriculum Segment. At the end of the Ground
Training Curriculum Segment the pilot will be able to locate, identify, and operate all aircraft systems
and will be able to perform normal, abnormal, and emergency operating procedures to the appropri-
ate standard. Additionally, the pilot will be able to demonstrate knowledge of aircraft performance,
as well as systems and aircraft limitations.
Each day, the instructor will cover topics from the materials listed below. Reading assignments will
be given for the following day. Pilots will discuss and practice crew resource management (CRM)
elements during the integration process including, but not limited to situational awareness and the
error chain, crew concept, workload assessment, and time management.

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations and procedures
used during ground school
• Pilot Checklist—Quick reference used during Normal/Abnormal/Emergency system discussion
during normal system discussion
• Pilot Training Manual (PTM)—A supplement, organized by systems, that is used for classroom
discussion during ground school training
• Instrument Panel Poster (IPP)—A visual reference of the aircraft cockpit for familiarization of
• Desktop Simulator (DTS)—Active cockpit simulation in ground school used for interactive
Normal/Abnormal/Emergency system operations
available for client self-study
• Flight Plan Guide—Collection of select charts and flight plans used during interactive lessons
on FlightSafety DTS and GFS systems

The pilot must demonstrate adequate knowledge of the aircraft systems, limitations, performance,
and flight planning by successfully completing a written examination with a minimum of 80%.

RECURRENT FLIGHT TRAINING CURRICULUM

SUMMARY/OVERVIEW
Simulator training modules provide instruction to develop aircraft maneuvering skills with and with-
out the automatic flight control system. The pilot will become familiar and proficient in the use of
normal, abnormal, and emergency checklist procedures and standard operating procedures.
PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.
Pilots will discuss and demonstrate elements of crew resource management (CRM) during the flight
training process including, but not limited to situational awareness and the error chain, crew concept,
workload assessment, and time management.

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations and procedures
used during briefing and debriefing sessions
• Pilot Checklist—Quick reference used during all Normal/Abnormal/Emergency operations
as needed during briefing and debriefing sessions
• Pilot Training Manual (PTM)—FlightSafety system discussion used as needed during briefing
and debriefing sessions
• Instrument Panel Poster (IPP)—A visual reference of the aircraft cockpit for familiarization of
• Memory Flashcards— A summarized list of aircraft limitations and memory items presented in
• Desktop Simulator (DTS)—Active cockpit simulation in briefing room used as needed during
briefing and debriefing sessions
used for client self-study

• Flight Plan Guide—Collection of select charts and flight plans used as needed during FlightSafety
GFS training
• SimVu—FlightSafety simulator recording system displaying aircraft cockpit, audio, avionics,
and exterior systems used during debriefing sessions
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a timely
and sequentially correct manner, and perform all the maneuvers and procedures in accordance with
the applicable Standards document.

RECURRENT TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed will
be covered, but the order of content is at the instructor's discretion based on client/instructor need.

• AIRCRAFT GENERAL
• ELECTRICAL
• LIGHTING
• MASTER WARNING
• AVIONICS/COMMUNICATION TRAINING HOURS
• PART 61/91 0.5 HOUR BRIEF
• AFM/AOM 2 HOURS SIMULATOR
• WEIGHT AND BALANCE 0.5 HOUR DEBRIEF
• PERFORMANCE
• SYSTEMS INTEGRATION (SIT)
(4 HOURS)
• FUEL
• POWERPLANT
• FIRE PROTECTION
• PROPELLERS
• PNEUMATICS TRAINING HOURS
• AIR CONDITIONING 0.5 HOUR BRIEF
• AVIONICS/COMMUNICATION 2 HOURS SIMULATOR
• CREW RESOURCE MANAGEMENT (CRM) 0.5 HOUR DEBRIEF
• FLIGHT PLANNING
• SYSTEMS INTEGRATION
(4 HOURS)
• OXYGEN
• PRESSURIZATION
• ICE AND RAIN PROTECTION TRAINING HOURS
• LANDING GEAR AND BRAKES 0.5 HOUR BRIEF
• FLIGHT CONTROLS 2 HOURS SIMULATOR
• WRITTEN EXAMINATION 0.5 HOUR DEBRIEF
(2.5 HOURS)
HOURS SUMMARY
GROUND SCHOOL SIMULATOR
1.5 HOURS BRIEFING
10.5 HOURS
6 HOURS SIMULATOR
1 HOUR TEST
1.5 HOURS DEBRIEFING

CHAPTER 3
REQUIRED KNOWLEDGE AREAS
CONTENTS
Page
REQUIRED KNOWLEDGE AREAS (RKAs)........................................................................3-1
Aircraft General.................................................................................................................3-1
Electrical............................................................................................................................3-1
Lighting.............................................................................................................................3-2
Master Warning/Warning Systems....................................................................................3-2
Fuel....................................................................................................................................3-2
Powerplant.........................................................................................................................3-3
Fire Protection/Fire Warning.............................................................................................3-3
Pneumatics........................................................................................................................3-3
Ice and Rain Protection.....................................................................................................3-3
Air Conditioning...............................................................................................................3-4
Pressurization....................................................................................................................3-4
Landing Gear and Brakes..................................................................................................3-4
Flight Controls...................................................................................................................3-5
Avionics.............................................................................................................................3-5
Oxygen..............................................................................................................................3-5
Propellers...........................................................................................................................3-6
General Limitations...........................................................................................................3-6
Engine Limitations............................................................................................................3-6
System Limitations............................................................................................................3-6

Minimum Equipment List (MEL).....................................................................................3-7

Emergency Procedures......................................................................................................3-7
Special Requirements for Glass Cockpit Aircraft—EFIS.................................................3-8
Flight Management Systems—FMS or Optional Equipment...........................................3-9
Performance.......................................................................................................................3-9
Flight Planning................................................................................................................3-10
Flight Monitoring............................................................................................................3-10
Weight and Balance.........................................................................................................3-10
Servicing on Ground.......................................................................................................3-10
3-ii FOR TRAINING PURPOSES ONLY Revision 0.7

REQUIRED KNOWLEDGE AREAS (RKAs)

The required knowledge areas represent what each pilot should know and understand prior to
completion of training. These are divided into subject matter areas following the course curriculum and
will assist with the study process. Although this list contains the most critical areas of concentration,
it is only a basic guide and not intended to replace a comprehensive study of the course materials.
AIRCRAFT GENERAL ELECTRICAL

1. All passenger seats must be placed in the 1. The airplane voltmeter should be used to
outboard position before engine start to verify that the external power voltage is 28.0–
allow for emergency evacuation. 28.4 volts before selecting EXT PWR to ON.
2. Only one person should be on the airstair 2. During engine start (battery) with one
door at one time. generator on line, the generator control unit
provides cross start current limiting.
3. If a Monogram electric flushing toilet
is installed, ensure that the sliding knife 3. Generator loads should be paralleled within
valve remains open at all times except 10% during normal operations.
during servicing. 4. Before starting the left engine, the right
4. If locked, the emergency exit can be opened loadmeter should indicate 50% or less during
from inside the aircraft. the Engine Starting (Battery) checklist.
5. 110 KIAS is intentional one-engine- 5. A white ring around a control switch identifies
inoperative speed (VSSE). equipment that remains operational during
battery only operation.
6. Differential power and partial braking action
can be used to make minimum radius turns 6. The generator control unit provides reverse
on the ground. current protection.
7. Checking that the green index marks on each 7. Power is applied to the battery bus by
of the four latch bolts align with the index positioning the BAT BUS switch to NORM.
marks in the indicator windows is one of the 8. The external power receptacle is under the
steps to ensure the airstair door is secure. right wing, outboard of the nacelle.
8. The yaw damper is allowed to be off until 9. When the GEN TIE switch is in the NORM
19,000 feet if dual strakes are installed. position and a generator comes on line, the
left and right generator bus ties will close.
10. The generator control unit will take the
generator off line when the L or R GEN
switch is held in the GEN RESET position.

LIGHTING FUEL
1. The cockpit and instrument lighting system 1. If the L or R FUEL PRESS LO annunciator
is required to be operational for VFR night remains continuously illuminated, the pilot
and IFR night flights. is limited to 10 hours of operation before
overhaul or replacement of the engine-
2. When rapid deceleration is sensed, the
driven high pressure fuel pump.
emergency escape lights will illuminate.
2. The AUX TRANSFER fuel switches are
3. The overhead light control panel contains
positioned to AUTO during normal operations.
the instrument emergency light switch.
4. The landing and taxi lights are mounted on 3. The electrically driven standby fuel pump
switch is selected to OFF during normal
the nose gear strut.
operations.
5. The recognition lights are found on the
wingtips and the wing ice lights are found on 4. There are two fuel filler ports on each side
of the aircraft.
the outboard upper portion of each nacelle.
5. If the L or R FUEL QTY annunciator
6. The threshold lights can only be turned on
when the switch is in the ON position and illuminates, it indicates that less than
the airstair door is open. 30 minutes of fuel remains at maximum
continuous power.
MASTER WARNING/WARNING 6. Failure of the high pressure engine-driven
SYSTEMS fuel pump will cause the powerplant to
flame out.
1. Illuminated red warning annunciators
indicate a fault that requires immediate 7. Jet A is an approved commercial grade
action by the crew. of fuel.
2. When the fault is no longer sensed, the warning 8. JP-4 is an approved military grade of fuel.
or caution annunciator will extinguish. 9. 100LL Blue is an emergency engine fuel.
3. A generator must be on line in order for 10. During crossfeed operations, the standby
the automatic dimming feature of the boost pump is automatically energized.
MASTER CAUTION and annunciators
11. The motive flow valve on the side receiving
light circuit to work.
fuel automatically closes during crossfeed
4. The AFX (autofeather) annunciators are operations.
found on the ITT/TORQUE indicators.
5. The CABIN ALT HI annunciator is red; the
CABIN ALTITUDE annunciator is white.
6. The affected warning annunciator will
extinguish after the warning fault is corrected.
7. Green annunciators provide advisory
information and amber annunciators provide
caution information.

POWERPLANT PNEUMATICS
1. During a normal engine start procedure, 1. Deice boot inflation uses regulated pneu-
when at or above 50% N1, the IGNITION matic air pressure.
AND ENGINE START switch should be 2. When the LEFT or RIGHT BLEED AIR
placed to the OFF position. VALVES switches are placed in the ENVIR
2. For takeoff, auto-ignition is not required to OFF position, regulated pneumatic air
be armed. pressure is available.
3. The engine anti-ice should be ON during 3. Door seal inflation is provided by regulated
ground operations. pneumatic pressure.
4. Possible metal contamination in the oil 4. The pneumatic system regulated pressure is
supply is indicated by illumination of the 18 psi.
L or R CHIP DETECT annunciator. 5. The copilot right subpanel contains the
5. For each engine, the lubrication system pneumatic pressure gauge.
capacity is 14 U.S. quarts. 6. Safety valve operation and wing deice boot
6. To select the condition lever to LOW IDLE hold down are provided for by vacuum air.
during start, the minimum N1 required is 12%. 7. The pressurization controller uses vacuum air.
7. In order for the propeller synchrophaser to
synchronize propeller rpm, set the rpm of ICE AND RAIN PROTECTION
each engine within 10 rpm of each other.
1. Engine exhaust heats the engine air inlets.
8. The power levers should not be moved to 2. When ambient temperature is above 10°C,
the GROUND FINE or REVERSE ranges ENGINE ANTI-ICE should be OFF for takeoff.
while the engines are not running.
3. The PROP AMPS meter displays proper
operation of the automatic prop deice.
FIRE PROTECTION/FIRE
WARNING 4. Both DC LOAD meters display proper
operation of the manual prop deice.
1. Illumination of the ENG FIRE annunciator
indicates an engine fire. 5. For operation of the deicing boots, the
minimum temperature is –40°C.
2. Engine fire detection is provided for the engine
6. Maintain a minimum of 140 knots to
compartment by a temperature sensing cable.
minimize ice accumulations on unprotected
3. Engine fire extinguishing is provided for the surfaces of the wing.
engine compartment.
7. The ENGINE ANTI-ICE shall be ON in
4. Two portable extinguishers are required ambient temperatures of 5°C or below
for flight. when flight free from visible moisture
5. The engine fire bottles are found in the main cannot be assured.
wheel wells and can be discharged by pushing
the EXTINGUISHER PUSH switch.
6. An engine fire extinguisher must be
recharged after it is used once.

AIR CONDITIONING 6. Cabin altitude is indicated by the large

needle on the CABIN ALT gauge, and cabin
1. Eyeball outlets deliver air conditioned air to differential is indicated by the small needle
the cabin and cockpit. on the CABIN ALT gauge.
2. A vapor-cycle refrigeration system provides 7. When cabin pressure altitude reaches
cabin air conditioning. 10,000 feet, the white CABIN ALTITUDE
3. Set the BLEED AIR VALVES switches annunciator illuminates.
to ENVIR OFF for more efficient 8. When cabin pressure altitude reaches 12,000
environmental cooling on the ground. feet, the red CABIN ALT HI annunciator
4. The AIR COND N1 LOW annunciator illuminates.
illuminates if air conditioning operation is 9. Placing the CABIN PRESS switch to TEST
prevented due to a low N1. allows the aircraft to pressurize on the ground.
5. The air conditioning compressor is located
on the right engine. LANDING GEAR AND BRAKES
6. To change the cabin temperature from full 1. If the HYD FLUID LOW annunciator
hot to full cold, the MAN TEMP switch illuminates, it indicates that hydraulic fluid
must be selected for 30 seconds. quantity is low.
7. The INCR/DECR switch is used to control 2. A manual hydraulic pump is used for manual
temperature in the MAN HEAT and MAN extension of the landing gear.
COOL modes.
3. The LDG GEAR CONTROL must be
pulled out of a detent before moving the
PRESSURIZATION landing gear handle to either the UP or DN
1. Cabin altitude will climb to approximately (down) position.
13,500 feet when the CABIN PRESS switch 4. The brakes are operated hydraulically.
is placed to the DUMP position at FL250.
5. The LANDING GEAR ALTERNATE
2. When the ENVIR BLEED AIR switch is EXTENSION handle is found to the left of
placed to NORMAL, full pressurization in- the center pedestal on the floor.
flow is available.
6. If the gear is up and the power levers are
3. When the LEFT and/or RIGHT BLEED retarded below approximately 85% N1, the
AIR VALVES switches are selected to landing gear warning horn will sound.
OPEN, pressurization in-flow is available.
7. Press the toe brakes and then pull out the
4. When the ENVIR BLEED AIR switch is in parking brake control to set the parking brake.
the LOW position, pressurization in-flow is
half normal. 8. When the gear is unsafe, the red light in the
landing gear control handle illuminates.
5. When the cabin-to-ambient differential
pressure exceeds 6.9 psi, the CABIN DIFF HI
warning annunciator illuminates.

FLIGHT CONTROLS 6. On the PFD, viewable information (such as

TERR, RDR, TFC, V-speeds, etc.) is cyan.
1. A safety mechanism is provided to disconnect
power to the electric flap motor in the event 7. Compass rose, arc, and map formats are
of a malfunction, which would cause any available on the PFD.
flap panel to be three to six degrees out of 8. The flight director GA function will indicate
phase with the other adjacent flap panel. approximately seven degrees of pitch.
2. Press either trim-disconnect switch to the 9. The AHRS computer controls the gyroscopic
first of the two levels to disconnect the flight instruments.
yaw damp and autopilot, and to interrupt 10. There are two transponders on the aircraft.
the rudder boost system; press either trim-
disconnect switch to the second level to 11. Two bearing pointers can be displayed on
disconnect the electric elevator trim system. the pilot's PFD.
3. If the rudder lock is left installed when the 12. The ADC controls the pitot static instruments.
aircraft is towed, serious damage to the 13. Basic operating weight (BOW) reflects the
steering linkage may occur. selection made on the DEFAULTS page
4. The manual trim wheel may be used to under Basic Operating Weight.
change trim anytime the autopilot is off, 14. VALTS mode indicates that vertical
regardless of whether or not the electric trim navigation (VNAV) is active.
system is operative.
5. Primary flight control surfaces are manually OXYGEN
controlled. 1. Pull out the SYSTEM READY handle and
6. When a difference in torque is sensed between set the first aid oxygen switch to ON to allow
the engines, the rudder boost activates. first aid oxygen to be available.
7. Both trim switches on the control yoke must 2. Pull out the SYSTEM READY handle to allow
be activated in order to activate the electric oxygen to be available to the crew masks.
pitch trim. 3. When selected to the EMER position,
oxygen is delivered under positive pressure
AVIONICS to the crew mask.
1. Active line select keys on the multifunction 4. If cabin pressure altitude reaches 12,500
display (MFD) and primary flight display feet, passenger oxygen masks will
(PFD) are indicated by carets (< >). automatically deploy.
2. The lateral mode will switch to ROLL if 5. Stow crew oxygen masks in the 100% position.
HDG is the active mode and the HDG button
6. The first aid oxygen mask is contained in
on the flight guidance panel is pressed.
the lavatory area.
3. Select the PILOT DISPLAY reversion
7. The right aft side of the fuselage contains
switch to PFD if the MFD fails (goes blank).
the oxygen service access door.
4. Select the PILOT DISPLAY reversion switch
8. Pull out the PASSENGER MANUAL
to MFD if the pilot's PFD fails (goes blank).
DROP OUT handle to manually deploy
5. On the PFD, the arc format presents a 120 passenger oxygen.
degree portion of the compass.

PROPELLERS 3. 100% is the maximum allowed torque for

takeoff.
1. On the power lever quadrant, REVERSE is
aft of the second gate, and GROUND FINE 4. 200 psi is the maximum permitted oil
is between the first and second gates. pressure transient.
2. The overspeed governor will limit the 5. 1,700 rpm is the maximum permitted
propeller to approximately 1,768 rpm if the propeller rpm Np for takeoff.
primary propeller governor fails. 6. 156% is the maximum transient torque.
3. On the ground, minimum unfeathered 7. Oil pressure below 60 psi is unsafe.
propeller rpm is 1,050. 8. For cruise, the autofeather system is not
4. When torque drops below 10%, the required to be armed.
autofeather system, when armed, will 9. For takeoff, the autofeather system is
feather the propeller of the failing engine. required to be armed.
5. To manually feather the propeller, pull the 10. 1,000°C is the maximum allowed ITT for
propeller lever fully aft. engine starting.
6. Unless it malfunctions, the synchrophaser 11. The starter may be continuously engaged
system should be on for all operations. for 30 seconds.
7. If an engine fails, the autofeather (if armed) 12. Maximum torque is limited to 96% when
disarms autofeather on the functioning operating on the propeller overspeed governor.
engine at 17% torque.
GENERAL LIMITATIONS SYSTEM LIMITATIONS

1. 125 KIAS is the one-engine-inoperative 1. The main tanks must be full before fuel is
best rate-of-climb speed. placed in the auxiliary tanks.
2. 35,000 feet is the maximum allowed altitude 2. 6.6 psid is the maximum cabin pressure
limit for normal operation. differential.
3. For takeoff, the maximum allowed outside 3. Above 34,000 feet, the maximum sustained
air temperature is ISA + 37°C. generator load is 95%.
4. 184 KIAS is the maximum permitted 4. At FL250, the maximum sustained generator
landing gear extended speed. load is limited to 100%.
5. 166 KIAS is the maximum permitted 5. –40°C is the minimum allowed ambient
landing gear operating speed for retraction. temperature for operation of the deicing boots.
6. 184 KIAS is the maximum permitted 6. Electric heat must be off for at least two
maneuvering speed. minutes prior to engine start.
7. 79 feet AGL is the autopilot minimum use
ENGINE LIMITATIONS height on an approach.
1. There is a seven minute limit on inadvertent 8. The external power cart must be capable
propeller excursions up to 1,735 rpm. of creating a minimum of 1,000 amps
2. There is a seven minute limit on inadvertent momentarily and a minimum of 300 amps
torque excursions up to 102%. continuously.

9. The external power cart is set to 28.0 – 28.4 3. For ELECTRICAL SMOKE OR FIRE, the
volts. immediate action item is:
10. The first six landing gear cycle operations Oxygen Mask(s)..................................DON
are limited to one every five minutes.
4. For ENVIRONMENTAL SYSTEM
11. 70 degrees is the maximum coupled back SMOKE OR FUMES, the first immediate
course intercept angle. action item is:
12. 90 degrees is the maximum coupled localizer Oxygen Mask(s)....................................Don
intercept angle.
13. 300 pounds is the maximum fuel imbalance. 5. For the GLIDE procedure, the first
immediate action item is:
14. After takeoff, the minimum autopilot engage
Landing Gear...........................................UP
height is 400 feet AGL.
15. Rudder boost is required for all flights. 6. For a BLEED AIR FAIL, the first immediate
action item is:
MINIMUM EQUIPMENT LIST (MEL) BLEED AIR VALVE
(affected engine).........PNEU & ENVIR OFF
1. All navigation lights must be operable for
night flight. 7. If the CABIN DIFF HI annunciator
illuminates, the first immediate action item is:
2. If there are more than 9 passenger seats,
single-pilot operations are not allowed unless Bleed Air Valves.......................ENVIR OFF
the excess seats are rendered non-occupiable. 8. For AIRSTAIR DOOR UNLOCKED, the
3. Only one static discharge wick per surface first immediate action item is:
may be damaged or missing on the aircraft. All Occupants...........SEATED WITH SEAT
4. It is required to have one seat belt per BELTS SECURELY
occupied seat. FASTENED
5. The B300 and B300C airplanes are 9. If there is an EMERGENCY ENGINE
approved VFR day, VFR night, IFR day, SHUTDOWN ON THE GROUND, the first
IFR night and icing conditions when the immediate action item is:
required equipment, as shown in the KINDS
Condition Levers.................FUEL CUTOFF
OF OPERATIONS EQUIPMENT LIST, is
installed and operable. 10. If there is an ENGINE FAILURE
6. All position lights are required to be operable. DURING TAKEOFF (AT OR
ABOVE V1)—TAKEOFF CONTINUED,
the first immediate action item is:
EMERGENCY PROCEDURES
VR Speed.................................ROTATE TO
1. 184 KIAS maximum is the emergency APPROXIMATELY
descent airspeed. 10 DEGREES PITCH ATTITUDE
2. For an AUTOPILOT TRIM FAIL, the first
immediate action item is:
Flight Controls....................HOLD FIRMLY

11. If there is an ENGINE FAILURE DURING 20. 135 KIAS is the maximum range glide speed.
TAKEOFF (AT OR BELOW V1)— 21. 125 knots is the one-engine-inoperative
TAKEOFF ABORTED, the first immediate (OEI) best angle-of-climb speed.
action item is:
Power Levers......................GROUND FINE 22. Battery duration will be severely limited
with a dual generator failure if the GEN
12. When unscheduled rudder boost activation TIES switch is placed in the MAN
occurs, the first immediate action item is: CLOSE position.
AP/TRIM Disconnect............DEPRESS TO
1ST LEVEL and HOLD SPECIAL REQUIREMENTS
FOR GLASS COCKPIT
13. If there is a DUAL GENERATOR FAILURE, AIRCRAFT—EFIS
the first immediate action item is:
1. Select AHRS...2 on the reversion panel
Instrument Emergency Lights
to correct a red HDG annunciator on the
(if required).............................................ON
pilot's PFD.
14. For an EMERGENCY DESCENT, the first 2. Active lateral and vertical flight guidance
immediate action item is: mode annunciators are green; armed
Power Levers.......................................IDLE lateral and vertical flight guidance mode
annunciators are white.
15. If there is an ENGINE FAILURE IN
FLIGHT BELOW AIR MINIMUM 3. Airspeed trend information displays
CONTROL SPEED (VMCA), the first expected airspeed in 10 seconds.
immediate action item is: 4. V-speeds are displayed on the PFD during
Power..................REDUCE AS REQUIRED normal operations.
TO MAINTAIN CONTROL 5. Except in Independent Mode, the arrow
16. If there is an ENGINE FIRE ON GROUND, in the flight guidance display points left if
the first immediate action item is: the number one flight guidance computer
is providing steering commands to the
Condition Lever..................FUEL CUTOFF
autopilot.
17. If there is an ENGINE FIRE OR FAILURE 6. Move the PILOT DISPLAY switch on the
IN FLIGHT, the first immediate action reversion panel if composite mode (combined
item is: PFD/MFD display) operation is required.
Condition Lever..................FUEL CUTOFF
7. In order for takeoff V-speeds to be displayed
18. If pressurization loss occurs and the CABIN on the airspeed tape, the value must be
ALT HI annunciator illuminates, the first selected as cyan.
immediate action item is: 8. In order for the barometric minimums
Oxygen Mask(s)..................................DON (BARO MIN) to be displayed on the altitude
strip, the value must be selected as cyan.
19. The first immediate action item for USE OF
OXYGEN—CREW is: 9. In order for VREF to be displayed on the air-
speed tape, the value must be selected as cyan.
Oxygen Mask(s)..................................DON

10. MFD text can be displayed on the MFD window. 8. The TO waypoint is green on the LEGS
pages of the CDU.
11. The active navigation source is found on the
left side of the PFD. 9. GPS integrity monitoring (RAIM) must
be available by the final approach fix when
12. The airspeed value set with the speed knob
conducting GPS instrument approaches.
is shown on the airspeed tape and at the top
of the airspeed tape. 10. The EXEC key can be used as an Activate
function when creating a flight plan.
13. Barometric pressure/QNH can be set using the
BARO knob on the display control panel (DCP). 11. During an FMS-based GPS approach, a
GPS APPR annunciation must be displayed
14. NAV 1 provides navigation inputs to the
by the final approach fix.
electric standby instrument system.
12. The final approach fix to the missed approach
15. The flight mode annunciators are displayed
point portion of an ILS approach does not allow
at the top of the PFD; the lateral (left and
the FMS to be the active navigation source.
right) annunciators are at the top left, and
the vertical (up and down) annunciators are
at the top right. PERFORMANCE
16. The attitude display portion of the PFD Based on a set of conditions, determine the
contains the slip/skid indicator. following:
17. The FROM waypoint of the first page of the • Takeoff Field Length (TOFL)
LEGS page is cyan. • V2
• Static Takeoff Power
FLIGHT MANAGEMENT
SYSTEMS—FMS OR OPTIONAL • Maximum Takeoff Weight to Achieve Take-off
EQUIPMENT Climb Requirements
1. The page number and title line of the CDU • VREF when landing with Flaps Down
are displayed at the top of the display. • Normal Landing Distance—Flaps Down
2. The TUNE key on the CDU can be pressed • Landing Distance—Flaps Up
to control the radios. • Steep Approach Landing Distance—Flaps Down
3. The LEGS page of the CDU displays the • Approach speed to be flown during a steep
waypoints that make up the flight plan. approach: VREF
4. Press the DEP/ARR key to load a departure
procedure, an approach, or an arrival procedure. TOFL increases 10% with Engine Anti-Ice ON.
5. Press the FPLN key to load a flight plan. Maximum takeoff weight may be limited by
6. VNAV altitudes are magenta and are available takeoff field length.
displayed on the LEGS page of the CDU.
7. While conducting a missed approach,
VNAV is prohibited.

FLIGHT PLANNING Based on a set of conditions, determine the

following:
Based on a set of conditions, determine the
following: • The maximum forward center of gravity at
maximum takeoff weight
• Total Fuel Flow in LB/HR
• The aft CG limit at maximum takeoff weight
• True Airspeed (TAS)
• Crew, Passenger, Cabinet, and Baggage
• Time, Fuel, and Distance to Cruise Climb fuselage stations (FS)
• Time, Fuel, and Distance to Descend • Moment of crew and passengers
• Normal Cruise Power—Torque • Moment of cargo various cabinets and
• Normal Cruise Power—Fuel Flow in LB/HR baggage compartments
FLIGHT MONITORING SERVICING ON GROUND

Based on a set of conditions, determine the 1. The oil will discharge to a satisfactory level
following: if overfilled.
• Landing Distance—Flaps Up 2. Operation with aviation gasoline is limited
to 150 hours per engine during each time-
• Landing Distance—One-Engine-Inoperative—
between-overhaul (TBO) period.
Flaps Down
• Service Ceiling—One Engine Inoperative 3. The propeller should be restrained to prevent
windmilling when the aircraft is tied down
• The effects of Engine Anti-ice ON with or and moored.
without ice accumulations present
4. Aviator's breathing oxygen should be used
to service the crew and passenger oxygen
WEIGHT AND BALANCE system.
1. The maximum zero fuel weight of the
aircraft is 12,500 lb.
2. The aircraft maximum takeoff weight is
15,000 lb.
3. The aircraft maximum ramp weight is
15,100 lb.
4. Fuel burn for start, taxi, and takeoff is
normally estimated at 100 lb. with a moment
of 227/100 in/lb.

CHAPTER 4
MEMORY ITEMS AND LIMITATIONS
CONTENTS
Page
KING AIR 350/350C PRO LINE 21 MEMORY ITEMS AND LIMITATIONS CARD.........4-1

King Air 350/350C Pro Line 21 Memory Items and Limitations These items are controlled by the U.S. Government and authorized for export only to the country of ultimate
destination for use by the ultimate consignee or end-user(s) herein identified. They may not be resold, transferred,
or otherwise disposed of, to any other country or to any person other than the authorized ultimate consignee
or end-user(s), either in their original form or after being incorporated into other items, without first obtaining
Based on Rev. 2.5 of Memory Flash Cards approval from the U.S. government or as otherwise authorized by U.S. law and regulations.
ENGINE FIRE OR FAILURE IN FLIGHT ELECTRICAL SMOKE OR FIRE PRESSURIZATION LOSS AUTOPILOT FAILURE
Autopilot Mistrim
1. Oxygen Mask(s) .....................................................................DON
2. Mask Selector Switch .......................................................EMERG
3. Mic Switch(es) ....................................................................... OXY 1. Oxygen Mask(s) .....................................................................DON
2. Mic Switch(es) ....................................................................... OXY
Affected Engine: 3. Passenger Manual Drop Out ......................................... PULL ON
1. Condition Lever .................................................... FUEL CUTOFF ENVIRONMENTAL SMOKE OR FUMES 4. Descend ............................................................... AS REQUIRED If A Mistrim Indication Continues For More Than A Few Seconds:
2. Prop Lever .................................................................... FEATHER 1. Flight Controls ...................................................... HOLD FIRMLY
1. Oxygen Mask(s) .....................................................................DON 2. AP .............................................................................DISENGAGE
3. Firewall Fuel Valve .............................................................CLOSE HIGH DIFFERENTIAL PRESSURE
2. Mask Selector Switch .......................................................EMERG
4. Fire Extinguisher (if fire warning persists) ..................... ACTUATE
3. Mic Switch(es) ....................................................................... OXY
AUTOPILOT FAILURE
AIRSTAIR DOOR/CARGO DOOR UNLOCKED 1. Bleed Air Valves ..........................................................ENVIR OFF Autopilot Trim Fail
ENGINE FIRE ON GROUND 2. Oxygen (crew and passengers) ............................ AS REQUIRED
3. Descend ............................................................... AS REQUIRED
1. All Occupants .................................. SEATED WITH SEAT BELTS

SECURELY FASTENED
BLEED AIR FAIL
1. Flight Controls ...................................................... HOLD FIRMLY
Affected Engine: OR 2. AP .............................................................................DISENGAGE
1. Condition Lever .................................................... FUEL CUTOFF
2. Firewall Fuel Valve .............................................................CLOSE EMERGENCY DESCENT 1. Bleed Air Valve (affected engine) ................. PNEU & ENVIR OFF
3. Starter Switch .....................................................STARTER ONLY 1. Power Levers .........................................................................IDLE NOTE ENHANCED GROUND PROXIMITY
4. Fire Extinguisher (if fire warning persists) ..................... ACTUATE 2. Prop Levers ...................................................... FULL FORWARD The BLEED FAIL annunciator will not extinguish WARNING SYSTEM (EGPWS)
3. Flaps (202 knots maximum) ..................................... APPROACH after closing the Bleed Air Valve. Continuous “PULL UP, PULL UP” Voice Warning or
4. Landing Gear (184 knots maximum) ................................. DOWN “TERRAIN, TERRAIN, PULL UP” or
AUTODEPLOYMENT OXYGEN SYSTEM FAILURE “OBSTACLE, OBSTACLE, PULL UP” Voice Warning
EMERGENCY ENGINE SHUTDOWN ON THE GROUND 5. Airspeed .................................................184 KNOTS MAXIMUM
1. Condition Levers .................................................. FUEL CUTOFF AND

2. Prop Levers .................................................................. FEATHER GLIDE ILLUMINATED EXTINGUISHED
3. Firewall Fuel Valves............................................................CLOSE In IMC or at Night:
1. Landing Gear ............................................................................UP 1. Passenger Manual Drop Out ......................................... PULL ON
4. Master Switch (gang bar)........................................................OFF 1. Wings ..................................................................................LEVEL
2. Flaps .........................................................................................UP
5. Battery Bus ...............................................................EMERG OFF 2. Power ............................................................ MAX ALLOWABLE
6. ESIS Power .............................................................................OFF SPINS 3. Pitch............................................................................ INCREASE
• Promptly and smoothly increase pitch towards an initial pitch
Do not feather second engine propeller if a No Starter 1. Control Column ..........FULL FORWARD, AILERONS NEUTRAL attitude of 20° to 25°.
Assist Air Start is to be conducted. 2. Full Rudder ..................... OPPOSITE THE DIRECTION OF SPIN • Adjust as required to avoid continuous buffeting and/or stall warning.
ENGINE FAILURE DURING TAKEOFF 3. Prop Levers ............................................................. FEATHERED 3. Power Levers .........................................................................IDLE • Adjust to maintain 125 KIAS.
(AT OR BELOW V1)—TAKEOFF ABORTED 4. Airspeed .................................................................... 135 KNOTS 4. Rudder ........................NEUTRALIZE WHEN ROTATION STOPS 4. Gear and Flaps .........................................................................UP
5. Execute a smooth pullout.
1. Power Levers ........................................................GROUND FINE
2. Brakes......................................................................... MAXIMUM TERRAIN AWARENESS AND
(or as required to achieve stopping distance) DUAL GENERATOR FAILURE UNSCHEDULED ELECTRIC PITCH TRIM ACTIVATION
AND
WARNING SYSTEM PLUS (TAWS+)
1. Airplane Attitude ....... MAINTAIN USING ELEVATOR CONTROL
Continuous “PULL UP, PULL UP” Voice Warning or
2. AP/Trim Disconnect ......................DEPRESS FULLY AND HOLD “TERRAIN, TERRAIN, PULL UP” or
1. Instrument Emergency Lights (if required) ............................... ON “OBSTACLE, OBSTACLE, PULL UP” Voice Warning
ENGINE FAILURE DURING TAKEOFF 2. Generators ....................................................... RESET, THEN ON
(AT OR ABOVE V1)—TAKEOFF CONTINUED UNSCHEDULED RUDDER BOOST ACTIVATION
If Either Generator Will Reset:
1. VR Speed ..............ROTATE TO APPROX 10° PITCH ATTITUDE 3. Operating Generator Loadmeter ................................. MONITOR 1. AP/Trim Disconnect ........ DEPRESS TO 1ST LEVEL AND HOLD
2. Landing Gear (when positive climb established) ......................UP 2. Rudder Boost .........................................................................OFF
If Neither Generator Will Reset: In IMC or at Night:
3. Airspeed .......................................MAINTAIN V2 TO 400 FT AGL 4. ECS Mode ..............................................................................OFF If Condition Persists:
1. Autopilot ................................................................DISCONNECT
4. Propeller (inoperative engine) .....................VERIFY FEATHERED 5. Cockpit/Cabin Blower .........................................................AUTO 3. YD/AP DISC (on Flight Guidance Panel) ................. PULL DOWN
2. Wings ..................................................................................LEVEL
6. Non-Essential Equipment .......................................................OFF 3. Power ............................................................ MAX ALLOWABLE
AUTOPILOT FAILURE 4. Pitch............................................................................ INCREASE
Autopilot Automatic Disengagement • Promptly and smoothly increase pitch towards an initial pitch
ENGINE FAILURE IN FLIGHT BELOW USE OF OXYGEN attitude of 20° to 25°.
AIR MINIMUM CONTROL SPEED (VMCA) If An Automatic Disengagement Occurs:
Crew 1. Maintain Airplane Control • Adjust as required to avoid continuous buffeting and/or stall warning.
1. Power ....... REDUCE AS REQUIRED TO MAINTAIN CONTROL 1. Oxygen Mask(s) .....................................................................DON 2. AP/TRIM Disconnect ........................... DEPRESS TO 1ST LEVEL • Adjust to maintain 125 KIAS.
2. Nose .......................... LOWER TO ACCELERATE ABOVE VMCA 2. Mic Switch(es) ....................................................................... OXY TO CANCEL HORN 5. Gear and Flaps .........................................................................UP
K I N G A I R 3 5 0 / 3 5 0 C P R O L I N E 2 1 M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
Copyright © 2018 FlightSafety International, Inc. Unauthorized reproduction or distribution is prohibited. All rights reserved.
LIMITATIONS GENERATOR LIMITS WEIGHT LIMITS EGPWS/TAWS LIMITATIONS
Maximum Generator Load In Flight: Maximum Ramp Weight ................................................................... 15,100 lb • The Terrain Awareness and Display (TAD) must be inhibited by selecting
AIRSPEED LIMITATIONS Sea Level to 34,000 feet altitude ......................................................... 100% Maximum Takeoff Weight ................................................................. 15,000 lb the TERR INHIB switch light when within 15 NM of takeoff, approach, or
Maneuvering Speed (VA) ................................................................... 184 KIAS Above 34,000 feet altitude ..................................................................... 95% or as limited by the following graphs: landing at an airport not contained in the EGPWS/TAWS+ Airport Database.
Maximum Flap Extension/Extended Speed (VFE): Maximum Generator Load Ground Operation: • Max T/O Weight to Achieve T/O Climb Requirements • When the FMS is operating in the DR Mode, the Terrain Awareness alerting
62–70% N1............................................................................................. 75% • Max T/O Weight as Limited by Tire Speed must be inhibited by selecting the TERR INHIB switch light.
Approach ....................................................................................... 202 KIAS
70–100% N1......................................................................................... 100% • Takeoff Field Length
Full Down ....................................................................................... 158 KIAS • Navigation must not be predicated upon use of the Terrain Awareness
For 14 CFR Part 135 Operations: Display. The terrain display is intended to serve as a situational awareness
Maximum Landing Gear Operating Speed (VLO):
Extension ....................................................................................... 184 KIAS
FUEL LIMITS • Takeoff Flight Path Requirements to 1500 ft AGL tool only, and may not provide the accuracy and/or fidelity on which to
• Service Ceiling—One Engine Inoperative solely base terrain avoidance maneuvering.
Retraction....................................................................................... 166 KIAS Emergency Engine Fuels .............................80 Red (Formerly 80/87); 91/96;
100 Green (Formerly 100/130); Maximum Landing Weight ................................................................ 15,000 lb
Maximum Landing Gear Extended Speed (VLE) ............................... 184 KIAS
Maximum Zero Fuel Weight .............................................................. 12,500 lb FMS LIMITATIONS
Air Minimum Control Speed (VMCA) (Propeller Feathered): 100LL Blue*; 115/145 Purple
Maximum Weight in Baggage Compartment (B300) ............................. 550 lb • IFR enroute and terminal navigation is prohibited unless the pilot verifies
Flaps Up ........................................................................................... 94 KIAS * In some countries, this fuel is colored Green and designated “100L.”
either the currency of the database or the accuracy of each selected
Flaps Approach ................................................................................ 93 KIAS Limitations on the use of Aviation Gasoline:
FLIGHT LOAD FACTOR LIMITS waypoint and navaid by reference to current approved data.
Maximum Operating Speed (VMO): 1. Operation is limited to 150 hours between engine overhauls. • The FMS position must be checked for accuracy prior to use as a means
Sea Level to 21,000 feet ................................................................ 263 KIAS 2. Operation is prohibited if either standby fuel pump is inoperative. of navigation.
21,000 to 35,000 feet ............................................................ 263-194* KIAS FLAPS UP FLAPS DOWN
3. Crossfeed capability is required for flight above 20,000 feet pressure • The FMS shall not be used for navigation during periods of dead reckoning.
(*0.58 MACH) altitude (FL200). 3.1 positive Gs 2.0 positive Gs
• FMS based instrument approaches must be accomplished in accordance
ENGINE OPERATING LIMITS Approved Engine Fuels: 1.24 negative Gs 0.00 G with approved instrument approach procedures that are retrieved from the
Commercial Grades ............... Jet A, Jet A-1, Jet B, Chinese No. 3 Jet Fuel FMS-3000 database.
Torque %:
Takeoff.................................................................................................. 100% Military Grades...................................................................... JP-4, JP-5, JP-8 SYSTEMS AND EQUIPMENT LIMITS • GPS instrument approaches must be conducted with GPS integrity
Max Continuous ................................................................................... 100% monitoring (RAIM) and must be available by the Final Approach Fix.
FUEL MANAGEMENT Rudder Boost: • During FMS instrument approaches, the FMS annunciator APPR (green)
Transient...............................................................156% FOR 20 SECONDS
Rudder boost must be operational for all flights. or the FMS annunciator GPS APPR (green) must be displayed on the PFD
ITT Temp (°C): Usable Fuel (Gallons x 6.7 = lb):
Starting................................................................ 1000°C FOR 5 SECONDS Landing Gear Cycle Limits: at the FAF to indicate that the FMS is in the Approach Mode.
Total Usable Fuel Quantity ................................. 539 gal/2040 liters (3611 lb) Landing gear cycles (1 Up—1 Down) are limited to one every 5 minutes for a
Idle ...................................................................................................... 750°C • Use of FMS guidance for conducting instrument approach procedures is
1. Each Main Fuel Tank System........................... 190 gal/719 liters (1273 lb) total of six cycles, followed by a 15-minute cool-down period. prohibited with the FMS annunciator NO APPR (white or amber) displayed
Takeoff................................................................................................. 820°C 2. Each Auxiliary Fuel Tank ................................... 79.5 gal/301 liters (533 lb)
Max Continuous .................................................................................. 820°C Brake Deice (If Installed): on the PFD.
Transient.............................................................. 850°C FOR 20 SECONDS Maximum allowable fuel imbalance between wing fuel systems .......... 300 lb Brake Deice system is not to be operated above 15°C. • Accomplishment of ILS, LOC, LOC-BC, LDA and SDF approaches are not
Cruise Climb ....................................................................................... 785°C Fuel Crossfeed: Icing Limitations: authorized utilizing the FMS from the FAF to the MAP.
Gas Generator RPM (% N1): Crossfeeding of fuel is permitted only when one engine is inoperative. Minimum Ambient Temperature for Operation of Deicing Boots............–40°C • When an alternate airport is required by the applicable rules it must be
Minimum Idle ......................................................................................... 62% Fuel Gages in the Yellow Arc: Minimum Airspeed for Sustained Icing Flight .................................. 140 knots served by an approach based on other than GPS navigation, the airplane
Takeoff.................................................................................................. 104% Do not take off if fuel quantity gages indicate in yellow arc or indicate less Air Conditioning Limitations: must have operational equipment capable of using that navigation aid,
Max Continuous ................................................................................... 104% than 265 lb (120 kg) of fuel in each wing system. The supplemental electric heater must be off for at least 2 minutes prior to and the required navigation aid must be operational.
Transient............................................................................................... 104% and during engine start. • FMS based approaches that are retrieved from the navigation database
Propeller RPM (N2): Auxiliary Fuel:
Do not operate the electric heat with the pedestal floor outlet blocked or the with an approach name of RNVxxx or VORxxx may be flown if the VHF
Takeoff.......................................................................................... 1700 RPM Do not put any fuel into the auxiliary tanks unless the main tanks are full.
cockpit door closed. navigation receiver is tuned to the reference facility.
Max Continuous ........................................................................... 1700 RPM Operating with Low Fuel Pressure: • IFR Non-Precision Approach is limited to published approaches within the
Transient....................................................... 1870 RPM FOR 20 SECONDS Operation of either engine with its corresponding fuel pressure annunciator Aft-Facing Seats:
For takeoff and landing, each occupied aft-facing seat must be located in US National Airspace System. Approaches to airports in other airspace are
Oil Pressure (PSI): (L FUEL PRES LO or R FUEL PRES LO) illuminated is limited to 10 hours not approved unless authorized by the appropriate governing authority.
Starting.......................................................................................... 0–200 PSI before overhaul or replacement of the engine-driven fuel pump. Windmilling full forward and full outboard position with seat back upright and headrest
extended to support occupant’s head. • Use of FMS to capture and track a DME arc outside the published end
Takeoff......................................................................................... 90–135 PSI time need not be charged against this limit.
points is prohibited.
Max Continuous .......................................................................... 90–135 PSI • Fuel management parameters are advisory only and must not replace the
Transient............................................................................................200 PSI MAXIMUM OPERATING ALTITUDE LIMITS AVIONICS LIMITS primary fuel quantity indications.
Oil Temperature (°C): Normal Operation .......................................................................... 35,000 feet
Starting..............................................................................–40°C (minimum) • Composite mode operation is limited to training and display failure conditions.
Yaw Damp Off ................................................................................ 19,000 feet VNAV LIMITATIONS
Takeoff..............................................................................................0–110°C • The pilot and copilot Air Data Computers must be operative for takeoff.
Operation with Aviation Gasoline: • AHRS 1 and 2 must be operative for takeoff. • When using the VNAV system, the barometric altimeters must be used as
Max Continuous ...............................................................................0–110°C
Transient...........................................................................................0–110°C Both Standby Fuel Pumps Operative ............................................ 35,000 feet the primary altitude reference for all operations.
• The pilot’s PFD and MFD and copilot PFD must be installed and operational
Temperatures between 99°C and 110°C Either Standby Fuel Pump Inoperative .................................Flight prohibited • Use of VNAV guidance for a V-MDA approach that includes a step-down
in the normal mode for takeoff.
are limited to a maximum of 10 minutes. Climbs Without Crossfeed Capability ............................................ 20,000 feet fix between the final approach fix and missed approach point is prohibited.
• The MFD must be operational prior to engine start.
• VNAV altitudes must be displayed on the MFD map page or CDU legs
STARTER LIMITS MAXIMUM OPERATING AIR TEMPERATURE LIMITS The following guides must be immediately available to the pilot at all times: page when utilizing VNAV for flight guidance.
30 Seconds ON, 5 Minutes OFF; 30 Seconds ON, 5 Minutes OFF; Sea Level to 25,000 ft pressure altitude ........................................ ISA + 37°C Operator Guides: • Use of VNAV while conducting a missed approach procedure is prohibited.
30 Seconds ON, 30 Minutes OFF Above 25,000 ft pressure altitude .................................................. ISA + 31°C • Collins Pro Line 21 Avionics System Guide • Provided the FMS is receiving adequate usable sensor inputs, it has been
POWER LEVERS • Collins FMS-3000 Flight Management System Guide demonstrated capable of and has been shown to meet the accuracy
MISCELLANEOUS INSTRUMENT MARKINGS Pilot Guides: specifications of VNAV operation in accordance with AC 20-129. Such VNAV
Do not lift power levers in flight. Lifting the power levers in flight, or moving the • Electronic Standby Instrument System Guide approaches must be flown utilizing either the flight director or autopilot.
power levers in flight below the flight idle position, could result in a nose-down Cabin Differential Pressure Gage: • VNAV approach guidance to a DA is not authorized if the reported surface
Green Arc (Normal Operating Range) ............................................ 0 to 6.6 psi • Skywatch HP Traffic Alert/Advisory System Guide
pitch and a descent rate leading to aircraft damage and injury to personnel. temperature is below the Baro-VNAV minimum temperature limitation
Red Arc (Unapproved Operating Range) .................... 6.6 psi to end of scale • MK VI and MK VIII Enhanced Ground Proximity specified on the applicable NAV approach procedure chart.
EXTERNAL POWER LIMITS Pneumatic Pressure Gage: • Warning System Pilot’s Guide
Volts ........................................................................................ 28.0–28.4 Volts Green Arc (Normal Operating Range) ........................................... 12 to 20 psi STEEP APPROACH LIMITATIONS
Amps......................................................................1000 Amps (Momentarily) Red Line (Maximum Operating Range).................................................. 20 psi AUTOPILOT LIMITATIONS • The Maximum approved approach angle is 5.5°.
300 Amps (Continuously) Vacuum Gage: • One-Engine-Inoperative steep approaches are NOT APPROVED.
• Autopilot minimum engage height after takeoff is 400 ft AGL.
Narrow Green Arc: • Flaps Up steep approaches are NOT APPROVED.
PROPELLER ROTATIONAL SPEED LIMITS (Normal from 35,000–15,000 ft) ............................................. 2.8 to 4.3 in. Hg • Autopilot minimum use height during cruise is 1000 ft AGL.
• Maximum tailwind for steep approaches is 5 knots.
Transients not exceeding 20 seconds ............................................ 1870 RPM Wide Green Arc: • Autopilot minimum use height during approach is 79 ft AGL.
Steep approaches are approved only when the following configuration is
Reverse ........................................................................................... 1650 RPM (Normal from 15,000 ft to Sea Level) ..................................... 4.3 to 5.9 in. Hg • Autopilot minimum use height during steep approach is 160 ft AGL.
established no later than the final approach fix, or 3 NM from the runway
All other conditions ......................................................................... 1700 RPM 35K marked on face of gage at ........................................................3.0 in. Hg • During autopilot operations, a pilot must be seated at the controls with the during visual approaches:
Minimum idle speed ....................................................................... 1050 RPM 15K marked on face of gage at ........................................................4.3 in. Hg seat belt and shoulder harness fastened. • Both Engines—OPERATIVE
Propeller Deice Ammeter: • Autopilot preflight check must be conducted and found satisfactory prior • Flaps—FULL DOWN
PROPELLER ROTATIONAL OVERSPEED LIMITS Green Arc (Normal Operating Range) .......................................26 to 32 amps to each flight on which the autopilot is to be used. • Prop Levers—FULL FORWARD
Sustained propeller overspeeds faster than 1700 rpm indicate failure of the • Maximum airspeed for autopilot operation is unchanged from the airplane • Approach Speed—VREF, OR VREF + 15 WITH RESIDUAL ICE
primary governor. Flight may be continued at propeller overspeeds up to MINIMUM FLIGHT CREW maximum airspeed (VMO/MMO).
1768 rpm, provided torque is limited to 96%. Sustained propeller overspeeds Steep approaches are approved only when using vertical guidance provided
The minimum crew is one pilot. See the Kinds of Operations Equipment List • Autopilot and yaw damper must not be used for takeoff and landing. by an approved:
faster than 1768 rpm indicate failure of both the primary governor and the
secondary governor, and such overspeeds are not approved. in this section for required equipment. • Autopilot system operation with a pitch trim malfunction is prohibited. a. Flight Management System
• Do not manually override the autopilot during normal flight. b. Instrument Landing System
PROPELLER AUTOFEATHER MANEUVER LIMITS The maximum coupled intercept angles are: c. Ground Based Visual Reference System
The propeller autofeather system must be operable for all flights and must be The Model B300 and B300C are Commuter Category Airplanes. Acrobatic Nav and Localizer .................................................................. Less than 90° Flight Management System defined steep approaches are not approved
armed for takeoff, climb, approach and landing. maneuvers, including spins, are prohibited. Back Course ............................................................................................ 70° using the autopilot; however, use of the flight director is approved.
K I N G A I R 3 5 0 / 3 5 0 C P R O L I N E 2 1 M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY
CHAPTER 5
MANEUVERS AND PROCEDURES
CONTENTS
Page
STANDARD OPERATING PROCEDURES......................................................................... 5-1

Introduction..................................................................................................................... 5-1
Common Terms............................................................................................................... 5-1
Pre-Takeoff...................................................................................................................... 5-3
Takeoff............................................................................................................................. 5-3
Cruise.............................................................................................................................. 5-4
Approach and Landing.................................................................................................... 5-5

STANDARD OPERATING PROCEDURES

INTRODUCTION
To a large extent, the success of any aircrew depends on how effectively crewmembers coordinate
their actions using standardized and approved procedures. This section illustrates standard aircrew
calls and briefing guidelines that, when used in logical sequence with aircrew checklists and flight
procedures, can improve aircrew efficiency and enhance safety. These callouts and briefings are only
recommendations to be used in a larger system of standard operating procedures that, when com-
bined, become the core of an effective crew resource management program (see Chapter 6—Crew
Resource Management). They are not intended to supersede any individual company SOP, only to
show examples of good operating practices.
COMMON TERMS
Pilot in Command (PIC)—Designated by the company for flights requiring more than one pilot.
Responsible for conduct and safety of the flight. Designates pilot flying and pilot monitoring duties.
Pilot Flying (PF)—Controls the aircraft with respect to assigned airway, course, altitude, airspeed,
etc., during normal and emergency conditions. Accomplishes other tasks as directed by the PIC.
Pilot Monitoring (PM)—Maintains ATC communications, copies clearances, accomplishes

checklists, and other tasks as directed by the PF.
Both (B)—Indicates a task for both the PF and PM.
Situational Awareness (S/A)—Knowing what is going on around you. Accurately perceiving factors
and conditions affecting the aircraft and flight crew during a particular time period.

INTENTIONALL LEFT BLANK

PRE-TAKEOFF
Pre-Takeoff Briefing (IFR/VFR)
NOTE
The following briefing is to be completed during item 1 of
the pre-takeoff checklist. The pilot flying will accomplish
the briefing.
1. Review the ATC clearance and departure procedure (route and altitude, type of takeoff, significant
terrain features, etc.).
2. Review those items that are not standard procedure to include deferred or MEL items (if applicable).
3. Review required callouts, unless standard calls have been agreed upon, in which case a request
for “standard callouts” may be used.
4. Review the procedures to be used in case of an emergency on departure.
5. As a final item, ask if there are any questions or comments.
TAKEOFF
Crosswind Takeoff
• Follow procedures for normal takeoff except:
• Hold aileron into wind

• Maintain runway heading with rudder until rotation then crab to hold centerline
Instrument Takeoff
Follow procedures for normal takeoff except:
• Transition to flight instruments at or before 100 feet AGL

CRUISE
Icing Conditions
Follow the normal cruise procedure except:
• Maintain a minimum of 140 knots
• Do not rely on the aural stall warning system
• Activate engine ice protection in visible moisture +5°C and below or if in doubt.
• Arm the engine autoignition
• Activate the automatic mode of the prop deice system
• Actuate the surface deice system when ice accumulates 1/2 to 1 inch in temperatures above -40°C
• Select Normal/High on Windshield Anti-Ice.
• If severe in-flight icing is encountered, exit the icing conditions immediately and refer to the
abnormal procedures checklist.

APPROACH AND LANDING

Flaps Up Approach and Landing
Follow normal approach and landing procedures except:
• Complete the flaps up landing checklist
• Refer to the flaps up VREF + 20
• Airspeed 140 knots until established on final
• When landing assured—Reduce the airspeed to the flaps up VREF + 20
Single Engine Approach and Landing

• Complete the one-engine-inoperative approach and landing checklist.
• The target torque settings are approximately doubled.
• Smoothly push the propeller lever full forward (1700 rpm) prior to the IAF or downwind.
• Maintain airspeed at least 15 knots above VREF until landing is assured.
• Do not use reverse.
• If performance is limited when accomplishing a circling approach, circle with the flaps positioned
for approach and the gear up until it is certain that the field can be reached with the gear down.
Crosswind Approach and Landing

• Crab into the wind to maintain the desired track across the ground.
• Immediately prior to touchdown, lower the up-wind wing by use of the aileron and align the
fuselage with the runway by use of the rudder. During rollout, hold the aileron control into the
wind and maintain directional control with the rudder and brakes.

CHAPTER 6
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?.................................................................6-1
SITUATIONAL AWARENESS................................................................................................6-2
COMMAND AND LEADERSHIP..........................................................................................6-3
COMMUNICATION PROCESS..............................................................................................6-4
Communication Techniques: Inquiry, Advocacy, and Assertion.......................................6-5
DECISION-MAKING PROCESS............................................................................................6-5
THE HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD.............6-8

WHAT IS CREW
RESOURCE
MANAGEMENT?
The Federal Aviation Administration describes Reading accident reports, it often seems that the
Crew Resource Management (CRM) as “the flight crew’s problems are easily solved. That
effective use of all resources to achieve safe and preventing an accident seems so simple in hind-
efficient flight operations.” Introduced in the sight, but so challenging in practice, highlights
late 1970s in response to several high-profile that the critical difference between reading about
accidents caused by human error, CRM is a an accident and being in one is a matter of the
set of skills designed to avoid, detect, and/or quality of information. When reading about the
mitigate human error and thus enhance safety. accident, you have access to much better infor-
mation than the accident crew—not the least
Originally known as cockpit resource manage- of which is that the current course of action is
ment, the name was soon changed in recognition going to lead to an accident! If you have the right
of the role that additional crewmembers, main- information, knowing what to do is a lot easier.
tenance technicians, flight attendants, air traffic
controllers, dispatchers, schedulers, and line ser- Seen from this perspective, we can see that
vice personnel play in achieving safety of flight. CRM is a method of information management.
Used properly, each CRM skill produces the
CRM was not designed to reduce the author- information that the flight crew needs for effec-
ity of the pilot in command; rather, it was tive decision making.
developed as a means to assist with situational
awareness and decision making to increase Most experts agree that a highly coordinated
safety margins and achieve accident- and inci- crew using a standardized set of procedures is
dent-free flight operations. more likely to identify and avoid errors.

Effective communication and the use of brief- Dr. Mica Endsley, a leading CRM researcher,
ing and debriefing are tools that can be used describes situational awareness (SA) as “the
to build the “team concept” and maintain situ- perception of the environmental elements
ational awareness. Utilizing a standard set of within a volume of time and space, the compre-
callouts provides a means to incorporate CRM. hension of their meaning, and the projection
Standardization keeps all crewmembers “in the of their status in the near future.” This defini-
loop” and provides an opportunity to detect an tion makes it possible to determine just where
error early on, before it has an opportunity to SA goes wrong.
build into an accident chain.
A study of errors in SA found that 77% of the
Prof iciency in CRM requires all crewmem- time, a failure of situational awareness is due
bers to have a working knowledge of how to to a problem with perceiving the environment.
maintain situational awareness, techniques for Approximately 20% of the time the error lies
decision making, desirable leadership and fol- within the comprehension stage, and only 3%
lowership characteristics, cross-checking and of the time will the error be found in the pro-
monitoring techniques, means of fatigue and jection stage. These findings tell us that if we
stress management, and communication. are to maintain good SA, we must take special
care to maintain our ability to perceive the
CRM training is an important part of your environment around us. Figure 6-1 lists strate-
FlightSafety training experience. Throughout gies to prevent a loss of SA, markers that may
your training event, your instructor will p rovide indicate a loss of SA, and a strategy to recover
general CRM guidance as well as identify your SA if it is lost.
CRM issues, philosophies, and techniques that
are specif ic to the aircraft you fly. To a ssist The problem with losing situational awareness
with this, the FlightSafety CRM model has is that often one is not aware that SA has been
been incorporated into this training guide. The lost. The markers, or “red flags,” listed in Fig-
model can be used as a guide or a refresher ure 6-1 are clues that you may be losing SA.
on how to incorporate CRM principles into If you notice one or more of the markers are
your day-to-day line operations. This model is present, you should take steps to ensure that
not intended to replace a formalized course of your SA is as good as you think it is. The U.S.
CRM instruction, and attendance at a CRM- National Transportation Safety Board (NTSB)
specific course is highly recommended. has found that accidents are accompanied by
a minimum of four loss of SA markers, often
without the crew being aware that SA was lost.
SITUATIONAL Training yourself to notice these markers is
time well spent.
AWARENESS
If situational awareness is lost, it will take time
Situation awareness is a fundamental CRM to recover it. Of the steps listed for recovery of
concept. Often described as “knowing what’s SA, none is so important as to ensure the safety
going on around you,” the loss of situational of the aircraft. In flight, this means making sure
awareness is often identified as a causal factor that the aircraft is at or above the minimum safe
in an incident or accident. Collective situational altitude. If SA is lost during ground operations,
awareness is a measurement of the total situ- the crew should ensure that they are clear of
ational awareness among all m embers involved runways and endeavor to set the parking brake.
in the operation. Open, timely, and accurate
communication is required to maintain a high Maintaining situational awareness requires
level of collective situational awareness. a constant state of vigilance. Complacency
has often been the precursor to a loss of situ-
ational awareness.

COMMAND AND
SITUATIONAL AWARENESS LEADERSHIP
How to Prevent Loss of SA
• Delegate during high workloads Command and leadership is not the same thing.
• Express concern and solicit information if in Command is designated by an organization, and
doubt cannot be shared. Leadership, however, can,
• Monitor, evaluate, and verbalize and should be, practiced by anyone. Effective
• Focus on relevant details (scan the big picture) leadership should focus on “what’s right,” not
• Project ahead and consider contingencies on “who’s right.”
• Create visual/aural reminders if interrupted
• Know the “red flags” for degraded situational Leadership styles range from “autocratic” to
awareness “laissez-faire.” An autocratic leadership style
Red Flags exercises a high degree of control and allows a
• Undocumented procedures
low degree of participation from team m
embers
• Need to hurry / last-minute changes
in reaching decisions. A laissez-faire leader-
• Fatigue
ship style exercises a low degree of control
• Ambiguity – information from two or more
and allows a high degree of participation from
sources that do not agree
team members. Effective leaders tend to be
• Fixation – focusing on one thing
less extreme, relying on either authoritarian or
• Confusion or uncertainty about a situation
democratic leadership styles.
(often accompanied by anxiety or psychological
discomfort)
There is no “ideal” or “best” leadership style.
• Unexpected change in aircraft state – anything
An immediate crisis might require authori-
the airplane does that you were not expecting tarian leadership, to ensure stability and to
• Failure to: reassure other crewmembers, while other situ-
○ Fly the aircraft – everyone is focused on ations might be handled more effectively by
non-flying activities encouraging crew participation in the decision-
○ Look outside – everyone is heads-down making process.
○ Meet expected checkpoints on flight plan or
profile ETA, fuel burn, etc.
○ Comply with limitations, minimums,
regulations, SOPs, etc.
○ Resolve discrepancies
○ Communicate fully and effectively – vague or
incomplete statements
What to Do When SA Is Lost

• Recognize and admit
• ACHIEVE SAFE ALTITUDE
• Stabilize the aircraft
• Create time and space
• Seek information – aural / visual / intuition
• Resolve uncertainty / ambiguity
• Ask why SA was lost
• Avoid critical flight segments until ready
Figure 6-1. Situational Awareness

Monitoring

COMMUNICATION Communication may be verbal, non-verbal, or

written. Written communications in the cockpit
PROCESS include symbolic messages and indications that
are electronically transmitted and displayed.
Communication is an important tool for main-
taining situational awareness. Many of the The communication process has three elements:
accidents that led to the implementation of CRM a sender, a receiver, and feedback. The sender
happened because of a lack of information. An and receiver have different responsibilities. The
NTSB study of air carrier accidents found that sender, sensing some need to communicate,
84% of the time the information that could have is responsible for transmitting a message in a
helped prevent the accident was available to the way that is comprehensible to the receiver. If
flight crew, but was either not noticed or not the receiver does not comprehend the message,
communicated effectively. Effective communica- the sender should determine why the message
tion requires the ability to provide appropriate was not understood, and f ind a way to send
information, at the appropriate time, to the the message that is more understandable. The
appropriate person (Figure 6-2). receiver is responsible for indicating receipt of
Figure 6-2. Communication Process

the message by giving the sender appropriate COMMUNICATION

feedback. If the message is understood, the TECHNIQUES: INQUIRY,
receiver indicates this; if the message is not
understood, the receiver helps the sender by ADVOCACY, AND ASSERTION
giving feedback that indicates why the message Inquiry, advocacy, and assertion can be effec-
wasn’t understood. tively used in the aviation environment to help
solve communication problems.
Barriers to communication limit our ability to
maintain collective situational awareness and Each item is a step in the process. The steps
can compromise our ability to maintain our provide a metaphor that emphasizes the prin-
personal situational awareness. ciple of escalation. In other words, a person
must f irst practice inquiry, then advocacy,
Communication barriers can be internal or then assertion.
external. Internal barriers can change our per-
ception of the value of communicating and A person practicing assertiveness is not trying
also how we communicate. For example, if one to be insubordinate or disrespectful; rather,
member of the crew believes that what they have assertion is an expression of the fact that a level
to say doesn’t matter, then they will be reluctant of discomfort exists with a particular situation.
to communicate with other crew members. Assertion is an attempt to seek resolution.
External communication barriers, such as over- The goal of inquiry is to increase individual
crowded radio frequencies, can interfere with situational awareness, the goal of advocacy is
the sender’s ability to transmit a message, or to increase collective situational awareness, and
with the receiver’s ability to transmit feedback. the goal of assertion is to reach a conclusion.
Differences in language or dialect can also
become external barriers to communication.
CRM provides three techniques for overcoming DECISION-MAKING

communication barriers: PROCESS
• Inquiry—A technique for increasing your
own situational awareness People make decisions using optimum or natu-
• Advocacy—A technique for increasing ralistic decision-making strategies. Neither
someone else’s awareness strategy is inherently better than the other—
each style has its own strengths and weaknesses
• Assertion—A technique for getting your that a person needs to understand to employ
point across them successfully.
When conflict on the flight deck interferes Optimum decision making is most useful
with communication, it usually originates from when a person does not have the information
one pilot’s tendency to make “solo” decisions. or expertise necessary to make a decision. The
Avoid this kind of conflict by focusing your strength of this strategy is its ability to gather
questions and comments on WHAT is right, and organize information and to carefully con-
rather than on WHO is right. sider many possible outcomes. This makes it
particularly good for new or unusual situa-
tions, or for when it is very important that the
best possible, or optimum, decision be made.
Its main drawback is that its deliberate and
controlled process requires time and structure
(Figure 6-3).

Figure 6-3. Optimum Decision Making
In contrast, the strength of naturalistic decision The cartoon in Figure 6-4 illustrates these two
making is that it requires very little time and styles. Both cavemen are responding to the same
structure. The naturalistic decision flows intui- problem—a sabre-toothed tiger—but have taken
tively from on the decision maker’s experience different approaches to making their decisions.
and understanding of the situation. The goal
isn’t the best possible decision, but a decision One caveman, no doubt having some expe-
that is good enough, one that works, satisfying rience with tigers, knows that running is a
the decision maker’s needs. It relies heavily on good plan (particularly if he can out-run the
the situational awareness and experience of the other guy!). He has used naturalistic decision
decision maker. If either is lacking, naturalis- m aking, recognizing the problem and imple-
tic decision making can lead to bad decisions. menting a solution that should work.
Despite this, the majority of decisions are made
using the naturalistic strategy. Our other caveman, perhaps wanting to make
the best possible decision (after all, it is very
The key to success with either decision-making important to get this decision right), is thinking
strategy is to make sure you have what the strat- all of his options through. Unfortunately, he
egy requires to work. If you suspect that your may not have the time to complete the optimum
SA may be lacking, then use optimum decision decision-making process before the tiger has
making. If you understand the situation, and his dinner.
time is of the essence, than naturalistic decision
making will give you better results.

Figure 6-4. Optimum vs Naturalistic Decision Making
One should not draw from the cartoon the Decision-making aids, such as T-DODAR,
conclusion that optimum decision making is can be very useful in decision making. While
bad—it is simply that he lacked the time nec- they do take some time to master, once you
essary for the process. If adequate time were can recall them without effort they can help to
available, then he may have arrived at a very organize your thoughts and actions in difficult
good decision indeed! On the other hand, if we situations and ensure that nothing is forgotten.
imagine that this one tiger was tame, but our T-DODAR stands for:
tall caveman didn’t know it, then his decision
to run, based on faulty situational awareness, • Time: How much time do you have before
has led to an incorrect decision to run. The you must make the decision? Can you take
key in all of this is to know when to use each more time?
decision-making strategy and to make sure you • Diagnose: What is the problem?
have what you need to be successful at it. • Options: What can be done about it?
• Decide: Which option will you choose?
• Act/Assign: Carry out your chosen plan of action.
• Review: Is the plan working as expected?

THE HUMAN FACTORS: RESOURCE MANAGEMENT

ASSESSMENT CARD
The Human Factors: Resource Management Assessment card is meant to aid the human factors
training at FlightSafety International (Figure 6-5).
1SJWBUF$POGJEFOUJBM5PCFTISFEEFECZ'MJHIU4BGFUZBGUFSVTF
HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD
NAME: DATE:
Assessment:
Action Goal Desirable Qualities ID/G/EX/NA/DNO
Self Instructor
• Concise, not rushed, and met SOP
The required briefing was interactive
SOP BRIEFING requirements
and operationally thorough
• Bottom lines were established
Operational plans and decisions were • Shared understanding about plans –
PLANS STATED
communicated and acknowledged “Everybody on the same page”
WORKLOAD Roles and responsibilities were defined • Workload assignments were
ASSIGNMENT for normal and non-normal situations communicated and acknowledged
• Threats and their consequences were
CONTINGENCY Crew members developed effective anticipated
MANAGEMENT strategies to manage threats to safety • Used all available resources to manage
threats
Crew members actively monitored and
MONITOR/ • Aircraft position, settings, and crew
cross-checked systems and other crew
CROSS-CHECK actions were verified
members
Operational tasks were prioritized and
WORKLOAD • Avoided task fixation
properly managed to handle primary
MANAGEMENT • Did not allow work overload
flight duties
Crew members remained alert of the
• Crew members maintained situational
VIGILANCE environment and position of the
awareness
aircraft
• Automation setup was briefed to other
Automation was properly managed to
AUTOMATION members
balance situational and/or workload
MANAGEMENT • Demonstrated effective recovery
requirements
techniques from automation anomalies
• Crew decisions and actions were openly
EVALUATION OF Existing plans were reviewed and
analyzed to make sure the existing plan
PLANS modified when necessary
was the best plan
Crew members asked questions to • Crew members not afraid to express a
INQUIRY investigate and/or clarify current plans lack of knowledge – “Nothing taken for
of action granted” attitude
Crew members stated critical
• Crew members spoke up without
ASSERTIVENESS information and/or solutions with
hesitation
appropriate persistence
COMMUNICATION Environment for open communication • Good cross talk – flow of information
ENVIRONMENT was established and maintained was fluid, clear and direct
Captain showed leadership and • In command, decisive, and encouraged
LEADERSHIP coordinated flight deck activities crew participation
ID= Improvement Desired G=Good EX=Exceptional NA=Not Applicable DNO=Did Not Observe
DISCLAIMER: This document is toFigure 6-5. as aHF:

be used strictly RMA
training Card
aid for the client and the instructor of
record. Instructor is to collect this document after final debrief and place in the locked bins for shredding.
These commodities, technology or software were exported from the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
Revision 0.4 FlightSafety International Proprietary Information. All Rights Reserved. Page 1
CHAPTER 7
HANDOUTS
CONTENTS
Page
SIMULATOR POWER/CONFIGURATION CHART
KING AIR 350 WITH PT6A-60A ENGINES........................................................................ 7-1
MEMORY AIDS..................................................................................................................... 7-3
FMS Initialization........................................................................................................... 7-3
Approach Setup............................................................................................................... 7-4
RECOMMENDED PRETAKEOFF SCANS......................................................................... 7-5
CONFIGURATION SCAN.................................................................................................... 7-7
INITIAL GROUND SCHOOL OBJECTIVES...................................................................... 7-9
Pilot’s Operating Handbook (POH)................................................................................. 7-9
Airplane General........................................................................................................... 7-10
Electrical System........................................................................................................... 7-11
Lighting......................................................................................................................... 7-14
Master Warning System................................................................................................ 7-14
Fuel System................................................................................................................... 7-15
Powerplant..................................................................................................................... 7-18
Propellers....................................................................................................................... 7-21
Fire Protection............................................................................................................... 7-23
Pneumatics.................................................................................................................... 7-24
Ice Protection................................................................................................................. 7-26
Air Conditioning........................................................................................................... 7-29
Pressurization................................................................................................................ 7-31
Landing Gear................................................................................................................. 7-33
Flight Controls............................................................................................................... 7-35
Avionics......................................................................................................................... 7-36
Oxygen.......................................................................................................................... 7-38

KING AIR 300/350 WEIGHT AND BALANCE PERFORMANCE PROBLEMS............... 7-41

King Air 350 Performance Planning—References....................................................... 7-41
Problem A...................................................................................................................... 7-43
Problem B...................................................................................................................... 7-44
Problem C...................................................................................................................... 7-45
Weight and Balance Loading Form............................................................................... 7-46
Planning Weight and Balance and Performance Data Sheet......................................... 7-47
Answers to Problem A................................................................................................... 7-52
Answers to Problem B................................................................................................... 7-54
Answers to Problem C................................................................................................... 7-56
ROCKWELL COLLINS PRO LINE 21
FLIGHT GUIDANCE SELECTION—APPROACHES...................................................... 7-58
ROCKWELL COLLINS WAAS FMS (VERSION 4.0) QUICK REFERENCE GUIDE... 7-59
Select SBAS Provider.................................................................................................... 7-59
Load LPV Approach...................................................................................................... 7-60
Failure of SBAS During LPV Approach....................................................................... 7-61
Load LNAV/VNAV or LNAV Approach....................................................................... 7-64
Failure of SBAS During LNAV/VNAV Approach........................................................ 7-65
Load LNAV/VNAV Approach with WAAS (Rare)....................................................... 7-66
Load Non-GPS Approach.............................................................................................. 7-67
Navigation Integrity...................................................................................................... 7-68
RAIM Prediction........................................................................................................... 7-69
KING AIR 350ER SELECTED OPERATING SYSTEMS AND LIMITATIONS.............. 7-70
Airspeed Limitations..................................................................................................... 7-70
Weight Limits ............................................................................................................... 7-70
Miscellaneous Airspeeds............................................................................................... 7-70

SIMULATOR POWER/CONFIGURATION CHART

KING AIR 350 WITH PT6A-60A ENGINES
OPERATION IAS TORQUE1 RPM GEAR FLAP PITCH1 TRIM1
Takeoff V12 90%6 1700 RAPR3 UP/APP 10 2
Cruise Climb Ref POH4 100% 1600 UP UP 10 2
Cruise Ref POH5 POH 1500 UP UP 0 0
Cruise Descent As required As required 1500 UP UP -2 -2
Training Cruise/
180 40% 1500 UP UP 0 1
High-Speed Transition
Approach Configuration 140 40% 1500 UP Approach 1 1
ILS (3 degree) 140 23% 1700 Down Approach 1 1
Non Precision Descent 140 20% 1700 Down Approach -2 1
MDA Leveloff 140 45% 1700 Down Approach 2 1
Transition to Landing VREF Decreasing 1700 Down Full As required As required
SE Operations 180 80% 1700 UP UP As required As required
SE ILS on Glide Slope 140 46% 1700 Down Approach As required As required
Note 1: Torque, pitch, and trim values listed are approximate values.
Note 2: Refer to the POH/AFM for proper rotation speed.
Note 3: Retract after positive rate (RAPR)
Note 4: Sea Level to 10,000’.....170 decreasing 2 KIAS per 1000’ to 35,000’
Note 5: Refer to POH/AFM for POWER tables.
Note 6: Refer to POH/AFM for STATIC TAKEOFF POWER AT 1700 RPM tables.

INTENTIONALLY LEFT BLANK

MEMORY AIDS
FMS INITIALIZATION
Acronym—VIPP
This acronym aids the pilots in loading the FMS in a complete and orderly fashion.
V = Verify—Nav database is current

IDX > STATUS > STATUS page
Note: The status page should be displayed on startup.
I = Initialize—Ramp position versus FMS position correct

IDX > POS INIT > POS INIT page
Non-WAAS: Press NEXT and copy GPS POS to scratchpad. Press PREV then R5 to SET POS.
WAAS: Press R5 to SET POS TO GNSS
Note: POS INIT is linked to R6 from the status page.
P = Plan—Load Flight Plan

FPLN > ACT FPLN page
Note: FPLN is linked to R6 from the POS INIT page.
P = Performance—Weight & Fuel Inputs

PERF > PERF MENU > PERF INIT page
Note: PERF INIT is linked to R6 from the ACT FPLN page.
Weight and fuel inputs are lost if electrical power is off.
Input at least MANUAL FUEL. Other inputs will assist the pilot with fuel predictions
and ETAs.

APPROACH SETUP
Mnemonic—“FAA StandBy” (FAASB)
Used to set up the avionics for an arrival and approach. It aids in completing all critical items. The
order is specific to maximize the use of linked database functions thereby reducing crew workload.
F = FMS—Set up the FMS for the landing airport including the approach expected and arrival
as applicable. May need to obtain ATIS first at some locations.
A = ATIS—Obtain the current weather. ATIS, AWOS, or ASOS frequencies can be selected
from IDX > FREQUENCY provided the landing airport is set in the FMS.
A = Approach Chart—Display the chart(s) for the approach and arrival as applicable. If the
arrival and approach is input in the FMS, typically those charts are
already in queue. Ensure approach is desirable and authorized for
your operation. Part 135 operations reported weather is at or above
minimums. Compare chart fixes and altitudes versus FMS database.
S = Speeds—Set approach V-Speeds. Predicted landing weight can be viewed by enabling the
FMS-TXT on the MFD and selecting MFD MENU > WINDOW > ON.
B = Baro—Set Baro minimums obtained from approach chart.

RECOMMENDED PRETAKEOFF SCANS

Two quick scans before every takeoff, in addition to completing checklists, is an aid to ensure items
critical to flight safety and accurate navigation have been completed. Both scans flow in the shape
of an arch starting lower left and ending lower right. These scans are highly recommended during
simulator training, testing, and checking following a reposition.
• PFD Scan (for each pilot seated in the cockpit)

• Nav Source and TO Waypoint—Correct
• V-Speeds—Set
• FGA—HDG and PTCH. ALTS armed—Lateral mode armed if appropriate
• Selected Altitude—Set
• BARO—Baro Pressure set and cross-checked


CONFIGURATION SCAN
1. AILERON TRIM—Zero
2. ELEVATOR TRIM—2 units nose up
3. FLAPS—Indicate UP or TAKE OFF as appropriate
4. Annunciators—Considered
5. FLAP Selector—UP or APPROACH as appropriate
6. RUDDER TRIM—Zero
1 6


INITIAL GROUND SCHOOL OBJECTIVES

PILOT’S OPERATING HANDBOOK (POH)
General
• Locate all sections of the POH and describe, in general terms, the content of each.
Operation
• Identify which checklist items relate to expanded procedures and locate the related sections of
the checklist.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Identify which items in the normal procedures checklist may be omitted after the first flight of the day.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Limitations
• Locate the specific items in the Limitations section of the POH that must be committed to memory.
• List where to find the emergency airspeeds, additional airspeed limitations, and speeds for safe
operation in the checklist and the POH.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Emergencies
• Locate the specific bold face items in the Emergency Procedures of the POH that should be com-
mitted to memory.

AIRPLANE GENERAL
General
• Locate and name basic groups of instruments and controls in the cockpit (e.g., environmental con-
trols, ice protection switches, etc.).
Operation
• Explain the procedure for performing the airstair door circuitry check.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the indications that the airstair door is closed and locked.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Limitations
• List the weight limitations for takeoff, landing, and zero fuel weight.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the required equipment for single-pilot operation.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Emergencies
• Locate and list the AIRSTAIR DOOR/CARGO DOOR UNLOCKED procedure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• Locate and describe the CRACKED OR SHATTERED WINDSHIELD procedure.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Locate and describe the CRACK IN ANY SIDE WINDOW (COCKPIT OR CABIN) procedure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
ELECTRICAL SYSTEM
General
• Explain, in general terms, what is meant by the terms “load shedding” and “fault isolation.”
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Identify the general aircraft locations of the:

– Battery________________________________________________________________________
– Starter/Generator________________________________________________________________
– External Power Receptacle ________________________________________________________
– Generator Buses_________________________________________________________________
– Center Bus_____________________________________________________________________
– Triple-Fed Bus__________________________________________________________________
– Battery Bus ____________________________________________________________________
– Dual-Fed Bus___________________________________________________________________
• Explain the major differences between:

– Diodes ________________________________________________________________________
– Circuit Breakers_________________________________________________________________
– Current Limiters ________________________________________________________________
– Hall Effect Devices ______________________________________________________________

• Use the electrical system schematic to associate major components and systems with the main
distribution buses in the system.
• Explain how to identify those systems that will continue to operate during load shedding.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Explain why it is necessary to advance the engine condition lever to high idle prior to activating the
same-side generator during a cross-generator start of the opposite engine.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Locate the controls/indicators for accomplishing the electrical system check and describe the indi-
cations associated with a successful check.
• List reasons why the battery switch must be ON during an external power start.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Limitations
• Explain the consequences of inadvertently leaving the starter engaged after engine start.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the external power unit requirements.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• List the generator load limits.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Emergencies
• List the indications associated with a catastrophic ground fault (short circuit) on each of the main
power distribution buses.
– Center Bus_____________________________________________________________________
– Triple-Fed Bus__________________________________________________________________
– Left Gen Bus ___________________________________________________________________
– Right Gen Bus__________________________________________________________________
• Explain how to determine the amount of time the battery will support the electrical system in the
event of a dual generator failure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the engine gauges that would be rendered inoperative by a complete electrical power failure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the memory items for ELECTRICAL SMOKE OR FIRE.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

LIGHTING
General
• Locate and state the function of the interior and exterior lighting switches and components.
Operation
• State the cause for illumination of the LDG/TAXI LIGHT annunciator.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
MASTER WARNING SYSTEM

General
• Locate and state the function of the annunciator panels and master flashers.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Locate and state the functions of master flasher reset and test buttons.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain the difference between warning, caution, advisory, and status annunciators.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Explain the preferred CRM method and procedure for canceling a flasher.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

FUEL SYSTEM
General
• Describe the fuel tank arrangement, distinguishing between auxiliary and main tank systems, and
describe the process by which fuel flows from the main tanks system into the engine fuel system.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the process by which fuel is transferred from the aux tank to the nacelle tank.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Locate the fuel panel and list/describe the system actions associated with each switch.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Name the two fuel boost pumps, identify their locations on the fuel system schematic, and describe
their purposes.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Locate the six fuel drain points on each side of the aircraft.
• Locate the expanded procedure for performing the fuel system check and describe the indications
associated with:
– Firewall Fuel Shutoff Stuck ________________________________________________________
– Standby Boost Pump Failure________________________________________________________
– Engine-Driven Boost Pump Failure__________________________________________________
– Crossfeed Valve Failure___________________________________________________________

• List the annunciator indications associated with correct operation of the crossfeed system.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain what action is necessary to crossfeed aux fuel.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the conditions under which illumination of the NO FUEL XFR light is abnormal, and use
the checklist to complete the corrective action.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Limitations
• List the approved engine fuels.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the approved emergency engine fuels.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the three limitations regarding the use of emergency engine fuels.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• List the approved biocide-fungicide and anti-ice additives.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the usable fuel quantities:

– Total _________________________________________________________________________
– Main _________________________________________________________________________
– Aux (if applicable)_______________________________________________________________
• Recite the limitations for:

– Fuel Imbalance _________________________________________________________________
– Crossfeed______________________________________________________________________
– Fuel Gauges in the Yellow Arc______________________________________________________
– Auxiliary Fueling________________________________________________________________
– Operating with Low Fuel Pressure __________________________________________________
– Takeoff with One Standby Boost Pump Inoperative _____________________________________
Emergencies
• List the action items for addressing illumination of the FUEL PRES LO annunciator.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why it is necessary to monitor engine oil temperature after illumination of the
FUEL PRES LO annunciator.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

POWERPLANT
General
• Explain what is meant by the terms reverse flow, free turbine, and modular design.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain, in general terms, the direct effects of moving the power and condition levers.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why a compressor bleed valve is necessary.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List six functions performed by engine oil.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain the relationship between engine oil pressure and torque indication.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe, in general terms, the operation of the autoignition system and list the three conditions
under which the system must be armed.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Operation
• Describe the process of a normal engine start.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the indications and corrective actions associated with hot starts and hung starts.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the indications associated with a compressor bleed valve stuck open, or stuck closed.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• State how to determine the optimal engine oil level for normal operation.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the actions the pilot should take following a significant overtemp or overtorque event.
Explain the relationship between torque and propeller speed in determining horsepower output.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Limitations
• Locate the engine operating limits given in the POH, including footnotes. (Be ready to recite the
limitations for your checkride.)
• List the starter duty cycle limit.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• Explain why it is necessary to adjust torque settings during operation with low oil pressure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• State which engine parameter is the primary engine output limitation during cruise.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why ITT is limited to 785 degrees during cruise climb.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why operation with the FUEL PRES LO annunciator illuminated is limited to 10 hours.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Emergencies
• Select the correct emergency procedure for engine fire or failure depending on phase of flight and
locate the engine controls necessary to accomplish the checklist.
– On the Ground: _________________________________________________________________
– In Flight: ______________________________________________________________________
– Emergency Shutdown:____________________________________________________________
• Describe the indications associated with a fuel control unit “rolling back” to minimum flow, and
how to differentiate between this situation and an engine failure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• Describe the indications associated with a fuel control unit “N1 input failure” and how to differentiate
between this situation and an engine failure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
PROPELLERS
General
• Explain the purpose of the flight and ground low pitch stops.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe, in general terms, the basic operation and purpose of:

– Primary Governor _______________________________________________________________
– Overspeed Governor _____________________________________________________________
– Fuel Topping Governor ___________________________________________________________
• List the events that occur in the autofeather system at 10% and 17% torque respectively.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain the role of the prop pitch solenoid with respect to the ground low pitch stop.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• State the cause for illumination of the following annunciators:

– RVS NOT READY_______________________________________________________________
– AUTOFTHER OFF ______________________________________________________________
– PROP PITCH___________________________________________________________________

Operation
• List three reasons why the propeller controls must be full forward prior to landing.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Locate the expanded procedures checklist and explain the purpose of the following system checks:
– Overspeed Governor Check________________________________________________________
– Primary Governor Check__________________________________________________________
– Low Pitch Stop Check____________________________________________________________
– Autofeather Check_______________________________________________________________
– Manual Feather Check____________________________________________________________
Limitations
• List the propeller rotational speed limits.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the four conditions during which the autofeather system must be armed.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why the propeller minimum idle speed limitation is needed.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why the pilot is prohibited from lifting the power levers in flight.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Emergencies
• Explain the consequences and recommended actions in the event that a prop pitch solenoid is
energized in flight, and how to recognize this situation.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why the power lever is not to be retarded during an engine securing procedure prior to
autofeather taking place.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
FIRE PROTECTION
General
• Locate and describe the function of the following components, controls, and indicators:
– Fire Wall Valve Switches__________________________________________________________
– Fire Detectors __________________________________________________________________
– Fire Extinguisher Switches ________________________________________________________
– Engine Fire Test Switches _________________________________________________________
– Engine Fire Extinguisher Pressure Gauges ____________________________________________
• Describe how the detection system senses an overtemperature condition.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• State the cause of illumination for the following annunciations:

– L/R ENG FIRE _________________________________________________________________
– EXTINGUISHER PUSH _________________________________________________________
– DISCHARGED_________________________________________________________________

• Describe the system conditions under which the fire bottle is capable of firing.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Describe the procedure for testing the engine fire detection system and list the indications associated
with an operable detection system.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the procedure for testing the engine fire extinguishers and list the indications associated
with an operable extinguishing system.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the procedure for preflight inspection of the extinguisher bottles.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Emergencies
• Recognize an engine fire and implement the correct checklist based upon flight conditions.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
PNEUMATICS
General
• Identify the source of pneumatic air.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• Explain the difference between regulated and unregulated pneumatic air.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Locate and state the function of the following components, controls, and indicators:
– Bleed Air Valve Switches _________________________________________________________
– Pneumatic Pressure Gauge ________________________________________________________
– Gyro Suction (Vacuum) Gauge _____________________________________________________
• State the nominal gauge pressure for regulated pneumatic air.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the functions performed by pneumatic air pressure.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain, in general terms, the operation of the bleed air failure warning system.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• State the purpose of the instrument vacuum and deice pressure check.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• List the steps required to perform the instrument vacuum and deice pressure system test, and
describe the indications associated with normal system operation.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• State the cause of illumination for the following annunciators:

– L/R BLEED FAIL _______________________________________________________________
– L/R BLEED AIR OFF____________________________________________________________
Emergencies
• Explain why a bleed air leak is considered an emergency.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Recite the memory items from the BLEED AIR FAIL emergency checklist.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
ICE PROTECTION
General
– Engine Inlet Lip Heat ____________________________________________________________
– Inertial Separators (EngineAnti-Ice)__________________________________________________
– Auto-Ignition____________________________________________________________________
– Windshield Anti-Ice______________________________________________________________
– Windshield Wipers_______________________________________________________________
– Side Window Defog______________________________________________________________
– Propeller Deice__________________________________________________________________
– Fuel System Anti-Ice_____________________________________________________________

– Pitot Heat______________________________________________________________________
– Stall Warning Heat______________________________________________________________
– Surface Deice (Leading-Edge Boots)_________________________________________________
– Brake Deice (Optional)____________________________________________________________
• Explain how the engine inlet is heated.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why engine anti-ice is required for all ground operations.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the effect of engine anti-ice on aircraft performance.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the “Hot 5.”

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Describe the operating procedures and indications associated with:
– EngineAnti-Ice__________________________________________________________________
– Engine Autoignition______________________________________________________________
– Windshield Anti-Ice______________________________________________________________
– Propeller Deice__________________________________________________________________
– Surface Deice___________________________________________________________________

• What chart indicates appropriate altimeter and airspeed corrections when operating with alternate static?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the pilot actions to be taken in the event of uneven propeller deicing.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the cause of illumination for the following annunciators:

– WING DEICE _________________________________________________________________
– TAIL DEICE ___________________________________________________________________
– L/R ENG ICE FAIL______________________________________________________________
– L/R BRAKE DEICE ON__________________________________________________________
– L/R IGNITION ON______________________________________________________________
Limitations
• Describe the limitations pertaining to:
– Minimum Ambient Temperature for Operation of Deicing Boots___________________________
– Minimum Airspeed for Sustained Icing Flight___________________________________________
– Flight in Icing Conditions with Flaps Extended_________________________________________
– Use of Engine Anti-Ice____________________________________________________________
– Approved Airplane Deicing/Anti-Icing Fluids__________________________________________
– Brake Deice_____________________________________________________________________
Emergencies
• What are the indications that icing conditions more severe than those for which the aircraft is cer-
tificated have been encountered?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• List the pilot actions to be taken if severe icing conditions are encountered.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Locate and apply the following emergency/abnormal checklist procedures:

– Electrothermal Propeller Deice (Auto System)
– Electrothermal Propeller Deice (Manual System)
– Engine Anti-Ice Failure
– Surface Deice Failure
– Pitot-Static Mast Heat Failure
– Brake Deice
– Pilot’s Alternate Static Air Source
– Severe Icing Condition
AIR CONDITIONING
General
– Air Conditioner Compressor _______________________________________________________
– Air Conditioner Condenser ________________________________________________________
– Electric Heating_________________________________________________________________
– Mode Selector __________________________________________________________________
– Blowers _______________________________________________________________________
• Name the source of power for the air conditioning compressor.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• Locate the air-to-air heat exchangers and explain their purpose.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Explain how to configure the environmental controls for normal operation, maximum heating, and
maximum cooling.
• List the proper control positions for heating the cabin on the ground with the electric heat system.
• Explain the system actions associated with moving the following switches:
– Aft Heat (FL 381, 382–492, 494–499) _______________________________________________
– Electric Heat (FL 381, 382–492, 494–499)____________________________________________
– Aft Blower (FL 381, 382–492, 494–499) _____________________________________________
• Keith System—Explain the system action when moving the ECS Mode control knob from AUTO
to ELEC HEAT.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Keith System—Why must the crew wait five minutes before asking for a temperature change in
the cockpit or cabin?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Limitations
• Explain why the air conditioner must be deactivated with air temperature above 10°C, with a gen-
erator load above 30%.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• Explain why the electric heaters may not be used in flight.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
PRESSURIZATION
General
– Safety and Outflow Valves_________________________________________________________
– Pressurization Controller__________________________________________________________
– Cabin VS ______________________________________________________________________
– Differential/Cabin Altitude Indicator ________________________________________________
• List the three functions performed by the safety and outflow valves.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the two switches that cause the safety valve to open.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• List the steps required to perform the pressurization system check.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe how to set the pressurization controller properly for all phases of flight.
• Describe the effects of moving the cabin pressurization switch to DUMP at high altitude.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

Limitations
• State the maximum cabin differential pressure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• State the temperature above which the environmental bleed switch must be in the LOW position
for takeoff (original system).
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Keith System—Moving the environmental bleed air switch to LOW guarantees what condition?
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Emergencies
• State the cabin pressure altitude at which the CABIN ALTITUDE and CABIN ALT HI annuncia-
tors illuminate.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• State the PSID value at which the CABIN DIFF HI annunciator illuminates.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the memory items for:

– High Differential Pressure _________________________________________________________
– Pressurization Loss ______________________________________________________________
– Emergency Descent_______________________________________________________________
– Environmental System Smoke or Fumes_______________________________________________

LANDING GEAR
General
– Landing Gear Control Handle_______________________________________________________
– Hydraulic Fill Can_______________________________________________________________
– Nitrogen Accumulator____________________________________________________________
– Alternate Extension Handle________________________________________________________
• List the two electrical buses that must be operable to retract or extend the gear normally.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Name the location of the landing gear motor circuit breaker.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain what holds the landing gear in the up position.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain the purpose of the nitrogen accumulator.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the aircraft configurations that will cause the landing gear warning horn to sound.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• List the safety switches that must indicate “in flight” for the gear to retract.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Explain how to retract the gear handle downlock J-hook in the event that it fails to retract normally.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why illumination of the HYD FLUID LOW annunciator is not an emergency.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Limitations
• List the airspeed limitations for landing gear retraction and extension.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the landing gear cycle limitation.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Emergencies
• Locate the checklist and controls necessary to manually extend the landing gear.

FLIGHT CONTROLS
General
• List the system inputs to the rudder boost system.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Name the location of the flap motor, limit switches, and split flap sensing switches.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the association between the flap operating and indicating systems.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the effect of a flap asymmetry on system operation.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Describe the rudder boost check and identify indications associated with a “crossed” rudder
boost system.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Explain why landing with flaps set to approach is not an approved procedure, except in an emer-
gency situation.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• Locate the flaps up landing checklist and state the correction to VREF.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Locate the performance data for landing distance—flaps up landing and apply correction to normal distance.
Limitations
• List the limitations applicable to the rudder boost and yaw damp systems.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the airspeed limitations for flap extension.

– Takeoff________________________________________________________________________
– Approach______________________________________________________________________
– Down_________________________________________________________________________
Emergencies
• List the memory items for unscheduled rudder boost activation.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the memory items for unscheduled electric pitch trim activation.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
AVIONICS
General
• Associate the three avionics buses with the aircraft system buses that power them.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• Associate individual avionics items with specific avionics buses (typical installation).
• State the purpose of the GROUND COMM button.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe the basic operation of the avionics master power system.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• List the two heading reference systems and the flight instruments that display heading information.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Explain how to operate the audio panel for normal radio communications and navigation.
• Explain how to correctly interpret messages and symbols displayed on the flight displays.
• Explain how to set up the flight director for all normal phases of flight.
• Describe the difference between NAV only and APPR flight guidance modes.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• Describe functional checks of the:

– Autopilot ______________________________________________________________________
– Yaw Damper ___________________________________________________________________
Emergencies
• Explain how to restore avionics power in the event of an avionics master power switch failure.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

OXYGEN
General
– Oxygen Bottle___________________________________________________________________
– Oxygen System Control T-handles___________________________________________________
– Crew Masks_____________________________________________________________________
– Passenger Masks and First Aid _____________________________________________________
– Oxygen System Pressure Gauges____________________________________________________
• Describe the system actions that occur when the left and right oxygen T-handles are pulled.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Operation
• Describe the steps required to preflight the crew masks.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Limitations
• Describe how to calculate oxygen duration for a given number or users, bottle size, gauge pressure,
and temperature.
Emergencies
• State the cabin altitude at which the oxygen masks will automatically deploy.
______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
• State the procedure to manually deploy the passenger oxygen masks.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________

• List the memory items for use of oxygen.

______________________________________________________________________________
______________________________________________________________________________
______________________________________________________________________________


KING AIR 300/350

WEIGHT AND BALANCE PERFORMANCE PROBLEMS
KING AIR 350 PERFORMANCE PLANNING—REFERENCES

PROCESS STEP CHARTS FL 381, 383 FL 493, 500 ER
Calculate Zero Fuel Payload Locations 6-12 6-11 6-11
Loading
Useful Load Weights and Moments 6-15...6-25 6-13...6-21 6-13...6-22
Weight and Balance Diagram 6-31 & 6-32 6-27 & 6-28 6-28 & 6-29
Preliminary Planning Range Profile—Maximum Cruise Power 5-157 5-157 5-124
Range Profile—Normal Cruise Power 5-179 5-179 5-145
Range Profile—Maximum Range Profile 5-198 5-198 5-163
Range Profile—Full Fuel 5-199 5-199 5-183 – 5-185
Holding Time 5-219 5-219 5-205
Normalize Field Static Takeoff Power 5-39...42 5-39...42 5-44 & 5-45
Conditions
Wind Components 5-43 5-43 5-46
Plan Departure Takeoff Speeds and Field Lengths (four data sets) 5-46...57 5-46...57 5-50 – 5-65
5-68...79 5-68...79 5-77 – 5-90
5-90...101 5-90...101
5-112...123 5-112...123
Maximum Takeoff Weight to Achieve Climb Requirements 5-44 5-44 5-47
5-66 5-66 5-74
5-88 5-88
5-110 5-110
Maximum Takeoff Weight as Limited by Tire Speed 5-45 5-45 5-48
5-67 5-67 5-75
5-89 5-89
5-111 5-111
Maximum Takeoff Weight as Limited by Brake Energy N/A N/A 5-49
5-76
Service Ceiling—One-Engine Inoperative 5-135 5-135 5-102
Calculate Time/Fuel/ Time, Fuel, and Distance to Climb—Cruise Climb 5-136 5-136 5-101
Distance to Climb
Calculate Time/Fuel/ Time, Fuel, and Distance to Descend 5-220 5-220 5-204
Distance to Descend
Pressurization Controller Setting for Landing 5-218 5-218 5-202
Plan Cruise ISA Conversion 5-31 5-31 5-34
Segment
Maximum Cruise Power 5-137...153 5-137...153 5-102 – 5-118
Normal Cruise Power 5-159...175 5-159...175 5-123 – 5-139
Maximum Range Power 5-181...197 5-181...197 5-145 – 5-160
One-Engine Inoperative Maximum Cruise Power 5-201-217 5-201-217 5-185 – 5-201
Plan Landing Maximum Landing Weight to Achieve Climb Requirements 5-221 5-221 5-205
Normal Landing Distance—Flaps Down 5-224 5-224 5-208
Landing Distance—Flaps Up 5-225 5-225 5-209
Landing Distance—One-Engine Inoperative—Flaps Down 5-226 5-226 5-210
Calculate Fuel Density Variation of Aviation Fuel 6-26 6-22 6-23
Loading
Useful Load Weights and Moments—Usable Fuel (Gallons) 6-23...24 6-19 & 6-20 6-19 & 6-20
Weight & Balance Diagram 6-31 & 6-32 6-27 & 6-28 6-28 & 6-29


PROBLEM A
• Basic Empty Weight and Moment/100: 9,266 pounds and 18,394.
• Toilet servicing is included in the Basic Empty Weight.
• King Air 350 aircraft configuration: double club cabin seating and foyer lavatory with seat belt; no
baggage compartment seats installed.
• All fuel weights are calculated at 6.7 pounds per gallon.
• Takeoff from the (KBEC) Beech Factory at Wichita, Kansas, then fly 920 NM to and land at
(KMSO) Missoula, Montana.
1. Aircraft loading:
a. 2 pilots @ 180 pounds each
b. 7 passengers: 4 @ 180 pounds each and 3 @ 200 pounds
c. 500 pounds of baggage in the baggage compartment
d. 10 pounds of charts in the chart case
e. 30 pounds of catered goods in the forward cabinet
2. Conditions at the Beech Factory:
a. Elevation: 1387' MSL
b. OAT: +15°C
c. Weather: clear
d. Wind: 120° at 10 knots
e. Altimeter: 30.42"Hg
f. Runway 18 in use, 8000' available
3. Conditions at cruise altitude:
a. Altitude FL330
b. OAT: –41°C
c. No wind
d. Use normal cruise power with an average aircraft weight of 14,000 pounds.
e. 400 NM after takeoff the MEA is FL200, OAT –18°C, local area altimeter 30.32"Hg
4. Conditions at Missoula:
b. OAT: +21°C
c. Weather: clear
d. Wind: 090° @ 25 knots

PROBLEM B
• Takeoff from (KMSO) Missoula, Montana, then fly 593 NM to and land at (KGUC) Gunnison, Colorado.
b. 4 passengers: 2 @ 150 pounds each and 2 @ 220 pounds
f. 25 pounds of catered goods in the aft cabinet
2. Conditions at Missoula:
b. OAT: +21°C
c. Weather: clear
a. Altitude FL330
b. OAT: –51°C
c. No wind
e. 400 NM after takeoff the MEA is FL190, OAT –20°C, local area altimeter 30.15"Hg
4. Conditions at Gunnison:
b. OAT: +35°C
c. Weather: clear

PROBLEM C
• Takeoff from (KGUC) Gunnison, Colorado, then fly 769 NM to and land at (KYKM) Yakima,
Washington.
b. 7 passengers: 2 @ 150 pounds each and 2 @ 200 pounds, 2 @ 220 pounds, and 1 @ 300 pounds
f. 15 pounds of catered goods in the aft cabinet
2. Conditions at Gunnison:
b. OAT: +35°C
c. Weather: clear
a. Altitude FL320/FL340
b. OAT: –47°C
c. No wind
4. Conditions at Yakima:
b. OAT: +19°C
c. Weather: 1000 overcast, 2 miles visibility, tops at 7000
f. Runway 27 in use, 4500' available (last 3100' of 27 not available) (7604' total)

WEIGHT AND BALANCE LOADING FORM

SERIAL NO.______________________________ REG NO._____________________________ DATE_____________________________
LINE ITEM WEIGHT *( ) F.S. (IN) MOM/100 *( )
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 LB (5670 KG)
19 Fuel Loading
Subtotal—Ramp Weight
20
21 Less Fuel for Start, Taxi, and Takeoff**
Total—Takeoff Weight
22
*Enter units used. Lb and lb-in. or kg and kg-in.
**Fuel for start, taxi, and takeoff is normally 100 lb (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
24
(including fuel for start, taxi, and takeoff)
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.

PLANNING
WEIGHT AND BALANCE
AND PERFORMANCE DATA SHEET
CLIMB CRUISE DESCENT TOTALS
TIME
FUEL
DISTANCE
DEPARTURE FIELD CONDITIONS: AIRPORT ELEVATION ________ ALTIMETER SETTING ________
PRESSURE ALTITUDE _______________FEET

OAT _______________°C
WIND COMPONENT _______________KTS. HEADWIND / TAILWIND
(CIRCLE ONE)
ICE VANES REQUIRED _______________YES / NO
RUNWAY LENGTH AVAILABLE _______________FEET
PLANNED TAKEOFF WEIGHT _______________LB.
FLAPS UP FLAPS APPROACH

MAX T/O WT TO ACHIEVE T/O CLIMB REQUIREMENT _______________LB. _______________LB.
SERVICE CEILING—ONE ENGINE INOP (PART 135) _______________FEET

STATIC TAKEOFF POWER, ANTI-ICE OFF _______________% TORQUE

V1, VR, AND V2 _______________KTS. _______________KTS.
TAKEOFF FIELD LENGTH _______________FEET _______________FEET
MAX TAKEOFF WEIGHT AS LIMITED BY TIRE SPEED _______________LB. _______________LB.
LANDING FIELD CONDITIONS: AIRPORT ELEVATION ________ ALTIMETER SETTING ________

OAT _______________°C
(CIRCLE ONE)
PLANNED LANDING WEIGHT _______________LB.

MAX LND WT TO ACHIEVE CLIMB REQUIREMENTS _______________LB.
LANDING DISTANCE FLAPS DOWN FLAPS UP

– OVER 50 _______________FEET _______________FEET
– 1 ENGINE INOP OVER 50 _______________FEET


2 Pilot
3 Copilot
9 Passenger 6
10 Passenger 7
11 Passenger 8
12 Passenger 9
13 Passenger 10
15 Baggage
16 Baggage
17 Baggage
18
19 Fuel Loading
20
22

24
and Moments Table

PLANNING
WEIGHT AND BALANCE
TIME
FUEL
DISTANCE

OAT _______________°C
(CIRCLE ONE)



V1, VR, AND V2 _______________KTS. _______________KTS.

OAT _______________°C
(CIRCLE ONE)


– OVER 50 _______________FEET _______________FEET


2 Pilot
3 Copilot
9 Passenger 6
10 Passenger 7
11 Passenger 8
12 Passenger 9
13 Passenger 10
15 Baggage
16 Baggage
17 Baggage
18
19 Fuel Loading
20
22

24
and Moments Table

PLANNING
WEIGHT AND BALANCE
TIME
FUEL
DISTANCE

OAT _______________°C
(CIRCLE ONE)



V1, VR, AND V2 _______________KTS. _______________KTS.

OAT _______________°C
(CIRCLE ONE)


– OVER 50 _______________FEET _______________FEET

ANSWERS TO PROBLEM A
LINE ITEM WEIGHT *(LB) F.S. (IN) MOM/100 *(LB-IN.)
1 Basic Empty Weight 9266 18,394
2 Pilot 180 232
3 Copilot 180 232
4 Passenger 1 or Cargo in Section A 200 175 350
5 Passenger 2 or Cargo in Section B 200 175 350
6 Passenger 3 or Cargo in Section C 200 216 432
7 Passenger 4 or Cargo in Section D 180 216 389
8 Passenger 5 or Cargo in Section E 180 247 445
9 Passenger 6 180 247 445
10 Passenger 7 180 292 526
11 Passenger 8
12 Passenger 9
13 Passenger 10
15 Baggage Aft Cabin 500 359 1795
16 Baggage Chart Cases 10 148 15
17 Baggage Catering: Forward Cabinet 30 157 47
18 11,486 205.9 23,652
19 Fuel Loading 3611 7414
20 15,097 31,066
21 Less Fuel for Start, Taxi, and Takeoff** -100 -227
22 14,997 205.6 30,839

23 Fuel Loading from Line 19 3611
24 -1942
25 Moment/100 from Usable Fuel Weights 1669 3292
and Moments Table
26 Zero Fuel Weight from Line 18 11,486 23,652
27 Total Landing Weight (line 25 + 26) 13,155 204.8 26,944

ANSWERS TO PROBLEM A
PLANNING
WEIGHT AND BALANCE
TIME (HH:MM) :31 1:56 :20 3:27
FUEL (LB) 480 1227 235 1942
DISTANCE (NM) 110 704 106 920
1409
DEPARTURE FIELD CONDITIONS: AIRPORT ELEVATION ________ 30.42
ALTIMETER SETTING ________
PRESSURE ALTITUDE 1000

_______________FEET ISA +10
OAT 15
_______________°C
WIND COMPONENT 5
_______________KTS. HEADWIND / TAILWIND
(CIRCLE ONE)
ICE VANES REQUIRED NO
_______________YES / NO
RUNWAY LENGTH AVAILABLE 8000
_______________FEET
PLANNED TAKEOFF WEIGHT 14,997
_______________LB.

MAX T/O WT TO ACHIEVE T/O CLIMB REQUIREMENT 15,000
_______________LB. 15,000
_______________LB.
SERVICE CEILING—ONE ENGINE INOP (PART 135) 20,000

T/O____________FEET 23,000
LDG____________FEET
STATIC TAKEOFF POWER, ANTI-ICE OFF 95
_______________% TORQUE

V1, VR, AND V2 106, 110, 117
_______________KTS. 99, 104, 109
_______________KTS.
TAKEOFF FIELD LENGTH 4437
_______________FEET 3512
_______________FEET
MAX TAKEOFF WEIGHT AS LIMITED BY TIRE SPEED N/A
_______________LB. N/A
_______________LB.
3206 ALTIMETER SETTING ________

LANDING FIELD CONDITIONS: AIRPORT ELEVATION ________ 30.12

_______________FEET
OAT 21
_______________°C
WIND COMPONENT 23
(CIRCLE ONE)
_______________FEET
PLANNED LANDING WEIGHT 13,155

_______________LB.
15,000
MAX LND WT TO ACHIEVE CLIMB REQUIREMENTS _______________LB. 5.5% SE

– OVER 50 2380
_______________FEET 2950
_______________FEET
– 1 ENGINE INOP OVER 50 2880
_______________FEET

ANSWERS TO PROBLEM B
2 Pilot 180 129 232
3 Copilot 180 129 232
4 Passenger 1 or Cargo in Section A 10 (charts) 148 15
5 Passenger 2 or Cargo in Section B 20 (forward cabinet) 157 31
9 Passenger 6
10 Passenger 7 150 292 438
11 Passenger 8 150 292 438
12 Passenger 9
13 Passenger 10 25 (aft cabinet) 307 76.5
15 Baggage 400 359 1436
16 Baggage
17 Baggage
18 10,821 21,940.5
20 12,821 202.02 25,900.5
22 12,721 201.8 25,673.5

23 Fuel Loading from Line 19 2000 3960
24 -1307
25 Moment/100 from Usable Fuel Weights 693 1330
and Moments Table
26 Zero Fuel Weight from Line 18 10,821 21,940.5
27 Total Landing Weight (line 25 + 26) 11,514 202.1 23,270.5
Application notes:
1) Not enough IFR Fuel Reserve, 45 min., need 900 lb (adjust Loading/Destination as needed)
2) Max T/O weight limited to 13,000 lb per "Maximum Landing Weight To Achieve Climb Requirements" chart

ANSWERS TO PROBLEM B
PLANNING
WEIGHT AND BALANCE
TIME (HH:MM) :19 1:36 :17 2:12
FUEL (LB) 250 812 210 1272
DISTANCE (NM) 62 451 80 593
DEPARTURE FIELD CONDITIONS: AIRPORT ELEVATION ________

30.12

_______________FEET
OAT +21
_______________°C
WIND COMPONENT 23
(CIRCLE ONE)
_______________YES / NO
_______________FEET
_______________LB.

_______________LB. 15,000
_______________LB.

_______________FEET
STATIC TAKEOFF POWER, ANTI-ICE OFF 84.5
_______________% TORQUE

V1, VR, AND V2 99, 104, 110
_______________KTS. 97, 102, 106
_______________KTS.
_______________FEET 3400
_______________FEET
MAX TAKEOFF WEIGHT AS LIMITED BY TIRE SPEED 15,000
_______________LB. 15,000
_______________LB.
LANDING FIELD CONDITIONS: AIRPORT ELEVATION ________

30.17

_______________FEET
OAT +35
_______________°C
WIND COMPONENT 7
(CIRCLE ONE)
_______________FEET

_______________LB.
13,013

– OVER 50 2898
_______________FEET 3500
_______________FEET
_______________FEET

ANSWERS TO PROBLEM C
2 Pilot 180 129 232
3 Copilot 180 129 232
4 Passenger 1 or Cargo in Section A 300 175 525
5 Passenger 2 or Cargo in Section B 220 175 385
8 Passenger 5 or Cargo in Section E 200 247 494
9 Passenger 6 150 247 371
10 Passenger 7 150 292 438
11 Passenger 8
12 Passenger 9
13 Passenger 10
14 Total Cabinet Contents 10 (charts) 148 15
15 Baggage 550 359 1975
16 Baggage 10 (fwd cabinet) 157 16
17 Baggage 15 (aft cabinet) 307 46
18 11,651 206.2 24,030
20 13,750 205.0 28,189
22 13,650* 204.8 27,962

23 Fuel Loading from Line 19 2099
24 1690
25 Moment/100 from Usable Fuel Weights 409** 743
and Moments Table
26 Zero Fuel Weight from Line 18 11,651 24,030
27 Total Landing Weight (line 25 + 26) 12,060 205.4 24,773
*NOTE: Loads and/or destination should be adjusted to plan for appropriate fuel reserves.
**NOTE: Limited to 13,560 lb based on "Maximum Takeoff Weight To Achieve Takeoff Climb Requirements" chart.

ANSWERS TO PROBLEM C
PLANNING
WEIGHT AND BALANCE
TIME (HH:MM) :20 2:06 :23 2:49
FUEL (LB) 335 1095 260 1690
DISTANCE (NM) 68 591 110 769
7680
DEPARTURE FIELD CONDITIONS: AIRPORT ELEVATION ________ 30.17
ALTIMETER SETTING ________

_______________FEET
OAT +35
_______________°C
WIND COMPONENT 6
(CIRCLE ONE)
_______________YES / NO
_______________FEET
_______________LB.

_______________LB. 13,000
_______________LB.

_______________FEET
STATIC TAKEOFF POWER, ANTI-ICE OFF 61.5
_______________% TORQUE

V1, VR, AND V2 109, 109, 114
_______________KTS. 100, 102, 105
_______________KTS.
_______________FEET 6525
_______________FEET
MAX TAKEOFF WEIGHT AS LIMITED BY TIRE SPEED 15,000
_______________LB. 15,000
_______________LB.

LANDING FIELD CONDITIONS: AIRPORT ELEVATION ________ 29.62

_______________FEET
OAT +19
_______________°C
WIND COMPONENT 5
(CIRCLE ONE)
_______________FEET

_______________LB.
15,000

– OVER 50 2400
_______________FEET 3000
_______________FEET
_______________FEET

ROCKWELL COLLINS PRO LINE 21

FLIGHT GUIDANCE SELECTION—APPROACHES
Localizer-based Approaches
DA Minimums (ILS or SDF / LDA / with glideslope)
2 Final Descent
GS Capture
Altitude Preselector -
1 Prior to FAF Missed Approach
APPR 3 Missed Approach
1) Power / GA Button
1
Baro Min set 2 2) Aircraft configuration set
to DA 3 3) SNAP check
MDA Minimums (LOC / SDF / LDA / LOC BC / no glideslope)

2 Final Descent
1 Prior to FAF VS or FLC
APPR*
Baro Min set Stepdown or MDA 3 Missed Approach
to MDA
* - Consider selecting NAV mode after 1 2) Aircraft configuration set
NAV-to-NAV transfer to avoid capturing 2
3 3) SNAP check
inappropriate GS Indications.
Non-Localizer Approaches
DA Minimums (LPV / LNAV-VNAV / CDFA) RNAV (GPS) / RNAV (GNSS)
2nm to FAF - LPV APPR or GPS APPR
VOR / NDB tune manually
2 Final Descent Bearing pointer or
VGP Capture CDI on non-flying side
1 Prior to FAF
Missed Approach
APPR + VNAV 3 Missed Approach
1
Baro Min set 2 2) Aircraft configuration set
3
to DA 3) SNAP check
MDA Minimums (LNAV / VOR / NDB) RNAV (GPS) / RNAV (GNSS)

2 Final Descent 2nm to FAF - GPS APPR
VPATH or VS or FLC VOR / NDB tune manually
Bearing pointer or
Altitude Preselector - CDI on non-flying side
1 Prior to FAF
Stepdown or MDA 3 Missed Approach
NAV + VNAV
1 2) Aircraft configuration set
Baro Min set 2
3
to MDA 3) SNAP check

ROCKWELL COLLINS WAAS FMS (VERSION 4.0)

QUICK REFERENCE GUIDE
SELECT SBAS PROVIDER
Choose the appropriate SBAS provider for world region:
WAAS = North America
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.
If appropriate provider is not chosen, an amber CHK SBAS SVC PRVDR message appears on the
CDU message line when loading an LPV 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:
1. Confirm 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).
3. WAAS LPV is displayed at R5.
a. In Europe, EGNOS LPV
b. In Japan, MSAS LPV
c. This label only indicates the selected approach has an LPV minimum published. It is NOT
real-time display of system capability.
4. Verify LEGS page or MFD MAP to ensure proper information.
5. EXECute after confirmation.
The PFD displays LPV TERM in white when within 31NM of the desired airport. The PFD displays
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 annunciated 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.

FAILURE OF SBAS DURING LPV APPROACH

The following procedures assume only the SBAS system has failed. The GPS system is still
operating normally.
RAIM prediction and RAIM checking is automatically used by the FMS as in non-SBAS units.
If the whole GPS system fails, then a non-GPS approach has to be flown as per AFM or AFM
supplement guidance (See "Navigation Integrity" of this handout).
Inside 31NM to airport, but prior to FAF

1. These messages appear on the CDU:
a. An amber LPV NOT AVAILABLE
b. Also, if LNAV minimums are published, an amber USE LNAV MINIMUM
2. If LNAV minimums are published, this message appears on the MFD:
a. An amber USE LNAV MINIMUM
3. An amber MSG flashes on the PFD.
4. The VNAV deviation has a red VNV flag with the deviation indicator removed.
5. Aircraft can be descended with non-VNAV (VS, FLC, etc.) modes to the LNAV minimum.

OR
5. Aircraft can be descended using VNAV with manual selections:
a. Press DEP / ARR —> ARR DATA or Press IDX —> page 2 —> ARR DATA
b. Choose BARO (L4) as the APPR VNAV GP.
c. EXECute VNAV change.
d. Verify VNAV indications have returned on the PFD.
e. Use baro-VNAV to descend to appropriate minimums (LNAV / VNAV or LNAV).
The PFD displays TERM in white when within 31NM of the desired airport. The PFD displays GPS
APPR in green when within 2NM of the FAF.

Inside the FAF

1. These messages appear on the CDU:
a. An amber LPV NOT AVAILABLE
b. Also, if LNAV minimums are published, an amber USE LNAV MINIMUM
2. If LNAV minimums are published, this message will appear on the MFD:
a. An amber USE LNAV MINIMUM
4. The VNAV deviation has 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 NOT allowed inside the FAF

LOAD LNAV/VNAV OR LNAV APPROACH

3. GNSS BARO is displayed at R5.
a. This label only indicates the selected approach will be using baro-VNAV. It is NOT real-
time display of system capability.
The PFD displays TERM in white when within 31NM of the desired airport. The PFD displays GPS
APPR in green when within 2NM of the FAF. Baro-VNAV is used for the entire procedure. Baro-
VNAV temperature restrictions apply to LNAV/VNAV minimums.

FAILURE OF SBAS DURING LNAV/VNAV APPROACH

No messages appear if the SBAS signal fails during an LNAV / VNAV or LNAV approach provided
the navigation integrity from the GPS remains within limits.
RAIM prediction and RAIM checking is automatically used by the FMS as in non-SBAS units.
Inside 31NM to airport

1. If RAIM is insufficient for the approach, an amber NO NPA RAIM appears on the CDU.
3. Accomplish a non-GPS approach as per AFM or AFM supplement.

LOAD LNAV/VNAV APPROACH WITH WAAS (RARE)

The following images and information may be available in the Collins FMS if an LNAV/VNAV
approach is designed to use SBAS.
3. SBAS L/V is displayed at R5.
a. This label only indicates the selected approach will be using SBAS VNAV. It is NOT real-
The FMS uses any available SBAS provider for lateral navigation. The PFD displays L/V TERM in
white when within 31NM of the desired airport. The PFD displays L/V APPR in green when within
2NM of the FAF. The FMS uses Baro-VNAV until the FACF and then transitions to SBAS VNAV just
like LPV approaches. Baro-VNAV temperature restrictions do not apply when using SBAS VNAV.
For failure of SBAS integrity, see the LPV Approach section.

LOAD NON-GPS APPROACH

3. BARO is displayed at R5.
a. This label only indicates the selected approach will be using Baro-VNAV. It is NOT real-
A NO APPR label appears on the PFD. An APPR FOR REF ONLY appears on the CDU. Verify AFM
or AFM supplement limitations for navigation guidance requirements.

NAVIGATION INTEGRITY
If the navigation integrity falls outside of tolerance for the phase of flight (enroute or terminal), a
message is displayed on the CDU and PFD. This message is a total FMS integrity message and will
appear whether SBAS is being received or not.
1. A LOSS OF INTEGRITY message appears on the CDU.
2. A LOI or LOI TERM appears on the PFD depending on the 31NM distance from the airport.
3. Use another source of navigation.

RAIM PREDICTION
RAIM prediction will only be necessary when outside the coverage of SBAS or during SBAS
NOTAM’s indicating an outage of signal integrity.
1. Press IDX —> GNSS CONTROL.
2. Choose NPA RAIM (L5).
3. Destination airport will automatically be filled with flight plan destination airport.
4. Enter satellites that have been NOTAM’d out of service in the deselect option in L3.
5. The ETA is automatically filled when inflight or it can be manually entered in R2 (i.e. when
still on the ground).
These are the possible outcomes of approach RAIM prediction:
AVAILABLE
UNAVAILABLE
REQ PENDING

KING AIR 350ER

SELECTED OPERATING SYSTEMS AND LIMITATIONS
The format of this Client Guide is presented with regard to similarities between the King Air 350ER
and 350. The material in this section identifies limitation differences the King Air 350ER has from the
King Air 350 aircraft. When differences are not distinguished in this section, consider the information
to be the same for both aircraft.
AIRSPEED LIMITATIONS
Maneuvering Speed (VA)...................................................................................................... 182 KIAS
Maximum Landing Gear Extended Speed (VLE)................................................................. 182 KIAS
Maximum Landing Gear Operating Speeds (VLO):
Extension....................................................................................................................... 182 KIAS
Retraction...................................................................................................................... 164 KIAS
Air Minimum Control Speed (VMCA):
Propeller Feathered/Flaps Up....................................................................................... 101 KIAS
Propeller Feathered/Flaps Approach............................................................................... 98 KIAS
Maximum Operating Speed (VMO):
Sea Level to 24,000....................................................................................................... 245 KIAS
24,000 to 35,000 (MMO).............................................................................................. 0.58 Mach
WEIGHT LIMITS
Maximum Ramp Weight........................................................................................................ 16,600 lb
Maximum Takeoff Weight...................................................................................................... 16,500 lb
Maximum Landing Weight.................................................................................................... 15,675 lb
Maximum Zero Fuel Weight.................................................................................................. 13,000 lb
MISCELLANEOUS AIRSPEEDS
Airspeeds for Safe Operation (16,500 lb)
Two-Engine Best Angle-of-Climb (VX)................................................................................ 135 KIAS
Two-Engine Best Rate-of-Climb (VY).................................................................................. 135 KIAS
Cruise Climb (All Altitudes to 35,000 ft)............................................................................. 135 KIAS
Intentional One-Engine-Inoperative Speed (VSSE)............................................................... 135 KIAS

CHAPTER 8
ANNUNCIATORS
CONTENTS
Page
ANNUNCIATORS....................................................................................................................8-1
Annunciator Panels............................................................................................................8-1
Warning Annunciators.......................................................................................................8-2
Caution Annunciators........................................................................................................8-2
Advisory Annunciators......................................................................................................8-3
Status Annunciators...........................................................................................................8-3

ANNUNCIATORS
WARNING ANNUNCIATOR PANEL
CAUTION/ADVISORY/STATUS ANNUNCIATOR PANEL
Annunciator Panels

WARNING ANNUNCIATORS CAUTION ANNUNCIATORS

ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION
AIRSTAIR DOOR OR CARGO DOOR METAL CONTAMINATION IN LEFT
IS OPEN OR NOT SECURE ENGINE OIL IS DETECTED
CABIN PRESSURE ALTITUDE METAL CONTAMINATION IN RIGHT

EXCEEDS 12,000 FEET ENGINE OIL IS DETECTED
CABIN DIFFERENTIAL PRESSURE

EXCEEDS 6.9 PSI NO LEFT AUXILIARY FUEL TRANSFER
FUEL PRESSURE FAILURE ON THE

LEFT SIDE NO RIGHT AUXILIARY FUEL TRANSFER
FUEL PRESSURE FAILURE ON THE

RIGHT SIDE BATTERY IS ISOLATED FROM THE
GENERATOR BUSES
LOW OIL PRESSURE LEFT ENGINE

DUCT AIR IS TOO HOT
LOW OIL PRESSURE RIGHT ENGINE

LEFT ENGINE SELECTED ANTI-ICE
SYSTEM IS INOPERATIVE
MELTED OR FAILED PLASTIC LEFT
BLEED-AIR FAILURE WARNING LINE
RIGHT ENGINE SELECTED ANTI-ICE
SYSTEM IS INOPERATIVE
MELTED OR FAILED PLASTIC RIGHT
BLEED-AIR FAILURE WARNING LINE LEFT FUEL QUANTITY—LESS
THAN 30 MINUTES REMAINING AT
MAXIMUM CONTINUOUS POWER
RIGHT FUEL QUANTITY—LESS
THAN 30 MINUTES REMAINING AT
CAUTION ANNUNCIATORS MAXIMUM CONTINUOUS POWER
ANNUNCIATOR CAUSE FOR ILLUMINATION

ELECTRIC HEAT IS ON
LEFT GENERATOR IS OFF LINE

EXTERNAL POWER CONNECTOR IS
PLUGGED IN
RIGHT GENERATOR IS OFF LINE
LEFT BLEED-AIR VALVE SWITCH IS
CLOSED
LEFT GENERATOR BUS IS ISOLATED
FROM THE CENTER BUS
RIGHT BLEED-AIR VALVE SWITCH IS
CLOSED
RIGHT GENERATOR BUS IS
ISOLATED FROM THE CENTER BUS AUTOFEATHER SWITCH IS NOT
ARMED AND LANDING GEAR IS
HYDRAULIC FLUID IN THE POWER EXTENDED
PACK IS LOW
RUDDER BOOST SWITCH IS OFF
PROPELLER LEVERS ARE NOT IN THE
HIGH-RPM, LOW-PITCH POSITION
WITH THE LANDING GEAR EXTENDED OXYGEN ARMING HANDLE HAS
NOT BEEN PULLED, OR SYSTEM
FAILED TO CHARGE

CAUTION ANNUNCIATORS STATUS ANNUNCIATORS

ANNUNCIATOR CAUSE FOR ILLUMINATION ANNUNCIATOR CAUSE FOR ILLUMINATION
LEFT PITOT HEAT IS INOPERATIVE LEFT PROPELLER IS BELOW THE

OR SWITCH IS IN THE OFF POSITION FLIGHT IDLE STOP
RIGHT PITOT HEAT IS INOPERATIVE RIGHT PROPELLER IS BELOW THE

OR SWITCH IS IN THE OFF POSITION FLIGHT IDLE STOP
28V IS BEING DELIVERED TO ONE

CABIN ALTITUDE EXCEEDS 10,000
OR BOTH GROUND IDLE LOW
FEET
PITCH STOP SOLENOIDS
LANDING LIGHT(S) OR THE TAXI
LIGHT IS ON WITH THE LANDING
GEAR UP
ADVISORY ANNUNCIATORS PASSENGER OXYGEN SYSTEM IS

CHARGED
ANNUNCIATOR CAUSE FOR ILLUMINATION
LEFT IGNITION AND ENGINE
RIGHT ENGINE N1 IS TOO LOW FOR
START SWITCH IS ON, OR LEFT
AIR-CONDITIONING LOAD
AUTOIGNITION SYSTEM IS ARMED
WITH LEFT ENGINE TORQUE IS
BELOW 17%
RIGHT IGNITION AND ENGINE
START SWITCH IS ON, OR RIGHT
AUTOIGNITION SYSTEM IS ARMED
WITH RIGHT ENGINE TORQUE IS
BELOW 17%
LEFT ENGINE ANTI-ICE VANES
ARE IN POSITION FOR ICING
CONDITIONS
RIGHT ENGINE ANTI-ICE VANES
ARE IN POSITION FOR ICING
CONDITIONS
FUEL CROSSFEED VALVE IS OPEN
WING SURFACE DEICE SYSTEM IS

IN OPERATION
HORIZONTAL STABILIZER SURFACE

DEICE SYSTEM IS IN OPERATION
LEFT BRAKE DEICE SYSTEM IS IN

OPERATION *
RIGHT BRAKE DEICE SYSTEM IS IN

OPERATION *
MANUALLY CLOSED GENERATOR

BUS TIES
INCOMING TELEPHONE CALL *
* OPTIONAL/IF INSTALLED

CHAPTER 9
SCHEMATICS
CONTENTS
Figure Title Page
9-1 King Air 350 Electrical System Component Location................................................ 9-1
9-2 Electrical System......................................................................................................... 9-1
9-3 Fuel System Schematic Diagram................................................................................ 9-2
9-4 Main Fuel Tank System............................................................................................... 9-2
9-5 Auxiliary Fuel Tank System........................................................................................ 9-3
9-6 Main Fuel Tank System............................................................................................... 9-3
9-7 Fuel Quantity Indication System................................................................................. 9-4
9-8 Auxiliary Fuel Transfer System—Operating............................................................... 9-4
9-9 Crossfeed Schematic................................................................................................... 9-5
9-10 Fuel Purge System....................................................................................................... 9-5
9-11 Fuel Drain Locations................................................................................................... 9-6
9-12 Standby Pump Drain.................................................................................................... 9-6
9-13 Engine Lubrication Diagram....................................................................................... 9-7
9-14 Simplified Fuel System Diagram (Left Side).............................................................. 9-7
9-15 Engine Fire Detection System FL-122 and After........................................................ 9-8
9-16 Engine Fire Detection System Simplified Schematic.................................................. 9-8
9-17 Fire-Extinguishing System FL-121 and After............................................................. 9-9
9-18 Pneumatic System Diagram........................................................................................ 9-9
9-19 Bleed-Air Warning System Diagram......................................................................... 9-10
9-20 Propeller Deice System Schematic............................................................................ 9-10
9-21 Surface Deice System Diagram................................................................................. 9-11

9-22 Brake Deice Schematic (System On)........................................................................ 9-11

9-23 Air Conditioning System (FL-1, FL-4-492, FL-494-499)......................................... 9-12
9-24 Air Conditioning System (FL-493, 500, and Subsequent)........................................ 9-12
9-25 Air Conditioning System Control Diagram............................................................... 9-13
9-26 King Air 350 Pressurization and Environmental Distribution System...................... 9-14
9-27 King Air 350 Pressurization System and Controls.................................................... 9-15
9-28 Flow Control Unit Schematic.................................................................................... 9-15
9-29 Pressurization System Schematic.............................................................................. 9-16
9-30 Hydraulic Landing Gear Plumbing Schematic.......................................................... 9-16
9-31 Hydraulic Landing Gear Schematic.......................................................................... 9-17
9-32 Brake System Schematic........................................................................................... 9-17
9-33 Flap Control System.................................................................................................. 9-18
9-34 Oxygen System Schematic........................................................................................ 9-18
9-35 350ER Fuel System Schematic Diagram.................................................................. 9-19

LEGEND
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
STR/ LC = LINE CONTACTOR CTR BUS = CENTER BUS STR/
GEN SB = SUB BUS RG = RIGHT GENERATOR GEN
SR = STARTER RELAY LG = LEFT GENERATOR
BB = BATTERY BUS RCCB = REMOTE CONTROL
LLC
RLC
BR = BATTERY RELAY CIRCUIT BREAKER
LSR DFB = DUAL-FED BUS S = SWITCH
RSR
DUAL BATT
FED BUS
RGBUS
LGBUS
BUS
LBT
RBT
CTR TRIPLE
RSB
LSB BUS FED
BUS
EXT
RCCB PWR
EPR
BR
BBT
BBS
BATTERY
BS
GEN GEN
CONT CONT
Figure 9-1. King Air 350 Electrical System Component Location
Figure 9-2. Electrical System

LEGEND
FUEL RETURN/FUEL VENT
FUEL FLOW TRANSMITTER AND INDICATOR
AVIATION FUEL
ENGINE FUEL MANIFOLD
FUEL AT STRAINER OR FILTER P3 BLEED AIR LINE
FUEL CONTROL UNIT
FUEL UNDER PUMP PRESSURE ENGINE-DRIVEN HIGH-PRESSURE FUEL PUMP
FUEL CROSSFEED FUEL HEATER FUEL PURGE TANK
FUEL RETURN AIR FILTER FIREWALL FUEL FILTER

P3 AIR LINE FOR FUEL PURGE FUEL CONTROL PURGE LINE DRAIN VALVE
FUEL VENT LEFT FUEL PRESSURE ANNUNCIATOR PRESSURE SWITCH
ENGINE-DRIVEN BOOST PUMP
FILLER
CHECK VALVE
FUEL QUANTITY PROBES FIREWALL SHUTOFF VALVE
GRAVITY FLOW CHECK VALVE
SUCTION RELIEF VALVE STANDBY BOOST PUMP
STRAINER AND DEFUELING DRAIN VALVE
CHECK VALVE
TRANSFER CONTROL MOTIVE FLOW VALVE NACELLE TANK 54 GALLONS
FUEL FLOW INDICATOR
VENT FLOAT VALVE
FUEL PRESSURE ANNUNCIATOR MAIN: 190 GAL PRESSURE SWITCH FOR LEFT
AUX: 79.5 GAL NO FUEL TRANSFER ANNUNCIATOR CROSSFEED VALVE
W.S. 290.92
FUEL LOW LEVEL SENSOR
WING LEADING EDGE

WING LEADING EDGE 40 GALLONS STRAINER, DRAIN
13 GALLONS AND FUEL SWITCH
25 GALLONS BOX
INTEGRAL (WET CELL)
BOX SECTION SECTION
35 GALLONS
AUXILIARY
23 GALLONS
DRAIN VALVE 79.5 GALLONS
RECESSED VENT
AIR INLET HEATED RAM VENT
VENT FLOAT VALVE
DRAIN
FLAME ARRESTOR TRANSFER JET PUMP
Figure 9-3. Fuel System Schematic Diagram

LEGEND
AVIATION FUEL
FUEL AT STRAINER OR FILTER
FILLER
FUEL QUANTITY PROBES
SUCTION RELIEF VALVE
CHECK VALVE
FUEL LOW
FUEL FLOW INDICATOR LEVEL SENSOR
NACELLE TANK
FUEL PRESSURE ANNUNCIATOR 54 GALLONS
CROSSFEED VALVE
WING LEADING EDGE WING LEADING EDGE

13 GALLONS 40 GALLONS
INTEGRAL (WET CELL) 25 GALLONS BOX

35 GALLONS BOX SECTION SECTION
23 GALLONS
MAIN: 190 GAL EACH SIDE
Figure 9-4. Main Fuel Tank System

LEGEND
AVIATION FUEL
FUEL AT STRAINER
OR FILTER
FILLER
CHECK VALVE
AUXILIARY TANK:
79.5 GALLONS
STRAINER, DRAIN
AND FUEL SWITCH
AUXILIARY
TRANSFER JET PUMP
Figure 9-5. Auxiliary Fuel Tank System

LEGEND
FUEL VENT
FUEL AT STRAINER OR FILTER
FILLER
CHECK VALVE
FUEL FLOW INDICATOR
FUEL PRESSURE ANNUNCIATOR VENT FLOAT VALVE
PRESSURE
RELIEF VALVE
VENT FLOAT VALVE
INTERGRAL FUEL CELL

RECESSED VENT
HEATED RAM VENT FLOAT CHECK VALVE
Figure 9-6. Main Fuel Tank System

AUX FUEL
GRAVITY FEED
FROM OUTBOARD
MAIN TANKS
FUEL PROBE
FUEL LOW
LEVEL SENSOR
CAPACITANCE
PROBES
OUTLET
STANDBY BOOST PUMP
STRAINER
NACELLE TANK INSTALLATION
FUEL LOW LEVEL SENSOR
CAPACITANCE
PROBES
Figure 9-7. Fuel Quantity Indication System

AUX TRANSFER SWITCH FLOAT MOTIVE FLOW PRESSURE
OVERRIDE SWITCH (6±1 psi)
SWITCH
NOT EMPTY
AUX
TRANSFER AUTO
11±2
CB
SEC
DELAY
CROSSFEED ON (ON ONLY)
(TURNS OFF EMPTY
AUTOMATIC
RECEIVING SIDE FUEL
MOTIVE FLOW ONLY) 6.5 SEC
TRANSFER
DELAY
MODULE
IGNITION ON
(CLOSES MOTIVE
FLOW VALVE)
N.C. JET TRANSFER PUMP
MOTIVE FLOW VALVE TO

NACELLE
BOOST PUMP PRESS TANK
PRESSURE SWITCH WARN
FROM AUX
CB TANK SUMP
MOTIVE FLOW
PRESSURE SWITCH - OPEN
TO ENGINE FROM BOOST PUMP
Figure 9-8. Auxiliary Fuel Transfer System—Operating


FIREWALL SHUTOFF VALVE
MOTIVE MOTIVE
STANDBY BOOST PUMP
FLOW VALVE FLOW VALVE
CROSSFEED VALVE
Figure 9-9. Crossfeed Schematic
LEGEND
BOOST PUMP PRESSURE FUEL
FLOW *
HIGH-PRESSURE FUEL FUEL ENGINE
FUEL FUEL CONTROL
ENGINE BLEED AIR HEAT PUMP
UNIT
FROM
DUMP P3 AIR
VALVE
POPPET
VALVE
FIRESEAL
PURGE
CHECK CHECK LINE
VALVE VALVE
PURGE TANK
FILTER TO
PNEUMATICS
TO
FLOW PACKAGE
Figure 9-10. Fuel Purge System

DRAIN VALVE (5)
STRAINER AND
DEFUELING
DRAIN VALVE (4)
DRAIN VALVE (2 & 3) STRAINER, DRAIN

AND FUEL SWITCH (6)
DRAIN VALVE (1)
Figure 9-11. Fuel Drain Locations
STANDBY
PUMP
DRAIN
Figure 9-12. Standby Pump Drain

LEGEND OIL TANK

PRESSURE OIL BREATHER AIR SCAVENGE OIL BREATHER
PROPELLER TORQUEMETER OIL DIPSTICK

SUPPLY OIL PRESSURE DIVERTER
OIL FILTER AND
VALVE
PROPELLER GOVERNOR TORQUEMETER OIL CHECK VALVE
AND BETA CONTROL CONTROL VALVE TO
COOLER
OIL
SUPPLY TO BYPASS VALVE
PROPELLER OIL FUEL
TANK
HEATER
PRESSURE
REGULATING
VALVE
OIL
TRANSFER
SLEEVE SCAV-
ENGE
TORQUEMETER PUMP
CHIP
DETECTOR
TORQUEMETER TO OIL PRESS. INDICATOR ACCESORY
PRESSURE GEARBOX
TO OIL TEMP. INDICATOR DRAIN
INDICATOR TANK
TO OIL PRESSURE LIGHT DRAIN BYPASS VALVE
Figure 9-13. Engine Lubrication Diagram

FUEL CONTROL UNIT MINIMUM FLOW CONDITION
TO ADJUSTMENT LEVER
PURGE LINE
GRAVITY
FEED
LINE
COCKPIT
GAGE
ENGINE-
OIL-TO- DRIVEN FCU FUEL
FUEL BOOST FLOW VALVE MINUMUM PRESSURE
HEAT PUMP AND FLOW VALVE
EXCHANGER (HIGH- 3D CAM
PRESSURE) FUEL
CUTOFF
VALVE
P3 AIR
FIREWALL FUEL FLOW
FUEL FILTER P3
TRANSMITTER
AND
PRESSURE
SWITCH
P3 PURGE FLOW
TANK DIVIDER
ENGINE-
POWER FUEL
DRIVEN
AND TOPPING Np
BOOST
CONDITION GOVERNOR
PUMP
LEVERS
N1
Figure 9-14. Simplified Fuel System Diagram (Left Side)

RESPONDER
UNIT SENSOR
TUBE
FIRE
SENSOR
TUBE
RESPONDER
UNIT
PRINTED
CIRCUIT
BOARD RESPONDER
UNIT
FIRE SENSOR TUBE
Figure 9-15. Engine Fire Detection System FL-122 and After
RESPONDER UNIT
ALARM
SWITCH (N.O.)
FIRE DETECTOR
CIRCUIT BREAKER TEMPERATURE
SENSING TUBE
28
VDC
ENGINE FIRE
TEST SWITCH
INTEGRITY
SWITCH
(N.C.—HELD
CLOSED BY
NORMAL
SENSOR
PRESSURE)
Figure 9-16. Engine Fire Detection System Simplified Schematic

LEGEND
FIRE EXTINGUISHER
DISCHARGE PLUMBING
FIRE DETECTION
PRESSURE ELECTRICAL WIRING
PYROTECHNIC GAGE
CARTRIDGE
FIRE EXTINGUISHER
SUPPLY CONTAINER
FIRE EXTINGUISHER BOTTLE
Figure 9-17. Fire-Extinguishing System FL-121 and After

TO PNEUMATIC LEGEND
PRESSURE GAGE
(IN COCKPIT) HIGH-PRESSURE BLEED AIR
FLIGHT
HOURS REGULATED BLEED AIR
GAGE VACUUM
DEICE TO
PRESSURE DISTRIBUTOR DEICE
RIGHT VALVE BOOTS
SWITCH
SQUAT
SWITCH
LANDING GEAR EXHAUST

HYDRAULIC OVERBOARD
FILL CAN EJECTOR
VACUUM
LEFT
REGULATOR
SQUAT GYRO
AIRSTAIR SWITCH INSTRUMENTS
DOOR SEAL 4 PSI
REGULATOR (PRIOR TO TO GYRO
LINE PRESSURATION PROLINE 21) SUCTION
CLOSED ON CONTROLLER, (IN COCKPIT)
GROUND OUTFLOW AND
(NO) SAFETY VALVES
LEFT BLEED-AIR WARNING SYSTEM RIGHT BLEED-AIR WARNING SYSTEM
18 PSI
PRESSURE
REGULATOR
CABIN AND WINDOW

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 9-18. Pneumatic System Diagram

PLUGS
ENGINE P3 ENGINE P3
ENVIRONMENTAL
BLEED-AIR ENVIRONMENTAL BLEED-AIR
BLEED-AIR
CONNECTOR BLEED-AIR CONNECTOR
SHUTOFF VALVE
SHUTOFF VALVE
AMBIENT PRESSURE
ENGINE ENGINE AMBIENT
AIR SWITCHES
FIREWALL FIREWALL AIR
PNEUMATIC PNEUMATIC
BLEED-AIR BLEED-AIR
SHUTOFF SHUTOFF
VALVE PLUGS PLUGS VALVE
WHEEL WHEEL
WELL WELL
LEGEND
BLEED-AIR WARNING LINES
ENVIRONMENTAL BLEED-AIR LINES
18 PSI PRESSURE REGULATOR
PNEUMATIC BLEED-AIR LINES
PLUGS
Figure 9-19. Bleed-Air Warning System Diagram
PROP PROP
TIMER AMMETER
MAIN
PROP
DEICE
35A
RH MANUAL
30A
RIGHT MANUAL
MANUAL PROP DEICE MANUAL PROP
OVERRIDE ON CONTROL DEICE CONTROL
RELAY SWITCH
5A
OFF
LH MANUAL
30A
LEFT
MANUAL
OVERRIDE
RELAY
Figure 9-20. Propeller Deice System Schematic

ENGINE P3
BLEED AIR VACUUM REGULATOR
BLEED AIR FLOW SOURCE ENGINE P3
CONTROL UNIT BLEED AIR
SOURCE
DEICE DEICE
BOOT PNEUMATIC BOOT
SHUTOFF
BLEED AIR FLOW
VALVE
CONTROL UNIT
WING DEICE BRAKE WING DEICE

PRESSURE SENSOR DEICE PRESSURE SENSOR
SWITCH (350 ONLY) BRAKE VALVE SWITCH (350 ONLY)
DEICE
VALVE
PNEUMATIC
CONTROL
ASSEMBLY
LEGEND
PRESSURE
TAIL DEICE
VACUUM PRESSURE SENSOR
SWITCH (350 ONLY)
PRESSURE OR VACUUM
DEICE BOOTS
Figure 9-21. Surface Deice System Diagram

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
BRAKE BRAKE
DEICE VALVES
DEICE DEICE CIRCUIT
SWITCH BREAKER
ON
28 VDC
OFF
LEFT 10 MINUTE UP RIGHT

BRAKE DEICE TIMER BRAKE DEICE
LEFT MAIN GEAR
MANIFOLD NOT UP MANIFOLD
UPLOCK SWITCH
Figure 9-22. Brake Deice Schematic (System On)

Figure 9-23. Air Conditioning System (FL-1, FL-4-492, FL-494-499)
Figure 9-24. Air Conditioning System (FL-493, 500, and Subsequent)

LH BYPASS TO CABIN
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
SELECTOR RIGHT ENGINE
BLEED AIR
AIR CONDITIONER
LH BYPASS VALVE
MOTOR SWITCH
Figure 9-25. Air Conditioning System Control Diagram (Sheet 1 of 2)
COCKPIT BLOWER
DUCT TEMP
SENSOR
GLARESHIELD AC
OUTLETS EVAPORATOR
WINDSHIELD COCKPIT
DEFOG OUTLET COCKPIT ADD HEAT
TEMP VALVE
SENSOR
COCKPIT OUTSIDE
FLOOR HEAT AIR TEMP
VALVE SENSOR
COCKPIT FLOOR
HEAT OUTLETS
COCKPIT
BLEED
BYPASS
VALVE
CONTROLLER
RIGHT ENGINE
CABIN DUCT
BLEED AIR HEAT
TEMP SENSOR
EXCHANGER
BLOWER
BLEED AIR
CABIN COOL AC TEMP SENSOR
AIR OUTLETS EVAPORATOR
LEFT ENGINE
CABIN ADD BLEED AIR HEAT
HEAT VALVE EXCHANGER
CABIN CABIN FLOOR
TEMP HEAT OUTLETS
SENSOR
CABIN FLOOR
HEAT VALVE BLEED
CABIN
BYPASS
SENSOR
TO OUTFLOW VALVES
CABIN
BYPASS
VALVE
Figure 9-25. Air Conditioning System Control Diagram (Sheet 2 of 2)

LEGEND
PRESSURE VESSEL
AMBIENT AIR
COOLED AIR
HEATED AIR
Figure 9-26. King Air 350 Pressurization and Environmental Distribution System

Figure 9-27. King Air 350 Pressurization System and Controls
AMBIENT TEMPERATURE SENSOR NORMAL/LOW
POWER
BLEED AIR ELECTRONIC
FLOW TRANSDUCER CONTROLLER SQUAT SWITCH
AMBIENT FLOW BLEED AIR LEGEND

CONTROL MOTOR FLOW CONTROL UNREGULATED BLEED AIR
MOTOR
AMBIENT AIR
SOLENOID
MIXED AMBIENT AND BLEED AIR
FIREWALL
AMBIENT SHUTOFF
AIR INLET VALVE
TO DUCT
AMBIENT FLOW AIR DISTRIBUTION
TRANSDUCER EJECTOR SYSTEM
CHECK VALVE
(MASS FLOW SENSOR)
BLEED AIR (HIGH FLOW) BYPASS
ENGINE BLEED AIR
Figure 9-28. Flow Control Unit Schematic

LEGEND STATIC
PLUG
CABIN AIR
VACUUM SOURCE
STATIC AIR
CONTROL PRESSURE OUT-
FLOW
INTERNAL PRESSURE ALTITUDE LIMIT VALVE
CONTROLLER
MOISTURE
ACCUMULATION ORIFICE
FLOW CONTROL DRAIN
PRESSURE
FILTER
CABIN PRESET STATIC
SOLENOID
NO LG
SAFETY
SWITCH
SAFETY
VALVE
CONTROL SWITCH ORIFICE

CABIN PRESSURE ALTITUDE
DUMP SOLENOID LIMIT
RESTRICTOR NC CONTROLLER
VACUUM SOURCE
ALTITUDE FROM
RATE PNEUMATIC
MANIFOLD
Figure 9-29. Pressurization System Schematic
HYDRAULIC
POWER PACK
RIGHT MAIN
GEAR ACTUATOR
NOSE GEAR
ACTUATOR
EMERGENCY
EXTENSION
LEFT MAIN
HANDLE
GEAR ACTUATOR
LEGEND
POWER PACK RETRACTION
POWER PACK EXTENSION
MANUAL EXTENSION
Figure 9-30. Hydraulic Landing Gear Plumbing Schematic

NOSE GEAR
LEGEND
ACTUATOR
POWER PACK RETRACTION
POWER PACK EXTENSION
MANUAL EXTENSION
PNEUMATIC PRESSURE
EMERGENCY
EXTENSION
HANDLE
ACCUMULATOR
HYDRAULIC
FLUID SERVICE
RESERVOIR VALVE
PRESSURE
VENT
MAIN MOTOR MAIN

LANDING HYDRAULIC LANDING
GEAR POWER GEAR
ACTUATOR PACK HYDRAULIC ACTUATOR
LINES
PNEUMATIC
PRESSURE
LINE
Figure 9-31. Hydraulic Landing Gear Schematic
RESERVOIR RESERVOIR
PILOT COPILOT PILOT COPILOT

MASTER MASTER MASTER MASTER
CYLINDERS CYLINDERS CYLINDERS CYLINDERS
LEGEND
LH PARK BRAKE RH PARK BRAKE FLUID UNDER LH PARK BRAKE RH PARK BRAKE
PRESSURE
SUPPLY FLUID
STATIC FLUID
LH WHEEL RH WHEEL LH WHEEL RH WHEEL

CYLINDER CYLINDER CYLINDER CYLINDER
LEFT BRAKE APPLIED PARKING BRAKES SET
Figure 9-32. Brake System Schematic

FLAP
ACTUATORS
FLAP MOTOR
AND GEARBOX
ASYMMETRY SWITCH
20A
FLAP INDICATOR
FLEXIBLE TRANSDUCER
DRIVE (RIGHT WING ONLY)
SHAFTS (4)
L GEN BUS FLAP LIMIT
SWITCHES
(RIGHT WING ONLY)
Figure 9-33. Flap Control System

LEGEND
PASSENGER MANUAL
OVERRIDE SHUTOFF VALVE HIGH-PRESSURE LINE
SOLENOID LOW-PRESSURE LINE
FIRST AID OXYGEN MASK STOWED
OFF IN MANUALLY OPERATED BOX OXYGEN CYLINDER
PASSENGER SINGLE OXYGEN MASK
MASK OUTLET CONTAINER,
ON
BAROMETRIC LINES AND
OXYGEN PRESSURE PRESSURE
PRESSURE SWITCH OUTLET FOR
CONTROL CABLE SENSE SWITCH REGULATOR
FOLD-UP SEATS
AND SHUTOFF
DILUTER-DEMAND PASSENGER 2 MASK OUTLET VALVE
CREW MASK (TYPICAL 5 PLACES) CONTROL
CABLE
FORWARD PRESSURE BULKHEAD
TO COCKPIT
OXYGEN
PRESSURE
GAGE
TO ANNUNCIATOR
COMPOSITE
PASS OXYGEN ON
CYLINDER
OXYGEN
HIGH-PRESSURE
CREW MASK AFT PRESSURE OVERBOARD
BULKHEAD RELIEF
Figure 9-34. Oxygen System Schematic

LEGEND FUEL FLOW TRANSMITTER ENGINE FUEL MANIFOLD

FUEL RETURN / FUEL VENT P3 BLEED-AIR LINE
FUEL CONTROL UNIT
AVIATION FUEL ENGINE-DRIVEN HP FUEL PUMP
FUEL PURGE TANK
FUEL AT STRAINER OR FILTER FUEL HEATER / ENGINE OIL COOLER
FIREWALL FUEL FILTER
FUEL UNDER PUMP PRESSURE AIR FILTER
FUEL CROSSFEED FUEL CONTROL PURGE LINE DRAIN VALVE
FUEL RETURN LEFT FUEL PRESSURE PRESSURE SWITCH

P3 AIR LINE FOR FUEL PURGE CHECK VALVE
FUEL VENT GRAVITY FLOW CHECK VALVE
STRAINER AND DEFUELING DRAIN VALVE STANDBY BOOST PUMP
TRANSFER CONTROL MOTIVE FLOW VALVE NACELLE TANK 54 GALLONS
VENT FLOAT VALVE
PRESSURE SWITCH FOR LEFT
NO FUEL TRANSFER MESSAGE CROSSFEED VALVE
MAIN: 190 GALLONS FUEL LOW LEVEL SENSOR
W.S. 290.92
AUX: 79.5 GALLONS
WING LEADING EDGE

WING LEADING EDGE 40 GALLONS STRAINER, DRAIN
13 GALLONS AND FUEL SWITCH
DRAIN VALVE
25 GALLONS BOX
INTEGRAL (WET CELL)
BOX SECTION SECTION
35 GALLONS
AUXILIARY
23 GALLONS
79.5 GALLONS
AIR INLET
VENT FLOAT VALVE
DRAIN
RECESSED VENT
TRANSFER JET PUMP
HEATED RAM VENT
SYMBOLS FLAME ARRESTOR
FILLER
118 GALLONS TRANSFER JET PUMP
QUANTITY PROBES
FUEL STRAINER VALVE
FLOAT SWITCH
CHECK VALVE DRAIN VALVE
Figure 9-35. 350ER Fuel System Schematic Diagram

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PILOT CLIENT GUIDE

Original............................................ May 2011 Revision 0.4................................. August 2016

CHAPTER 1 INITIAL TRAINING CURRICULUM

CHAPTER 2 RECURRENT TRAINING CURRICULUM

CHAPTER 3 REQUIRED KNOWLEDGE AREAS

CHAPTER 4 MEMORY ITEMS AND LIMITATIONS

CHAPTER 5 MANEUVERS AND PROCEDURES

CHAPTER 6 CREW RESOURCE MANAGEMENT

Revision 0.7 FOR TRAINING PURPOSES ONLY 1-i

INITIAL GROUND TRAINING CURRICULUM

EQUIPMENT AND MATERIALS

Revision 0.7 FOR TRAINING PURPOSES ONLY 1-1

1-2 FOR TRAINING PURPOSES ONLY Revision 0.7

INITIAL FLIGHT TRAINING CURRICULUM

EQUIPMENT AND MATERIALS

Revision 0.7 FOR TRAINING PURPOSES ONLY 1-3

LINE ORIENTED SIMULATION TRAINING

1-4 FOR TRAINING PURPOSES ONLY Revision 0.7

INITIAL TRAINING SCHEDULE

TRAINING DAY GROUND SCHOOL SIMULATOR

Continued on Next Page

Revision 0.7 FOR TRAINING PURPOSES ONLY 1-5

INITIAL TRAINING SCHEDULE (CONT.)

Continued on Next Page

1-6 FOR TRAINING PURPOSES ONLY Revision 0.7

INITIAL TRAINING SCHEDULE (CONT.)

Revision 0.7 FOR TRAINING PURPOSES ONLY 1-7

Revision 0.7 FOR TRAINING PURPOSES ONLY 2-i

RECURRENT GROUND TRAINING CURRICULUM

EQUIPMENT AND MATERIALS

Revision 0.7 FOR TRAINING PURPOSES ONLY 2-1

2-2 FOR TRAINING PURPOSES ONLY Revision 0.7

RECURRENT FLIGHT TRAINING CURRICULUM

EQUIPMENT AND MATERIALS

Revision 0.7 FOR TRAINING PURPOSES ONLY 2-3

2-4 FOR TRAINING PURPOSES ONLY Revision 0.7

RECURRENT TRAINING SCHEDULE

TRAINING DAY GROUND SCHOOL SIMULATOR

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Revision 0.7 FOR TRAINING PURPOSES ONLY 3-i

Minimum Equipment List (MEL).....................................................................................3-7

3-ii FOR TRAINING PURPOSES ONLY Revision 0.7

REQUIRED KNOWLEDGE AREAS (RKAs)

AIRCRAFT GENERAL ELECTRICAL

Revision 0.7 FOR TRAINING PURPOSES ONLY 3-1

3-2 FOR TRAINING PURPOSES ONLY Revision 0.7

Revision 0.7 FOR TRAINING PURPOSES ONLY 3-3

AIR CONDITIONING 6. Cabin altitude is indicated by the large

3-4 FOR TRAINING PURPOSES ONLY Revision 0.7

FLIGHT CONTROLS 6. On the PFD, viewable information (such as

Revision 0.7 FOR TRAINING PURPOSES ONLY 3-5

PROPELLERS 3. 100% is the maximum allowed torque for

GENERAL LIMITATIONS SYSTEM LIMITATIONS

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3-8 FOR TRAINING PURPOSES ONLY Revision 0.7

Revision 0.7 FOR TRAINING PURPOSES ONLY 3-9

FLIGHT PLANNING Based on a set of conditions, determine the

FLIGHT MONITORING SERVICING ON GROUND

Figure 6-1. Situational Awareness