King Air C90Gtx: Pilot Pre-Course Study Guide

King Air C90GTx
Pilot Pre-Course Study Guide
KING AIR C90GTx

Pilot
Pre-Course
Study Guide
Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

Revision: Original
King Air C90GTx
TABLE OF CONTENTS
INTRODUCTION............................................................................................................. 3
DOCUMENTATION REQUIREMENTS........................................................................... 4
ATP REQUIREMENTS.................................................................................................... 4
PRE-ATTENDANCE CHECKLIST .................................................................................. 5
EMERGENCY PROCEDURES (MEMORY ITEMS) ....................................................... 6
SELECTED OPERATING LIMITATIONS ...................................................................... 13
PROFILES ..................................................................................................................... 19

Revision: Original 2
King Air C90GTx
INTRODUCTION
We have sent this short study guide to you to assist in your preparation for attending
the King Air C90GTx Pilot Course with FlightSafety International in Wichita, Kansas.
Please review this guide prior to attending our course. We know that doing so will give
you a head start on learning some of the class material that you will be required to
know prior to completing your training.
In this guide you will find the following information:
Attendance Requirements:
Documentation Requirements
ATP Requirements
Pre-attendance Checklist
Emergency Procedures (Memory Items)
Selected Operating Limitations
Profiles
We look forward to having you as our guest for training and thank you for choosing
FlightSafety International for your King Air training needs.
Sincerely,
King Air C90GTx Training Team
FlightSafety International
Wichita Hawker Beechcraft Learning Center
9720 E. Central Avenue
Wichita, KS 67206
316-612-5300
1-800-488-3747
(316) 612-5399 (fax)

King Air C90GTx
DOCUMENTATION REQUIREMENTS
The United States Transportation Security Administration (TSA) and the Federal
Aviation Administration (FAA) have recently established the following requirements.
FlightSafety International does not have the authority to waive these requirements.
Even if you have trained with us previously, the copies in your records will not suffice.
You must present current original documents for each course, every time you attend.
Consequently, the following documentation must be presented on the first day of
training or you will not be allowed to train – there are no exceptions.
U.S. Citizens:
Pilot Certificate
Medical Certificate
Proof of Citizenship:
A current valid US Passport
OR
A Birth Certificate (with a raised seal) and a picture identification
Non-U.S. Citizens:
Pilot Certificate
Medical Certificate
Valid Passport
Other additional TSA and FAA requirements that must be met. Please contact
Customer Support for these additional requirements at least ninety (90) days
prior to course attendance.
If you have any questions or concerns regarding these requirements or any other issues,
please contact Customer Support at (800) 488-3747 or (316) 612-5300.
ATP REQUIREMENTS
Pilots seeking an Airline Transport Pilot rating in a King Air C90GTx simulator can re-
ceive 100% of that checkride in the simulator provided they comply with the eligibility
criteria as specified in 14 CFR § 61.153 and provide documentation for the aeronauti-
cal experience as specified in 14 CFR § 61.159.
Pilots will be required to provide the following documents prior to the ATP checkride:
Original ATP test result form

King Air C90GTx
PRE-ATTENDANCE CHECKLIST
Pilot license
Medical certificate
Passport or birth certificate with an original, raised seal and a

Government-issued ID
Valid, current FAA letter of approval for foreign pilots seeking

initial FAA ATP certification (must be applied for 90 days prior
to attendance)
Valid, current FAA ATP written test result for those seeking an
ATP certificate
Pilot logbooks for pilots seeking initial jet type certification or

U.S. ATP (for first jet type on an FAA certificate or JAA applicant
meeting the minimum required times)
Company or country specific training and/or checking paperwork

if required by JAA/EASA member states or other authorities. (135
training authorization, AOC documents)
Method of payment if required
Review of company specific SOP prior to arrival for class

if required
Review of expanded procedures checklist prior to arrival if

enrolled in a recurrent course
Bring your AFM, POM and checklist for revisions if attending a

recurrent course
NOTE: If you have any concerns about required documentation

please feel free to contact the learning center CSR or
program manager at the numbers listed on page 4.

King Air C90GTx
EMERGENCY PROCEDURES (MEMORY ITEMS)
EMERGENCY ENGINE SHUTDOWN
L ENG FIRE OR R ENG FIRE
CONDITION LEVER...........................................................................FUEL CUTOFF

PROPELLER LEVER ..................................................................................FEATHER
FUEL FW SHUTOFF VALVE ...........................................................................CLOSE
FIRE ExTINGUISHER (if installed) (if fire warning persists) ..................ACTUATE
ENGINE FIRE ON GROUND
L ENG FIRE OR R ENG FIRE

ENGINE FAILURE DURING TAKEOFF

(AT OR BELOW V1—TAKEOFF ABORTED)
POWER LEVERS ...............................................................................GROUND FINE

BRAKES....................................................................................................MAxIMUM
(or as required to achieve stopping performance)
If Insufficient Runway Remains for Stopping:
CONDITION LEVERS.........................................................................FUEL CUTOFF
MASTER SWITCH..................................................................OFF (Gang Bar down)
BOOST PUMPS ...................................................................................................OFF

King Air C90GTx
ENGINE FAILURE DURING TAKEOFF

(AT OR ABOVE V1—TAKEOFF CONTINUED)
V1 SPEED.............................................................ROTATE TO APROxIMATELY 10°

LANDING GEAR (when positive climb established)...........................................UP
PROPELLER (inoperative engine)......................................VERIFIED FEATHERED
POWER..............................................................................MAxIMUM ALLOWABLE
AIRSPEED...............................MAINTAIN V2 SPEED OR ABOVE UNTIL 400 FEET
THEN ACCELERATE TO 108 KNOTS
FLAPS (at 400 feet & 108 knots – minimum).......................................................UP
ENGINE FAILURE IN FLIGHT BELOW

AIR MINIMUM CONTROL SPEED (VMCA)
POWER ........................................................................................................REDUCE
NOSE .......................................................LOWER TO ACCELERATE ABOVE VMCA
2ND ENGINE FLAMEOUT
POWER LEVER...................................................................................................IDLE
PROPELLER................................................................................DO NOT FEATHER
Conduct Air Start Procedure in ABNORMAL PROCEDURES.
BOOST PUMP AND AUTO CROSSFEED FAILURE
L FUEL PRESS OR R FUEL PRESS
CROSSFEED SWITCH .....................................................VERIFY AUTO POSITION

If Crossfeed Switch is in Auto and FUEL PRESS Annunciator Remains Illuminated:
CROSSFEED SWITCH .....................................................................................OPEN
[FUEL PRESS] — ExTINGUISHED
[CROSSFEED] — ILLUMINATED

King Air C90GTx
ELECTRICAL FIRE OR SMOKE

OxYGEN MASK(S) .............................................................................................DON
MASK SELECTOR SWITCH..........................................................EMER POSITION
MIC SWITCH(ES) ................................................................................................OxY
ENVIRONMENTAL SYSTEM SMOKE OR FUMES
OxYGEN MASK(S) .............................................................................................DON

MASK SELECTOR SWITCH..........................................................EMER POSITION
MIC SWITCH(ES) ................................................................................................OxY
CABIN DOOR UNLOCKED
CABIN DOOR
ALL OCCUPANTS ........................................................SEATED WITH SEAT BELTS

SECURELY FASTENED
EMERGENCY DESCENT
POWER LEVERS ................................................................................................IDLE
PROPELLER LEVERS..............................................................................HIGH RPM
FLAPS (184 knots maximum) ...............................................................APPROACH
LANDING GEAR (182 knots maximum) ........................................................DOWN
AIRSPEED............................................................................182 KNOTS MAxIMUM

King Air C90GTx
GLIDE
LANDING GEAR ....................................................................................................UP
FLAPS ....................................................................................................................UP
PROPELLERS .......................................................................................FEATHERED
AIRSPEED ...............................................................................................125 KNOTS
GLIDE RATIO .................................................................1.8 NAUTICAL MILES FOR
EACH 1000 FEET OF ALTITUDE
(decrease by 0.2 nautical miles
for each 10 knots of headwind)
ELT SWITCH ..........................................................................................................ON
(yellow xMT annunciator blinking)
DUAL GENERATOR FAILURE
L DC GEN OR R DC GEN
INSTRUMENT EMERGENCY LIGHTS .................................................................ON

GENERATORS ..............................................................................RESET, THEN ON
If Either Generator Will Reset:
OPERATING GENERATOR LOAD METER .......................DO NOT ExCEED 100%
If Neither Generator Will Reset:
ENVIRONMENTAL MODE SELECTOR ..............................................................OFF
VENT BLOWERS ..............................................................................................AUTO
NON-ESSENTIAL EQUIPMENT..........................................................................OFF
UNSCHEDULED ELECTRIC PITCH TRIM ACTIVATION

AIRPLANE ATTITUDE............................MAINTAIN USING ELEVATOR CONTROL
AP/TRIM DISCONNECT.......DEPRESS FULLY & HOLD [TRIM] — ILLUMINATES

King Air C90GTx
UNSCHEDULED RUDDER BOOST ACTIVATION
RUDDER BOOST.................................................................................................OFF
USE OF OxYGEN
OxYGEN MASK(S) .............................................................................................DON

MIC SWITCH(ES) ................................................................................................OxY
PRESSURIZATION LOSS
CABIN ALT HI
OxYGEN MASK(S) .............................................................................................DON

MIC SWITCH(ES) ................................................................................................OxY
DESCEND ..........................................................................................AS REQUIRED
HIGH DIFFERENTIAL PRESSURE
Anytime the Differential Pressure Goes Into the Red Arc:

CABIN ALTITUDE CONTROLLER ................................................SELECT HIGHER
CABIN ALTITUDE SETTING
If Condition Persists:
BLEED AIR VALVES.....................................................................................CLOSED
CABIN PRESSURE (after cabin is depressurized) .......................................DUMP
BLEED AIR VALVES .........................................................................................OPEN

King Air C90GTx
EMERGENCY ExIT
EMERGENCY RELEASE HATCH COVER.......................................................OPEN

RELEASE BUTTON ..........................................................................................PUSH
If release button will not push, PULL hooks to override pressure lock and then
PUSH the release button.
PULL handle and PUSH out hatch.
SPINS
CONTROL COLUMN...............................FULL FORWARD, AILERONS NEUTRAL

FULL RUDDER ............................................OPPOSITE THE DIRECTION OF SPIN
POWER LEVERS ................................................................................................IDLE
RUDDER ..................................................NEUTRALIZE WHEN ROTATION STOPS
Execute a smooth pullout.
AUTOPILOT FAILURES
AUTOPILOT MISTRIM [E] OR [A]
FLIGHT CONTROLS ..........................................................................HOLD FIRMLY

(Control forces may exceed 25 pounds)
A/P .........................................................................................................DISENGAGE
AUTOPILOT FAILURES
AUTOPILOT TRIM FAIL [TRIM]
FLIGHT CONTROLS ..........................................................................HOLD FIRMLY

A/P .........................................................................................................DISENGAGE

King Air C90GTx
AUTOPILOT FAILURES
AUTOPILOT AUTOMATIC DISENGAGEMENT
If An Automatic Disengagement Occurs:

MAINTAIN AIRPLANE CONTROL
AP/TRIM DISCONNECT .................DEPRESS TO 1ST LEVEL TO CANCEL HORN
TERRAIN AWARENESS WARNING SYSTEM + (TAWS+)
In IMC or at Night:
AUTOPILOT ........................................................................................DISCONNECT
WINGS..............................................................................................................LEVEL
POWER ........................................................................................MAx ALLOWABLE
PITCH .......................................................................................................INCREASE
a. Promptly and smoothly increase pitch towards an initial pitch
atttitude of 20°.
b. Adjust as required to avoid continuous buffeting and/or stall warning.
c. Adjust to maintain 101 KIAS.
GEAR AND FLAPS ................................................................................................UP

King Air C90GTx
SELECTED OPERATING LIMITATIONS

AIRSPEED LIMITATIONS
VA Maneuvering Speed (C90GTx) .......................................................................163 KIAS
VFE/VFO Approach–35%......................................................................................184 KIAS
VFE/VFO Full Down–100% ...................................................................................148 KIAS
VLO (Extension) ....................................................................................................182 KIAS
VLO (Retraction) ...................................................................................................163 KIAS
VLE .......................................................................................................................182 KIAS
VMCA (Faps Up).................................................................................................... 85 KIAS
VMCA (Flaps Approach) ........................................................................................ 83 KIAS
VMO/MMO .....................................................................................226 KIAS or 0.46 MACH
EMERGENCY AIRSPEED
VXSE—One-Engine-Inoperative
Best Angle-of-Climb ........................................................................................100 KIAS
VYSE—One-Engine-Inoperative
Best Rate-of-Climb (Blue Line) ........................................................................108 KIAS
One-Engine-Inoperative Enroute Climb ..............................................................108 KIAS
Emergency Descent ............................................................................................182 KIAS
Maximum Range Glide ........................................................................................125 KIAS
ENGINE LIMITATIONS
Torque–Takeoff, Max Continuous ..................................................................1520 FT-LBS
Torque–Transient ...........................................................................................1626 FT-LBS
N1—Takeoff, Max Continuous ...............................................................................101.5%
N1—Transient.........................................................................................................102.6%
Start ITT..................................................................................................................1090°C
Takeoff/Max Continuous ..........................................................................................805°C
Cruise Climb/Normal Cruise.....................................................................................805°C
Transient ...................................................................................................................880°C
Oil Temp for Starting .......................................................................................–40°C (MIN)
Oil Press at Idle RPM .....................................................................................40 PSI (MIN)
Oil Temp Takeoff and Max Continuous Thrust .....................................................10–99°C
(55°C recommended)
Oil Press Takeoff and Max Continuous Thrust.................................................85–105 PSI

King Air C90GTx
PROPELLER LIMITATIONS
Idle.....................................................................................................................1100 RPM
Takeoff & Max Continuous ................................................................................1900 RPM
Transient ............................................................................................................2090 RPM
Propeller Autofeather.......................................The propeller autofeather system must be
operable for all flights and must be armed
for takeoff, climb, approach, and landing
ExTERNAL POWER LIMITATIONS

Volts ..................................................................................................................28.0 – 28.4
Amps ....................................................1000 Amps (Momentary)/300 Amps (Continuous)
GENERATOR LIMITATIONS
In Flight .....................................................................................................................100%
Ground Operation .......................................................................................................85%
STARTER LIMITATIONS
Duration On/Off............................................................40 Seconds ON, 60 Seconds OFF
40 Seconds ON, 60 Seconds OFF
40 Seconds ON, 30 Minutes OFF
FUEL LIMITATIONS
Approved Engine Fuels (unlimited use) ..........Commercial Grades—Jet A, Jet A-1, Jet B
Military Grades—JP-4, JP-5, JP-8
Emergency Engine Fuels .............................................................80 Red (Formerly 80/87)
100LL Blue (100L Green)
100 Green (Formerly 100/130)
Total Usable Fuel Quantity (gals/lbs)......................................................384 gal (2573 lbs)
Each Side (gals/lbs) ........................................................................192 gal (1286.5 lbs)
1) Each Wing Tank (gals/lbs) .............................................................131 gal (877.5 lbs)
2) Each Nacelle Tank (gals/lbs) ..............................................................61 gal (409 lbs)

King Air C90GTx
Limitations on the Use of Aviation Gasoline:

1. Operation is limited to 150 hours between engine overhauls.
2. Operation is limited to 8,000 feet pressure altitude or below with boost pumps
inoperative.
3. Crossfeed capability is required for climbs above 8,000 feet pressure altitude.
Maximum Imbalance ..............................................................................................200 lbs
Fuel Crossfeed:
Crossfeeding of fuel is permitted only in the event of:
1. Electric boost pump failure, or
2. Engine Failure
Minimum Fuel For Takeoff .....................................Do not take off if fuel quantity gauges
indicate in the yellow arc or if fuel quantity is
less than 265 pounds in each wing system
Operating with Low Fuel Pressure ...............................Operation of either engine with its
corresponding fuel pressure annunciator
(L FUEL PRESS or R FUEL PRESS) illuminated
is limited to 10 hours before overhaul or replacement
of the engine-driven fuel pump. Windmilling
time need not be charged against this time limit.
Boost Pumps ..............................Both boost pumps must be operational prior to takeoff
PROPELLER SPEED LIMITATIONS

Transients ..........................................................................................................2090 RPM
Reverse..............................................................................................................1825 RPM
Minimum Idle Speed..........................................................................................1100 RPM
Ground Operation Prohibited Range .................................................>500 to <1100 RPM
Ground Operations in Feather .........................................................At or below 500 RPM
All Other Conditions ..........................................................................................1900 RPM
PROPELLER ROTATIONAL OVERSPEED LIMITATIONS

The maximum propeller overspeed limit is 2090 rpm and may be used for all power
settings in emergency conditions. Sustained propeller overspeeds faster than 1900 rpm
indicate failure of the primary governor. Sustained propeller overspeeds faster than
1976 rpm indicate failure of both the primary governor and the overspeed governor.

King Air C90GTx
STRUCTURAL LIMITATIONS
KING AIR C90GTx

Maximum Ramp Weight....................................................................10,545 lbs (4,783 kg)
Maximum Takeoff Weight..................................................................10,485 lbs (4,756 kg)
Maximum Landing Weight ..................................................................9,832 lbs (4,460 kg)
Maximum Zero Fuel Weight ................................................................9,378 lbs (4,254 kg)
Maximum Rear Baggage Compartment Load........................................................350 lbs
Maximum Nose Avionics Compartment Load........................................................350 lbs
ALTITUDE LIMITATION
Maximum Operating Pressure..........................................................................30,000 feet
AIR TEMPERATURE LIMITATION

Maximum Outside Air Temperature ..................................................................ISA + 33°C
CABIN PRESSURIZATION LIMITATION

Maximum Cabin Differential Pressure.....................................................................5.1 PSI
SYSTEMS AND EQUIPMENT LIMITATIONS

Landing Gear Cycle Limits (1 up – 1 down) .....1 every 3 minutes for a total of 10 cycles,
followed by a 15 minute cool down period.
Aft-Facing Seats .............Seat back of each occupied aft-facing seat must be in upright
position and the headrest fully extended for takeoff and landing.

King Air C90GTx
ICING LIMITATIONS
Minimum Ambient Temperature
for Operation of Deicing Boots .............................................................................–40°C
Minimum Airspeed for Sustained Icing Flight .....................................................140 KIAS
Flight with Flaps Extended..........................Sustained flight in icing conditions with flaps
extended is prohibited except for approach and landings
Engine Anti-Ice ...............................ENGINE ANTI-ICE, LEFT and RIGHT, shall be ON for
operation in ambient temperatures of +5°C or below
when flight free of visible moisture cannot be assured
AVIONICS LIMITATIONS
1. Operating in the composite mode is limited to training and display failure conditions.
2. The pilot’s and copilot’s Air Data Computers must be operative for takeoff.
3. AHRS 1 and 2 must be operative for takeoff.
4. The pilots PDF and MDF and copilot PFD must be installed and operational in the
normal mode for takeoff.
5. The MFD must be operational prior to engine start.
AUTOPILOT LIMITATIONS
1. An autopilot preflight check must be conducted and found satisfactory prior to each
flight on which the autopilot is to be used.
2. The autopilot minimum engage height after takeoff is 400 feet AGL.
3. The autopilot minimum use height during cruise is 1000 feet AGL.
4. The autopilot minimum use height during precision approach is 100 feet AGL.
5. The autopilot minimum use height during non-precision approach is 200 feet AGL.
6. The maximum coupled intercept angles are:
Nav and Localizer — Less than 90°
Back Course — 70°

King Air C90GTx
FLIGHT MANAGEMENT SYSTEM (FMS)

1. IFR enroute and terminal navigation is prohibited unless the pilot verifies either the
currency of the database or the accuracy of each selected waypoint and navaid by
reference to current approved data.
2. The FMS position must be checked for accuracy prior to use as a means of navigation.
3. FMS based instrument approaches must be accomplished in accordance with approved
instrument approach procedures that are retrieved from the FMS-3000 database.
• GPS instrument approaches must be conducted with GPS integrity monitoring
(RAIM) and must be available by the Final Approach Fix.
• During FMS instrument approaches, the FMS annunciator APPR (green) or the
FMS annunciator GPS APPR (green) must be displayed on the PFD at the FAF to
indicate that the FMS is in the Approach Mode.
• Use of FMS guidance for conducting instrument approach procedures is prohib-
ited with the FMS annunciator NO APPR (white or amber) displayed on the PFD.
4. Fuel managment parameters are advisory only and must not replace the primary
fuel quantity indications.
IFIS-5000 INTEGRATED FLIGHT INFORMATION SYSTEM

1. The use of the airplane symbol on the Electronic Charts is prohibited for navigation.
2. The database utilized for the Electronic Charts must incorporate the current update
cycle.
3. When using the Electronic Charts, a paper equivalent (or electronic flight bag) must
be on board and accessible to the pilot.
TERRAIN AWARENESS WARNING SYSTEM (TAWS+)

1. The Terrain Awareness and Display (TAD) must be inhibited by selecting the
TERR INHIB switch light when within 15 nm of takeoff, approach, or landing at
an airport not contained in the TAWS+ Airport Database. Refer to ACSS document
8006417 for airports contained in the database. (See “TAWS Airport” in
www.acsscustomerservices.com.)
VNAV
1. When using the VNAV system, the barometric altimeters must be used as the pri-
mary altitude reference for all operations.
2. VNAV altitudes must be displayed on the MFD map page or CDU legs page when
utilizing VNAV for flight guidance.
3. VNAV approach guidance to a DA is not authorized if the reported surface tempera-
ture is below the Baro-VNAV minimum temperature limitation specified on the ap-
plicable RNAV approach procedure chart.

King Air C90GTx
PROFILES
AREA DEPARTURE/CLIMB
PROFILE
1. 150 KIAS TO 10,000 FT
2. 130 KIAS 10,000 - 20,000 FT
3. 120 KIAS 20,000 - 25,000 FT
4. 110 KIAS 25,000 - 30,000 FT
CRUISE
CLIMB-OUT
1. ACCELERATE TO
CRUISE SPEED 1. ACCELERATE TO
2. SET CRUISE POWER 150 KIAS
3. COMPLETE CRUISE 2. LANDING/TAXI
CHECKLIST LIGHTS—OUT
3. COMPLETE CLIMB
CHECKLIST
TAKEOFF
1. ROTATE AT VR TO
APPROX. 10˚ NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. LANDING GEAR—UP
VYSE OR ABOVE
TAKEOFF ROLL
1. RECHECK TORQUE/ITT 1. YAW DAMP—ON
2. ANNUNCIATORS—CHECK 2. CLIMB—400' AGL
3. ACCELERATE TO 108 KIAS
4. FLAPS—UP (IF USED)
IN POSITION 5. CLIMB POWER—SET
1. HOLD BRAKES
2. POWER—SET
3. L/R AUTOFEATHER—
ILLUMINATED
4. BRAKES—RELEASE
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST—COMPLETE
2. RECHECK VR AND SINGLE
ENGINE CLIMB SPEED
TAKEOFF—NORMAL

King Air C90GTx
EMERGENCY OR MALFUNCTION
AT OR BELOW VR
1. RECOGNIZE REASON FOR REJECTING TAKEOFF
2. POWER LEVERS—GROUND FINE
3. BRAKING—MAXIMUM, OR AS REQUIRED
4. REVERSE—AS NECESSARY
5. MAINTAIN RUNWAY HEADING
CLEAR OF RUNWAY
1. COMPLETE AFTER
LANDING CHECKLIST
BEFORE TAKEOFF
1. FOLLOW NORMAL TAKEOFF
PROCEDURES UNTIL INITIATING NOTE:
ABORT AT OR BELOW VR
IF REJECTED TAKEOFF IS DUE TO REASONS
OTHER THAN ONE ENGINE POWER LOSS,
REVERSE IS MOST EFFECTIVE AT HIGH SPEEDS;
BRAKING IS MOST EFFECTIVE AT LOW SPEEDS.
TAKEOFF—REJECTED

King Air C90GTx
NOTE:
DO NOT RETARD FAILED ENGINE POWER LEVER 1,000' AGL (MIN)

UNTIL THE AUTOFEATHER SYSTEM HAS COMPLETELY AS TIME PERMITS:
STOPPED PROPELLER ROTATION. 1. COMPLETE ENGINE FAILURE
CHECKLIST CLEAN-UP ITEMS
2. LAND AS SOON AS PRACTICAL
CLIMB
1. VYSE (BLUE LINE)
AFTER LIFTOFF
1. POWER—MAXIMUM ALLOWABLE
2. AIRSPEED—VLOF OR ABOVE
3. PROP—VERIFY FEATHERED
4. VERIFY GEAR UP
5. AIRSPEED—MAINTAIN V2 UNTIL 400' AGL,
THEN ACCELERATE TO 108 KIAS VYSE/400' AGL
1. ALTITUDE—400' AGL OR HIGHER
2. AIRSPEED—VYSE
TAKEOFF 3. FLAPS—UP (IF USED)
1. ROTATE AT VR TO 4. YAW DAMP—ON
APPROX. 10˚ NOSE UP
2. ESTABLISH POSITIVE
RATE OF CLIMB
3. GEAR—UP ENGINE LOSS
1. MAINTAIN RUNWAY HEADING
BEFORE TAKEOFF NOTE:

1. FOLLOW NORMAL TAKEOFF
IT MAY BE NECESSARY TO BANK AS MUCH AS 5˚
PROCEDURES UNTIL AT OR
INTO THE GOOD ENGINE TO MAINTAIN RUNWAY
ABOVE VR
HEADING. IT WILL TAKE ALMOST FULL RUDDER
ON THE SIDE OF THE GOOD ENGINE TO KEEP
THE BALL SLIGHTLY OFF CENTER.
TAKEOFF—ENGINE FAILURE

King Air C90GTx
BEGINNING OF MANEUVER STALL AND RECOVERY COMPLETION OF MANEUVER
INITIAL CONDITION: AT HORN OR BUFFET—RECOVER: COMPLETION:
1. TORQUE—200 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT INITIAL

2. PROPELLERS—1,900 RPM LEVERS TOWARD MAX TORQUE, REDUCE ALTITUDE AND HEADING
3. MAINTAIN INTITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER, AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL
5. FLAPS—APPROACH THE WINGS LEVEL
(BELOW TRIANGLE) 2. ESTABLISH POSITIVE RATE OF CLIMB
6. GEAR—DOWN (BELOW VLE) 3. GEAR—UP
7. PITCH ATTITUDE PRIOR TO 4. FLAPS—UP, AT OR ABOVE VYSE (BLUE LINE)
HORN OR BUFFET MAY
REACH 10˚ - 15˚, DEPENDING
ON TECHNIQUE
8. HORN WILL SOUND APPROX.
10 KNOTS ABOVE BUFFET
HORN VYSE
OR BUFFET
APPROACH TO STALL

King Air C90GTx

1. TORQUE—200 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT INITIAL ALTITUDE
2. PROPELLERS—1,900 RPM LEVERS TOWARD MAX TORQUE, REDUCE AND HEADING
3. MAINTAIN INITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER AS REQUIRED
4. MAINTAIN INITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL
5. PITCH ATTITUDE PRIOR TO HORN THE WINGS LEVEL
OR BUFFET MAY REACH 10˚-15˚, 2. ESTABLISH POSITIVE RATE OF CLIMB
DEPENDING ON TECHNIQUE
HORN VYSE
OR BUFFET
APPROACH TO STALL—CLEAN CONFIGURATION

King Air C90GTx
1. TORQUE—200 LBS 1. REDUCE THE PITCH ATTITUDE, AS 1. LEVEL OFF AT INITIAL

2. PROPELLERS—1,900 RPM NECESSARY TO STOP THE STALL ALTITUDE AND HEADING
3. MAINTAIN INTITIAL HEADING WARNING, AND ROLL THE WINGS LEVEL 2. RESET POWER, AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE 2. ESTABLISH POSITIVE RATE OF CLIMB
5. FLAPS—APPROACH 3. FLAPS—UP, AT OR ABOVE VYSE (BLUE LINE)
(BELOW TRIANGLE)
6. AT 110 KIAS OR LESS,
SIMULTANEOUSLY SET THE
TORQUE TO 700 LBS.
(SIMULATED 100% TORQUE)
ESTABLISH A BANK ANGLE
OF 20˚ (NO MORE THAN 30˚),
RAISE THE NOSE AND CLIMB
7. PILOT MAY BE REQUIRED TO
PERFORM THIS MANEUVER
WHILE MAINTAINING 15˚ - 30˚
ANGLE OF BANK OR WHILE
MAINTAINING HEADING
8. DECREASE SPEED APPROX.
1 KNOT PER SECOND
9. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY
REACH 15˚ - 25˚, DEPENDING
ON TECHNIQUE
HORN VYSE
OR BUFFET
APPROACH TO STALL—TAKEOFF FLAPS

King Air C90GTx
1. TORQUE—600 LBS 1. SIMULTANEOUSLY ADVANCE THE POWER 1. LEVEL OFF AT INITIAL

2. PROPELLERS—1,900 RPM LEVERS TOWARD MAX TORQUE, REDUCE ALTITUDE AND HEADING
3. MAINTAIN INTITIAL HEADING THE PITCH ATTITUDE AS NECESSARY TO 2. RESET POWER, AS REQUIRED
4. MAINTAIN INTITIAL ALTITUDE STOP THE STALL WARNING, AND ROLL THE
5. FLAPS—APPROACH WINGS LEVEL
(BELOW TRIANGLE) 2. ESTABLISH POSITIVE RATE OF CLIMB
6. GEAR—DOWN (BELOW VLE) 3. FLAPS—UP, AT OR ABOVE 101 KIAS
7. FLAPS—DOWN 100% 4. GEAR—UP
(BELOW TOP OF WHITE ARC) 5. MINIMIZE LOSS OF ALTITUDE
8. SLOWLY REDUCE TORQUE
TO 200 LBS
9. PITCH ATTITUDE PRIOR TO
HORN OR BUFFET MAY FOR THE C90GTx WITH THE CENTEX
REACH 10° - 15°, DEPENDING SUPPLEMENT:
ON TECHNIQUE
10. HORN WILL SOUND APPROX. 1. SIMULTANEOUSLY ADVANCE THE POWER
10 KT ABOVE BUFFET LEVERS TOWARD MAX TORQUE, REDUCE
THE PITCH ATTITUDE, AS NECESSARY TO
STOP THE STALL WARNING, AND ROLL
THE WINGS LEVEL
2. ESTABLISH POSITIVE RATE OF CLIMB
3. FLAPS—APPROACH, AT OR ABOVE 102 KIAS
4. GEAR—UP
5. FLAPS—UP
6. MINIMIZE LOSS OF ALTITUDE
HORN VYSE
OR BUFFET
APPROACH TO STALL—LANDING CONFIGURATION

King Air C90GTx
INITIAL REJECTED/BALKED LANDING

1. OBTAIN ATIS 1. POWER—MAXIMUM ALLOWABLE
2. DESCENT CHECKLIST— 2. AIRSPEED—101 KIAS
COMPLETE 3. FLAPS—UP
4. GEAR—UP
5. AIRSPEED (CLEAR OF OBSTACLES)—
NORMAL CLIMB
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
4. PROPS—FULL FORWARD
ARRIVAL
1. TORQUE—APPROX. 600 LBS
2. 140 KIAS (TYPICAL)
3. START BEFORE LANDING CHECKLIST LANDING
1. GROUND FINE
2. BRAKES—AS REQUIRED
DOWNWIND
1. FLAPS—APPROACH
2. 130 KIAS
ABEAM TOUCHDOWN POINT

1. GEAR—DOWN
2. BEFORE LANDING CHECKLIST— FINAL
COMPLETE
1. AIRSPEED—120 KIAS
WHEN LANDING ASSURED:
2. FLAPS—DOWN
BASE 3. TRANSITION TO VREF
4. YAW DAMP—OFF
1. 120 KIAS 5. NORMAL LANDING
CAUTION CHECKLIST—COMPLETE
TO ENSURE CONSTANT REVERSING

CHARACTERISTICS, THE PROPELLER
CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
HIGHER SPEEDS; BRAKING IS MOST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
EFFECTIVE AT LOWER SPEEDS. BLADE EROSION. CARE MUST BE EXERCISED WHEN
REVERSING ON RUNWAYS WITH LOOSE SAND, DUST,
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
MAY IMPAIR THE PILOT'S VISIBILITY.
APPROACH—VISUAL (NORMAL)

King Air C90GTx
ONE-ENGINE-INOPERATIVE
GO-AROUND
INITIAL
1. OBTAIN ATIS 2. GEAR—UP
2. DESCENT CHECKLIST— 3. FLAPS—UP
COMPLETE 4. AIRSPEED—108 KIAS
THRESHOLD
1. GEAR—RECHECK
DOWN
2. AIRSPEED—VREF
3. POWER—IDLE
ARRIVAL
1. TORQUE—APPROX. 1,000 LBS
3. START ONE-ENGINE-INOPERATIVE LANDING
LANDING CHECKLIST
1. GROUND FINE OR REVERSE
DOWNWIND
1. FLAPS—APPROACH
2. 130 KIAS

1. GEAR—DOWN
2. PROP—FULL FORWARD
FINAL
WHEN IT IS CERTAIN THERE IS NO
BASE POSSIBILITY OF A GO-AROUND:
1. 120 KIAS 2. FLAPS—DOWN
3. TRANSITION TO VREF
4. YAW DAMP—OFF
5. ONE-ENGINE-INOPERATIVE
NOTE: LANDING CHECKLIST—
COMPLETE
SINGLE-ENGINE REVERSE THRUST MAY BE USED WITH
CAUTION AFTER TOUCHDOWN ON SMOOTH, DRY,
PAVED SURFACES.
APPROACH—VISUAL (SINGLE ENGINE)

King Air C90GTx
INITIAL REJECTED/BALKED LANDING

1. OBTAIN ATIS 1. POWER—MAXIMUM ALLOWABLE
2. DESCENT CHECKLIST— 2. AIRSPEED—101 KIAS (MIN)
COMPLETE 3. FLAPS—RECHECK UP
4. GEAR—UP
5. AIRSPEED (CLEAR OF OBSTACLES)—
NORMAL CLIMB
THRESHOLD
1. GEAR—RECHECK DOWN
2. AIRSPEED—FLAPS-UP
APPROACH SPEED
3. POWER—IDLE
ARRIVAL
1. TORQUE—APPROX. 1,000 LBS
3. START THE FLAPS UP LANDING
LANDING CHECKLIST 1. GROUND FINE OR REVERSE
DOWNWIND
1. FLAPS—UP
2. 130 KIAS

1. GEAR—DOWN
FINAL
WHEN LANDING IS ASSURED:
BASE 2. TRANSITION TO FLAPS-UP
APPROACH SPEED
1. FLAPS-UP APROACH 3. YAW DAMP—OFF
SPEED + 15KIAS 4. FLAPS-UP LANDING
CAUTION CHECKLIST—COMPLETE
TO ENSURE CONSTANT REVERSING

CHARACTERISTICS, THE PROPELLER
CONTROL MUST BE IN FULL INCREASE
RPM POSITION.
CAUTION
NOTE:
REVERSE IS MOST EFFECTIVE AT IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF
HIGHER SPEEDS; BRAKING IS MOST REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
EFFECTIVE AT LOWER SPEEDS. BLADE EROSION. CARE MUST BE EXERCISED WHEN
OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
DAMAGE PROPELLER BLADES, AND DUST OR SNOW
APPROACH—VISUAL (FLAPLESS)

King Air C90GTx
INITIAL
OM
1. OBTAIN ATIS
2. REVIEW APPROACH AND
MISSED APPROACH
3. NAVAIDS—TUNE/IDENT
4. DESCENT CHECKLIST—
GLIDE SLOPE INTERCEPT COMPLETE
2. 120 KIAS (VYSE MIN)
DH-MISSED APPROACH
MM
2. PITCH—10˚ NOSE UP
3. GEAR—UP
4. FLAPS—UP ARRIVAL
5. AIRSPEED—NORMAL CLIMB
6. COMPLETE MISSED APPROACH 1. TORQUE—APPROX. 600 LBS
PROCEDURE 2. 140 KIAS (TYPICAL)
3. FD—AS DESIRED
4. START BEFORE LANDING
CHECKLIST
DH
APPROACH INBOUND
1. FLAPS—APPROACH
2. 120 - 130 KIAS
APPROACHING GLIDE SLOPE

1. GEAR—DOWN
2. COMPLETE BEFORE LANDING CHECKLIST
DH-VISUAL AND LANDING ASSURED

1. FLAPS—DOWN
2. TRANSITION TO VREF
3. YAW DAMP—OFF
4. NORMAL LANDING CHECKLIST—COMPLETE
LANDING THRESHOLD
1. GROUND FINE OR REVERSE 1. GEAR—RECHECK DOWN
2. BRAKES—AS REQUIRED 2. AIRSPEED—VREF
3. POWER—IDLE
CAUTION CAUTION
TO ENSURE CONSTANT REVERSING CHARACTERISTICS, IF POSSIBLE, PROPELLERS SHOULD BE MOVED OUT OF

THE PROPELLER CONTROL MUST BE IN FULL INCREASE REVERSE AT APPROXIMATELY 40 KNOTS TO MINIMIZE
RPM POSITION. BLADE EROSION. CARE MUST BE EXERCISED WHEN
NOTE: OR SNOW ON THE SURFACE. FLYING GRAVEL WILL
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; DAMAGE PROPELLER BLADES, AND DUST OR SNOW
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS.
APPROACH—PRECISION (SINGLE ENGINE)

King Air C90GTx
INITIAL PROCEDURE TURN OUTBOUND

1. OBTAIN ATIS
1. START TIMING
2. REVIEW APPROACH AND
2. FLAPS—APPROACH
MISSED APPROACH
3. 130 KIAS
3. NAVAIDS—TUNE/IDENT
4. DESCENT CHECKLIST— FAF
COMPLETE
PROCEDURE TURN INBOUND
1. FD—AS DESIRED
2. RESET ALTITUDE ALERTER
ARRIVAL
3. FD—AS DESIRED
4. START APPROACH
CHECKLIST
STATION PASSAGE
MAP-MISSED APPROACH 1. START TIMING
2. SET ALTITUDE ALERTER
2. PITCH—10˚ NOSE UP
3. GEAR—UP
4. FLAPS—UP
5. AIRSPEED—NORMAL CLIMB INTERCEPT FINAL APPROACH
6. COMPLETE MISSED APPROACH
1. COURSE INBOUND
PROCEDURE MAP
FAF APPROACH INBOUND

1. RESET ALTITUDE ALERTER
MDA
FINAL APPROACH FIX

1. START TIMING
2. GEAR—DOWN
THRESHOLD 4. COMPLETE BEFORE
LANDING CHECKLIST
2. AIRSPEED—VREF
3. POWER—IDLE
MINIMUM DESCENT ALTITUDE (MDA)

LANDING MAP-LANDING ASSURED 1. LEVEL OFF AT MDA AT LEAST 1 MILE
1. GROUND FINE OR REVERSE 1. FLAPS—DOWN PRIOR TO MAP, IF POSSIBLE
2. BRAKES—AS REQUIRED 2. TRANSITION TO VREF 2. TORQUE—800 - 1,000 LBS
3. YAW DAMP—OFF 3. 120 KIAS (VYSE MIN)
4. NORMAL LANDING
CHECKLIST—COMPLETE
CAUTION CAUTION

REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
NOTE: PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; THE PILOT'S VISIBILITY.
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS
APPROACH—NON-PRECISION (SINGLE ENGINE)

King Air C90GTx
ARRIVAL NOTE:
THIS IS A CATEGORY B AIRCRAFT, BUT
1. PLAN CIRCLING MANEUVER AIRSPEEDS OF 121 THROUGH 140 KIAS
2. FOLLOW NORMAL APPROACH REQUIRE USING CATEGORY C MINIMUMS.
PROCEDURES TO MDA
THRESHOLD
MDA
MAP 1. GEAR—RECHECK DOWN
2. AIRSPEED—VREF
3. POWER—IDLE FINAL
1. 120 KIAS (VYSE + 10 KT MIN)
WHEN LANDING ASSURED:
MINIMUM DESCENT ALTITUDE (MDA) 3. FLAPS—DOWN 100%
1 NM 4. TRANSITION TO VREF
1. LEVEL OFF AT MDA AT LEAST 1 5. YAW DAMP—OFF
MILE PRIOR TO MAP, IF POSSIBLE
2. TORQUE—800 - 1,000 LBS
3. 120 KIAS (VYSE + 10 KT MIN)
4. MANEUVER WITHIN VISIBILITY
CRITERIA
5. MAINTAIN MDA
MAP AND DURING CIRCLING MANEUVER

1. DETERMINE THAT VISUAL CONTACT WITH
THE RUNWAY ENVIRONMENT CAN BE
MAINTAINED AND A NORMAL LANDING CAN
BE MADE FROM A CIRCLING APPROACH,
OR INITIATE A MISSED APPROACH
2. MAINTAIN MDA DURING CIRCLING MANEUVER
BASE
1. COMMENCE DESCENT FROM
A POINT WHERE A NORMAL
LANDING CAN BE MADE
CAUTION CAUTION

REVERSING ON RUNWAYS WITH LOOSE SAND, DUST, OR
NOTE: SNOW ON THE SURFACE. FLYING GRAVEL WILL DAMAGE
REVERSE IS MOST EFFECTIVE AT HIGHER SPEEDS; PROPELLER BLADES, AND DUST OR SNOW MAY IMPAIR
BRAKING IS MOST EFFECTIVE AT LOWER SPEEDS. THE PILOT'S VISIBILITY.
CIRCLING APPROACH PROCEDURE

King Air C90GTx
INITIAL DESCENT LEVEL-OFF
14˚ NOSE DOWN
REDUCE RATE OF DESCENT

APPROXIMATELY 500 FT
ABOVE LEVEL OFF ALTITUDE
LEVEL OFF
1. OXYGEN SYSTEM — VERIFY ARMED 1. INITIAL PITCH ATTITUDE — 14˚ NOSE DOWN 1. APPROXIMATELY 500 FT
2. CREW MASK — ON 2. MAXIMUM IAS SHOULD BE VLE BEFORE LEVEL OFF
3. PASSENGER OXYGEN — AS REQUIRED 3. ADVISE ATC ALTITUDE, SMOOTHLY
4. POWER LEVERS — IDLE 4. RESET ALTIMETER AND ALTITUDE REDUCE RATE OF DESCENT
5. PROP LEVERS — SMOOTHLY FULL ALERTER TO LEVEL OFF ALTITUDE 2. FLAPS — UP
FORWARD 3. GEAR — UP (BELOW
6. FLAPS — APPROACH (BELOW TRIANGLE) VLO RETRACTION)
7. GEAR — DOWN (BELOW VLE) 4. ADD POWER AS REQUIRED
5. REMOVE MASK
6. SET PROP RPM
7. COMPLETE DESCENT
CHECKLIST
NOTE:
IF INITIAL INDICATED AIRSPEED IS ABOVE

VLE , MAINTAIN THE INITIAL ALTITUDE
UNTIL THE IAS IS AT OR BELOW VLE.
EMERGENCY DESCENT

King Air C90GTx
HOLD 45° BANK

1. SMALL PITCH CORRECTIONS
2. MAINTAIN AIRSPEED
ROLLOUT
1. RETURN TO AND HOLD
ENTRY PARAMETERS
THROUGH 30° BANK
1. ADD APPROX. 100 LBS. TORQUE
2. ONE UNIT NOSE UP TRIM
3. SMALL PITCH INCREASE
ROLL INTO TURN THROUGH 30° BANK

1. MAINTAIN INITIAL 1. REDUCE TORQUE 100 LBS.
ALTITUDE 2. REDUCE PITCH
3. TAKE OUT TRIM
ROLL OUT OF TURN

1. START ROLLOUT 25° PRIOR
TO ROLLOUT HEADING
INITIAL ENTRY
2. TORQUE—APPROX.
800 - 1,000 LBS.
3. HEADING BUG—SET
4. FD—OFF
5. CHECK ADI PITCH
REFERENCE
STEEP TURNS


King Air C90Gtx: Pilot Pre-Course Study Guide

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King Air C90Gtx: Pilot Pre-Course Study Guide

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King Air C90GTx

Pilot Pre-Course Study Guide

KING AIR C90GTx

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

In this guide you will find the following information:

King Air C90GTx Training Team

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

Passport or birth certificate with an original, raised seal and a

Valid, current FAA letter of approval for foreign pilots seeking

Pilot logbooks for pilots seeking initial jet type certification or

Company or country specific training and/or checking paperwork

Method of payment if required

Review of company specific SOP prior to arrival for class

Review of expanded procedures checklist prior to arrival if

Bring your AFM, POM and checklist for revisions if attending a

NOTE: If you have any concerns about required documentation

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

EMERGENCY PROCEDURES (MEMORY ITEMS)

EMERGENCY ENGINE SHUTDOWN

L ENG FIRE OR R ENG FIRE

CONDITION LEVER...........................................................................FUEL CUTOFF

ENGINE FIRE ON GROUND

L ENG FIRE OR R ENG FIRE

CONDITION LEVER...........................................................................FUEL CUTOFF

ENGINE FAILURE DURING TAKEOFF

POWER LEVERS ...............................................................................GROUND FINE

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

ENGINE FAILURE DURING TAKEOFF

V1 SPEED.............................................................ROTATE TO APROxIMATELY 10°

ENGINE FAILURE IN FLIGHT BELOW

2ND ENGINE FLAMEOUT

BOOST PUMP AND AUTO CROSSFEED FAILURE

L FUEL PRESS OR R FUEL PRESS

CROSSFEED SWITCH .....................................................VERIFY AUTO POSITION

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

ELECTRICAL FIRE OR SMOKE

ENVIRONMENTAL SYSTEM SMOKE OR FUMES

OxYGEN MASK(S) .............................................................................................DON

CABIN DOOR UNLOCKED

ALL OCCUPANTS ........................................................SEATED WITH SEAT BELTS

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

DUAL GENERATOR FAILURE

INSTRUMENT EMERGENCY LIGHTS .................................................................ON

UNSCHEDULED ELECTRIC PITCH TRIM ACTIVATION

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

UNSCHEDULED RUDDER BOOST ACTIVATION

OxYGEN MASK(S) .............................................................................................DON

OxYGEN MASK(S) .............................................................................................DON

HIGH DIFFERENTIAL PRESSURE

Anytime the Differential Pressure Goes Into the Red Arc:

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

EMERGENCY RELEASE HATCH COVER.......................................................OPEN

CONTROL COLUMN...............................FULL FORWARD, AILERONS NEUTRAL

FLIGHT CONTROLS ..........................................................................HOLD FIRMLY

FLIGHT CONTROLS ..........................................................................HOLD FIRMLY

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

If An Automatic Disengagement Occurs:

TERRAIN AWARENESS WARNING SYSTEM + (TAWS+)

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY

SELECTED OPERATING LIMITATIONS

Copyright © 2011 FlightSafety International FOR TRAINING PURPOSES ONLY