Quest Kodiak 100 Series POH

Uncontrolled if printed
Preface
Airplane Information Manual
(DOCUMENT NO: AM901.201)
General
Emergency Limitations
100 SERIES AIRCRAFT
WA R N I N G / N O T I C E
Abnormal
At the time of issuance, this information manual was an exact
duplicate of the flight information contained within the Pilot’s
Procedures
Operating Handbook and FAA Approved Airplane Flight Manual.
The information contained within this manual is to be used for
general purposes only and may NOT substitute for the official Pilot’s
Operating Handbook. The information within this manual was
Weight & Bal. Performance

current as of the date listed below, and is for reference only.
DO NOT USE THIS MANUAL FOR

FLIGHT OPERATIONS
Rev i s i o n 16
Systems
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Service
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Preface 100 SERIES
This Page Intentionally Left Blank
PREFACE- 2 P i l o t ’s O p e r a t i n g H a n d b o o k
D O N OT U S E FO R FL I G H T O PE R AT I O N S

Preface
100 SERIES
Table of Sections
CONTENTS SECTION
GENERAL................................................................................................................. 1
LIMITATIONS............................................................................................................ 2
EMERGENCY PROCEDURES................................................................................. 3
ABNORMAL PROCEDURES................................................................................. 3A
NORMAL PROCEDURES......................................................................................... 4
PERFORMANCE....................................................................................................... 5
WEIGHT AND BALANCE......................................................................................... 6
AIRPLANE & SYSTEMS DESCRIPTIONS............................................................... 7
HANDLING, SERVICE & MAINTENANCE............................................................... 8
SUPPLEMENTS........................................................................................................ 9
P i l o t ’s O p e r a t i n g H a n d b o o k PREFACE- 3

Preface 100 SERIES
PREFACE- 4 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 1
100 SERIES GENER AL
SECTION 1
General
GENERAL
Table of Contents
CONTENTS PAGE
GENERAL..............................................................................................................1-3
INTRODUCTION....................................................................................................1-3
THREE VIEW DRAWING.......................................................................................1-3
DESCRIPTIVE DATA.............................................................................................1-5
ENGINE...............................................................................................................1-5
PROPELLER.......................................................................................................1-5
FUEL...................................................................................................................1-6
OIL.......................................................................................................................1-7
MAXIMUM CERTIFICATED WEIGHTS..............................................................1-7
TYPICAL AIRPLANE WEIGHTS.........................................................................1-7
CABIN, CARGO, AND ENTRY DIMENSIONS....................................................1-8
BAGGAGE/CARGO COMPARTMENT DIMENSIONS........................................1-8
SPECIFIC LOADINGS........................................................................................1-8
SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY.........................................1-9
GENERAL AIRSPEED TERMINOLOGY AND ABBREVIATIONS.......................1-9
METEOROLOGICAL TERMINOLOGY.............................................................1-10
ENGINE POWER TERMINOLOGY...................................................................1-10
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY....... 1-12
WEIGHT AND BALANCE TERMINOLOGY......................................................1-12
WARNINGS, CAUTIONS, AND NOTES DEFINED...........................................1-14
MEANING OF “SHALL,” “WILL,” “SHOULD,” AND “MAY”................................1-14
MEANING OF “LAND AS SOON AS POSSIBLE” OR “PRACTICABLE”.......... 1-14
CONVERSION CHARTS......................................................................................1-14
KILOGRAMS AND POUNDS............................................................................1-15
NAUTICAL MILES, STATUTE MILES, AND KILOMETERS..............................1-16
LITERS, IMPERIAL GALLONS, AND U.S. GALLONS......................................1-17
TEMPERATURE CONVERSION CHART.........................................................1-20
P i l o t ’s O p e r a t i n g H a n d b o o k 1-1

Section 1
General GENER AL 100 SERIES
1- 2 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 1
100 SERIES GENER AL
1-1 GENERAL
This section of the Pilot’s Operating Handbook provides basic data and
information for the pilot which is useful in loading, hangaring, handling, and
General
accomplishing routine preflight inspections of the airplane. This section
also provides definitions and explanations of symbols, abbreviations and
terminology used in this handbook.
1-2 INTRODUCTION
This handbook contains 9 sections and includes the material required to be
furnished to the pilot by the Federal Aviation Regulations, as well as additional
information provided by Quest Aircraft Company, and constitutes the FAA
Approved Airplane Flight Manual. Refer to the Table of Sections in the
“Preface” of this manual for a complete listing of the sections contained in this
handbook.
English is the authoritative text of Quest Aircraft Company, L.L.C., and Quest
Aircraft Design, L.L.C., technical publications. If a technical publication is
translated, then the English version will control.
1-3 THREE VIEW DRAWING

See Figure 1-1 for a general arrangement drawing of the KODIAK 100.
P i l o t ’s O p e r a t i n g H a n d b o o k 1- 3

Section 1
General GENER AL 100 SERIES
33.8 ft
45.0 ft
Wing Area: 240 sq.ft.
Minimum Turning Radius: 152 in

(Main Landing Gear to
Nose Landing Gear)
Max. Propeller Diameter: 96 in
Main Landing Gear

Track Width: 137 in
Maximum Height: 14.7 ft
19 in
Wheel Base Length:

130 in
Figure 1-1 – Three View Drawing

Section 1
100 SERIES GENER AL
1-4 DESCRIPTIVE DATA

ENGINE
General
Number of Engines: 1
Engine Manufacturer: Pratt & Whitney Canada
Engine Model Number: PT6A-34
Engine Type: The PT6A series engine is a free power, two-shaft turbine
engine. The engine uses a three-stage axial and one-stage centrifugal
compressor section, an annular reverse-flow combustion chamber, single
stage compressor turbine, single stage power turbine. The exhaust gas
is directed through an annular exhaust plenum to the atmosphere via twin
opposed exhaust ports provided in the exhaust duct.
Horsepower Rating:
Shaft
Type of Engine Power Horsepower
(SHP)
Takeoff 750
Maximum Continuous Emergency 750
Maximum Normal Operating 700
Maximum Climb 700
Maximum Cruise 700
Table 1-1 – Horsepower Rating
NOT E: Horsepower ratings are for 2200 RPM (propeller).
PROPELLER
Number of Propellers: 1
Propeller Manufacturer: Hartzell Propeller Inc.
Propeller Model Number: HC-E4N-3P (HC-E4N-3PY) / D9511FSB
Number of Propeller Blades: 4
Propeller Diameter: 95 - 96 inches
Propeller Type: Constant speed, full feathering, reversible, hydraulically
actuated aluminum-bladed propeller, with a feathered blade angle of 86°, a
low pitch blade angle of 17.5°, and a maximum reverse pitch of -10° (at the
30-inch radius).

Section 1
GENER AL 100 SERIES
FUEL
The following fuels and fuel additives are FAA approved for use on the
KODIAK 100, subject to the limitations and requirements given in “Section 2”
General
of this manual.
Issuing Authority
Approved Fuel Grade Freezing Point °C (°F) Color
(Specification)
JET A ASTM D 1655 -40 (-40) Straw
ASTM D 1655 or
JET A-1
DEF STAN 91-91
-47 (-53) Straw
JP-1 MIL-T-5616 -46 (-51) Straw

JP-5 MIL-DTL-5624 -50 (-58) Straw
JP-8 MIL-DTL-83133 -60 (-76) Straw
No. 3 Jet Fuel GB6537 (China) -47 (-53) Straw
Table 1-2 – Approved Fuels
CAUTIO N: JP-5 and JP-8 fuels contain anti-icing additives. Do not use
additional additives with these fuels.
Icing Inhibitor Additive Name Concentration Required (% by Volume)

Diethylene Glycol Monomethyl
Ether (DIEGME) conforming to 0.10% to 0.15%
MIL-DTL-85470 or MIL-I-85470
Table 1-2A – Approved Anti-Icing Additive
If additional biocidal protection is desired, the following additive is permitted:
Biocidal Additive Maximum Concentration Allowed (% by Volume)

Biobor JF 0.02% (270 ppm)
Table 1-2B – Approved Biocidal Additive
WARNIN G: All fuels used must contain anti-icing fuel additive

conforming to MIL-DTL-85470 or MIL-I-85470, unless the exceptions given
in “Section 2” of this manual are followed.
Fuel Capacity (in U.S. Gallons):

Both Tanks.........................................................320 U.S. Gallons (2177 lb)
Each Tank..........................................................160 U.S. Gallons (1089 lb)
Capacity to Inboard Filler Ports (Both Tanks).....193 U.S. Gallons (1313 lb)
Usable Fuel (Both Tanks ON)............................315 U.S. Gallons (2143 lb)
Unusable Fuel (Both Tanks ON)................................5 U.S. Gallons (34 lb)
Undrainable Fuel (Both Tanks ON).........................0.15 U.S. Gallons (1 lb)

Section 1
100 SERIES GENER AL
OIL
Oil Grade (Specification): Engine oil must conform to the current revision of
General
Pratt & Whitney Canada “Service Bulletin No. 1001.” Refer to “Section 8”
of this manual for a listing of approved oils.
Total Oil Capacity (including oil in filter, cooler, and hoses): Approximately
13 US quarts
Drain and Refill Quantity: Approximately 9 US quarts
Oil Quantity Operating Range: Keep filled to within 1 ½ quarts of the
maximum indication on the dipstick. Graduations on the dipstick indicate
the oil level in U.S. quarts below the maximum capacity of the oil tank.
WA RNING: Ensure the oil dipstick/cap is latched down securely.

Operating the engine with the dipstick/cap unlatched will result in
excessive oil loss leading to eventual engine stoppage.
NOT E: In order to obtain an accurate oil level reading, it is necessary

to either check the oil within 10 to 20 minutes after engine shutdown
(referencing the max hot markings while the oil is still hot) or to reference
the max cold markings prior to the first flight of the day. If more than 10 to
20 minutes have elapsed since engine shutdown and the engine oil is still
warm, perform an engine motoring run before checking the oil level and
reference the max hot markings.
MAXIMUM CERTIFICATED WEIGHTS

Ramp................................................................................................ 7305 lb
Takeoff.............................................................................................. 7255 lb
Landing............................................................................................ 6690 lb
Maximum Zero Fuel Weight............................................................. 6490 lb
NOT E : Refer to “Section 7” of this manual for recommended loading

arrangements.
TYPICAL AIRPLANE WEIGHTS

Standard Empty Weight................................................................... 3775 lb
Maximum Standard Useful Load...................................................... 3530 lb

Section 1
GENER AL 100 SERIES
CABIN, CARGO, AND ENTRY DIMENSIONS

Maximum Cabin Width......................................................................54.0 IN
Maximum Cabin Height.....................................................................57.0 IN
General
Cabin Length (Forward Door Post to Aft Bulkhead)...........................190 IN

Minimum Crew Door Width..................................................................31 IN
Minimum Crew Door Height.................................................................51 IN
Maximum Crew Door Sill Height..........................................................43 IN
BAGGAGE/CARGO COMPARTMENT DIMENSIONS

Cargo Volume (Total, Aft of Crew Seats)....................................248 CU FT
Aft Cargo Shelf Volume.................................................................38 CU FT
Minimum Cargo Door Width............................................................49.25 IN
Minimum Cargo Door Height..........................................................49.25 IN
Maximum Cargo Door Sill Height.........................................................38 IN
SPECIFIC LOADINGS
Wing Loading..................................................................... 30.2 LB / SQ FT
Power Loading...................................................................... 9.67 LB / SHP
NOT E: Refer to “Section 6” of this manual for loading weight limits.

Section 1
100 SERIES GENER AL
1-5 SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY AND ABBREVIATIONS
General
KCAS - Knots Calibrated Airspeed – The indicated airspeed of an airplane
expressed in knots, corrected for position and instrument error. Calibrated
airspeed is equal to true airspeed in a standard atmosphere at sea level.
GS - Ground Speed – The speed of an airplane relative to the ground.
KIAS - Knots Indicated Airspeed – The speed of an airplane as shown on
the airspeed indicator.
KTAS - Knots True Airspeed – The airspeed, expressed in knots, relative to
undisturbed air which is KCAS corrected for non-standard temperature and
altitude.
Vclimb - Enroute Climb Speed – The regulatory climb speed at which the
performance data in “Section 5” of this handbook is based upon.
Vfe - Maximum Flap Extended Speed – The highest speed permissible with
the wing flaps placed in a prescribed extended position.
Vmo - Maximum Operating Airspeed – The speed that may not be
deliberately exceeded in normal flight operations.
Vne - Never Exceed Speed – The airspeed which should never be exceeded
during flight operations.
Vo - Maximum Operating Maneuvering Speed – The maximum speed at
which application of full or abrupt control movements may be used without
overstressing the aircraft. At speeds less than or equal to maneuvering
speed, the aircraft will stall before the maximum load limits are reached.
Vref - Landing Reference Speed or the threshold crossing speed – The
base speed used for reference and calculations.
Vs - Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the clean configuration.
Vso - Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the landing configuration at max weight and
forward C.G.
Vx - Best Angle-of-Climb Speed – The speed which results in the greatest
gain of altitude in a given horizontal distance.
Vy - Best Rate-of-Climb Speed – The speed which results in the greatest
gain of altitude in a given time and changes with altitude.

Section 1
GENER AL 100 SERIES
METEOROLOGICAL TERMINOLOGY
ISA - International Standard Atmosphere – Atmospheric conditions in
General
which:
1. The air is a dry, perfect gas.
2. The temperature at sea level is 15° Celsius (59° Fahrenheit).
3. The pressure at sea level is 29.92 inches of mercury (1013.2 mb).
4. The temperature gradient from sea level to the altitude at which the
temperature is -56.5°C (-69.7°F) is -0.00198°C (-0.003564°F) per foot and
zero above that altitude. This translates to -1.98°C (-3.56°F) per thousand
feet in altitude.
OAT - Outside Air Temperature – The free air static temperature, obtained
either from in-flight temperatures or ground meteorological sources,
adjusted for instrument error and compressibility effects.
Pressure Altitude – The altitude read from a pressure altimeter when the
altimeter’s barometric scale has been set to 29.92 inches of mercury or
1013.2 mb.
ENGINE POWER TERMINOLOGY

Beta Mode – The engine operational mode in which both the propeller blade
angle and the engine power are controlled by the power lever. Beta mode
may only be used during ground operations.
Flameout – The unintentional loss of combustion chamber flame during
engine operation.
Gas Generator RPM (Ng) – Indicated in percent of gas generator RPM based
on a scale in which 100% equals 37,500 RPM.
Hot Start – An engine start, or an attempted engine start, which results in an
ITT that is more than 1090°C.
ITT - Inter-Turbine Temperature – A measurement of the temperature
between the compressor turbine and the power turbine stator.
Maximum Climb Power – The maximum power approved for a normal climb.
Use of this power setting is limited to climb operations. This setting relates
to the power developed at the maximum torque limit relative to propeller
RPM, ITT (765°C), or Ng limit of 101.6%, whichever occurs first.
1-10 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 1
100 SERIES GENER AL
Maximum Continuous Power – The maximum power rating, limited
to emergency or abnormal conditions only, which require maximum
aircraft performance, for example, extreme icing conditions or excessive
General
downdrafts. This power is developed at the maximum torque limit of 1970
lb.ft., ITT of 790°C, or an Ng limit of 101.6%, whichever occurs first.
Maximum Cruise Power – The maximum power approved for cruise;
maximum cruise power is not time limited. This power setting relates to the
power developed at the maximum cruise torque from the Max Torque for
Cruise Chart in “Section 5,” ITT of 740°C or the Ng limit of 101.6%,
whichever occurs first.
Maximum Takeoff Power – The maximum power rating, limited to a
maximum of 5 minutes for normal operations. Use of this power setting
should be limited to normal takeoff operations. This power setting is
defined by the limitations of the maximum torque of 1970 ft.lb., 790°C ITT
or the Ng limit of 101.6%, whichever occurs first.
Ng – Represents the gas generator (compressor turbine) RPM. 100% Ng
represents 37,500 RPM.
Np – Represents Propeller RPM and is an indication of the propeller speed in
RPM.
Reverse Thrust – The thrust produced when the propeller blades are rotated
beyond a flat pitch and into a reverse angle.
RPM – Revolutions Per Minute.
SHP - Shaft Horsepower – The power available at the propeller shaft.
SHP = Propeller RPM x Foot Pounds of Torque
5252
Torque – A measurement of the rotational force exerted by the engine on the

propeller shaft.
Windmill – Propeller rotation powered by relative airflow only.

Section 1
GENER AL 100 SERIES
AIRPLANE PERFORMANCE AND FLIGHT PLANNING

TERMINOLOGY
General
Climb Gradient – The demonstrated ratio of the change in height during a

portion of a climb, to the horizontal distance traversed in the same time
interval.
Demonstrated Crosswind Velocity – The velocity of the crosswind
component at which adequate control of the aircraft and landing was
actually demonstrated during certification testing. This value is not
considered to be a performance limitation for the aircraft.
g – Acceleration equal to that produced by the force of gravity.
NMPP - Nautical Miles Per Pound – The attainable distance per pound of
fuel consumption.
PPH - Pounds Per Hour – The amount of fuel consumed per hour.
Unusable Fuel – The quantity of fuel which may not be safely used in
flight.
Usable Fuel – The fuel available for engine operation and flight planning
purposes.
WEIGHT AND BALANCE TERMINOLOGY

Arm – The horizontal distance from the reference datum to the center of
gravity (C.G.) of a given item.
Basic Empty Weight – The standard empty weight of an aircraft plus the
weight of any optional equipment.
C.G. - Center of Gravity – The point at which an object (airplane) would
balance if it were suspended. The C.G. distance from the reference datum
is determined by dividing the total moment by the total weight of the
airplane.
C.G. Arm - Center of Gravity Arm – The arm obtained by adding the
airplane’s individual moments and dividing the sum of the moments by the
airplane’s total weight.
C.G. Limits - Center of Gravity Limits – The extreme center of gravity
locations within which the airplane must be operated at a given weight.

Section 1
100 SERIES GENER AL
MAC - Mean Aerodynamic Chord of a wing is the chord of an imaginary
airfoil which will have the same force vectors as those of the actual wing,
throughout the flight range.
General
Maximum Landing Weight – The maximum weight approved for the landing
touchdown.
Maximum Ramp Weight – The maximum weight approved for ground
operations. This includes the weight of fuel used for starting, taxi, and
runup.
Maximum Takeoff Weight – The maximum weight approved for the start of
takeoff roll.
Moment – The product of the weight of an item multiplied by its arm. (The
actual moment divided by a constant of 1000 is used to simplify balance
calculations by reducing the number of digits.)
MZFW - Maximum Zero Fuel Weight – The maximum allowable weight of
the airplane and all its contents, minus the total weight of the fuel on board.
Ramp Condition – The weight and moment of the aircraft prior to taxi.
Reference Datum – An imaginary vertical plane from which all horizontal
distances are measured for weight and balance purposes.
Residual Fuel – Another name for undrainable fuel or the fuel remaining
when the airplane is de-fueled. Residual fuel is considered to be a part of
the empty weight of the aircraft.
Standard Empty Weight – The weight of a standard airplane including any
residual fuel, full operating fluids and full engine oil.
Station – A location along the airplane fuselage usually expressed in terms of
distance from the reference datum.

Section 1
GENER AL 100 SERIES
WARNINGS, CAUTIONS, AND NOTES DEFINED

WARNING: An operating procedure, technique, note, or maintenance
practice which may result in personal injury or death if not carefully followed.
General
Called out by a dashed red box and the following exclamation triangle:
CAUT ION: An operating procedure, technique, note, or maintenance

practice which may result in damage to equipment if not carefully followed.
Called out by a dashed yellow box and the following exclamation triangle:
NOTE: An operating procedure, technique, note, or maintenance condition

which is considered essential or beneficial to emphasize. Called out by a blue
box and the following check mark triangle:
MEANING OF “SHALL,” “WILL,” “SHOULD,” AND “MAY”

The words “shall” and “will” are used to denote a mandatory requirement. The
word “should” denotes something that is recommended but not mandatory.
The word “may” is permissive in nature and suggests something which is
optional.
MEANING OF “LAND AS SOON AS POSSIBLE” OR

“PRACTICABLE”
The use of these two terms relates to the urgency of the situation. When it
is suggested to land as soon as possible, this means to land at the nearest
suitable airfield after considering weather conditions, ambient lighting,
approach facilities, and landing requirements. When it is suggested to land
as soon as practicable, this means that the flight may be continued to an
airport with superior facilities, including maintenance support, and weather
conditions.
1-6 CONVERSION CHARTS

A series of charts and graphs are provided on the following pages for
conversion to and from U.S. weights and measures to metric and imperial
equivalents. The charts and graphs are included as an aide to pilots who
are located in countries other than the United States or pilots from the United
States who are traveling to or within other countries.

Section 1
100 SERIES GENER AL
KILOGRAMS AND POUNDS
NOT E : Example of how to use the following table:
General
To convert 87 kilograms to pounds, locate the 80 in the first column and
then move right, horizontally to column number 7 and read the solution:
87 kilograms = 191.80 pounds.
Converting Kilograms to Pounds

Kilograms 0 1 2 3 4 5 6 7 8 9
0 2.205 4.409 6.614 8.818 11.023 13.228 15.432 17.637 19.842
10 22.046 24.251 26.455 28.660 30.865 33.069 35.274 37.479 39.683 41.888
20 44.092 46.297 48.502 50.706 52.911 55.116 57.320 59.525 61.729 63.934
30 66.139 68.343 70.548 72.753 74.957 77.162 79.366 81.571 83.776 85.980
40 88.185 90.390 92.594 94.799 97.003 99.208 101.41 103.62 105.82 108.03
50 110.23 112.44 114.64 116.85 119.05 121.25 123.46 125.66 127.87 130.07
60 132.28 134.48 136.69 138.89 141.10 143.30 145.51 147.71 149.91 152.12
70 154.32 156.53 158.73 160.94 163.14 165.35 167.55 169.76 171.96 174.17
80 176.37 178.57 180.78 182.98 185.19 187.39 189.60 191.80 194.01 196.21
90 198.42 200.62 202.83 205.03 207.23 209.44 211.64 213.85 216.05 218.26
100 220-46 222.67 224.87 227.08 229.28 231.49 233.69 235.90 238.10 240.30
1000 2204.6 2226.7 2248.7 2270.8 2292.8 2314.9 2336.9 2359.0 2381.0 2403.0
Table 1-3 – Kilograms to Pounds
NOT E : Example of how to use the following table:

To convert 60 pounds to kilograms, locate the 60 in the first column and
then move right, horizontally to column number 0 and read the solution:
60 Pounds = 27.216 Kilograms
Converting Pounds to Kilograms

Pounds 0 1 2 3 4 5 6 7 8 9
0 0.454 0.907 1.361 1.814 2.268 2.722 3.175 3.629 4.082
10 4.563 4.990 5.443 5.897 6.350 6.804 7.257 7.711 8.165 8.618
20 9.072 9.525 9.979 10.433 10.866 11.340 11.793 12.247 12.701 13.154
30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.236 17.690
40 18.144 18.597 19.051 19.504 19.958 20.412 20.865 21.319 21.772 22.226
50 22.680 23.133 23.587 24.040 24.494 24.948 25.401 25.855 26.308 26.762
60 27.216 27.669 28.123 28.576 29.030 29.483 29.937 30.391 30.844 31.298
70 31.751 32.205 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834
80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.463 39.916 40.370
90 40.823 41.277 41.730 42.184 42.638 43.091 43.545 43.998 44.452 44.906
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442
1000 453.59 458.13 462.66 467.20 471.74 476.27 480.81 485.34 489.88 494.42
Table 1-4 – Pounds to Kilograms

Section 1
GENER AL 100 SERIES
NAUTICAL MILES, STATUTE MILES, AND KILOMETERS
Nautical Statute Nautical Statute Nautical Statute

General
Kilometers Kilometers Kilometers

Miles Miles Miles Miles Miles Miles
5 6 9 175 202 324 345 397 639
10 12 19 180 207 333 350 403 648
15 17 28 185 213 343 355 409 657
20 23 37 190 219 352 360 415 667
25 29 46 195 225 361 365 420 676
30 35 56 200 230 370 370 426 685
35 40 65 205 236 380 375 432 695
40 46 74 210 242 389 380 438 704
45 52 83 215 248 398 385 443 713
50 58 93 220 253 407 390 449 722
55 63 102 225 259 417 395 455 732
60 69 111 230 265 426 400 461 741
65 75 120 235 271 435 405 466 750
70 81 130 240 276 444 410 472 759
75 86 139 245 282 454 415 478 769
80 92 148 250 288 463 420 484 778
85 98 157 255 294 472 425 489 787
90 104 167 260 299 482 430 495 796
95 109 176 265 305 491 435 501 806
100 115 185 270 311 500 440 507 815
105 121 194 275 317 509 445 512 824
110 127 204 280 322 519 450 518 833
115 132 213 285 328 528 455 524 843
120 138 222 290 334 537 460 530 852
125 144 232 295 340 546 465 535 861
130 150 241 300 345 556 470 541 870
135 155 250 305 351 565 475 547 880
140 161 259 310 357 574 480 553 889
145 167 269 315 263 583 485 559 898
150 173 278 320 369 593 490 564 907
155 178 287 325 374 602 495 570 917
160 184 296 330 380 611 500 576 926
165 190 306 335 386 620 505 582 935
170 196 315 340 392 630 510 587 945
Table 1-5 – Convert Between Miles and Kilometers

Section 1
100 SERIES GENER AL
LITERS, IMPERIAL GALLONS, AND U.S. GALLONS
Converting Liters to Imperial Gallons
General
Liters 0 1 2 3 4 5 6 7 8 9
0 0.00 0.22 0.44 0.66 0.88 1.10 1.32 1.54 1.76 1.98
10 2.20 2.42 2.64 2.86 3.08 3.30 3.52 3.74 3.96 4.18
20 4.40 4.62 4.84 5.06 5.28 5.50 5.72 5.94 6.16 6.38
30 6.60 6.82 7.04 7.26 7.48 7.70 7.92 8.14 8.36 8.58
40 8.80 9.02 9.24 9.46 9.68 9.90 10.12 10.34 10.56 10.78
50 11.00 11.22 11.44 11.66 11.88 12.10 12.32 12.54 12.76 12.98
60 13.20 13.42 13.64 13.86 14.08 14.30 14.52 14.74 14.96 15.18
70 15.40 15.62 15.84 16.06 16.28 16.50 16.72 16.94 17.16 17.38
80 17.60 17.82 18.04 18.26 18.48 18.70 18.92 19.14 19.36 19.58
90 19.80 20.02 20.24 20.46 20.68 20.90 21.12 21.34 21.56 21.78
100 22.00 22.22 22.44 22.66 22.88 23.10 23.32 23.54 23.76 23.98
Table 1-6 – Liters to Imperial Gallons
Converting Imperial Gallons to Liters

Imperial
0 1 2 3 4 5 6 7 8 9
Gallons
0 0.00 4.55 9.09 13.64 18.18 22.73 27.28 31.82 36.37 40.91
10 45.46 50.01 54.55 59.10 63.64 68.19 72.74 77.28 81.83 86.37
20 90.92 95.47 100.01 104.56 109.10 113.65 118.20 122.74 127.29 131.83
30 136.38 140.93 145.47 150.02 154.56 159.11 163.66 168.20 172.75 177.29
40 181.84 186.39 190.93 195.48 200.02 204.57 209.12 213.66 218.21 222.75
50 227.30 231.85 236.39 240.94 245.48 250.03 254.58 259.12 263.67 268.21
60 272.76 277.31 281.85 286.40 290.94 295.49 300.04 304.58 309.13 313.67
70 318.22 322.77 327.31 331.86 336.40 340.95 345.50 350.04 354.59 359.13
80 363.68 368.23 372.77 377.32 381.86 386.41 390.96 395.50 400.05 404.59
90 409.14 413.69 418.23 422.78 427.32 431.87 436.42 440.96 445.51 450.05
100 454.60 459.15 463.69 468.24 472.78 477.33 481.88 486.42 490.97 495.51
Table 1-7 – Imperial Gallons to Liters

Section 1
GENER AL 100 SERIES
Converting Liters to U.S. Gallons

Liters 0 1 2 3 4 5 6 7 8 9
General
0 0.00 0.26 0.53 0.79 1.06 1.32 1.59 1.85 2.11 2.38
10 2.64 2.91 3.17 3.43 3.70 3.96 4.23 4.49 4.76 5.02
20 5.28 5.55 5.81 6.08 6.34 6.60 6.87 7.13 7.40 7.66
30 7.93 8.19 8.45 8.72 8.98 9.25 9.51 9.77 10.04 10.30
40 10.57 10.83 11.10 11.36 11.62 11.89 12.15 12.42 12.68 12.94
50 13.21 13.47 13.74 14.00 14.27 14.53 14.79 15.06 15.32 15.59
60 15.85 16.11 16.38 16.64 16.91 17.17 17.44 17.70 17.96 18.23
70 18.49 18.76 19.02 19.28 19.55 19.81 20.08 20.34 20.61 20.87
80 21.13 21.40 21.66 21.93 22.19 22.45 22.72 22.98 23.25 23.51
90 23.78 24.04 24.30 24.57 24.83 25.10 25.36 25.62 25.89 26.15
100 26.42 26.68 26.95 27.21 27.47 27.74 28.00 28.27 28.53 28.79
Table 1-8 – Liters to U.S. Gallons
Converting U.S. Gallons to Liters

U.S.
0 1 2 3 4 5 6 7 8 9
Gallons
0 0.00 3.79 7.57 11.36 15.14 18.93 22.71 26.50 30.28 34.07
10 37.85 41.64 45.42 49.21 52.99 56.78 60.56 64.35 68.13 71.92
20 75.70 79.49 83.27 87.06 90.84 94.63 98.41 102.20 105.98 109.77
30 113.55 117.34 121.12 124.91 128.69 132.48 136.26 140.05 143.83 147.62
40 151.40 155.19 158.97 162.76 166.54 170.33 174.11 177.90 181.68 185.47
50 189.25 193.04 196.82 200.61 204.39 208.18 211.96 215.75 219.53 223.32
60 227.10 230.89 234.67 238.46 242.24 246.03 249.81 253.60 257.38 261.17
70 264.95 268.74 272.52 276.31 280.09 283.88 287.66 291.45 295.23 299.02
80 302.80 306.59 310.37 314.16 317.94 321.73 325.51 329.30 333.08 336.87
90 340.65 344.44 348.22 352.01 355.79 359.58 363.36 367.15 370.93 374.72
100 378.50 382.29 386.07 389.86 393.64 397.43 401.21 405.00 408.78 412.57
Table 1-9 – U.S. Gallons to Liters

Section 1
100 SERIES GENER AL
Converting Imperial Gallons to U.S. Gallons

Imperial
0 1 2 3 4 5 6 7 8 9
Gallons
General
0 0.00 1.20 2.40 3.60 4.80 6.01 7.21 8.41 9.61 10.81
10 12.01 13.21 14.41 15.61 16.81 18.02 19.22 20.42 21.62 22.82
20 24.02 25.22 26.42 27.62 28.82 30.03 31.23 32.43 33.63 34.83
30 36.03 37.23 38.43 39.63 40.83 42.04 43.24 44.44 45.64 46.84
40 48.04 49.24 50.44 51.64 52.84 54.05 55.25 56.45 57.65 58.85
50 60.05 61.25 62.45 63.65 64.85 66.06 67.26 68.46 69.66 70.86
60 72.06 73.26 74.46 75.66 76.86 78.07 79.27 80.47 81.67 82.87
70 84.07 85.27 86.47 87.67 88.87 90.08 91.28 92.48 93.68 94.88
80 96.08 97.28 98.48 99.68 100.88 102.09 103.29 104.49 105.69 106.89
90 108.09 109.29 110.49 111.69 112.89 114.10 115.30 116.50 117.70 118.90
100 120.10 121.30 122.50 123.70 124.90 126.11 127.31 128.51 129.71 130.91
Table 1-10 – Imperial Gallons to U.S. Gallons
Converting U.S. Gallons to Imperial Gallons

U.S.
0 1 2 3 4 5 6 7 8 9
Gallons
0 0.00 0.83 1.67 2.50 3.33 4.16 5.00 5.83 6.66 7.49
10 8.33 9.16 9.99 10.82 11.66 12.49 13.32 14.16 14.99 15.82
20 16.65 17.49 18.32 19.15 19.98 20.82 21.65 22.48 23.32 24.15
30 24.98 25.81 26.65 27.48 28.31 29.14 29.98 30.81 31.64 32.47
40 33.31 34.14 34.97 35.81 36.64 37.47 38.30 39.14 39.97 40.80
50 41.63 42.47 43.30 44.13 44.96 45.80 46.63 47.46 48.30 49.13
60 49.96 50.79 51.63 52.46 53.29 54.12 54.96 55.79 56.62 57.45
70 58.29 59.12 59.95 60.79 61.62 62.45 63.28 64.12 64.95 65.78
80 66.61 67.45 68.28 69.11 69.95 70.78 71.61 72.44 73.28 74.11
90 74.94 75.77 76.61 77.44 78.27 79.10 79.94 80.77 81.60 82.44
100 83.27 84.10 84.93 85.77 86.60 87.43 88.26 89.10 89.93 90.76
Table 1-11 – U.S. Gallons to Imperial Gallons

Section 1
GENER AL 100 SERIES
TEMPERATURE CONVERSION CHART

• Conversion values are
TEMP TO TEMP TO TEMP TO
General
rounded. For brevity,

only even values are CONVERT CONVERT CONVERT
given in the center °C or °F °C or °F °C or °F
columns. Odd values °C < > °F °C < > °F °C < > °F
may be approximated.
-50 -58 -72 -17 2 36 17 62 144
Color coding is only
intended to assist -49 -56 -69 -16 4 39 18 64 147
the user by generally -48 -54 -65 -14 6 43 19 66 151
suggesting temperature
range: blue is at or -47 -52 -62 -13 8 46 20 68 154
below freezing; yellow -46 -50 -58 -12 10 50 21 70 158
includes some cold
-44 -48 -54 -11 12 54 22 72 162
and relatively moderate
to hot temperatures; -43 -46 -51 -10 14 57 23 74 165
red includes warmer -42 -44 -47 -9 16 61 24 76 169
to extremely hot
temperatures. -41 -42 -44 -8 18 64 26 78 172
• To convert from -40 -40 -40 -7 20 68 27 80 172
degrees Celsius (°C) -39 -38 -36 -6 22 72 28 82 180
to degrees Fahrenheit
(°F), in the appropriate -38 -36 -33 -4 24 75 29 84 183
shaded center column, -37 -34 -29 -3 26 79 30 86 187
locate the number of
-36 -32 -26 -2 28 82 31 88 190
the temperature in
degrees Celsius (°C) -34 -30 -22 -1 30 86 32 90 194
to be converted. The -33 -28 -18 0 32 90 33 92 198
equivalent temperature
-32 -26 -15 1 34 93 34 94 201
in degrees Fahrenheit is
read to the right. -31 -24 -11 2 36 97 36 96 205
Example: 38°C = 100°F -30 -22 -8 3 38 100 37 98 208
-29 -20 -4 4 40 104 38 100 212
• To convert from degrees -28 -18 0 6 42 108 39 102 216
Fahrenheit (°F) to
degrees Celsius (°C), in -27 -16 3 7 44 111 40 104 219
the appropriate shaded -26 -14 7 8 46 115 41 106 223
center column, locate
-24 -12 10 9 48 118 42 108 226
the number of the
temperature value in -23 -10 14 10 50 122 43 110 230
degrees Fahrenheit (°F) -22 -8 18 11 52 126 44 112 234
to be converted. The
equivalent temperature -21 -6 21 12 54 129 46 114 237
in degrees Celsius is -20 -4 25 13 56 133 47 116 241
read to the left. -19 -2 28 14 58 136 48 118 244
Example: 38°F = 3°C -18 0 32 16 60 140 49 120 248
Table 1-12 – Converting Between Degrees Centigrade

and Degrees Fahrenheit
1- 2 0 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 2
100 SERIES L I M I TAT I O N S
SECTION 2
Limitations
Table of Contents
Limitations
CONTENTS PAGE
GENERAL..............................................................................................................2-3
AIRSPEED LIMITATIONS......................................................................................2-4
AIRSPEED INDICATOR MARKINGS....................................................................2-4
POWERPLANT LIMITATIONS...............................................................................2-5
PROPELLER SYSTEM OPERATING LIMITATIONS..........................................2-6
ENGINE CONTROL OPERATING LIMITATION..................................................2-6
ENGINE STARTING CYCLE LIMITATIONS........................................................2-6
POWER PLANT INSTRUMENT MARKINGS........................................................2-8
MISCELLANEOUS INSTRUMENT MARKINGS.................................................2-10
WEIGHT LIMITS...................................................................................................2-10
CENTER OF GRAVITY LIMITS........................................................................... 2-11
CENTER OF GRAVITY RANGE....................................................................... 2-11
MEAN AERODYNAMIC CHORD (MAC)........................................................... 2-11
MANEUVER LIMITS............................................................................................2-12
FLIGHT LOAD FACTOR LIMITS.........................................................................2-12
FLIGHT CREW LIMITS........................................................................................2-12
KINDS OF OPERATION LIMITS..........................................................................2-12
FUEL LIMITATIONS.............................................................................................2-18
TOTAL FUEL CAPACITY...................................................................................2-18
FUEL SYSTEM ICING INHIBITOR (FSII)..........................................................2-18
FUEL SYSTEM ICING INHIBITOR EXCEPTION..............................................2-18
MAXIMUM OPERATING ALTITUDE LIMITATION...............................................2-19
OUTSIDE AIR TEMPERATURE LIMIT................................................................2-19
MINIMUM OUTSIDE AIR TEMPERATURE LIMIT ...........................................2-19
MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT...........................................2-19
MAXIMUM PASSENGER SEATING LIMIT..........................................................2-20
OTHER LIMITATIONS..........................................................................................2-20
FLAP LIMITATIONS...........................................................................................2-20
CREW SEAT BELT LIMITATION.......................................................................2-20
ELECTRICAL LOAD LIMITATIONS...................................................................2-20
USB CHARGING PORTS.................................................................................2-20
GARMIN G1000 OPERATIONAL LIMITATIONS...............................................2-21
FUEL INDICATION............................................................................................2-21
PLACARDS..........................................................................................................2-22
OPTIONAL SYSTEM PLACARDS....................................................................2-36

Section 2
Limitations L I M I TAT I O N S 100 SERIES

Section 2
2-1 GENERAL
This section of the Pilot’s Operating Handbook includes the operating
limitations, instrument markings and standard placards necessary for the
safe operation of this aircraft, its engine, standard systems and standard
equipment.
WA RNING: The limitations included in this section have been approved
Limitations
by the Federal Aviation Administration. Observance of these operating
limitations is required by Federal Aviation Regulations and failure to
observe these limits could result in damage to aircraft, injury or possibly
death.
NOT E: Operation in countries other than the United States of

America may require observance of different limitations, procedures, or
performance data. The Federal Aviation Regulations and references to
these regulations may not be applicable in other countries. The aircraft
must be equipped and operated in accordance with the applicable national
requirements. Also note, the “Kinds of Operating Equipment List” (KOEL)
may not apply to other country’s regulations.
NOT E: For supplement systems, refer to “Section 9” of this manual for

amendments to operating limitations, procedures, performance data and
other necessary information.
NOT E: The airspeeds listed in this section are based on airspeed

calibration data shown in “Section 5” of this manual.
Your KODIAK is certificated under FAA Type Certificate Number A00007SE

as a Quest Aircraft Company KODIAK 100.

Section 2
L I M I TAT I O N S 100 SERIES
2-2 AIRSPEED LIMITATIONS

Airspeed limitations and their operational significance are provided in the
table below.
Symbol Name KIAS KCAS Remarks

Maximum Flap Extended
Speed: 138 139 Do not exceed these
Limitations
Vfe 0° - 10° of Flaps 120 120 speeds with the flaps

10° - 20° of Flaps 108 108 configured as listed.
20° - 35° of Flaps
Maximum Operating Do not exceed this speed
Vmo 182 180
Speed in any operation.
Do not make full or abrupt
Maximum Operating
Vo 142 144 control movements above
Maneuvering Speed
this speed.
Table 2-1 – Airspeed Limitations
2-3 AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their operational significance are provided in
the following two tables.
KIAS Value
Marking Significance
or Range
Red Band 20 to 47 The red band indicates a low airspeed warning.
Full Flap Operating Range – The lower limit represents
the stall speed at maximum gross weight with the flaps
White
47 to 108 extended (Vso). The upper limit of the white band
Band
represents the maximum permissible speed with the
flaps fully extended.
20° Flap Airspeed Operating Range – The light blue
Light Blue
108 to 120 band visually indicates the operating range with 20°
Band
degrees of flaps.
10° to 20° Flap Airspeed Operating Range – The dark
Blue Band 120 to 138 blue band visually indicates the operating range with
10° to 20° degree flaps.
Normal Operating Range – The lower limit (68)
Green represents the stall speed at maximum gross weight, at
68 to 182
Band the most forward C.G., with flaps retracted (Vs). The
upper limit is the maximum operating speed.
Barber 182 KIAS is the maximum speed for normal flight
≥ 182
Pole Band operations.
Table 2-2 – PFD Airspeed Indicator Marking

Section 2
KIAS
Marking Value or Significance
Range
Full Flap Operating Range – The lower limit of the
white arc represents the stall speed at maximum gross
White Arc 47 to 108 weight, with the flaps extended (Vso). The upper limit
represents the maximum permissible speed, with the
Limitations
flaps fully extended.
Normal Operating Range – The lower limit of the green
arc represents the stall speed at maximum gross
Green Arc 68 to 182
weight, at the most forward C.G., with flaps retracted
(Vs). The upper limit is the maximum operating speed.
The red line indicates the maximum speed for normal
Red Line 182
flight operations.
Table 2-3 – Standby Airspeed Indicator Markings
NOT E: At lower airspeeds, the calibrated and indicated airspeeds

diverge (47 KIAS = 60 KCAS). KIAS values are approximate and may not
be accurate at the stall.
2-4 POWERPLANT LIMITATIONS

Number of Engines..................................................................................... 1
Engine Manufacturer...............................................Pratt & Whitney Canada
Engine Model Number....................................................................PT6A-34
Engine Operating Limits..........................................................See Table 2-4
Fuel Grade and Approved Fuel Additives .....See “Section 1” of this manual
Oil Grade (Specification).................................. Oil to be used must conform

to the current revision of Pratt & Whitney Canada “Service Bulletin Number
1001.” Refer to “Section 8” of this manual for a general listing of approved
engine oils. When adding oil, service the engine with the type and brand of
oil which is currently being used in the engine.
CAUT ION: Do not mix different types or brands of oil.
Number of Propeller Blades........................................................................ 4

Propeller Manufacturer................................................Hartzell Propeller Inc.
Propeller Model Number (Hub/Blades).............HC-E4N-3P(Y)/D9511FS(B)
Propeller Diameter (Min-Max)...................................................95-96 inches
Propeller Blade Angles @ 30 inch station:
Feathered............................................................................... 86.1° ± 0.5°
Low Pitch................................................................................ 17.5° ± 0.1°
Reverse Pitch........................................................................... -10° ± 0.5°

Section 2
PROPELLER SYSTEM OPERATING LIMITATIONS

An overspeed governor test must be performed prior to the first flight of the
day and following engine control system maintenance or adjustments.
Stabilized ground operation is prohibited between 450 and 1050 RPM. The
propeller may be operated when feathered at or below 450 RPM.
Limitations
ENGINE CONTROL OPERATING LIMITATION

Flight operation with the engine power lever retarded below idle (beta mode)
is prohibited.
WARNING: Flight operation in beta mode may result in an engine

overspeed condition and consequent loss of engine power or loss of
airplane control. Operating in beta mode quickly produces high amounts
of drag which could result in a rapid loss of altitude or complete loss of
control.
ENGINE STARTING CYCLE LIMITATIONS

Starting cycles with use of the airplanes batteries shall be limited to the
following intervals and sequence:
HI START: 15 seconds ON – 60 seconds OFF
LO START: 30 seconds ON – 60 seconds OFF
LO START: 30 seconds ON – 30 minutes OFF
(Repeat the above cycle as necessary.)
Starting cycles with use of external power shall be limited to the following
intervals and sequence:
HI START: 15 seconds ON – 60 minutes OFF
(Repeat the above cycle as necessary.)

Section 2
Gas Oil Oil

Max Maximum Generator Propeller Pressure Temp. SHP
Operation
Torque ITT°C RPM RPM PSIG °C (8)
(%Ng) (1) (2)
1790 2200 750 @
Takeoff 790 101.6 85 to 105 10 to 99
1970 (3) 2000 <31.0°C
Max 1670 2200 700 @
765 101.6 85 to 105 0 to 99
Limitations
Climb 1840 (3) 2000 <28.3°C
Max 1670 2200 700 @
740 101.6 85 to 105 0 to 99
Cruise 1840 (3) 2000 <19.4°C
52.5 to
Idle — 685 (5) — 40 (min) -40 to 99 —
55.5 (12)
Max 750 @
1875 790 101.6 2100 85 to 105 0 to 99
Reverse (6) <31.0°C
Transient 2100 (7) 850 (4) 102.6 (4) 2420 (9) 85 to 105 0 to 99 —
-40
Starting — 1090 (10) — — — —
(min)
Max
Continuous 1790 2200 750 @
790 101.6 85 to 105 10 to 99
Emergency 1970 (3) 2000 <31.0°C
(11)
NOTE (1): The minimum oil pressure is 85 PSI, at gas generator speeds above 72%, with the oil
temperature between 60°C and 70°C. Oil pressures below 85 psi are considered critical and should only
be tolerated for the minimum amount of time to complete the flight, while operating under a reduced power
setting. Oil pressure indications below 85 psi should be reported as a discrepancy and corrected prior to
the next flight. Oil pressure indications below 40 PSI are unsafe and require engine shutdown or a landing
be made as soon as possible, using the minimum power required to sustain flight.
NOTE (2): For increased oil service life, an oil temperature between 74°C and 80°C is recommended.
A minimum oil temperature of 55°C is required for proper operation of the fuel heater, prior to attaining
takeoff power.
NOTE (3): Propeller RPM must be set at or below 2000 RPM when achieving this maximum torque value.
Max Torque for Takeoff is limited to 5 minutes.
NOTE (4): These values are time limited to two (2) seconds.
NOTE (5): Increase Ng to keep within this limit.
NOTE (6): Reverse thrust operation is limited to one (1) minute.
NOTE (7): This value is limited to twenty (20) seconds.
NOTE (8): The maximum shaft horsepower for takeoff/max continuous is 750. The maximum shaft
horsepower for climb and cruise is limited to 700. The engine may not produce these maximum ratings
under certain temperature and altitude combinations (as reflected in the Takeoff, Climb and Cruise
Performance charts).
NOTE (9): In the event of failure of the main propeller governor, causing an overspeed condition, it is
permissible to complete a flight with the propeller controlled via the overspeed governor, provided this limit
is not exceeded.
NOTE (10): This value is time limited to 2 seconds. Starting temperatures above 850°C should be
investigated for cause of problem.
NOTE (11): Use of this rating is intended for emergency or abnormal conditions (i.e., maintaining altitude
in extreme wind-shear or icing conditions).
Note (12): When Air Conditioning is ON, refer to minimum Ng on Max Generator Power Figures in
Chapter 5.
Table 2-4 – PT6A-34 Engine Operating Limits

Section 2
2-5 POWER PLANT INSTRUMENT MARKINGS

Marking designations for the power plant instruments are provided in the table
below and the figure on the following page.
Red Line Green Arc Yellow Arc Red Line

Instrument Minimum Normal Caution Maximum
Limit Operating Range Limit
Limitations
Torque 0 to 1670 ft-lb 1670 to 1790 ft-lb 1790 ft-lb

Indicator — Variable to 1840 Variable to 1970 Variable to 1970
(2) (1) (1) (1)
Inter-Turbine
400 to 740°C 741 to 790°C 790°C
Temperature —
(3) (3) (3)
(ITT) Indicator
Propeller RPM 1900 to 2200 450 to 1050
— 2200 RPM
Indicator RPM RPM
Gas Generator
%RPM Indicator — 53 to 101.6% — 101.6%
(4)
Oil Pressure
40 PSI 85 to 105 PSI 40 to 85 PSI 105 PSI
Gage
Oil Temperature
-40°C +10 to +99°C -40°C to +10°C +99°C
Gage
NOTE (1): The torque indicator operating ranges and red line vary according to the
corresponding propeller RPM.
NOTE (2): A placard is installed indicating cruise torque limits of 1670 ft-lb @ 2200 RPM and
1840 ft-lb @ 2000 RPM; takeoff torque limits are also listed, as 1790 ft-lb. @ 2200 RPM and
1970 ft-lb. @ 2000 RPM.
NOTE (3): During engine start, the ITT indicator indicates a normal operating range from
200°C to 925°C, a caution range from 926°C to 1090°C, and a red radial line at 1090°C.
NOTE (4): 100% Gas Generator RPM is 37,500 RPM.
Table 2-5 – Power Plant Instrument Markings as Displayed on the G1000

Section 2
Torque Indicator Gas Generator RPM Indicator
Limitations
ITT Indicator Oil Pressure Indicator
(Normal Operation)
Oil Temperature Indicator

ITT Indicator (Engine Start)
Battery 1 ( ) and
Propeller RPM Indicator Battery 2 ( ) Voltage
Generator and Alternator Amps
Figure 2-1 – Power Plant Instrument Indicators

Section 2
2-6 MISCELLANEOUS INSTRUMENT MARKINGS

Miscellaneous instrument markings and their color code significance are
provided in the table below.
Yellow
Red Line Green Band Red Line
Band
Instrument (Minimum (Normal (Maximum
(Caution
Limit) Operating) Limit)
Limitations
Range)
Fuel Quantity 175 lb to Empty to
Empty —
Indicators 1080 lb 175 lb
Generator Amps — 0 to 240 A 240 to 300 A 300 A
Alternator Amps — 0 to 32 A 32 to 40 A 40 A
Low Range
Battery 1 10 V to 24 V
<10 V 24 V to 30 V —
Voltage High Range
30 V to 33 V
Low Range
Battery 2 10 V to 24 V
<10 V 24 V to 30 V —
Voltage High Range
30 V to 33 V
Oxygen Supply 400 to 2000

Empty — —
Pressure psig
Table 2-6 – Miscellaneous Instrument Markings
2-7 WEIGHT LIMITS

Maximum Ramp Weight.................................................................... 7305 lb
Maximum Takeoff Weight.................................................................. 7255 lb
Maximum Landing Weight................................................................. 6690 lb
Maximum Zero Fuel Weight.............................................................. 6490 lb
Minimum Flying Weight..................................................................... 4070 lb
NOT E : Refer to “Section 6” of this manual for cabin zone loading limits
of the KODIAK 100. Refer to “Section 5” of this manual for takeoff limits
based on weight, altitude and temperature.

Section 2
2-8 CENTER OF GRAVITY LIMITS

CENTER OF GRAVITY RANGE
Forward C.G. Limit at 7,255 lb..............................71.04 inches aft of datum
(Linear variation from 5,000 lb to 7,255 lb)..........................(25.00% MAC)
Forward C.G. Limit at 5,000 lb or less...................63.90 inches aft of datum
(14.00% MAC)
Aft Limit, up to 7,255 lb.........................................80.78 inches aft of datum
Limitations
(40.00% MAC)
Reference Datum...................................................... forward face of firewall
MEAN AERODYNAMIC CHORD (MAC)

Leading Edge MAC...............................................54.81 inches aft of datum
MAC Length..............................................................................64.92 inches
KODIAK LOADING ENVELOPE

7500
7000
6500
MZFW 6490
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
12% 16% 20% 24% 28% 32% 36% 40%
C.G. LOCATION (% MAC)
Maximum Zero Fuel Weight (MZFW)

Figure 2-2 – KODIAK Loading Envelope
NOT E: Any weight above the maximum zero fuel weight of 6490 lb must
be in the form of fuel.

Section 2
2-9 MANEUVER LIMITS

This airplane is certified in the normal category. The normal category is
applicable to aircraft not intended for aerobatic operations. The normal
category includes maneuvers incidental to normal flying, stalls (except whip
stalls), lazy eights, chandelles, and turns, in which the bank angle does not
exceed 60°.
Limitations
WARNING: Aerobatic Maneuvers, including spins, are prohibited.
2-10 FLIGHT LOAD FACTOR LIMITS

Flight Load Factors:
Flaps Up...............................................................................+3.49 g, -1.40 g
Flaps Full Down.................................................................................. +2.0 g
2-11 FLIGHT CREW LIMITS

One pilot required in the left seat.
2-12 KINDS OF OPERATION LIMITS

This airplane is equipped for day and night VFR and IFR operations. The
operating limitations placard reflects the limits applicable to the airplane at the
time its Airworthiness Certificate is issued.
The following Kinds of Operations Equipment List (KOEL) identifies the
systems and equipment required to be operational in the kind of operations
listed, for airplane airworthiness, according to 14 CFR Part 23. These
systems and equipment items must be installed and in proper condition for
the particular type of operation desired. The equipment list furnished with
the airplane should be referenced for additional equipment information. The
pilot in command is the final authority for determining the airworthiness of the
airplane for each flight and for assuring compliance with all Federal Aviation
Regulations.
Deviations from this KOEL may be approved for the operation of a specific
aircraft if a proper MEL (Minimum Equipment List) has been authorized by the
appropriate regulatory agency.
NOT E :
• The numbers used in the following list specify the quantity of the system
and/or equipment required for type certification for that kind of operation.
• The zeros (0) used mean that the system and/or equipment was not
required for type certification for that kind of operation.
• When A/R appears it indicates “As Required.”

Section 2
Kinds of Operation Equipment List

V I
V F I F
F R F R
R R
N N
D I D I
A G A G
System, Instrument,
Limitations
Y H Y H
Equipment and/or Function T T Comments
Placards and Markings
KODIAK 100 POH/AFM 1 1 1 1 Accessible to pilot in flight.
Garmin G1000™ Cockpit
1 1 1 1 Accessible to pilot in flight.
Reference Guide
Autoflight
Autopilot 0 0 0 0
Yaw Damper 0 0 0 0
Flight Director 0 0 0 0
Environmental Systems
Avionics Cooling Fans 2 2 2 2
Communications
VHF COM 0 0 1 1
Emergency Locator Transmitter 1 1 1 1
Only one static discharge wick
may be missing from a single flight
Static Discharge Wicks 9 9 9 9
control and a maximum of 3 total
may be missing from the airplane.
Electrical Power
24V Main Batteries 2 2 2 2
40 Amp Alternator 0 0 1 1
300 Amp Starter/Generator 1 1 1 1
Generator Ammeter 0 1 1 1
Alternator Ammeter 0 1 1 1
Bus 1 Voltmeter 0 1 1 1
Bus 2 Voltmeter 0 1 1 1
Standby Attitude Indicator Battery 0 0 1 1
Required for all operational
Circuit Breakers 1 1 1 1
equipment.
Equipment and Furnishings
Seat Belt Assembly 1 1 1 1 For each seat occupant.
Shoulder Harness 1 1 1 1 For each occupant.
Inertia Reel 1 1 1 1 For each front seat.
Fire Protection
Fire Extinguishers 3 3 3 3

Section 2

V I
V F I F
F R F R
R R
N N
D I D I
A G A G
System, Instrument,
Limitations
Y H Y H
Flight Controls
Flap Position Indicator 1 1 1 1
Flap Operating System 1 1 1 1
Elevator Trim System (Electric and
1 1 1 1
Manual Backup)
Elevator Trim Indicator 1 1 1 1
Electric Aileron Trim System and
1 1 1 1
Indicator
Electric Rudder Trim System and
1 1 1 1
Indicator
Flap/Trim Compensation Function 1 1 1 1
Fuel System
Electric Auxiliary Fuel Pump 1 1 1 1
Ejector Pump 1 1 1 1
LH Tank Fuel Quantity Indicator 1 1 1 1
RH Tank Fuel Quantity Indicator 1 1 1 1
Fuel Selectors OFF Warning
1 1 1 1
System
Ice and Rain Protection
Inertial Air Particle Separator 1 1 1 1
Pitot/Static Heat System 1 1 2 2
Stall Warning System Heater 0 0 0 0
Wing and Empennage Leading
0 0 0 0
Edge TKS System
Windshield TKS System 0 0 0 0
Propeller TKS System 0 0 0 0
Indicating and Recording
Systems
Stall Warning System 1 1 1 1
Terrain Avoidance Warning System As required by national operational
1 1 1 1
(TAWS) rules
Traffic Advisory System (TAS) 0 0 0 0
Traffic Information Service (TIS) 0 0 0 0
XM Datalink Weather Information
0 0 0 0
System
Outside Air Temperature Indicators 1 1 1 1

Section 2

V I
V F I F
F R F R
R R
N N
D I D I
A G A G
System, Instrument,
Limitations
Y H Y H
G1000 Annunciations
ALTERNATR FL (Amber) 1 1 1 1
AUX PUMP ON (White) 0 0 0 0
AUX PWR ON (White) 0 0 0 0
AVN FAN 1 FAIL (White) 1 1 1 1
AVN FAN 2 FAIL (White) 1 1 1 1
BLEED AIR ON (White) 0 0 0 0
BETA (White) 1 1 1 1
CARGO DOOR (Red or Amber) 1 1 1 1
EMER PWR LVR (Amber) 0 0 0 0
ENG INLET BP (White) 1 1 1 1
ENG INLET NORM (Green) 1 1 1 1
FLAP FAIL (Amber) 0 0 0 0
FLAP OVERSPEED (RED) 0 0 0 0
FUEL PRESS LOW (Amber) 3 3 3 3
FUEL LOW L, FUEL LOW R, FUEL
3 3 3 3
LOW L-R (Amber)
FUEL OFF L (White) 0 0 0 0
FUEL OFF R (White) 0 0 0 0
FUEL OFF L-R (Red) 1 1 1 1
ITT (RED) 0 0 0 0
NG OVERSPEED (RED) 0 0 0 0
NP OVERSPEED (RED) 0 0 0 0
TORQUE (RED) 0 0 0 0
FUEL OFF LED Warning Light 1 1 1 1
GEN FAIL (Amber) 1 1 1 1
IGNITION ON (White) 1 1 1 1
OIL PRESS LOW (Red) 1 1 1 1
OVERSPD WARN (Red) 1 1 1 1
Overspeed Warning Aural Warning 1 1 1 1
PITOT FL L, PITOT FL R, PITOT
3 3 3 3
FL L-R (Amber)
PITOT OFF L, PITOT OFF R
3 3 3 3
PITOT OFF L-R (Amber)

Section 2

V I
V F I F
F R F R
R R
N N
D I D I
A G A G
System, Instrument,
Limitations
Y H Y H
G1000 Annunciations (cont.)
RESERVOIR FUEL (Red) 1 1 1 1
STARTER ON (White) 1 1 1 1
VOLTAGE LOW (Amber) 1 1 1 1
Lighting
PFD Bezel Lighting 0 1 0 1
PFD Backlighting 0 1 1 1
MFD Bezel Lighting 0 1 0 1
MFD Backlighting 0 1 1 1
Switch and Circuit Breaker Panel
0 1 0 1
Lighting
Standby Airspeed Indicator Internal
0 1 0 1
Lighting
Standby Altimeter Internal Lighting 0 1 0 1
Magnetic Compass Internal

0 1 0 1
Lighting
Standby Attitude Indicator Internal
0 1 0 1
Lighting
Glareshield Flood Light 0 1 0 1
Aircraft Position (NAV) Lights 0 3 0 3
Anticollision Strobe Lights 2 2 2 2
Red Flashing Beacon 0 0 0 0
Taxi Light 0 0 0 0
Landing Light 0 1 0 1 Operations at night for hire only.
Pulse Light System 0 0 0 0
Navigation and Pitot-Static
System
G1000 Airspeed Indicator 1 1 1 1
Standby Airspeed Indicator 0 0 1 1
G1000 Altimeter 1 1 1 1
Standby Altimeter 0 0 1 1
G1000 Vertical Speed Indicator 0 0 0 0
G1000 Attitude Indicator 0 0 1 1
Standby Attitude Indicator 0 0 1 1
G1000 Directional Indicator (HSI) 0 0 1 1

Section 2

V I
V F I F
F R F R
R R
N N
D I D I
A G A G
System, Instrument,
Limitations
Y H Y H
Navigation and Pitot-Static
System (cont.)
G1000 Turn Coordinator 1 1 1 1
Magnetic Compass 1 1 1 1
VHF Navigation Radio 0 1 0 1
(VOR, LOC, GS) 0 0 AR AR As required per procedure.
GPS Receiver/Navigator 0 0 AR AR As required per procedure.
Marker Beacon Receiver 0 0 AR AR As required per procedure.
Altitude Encoding Transponder AR AR 1 1 As required per 14CFR 91.215
Clock 0 0 1 1
Pitot-Static System 1 1 2 2
Propeller System
Propeller Overspeed Governor 1 1 1 1
Powerplant
Inertial Separator Actuators 1 1 1 1
Engine Fuel and Control
Fuel Flow Indicator 0 0 0 0
Fuel Pressure Indicator 1 1 1 1
Ignition System
Engine Ignition System 1 1 1 1
Engine Indicating
Torque Indicator 1 1 1 1
Interturbine Temperature Indicator 1 1 1 1
Propeller RPM Indicator 1 1 1 1
Gas Generator RPM (Ng) Indicator 1 1 1 1
Oil Pressure Indicator 1 1 1 1
Oil Temperature Indicator 1 1 1 1
Engine Oil
Engine Oil Dipstick 1 1 1 1

Section 2
2-13 FUEL LIMITATIONS

TOTAL FUEL CAPACITY
Both Tanks...........................................................320 U.S. Gallons (2177 lb)
Each Tank............................................................160 U.S. Gallons (1089 lb)
Capacity to Inboard Filler Ports (Both Tanks)......193 U.S. Gallons (1313 lb)
Usable Fuel (Both Tanks ON)..............................315 U.S. Gallons (2143 lb)
Unusable Fuel (Both Tanks ON)..................................5 U.S. Gallons (34 lb)
Limitations
Undrainable Fuel (Both Tanks ON)..........................0.15 U.S. Gallons (1 lb)

NOT E: The fuel tanks are considered to be full when the fuel level in each
tank slightly covers the upper surface of the anti-siphon flapper valve in
each outboard fuel filler port.
With the FUEL LOW L-R annunciator ON, continuous operation of the aircraft
in an uncoordinated manner (with the turn coordinator “ball” more than one-
quarter ball width out of the centered position) is prohibited. The unusable
fuel quantities increase when more severe sideslips are maintained.
• Due to the possibility of fuel starvation, the maximum allowable full rudder
sideslip duration is 30 seconds.
• Maximum Allowable Fuel Imbalance in flight is 250 pounds.
FUEL SYSTEM ICING INHIBITOR (FSII)

To lower the freezing temperature of water contained in the fuel while
operating in ambient temperatures below 5°C, the fuel used must contain an
anti-icing fuel additive unless the exception conditions listed below are met.
CAUT ION: JP-5 and JP-8 fuels contain anti-icing additives. Do not use
NOT E: Refer to “Section 1” of this manual for approved additives and

concentration levels.
WARNING: Injection of straight (unmixed) FSII directly into the aircraft

fuel tanks is prohibited. Undissolved FSII can damage elastormers and
other materials on the aircraft. Refer to Section 8 of this manual.
FUEL SYSTEM ICING INHIBITOR EXCEPTION
WARNING: All fuels used must contain an anti-icing fuel additive unless
the exceptions given in this section are followed.
The use of an anti-icing fuel additive is optional only when ALL THREE of the
following conditions are satisfied:
1. For operations where the entire flight and ground profile will be conducted
in ambient temperatures at or above 5°C, AND

Section 2
2. The aircraft has been continuously parked or operated at or above
5°C since the last flight when the fuel system contained specified
concentrations of DIEGME anti-icing fuel additive, AND
3. Fuel filler port placards, shown in the placard section, comply with the
limitations given.
Table 2-7 – (Moved to “Section 1”)
Limitations
If fuel with DIEGME is not used, the operator is required to use a biocidal
fuel additive given in “Section 1” of this manual. Any operation with fuel
that does not contain DIEGME will require the operator to verify appropriate
concentration levels of DIEGME in the aircraft’s fuel system, whenever this
component is reintroduced.
WARNIN G: If the aircraft becomes exposed to temperatures below 5°C

for any length of time without an approved fuel system icing inhibitor, the
icing inhibitor must be reintroduced prior to next flight. After reintroducing
the icing inhibitor and verifying that the appropriate concentration levels
have been achieved, the operator shall perform the following checks prior
to next flight:
1. Inspect both fuel tanks for signs of ice and/or other contaminates.
2. Perform an engine run of at least 20 minute duration, during which the
engine is operated for at least 3 minutes at takeoff power levels.
2-14 MAXIMUM OPERATING ALTITUDE LIMITATION

The certificated maximum operating altitude is 25,000 feet.
2-15 OUTSIDE AIR TEMPERATURE LIMIT

MINIMUM OUTSIDE AIR TEMPERATURE LIMIT
-55°C from sea level, to a pressure altitude of 25,000 feet.
NOT E : The landing lights are limited to operations at temperatures above

-40°C. Do not operate the landing lights at temperatures colder than -40°C.
MAXIMUM OUTSIDE AIR TEMPERATURE LIMIT

Ground Operations: +53°C from sea level, to 5000 feet. ISA +37°C above
5000 feet.
Flight Operations: ISA +35°C from sea level, to 25,000 feet.

Section 2
2-16 MAXIMUM PASSENGER SEATING LIMIT

Up to ten seats may be installed. The right front seat may be occupied by
either a passenger or a second crew member. Refer to “Section 6” of this
manual for seat locations.
2-17 OTHER LIMITATIONS
FLAP LIMITATIONS
Limitations
Approved Takeoff Range..............................................0 to 20 Flap Degrees

Approved Landing Range............................................0 to 35 Flap Degrees
Minimum Operating OAT..............................................................See Below
• Minimum Operating OAT is -55°C for aircraft Serial Numbers 100-0018
and above, and for Serial Numbers 100-0001 through 100-0017 that have
complied with Quest Service Bulletin “SB-016: FLAP SYSTEM, Flap Drive
Actuator Replacement.”
• Minimum Operating OAT is -25°C for aircraft Serial Numbers 100-0001
through 100-0017 that have NOT complied with Quest Service Bulletin
“SB-016: FLAP SYSTEM, Flap Drive Actuator Replacement.”
CREW SEAT BELT LIMITATION

Crew inertia reel levers must be placed in the locked position prior to takeoff
and landing.
ELECTRICAL LOAD LIMITATIONS
Maximum Allowable Starter/Generator Electrical Load Limitation

Minimum Ng Engine Speed (%) Maximum Generator Load (AMPS)
53 (Ground) 80
61 (Flight) 300
Maximum Allowable Alternator Electrical Load Limitation

Minimum Ng Engine Speed (%) Maximum Alternator Load (AMPS)
53 (Ground) 25
61 (Flight) 40
Table 2-10 – Electrical Load Limitations
NOT E: Maximum alternator load at ground idle may exceed 25 AMPS for
approximately 5 minutes after start up.
USB CHARGING PORTS

Passengers may not use the cabin USB charging ports during takeoff and
landing. Operation of the passenger USB ports is limited to cruise only. Crew
members may use their USB ports during the entire flight.

Section 2
GARMIN G1000 OPERATIONAL LIMITATIONS

The pilot should be aware that, due to variation in the earth’s magnetic field,
operating the Garmin G1000 system within the following areas could result in
loss of reliable attitude and heading indications.
1. North of 72°N latitude, at all longitudes.
2. South of 70°S latitude, at all longitudes.
Limitations
3. North of 65°N latitude, between longitude 75°W and 120°W (Northern
Canada).
4. North of 70°N latitude, between longitude 70°W and 128°W (Northern
Canada).
5. North of 70°N latitude, between longitude 85°E and 114°E (Northern
Russia).
6. South of 55°S latitude, between longitude 120°E and 165°E (Region south
of Australia and New Zealand).
FUEL INDICATION
The fuel quantity, fuel used, and fuel remaining functions of the G1000 are
advisory information only and must be verified by the pilot during the preflight
inspection.
Refer to the weight and balance instructions in Section 6, and to the system
descriptions of the Electric Fuel Quantity Indicators and Direct Reading Fuel
Quantity Gauges in Section 7 for further details.

Section 2
2-18 PLACARDS
The following information must be displayed in the form of placards or
markings, in the approximate locations given.
NOT E : Certain aircraft may have slight variations in wording or location of

placards, depending on date of manufacture.
Limitations
1. Located in full view of the pilot, on the instrument panel:
100-910-0091 OR 100-910-0007
This aircraft is certified in the Normal Category. The This aircraft is certified in the Normal Category. The
markings and placards installed in this airplane must be markings and placards installed in this airplane must be
complied with when operating this airplane. Additional complied with when operating this airplane. Additional
operating limitations which must also be complied with operating limitations which must also be complied with
when operating this airplane are contained in the FAA when operating this airplane are contained in the FAA
Approved Flight Manual and Pilot’s Operating Handbook. Approved Flight Manual and Pilot’s Operating Handbook.
• Aerobatic maneuvers, including spins are
Aerobatic maneuvers, including spins are PROHIBITED. PROHIBITED.
• Flight into known icing conditions is prohibited.
This airplane is certified for the following flight This airplane is certified for the following flight
operations as of the date of issuance of the original operations as of the date of issuance of the original
airworthiness certificate. airworthiness certificate.
DAY - NIGHT - VFR - IFR DAY - NIGHT - VFR - IFR
Flight into known ice is approved only if optional TKS anti-icing
100-910-0007
equipment is installed and operating. See the TKS POH/AFM
Supplement for details.
100-910-0091
2. Located on the Control Lock:
3. Located above the left PFD:
MAX WEIGHT OPERATING MANEUVERING SPEED 142

KIAS REFER TO THE POH FOR Vo AT OTHER WEIGHTS.
4. Located above the MFD or at the gas generator tachometer:
MIN Ng START
14.0 %

Section 2
5. Located above the MFD:
TORQUE LIMITS
2200 RPM 2000 RPM
CLIMB & CRUISE 1670 FT LB 1840 FT LB
TAKEOFF 1790 FT LB 1970 FT LB
6. Located on the instrument panel and in the passenger area in clear view of
Limitations
the crew and passengers:
OR
NO SMOKING
7. Located on the instrument panel, above the overspeed governor test

button:
OVERSPEED
GOVERNOR
PRESS TO TEST
8. Located at the LED light on the instrument panel forward of the pilot:
WARNING!
WHEN ILLUMINATED
BOTH FUEL SELECTOR VALVES ARE
OFF
9. Located near the parking brake lever:
PARKING
BRAKE
PUSH BUTTON
& PULL TO SET
10. Located in the top center of the instrument panel, above the MFD:
P i l o t ’s O p e r a t i n g H a n d b o o k 2- 2 3

Section 2
11. Located on the engine control pedestal:

Limitations
12. Located near the trim disconnect switch on each yoke if airplane is
equipped with STEC Autopilot:

Section 2
13. Located near the firewall fuel shutoff valve:
FIREWALL FUEL
SHUTOFF
PULL OFF
14. Located on the instrument panel near the fresh air shutoff valve:
Limitations
FIREWALL AIR
SHUTOFF
DEPRESS BUTTON
& PULL KNOB
15. Located next to the pilot and right crew shoulder harness inertia reel lever.
UNLOCK UNLOCK
SHOULDER HARNESS SHOULDER HARNESS

INERTIA REEL INERTIA REEL
MUST BE LOCKED FOR MUST BE LOCKED FOR

TAKEOFF AND LANDING TAKEOFF AND LANDING
100-910-0020
LOCK LOCK 100-910-0021
16. Located on the fuel tank selectors:

Section 2
17. Located near the forward cabin curtain:
CURTAIN MUST BE STOWED

AND SECURED DURING
TAXI, TAKEOFF, TURBULENCE
AND LANDING
100-750-0002
18. Located on each crew door and on the cargo door:

Limitations
OR
100-910-0105
19. Located on each crew door:
FASTEN SEAT BELTS

AND SHOULDER
100-750-0007
RESTRAINT
WHILE SEATED
20. Located on each passenger seat back on airplanes without a No Smoking
light:
OR
NO STOWAGE UNDERSEAT
100-910-0107
21. Located on each cabin sidewall:
SECURE CARGO IN ACCORDANCE

WITH AIRCRAFT FLIGHT MANUAL
100-750-0015
22. Emergency locator transmitter, located on the aft cabin bulkhead if

equipped with Composite interior:

Section 2
23. Located at each cockpit fire extinguisher:
FIRE EXTINGUISHER 100-750-0012
23a. Located at each fire extinguisher (alternative to #23):
Limitations
24. Located on each crew seat back:
EMERGENCY SEATBACK
RELEASE
PULL
1 HANDLE
PUSH
2 SEATBACK
FORWARD
100-750-0014
25. Located on each crew seat back on airplanes without a No Smoking light:
OR
100-910-0106
26. Located on each crew seat front:
NO STOWAGE UNDERSEAT 100-750-0018
27. Located in the forward cabin headliner:
EXIT
100-750-0019

Section 2
28. Located on the interior just aft of the cargo door, at a height greater than
the top of the passenger seat:
TO CLOSE DOOR:
STOW EXTERIOR PULL LOWER
1 DOOR HANDLE 2 DOOR SHUT
Limitations
ROTATE HANDLE PULL UPPER

3 TO "CLOSE" 4 DOOR SHUT
WITH HANDLE IN
"OPEN" POSITION
ROTATE HANDLE LATCH UPPER

5 TO "CLOSE" 6 HANDLE
100-750-0021
29. Located near the cargo door exit:
EXIT 100-750-0011
30. Baggage capacity - located at the baggage area (rear stepped area) if
equipped with Kydex interior:

Section 2
31. Located on the interior of the lower cargo door:
Limitations
32. Located on the interior of the upper cargo door:
DOOR OPENING INSTRUCTIONS

PULL ROTATE PUSH OPEN
1 HANDLE 2 HANDLE 3 DOOR
100-750-0020
33. Located on the interior of the lower cargo door:
CAUTION!
WHEN OPENING DOOR LOWER
WITH SUPPORT CABLES. DO NOT
LET DOOR DROP.
34. Located underneath the cargo door steps:
STEPS MUST BE STOWED

AND SECURED PRIOR
TO TAKEOFF, TURBULENCE
AND LANDING
100-750-0003

Section 2
35. Located on the interior of the upper cargo door:

Limitations
36. Located on the exterior of the cargo door:
LOWER DOOR
100-910-0048
HANDLE ON
INSIDE
37. Located on the exterior of the crew doors (left and right shown):

Section 2
38. Located on the exterior of each door as appropriate:
Limitations
39. Located on the exterior of each crew door as appropriate:
40. Located on each crew door interior, as appropriate:

Section 2
41. Located on the oxygen bottle:
WARNING: FILL WITH AVIATORS OXYGEN ONLY!

MAXIMUM FILL RATE: 200 psi / min.
MAXIMUM TANK FILL: 2000 psi.
FILL PORT: MS22066-3
KEEP OIL AND GREASE AWAY. USE ONLY EQUIPMENT
Limitations
CLEANED FOR OXYGEN SERVICE AND RATED FOR

CYLINDER PRESSURE. REPLACE CAP AFTER FILLING
REFER TO FLIGHT MANUAL
DO NOT REMOVE THIS SAFETY PRODUCT LABEL
42. Located on the oxygen bottle:
43. Located on the brake fluid reservoir:
MAX
BRAKE FLUID RESERVOIR

FILL WITH MIL-H-5606 FLUID
MIN

Section 2
44. Located on the battery trays:
Limitations
45. Located near the ground power service receptacle:
EXTERNAL POWER
28 VOLTS DC NOMINAL
800 AMPS
MIN. STARTING CAPACITY
DO NOT EXCEED 1700 AMPS
100-910-0028
46. Located on the nose gear strut:
WARNING
100-910-0030
DO NOT EXCEED
TOW LIMITS
DO NOT TOW WITH
RUDDER LOCK ENGAGED

Section 2
47. Located on the side of the oil-to-fuel heater near the oil filler cap:
Limitations
48. Located near the oil dipstick/filler cap, on the underside of the left upper
cowl door:
49. Oil quantity indicator: an oil dipstick, suitably calibrated, is supplied with the
engine.
50. Located adjacent to the firewall mounted fuel filter drain point:
FUEL FILTER
DRAIN DAILY
100-910-0023
51. Located adjacent to the EPA can drain points (one or the other, depending
on your EPA can configuration):
EPA & OIL/FUEL

RESERVOIRS - DRAIN DAILY
& PROPERLY DISPOSE
100-910-0024
EPA FUEL RESERVOIR

DRAIN DAILY AND
PROPERLY DISPOSE
100-910-0110

Section 2
52. Located on the wings, adjacent to each inboard fuel tank filler cap:
JET FUEL
ONLY
TOTAL INBOARD CAPACITY: 96.5 US GALLONS (365.3 L)
ANTI-ICE ADDITIVE IS REQUIRED. REFER TO THE AFM/POH
FOR EXCEPTIONS, AND FOR OTHER APPROVED FUELS,
QUANTITIES, AND ADDITIVES.
Limitations
GROUND FUELING EQUIPMENT TO AIRFRAME, AND
FUEL NOZZLE TO FUEL NOZZLE GROUNDING CLIP.
CAUTION!
DO NOT OPEN WHEN WING FUEL QUANTITY EXCEEDS
96.5 US GALLONS (365.3 LITERS) OR 640 LB
100-910-0113
NOT E: For airplanes equipped with alternate placard part numbers

100-910-0063 and 100-910-0087, anti-ice additive is ALWAYS required,
with NO exceptions.
53. Located on the wings, adjacent to each outboard fuel tank filler cap:
JET FUEL
ONLY
TOTAL OUTBOARD CAPACITY: 160 US GALLONS
(605.6 LITERS)
ANTI-ICE ADDITIVE IS REQUIRED. REFER TO THE
AFM/POH FOR EXCEPTIONS, AND FOR OTHER
APPROVED FUELS, QUANTITIES, AND ADDITIVES.
GROUND FUELING EQUIPMENT TO AIRFRAME, AND
FUEL NOZZLE TO FUEL NOZZLE GROUNDING CLIP.
100-910-0112
NOT E: For airplanes equipped with alternate placard part numbers

100-910-0062 and 100-910-0086, anti-ice additive is ALWAYS required,
with NO exceptions.
54. Located on top of the wings, near each grounding clip:

FUEL NOZZLE
ELECTRIC GROUNDING
CLIP
100-910-0061
55. Located on the lower portion of each wing just outboard of the pitot tube:
MAGNETOMETER –
USE NON-MAGNETIC
TOOLS AND SCREWS.

Section 2
OPTIONAL SYSTEM PLACARDS
NOT E : Refer to “Section 9” of this manual for supplemental placards

associated with optional systems.
1. Located above the Stall Warning Press to Test button on the Pilot’s side
Limitations
instrument panel, if aircraft is equipped with the lift transducer type stall
warning system:
STALL
WARNING
PRESS TO TEST
2. Located in the cockpit near the Pulse Light toggle switch, if aircraft is
equipped with Stormscope:
TURN PULSE LIGHTS OFF

WHEN UTILIZING STORMSCOPE
3. The placard and text shown below apply only to aircraft that have not
upgraded to Garmin G1000 System Software Version 552.14, or later.
Located on the instrument panel, above the control head of the ECS, if
aircraft is equipped with Vapor Cycle System:
Minimum Ng for AC Operation: GROUND 70%

(Operation below these limits: see POH) FLIGHT 85%
100-910-0104

Section 3
100 SERIES E M E R G E N CY P R O C E D U R E S
SECTION 3
EMERGENCY PROCEDURES
Table of Content
CONTENTS PAGE
GENERAL..............................................................................................................3-3
AIRSPEEDS FOR EMERGENCY OPERATIONS..................................................3-4
EMERGENCY PROCEDURES CHECKLIST.........................................................3-5
ENGINE FAILURES............................................................................................3-5
Emergency
AIRSTART...........................................................................................................3-7
SMOKE AND FIRE..............................................................................................3-9
EMERGENCY DESCENT................................................................................. 3-11
GLIDE................................................................................................................3-12
LANDING EMERGENCIES...............................................................................3-13
SYSTEM EMERGENCIES................................................................................3-15
Engine Emergencies......................................................................................3-15
S-TEC Autopilot Malfunction...........................................................................3-16
Fuel System Emergencies..............................................................................3-17
INADVERTENT FLIGHT INTO ICING CONDITIONS.......................................3-18
AMPLIFIED EMERGENCY PROCEDURES........................................................3-19
ENGINE FAILURE.............................................................................................3-19
During Takeoff Roll.........................................................................................3-19
Immediately Following Takeoff........................................................................3-19
Engine Failure During Flight...........................................................................3-20
Flameout During Flight...................................................................................3-20
AIRSTART.........................................................................................................3-21
SMOKE AND FIRE............................................................................................3-21
Engine Fire.....................................................................................................3-22
Fire or Smoke in Cabin...................................................................................3-22
LANDING EMERGENCIES...............................................................................3-23
Forced Landings.............................................................................................3-23
Ditching...........................................................................................................3-23
Jammed or Disconnected Rudder..................................................................3-23
Jammed or Disconnected Ailerons.................................................................3-23
Loss of Elevator Control.................................................................................3-23
ENGINE SYSTEM EMERGENCIES.................................................................3-24
Loss of Engine Oil Pressure...........................................................................3-24
Fuel Control Unit Malfunctions.......................................................................3-24
Engine Inlet Bypass Failure............................................................................3-25
Engine Inlet Does Not Return to Normal........................................................3-25
Engine Inlet Switch Fault................................................................................3-25
FUEL SYSTEM MALFUNCTIONS....................................................................3-26
Fuel Flow Interruption.....................................................................................3-26
P i l o t ’s O p e r a t i n g H a n d b o o k 3 -1

Section 3
E M E R G E N CY P R O C E D U R E S 100 SERIES
ELECTRICAL POWER SUPPLY MALFUNCTIONS..........................................3-27

Loss of Electrical Power.................................................................................3-27
INADVERTENT FLIGHT INTO ICING CONDITIONS..........................................3-27
ICE FORMATION DETERMINATION................................................................3-27
SPINS...................................................................................................................3-28
Emergency
3 -2 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 3
3-1 GENERAL
This section of the Pilot’s Operating Handbook describes the recommended
procedures for managing various types of emergencies or critical situations
that may occur. Performing proper preflight inspections and maintenance
procedures will help prevent emergencies caused by airplane or powerplant
malfunctions. In-flight weather emergencies can be avoided with proper
preflight planning, and good judgement when unexpected weather is
encountered. However, if an emergency should take place, the basic
procedures outlined in this section should be considered and applied, as
required, to remedy the problem.
WARN ING: There is no substitute for proper and thorough preflight
planning action, along with continual use of the information gathered
Emergency
during the preflight planning process. Be thoroughly knowledgeable
of possible hazards and dangerous conditions, and be aware of the
capabilities and limitations of the airplane.
NOT E : Emergency procedures associated with optional systems or

equipment are included in their individual Supplements in “Section 9.”

Section 3
3-2 AIRSPEEDS FOR EMERGENCY OPERATIONS

Maneuvering Speed (Vo):
7255 Pounds..................................................................................142 KIAS
6750 Pounds..................................................................................137 KIAS
6000 Pounds..................................................................................129 KIAS
5000 Pounds.................................................................................. 118 KIAS
Best Glide Speed (Propeller Feathered):
7255 Pounds....................................................................................97 KIAS
Engine Failure after Takeoff:
Flaps 0°..........................................................................................100 KIAS
Flaps 20°..........................................................................................85 KIAS
Precautionary Landing with Engine Power:
Emergency
Flaps 35°..........................................................................................80 KIAS

Landing without Engine Power:
Flaps 0°..........................................................................................100 KIAS
Flaps 35°..........................................................................................80 KIAS
Overweight Landing:
Flaps 35°..........................................................................................80 KIAS
NOT E : Use normal landing procedures for overweight landing. In the

event of an overweight landing, contact Quest Aircraft Company for
inspection criteria and procedures prior to next flight.

Section 3
3-3 EMERGENCY PROCEDURES CHECKLIST

The following checklist is provided in case of emergency malfunctions with the
airplane or powerplant system. The list provides a challenge or item of issue
on the left hand and the proper response or condition for each item on the
right.
NOT E : Bold-faced items in this section are immediate action items which
should be committed to memory in preparation for potential emergency
situations.
ENGINE FAILURES
Emergency
Engine Failure During Takeoff Roll
1. Power Lever..............................................................................BETA Range
2. Brakes................................................................................................... Apply
3. Wing Flaps............................................................................................Retract
If the airplane cannot be stopped on the remaining length of runway:
4. Fuel Condition Lever.........................................................................CUTOFF
5. Firewall Fuel Shutoff........................................................FUEL OFF (pull out)
6. Fuel Selector Valves............... OFF (Red LED warning light shown on panel)
7. Master Switch...........................................................................................OFF
Engine Failure Immediately Following Takeoff

1. Airspeed.................................................................. 85 KIAS with 20° Flaps
2. Propeller..........................................................................................FEATHER
3. Wing Flaps.................................................................................. FULL DOWN
5. Firewall Fuel Shutoff........................................................FUEL OFF (pull out)
6. Fuel Selector Valves............... OFF (Red LED warning light shown on panel)
8. Landing....................................MAKE AS STRAIGHT AHEAD AS POSSIBLE
Catastrophic Engine Failure During Flight

1. Airspeed............................................................................................97 KIAS
2. Power Lever...........................................................................................IDLE
3. Propeller Control Lever................................................................ FEATHER
4. Fuel Condition Lever.......................................................................CUTOFF
5. Wing Flaps.................................................................................................. UP
6. Auxiliary Fuel Pump..................................................................................OFF
7. Firewall Fuel Shutoff..................................................................OFF (pull out)
8. Ignition Switch..........................................................................................OFF
9. Generator.................................................................................................OFF
10. Alternator..................................................................................................OFF
11. Electrical Load..................................................................................REDUCE
12. Landing...................... Refer to the Engine Out Emergency Landing checklist

Section 3
Engine Flameout During Flight

If Ng is above 52%:
1. Power Lever...........................................................................................IDLE
2. Ignition Switch..........................................................................................ON
3. Power Lever........................................................................... AS REQUIRED
(Following successful relight as indicated by normal ITT and Ng.)
4. Ignition Switch........................................................................ AS REQUIRED
(Shut off, if cause of flameout has been eliminated.)
If Ng is below 52%:
2. Refer to the Airstart checklist for engine restart.
Emergency

Section 3
AIRSTART
Starter Assisted Airstart (Preferred Method)
1. Electrical Load..................................................................................REDUCE
2. Generator Switch......................................................................................OFF
3. Alternator Switch......................................................................................OFF
4. AUX BUS Switch......................................................................................OFF
5. Emergency Power Lever..................................................................NORMAL
6. Power Lever............................................................................................ IDLE
7. Propeller Control Lever................................................... AT LOW RPM STOP
9. Firewall Fuel Shutoff....................................................................ON (push in)
10. Fuel Selector Valves........................................................................BOTH ON
Emergency
11. Master Switch.............................................................................................ON
12. Auxiliary Fuel Pump....................................................................................ON
• Ensure the AUX PUMP ON annunciation is shown on the PFD.
13. Altitude...........................................................................16,000 feet maximum
14. Starter Switch.......................................................................... HI START and:
• Ensure the IGNITION ON annunciation is shown on the PFD.
• Ensure the engine oil pressure is rising.
• Ng to 14% minimum.
15. Fuel Condition Lever......................................................................LOW IDLE
• Check ITT (1090°C maximum)
• Check Ng (50% minimum)
16. Starter Switch...........................................................................................OFF
WA RNING: If operating with nearly empty fuel tanks or in heavy

precipitation, turn the ignition switch ON.
18. Fuel Condition Lever..................................................................... HIGH IDLE

19. Propeller Control Lever.............................................................. AS DESIRED
20. Power Lever.............................................................................. AS DESIRED
21. Auxiliary Fuel Pump................................................................................STBY
• If AUX pump cycles on and off, leave the AUX fuel pump ON.
22. Generator Switch........................................................................................ON
23. Alternator Switch........................................................................................ON
24. Electrical Equipment............................................................... AS REQUIRED

Section 3
Not Starter Assisted Airstart

2. Alternator Switch......................................................................................OFF
5. Power Lever............................................................................................ IDLE
6. Propeller Control Lever..........................................................2000-2200 RPM
8. Firewall Fuel Shutoff....................................................................ON (push in)
9. Fuel Selector Valves........................................................................BOTH ON
10. Master Switch.............................................................................................ON
Emergency
• Ensure the AUX PUMP ON annunciation is shown on PFD.

12. Ignition Switch............................................................................................ON
• Ensure the IGNITION ON annunciation is shown on PFD.
13. Airspeed........................................................................... 120 KIAS minimum
14. Altitude...........................................................................16,000 feet maximum
15. Ng Indication......................................................................... CHECK STABLE
NOT E: The minimum demonstrated Ng speed for attempting a non

starter assisted air start is 10%.

• Check ITT (1090°C maximum)
• Check Ng (50% minimum)
17. Ignition Switch...................OFF (unless in heavy precipitation or low on fuel)
WARNING: If operating with nearly empty fuel tanks or in heavy

precipitation, turn the ignition switch ON.

19. Propeller Control Lever.............................................................. AS DESIRED
20. Power Lever.............................................................................. AS DESIRED
• If AUX pump cycles on and off, leave the AUX fuel pump switch ON.
22. Generator Switch........................................................................................ON
23. Alternator Switch........................................................................................ON
24. Electrical Equipment............................................................... AS REQUIRED

Section 3
SMOKE AND FIRE
Engine Fire in Flight
1. Power Lever...........................................................................................IDLE
4. Firewall Fuel Shutoff..............................................................OFF (pull out)
5. Firewall Air Shutoff.................................................................OFF (pull out)
6. Generator................................................................................................OFF
7. Alternator.................................................................................................OFF
9. Airspeed..................................... AS REQUIRED TO EXTINGUISH FLAMES
10. Overhead Vents....................................................................................OPEN
Emergency
11. Wing Flaps..................................... SET APPROPRIATELY FOR AIRSPEED
12. Engine Out Emergency Landing.................................................... EXECUTE
Electrical Fire/Smoke in Flight

1. Oxygen System Switch............................................................................ON
2. Master Switch.........................................................................................OFF
3. AVN BUS Switch.....................................................................................OFF
4. AUX BUS Switch.....................................................................................OFF
5. Generator Switch....................................................................................OFF
6. Alternator Switch....................................................................................OFF
7. Oxygen Mask....................................................................................PUT ON
8. Vents................................................................................................ CLOSED
9. Fire Extinguisher..........................................................................ACTIVATE
10. All Other Electrical Switches.....................................................................OFF
11. Circuit Breakers........ CHECK FOR FAULTY CIRCUIT BUT DO NOT RESET
If fire appears to be out and electrical power is required to safely continue the
flight, proceed with the following checks:
12. Master Switch.............................................................................................ON
13. Avionics Master Switch...............................................................................ON
14. Generator...................................................................................................ON
15. Alternator....................................................................................................ON
16. Other Electrical Switches..........TURN ON MIN. REQUIRED ONE AT A TIME
• Until the short circuit is identified, then secure offending component.
17. Vents.................When certain that the fire is completely extinguished: OPEN
WARN ING: If available, oxygen masks should be donned until smoke

clears. After fire extinguishers are discharged, the cabin should be
ventilated to remove smoke or CO2 residue.
Cabin Fire
2. Avionics Master Switch..........................................................................OFF
3. AUX Bus Switch......................................................................................OFF
4. Generator................................................................................................OFF
5. Alternator.................................................................................................OFF
6. Vents................................................................................................ CLOSED
(continued on next page...)

Section 3
Cabin Fire (continued)

1. Forward OR Aft Fire Extinguishers.............................................ACTIVATE
CAU TION : In order to reduce exposure to toxic residue from extinguishing

agents, do not activate all three fire extinguishers simultaneously. If the
large aft fire extinguisher is activated, do not activate either of the forward
extinguishers until the cabin has been ventilated.
2. Emergency Descent.................................................................... PERFORM

3. Cabin........................................................................................... VENTILATE
(Open all ventilation outlets, pilot storm window, and slightly open
right crew door.)
Emergency
NOT E: Once fire is out, oxygen masks may be put on until smoke clears.
Wing Fire
1. Pitot-Static Heat......................................................................................OFF
2. Stall Warning Heat..................................................................................OFF
3. Strobe Lights...........................................................................................OFF
4. NAV Lights...............................................................................................OFF
5. Landing/Recognition Lights..................................................................OFF
6. Taxi Lights...............................................................................................OFF
WARNING: Perform a sideslip as necessary to keep the flames away
from the cabin and fuel bays. Land the airplane as soon as possible.
Cabin Fire During Ground Operations

1. Power Lever...........................................................................................IDLE
2. Brakes......................................................STOP THE AIRCRAFT (if taxiing)
6. Airplane.......................................................................................EVACUATE
7. Fire............................................................................................. EXTINGUISH
Engine Fire During Start

2. Auxiliary Fuel Pump...............................................................................OFF
3. Ignition Switch........................................................................................OFF
4. Starter Switch....................... LO / MOTOR (observe starting cycle limits)
5. Firewall Fuel Shutoff..............................................................OFF (pull out)
CAUT IO N: If the fire persists, indicated by continued high ITT indications,
continue motoring the engine.
8. Airplane........................................................................................ EVACUATE
9. Fire............................................................................................. EXTINGUISH

Section 3
EMERGENCY DESCENT
Emergency Descent (Low Altitude)
1. Propeller Lever............................................................................. MAX RPM
2. Power Lever...........................................................................................IDLE
3. Flaps..........................................................................................FULL DOWN
4. Airspeed..........................................................................................108 KIAS
Emergency Descent (High Altitude)

1. Propeller Lever............................................................................. MAX RPM
2. Power Lever...........................................................................................IDLE
3. Flaps............................................................................................................0°
Emergency
4. Airspeed..........................................................................................182 KIAS

Section 3
GLIDE
Glide
1. Propeller........................................................................................ FEATHER
2. Flaps.......................................................................................................... UP
3. Airspeed............................................................................................97 KIAS
NOT E: The glide ratio with the aircraft in this configuration is

approximately 2 nautical miles of gliding distance for each 1000 feet of
altitude above the terrain.
Emergency

Section 3
LANDING EMERGENCIES
Engine Out Emergency Landing
1. Radio.................................. TRANSMIT MAYDAY on 121.5 MHz or with ATC
• Give location and intentions and SQUAWK 7700.
2. Heavy Objects in Cabin.......................SECURE (with passenger assistance)
3. Seats/Seat Belts/Shoulder Harnesses............................................. SECURE
4. Visor...................................................FULLY FORWARD (tight to windshield)
5. Inertial Reel Levers........................................................................... LOCKED
6. Airspeed..........................................................................100 KIAS (flaps UP)
80 KIAS (flaps DOWN)
7. Power Lever............................................................................................ IDLE
8. Propeller Control Lever....................................................................FEATHER
Emergency
11. Ignition Switch...........................................................................................OFF
12. AUX BUS..................................................................................................OFF
13. Firewall Fuel Shutoff..................................................................OFF (pull out)
14. Fuel Selector Valves.................................................................................OFF
16. Crew Doors..................................................................................... UNLATCH
17. Generator.................................................................................................OFF
18. Alternator..................................................................................................OFF
19. Master Switch.........................................OFF (when landing area is assured)
20. Touchdown.......................................................................As slow as possible
21. Nose Landing Gear....................................... HOLD OFF as long as possible
22. Brakes................................................................ APPLY HEAVY PRESSURE
Powered Precautionary Landing

1. Heavy Objects in Cabin.......................SECURE (with passenger assistance)
3. Inertia Reel Levers........................................................................... LOCKED
4. Wing Flaps..................................................................................................10°
5. Airspeed.............................................................................................90 KIAS
6. Landing Area................................FLY OVER, check terrain and obstructions
7. All Electrical Switches (except Master and Generator)............................OFF
8. Wing Flaps..................................................................FULL DOWN (on Final)
9. Airspeed.............................................................................................80 KIAS
10. Crew Doors..................................................................................... UNLATCH
12. Master Switch.........................................OFF (when landing area is assured)
13. Touchdown.......................................................................As slow as possible

Section 3
Ditching
WARNIN G: This airplane has not been tested in actual ditching

(emergency water landing). The below procedure is only a
recommendation based on estimations.
1. Radio..........................................................TRANSMIT MAYDAY on 121.5 MHz

• Give location and intentions.
• Transponder - SQUAWK 7700
2. Heavy Objects in Cabin................SECURE (if passenger available to assist)
Emergency

6. If Engine Power is Available............. Establish 300ft/min descent @ 76 KIAS
7. Final Approach:
High Winds...................................................................... Land INTO WIND
Light Winds/Heavy Swells...........................Land PARALLEL TO SWELLS
8. Doors.............................................................................................. UNLATCH
9. Head......................................................................... CUSHION at touchdown
10. Touchdown.....................................................SLOWEST POSSIBLE SPEED
11. Airplane......................................................................................... EVACUATE
12. Life Vests and Raft............... INFLATE (only after having exited the airplane)

Section 3
SYSTEM EMERGENCIES
Engine Emergencies
Loss of Oil Pressure
( OIL PRESS LOW annunciation shown on PFD)
1. Oil Pressure Indicator..........................................................................CHECK
• Cross reference the oil pressure indicator. If the oil pressure gage
confirms a low oil pressure condition, proceed as outlined in the Engine
Failures checklists or under pilot’s discretion; to maintain safety, continue
operating the engine in preparation for an emergency landing as soon as
possible.
Emergency
Fuel Control Unit Pneumatic/Governing Portion Failure
(Engine Power Remains at Idle)
1. Power Lever............................................................................................ IDLE
2. Emergency Power Lever........................................................... AS DESIRED
• Maintain a minimum Ng of 65% during flight.
• Advance emergency power lever slowly to prevent engine damage.
NOT E: When using the emergency power lever, 100% power may not be
obtainable. Closely monitor the gas generator RPM when reducing power
to idle. Keep the Ng from decreasing below 65% in flight.
Chip Detector Annunciation (Gearbox Contamination)

ON GROUND BEFORE ENGINE START:
1. DO NOT START ENGINE.
ON GROUND AFTER ENGINE START:
1. Return to parking area.
2. Shut down engine.
3. Inspect chip detector and engine, if required.
IN FLIGHT:
1. Engine Gages: CAREFULLY MONITOR engine gages for abnormal oil
pressure, oil temperature, or power indications.
2. If engine gages are normal, proceed to destination and determine cause of
chip detector annunciation prior to next flight.
3. If engine gages confirm gear box contamination, proceed in accordance
with Engine Failures checklists or at the discretion of the pilot and
consistent with safety; continue engine operation in preparation for an
emergency landing as soon as possible.
4. Inspect chip detector and engine, if required.

Section 3
S-TEC Autopilot Malfunction

Any failure or malfunction of the electric trim or autopilot can be overridden
by use of the control yoke. If any type of runaway occurs, disengage the
autopilot by pressing the autopilot disconnect button on the yoke and
disengage the trim systems by placing the trim disconnect switch on the
yoke to the DISCONNECT position (aft). The autopilot disconnect switch
may be pressed using the left thumb and the trim disconnect switch may be
disconnected by using the left forefinger.
1. Airplane Control................................................... MAINTAIN MANUALLY
2. Autopilot (if engaged)...........................................................DISENGAGE
3. Trim Disconnect Switch.................................................... DISCONNECT
4. Manual Pitch Trim Wheel................................RETRIM AS NECESSARY
5. Flight.................................................................. CONTINUE MANUALLY
Emergency
CAUTION : The flap trim compensation will not operate with the trim
disconnect switch disconnected. Utilize the manual pitch trim wheel to
compensate for trim changes caused by flap transitions.
Autopilot Disconnect
Switch
Trim Disconnect
Switch
Electronic Pitch
Trim Dual Switch

Section 3
Fuel System Emergencies

Loss of Fuel Pressure
( FUEL PRESS LOW annunciation shown on PFD)
1. AUX FUEL Pump.......................................................................................ON
2. Fuel Pressure Indication.................................................................. CHECK
• If the Fuel Pressure Indication shows approximately 20 PSI:
a. Monitor the fuel quantity gages and the cabin for fuel odor and signs
of fuel leakage.
b. Land as soon as practicable to determine cause for failure of the
motive flow system, prior to the next flight.
• If the Fuel Pressure Indication shows less than 5 PSI:
Emergency
a. Check the fuel quantity gages for possible fuel starvation.
b. Land as soon as possible.
Interruption of Fuel Flow to Fuel Reservoir

( RESERVOIR FUEL annunciation shown on PFD and aural chime
sounding)
1. Fuel Selector Valves.............................ENSURE LEFT ON and RIGHT ON
2. Ignition Switch..........................................................................................ON
3. Auxiliary Fuel Pump.................................................................................ON
4. If RESERVOIR FUEL annunciation remains and usable fuel is available in
the wing tanks:
• Monitor the engine gages and the FUEL PRESS LOW annunciation for
signs of fuel starvation.
• Attempt a steady heading sideslip for 10 seconds to the left and then to
the right, to clear the vent lines of fuel.
• Land as soon as possible to determine the cause of the problem.
• If there are signs of fuel starvation, prepare for an emergency landing as
outlined in the Engine-Out Emergency Landing checklist.
NOT E: If the RESERVOIR FUEL annunciation is shown as the result of

fuel starvation, approximately 3 minutes of fuel is remaining in the reservoir
at max continuous power, or 12 minutes of fuel at flight idle (from the time
the annunciation is shown).
Fuel Tank Selectors Off

( FUEL OFF annunciation shown on PFD, LED instrument panel light
illuminated, and aural chime sounding)
1. Fuel Selector Valves......................................................................BOTH ON

Section 3
INADVERTENT FLIGHT INTO ICING CONDITIONS

Inadvertent Icing Encounter
1. Ignition Switch............................................................................................ON
2. Engine Inlet........................................................................................ BYPASS
3. L-R Pitot Heat.............................................................................................ON
4. Propeller Lever............................................................................... MAX RPM
5. Flight................................................... CHANGE COURSE and/or ALTITUDE
(as necessary to exit icing conditions)
6. Cabin Heat/Defrost.....................................................................................ON
7. Wing Flaps.................................................................................................. UP
8. Approach to Landing........................................................................100 KIAS
Emergency

Section 3
3-4 AMPLIFIED EMERGENCY PROCEDURES

The following Amplified Emergency Procedures elaborate upon information
contained in the Emergency Procedures Checklist portion of this Section.
These amplified procedures provide information not readily adaptable to a
checklist format. Pilots should become familiar with the amplified procedures
to have a better understanding of why certain steps are performed in the
checklists and to assist in troubleshooting emergencies.
ENGINE FAILURE
During Takeoff Roll
If an engine failure occurs during the takeoff roll, the most important thing to
Emergency
do is control the airplane and bring it to a stop on the remaining runway. The
other items included in the checklist provide additional safety after a failure of
this type occurs.
WARN ING: Intentional shutdown and securing of the engine in flight for
training purposes is not recommended, due to the high risk involved.
Immediately Following Takeoff

If an engine failure occurs shortly after takeoff (less than 1000 feet AGL), the
most important thing to do is to maintain control of the airplane by immediately
lowering the nose and maintaining airspeed. Feathering the propeller will
reduce drag substantially, resulting in an increase in glide distance. In most
situations, the landing should be executed straight ahead or within 45° left
or right of the runway heading, as necessary to avoid obstructions. The
checklist format provides steps for securing the fuel and electrical systems, on
the assumption there is enough time to accomplish these items.

Section 3
Engine Failure During Flight

Following an engine failure in flight, establish the best glide speed as soon as
possible. Feathering of the propeller should be accomplished at the discretion
of the pilot and is dependent upon individual circumstances. Selection of
maximum RPM will result in an increased gas generator windmilling speed,
for emergency restarts without the use of the starter. Feathering the propeller,
on the other hand, will provide the maximum glide distance.
When established in a proper glide toward a suitable landing zone, an effort
should be made to identify what caused the loss of engine power.
• A complete engine failure may be identified by abnormal engine
temperature and excessive vibration or mechanical noise, accompanied by
the loss of engine power.
Emergency
• An engine flameout can be identified by a drop in ITT, Torque, and %Ng.

• An engine rollback (a malfunction in the fuel control unit governing section,
causing the Ng to rollback to minimum idle: 48-53%) may have similar
symptoms as a flameout, but a rollback can be corrected by using the
Emergency Power Lever to bypass the fuel control unit.
CAUT ION: Do not attempt to restart an engine which is known to have

completely failed.
Flameout During Flight

A flameout may be the result of the engine running out of fuel, heavy rain
conditions, or unstable engine operation. Unstable engine operation, such as
a compressor surge, may be identified by an audible popping noise just prior
to flameout. Once the fuel supply has been restored to the engine, ignition is
provided, or the cause of unstable engine operation is eliminated, the engine
may be successfully restarted.
• The best method for restarting the engine in flight is to initiate the relight
procedure immediately after flameout occurs.
• Restarts should only be initiated if the pilot is certain the flameout was not
the result of a malfunction which could cause a hazard after relight.
• Regardless of airspeed and altitude, it is possible for the engine to be
restarted by merely turning on the ignition switch. In an emergency,
turn the ignition switch on immediately after flameout, provided the gas
generator speed remains above 52%. Under these circumstances, it is not
necessary to shut off fuel to the engine or feather the propeller. However,
the power lever should be retarded to the IDLE position.
WARNIN G: The pilot should determine the reason for power loss prior to
attempting an airstart.
If a flameout has occurred and the gas generator speed falls below 52%,
bring the fuel condition lever to the CUTOFF position prior to attempting an
airstart. Feathering of the propeller depends on individual circumstances and
should be accomplished at the discretion of the pilot. However, if the engine
oil pressure falls below 15 PSI, the propeller should be feathered.

Section 3
AIRSTART
If an airstart is to be attempted, the checklist procedures should be followed.
The Starter Assisted procedure is the preferred method since it results in
cooler starting temperatures. Successful starter assisted airstarts may be
accomplished at all normal operating airspeeds, and up to an altitude of
16,000 feet. If the engine starter is inoperative, follow the Not Starter Assisted
Airstart checklist.
CAU T ION :
• It takes approximately 15 seconds and 300 feet in altitude to
accomplish a starter assisted airstart (using the HI-START feature)
when established in a glide at 97 KIAS, with the propeller feathered.
• When starting the engine, if a rise in Ng and ITT are not indicated
Emergency
within 10 seconds, bring the fuel condition lever into the CUTOFF
position and abort the start. Refer to the “Engine Failure During Flight”
and “Power Off Emergency Landing” checklists.
• Do not attempt a “Not Starter Assisted Airstart” with 0%Ng.
NOT E: The fuel condition lever may be briefly moved to the CUTOFF
position and then returned to LOW IDLE if over-temperature conditions
occur. This momentarily interrupts the fuel flow to the engine combustion
chamber.
SMOKE AND FIRE

In the event of fire or smoke in the cabin, the following information will be of
assistance in dealing with the emergency as quickly and safely as possible.
The preflight checklist in “Section 4” of this manual is provided as an aid to
the pilot in detecting conditions which could possibly lead to an aircraft fire.
Fires require a combustible material, oxygen and a source of ignition. Close
attention should be given during the preflight inspection to locate potential fire
hazards, especially in the engine compartment and underside of the wing and
fuselage. Leaks in the fuel or oil systems can lead to a ground or in-flight fire.
WARN ING: Do not attempt to fly the aircraft with known fuel or oil leaks.
The presence of fuel or unusual oil stains may be an indication of system
leaks and should be remedied prior to flight.
P i l o t ’s O p e r a t i n g H a n d b o o k 3 - 21

Section 3
Engine Fire
Engine fires may be caused by a malfunction with the fuel control unit or
improper starting techniques. Improper procedures such as starting with the
emergency power lever out of its NORMAL position, or providing fuel to the
engine when the gas generator speed is below 14% RPM, will tend to cause
a hot start which may result in an engine fire. In the event of an engine fire,
refer to the Engine Fire During Start checklist.
If an aircraft fire is discovered while on the ground or on takeoff (prior to
committing to flight), the aircraft should be stopped as soon as possible and
evacuated.
Engine fires originating in flight must be controlled as quickly as possible in
order to prevent major structural damage. Immediately shut off all fuel to the
Emergency
engine and shut it down. An engine restart should not be attempted following
an engine fire.
Fire or Smoke in Cabin

Fire or smoke in the cabin should be controlled by identifying the faulty
system and shutting it down. If oxygen masks are available, turn on the
oxygen system prior to shutting down the electrical system. This will open the
valve at the oxygen bottle and allow oxygen to flow to the masks even with
the electrical power turned off. Once the electrical system is turned off, the
oxygen masks may then be put on.
Cabin smoke may be cleared by opening the cabin ventilation controls. If the
smoke is dense, the door may be slightly opened and/or a storm window may
be opened to draw out the smoke. If the fire gains intensity after opening the
door, it should be closed immediately. Use the cabin fire extinguishers as
necessary to extinguish the cabin fire. If either the forward or aft cabin fire
extinguishers have been activated, ventilate the cabin prior to activating the
other extinguisher(s), to prevent excessive build-up of toxic residue from the
extinguishing agent.
The first indication of an electrical fire is often the smell of burning wire
insulation. Following the Electrical Fire In Flight checklist should eliminate the
electrical fire.
WARNIN G: In the event of smoke or fire, prepare to land the aircraft

without delay, while completing fire suppression and/or smoke evacuation
procedures. If it cannot be visually verified that the fire has been
completely extinguished, whether the smoke has cleared or not, land
immediately at the nearest suitable airfield or landing site.

Section 3
LANDING EMERGENCIES
Forced Landings
If all attempts to restart the engine fail and a forced landing is imminent,
choose a suitable landing area and prepare for the landing as outlined in the
Engine-Out Emergency Landing checklist.
Prior to executing an “off airport” landing with engine power available, fly
over the landing area at a safe but low altitude and inspect the terrain for
obstructions and undesirable surface conditions. Proceed as outlined in the
Powered Precautionary Landing checklist.
NOT E: The overhead fuel selector valve handles control the fuel shutoff
valves at the outlets of the fuel tanks. To minimize fire hazards, these
selectors should be turned OFF during the final stages of an “off airport”
Emergency
approach to landing. With the fuel selectors turned OFF, there will be
sufficient fuel in the reservoir tank for approximately 3 minutes of maximum
continuous power, or approximately 9 minutes of operation at idle power.
WA RNING: If the precautionary landing is aborted, return the fuel tank

selectors to the ON position while initiating the Go-Around.
Ditching
For ditching (performing an emergency water landing), if possible, secure
or jettison heavy objects located in the cabin or baggage areas and collect
folded coats, or other padded objects, for face protection at touchdown.
Transmit a Mayday message on 121.5 MHz providing the location and
intentions and Squawk 7700. At night, avoid flaring the aircraft because of
possible difficulty in judging the aircraft’s height above water surfaces.
Jammed or Disconnected Rudder
The airplane can be safely controlled to a landing by using ailerons to turn
the airplane. If possible, avoid crosswinds and select a wide runway to
compensate for any drift with crosswind. Ground control after landing can be
maintained using differential braking.
Jammed or Disconnected Ailerons
The airplane can be safely controlled to a landing by using the rudder to
turn the airplane. Maximum flap deflection of 20° is recommended for better
responsiveness. If possible, limit the maximum bank angle to 15° and avoid
crosswinds. Select a wide runway to compensate for any drift with crosswind.
Loss of Elevator Control
Use engine power and elevator trim to produce a long shallow approach, at
approximately 300 feet per minute descent, with 20° of flaps and 85 KIAS.
Control the glide path by adjusting the engine power, and use small trim
adjustments to control airspeed.
The landing flare can be accomplished with a gentle reduction of power,
accompanied by nose-up trim. With forward C.G. loadings, it may be
necessary to increase the power slightly in the final portion of the flare to bring
the nose up and prevent a nose-first landing. Following touchdown, move the
power lever to IDLE.

Section 3
ENGINE SYSTEM EMERGENCIES

Loss of Engine Oil Pressure
The OIL PRESS LOW annunciation will display on the PFD when the oil
pressure falls below 45 PSI. Complete loss of engine oil pressure will read
out on the oil pressure indicator and the pilot should be aware of the following:
• Complete loss of oil pressure will eventually result in the loss of propeller
control, since the propeller springs and centrifugal counterweights will drive
the propeller into the feathered position.
• Complete loss of oil pressure will eventually cause the engine to seize.
Therefore, it is not recommended that the pilot to continue to operate the
engine following a complete loss of oil pressure.
• Engine and propeller operation should be monitored closely for indications
Emergency
of the onset of propeller feathering and engine seizure. The Engine Failure
checklist should be completed as soon as possible.
• Operating the engine at the minimum power required to sustain flight will
normally prolong the time until loss of engine and propeller thrust.
Operating the engine with the oil pressure indicating in the yellow range is
not considered to be critical, but is a definite cause for concern and should
be tolerated only for the purpose of completing the immediate flight. Do not
attempt a takeoff with the oil pressure indicating in the yellow range.
Fuel Control Unit Malfunctions
A malfunction in the pneumatic or governing section of the fuel control unit
may cause the engine power to decrease to a low idle condition. Fuel
control unit pneumatic or governing malfunctions can be identified by: an ITT
indication in the idle range of 500° to 600°C, an Ng indication of approximately
48-52% (this figure increases with altitude), and the engine not responding
to power lever input. If it is determined this type of malfunction has occurred,
the emergency power lever (fuel control unit manual override) should be used
to restore power to the engine. To use the fuel control unit manual override
system, place the engine power lever in the IDLE position and slowly move
the emergency power lever forward of its IDLE gate and advance as desired.
Any time the emergency power lever is moved forward of its NORMAL
position, EMER PWR LVR will be annunciated.
CAUTION : When using the fuel control manual override system, engine
acceleration may be more rapid than when using the engine power lever.
Additional caution should be exercised to avoid exceeding the engine
operating limitations.
NOT E: When using the emergency power lever, 100% power may not be
obtainable.
NOTE: When using the emergency power lever, closely monitor the gas
generator RPM when reducing power to idle. Keep the Ng from decreasing
below 65% in flight.

Section 3
Engine Inlet Bypass Failure

The INLET NOT BP annunciation will display on the PFD when the Engine
Inlet Bypass fails to reach the BYPASS position. If this annunciation appears,
move the Engine Inlet Override switch to BYPASS. The override actuator
will force the system to BYPASS and the INLET NOT BP annunciation will
disappear and ENG INLET BP annunciation will appear. In the unlikely
event that both actuators fail to move the Engine Inlet to BYPASS, exit icing
conditions IMMEDIATELY.
Engine Inlet Does Not Return to Normal
The INLET NOT NRM annunciation will display on the PFD when the Engine
Inlet does not reach the NORMAL position within 18 seconds after being
switched to NORMAL from BYPASS mode. If this occurs, move the Engine
Emergency
Inlet back to the BYPASS position, using the Engine Inlet Override switch, if
necessary, and inspect the system after landing.
Engine Inlet Switch Fault
In the event that INLET SW FAULT annunciation is displayed in flight, the
pilot must verify that the Inertial Separator is operating properly, or take
corrective action. The table below lists two scenarios that could lead to
INLET SW FAULT annunciation, along with corrective action.
In-Flight
Scenario Diagnosis
Corrective Action
1. Primary ENG INLET None. Engine inlet is in the Either one BYPASS
switch in BYPASS BYPASS position (as indicated by position sensor has failed
position. ENG INLET BP annunciation). in the OFF position, or
2. ENG INLET BP and the NORMAL position
INLET SW FAULT CAS sensor is stuck (failed) in
messages shown. the ON position.
1. Primary ENG INLET 1. Move Primary ENG INLET switch One BYPASS position
switch in NORMAL to BYPASS position. sensor is stuck (failed) in
position. 2. Verify INLET SW FAULT CAS the ON position.
2. Only INLET SW FAULT message is no longer shown and
CAS message shown. ENG INLET BP is now shown.
3. Engine inlet is now in the
BYPASS position.
Table 3-1 – Engine Inlet Miscompare Troubleshooting Table

Section 3
FUEL SYSTEM MALFUNCTIONS

Fuel Flow Interruption
Fuel flows by gravity from the wing tanks, through the fuel tank shutoff/
selector valves at the inboard portion of each wing tank, to the reservoir
located under the center cabin floorboard. Once the engine is started, the
main ejector pump (located inside the fuel reservoir) provides fuel flow to the
engine-driven fuel pump, at pressures ranging from approximately 4.5 PSI at
idle to 18 PSI at maximum power.
If the main ejector pump should fail, a pressure switch located near the
reservoir tank will cause the FUEL PRESS LOW annunciation to display
on the PFD and will automatically turn on the auxiliary fuel pump (if the
switch is placed in the STBY position) anytime the fuel pressure falls below
Emergency
approximately 4.5 PSI.

The red RESERVOIR FUEL annunciation will illuminate anytime the fuel level
in the reservoir falls below approximately 1/2 full. If this should occur, the pilot
should immediately verify both fuel selectors are in the ON position and turn
both the ignition switch and auxiliary fuel pump ON.
WARNING: Once the RESERVOIR FUEL annunciation illuminates, there

will only be about 3 minutes of fuel available in the reservoir, for engine
operation at maximum continuous power.
If the fuel selector valves have been left in the OFF position, returning
them to the ON position will quickly fill the reservoir and thus extinguish the
RESERVOIR FUEL annunciation. Once the cause of the problem has been
corrected, the ignition switch may be turned OFF and auxiliary fuel pump
switch may be returned to its STBY position.
NOT E: Another possible cause of the RESERVOIR FUEL annunciation

being shown is an air bubble being trapped in the reservoir. To help clear
out fuel from the vent lines and eliminate the air bubble in the reservoir,
attempt a steady heading sideslip for 10 seconds in each direction.
A “fuel selectors off” warning system is provided to warn the pilot if both fuel
selectors are placed in the OFF position. Included in the G1000 warning
system is a red annunciation labeled FUEL OFF, and a warning chime. In
addition, a red LED warning light located near the pilot’s PFD will illuminate.
The LED warning light is labeled:
WARNING!
WHEN ILLUMINATED
BOTH FUEL SELECTOR VALVES ARE OFF

Section 3
ELECTRICAL POWER SUPPLY MALFUNCTIONS

Loss of Electrical Power
For increased redundancy, the electrical system includes two 24 volt batteries,
a starter/generator and an alternator, all of which may provide electrical power
to the master control unit. If one or more of the power sources should fail,
the remaining operational power source(s) is capable of providing sufficient
electrical power for most situations. If the VOLTAGE LOW annunciation
should appear on the PFD, the EICAS page should be cross referenced
to determine bus voltages. If there is an actual system malfunction,
nonessential electrical equipment on the malfunctioned bus should be turned
off and a landing should be made at the nearest airport to determine the
cause of the problem before further flight.
Emergency
3-5 INADVERTENT FLIGHT INTO ICING CONDITIONS
Flight into known icing conditions is prohibited unless the aircraft is equipped
with the complete “flight into known icing equipment package” and all
of the equipment is operative. However, during flights into Instrument
Meteorological Conditions (IMC), icing conditions may be encountered
inadvertently, and action should be taken to exit those conditions as soon as
possible. Initiation of a climb is usually the best action to take for avoiding
icing. Course reversal and accomplishing a descent into known warmer
air are viable alternatives. If ice remains on the leading edges of the flight
surfaces after an inadvertent icing encounter, a flaps-up landing should be
performed. This will reduce the chance of tail stall.
ICE FORMATION DETERMINATION
Typically, ice will accumulate more efficiently on a leading edge with a small
radius than on a leading edge with a large radius. With relatively small
leading edge radii, the wing strut and flap tracks are good locations to monitor
for ice build-up, but may not be as visible to the pilot as the wing leading
edges. It is recommended to monitor for ice build-up in the following areas:
1. Wing Leading Edge
2. Wing Struts
3. Leading Edge of Flap Tracks (unprotected surface)
4. Lower Portion of Windshield

Section 3
3-6 SPINS
WARNIN G: This airplane is certified in the normal category and

intentional spinning of the aircraft is prohibited.
Should a spin be entered inadvertently, the following recovery technique

should be used.
1. Bring the power lever to the IDLE position.
2. Place the ailerons in the NEUTRAL position.
3. Apply and HOLD full rudder, opposite to the direction of rotation.
4. Immediately after the rudder reaches its stop, move the control wheel
Emergency
briskly forward, far enough to break the stall. (Full down elevator may be
required to break the stall in an aft C.G. loading.)
5. Hold these control inputs until the rotation completely stops.
6. As the rotation stops, return the rudder to neutral and make a smooth
recovery from the resulting dive. If the flaps were extended as the spin was
entered, retract the flaps to prevent a flap overspeed condition.

Section 3A
100 SERIES ABNORMAL PROCEDURES
SECTION 3A
ABNORMAL PROCEDURES
Table of Contents
CONTENTS PAGE
GENERAL........................................................................................................... 3A-3
ABNORMAL PROCEDURES CHECKLIST........................................................ 3A-3
ABNORMAL ENGINE PROCEDURES.............................................................3A-3
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS..........................3A-5
TRIM SYSTEM MALFUNCTIONS.....................................................................3A-6
FLAP SYSTEM MALFUNCTIONS....................................................................3A-7
ABNORMAL NAVIGATION SYSTEM FAILURES..............................................3A-8
ABNORMAL LANDING PROCEDURES.........................................................3A-11
ENVIRONMENTAL SYSTEM FAILURES........................................................3A-11
INADVERTENT OPENING OF DOORS IN FLIGHT.......................................3A-11
Abnormal
AMPLIFIED ABNORMAL PROCEDURES....................................................... 3A-12
ABNORMAL NAVIGATION SYSTEM FAILURES............................................ 3A-13
ATTITUDE HEADING REFERENCE SYSTEM (AHRS) FAILURES...............3A-13
AIR DATA COMPUTER (ADC) SYSTEM FAILURES......................................3A-15
GPS/NAV COMPUTER SYSTEM FAILURES.................................................3A-17
PRIMARY FLIGHT DISPLAY (PFD) FAILURE................................................3A-21
MULTI – FUNCTION DISPLAY (MFD) FAILURE............................................3A-23
INADVERTENT OPENING OF A DOOR IN FLIGHT........................................ 3A-23
P i l o t ’s O p e r a t i n g H a n d b o o k 3 A -1

Section 3A
ABNORMAL PROCEDURES 100 SERIES

Abnormal
3A-2 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 3A
3A-1 GENERAL
This section of the Pilot’s Operating Handbook describes the recommended
procedures for managing various types of abnormal procedures or
malfunctions that may occur. Performing proper preflight inspections and
maintenance procedures will help prevent abnormal airplane or powerplant
malfunctions. However, if an abnormal malfunction should take place, the
basic procedures outlined in this section should be considered and applied,
as required, to remedy the problem.
3A-2 ABNORMAL PROCEDURES CHECKLIST

The following checklist is provided for abnormal procedures with the airplane
or powerplant system. The list provides a challenge or item of issue on the
left hand and the proper response or condition for each item on the right.
ABNORMAL ENGINE PROCEDURES

ITT
Abnormal
(ITT annunciation shown on PFD)
1. Power Lever: REDUCE POWER to within limits and carefully monitor
engine gages for abnormal oil pressure, oil temperature or power
indications.
2. If engine gages are normal, proceed to destination and determine if an
engine inspection is required prior to next flight.
3. If engine gages suggest imminent engine failure, proceed in accordance
NG Overspeed
indications.
2. Proceed to destination and determine if an engine inspection is required
prior to next flight.
NP Overspeed
1. Propeller Lever ................................................... REDUCE Np to within limits
(If propeller RPM continues to overspeed, reduce power to minimum
possible.)
2. Airspeed..............................................................Reduce to 100 KIAS or less
3. Aircraft .......................................................... Land at nearest suitable airfield
If possible, always retain glide capability to the selected landing airfield
in case of total propeller failure. In the event of heavy vibration or
uncontrolled propeller speed runaway, be prepared to shut down engine.
P i l o t ’s O p e r a t i n g H a n d b o o k 3A-3

Section 3A
Torque
indications.
2. If engine gages are normal, proceed to destination and determine if an
engine inspection is required prior to next flight.
3. If engine gages suggest imminent engine failure, proceed in accordance
Dry Motoring Run / Engine Clearing

The following procedure should be used any time it is necessary to remove
internally trapped fuel and vapors, or if there is sign of an engine fire. The dry
motoring run is accomplished to pass fresh air through the engine to purge
any fuel, vapors, or fire from the combustion section, gas generator turbine,
power turbine and exhaust system.
Abnormal

2. Ignition Switch..........................................................................................OFF
3. Master Switch.......................................... ON – to supply power to the starter
4. Auxiliary Fuel Pump..............................................OFF if fire is suspected OR
ON if no fire, for pump lubrication
5. Starter Switch............................................................................... LO MOTOR
CAUTION : Do not exceed the starter limitations set forth in “Section 2”

of this manual.
CAUT ION: Should a fire persist, as indicated by sustained high ITT,

close the firewall fuel shutoff valve and continue motoring the engine.
8. Firewall Fuel Shutoff.......................................................................FUEL OFF
Allow the required cooling period for the starter to pass prior to attempting any
further starter operation.
3A- 4 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 3A
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

Generator Failure
( VOLTAGE LOW and/or GEN FAIL annunciations shown on PFD)
1. Generator and Alternator Switches............................................... CHECK ON
2. Engine Gauges................................................................CHECK GEN AMPS
• Check GEN AMPS to determine if generator is off line (0 amps
displayed).
IF GEN AMPS DISPLAYS ZERO:
3. Generator Switch.................................................................... OFF, THEN ON
4. If the generator output remains at zero:
• Generator Switch..............................................................................OFF
• Electrical Load........... REDUCE LOAD to less than 40 amps as follows:
a. AVN Bus Switch.............................................................................OFF
b. Environmental Control System......................................................OFF
c. AUX BUS Switch...........................................................................OFF
Abnormal
d. Flashing Beacon............................................................................OFF
e. Strobe Lights.................................................................................OFF
f. All Ice Prevention Equipment (if equipped)...........OFF if non-essential
5. Flight................ CONTINUE with caution and discretion to destination airport
Alternator Failure
( VOLTAGE LOW and/or ALTERNATR FL annunciations shown on PFD)
1. Generator and Alternator Switches............................................... CHECK ON
2. Engine Gauges................................................................. CHECK ALT AMPS
• Check ALT AMPS to determine if the alternator is off line (0 amps
displayed).
IF ALT AMPS DISPLAYS ZERO:
3. Alternator Switch.................................................................... OFF, THEN ON
4. If the alternator output remains at zero:
• Alternator Switch..............................................................................OFF
• Generator Load........................... REDUCE TO LESS THAN 300 AMPS
5. Flight................ CONTINUE with caution and discretion to destination airport
NOT E : The generator will carry the entire electrical load with the
alternator off line.

Section 3A
TRIM SYSTEM MALFUNCTIONS

Elevator Trim Failure
(Elevator trim fails to operate when commanded)
1. Manual Trim Wheel.............................................................................UTILIZE
If the manual trim wheel also fails to operate:
2. Airspeed....... ADJUST as required to obtain acceptable control wheel forces
(If a push is required, reduce airspeed to alleviate the force; if a pull is
required, increase airspeed to alleviate the force.)
3. Flaps............. ADJUST as required to obtain acceptable control wheel forces
(If a push is required, retract the flaps to alleviate the force; if a pull is
required, extend the flaps to alleviate the force.)
4. Flight...........................................................LAND AS SOON AS PRACTICAL
Rudder Trim Failure

(Rudder trim fails to operate when commanded)
Abnormal
1. Airspeed................... ADJUST as required to obtain acceptable pedal forces

It is acceptable to fly the airplane in an uncoordinated condition for a limited
amount of time (depending on fuel level). If the FUEL LOW caution light
appears, return the airplane to coordinated flight.
Aileron Trim Failure

(Aileron trim fails to operate when commanded)
1. Fuel Selector Valve....... ADJUST the appropriate valve to balance fuel levels

Section 3A
FLAP SYSTEM MALFUNCTIONS

Flaps Fail to Extend or Retract
( FLAP FAIL annunciation shown on PFD)
1. FLAP Circuit Breaker......................................................................CHECK IN
2. If Circuit Breaker Is IN......................................MOVE THE FLAP LEVER TO
ITS PREVIOUS POSITION
If the flaps move to their previous position:
3. Flight...................................... CONTINUE USING NORMAL PROCEDURES
If the flaps do not move to their previous position:
4. FLAP Circuit Breaker................................CYCLE (Wait 30 seconds between
pulling CB and resetting)
If the flaps then function properly:
5. Flight...................................... CONTINUE USING NORMAL PROCEDURES
If the flaps still fail to move:
Abnormal
6. Airspeed ........................................... APPROPRIATE FOR FLAP POSITION
Flap indication Failure or Misleading Flap Indication

( FLAP FAIL annunciation shown on PFD and/or red “X” through flap
indication)
1. FLAP IND Circuit Breaker...............................................................CHECK IN
2. If Circuit Breaker Is IN....................................... CYCLE CIRCUIT BREAKER
3. If Circuit Breaker Pops Back Out.......................................... DO NOT RESET
4. Flap Position..................................................................... VERIFY VISUALLY
5. Airspeed............................................ APPROPRIATE FOR FLAP POSITION
Flap Overspeed
1. AIRSPEED.......... REDUCE TO BELOW CURRENT FLAP POSITION LIMIT
2. VISUALLY CHECK FLAPS AND FLAP TRACKS FOR NORMAL
CONDITION.
3. If flap system is normal, position the flaps as desired and continue flight.
4. If flap system appears damaged, leave the flaps in their current position,
maintain airspeed below the limit for the current position and land at the
nearest suitable airport for repairs.

Section 3A
ABNORMAL NAVIGATION SYSTEM FAILURES

Attitude Heading Reference System (AHRS) Failures
Single AHRS Failure
1. BOTH ON AHRS 1 or AHRS 2.................. VERIFY ANNUNCIATED ON PFD
2. In-Flight Corrective Action.....................................................NONE NEEDED
Dual AHRS Failure (Red “X” – Heading and Attitude Indications)

1. AHRS Circuit Breakers...................................................................CHECK IN
2. If Open................................................. RESET (close) CIRCUIT BREAKERS
3. If Circuit Breakers Open Again............................................. DO NOT RESET
4. Standby Attitude Indicator....................................USE for attitude information
5. Magnetic Compass.............................................USE for heading information
Air Data Computer (ADC) System Failures

Single ADC Failure
Abnormal
1. BOTH ON ADC 1 or ADC 2....................... VERIFY ANNUNCIATED ON PFD

2. In-Flight Corrective Action.....................................................NONE NEEDED
Dual ADC Failure (Red “X” – All Air Data Indications)

1. ADC Circuit Breakers.....................................................................CHECK IN
4. Standby Airspeed Indicator................................USE for airspeed information
5. Standby Altimeter................................................ USE for altitude information

Section 3A
GPS/NAV Computer System Failures

#1 GPS/NAV Failure
1. BOTH ON GPS 2....................................... VERIFY ANNUNCIATED ON PFD
2. TAWS FAIL................................................ VERIFY ANNUNCIATED ON PFD
3. In-Flight Corrective Action.........................MAINTAIN VISUAL SEPARATION
FROM TERRAIN
NOT E : TAWS fails because it relies on the #1 GPS for position

information.
#2 GPS/NAV Failure
1. BOTH ON GPS 1.....................................................ANNUNCIATED ON PFD
2. In Flight Corrective Action......................................................NONE NEEDED
Dual GPS/NAV Failure

Annunciations Shown:
Abnormal
• NAV 1&2 – RED “X”
• COM 1&2 – RED “X”
• TAWS FAIL
• HSI/GPS INTEG
• XPDR FAIL
• NO GPS POSITION
• NO TRFC DATA
• ALL ENGINE GAUGES and EIS – RED “X”
• CLOCK – RED “X”
1. GPS/NAV Circuit Breakers.............................................................CHECK IN

4. COM 1.............................................................USE to transmit on 121.5 MHz
(automatically defaults to this frequency)
NOT E : Even though the COM 1 frequency box no longer displays a

frequency (red “X” shown), the radio will transmit on 121.5 MHz (Guard).
5. If VFR ..................................................................Maintain VFR to destination

6. If IFR........................................REQUEST ATC for vectors to VFR conditions

Section 3A
Primary Flight Display (PFD) Failure

#1 PFD Failure
Annunciations Shown on MFD:
• NAV 1 / COM 1 – RED “X”
• TAWS FAIL
• HDG NO COMP
• ROL NO COMP
• PIT NO COMP
• IAS NO COMP
• ALT NO COMP
• BOTH ON GPS 2
• BOTH ON AHRS 2
• BOTH ON ADC 2
1. #1 PFD Circuit Breaker...................................................................CHECK IN

Abnormal
2. If Open....................................................RESET (close) CIRCUIT BREAKER

3. If Circuit Breaker Opens Again............................................. DO NOT RESET
4. Multi Function Display.......................... VERIFY placed in reversionary mode
5. Multi Function Display...................................................Use flight instruments
6. Radio Transmissions........................ USE COM 2 for ALL TRANSMISSIONS
NOTE: The alerts box will display GMA 1 FAILURE (audio panel). This
failure message is due to the COM 1 automatically switching to 121.5 MHz,
and the GMA 1 not being able to communicate with the #1 PFD. If COM 1
is used, transmissions will be broadcast on 121.5 MHz.
7. Navigation...................................................................... USE NAV 2 and GPS
Multi-Function Display (MFD) Failure

MFD Failure
1. MFD Circuit Breaker.......................................................................CHECK IN
2. If Open...................................................RESET (Close) CIRCUIT BREAKER
3. If Circuit Breaker Opens Again............................................. DO NOT RESET
4. Primary Flight Display........................... VERIFY placed in reversionary mode
5. Primary Flight Display................................................ Use engine instruments
3 A -10 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 3A
ABNORMAL LANDING PROCEDURES

Landing with a Flat Main Tire
1. Fuel Selectors...................Position valve on side opposite the flat tire to OFF
2. Airplane............................................... FLY as desired to lighten the fuel load
3. Seats/Seat belts/Shoulder Harnesses.............................................. SECURE
5. Approach.................................................................................... FULL FLAPS
6. Touchdown.................................................................INFLATED TIRE FIRST
• Hold the airplane off the flat tire as long as possible using aileron and
rudder control.
7. Directional Control.......................................................................... MAINTAIN
• Use rudder, nosewheel steering and brake on inflated tire.
Landing with a Flat Nose Tire

1. Passengers and Baggage............. If possible, move aft (remain in CG limits)
2. Seats/Seat belts/Shoulder Harnesses.............................................. SECURE
Abnormal
4. Approach..................................................................... FULL FLAPS (Normal)
5. Touchdown.................................................................MAIN LANDING GEAR
• Hold the nose wheel off the runway as long as possible during rollout.
6. Brakes...............................................................................Minimum Required
ENVIRONMENTAL SYSTEM FAILURES

Bleed Air Heat Malfunction
If Bleed Air Heat will not turn off:
1. Decrease the set temperature for the pilot section to MAX COOL on the
ECS Touch Screen Display
2. Cycle the Power button on the pilot section of the Touch Screen display.
3. If Bleed Air remains on, turn the AUX BUS switch off.
4. Open the Firewall Air Shutoff Valve (push in fully)
ECS Touch Screen Display Malfunction

1. AUX BUS Switch.............................................................Cycle OFF, then ON
2. ECS Touch Screen Display................................... VERIFY properly operating
3. If ECS Touch Screen does not operate properly after power cycle, turn AUX
BUS switch OFF.

Section 3A
INADVERTENT OPENING OF DOORS IN FLIGHT

Right or Left Crew Door Open
1. Airspeed...................................................................... LESS THAN 120 KIAS
2. Door............................................... PULL CLOSED AND LATCH PROPERLY
NOT E: If the right crew door opens in flight and your aircraft is equipped
with autopilot, it may help to engage the autopilot before attempting to
close the door.
Aft Passenger/Cargo Door Open

1. Airspeed...................................................................... LESS THAN 108 KIAS
3. If practical and another crew member is available, have them close the
door.
4. If a door open landing is required, make a NORMAL approach and landing.
Abnormal
3A-3 AMPLIFIED ABNORMAL PROCEDURES

The following Amplified Abnormal Procedures elaborate upon information
contained in the Abnormal Procedures Checklist portion of this Section.
These amplified procedures provide information not readily adaptable to a
checklist format. Pilots should become familiar with the amplified procedures
to have a better understanding of why certain steps are performed in the
checklists and to assist in troubleshooting abnormal malfunctions with the
airplane.

Section 3A
3A-4 ABNORMAL NAVIGATION SYSTEM FAILURES

ATTITUDE HEADING REFERENCE SYSTEM (AHRS)
FAILURES
Single AHRS Failure
If a failure occurs in a single AHRS system, the other AHRS system will
automatically provide attitude and heading information to both displays if
the aircraft ground speed is greater than 30 Kts. If the aircraft ground speed
is less than 30 Kts, the G1000 system will not automatically revert to the
secondary source and will need to be switched manually. Check the AHRS
circuit breakers to ensure they are both in. If one is open, try resetting it
(push it in). If it pops back out, DO NOT reset it.
The following annunciations will display on the PFD:
HDG NO COMP – Only one source for heading information, not able to compare to
second source.
ROL NO COMP – Only one source for roll information, not able to compare to
Abnormal
second source.
PIT NO COMP – Only one source for pitch information, not able to compare to
second source.
BOTH ON AHRS 2 (or 1) – Both PFDs are receiving AHRS 2 (or 1) information.
HDG FAULT – AHRS 1 (or 2) magnetometer fault has occurred.
Figure 3A-1 – No. 1 AHRS Failure (No. 1 PFD Shown, with Optional SVS System On)

Section 3A
Dual AHRS Failure (Red “X” – Heading and Attitude Indicators)

If both AHRS systems fail, check that both AHRS circuit breakers are pushed
in. If one or both are open, try resetting them (push in). If they pop back out
DO NOT reset them. Attitude and heading information will not be displayed
on the PFD; therefore, the standby attitude indicator and magnetic compass
will have to be referenced for attitude and heading information. The NAV
CDI will still function, and may be used for navigation. Utilize the MFD for
additional situational awareness.
The following annunciations will be shown on the PFD:
HDG NO COMP – No source for heading information, not able to compare to
second source.
ROL NO COMP – No source for roll information, not able to compare to second
source.
PIT NO COMP – No source for pitch information, not able to compare to second
source.
BOTH ON AHRS 2 (or 1) – Both PFDs were receiving AHRS 2 (or 1) information
Abnormal
when the other AHRS failed.

BOTH ON ADC2 – Both PFDs were only receiving ADC 2 information when the
other AHRS failed.
HDG FAULT – AHRS 1 (or 2) magnetometer fault has occurred.
Figure 3A-2 – Dual AHRS Failure (No. 1 PFD Shown)

Section 3A
AIR DATA COMPUTER (ADC) SYSTEM FAILURES

Single ADC Failure
If a failure occurs in a single ADC system, the other ADC system will
automatically provide airspeed and altitude information to both displays if
the aircraft ground speed is greater than 30 Kts. If the aircraft ground speed
is less than 30 Kts, the G1000 system will not automatically revert to the
secondary source and will need to be switched manually. Check the ADC
circuit breakers to ensure they are both in. If one is open, try resetting it
(push in). If it pops back out, DO NOT reset it.
IAS NO COMP – Only one source for airspeed information, not able to compare to
second source.
ALT NO COMP – Only one source for altitude information, not able to compare to
second source.
BOTH ON ADC 2 (or 1) – Both PFDs are only receiving ADC 2 (or 1) information.
AHRS1 TAS – AHRS 1 is not receiving airspeed information.
Abnormal
Figure 3A-3 – No. 1 ADC Failure (No. 1 PFD Shown, with Optional SVS System On)

Section 3A
Dual ADC Failure (Red “X” – All Air Data Indications)

If both ADC systems fail, check that both ADC circuit breakers are pushed in.
If one or both are open, try resetting them (push in). If they pop back out DO
NOT reset them. Airspeed and altitude information will not be displayed on
the PFD; therefore, the standby airspeed indicator and standby altimeter will
have to be referenced for airspeed and altitude information. Utilize the MFD
for additional situational awareness.
second source.
second source.
BOTH ON ADC 2 (or 1) – Both PFDs were only receiving ADC 2 (or 1) information
when the other ADC failed. (This annunciation is still shown even though both ADCs
are failed.)
AHRS 1&2 TAS – AHRS 1 & 2 are not receiving airspeed information.
Abnormal
Figure 3A-4 – Dual ADC Failure (No. 1 PFD Shown)

Section 3A
GPS/NAV COMPUTER SYSTEM FAILURES

#1 GPS/NAV Failure
If a failure occurs in the #1 GPS/NAV system (GIA), the other GPS/NAV
system will automatically provide GPS information to both displays. Check
the GPS/NAV circuit breakers to ensure they are both in. If one is open, try
resetting it (push in). If it pops back out, DO NOT reset it.
#1 NAV and #1 COM frequency information will not be displayed on any of
the flight displays. If COM #1 is used, all transmissions will be broadcast on
121.5 MHz. 121.5 MHz is automatically selected when a failure occurs in the
system. COM #2 and NAV #2 may be used as normal.
TAWS will also fail since it receives GPS position from the #1 GPS. Use
additional caution to maintain visual separation from terrain.
TAWS FAIL – Terrain Avoidance Warning System has failed.
BOTH ON GPS 2 – Both PFD units are receiving GPS data from the No. 2 GIA unit.
Abnormal
GMA 1 FAIL – GMA 1 is inoperative. A communication failure with GMA 1 (Pilot’s
Audio Panel) has occurred. If COM 1 is selected on the pilot’s audio panel, the
pilot’s transmissions will be broadcast on 121.5 MHz.
BACKUP PATH – XPDR 1 using backup data path. The transponder is using a
backup data path.
AHRS 2 GPS – AHRS 2 not receiving backup GPS information.
WA RNING: The following caution and warning annunciations will NOT be

able to be displayed if the #1 GPS/NAV computer has failed:
RESERVOIR FUEL PITOT OFF L-R FUEL LOW L-R

Section 3A
Abnormal ABNORMAL PROCEDURES 100 SERIES
Figure 3A-5 – No. 1 GPS/NAV Computer Failure

(No. 1 PFD Shown, with Optional SVS System On)

Section 3A
#2 GPS/NAV Failure
If a failure occurs in the #2 GPS/NAV system (GIA), the other GPS/NAV
system will automatically provide GPS information to both displays. Check
the GPS/NAV circuit breakers to ensure they are both in. If one is open, try
#2 NAV and #2 COM frequency information will not be displayed on any of
the flight displays. If COM #2 is used, all transmissions will be broadcast on
121.5 MHz. 121.5 MHz is automatically selected when a failure occurs in the
system. COM #1 and NAV #1 may be used as normal.
AHRS 1 GPS – AHRS 1 not receiving backup GPS information.
TRAFFIC FAIL – Traffic device has failed.
Abnormal
Figure 3A-6 – No. 2 GPS/NAV Computer Failure (No. 1 PFD Shown)

Section 3A
Dual GPS/NAV Failure

If both GPS/NAV (GIA) systems fail, check that both GPS/NAV circuit
breakers are pushed in. If one or both are open, try resetting them (push in).
If they pop back out DO NOT reset them.
Navigation, Communication, Transponder, and Engine information will not
be displayed on any of the Garmin displays. No traffic or weather avoidance
information will be available either.
Even though the COM Frequency Boxes are marked with red X’s, with
COM 1 selected on the pilot’s audio panel, the pilot’s transmissions will
be broadcast on 121.5 MHz. It is recommended that if in VMC (Visual
Meteorological Conditions), the pilot should maintain VFR (Visual Flight
Rules). If in IMC (Instrument Meteorological Conditions), it is recommended
that the pilot request Air Traffic Control for vectors to VFR conditions.
BOTH ON GPS 1 – Both PFD units were receiving GPS data from the No.1 GIA
unit when the 1st GPS/NAV failure occurred. GPS information is not being received
Abnormal
when both GPS/NAV systems fail.
Figure 3A-7 – Dual GPS/NAV (GIA) Failure

Section 3A
PRIMARY FLIGHT DISPLAY (PFD) FAILURE

#1 PFD Failure
If a failure occurs in the #1 Primary Flight Display (Pilot’s PFD) the MFD
will automatically enter Reversionary Mode and provide Flight, Navigation,
Communication, and Engine information on the display. Verify the MFD
automatically entered Reversionary Mode. If it did not enter Reversionary
Mode automatically, press the red button on the bottom of the left audio
panel.
Check the #1 PFD circuit breaker to ensure it is pushed in. If it is open, try
The COM 1 and NAV 1 Frequency Boxes are blanked out with red x’s. If
a transmission is made on COM 1, it will be broadcast on 121.5 MHz.
COM 1 and NAV 1 may be used as normal though. Use NAV 2 or GPS for
navigation.
Abnormal
HDG NO COMP – Only one source for heading information, not able to compare to
second source.
ROL NO COMP – Only one source for roll information, not able to compare to
second source.
PIT NO COMP – Only one source for pitch information, not able to compare to
second source.
second source.
second source.
BOTH ON AHRS 2 – Both PFDs are receiving AHRS 2 information.
BOTH ON ADC 2 – Both PFDs are only receiving ADC 2 information.
GMA 1 FAIL – GMA 1 is inoperative. A communication failure with GMA 1 (Pilot’s
Audio Panel) has occurred. If COM 1 is selected on the pilot’s audio panel, the
pilot’s transmissions will be broadcast on 121.5 MHz.
P i l o t ’s O p e r a t i n g H a n d b o o k 3 A - 21

Section 3A
NOT E: The alerts box will display GMA 1 FAILURE (audio panel). This
failure message is due to the COM 1 automatically switching to 121.5
MHz, and the GMA 1 not being able to communicate with the #1 PFD. If
COM 1 is used, transmissions will be broadcast on 121.5 MHz. Although
GMA 1 FAILURE is annunciated, some functions of the #1 GMA will still be
operational.
Abnormal
Figure 3A-8 – Primary Flight Display Failure (MFD Shown)

Section 3A
MULTI – FUNCTION DISPLAY (MFD) FAILURE

If a failure occurs in the Multi-Function Display (MFD) both PFD units will
automatically enter Reversionary Mode and provide Flight, Navigation,
Communication, and Engine information on the displays. Verify the PFD
units have automatically entered Reversionary Mode. If they did not enter
Reversionary Mode automatically, press the red button on the bottom of the
audio panels.
Check the MFD circuit breaker to ensure it is pushed in. If it is open, try
Figure 3A-9 – Multi-Function Display Failure (PFD Shown) Abnormal
3A-5 INADVERTENT OPENING OF A DOOR IN FLIGHT

If the aft passenger/cargo door should open in flight, slow the airplane to less
than the full flaps operating speed of 108 KIAS and lower the flaps to the fully
extended position. Lowering the flaps may bring the upper aft door near its
closed position, and with assistance, the door can then be properly latched
closed. If no assistance is available, land when practical, and close the door.
If one of the crew doors should open inadvertently in flight, the affected door
may simply be closed by properly latching it shut.

Section 3A

Abnormal
3A -24 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 4
100 SERIES NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
Table of Contents
CONTENTS PAGE
GENERAL..............................................................................................................4-3
AIRSPEEDS FOR NORMAL OPERATIONS.........................................................4-3
NORMAL PROCEDURES CHECKLIST................................................................4-4
PREFLIGHT INSPECTION.................................................................................4-4
BEFORE STARTING ENGINE............................................................................4-8
ENGINE STARTS................................................................................................4-9
TAXIING............................................................................................................ 4-11
BEFORE TAKEOFF.......................................................................................... 4-11
TAKEOFF..........................................................................................................4-12
ENROUTE CLIMB.............................................................................................4-13
CRUISE.............................................................................................................4-13
DESCENT.........................................................................................................4-13
BEFORE LANDING...........................................................................................4-14
LANDINGS........................................................................................................4-14
Procedures
AFTER LANDING..............................................................................................4-15
ENGINE SHUTDOWN AND AIRPLANE SECURING........................................4-15
SYSTEMS CHECKS / PROCEDURE...............................................................4-16
OXYGEN SYSTEM...........................................................................................4-18
AIR CONDITIONING.........................................................................................4-19
AMPLIFIED NORMAL PROCEDURES...............................................................4-20
PREFLIGHT INSPECTION...............................................................................4-20
BEFORE STARTING ENGINE..........................................................................4-22
ENGINE STARTING..........................................................................................4-23
TAXIING ..........................................................................................................4-27
BEFORE TAKEOFF..........................................................................................4-28
TAKEOFF..........................................................................................................4-29
CLIMB................................................................................................................4-30
CRUISE.............................................................................................................4-31
LANDING...........................................................................................................4-32
AFTER SHUTDOWN.........................................................................................4-33
COLD WEATHER OPERATIONS........................................................................4-34
NOISE CHARACTERISTICS...............................................................................4-35

Section 4
NORMAL PROCEDURES 100 SERIES

Procedures

Section 4
4-1 GENERAL
This section of the Pilot’s Operating Handbook includes procedures for
conducting normal operations, laid out in checklist format. Normal procedures
related to optional systems can be found in “Section 9” of this manual.
WA RNING: There is no substitute for proper and thorough preflight

planning action, along with continual use of the information gathered
during the preflight planning process. Be thoroughly knowledgeable
of possible hazards and dangerous conditions, and be aware of the
capabilities and limitations of the airplane.
4-2 AIRSPEEDS FOR NORMAL OPERATIONS

The following speeds are based on a maximum weight of 7255 pounds for
takeoff and 6690 pounds for landing, and may be used for any weight less
than that. However, to achieve the specified performance calculations in
“Section 5” for takeoff distance, climb performance, or landing distance, the
speed appropriate for that particular weight must be used.
Rotate:
Normal Takeoff – Flaps 20°.........................................................60-65 KIAS
Short Field Takeoff – Flaps 20°........................................................60 KIAS
Takeoff – Flaps 10°...........................................................................70 KIAS
Procedures
Takeoff – Flaps 0°.............................................................................90 KIAS
Takeoff @ 50 Foot Obstacle:
Normal Climb-Out........................................................................85-95 KIAS
Short Field Takeoff – Flaps 20° .......................................................73 KIAS
Takeoff – Flaps 10°...........................................................................90 KIAS
Takeoff – Flaps 0°........................................................................... 110 KIAS
Enroute Climb (Flaps Up):
Cruise Climb............................................................................ 110-120 KIAS
Vclimb.............................................................................................101 KIAS
Vy (S.L.)............................................................................................99 KIAS
Vy (10,000 FT)..................................................................................93 KIAS
Vy (20,000 FT)..................................................................................86 KIAS
Approach to Landing:
Normal Approach Flaps 35°........................................................80-85 KIAS
Approach – Flaps 20°..................................................................80-85 KIAS
Approach – Flaps 10°..................................................................90-95 KIAS
Normal Approach – Flaps 0°...................................................100-105 KIAS
Short Field Approach – Flaps 35° (VREF) .........................................74 KIAS
Maximum Recommended Turbulent Air Penetration Speed:
7255 Pounds..................................................................................142 KIAS
6750 Pounds..................................................................................137 KIAS
6000 Pounds..................................................................................129 KIAS
5000 Pounds.................................................................................. 118 KIAS

Section 4
4-3 NORMAL PROCEDURES CHECKLIST

PREFLIGHT INSPECTION
Cabin
1. FAA Approved Flight Manual................................... ACCESSIBLE TO PILOT
2. Garmin G1000™ Cockpit Reference Guide............ ACCESSIBLE TO PILOT
3. Control Lock.....................................................................................REMOVE
4. Parking Brake........................................................................................... SET
5. All Electrical Switches...............................................................................OFF
6. All Circuit Breakers ................................................................. IN (or collared)
7. Fuel Selector Valves..................... BOTH ON and CHECK AGAINST STOPS
9. Firewall Fuel Shutoff......................................................FUEL ON (pushed in)
10. Fire Extinguishers................................................................................CHECK
11. Master Switch.............................................................................................ON
12. Left Primary Flight Display............................................................ CHECK ON
14. Both Avionics Cooling Fans........................................... CHECK ON (audibly)
15. MFD............ CHECK SYSTEM ID and JEPPESEN DATABASE CURRENCY
16. Fuel Quantity (L & R)...........................................................................CHECK
CAUTION : Visually verify the amount of fuel on board; Electric Fuel

Quantity Indicators provide advisory information only. Refer to Section 7 of
Procedures
this manual for more detail.
17. The GEN FAIL Annunciator................................... CHECK SHOWN ON PFD

18. The FUEL PRESS LOW Annunciator.................... CHECK SHOWN ON PFD
19. The PITOT OFF L-R Annunciator.......................... CHECK SHOWN ON PFD
20. The ALTERNATR FL Annunciator......................... CHECK SHOWN ON PFD
21. The ENG INLET NORM Annunciator.................... CHECK SHOWN ON PFD
22. FUEL LOW L-R Annunciator..........................CHECK NOT SHOWN ON PFD
23. RESERVOIR FUEL Annunciator...................CHECK NOT SHOWN ON PFD
24. EMER PWR LVR Annunciator.......................CHECK NOT SHOWN ON PFD
25. Avionics Master Switch.............................................................................OFF
26. Standby Attitude Indicator Battery Test.......................................... PERFORM
28. Trim Controls.................................................................. SET FOR TAKEOFF
29. Engine Inlet Switch............................................................................ BYPASS
30. Pitot/Static and Stall Warning Heat ....................... ON 30 seconds, then OFF
(Ensure pitot/static covers are removed.)
31. Stall Warning Vane......... CHECK proper function and freedom of movement
32. Stall Warning Horn System Test (if equipped)..................... PRESS TO TEST
(Ensure audible warning horn sounds.)
33. Pitot/Static Tubes................................................................... CHECK for heat

Section 4
Left Side
1. Fuselage Floor Skin Drain Holes.........................................................CHECK
(Check for any sign of leaks in the aircraft sidewall or sub-floor.)
NOT E: This check is especially important if your aircraft is equipped with

an External Cargo Compartment.
2. Left Main Landing Gear.......................................................................CHECK

(Check for proper tire inflation and general condition of the landing gear and
brake system.)
3. Wing Tank Fuel Sump Valve................................ DRAIN and SAMPLE FUEL
4. Direct Reading Fuel Quantity Indicator.................. CHECK FUEL QUANTITY
5. Left Battery................... CHECK security and condition of battery and cables
Left Wing Leading Edge
WARN ING: During cold weather operations, it is essential to remove

even small traces of frost, ice or snow from the wings and control
surfaces. Ensure the control surfaces do not contain internal ice or debris
accumulations. Prior to any flight into potential icing conditions, check the
pitot-static tubes for proper heating within 30 seconds of activating the
necessary switches.
Procedures
1. Fuel Quantity.....................................................................CHECK VISUALLY
2. Fuel Filler Caps................................................................................ SECURE
3. Wing Tie Downs....................................................................... DISCONNECT
4. Left Pitot/Static Tube................................. CHECK for security and obstructions
5. Landing and Taxi Lights..................CHECK proper condition and cleanliness
6. Navigation and Strobe Lights.........CHECK proper condition and cleanliness
Left Wing Trailing Edge

1. Aileron and Trim Tab.............CHECK proper position, freedom of movement,
tab free-play, and condition
2. Static Wicks......................CHECK proper condition and security (1 required)
3. Fuel Tank Vent...........................................................CHECK for obstructions
4. Flap and Flap Tracks.......................................CHECK condition and security
Empennage
WARN ING: During cold weather operations, it is essential to remove

even small traces of frost, ice or snow from the tail and control surfaces.
Ensure the control surfaces do not contain internal ice or debris
accumulations.
1. Baggage and Cargo............................................................CHECK SECURE
2. Aft Fire Extinguisher...............................................CHECK for proper charge
3. Aft Door....................................................................CLOSED and LATCHED

Section 4
Empennage (continued)
4. Tail Tie Down .......................................................................... DISCONNECT
(Ensure tail stand removed)
5. Horizontal Stabilizer........................ CHECK for proper security and condition
6. Vertical Stabilizer............................ CHECK for proper security and condition
7. Control Surfaces and Elevator Trim Tabs............................................CHECK
(Check proper condition, position for takeoff, security, tab free-play, and
freedom of movement.)
8. Static Wicks.......................................... CHECK proper condition (6 required)
9. Antennas...................................CHECK security of installation and condition
10. Aft Nav Light (if equipped) ............ CHECK proper condition and cleanliness
Right Wing Trailing Edge

1. Flap and Flap Tracks.......................................CHECK condition and security
2. Aileron...................................... CHECK freedom of movement and condition
3. Static Wicks......................CHECK proper condition and security (1 required)
4. Fuel Tank Vent...........................................................CHECK for obstructions
WARNING: During cold weather operations, it is essential to remove

even small traces of frost, ice or snow from the wings and control
surfaces. Ensure the control surfaces do not contain internal ice or debris
accumulations. Prior to any flight into potential icing conditions, check the
Procedures
pitot-static tubes for proper heating within 30 seconds of activating the

necessary switches.
Right Wing Leading Edge

1. Navigation and Strobe Lights.........CHECK proper condition and cleanliness
2. Landing and Taxi Lights..................CHECK proper condition and cleanliness
3. Pitot/Static Tube....................................CHECK for security and obstructions
4. Wing Tie Downs....................................................................... DISCONNECT
5. Fuel Quantity.....................................................................CHECK VISUALLY
6. Fuel Filler Caps................................................................................ SECURE
Right Side
1. Direct Reading Fuel Quantity Indicator............................ CHECK QUANTITY
2. Wing Tank Fuel Sump Valve................................ DRAIN and SAMPLE FUEL
3. Right Main Landing Gear.....................................................................CHECK
(Check for proper tire inflation and general condition of the landing gear and
brake systems.)
4. Fuselage Fuel Reservoir Sump Valves.................................................DRAIN
(Check for contamination or debris. Take further samples until all
contamination or debris is removed.)
NOT E: Dispose of fuel samples in a proper manner, as turbine fuel will

cause damage to asphalt surfaces.
5. Right Side Crew Door...............................................CLOSED and LATCHED

Section 4
Nose
WA RNING: During cold weather operations, it is essential to remove
even small traces of frost, ice or snow from the propeller blades, spinner
and engine inlets.
1. Right Engine Cowling........ OPEN and CHECK SECURITY and CONDITION

2. Right Side of Engine......................... CHECK for leaks and general condition
3. Right Battery....................CHECK security and condition of battery and cables
4. Firewall Fuel Filter........CHECK BYPASS FLAG for proper position (FLUSH)
5. Firewall Fuel Filter............................................... DRAIN and SAMPLE FUEL
6. Right Engine Cowling................................................ CLOSED and SECURE
7. Lower Cowling Outlet Vents.............................CHECK for OBSTRUCTIONS
8. NACA Duct (Right)............................................CHECK for OBSTRUCTIONS
9. Nose Wheel Strut and Tire..................................................................CHECK
(Check for proper condition, strut extension, signs of damage and proper
inflation.)
10. Intake/Exhaust Cover and Propeller Anchor.....................................REMOVE
11. Exhaust Stubs...................................................CHECK for OBSTRUCTIONS
12. Engine Intake....................................................CHECK for OBSTRUCTIONS
13. Inertial Air Particle Separator...... CHECK OPEN (BYPASS) and NO DEBRIS
14. Propeller..............................................................................................CHECK
(Check blades for nicks, gouges, excessive erosion, security and cracks.
Procedures
Inspect blades for lightning strike – indicated by a darkened area near the
tips. Check the propeller for security, condition and signs of grease or oil
leaks.)
15. Propeller Spinner..........................................CHECK for security and condition
16. Oil Cooler Inlet..................................................CHECK for OBSTRUCTIONS
17. Left Engine Cowling........... OPEN and CHECK SECURITY and CONDITION
18. Oil Cooler.............................. CHECK condition, security and for obstructions
19. Engine Compartment........................ CHECK for leaks and general condition
20. Brake Fluid Reservoir......................................................CHECK proper level
21. Oil Dipstick/Filler Cap................................ CHECK oil level – close and secure
(Fill to within 1-1/2 quarts of MAX HOT or MAX COLD as appropriate for
engine condition. Markings represent US quarts low if oil is hot - within 10
to 15 minutes from engine shutdown.)
WA RNING: Ensure the oil dipstick / cap is latched down securely.

Operating the engine with the dipstick / cap unlatched will result in
excessive oil loss leading to eventual engine stoppage.
NOT E : In order to obtain an accurate oil level reading, it is necessary

to either check the oil within 10 to 15 minutes after engine shutdown
(referencing the max hot markings while the oil is still hot) or to reference
the max cold markings prior to the first flight of the day. If more than 10
minutes has elapsed since engine shutdown and the engine oil is still
warm, perform an engine motoring run for approximately 5 seconds before
checking the oil level while referencing the maximum hot markings.

Section 4
Nose (continued)
22. Left Engine Cowling................................................... CLOSED and SECURE
23. EPA Fuel Reservoir...............................................................................DRAIN
24. Oil/Fuel Reservoir (if equipped)............................................................DRAIN
25. Windshield................................................... CLEAN – and check for damage
BEFORE STARTING ENGINE

Before Starting Engine
1. Preflight Inspection and Weight and Balance Checks................. COMPLETE
NOT E: Determine fuel quantity as specified in Section 6 of this manual

during preflight inspection.
2. Passenger Briefing...................................................................... COMPLETE

3. Cabin Doors...........................................................LATCHED (check aft door)
4. All Seats, Seat belts and Shoulder Harnesses...... ADJUSTED and SECURE
WARNING: Failure to ensure seats are securely locked in the seat

tracks and failure to properly utilize seat belts and shoulder harnesses
Procedures
could result in serious injury or death, should an accident occur.
5. Master Switch.............................................................................................ON
8. Engine Inlet............................................................................. AS REQUIRED
NOT E: Select BYPASS if visible moisture is present and OAT is less than
5°C.
9. Fuel Selector Valves......................................................LEFT and RIGHT ON

10. Firewall Fuel Shutoff..................................................FUEL ON (PUSHED IN)
11. Emergency Power Lever...................................................................NORMAL
12. Power Lever............................................................................................ IDLE
15. Wing Flaps.................................................................................................. UP
16. Circuit Breakers............................................................................................IN
17. Cabin Heat................................................................................................OFF
18. Takeoff Torque Limit............... DETERMINE from Max Torque for Takeoff chart
in “Section 5” of this manual
19. Autopilot (if equipped)................................. PERFORM PREFLIGHT CHECK
20. Pitch Latch Propeller Blade Pitch (if equipped)...................... See “Section 9”

Section 4
ENGINE STARTS
Battery Powered Engine Start
1. Buss Voltages...............................................................CHECK 24V minimum
2. Flashing Beacon.........................................................................................ON
3. Emergency Power Lever.................NORMAL – Check EMER PWR LVR NOT
shown on PFD
CAUT ION: If the emergency power lever is not secured in the NORMAL
(full aft detent) position for starting, an engine over-temperature condition
(hot-start) may result.
4. Propeller Area...................................................................................... CLEAR

5. Auxiliary Fuel Pump................................................................................ STBY
• Check AUX PUMP ON Annunciator...............................SHOWN ON PFD
• Fuel Flow.......................................................................................... ZERO
• ON for LO/MOTOR START
• OFF for HI START
8. Starter Switch............................................ HI or LO/MOTOR as required and:
• The IGNITION ON Annunciator.....................................SHOWN ON PFD
Procedures
• Engine Oil Pressure......................................................... CHECK RISING
• Ng.......................................... ACCELERATING THROUGH 14% MINIMUM
9. Fuel Condition Lever..............................................................LOW IDLE and:
• Fuel Flow............................................................CHECK at 80 to 110 lb/hr
• ITT .............................. MONITOR (1090°C Maximum – Limited to 2 sec.)
• Ng.......................................................................................52% MINIMUM
CAU TION: If the ITT rises rapidly towards 1090°C, be prepared to bring
the fuel condition lever to CUTOFF to prevent a hot-start.
10. Starter Switch..................... OFF – Check STARTER ON annunciator NOT

shown on PFD
11. Ignition Switch......................... OFF – Check IGNITION ON annunciator NOT
shown on PFD
12. Propeller Lever .............................................................................. MAX RPM
13. Engine Instruments..............................................................................CHECK
15. Generator ..................................................................................................ON
16. Alternator....................................................................................................ON
17. Exterior Lights......................................................................... AS REQUIRED
18. Cabin Heat, Ventilation and Defrost....................................... AS REQUIRED
19. Radios / Avionics...................................................................................... SET
20. Preflight Procedure for the GMA 1347 Audio Panels..................... PERFORM

Section 4
External Power Engine Start

(24-28 VOLTS, 800 AMPS Min / 1700 AMPS Max)
1. External Power................................................................ CONNECT then ON
2. Battery Master Switch.................................................................................ON
3. Buss 1 Voltage..............................................................CHECK 24V minimum
4. Flashing Beacon.........................................................................................ON
5. Emergency Power Lever.................NORMAL – Check EMER PWR LVR NOT
shown on PFD
CAUTION : If the emergency power lever is not secured in the NORMAL
(full aft detent) position for starting, an engine over-temperature condition
(hot-start) may result.
6. Propeller Area...................................................................................... CLEAR

• Check AUX PUMP ON annunciator...............................SHOWN ON PFD
• Fuel Flow.......................................................................................... ZERO
8. Auxiliary Fuel Pump...................................................................................ON
• ON for LO/MOTOR START
• OFF for HI START
10. Starter Switch......................................... HI or LO/MOTOR as required and:
Procedures
• The IGNITION ON annunciator......................................SHOWN ON PFD

• Engine Oil Pressure......................................................... CHECK RISING
• Ng....................................................................... STABLE (14% minimum)
11. Fuel Condition Lever...............................................................LOW IDLE and:
• Fuel Flow............................................................CHECK at 80 to 110 lb/hr
• ITT ............................... MONITOR (1090°C maximum – limited to 2 sec.)
• Ng.......................................................................................52% MINIMUM
CAUTION : If the ITT rises rapidly towards 1090°C, be prepared to bring

the fuel condition lever to CUTOFF to prevent a hot-start.
12. Starter Switch..................... OFF – Check STARTER ON annunciator NOT

shown on PFD
13. Ignition Switch..................... OFF – Check IGNITION ON annunciator NOT
shown on PFD
14. Propeller Lever ........................................................................... MAX RPM
15. Engine Instruments..........................................................................CHECK
16. Auxiliary Fuel Pump............................................................................STBY
17. External Power..................................................................... DISCONNECT
18. Generator ...............................................................................................ON
19. Alternator.................................................................................................ON
20. Exterior Lights..................................................................... AS REQUIRED
21. Cabin Heat, Ventilation and Defrost.................................... AS REQUIRED
22. Radios / Avionics................................................................................... SET
23. Preflight Procedure for the GMA 1347 Audio Panels................. PERFORM

Section 4
TAXIING
Taxiing
1. Brakes................................................................................................CHECK
2. Flight Controls..............POSITIONED ACCORDING TO WIND DIRECTION
3. Flight Instruments...............................................................................CHECK
NO TE : For improved brake life, propeller BETA range may be used during
ground operations to prevent excessive taxi speeds.
BEFORE TAKEOFF
Before Takeoff
1. Parking Brake.......................................................................................... SET
2. All Seats, Seat belts and Shoulder Harnesses......... LOCKED and SECURE
3. Inertia Reel Levers.......................................................................... LOCKED
WA RNING: Failure to properly utilize the seat track locks, seat belts,
shoulder harnesses, and inertia reel locks could result in serious injury or
death, should an accident occur.
4. Flight Controls.............................................................FREE and CORRECT
Procedures
5. Flight Instruments................................................................CHECK and SET
6. Fuel Selectors........................................... RECHECK LEFT and RIGHT ON
7. Firewall Fuel Shutoff.................................... RECHECK FUEL ON (FULL IN)
8. Fuel Quantity........................................ CHECK and SET FUEL TOTALIZER
9. Wing Flaps.................................................................... SET FOR TAKEOFF
10. Aileron and Elevator Trim (1st Flight of Day)................. SYSTEM CHECKS
11. Elevator, Aileron and Rudder Trim............................... SET FOR TAKEOFF
12. Engine Inlet................................. SYSTEM CHECK on 1st flight of the day
13. Power Lever................................................................................ 300 FT LB
• Bus Voltages................................................. CHECK 26 Volts minimum
• Engine Instruments.....................................................................CHECK
14. Overspeed Governor................... SYSTEM CHECK on 1st flight of the day
(Stabilized at 2070 ± 50 RPM)
15. Power Lever......................................................................................... IDLE
16. Quadrant Friction Lock............................................. ADJUST as necessary
17. Engine Inlet..... AS REQUIRED (verify proper annunciator shown on PFD)
18. Pitot/Static Heat.ON when OAT less than 5°C and visible moisture present
19. Avionics Equipment...........................................................CHECK and SET
20. CDI........................................................................................................ SET
21. Annunciators....................................................................................CHECK
22. Strobe Lights....................................................................... AS REQUIRED
23. Parking Brake...............................................................................RELEASE
24. Propeller Lever............................................................................ MAX RPM
25. Fuel Condition Lever.................................................................. HIGH IDLE

Section 4
TAKEOFF
Normal Takeoff
1. Wing Flaps............................................................................................. 0°-20°
2. Elevator Trim...........................................................RECHECK set for takeoff
CAUT ION: The Flap/Trim Compensation Unit is disabled on the ground

through an airspeed switch. The airspeed switch activates the Flap/
Trim Compensation Unit above approximately 35 knots. If the airplane is
positioned into winds in excess of approximately 35 knots while the flaps
are being set for takeoff, the trim will move from its previously set position
and could result in an out-of-trim condition on takeoff.
3. Power ........... SET FOR TAKEOFF (observe takeoff torque, ITT, and Ng limits)
4. Annunciators........................................................................................CHECK
6. Rotate............................................................................................60-65 KIAS
7. Climb Speed..................................................................................85-95 KIAS
8. Wing Flaps...........................................................RETRACT at a safe altitude
(Retract to 10° after reaching 85 KIAS and 0° after reaching 95 KIAS.)
Short Field Takeoff

1. Wing Flaps..................................................................................................20°
Procedures
2. Elevator Trim.............................................................................Set for takeoff

3. Power ........... SET FOR TAKEOFF (observe takeoff torque, ITT, and Ng limits)
4. Annunciations......................................................................................CHECK
6. Brakes.............................................................................................RELEASE
7. Rotate.................................................................................................60 KIAS
8. Climb Speed.................................................. 73 KIAS until clear of obstacles
9. Wing Flaps...........................................................RETRACT at a safe altitude
(Retract to 10° after reaching 85 KIAS and 0° after reaching 95 KIAS.)

Section 4
ENROUTE CLIMB
Cruise Climb
2. Pitot/Static Heat..... ON when OAT is less than 5°C and visible moisture present
3. Engine Inlet ............................................................................ AS REQUIRED
4. Airspeed ................................................................................... 110-120 KIAS
5. Torque............. SET (refer to Maximum Torque for Climb chart in “Section 5”)
6. Propeller................................................................................2000-2200 RPM
7. ITT and Ng Limits...........................................................................OBSERVE
NOT E: Use of 740°C ITT is recommended for improved engine life.
Maximum Performance Climb (Non-Emergency)

4. Airspeed ..........................................................................................101 KIAS
5. Propeller................................................................................2000-2200 RPM
6. Torque...............Set (refer to Maximum Torque for Climb chart in “Section 5”)
7. ITT and Ng Limits...........................................................................OBSERVE
Procedures
CRUISE
Normal Cruise
2. Propeller................................................................................2000-2200 RPM
3. Power .......SET per Cruise Performance tables in “Section 5” of this manual
(Observe Max Cruise ITT and Ng limits.)
NOT E : Propeller RPM (Np) may be set as low as 1900 RPM to reduce
cabin noise. Do not exceed 1840 foot-pounds of torque, 740 degrees C
ITT, or 101.6% NG. To achieve optimum cruise performance, set Np at or
above 2000 RPM.
DESCENT
Normal Descent
3. Altimeter................................................................................................... SET
4. CDI.............................................................................. SET APPROPRIATELY
5. Power ........................AS REQUIRED to provide the desired rate of descent
6. Seats, Seatbelts and Shoulder Harnesses............ ADJUSTED and SECURE
7. Inertial Reel Levers........................................................................... LOCKED
WARN ING: Failure to properly utilize the seat belts, shoulder harnesses,
and inertia reel locks could result in serious injury or death, should an
accident occur.

Section 4
BEFORE LANDING
Before Landing
1. Fuel Selector Valves................................................. LEFT AND RIGHT – ON
2. Firewall Fuel Shutoff..................................................FUEL ON (PUSHED IN)
4. Propeller Lever......................................................................MAXIMUM RPM
5. Wing Flaps................................................................................. AS DESIRED
(10° below 138 KIAS, 20° below 120 KIAS, 35° below 108 KIAS)
6. Landing/Taxi Lights................................................................. AS REQUIRED
7. Yaw Damper.............................................................................................OFF
LANDINGS
Normal Landing
2. Airspeed........................................................................................80-85 KIAS
3. Touchdown..................................................................MAIN WHEELS FIRST
4. Power Lever...................................................BETA RANGE after touchdown
5. Brakes.................................................................................... AS REQUIRED
Procedures
Short Field Landing

2. Airspeed............................................................................ VREF OF 74 KIAS
3. Power Lever................................................. SMOOTHLY REDUCE TO IDLE
from obstacles to touchdown
4. Touchdown..................................................................MAIN WHEELS FIRST
5. Power Lever...................................................BETA RANGE after touchdown
NOT E: Landing roll may be further reduced with use of reverse thrust.
Refer to “Section 5” of this manual.

7. Elevator Control...............................................................................FULL AFT
8. Wing Flaps ............................... RETRACT for maximum brake effectiveness
Balked Landing
1. Power Lever............................................... ADVANCE to TAKEOFF POWER
2. Climb Speed.................................................. 80 KIAS until clear of obstacles
3. Wing Flaps............................................................................RETRACT to 20°
4. Wing Flaps ....... FULLY RETRACT upon reaching safe altitude and airspeed

Section 4
AFTER LANDING
After Landing
1. Wing Flaps.................................................................................................. UP
4. Strobe Lights............................................................................................OFF
5. Landing and Taxi Lights ......................................................... AS REQUIRED
6. Pitot Heat (L&R).......................................................................................OFF
CAU TION: Accidental moving of the fuel condition lever aft of the LOW
IDLE position, causing the Ng to fall below 52%, and then moving the fuel
condition lever back to LOW IDLE, can result in an ITT over-temperature
condition. If the engine begins to shutdown in this situation, allow the
engine to complete its shutdown process. Then, perform a normal engine
start using the “Engine Start” checklist.
ENGINE SHUTDOWN AND AIRPLANE SECURING

Shutdown and Securing
Procedures
2. Environmental Control Systems...............................................................OFF
4. Power Lever............................................................................................ IDLE
(See “Section 9” of this manual for shutdown procedures for Pitch-Latched
Propellers, if equipped.)
6. Generator.................................................................................................OFF
7. Alternator..................................................................................................OFF
8. ITT............. STABILIZED at minimum obtainable temperature for one minute
10. Oxygen Supply Control Switch (if on).......................................................OFF
11. Light Switches...........................................................................................OFF
12. Fuel Selector...............................................OFF if parked on a sloped surface
(Turn off the fuel valve of the higher wing to prevent fuel transfer.)
13. Avionics Master Switch.............................................................................OFF
15. Controls ................................................................................................ LOCK
16. Tie-Downs and Wheel Chocks............................................... AS REQUIRED
17. External Covers.................................................................................INSTALL
18. Firewall Fuel Filter............ CHECK FILTER BYPASS FLAG (Normal – Flush)
19. Oil Dipstick/Filler Cap.....................................................CHECK HOT LEVEL
20. Oil Dipstick/Filler Cap ............................................... CLOSED and SECURE
NOT E: If the airplane is parked on a sloped surface, it may be desirable

to turn the fuel selector valve of the higher fuel tank to the OFF position in
order to help prevent fuel transfer between tanks due to gravity.

Section 4
SYSTEMS CHECKS / PROCEDURE

Propeller Overspeed Governor Check
NOT E: Accomplish a propeller overspeed governor check prior to the first

flight of the day and following maintenance.
1. Propeller Control Lever................................................................... MAX RPM

2. Overspeed Governor Test Switch.....................................PRESS AND HOLD
3. Power Lever................................................................................... ADVANCE
(Propeller should stabilize at 2070 RPM ± 50 RPM.)
4. Power Lever............................................................................................ IDLE
5. Overspeed Governor Test Switch....................................................RELEASE
Aileron Trim System Check
NOT E: Accomplish an aileron trim system check prior to the first flight of
the day and following maintenance.
1. Forward Aileron Trim Switch.....................................................ACTUATE and

verify that the trim tab and indicator do not move
2. Aft Aileron Trim Switch..............................................................ACTUATE and
Procedures
verify that the trim tab and indicator do not move

3. Both Aileron Trim Switches..........................................ACTUATE to the LEFT
4. Aileron Trim Indication..............................VERIFY pointer moves to LEFT for
1 second and stops
5. Aileron Trim Tab ..............VERIFY tab moves DOWN for 1 second and stops
6. Both Aileron Trim Switches....................................... ACTUATE to the RIGHT
7. Aileron Trim Indication........................... VERIFY pointer moves to RIGHT for
1 second and stops
8. Aileron Trim Tab .................... VERIFY tab moves UP for 1 second and stops
9. Trim Disconnect Switch............................OFF and verify trim does not move
when switch is pressed
Elevator Trim System Check
NOT E: Accomplish an elevator trim system check prior to the first flight of
the day and following maintenance.
1. Left Elevator Trim Switch...............ACTUATE – Verify indicator does not move

2. Right Elevator Trim Switch............ACTUATE – Verify indicator does not move
3. Both Elevator Trim Switches.........................ACTUATE nose down and verify
trim indication moves towards the DN (down) position
4. Both Elevator Trim Switches............................. ACTUATE nose up and verify
trim indication moves towards the UP position
5. Trim Disconnect Switch......................................OFF and verify trim does not
move when switch is pressed

Section 4
GMA 1347 Audio Panel Preflight Procedure
NOT E: Accomplish the following procedure prior to each flight to ensure

audio function and aural annunciations will operate properly.
1. PILOT and COPILOT Annunciators........................ VERIFY EXTINGUISHED

(Bottom of GMA 1347)
2. MAN SQ Annunciator............................................. VERIFY EXTINGUISHED
3. Individual Headset Volume Controls.................SET TO MAXIMUM VOLUME
4. PILOT/PASS Knobs........................ TURN CLOCKWISE TWO FULL TURNS
NOT E: This will set the headset audio level to max volume, which will
result in clearer audio.
5. COM/NAV Radio Volume Levels................. ADJUST TO A SUITABLE LEVEL

6. PILOT/PASS Knobs..... ADJUST VOLUMES TO DESIRED INTERCOM LEVEL
Standby Attitude Indicator Battery Test

1. Turn on the indicator with aircraft power and allow the unit to spin up for a
minimum of 3 minutes.
2. Press and hold the STBY PWR button. After several seconds, the amber
LED will start flashing, indicating the unit has switched into Battery Test
Procedures
Mode. The test runs for approximately one minute, during which time the
amber LED flashes continuously and either a red or green light is displayed
under the word TEST.
3. Visually monitor the test lights until the amber LED stops flashing, signaling
the end of the test.
4. A green light throughout the test indicates the standby battery pack is
healthy and should be able to function normally. A red light at any time
during the test means that the standby battery is at least in need of
charging, and possibly replacement.
NOT E: A green light throughout this short test does not guarantee that a
full hour of operation time is available. Actual battery operation time may
vary considerably depending on temperature, charge status, and battery
condition.
Entering or Modifying a Flight Plan

1. There are multiple ways to enter a flight plan into the G1000 system. Refer
to the G1000 Cockpit Reference Guide for the KODIAK 100 for information
on entering a flight plan.
2. If it becomes necessary to modify or enter a new flight plan into the system,
it is required that the pilot remove the active flight plan prior to entering a
new one. This procedure is to prevent a mismatch in navigation information
displayed on the PFD and MFD. If a mismatch in navigation information
occurs when changing or entering a new flight plan, remove the flight plan
and re-enter it into the MFD.

Section 4
Engine Inlet First Flight of the Day Check

For Aircraft with Single Actuator (SIPS):
1. Engine Inlet.............BYPASS and VERIFY ENG INLET BP is shown on PFD
For Aircraft with Dual Actuators (DIPS):
1. Engine Inlet.................................... PERFORM ACTUATOR CHECK BELOW
a. PRIMARY SWITCH TO BYPASS
(Verify ENG INLET BP annunciation on PFD)
b. PRIMARY SWITCH TO NORMAL
(Verify ENG INLET NRM annunciation on PFD)
c. OVERRIDE SWITCH TO BYPASS
(Verify ENG INLET BP annunciation on PFD)
d. RETURN THE OVERRIDE SWITCH DOWN TO THE LOCKED POSITION
(Verify ENG INLET NRM annunciation on PFD)
OXYGEN SYSTEM
Preflight Inspection
1. Oxygen Control Panel....................... ON and CHECK SUPPLY/NO FAULTS
2. Oxygen Masks (If equipped)........................ CHECK AVAILABILITY /FUNCTION
Procedures
3. Oxygen Control Panel..............................................................................OFF
Operation in Flight
When oxygen is required during flight, perform the following:
1. Oxygen Masks...................................... Refer to “Section 7” for proper usage
2. Oxygen Control Switch...............................................................................ON
3. Flowmeter...................................................CHECK at least every 10 minutes
NOT E: When the oxygen tank pressure drops below 400 psi, the green
“400 psi” light will go out, and the red “empty” light will go on. The red light
indicates oxygen tank pressure below 400 psi.

Section 4
AIR CONDITIONING
NOT E: During the preflight inspection, the cabin doors may be opened to
aid in cool-down of the cabin before flight.
The air conditioning system components should be inspected as follows:

1. Compressor..............................................................CHECK proper condition
2. Drive Belt.............................................. CHECK proper condition and tension
3. Hoses..................................................................................................CHECK
(Check hoses, from the compressor to the condenser and evaporators, for
signs of damage or leaks.)
4. Condenser Intakes and Outlets...........................................................CHECK
Operation on Ground
After preflight inspection and engine start, use the following procedures for
reducing high cabin temperatures:
1. AUX BUS....................................................................................................ON
2. Fuel Condition Lever...................................................................... ADVANCE
(Advance to maintain minimum Ng specified on Max Generator Power
figures in “Section 5” of this manual.)
Procedures
3. Automatic Climate Control System.............................................................ON
4. Automatic Mode..........................................................................................ON
5. Air Conditioning Mode................................................................................ON
6. “SET” Temperature.......................................................... ADJUST as Desired
Operation in Flight
NOT E: With the system in AUTO Mode, the ACCS will utilize air
conditioning or heat to maintain the set temperature, as necessary.
1. IDLE Ng Limits................................................................................OBSERVE
(Reference Max Generator Power figures in “Section 5” of this manual.)

Section 4
4-4 AMPLIFIED NORMAL PROCEDURES

The following Amplified Normal Procedures elaborate upon information
contained in the Normal Procedures Checklist portion of this Section. These
amplified procedures provide information not readily adaptable to a checklist
format. Pilots should become familiar with the amplified procedures to have a
better understanding of why certain steps are performed in the checklists and
to assist in troubleshooting emergencies.
WARNING: Visually inspect the airplane for general condition, while

performing a walk-around inspection, and remove any ground service
equipment. It may be necessary to use a ladder to gain access to the
wings for visual inspection, refueling and checking the stall warning vane
and pitot heat.
It is the pilot-in-command’s responsibility to ensure the airplane is ready

for flight. Along with the Preflight Inspection checklist, the following checks
should be performed prior to a flight:
1. Ensure the fuel supply is free of debris or contamination before flight. Any
traces of solid contaminants such as rust, sand, pebbles, dirt, or bacterial
growth must be considered hazardous and removed from the fuel system
Procedures
prior to flight. In addition to debris in the fuel, liquid contamination must

also be removed; this includes water, incorrect fuel types, or unapproved
additives. Fuel samples should be taken from all of the fuel drain locations
during each preflight inspection and following every refueling of the aircraft.
2. The seventeen (17) fuselage floor skin drain holes should also be checked
for any sign of blockage or leakage.
NO TE : This check is especially important if your aircraft is equipped with

an External Cargo Compartment. Care should be taken to open the cargo
compartment doors and confirm all sidewall and sub-floor drain holes are
clean.
3. The preflight inspection checklist is recommended for utilization prior to

each flight. If the airplane has been in storage for an extended amount of
time, has had recent major maintenance work, or has been operated from
rough or unimproved surfaces, a more extensive exterior inspection is
recommended.
4. Flights taking place at night or in cold weather involve careful preflight
inspection of other specific areas, which are outlined in this Section.
During cold weather operations, it is essential to remove even small traces
of frost, ice or snow from the wings, tail and control surfaces. Ensure
the control surfaces and flap tracks do not contain internal ice or debris
accumulations. If these requirements are not performed, a noticeable
degradation of performance may occur, possibly to the extent where a safe
takeoff and climb may not be possible. Prior to any flight into instrument

Section 4
meteorological conditions, check the pitot static source and stall warning
heaters (if equipped) for proper heating within 30 seconds of activating the
proper switches.
5. Following the accomplishment of major maintenance procedures on the
airplane, the preflight inspections should be modified to give extra attention
to the flight controls and trim tabs to ensure freedom of movement and
actuation in the correct direction. Also, all inspection panels on the airplane
should be checked to ensure proper security of installation.
6. If the airplane has been exposed to ground handling, especially in a
crowded hangar, it should be checked carefully for dents and scratches on
the wings, fuselage, propeller, flight controls and empennage. Also check
for damage to navigation lights, strobe lights and antennas. If the airplane
has been parked outside in high wind conditions or exposed to propeller/jet
wash, carefully inspect the flight control surface stops, hinges and brackets
for signs of wind damage.
7. If the airplane has been operated on an unimproved runway/taxiway, check
the propeller blade tips and the leading edges of the propeller blades and
horizontal tail for abrasions. Airplanes operated in and out of unimproved
strips, especially at high altitudes, are subjected to high loads on the
landing gear. Accomplish frequent inspections of the landing gear, tires
and brakes.
Procedures
8. Outside storage may result in water accumulation in the pitot/static system
and fuel tanks. Dust and dirt can also enter the engine air inlet and exhaust
areas. If any water is expected in the static line, open the static source
drain valve and drain completely. Ensure the static source drain valve is
returned to the closed position prior to flight.
9. If any water is found to be present in the fuel system, the inboard fuel tank
sump quick drain valves, fuel reservoir quick drain valve and the firewall
fuel filter quick drain valve should all be thoroughly drained and checked
until there is no further sign of water or debris contamination in the fuel
system.
10. Prolonged storage of the aircraft may result in considerable water buildup
in the fuel system due to water separating from fuel additives. This is
indicated by excessive amounts of water accumulating in the fuel tank
sumps. Refer to “Section 8” of this manual and “Chapter 12” of the
KODIAK 100 Airplane Maintenance Manual for fuel system servicing
procedures.
11. To prevent inadvertent loss of fuel in flight, ensure the fuel tank filler caps
are tightly sealed following visual checks of the fuel quantity or servicing.
The fuel system vents should be inspected for obstructions, ice or water,
especially following flights into cold weather.
12. The interior inspection will vary according to the type of flight plan and
the optional equipment installations. Prior to flights at high altitudes, it is
important to check the oxygen supply equipment for proper operation and
availability of face masks and hose assemblies.

Section 4
WARNING: The pilot in command is responsible for ensuring the

airplane is properly loaded prior to takeoff, within the center of gravity
limits and weight limits established in this handbook.
WARNING: Failure to properly utilize the seat belts, shoulder harnesses

and inertia reel locks could result in serious injury or death should an
accident occur.
The Before Starting Engine Checklist is straightforward and should be

followed very closely to ensure proper starting of the engine. Items from the
checklist which may require further explanation are described below:
• When setting the electrical switches prior to starting the engine, both the
MASTER and AVN BUS switches should be turned on to allow the avionics
systems to accomplish their initialization and self-test processes. The
electronic checklist provided through the MFD is available only with the
AVN BUS on. The beacon should also be turned on to provide an indication
to ground personnel of engine operations being accomplished. All other
electrical component switches should be turned OFF during engine starts,
to provide the highest amount of voltage to the starter as possible.
Procedures
CAUT ION: Ensure the Emergency Power Lever is stowed in its

NORMAL position prior to starting the engine. If the Emergency Power
Lever is out of its normal gate during engine start, excessive fuel will be
supplied to the engine, resulting in a hot start.
• Before starting the engine the power lever is placed against the BETA
gate in the IDLE position, the propeller control lever is placed full aft in
the FEATHER position, and the fuel condition lever is placed full aft in the
CUTOFF position.
CAUT ION: Damage could occur to the propeller reversing linkage if the
power lever is moved aft of the IDLE position and into BETA range when
the engine is not running and the propeller is feathered.

Section 4
ENGINE STARTING
Recommended Start Methods
Aircraft power alone. . . . . . . . . . LO START
External power. . . . . . . . . . . . . . HI START
In-air restart . . . . . . . . . . . . . . . . HI START
LO START. The two aircraft batteries perform the start sequence in parallel.
HI START. Though HI START results in faster light off, cooler starting
temperatures, and lower stresses on the engine, it depletes the batteries
more quickly. The Master Control Unit (MCU) initiates the start with the two
batteries in parallel and then, as the starter current decays to a pre-determined
value, the batteries are switched into series to feed the starter. The resultant
48 volts appear only at the starter and nowhere else in the electrical system.
The inrush current and impact torque on the accessory gears is significantly
reduced and the engine acceleration is faster, which results in reduced peak
inter-turbine temperatures at startup.
If a ground power unit is available, an external power start should be
performed on the first flight of the day or if maintenance has been performed
on the aircraft involving the use of the aircraft electrical system. Even if
24 volts is shown on the voltmeter, the battery condition may be less than
desired.
If a ground power unit is not available, a LO/MOTOR START should be
selected on the first flight of the day, or if maintenance has been performed
Procedures
on the aircraft involving the use of the aircraft electrical system. LO/MOTOR
START should also be selected and is recommended if a HI START is
attempted without successful light-off, and no external power is available.
The LO START cycle does not consume as much battery power for continued
attempts to start the engine.
Checklist Procedures for Engine Starting
The Engine Starting Checklist procedures must be followed closely to assure
satisfactory starting of the engine.
• With the Battery Master Switch ON, check the buss voltages for a reading
of 24 volts minimum. If the battery voltage is lower than 24 volts, external
power should be used to start the engine. If the low-voltage problem
persists, the problem should be determined and remedied prior to
attempting an engine start.
• Verify the Emergency Power Lever is secured in its NORMAL position.
• Actuate the Auxiliary Fuel Pump switch and verify the AUX PUMP ON
annunciator is shown on the PFD, the FUEL PRESS LOW annunciator is
not shown on the PFD, and there is no indication of fuel flow.
• The ignition switch may be placed in the OFF position when starting the
engine in HI START mode, as the igniters are automatically excited when
the starter switch is actuated. The ignition switch must be placed in the ON
position for a LO/MOTOR start.
• Actuate the starter switch to HI for a HI START or LO/MOTOR for a LO
START.
• Verify the IGNITION ON annunciator is illuminated, Engine Oil Pressure is
rising and the gas generator RPM (Ng) accelerates through a minimum of
14%.

Section 4
Once all of those conditions are met, bring the fuel condition lever to the LOW
IDLE position. Verify the fuel flow is approximately 100 pounds per hour, the
ITT remains below 1090°C (1090°C ITT is time limited to 2 seconds) and the
Ng reaches idle RPM of approximately 52%.
CAUTION : If the ITT rises rapidly towards 1090° or if no ITT rise is

observed within 10 seconds after moving the fuel condition lever to LOW
IDLE, bring the fuel condition lever to CUTOFF and perform the engine
clearing procedure described in this section to prevent a hot start.
NOT E: Typically, the ITT temperature during start will be substantially

lower than 1090°C (approximately 500°C for HI START and 700°C for LO
START).
Once the engine speed reaches idle (52% Ng), release the starter switch to
the OFF position and verify the STARTER ON annunciator is not shown on
the PFD. When the engine is cold or if there is a high load on the generator,
it may be necessary to advance the power lever slightly forward of the idle
detent to maintain a minimum idle RPM of 52% Ng. To prevent the idle RPM
from dropping below 52% Ng, the power lever may be advanced to obtain
55% Ng prior to turning the generator switch ON.
CAUT ION: Operating the engine under high OAT and higher ground
elevations may cause the ITT to exceed the idle limitation of 685°C. To
Procedures
prevent an over-temperature condition during ground operations, it may be

necessary to advance the power lever slightly to cause an increase in Ng
and/or reduce engine accessory loads to maintain the ITT within its limits.
NOTE: If the STARTER ON annunciator remains shown on the PFD

after the starter switch has been returned to the OFF position, the starter
contactor may be closed and the generator will not function. Perform an
engine shutdown.

Section 4
Starting with Alternate Power

The engine may be started with airplane battery power or with a ground power
unit (GPU). However, it is recommended that a GPU be used to start the
engine when outside air temperatures are less than 0°F (-18°C). Refer to the
Cold Weather Operations description in this section when ambient temperatures
are lower than 0°F (-18°C).
CAU T ION : Do not plug in the Ground Power Unit (GPU) unless the
aircraft batteries are connected to the Master Control Unit (MCU).
CAU TION : When a Ground Power Unit is used, ensure the unit is
negatively grounded and regulated at 28 volts DC. The GPU must be able
to provide a minimum of 800 amperes during the starting cycle and must
not exceed 1700 amperes.
Hot Starts
Prior to starting the engine with battery power, check the bus voltages for a
minimum of 24 volts. As with all turbine engines, the operator must monitor
the ITT during each start to take corrective action if signs of a “hot start” are
present. The operator must be prepared to immediately terminate the start
if the ITT exceeds 1090°C or is rapidly approaching this limit. Hot starts are
Procedures
not a common occurrence if the proper starting procedures are followed. A
“hot start” is an over-temperature condition caused by excessive fuel flow at
normal engine RPM or normal fuel flow with low engine RPM. The latter is
the more common situation and is usually caused by attempting an engine
start with a partially discharged or weak battery system.
CAU TION : A minimum battery voltage of 24 volts is not always a

proper indication of the battery being fully charged or in good condition.
Therefore, during the early stages of performing an engine start, if the
gas generator acceleration is noticeably lower than normal, return the
fuel condition lever to the CUTOFF position and discontinue the start.
Recharge the batteries or use an auxiliary power unit to start the engine.
Following a terminated start for any reason, it is essential to allow a 30

second draining period to drain off the residual fuel prior to attempting the
next start. Failure to drain all of the residual fuel from the engine could lead to
a hot start, a hot streak damaging the hot section, or torching of residual fuel
in the engine exhaust on the next successful ignition.
After the residual fuel has drained for 30 seconds, perform a dry motoring run
for 15 seconds - observing the starter limitations. This will ensure that no fuel
is trapped prior to accomplishing the next start. If the engine fails to start after
attempting a HI START, follow the Engine Starting Cycle Limitations provided
in “Section 2” of this manual.

Section 4
Engine Ignition Procedures

For most operations, the ignition switch should be left in the OFF position.
With the switch left in the OFF position, the igniters will automatically be
excited when the starter switch is in the HI START position.
NOTE: Leaving the ignition switch in the ON position for extended periods
of time will reduce the life of the ignition system components.
However, the ignition switch should be turned ON to provide a continuous

source of ignition during the following conditions:
a. Operation on water or slush covered runways.
b. Flight into heavy precipitation.
c. During inadvertent encounters of icing conditions, until the inertial air
particle separator has been left on for at least 5 minutes. Refer to
“Section 3” of this manual for more information.
d. .When the RESERVOIR FUEL annunciator is illuminated, indicating a
near fuel exhaustion condition.
Refer to “Section 7” of this manual for further information regarding the
ignition system.
Engine Inlet – Inertial Separator Procedures
Procedures
Installed in the engine air inlet duct is an inertial air particle separator (inertial
separator). The inertial separator system is provided to prevent ice buildups
on the compressor inlet screen while operating in icing conditions, and
to minimize the ingestion of foreign particles during ground operations or
takeoffs with dusty, sandy field conditions.
The inertial separator (switch labeled ENG INLET) should be placed in
BYPASS mode prior to operating the engine on the ground, or in flight when
the outside air temperature (OAT) is less than 5°C and visible moisture
(clouds, rain, snow or ice crystals) is present.
The inertial separator should also be placed in the BYPASS mode for ground
operations and takeoffs in dusty or sandy field conditions, to help minimize
engine ingestion of dust, sand and debris.
The NORMAL mode should be selected for all other engine operating
conditions, since it provides a substantial inlet ram recovery, resulting in
more efficient engine operation. Refer to “Section 7” of this manual for more
information concerning the inertial air particle separator.
Aircraft Serial Numbers 100-0043 and up, and airplanes equipped with Ice
Protection Systems, are also equipped with an additional override actuator,
referred to as a “Dual Actuated Inertial Particle Separator.” See “Section 7” of
this manual for more information.

Section 4
TAXIING
The power lever may be placed into BETA range during taxi, to improve
brake life and increase stopping performance during landing. BETA range is
selected by lifting up on the BETA lever and moving the power lever aft —
over a gate. With the power lever moved into this BETA range position, the
propeller is at a fine pitch and produces nearly zero thrust in a static 52%
Ng idle condition. A leaf spring is installed in the control quadrant which the
power lever contacts and provides the pilot with an indication of reaching
the REVERSE range. Moving the power lever further aft from this position
in REVERSE range will result in a negative blade angle and an increase in
engine power to produce reverse thrust from the blades.
CAUT ION: The use of reverse thrust should be limited to use on

prepared surfaces to protect the propeller from damage caused by small
rocks or pebbles being lifted into the propeller blades.
Propeller RPM Limitation

propeller may be operated when feathered at or below 450 RPM. BETA may
be used to increase Np without causing excessive taxi speeds.
Procedures

Section 4
BEFORE TAKEOFF
Both fuel tank selector valves should always be placed in the ON position
prior to engine start and takeoff. It is permissible to turn one side OFF as
necessary to balance the fuel load if an out of balance condition exists. This
should be performed either on the ground or during cruise at a safe altitude.
WARNING: Do not exceed a fuel imbalance of greater than 250 pounds

in flight.
Prior to the first flight of the day, perform an operational check of the engine
inlet / inertial separator system. Cycle the ENG INLET switch and check that
the position is annunciated appropriately on the PFD.
A takeoff index range is provided on the elevator trim tab position indicator.
As the aircraft is loaded to an aft or forward C.G. condition, the elevator trim
setting should be adjusted to compensate for the condition for which the
aircraft is loaded. The pointer on the rudder trim indicator normally moves
slightly during taxi and when the rudder pedals are being moved. To achieve
a steady and accurate indication for setting the rudder trim for takeoff, set the
rudder trim with the aircraft stopped and the nose wheel centered, parking
brake set and feet off of the rudder pedals.
Refer to the Systems Checks / Procedures following the Checklist Procedures
portion of this section for procedures to follow when checking the overspeed
Procedures
governor, aileron trim, elevator trim and audio panel equipment.

The automatic trim compensation system is disabled on the ground through
an airspeed switch to prevent accidental placing of the aircraft in an out-
of-trim condition before takeoff, i.e. the pilot sets the pitch trim for takeoff,
then selects the flaps to takeoff position (20°), and the auto trim system runs
the pitch trim nose down. The airspeed switch activates the automatic trim
system at approximately 35 knots. In high wind conditions, the airspeed
switch may allow the auto-trim system to operate on the ground. Before
taxiing onto the runway for takeoff, double check the elevator trim indication to
ensure it is positioned properly for takeoff.
Prior to takeoff, move the fuel condition lever forward to the HIGH IDLE
position. Leave the fuel condition lever in this position until after landing. The
HIGH IDLE gas generator speeds allow for faster engine acceleration when
adding power from an idle condition.

Section 4
TAKEOFF
Takeoff Power Settings

Refer to the Maximum Torque for Takeoff table in “Section 5” of this manual
to determine the torque value corresponding to the runway altitude and
temperature conditions. At higher altitudes and/or higher temperatures, the
maximum allowable torque is less than the instrument’s redline. This torque
should be obtainable without exceeding the 790°C ITT and 101.6% Ng takeoff
limitations.
To accomplish a smooth takeoff roll, hold the brakes while smoothly
advancing the power until the propeller RPM reaches 2200. Smoothly release
the brakes and continue to advance the power until the takeoff torque derived
from “Section 5” is reached.
NOT E: As the airspeed increases during takeoff, a resultant increase in

torque may be noted, and is a normal condition. No reduction of torque
is required provided the torque limit of 1790 (at 2200 RPM) at low density
altitude or the limiting torque from the “Maximum Torque for Takeoff” chart
in “Section 5” is not exceeded.
Takeoff Wing Flap Settings
Procedures
A flap setting of 20° is recommended for all takeoffs unless a strong crosswind
is present, in which case 10° of flaps may be preferred. The use of 20° of
flaps is recommended due to the decreased takeoff roll, lower liftoff speed
and a decrease in the total distance to clear obstacles (compared to using 10°
of flaps).
A flap setting of greater than 20° is not recommended for takeoff use, due to
the increased drag with the flaps deflected to 35°.
Short Field Takeoff
If obstacles dictate the use of a steep climb angle after liftoff, accelerate
to and climb out at 73 KIAS with 20° of flaps. The takeoff performance
data outlined in “Section 5” of this manual is based on this speed and
configuration.
After clearing the obstacle, and reaching a safe operating altitude, the flaps
may be gradually retracted as the airplane accelerates to the normal climb-out
speed.
Minimum ground roll (soft field) takeoffs are accomplished by using 20° of
flaps, lifting the nose wheel off the ground as soon as practical, and lifting off
of the ground in a slightly tail low attitude. Once the airplane is airborne, the
nose should be lowered and the airplane accelerated in ground effect to a
safe climb speed.

Section 4
Crosswind Takeoff
Takeoffs into strong crosswinds may be performed with 10° or 20° of flaps.
The ailerons should be deflected fully into the wind when takeoff power is
first applied. As the airplane is accelerated, the aileron deflection should
be adjusted (decreased) appropriately. The airplane should be rotated at a
speed slightly higher than normal and pulled off abruptly to prevent it from
settling back to the runway while it is drifting. When the airplane is clear
of the ground, a coordinated turn should be made into the wind for drift
correction. Using 10° of flaps will improve directional control and stability
in performing crosswind takeoffs, although the takeoff distance and rotation
speed will be increased.
CLIMB
Enroute Climb
Under normal conditions, maximum climb power may be maintained
throughout the climb, to the cruising altitude. Adjust the power lever as
required to remain within the maximum climb engine operating limits for
maximum climb ITT, maximum climb torque and maximum climb Ng%
(identified in “Section 2” of this manual) and the required placards.
At density altitudes lower than approximately 7500 feet, the engine will reach
Procedures
the torque limit prior to reaching the ITT or Ng limit. Refer to the Max Torque
for Climb charts in “Section 5” of this manual. As the airplane continues to
climb and the power lever is adjusted to maintain the desired torque, the ITT
and Ng will increase until one or the other will be established as the limiting
engine parameter. While the climb ITT limit is 765°C, it is recommended that
740°C be used as the ITT limit in normal operations. Doing so increases the
life of the engine. Once reaching either the ITT or Ng limits, the power lever
should be adjusted accordingly, to not exceed these limits. When operating
the engine near its ITT limit, use caution when advancing the power lever, as
the ITT indication system has some lag time. Even when monitoring the ITT
indicator, the limits could be exceeded if the power lever is advanced rapidly.
Climb performance is tabulated in “Section 5” of this manual, with a climb
speed of 1.3 Vs1 (101 KIAS). If circumstances dictate some improvement
in climb rate, particularly at high altitude, the use of Vy is recommended. Vy
varies almost linearly from 100 KIAS at sea level to 80 KIAS at 25,000 feet.
A cruise climb speed of 110-120 KIAS may be used for improved visibility
over the engine cowling at altitudes up to approximately 15,000 feet. For
improved passenger comfort, the propeller RPM may be reduced to as low as
1900 RPM. Prior to decreasing propeller RPM, the power lever should first
be adjusted to prevent an over-torque condition. When an increase in power
is desired, the propeller RPM should be increased first and then followed by
an increase of torque with the power lever. All engine limitations must be
continuously monitored to prevent conditions which exceed those limits.
NOTE: To achieve the maximum horsepower ratings, use a minimum of

2000 RPM.

Section 4
CRUISE
During the cruise phase of flight, power may be set at any desired setting, up
to the maximum cruise power. Do not exceed the maximum cruise torque
provided in the Cruise Performance charts in “Section 5” of this manual, or the
ITT, and Ng limitations.
Cruise performance tables are provided in “Section 5” of this manual and
should be utilized in conjunction with winds aloft forecasts, for preflight
planning. There are noticeable advantages to selecting higher cruise
altitudes. The cooler inlet temperatures and greater Ng speeds attainable at
higher altitudes cause an increase in specific range with altitude, resulting in
an increase in the nautical miles covered per pound of fuel burn.
Anytime the outside air temperature is lower than 5°C (40°F) and visible
moisture is present, the pitot static heat and stall warning heat should
be turned on. Also, the inertial air particle separator should be placed in
BYPASS mode.
The fuel tank quantity should be monitored to ensure that a fuel unbalance
condition in excess of 250 pounds does not occur. Normally, both fuel tank
selector valves should be left in the ON position and fuel will flow equally
from each tank. If the fuel loading is approaching an unbalanced condition of
250 pounds, the fuel selector valve corresponding to the wing with the lower
fuel quantity should be turned OFF. Once the two tanks are returned to a
balanced condition, both selector valves should be placed in the ON position.
Procedures
WA RNING: The ignition switch should be turned ON when operating in
heavy precipitation. Refer to the “Ignition Procedures” in this section for
more information concerning the use of the ignition system.
CAUT ION: Prolonged zero or negative “g” maneuvers could starve the
engine oil pump of oil, resulting in serious engine damage.
Supplemental oxygen should be used by all occupants when operating at

cruising altitudes greater than 12,500 feet. It is advisable to use supplemental
oxygen at cruising altitudes less than 12,500 feet when operating at night or
when experiencing fatigue or emotional stress. Excessive use of tobacco
products or alcohol will normally necessitate the use of supplemental oxygen,
even at altitudes lower than 10,000 feet.
WARN IN G: Supplemental oxygen must be available and used as

specified by “14 CFR 91.211” to attain the maximum allowable operating
altitude of 25,000 feet.
WARN ING: Oil, grease, soap, lipstick, lip balm, and other petroleum
based substances constitute a serious fire hazard when in contact with
aviation oxygen. Ensure hands, face and clothing are all oil-free prior to
handling oxygen equipment.

Section 4
Stalls
The stall characteristics of this airplane are conventional and an aural stall
warning horn is provided, which will sound at a minimum of 5 KCAS prior to
stall, in all loading configurations. The application of ailerons is recommended
to counteract any wing-drop that may occur during the stall. Idle-power stall
speeds at maximum weight for both forward and aft C.G. are provided in
“Section 5” of this manual.
NO TE : Stalls should be practiced in a conservative manner and at a

sufficient altitude to allow for a safe recovery.
LANDING
Normal Landing
Normal approaches to landing may be accomplished using any desired flap
setting. The preferred procedure is to extend flaps fully to minimize the
touchdown speed and subsequent rollout, lower the stall speed and allow
for a steeper descent if obstacle clearance is required. Surface winds,
turbulence, wind shear and possible ice accumulation are the primary factors
in determining the safest approach speed and flap setting.
Touchdowns should be accomplished slightly above stall speed with idle
Procedures
power and the main wheels touching down first. The nose wheel should
then be lowered slowly to the runway and the power lever brought into the
BETA range; brakes should then be applied as required. When the airplane
is taxied clear of the runway, the fuel condition lever may be moved into the
LOW IDLE position. This will reduce the cabin and exterior noise levels as
well as the braking pressure required. Landings may be accomplished on
rough or unimproved surfaces in a similar manner, except the nose wheel
should be held off as long as practicable and lowered slowly, to prevent
excessive nose gear loads.
WARN ING: In-flight operation with the engine power lever retarded
below idle (beta mode) is prohibited. In-flight operation in beta mode may
result in an engine overspeed condition and consequent loss of engine
power or loss of airplane control. Operating in beta mode quickly produces
high amounts of drag which could result in a rapid loss of altitude or
complete loss of control.
NOTE: The use of BETA range following touchdown is recommended

to reduce brake wear. Generally, the use of BETA range will not cause
substantial propeller erosion from loose debris on runways or taxiways.

Section 4
Short Field Landing

Short field approach to landings should be powered approaches at a speed
of 74 KIAS, with the propeller control lever positioned full forward (Max
RPM) and full flaps. Once clear of all obstacles, the power should be slowly
reduced to IDLE and the nose lowered to maintain an approach speed of
74 KIAS. Touchdown should be accomplished with the power lever at IDLE
and on the main wheels first. Immediately after touchdown, the nose wheel
should be lowered to the runway and the power lever brought into BETA
range; apply heavy brakes as required.
For maximum brake effectiveness, the flaps may be raised and the elevator
control pulled full aft. This process allows maximum weight to be placed on
the tires to help prevent tire skidding. Additional stopping power is available
with the use of reverse thrust. Using reverse thrust on landing rollout will
normally reduce rollout distance by approximately 5%. Bringing the propeller
into reverse thrust range produces a negative blade angle and increased
power from the gas generator.
WARN ING: Flight operation with the engine power lever retarded below
idle (beta mode) is prohibited. Flight operation in beta mode may result
in an engine overspeed condition and consequent loss of engine power
or loss of airplane control. Operating in beta mode quickly produces high
amounts of drag which could result in a rapid loss of altitude or complete
loss of control.
Procedures
CAUT ION: In an effort to minimize propeller blade erosion or possible
blade damage, reverse thrust should only be used when necessary to
shorten ground roll. The propeller should be brought out of reverse range
prior to slowing to approximately 25 knots.
Crosswind Landing
For crosswind approaches to landing, a “crab” method may be used to
maintain runway centerline track; a transition to a wing-low slip configuration
should be made just prior to touchdown. A flap setting between 10° and
35° is recommended depending on runway length. After touchdown, the
nose should be lowered to allow directional control. Maintain a straight
course using the steerable nose wheel, aileron deflection into the wind, and
differential braking as necessary.
AFTER SHUTDOWN
Upon completion of the last flight of the day or if dusty conditions exist, install
the engine inlet cover and exhaust covers to protect the engine from debris. It
may be appropriate to wait for the engine to cool down. Since no oil pressure
is available for the engine when the engine is not running, the propeller blades
should be secured to prevent windmilling.

Section 4
4-5 COLD WEATHER OPERATIONS

Proper preflight draining and sampling of the fuel system is especially
important during the winter season or prior to flights into cold temperatures, in
order to remove any water accumulation or to detect frozen water in the lines,
as evidenced by reduced fuel flow when operating the drain valve. The use
of a fuel anti-ice additive is required for ice protection. Refer to “Section 2”
of this manual for limitations and requirements concerning proper use of fuel
additives and “Section 8” of this manual for information on servicing the fuel
system.
Cold weather often causes adverse conditions which require special attention
prior to flight. The elevator and aileron trim tabs should be actuated through
their full range of motion to ensure proper operation and to loosen any stiff
components resulting from cold weather. Even the slightest amounts of frost,
ice or snow must be removed from the aircraft prior to flight. Special attention
must be given to the wings, tail and flight control surfaces to ensure there is
no accumulation of frozen moisture.
An external engine pre-heater should be utilized during cold weather
operations to reduce wear on the engine and electrical system. Preheating
the engine lowers the viscosity of the oil and allows it to flow through the
engine more freely; it also prevents it from being trapped in the oil cooler in
extremely low temperatures.
The use of external power is recommended when ambient temperatures drop
Procedures
below 0°F (-18°C). Allow the engine oil temperature to reach a minimum of
10°C prior to commencing takeoff.
If the runway surface is covered with snow or slush, allowances must be
made based on pilot judgment. Takeoff distances will be increased as the
snow or slush depth increases. In some instances, the depth and consistency
of the snow may prevent airplane takeoff.

Section 4
4-6 NOISE CHARACTERISTICS

An effort should be made to minimize the adverse effect of airplane noise
on the public. As pilots, we have the opportunity to build public support for
aviation and demonstrate our concern for improving the environment. United
application of the following suggested procedures can be the first step in
conquering the barriers between the aviation community and the general
public.
1. Pilots operating aircraft under VFR, over noise sensitive areas such
as outdoor assemblies and recreational park areas, should, weather
permitting, make every effort to not fly less than 2000 feet above ground
level, even though the federal regulations permit such operations.
2. While operating in and out of airports, climbs and descents should be
made in a manner as to avoid prolonged flight at low altitudes near noise-
sensitive areas.
3. Shortly after takeoff, power and propeller RPM should be reduced to allow
for quieter engine/propeller operation.
4. Whenever published traffic patterns and noise abatement procedures exist,
those procedures should be followed, while not compromising the safety of
the flight.
NOT E: The above recommended procedures do not apply where they
Procedures
would interfere with air traffic control clearances, or otherwise cause an
adverse affect on the safety of the flight.
The corrected noise level of this airplane with a gross weight of 7255 lb
is 82.5 dB without the external cargo compartment and 83.3 dB with the
external cargo compartment, determined by flight tests when operated at
takeoff/maximum continuous power (1790 ft lb torque at 2200 RPM). No
determination has been made by the Federal Aviation Administration that the
noise levels of this airplane are or should be acceptable for operation at, into,
or out of any airport.
The above statement notwithstanding, the noise level stated above has
been verified by and approved by the Federal Aviation Administration in
noise level flight tests conducted in accordance with FAR Part 36, Appendix
G, Amendment 28, Noise Standards: Airplane Type and Airworthiness
Certification. The airplane noise is in compliance with all FAR Part 36 noise
standards applicable to this type.

Section 4

Procedures

Section 5
100 SERIES P E R FO R M A N C E
SECTION 5
PERFORMANCE
Table of Contents
CONTENTS PAGE
GENERAL..............................................................................................................5-3
FLIGHT PLANNING............................................................................................5-3
AIRSPEED CALIBRATION....................................................................................5-4
ALTITUDE CORRECTION.....................................................................................5-5
OUTSIDE AIR TEMPERATURE.............................................................................5-6
TEMPERATURE CONVERSION CHART...........................................................5-7
STALL SPEEDS.....................................................................................................5-8
WIND COMPONENTS...........................................................................................5-9
MAXIMUM ENGINE TORQUES........................................................................... 5-11
MAXIMUM ENGINE TORQUE FOR TAKEOFF................................................ 5-11
MAXIMUM ENGINE TORQUE FOR CLIMB.....................................................5-12
MAXIMUM ENGINE TORQUE FOR CRUISE (120 KIAS)................................5-13
MAX GENERATOR POWER DURING GROUND OPERATIONS (AC ON)........ 5-16
MAX GENERATOR POWER DURING FLIGHT OPERATIONS (AC ON)........... 5-17
MAXIMUM TAKEOFF WEIGHTS.........................................................................5-18
OBSTACLE TAKEOFF DISTANCE.....................................................................5-20
Performance
TAKEOFF RATE OF CLIMB................................................................................5-23
TAKEOFF CLIMB GRADIENT.............................................................................5-25
ENROUTE RATE OF CLIMB...............................................................................5-27
ENROUTE CLIMB GRADIENT............................................................................5-29
TIME, FUEL AND DISTANCE TO CLIMB............................................................5-31
FUEL CONSERVATION.......................................................................................5-32
FUEL RANGE RING..........................................................................................5-32
CRUISE PERFORMANCE...................................................................................5-32
CRUISE PERFORMANCE (Pressure Altitude SEA LEVEL).............................5-33
CRUISE PERFORMANCE (Pressure Altitude 1000 FT)...................................5-34
CRUISE PERFORMANCE (Pressure Altitude 10,000 FT)................................5-43

Section 5
P E R FO R M A N C E 100 SERIES

MAXIMUM LANDING WEIGHTS.........................................................................5-58
RANGE AND ENDURANCE PROFILES.............................................................5-60
TIME, FUEL AND DISTANCE TO DESCEND.....................................................5-62
BALKED LANDINGS...........................................................................................5-63
BALKED LANDING RATE OF CLIMB...............................................................5-63
BALKED LANDING CLIMB GRADIENT............................................................5-65
OBSTACLE LANDING DISTANCE .....................................................................5-67
Performance

Section 5
5-1 GENERAL
This section of the Pilot’s Operating Handbook contains all of the performance
information required by the Federal Aviation Regulations, as well as additional
information provided by Quest Aircraft Company. The performance data
charts on the following pages are presented so that the pilot may know what
type of performance to expect from the airplane under various conditions.
The charts provided in this section should be utilized in order to facilitate
accurate planning of flights. The data contained in the charts is compiled
from actual flight tests using normal piloting techniques, with an airplane and
engine in good operating condition.
WA RNING: In order to duplicate the performance data provided in

this section, and prevent damage to the airplane or personal injury, the
airplane and engine must be in good operating condition. All charts are
based on airplanes in factory-issued condition, without modification. Good
piloting technique and proper preflight planning involving the use of the
performance data for all phases of flight are also required to attain the
expected performance and assure ample margins of safety.
The performance information provided in the Range and Endurance Profile

charts includes the required IFR fuel reserve of 45 minutes, at the specified
cruise power setting and altitude. When compiling information for preflight
planning, it is important to be aware of conditions which may affect airplane
performance such as engine and propeller condition, along with turbulent
weather conditions.
Various graphs include notes concerning the approximate effects of operating
the engine with the inertial separator in BYPASS mode. The degree of
effect on performance will vary, depending upon airspeed, temperature and
Performance
altitude. At lower altitudes, where engine power will normally be limited by
the maximum torque limits, the effect of operating with the inertial separator in
BYPASS will normally be less.
FLIGHT PLANNING
The performance tables provided in this section provide sufficient information
to facilitate reasonably accurate calculation of performance data when
considering different variables. Reasonable preflight planning accuracy
can be attained from the performance figures if conservative values are
selected from the detailed information provided in the tables. However,
variations in engine and propeller condition, air turbulence and other variables
encountered during a particular flight may account for variations of 10% or
more in range and endurance.
NOT E: Various tables throughout this section will contain blue numbers,
which indicate performance with Air Conditioning ON, while black numbers
indicate performance with Air Conditioning OFF. Air Conditioning may be
abbreviated as “AC.”

Section 5
5-2 AIRSPEED CALIBRATION

Conditions:
Power for level flight or maximum power for descent, whichever is less.
Weight...................................................................................... 7255 pounds
Example:
Flaps...........................................................................................................0°
Indicated Airspeed..........................................................................140 KIAS
Calibrated Airspeed...................................................................... 141 KCAS
NOTE S:
• Indicated airspeed values assume zero instrument error.
• KIAS = Knots Indicated Airspeed
• KCAS = Knots Calibrated Airspeed
• Where airspeeds have been replaced by shaded areas, the airspeed
would either be below the maximum weight stall speed or above the
maximum approved operating limits speed for the aircraft configuration.
KCAS
KIAS
Flaps 0° Flaps 10° Flaps 20° Flaps 35°
60 69 63 63
70 78 73 72 72
80 81 80 82 82
90 91 90 91 92
100 100 100 100 101
Performance
110 110 111 110

120 120 121 120
130 130 131
140 141
150 151
160 162
170 171
180 179
Table 5-1 – Airspeed Calibration

Section 5
5-3 ALTITUDE CORRECTION

Conditions:
Power for level flight or maximum power for descent, whichever is less.
Weight...................................................................................... 7255 pounds
Example:
Flaps...........................................................................................................0°
Indicated Airspeed..........................................................................100 KIAS
Desired Altitude........................................................................... 10,000 feet
Altitude Correction............................................................................. -11 feet
Altitude to Fly: 9,989 feet
NOT ES:
• Indicated airspeed values assume zero instrument error.
• KIAS = Knots Indicated Airspeed
• Where airspeeds have been replaced by shaded areas, the airspeed
would either be below the maximum weight stall speed or above
the maximum approved operating limits speed for the aircraft
configuration.
CORRECTION TO BE ADDED
PRESS
FLAPS ALT. NORMAL STATIC SOURCE - KIAS
(FEET) 60 80 100 120 140 160 180
S.L. +7 -9 +1 +8 +2 -24
0° 10000 +10 -11 +2 +10 +3 -38
Performance
20000 +18 -20 +3 +18 +4 -62
S.L. +7 +1 +3 +7
10° 10000 +8 +1 +3 +8
20000 +9 +1 +4 +9
S.L. +11 -2 0
20° 10000 +13 -2 0
20000 +17 -3 0
S.L. +12 +10 +8
35° 10000 +14 +12 +9
20000 +18 +15 +10
Table 5-2 – Altitude Correction

Section 5
5-4 OUTSIDE AIR TEMPERATURE

For ISA Conditions
Conditions:
Pressure Altitude............................................................................ 8000 feet
Outside Air Temperature........................................................................ 48°F
ISA Condition: ISA + 10°C
PRESS ISA ISA ISA ISA ISA

ISA
ALT. -40°C -20°C +10°C +20°C +35°C
(FEET) °C °F °C °F °C °F °C °F °C °F °C °F
S.L. -25 -13 -5 23 15 59 25 77 35 95 50 122
2000 -29 -20 -9 16 11 52 21 70 31 88 46 115
4000 -33 -27 -13 9 7 45 17 63 27 81 42 108
6000 -37 -34 -17 2 3 38 13 56 23 74 38 101
8000 -41 -42 -21 -6 -1 30 10 48 20 66 34 93
10000 -45 -49 -25 -13 -5 23 5 41 15 59 30 86
12000 -49 -56 -29 -20 -9 16 1 34 11 52 26 79
14000 -53 -63 -33 -27 -13 9 -3 27 7 45 22 72

Performance
16000 -57 -71 -37 -34 -17 2 -7 20 3 38 18 65
18000 -61 -45 -41 -25 -21 -5 -11 5 -1 15 14 58
20000 -65 -52 -45 -32 -25 -12 -15 -2 -5 8 10 51
22000 -69 -59 -49 -39 -29 -19 -19 -9 -9 1 6 44
24000 -73 -67 -53 -47 -33 -27 -23 -17 -13 -7 2 36
25000 -77 -70 -57 -50 -37 -30 -27 -20 -17 -10 -2 33
Table 5-3 – Outside Air Temperature for ISA Conditions

Section 5
TEMPERATURE CONVERSION CHART

• To convert from degrees
TEMP TO TEMP TO TEMP TO
Celsius (°C) to degrees
Fahrenheit (°F), locate, CONVERT CONVERT CONVERT
in the shaded columns, °C or °F °C or °F °C or °F
the number representing °C < > °F °C < > °F °C < > °F
the temperature value in
-50 -58 -72 -17 2 36 17 62 144
degrees Celsius (°C) to be
converted. The equivalent -49 -56 -69 -16 4 39 18 64 147
temperature in degrees -48 -54 -65 -14 6 43 19 66 151
Fahrenheit is read to the
right. -47 -52 -62 -13 8 46 20 68 154
Example: 38°C = 100°F -46 -50 -58 -12 10 50 21 70 158

-44 -48 -54 -11 12 54 22 72 162
• To convert from degrees -43 -46 -51 -10 14 57 23 74 165
Fahrenheit (°F) to degrees
Celsius (°C), locate, in -42 -44 -47 -9 16 61 24 76 169
the shaded columns the -41 -42 -44 -8 18 64 26 78 172
number representing -40 -40 -40 -7 20 68 27 80 172
the temperature value in
degrees Fahrenheit (°F) -39 -38 -36 -6 22 72 28 82 180
to be converted. The -38 -36 -33 -4 24 75 29 84 183
equivalent temperature in
-37 -34 -29 -3 26 79 30 86 187
degrees Celsius is read to
the left. -36 -32 -26 -2 28 82 31 88 190
Example: 38°F = 3°C -34 -30 -22 -1 30 86 32 90 194
-33 -28 -18 0 32 90 33 92 198
Performance
-32 -26 -15 1 34 93 34 94 201
-31 -24 -11 2 36 97 36 96 205
-30 -22 -8 3 38 100 37 98 208
-29 -20 -4 4 40 104 38 100 212
-28 -18 0 6 42 108 39 102 216
-27 -16 3 7 44 111 40 104 219
-26 -14 7 8 46 115 41 106 223
-24 -12 10 9 48 118 42 108 226
-23 -10 14 10 50 122 43 110 230
-22 -8 18 11 52 126 44 112 234
-21 -6 21 12 54 129 46 114 237
-20 -4 25 13 56 133 47 116 241
-19 -2 28 14 58 136 48 118 244
-18 0 32 16 60 140 49 120 248
Table 5-4 – Temperature Conversion Chart

Section 5
5-5 STALL SPEEDS

Conditions:
C.G...................................................................................................Forward
Power.................................................................................................... IDLE
Bank Angle...........................................................................................Noted
Example:
Weight...................................................................................... 7255 pounds
Flaps...........................................................................................................0°
Bank Angle...............................................................................................30°
C.G...................................................................................................Forward
Stall Speed: 65 KIAS / 82 KCAS
NOT E S:
• Maximum altitude loss during wings level stall is approximately 500 ft.
• KIAS values are approximate and may not be accurate at stall.
STALL SPEEDS
BANK
WEIGHT ANGLE FLAPS 0° FLAPS 10° FLAPS 20° FLAPS 35°
(DEG.)
KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
0 61 77 51 66 48 61 46 60
7255 30 65 82 55 70 51 66 49 64
LB 45 73 91 61 78 57 73 55 71
60 86 108 72 92 68 87 65 85
Performance
0 59 74 49 63 46 59 44 58
6690 30 63 79 52 67 49 63 47 62
LB 45 70 87 58 75 55 70 53 69
60 83 104 69 89 65 83 62 81
0 55 70 46 60 44 56 42 55
6000 30 59 74 50 64 47 60 45 58
LB 45 66 83 55 71 52 66 50 65
60 78 98 65 84 62 79 59 77
0 51 64 42 54 40 51 38 50
5000 30 54 68 45 58 43 55 41 53
LB 45 60 76 50 65 47 61 45 59
60 71 90 60 77 56 72 54 70
Table 5-5 – Stall Speeds

Section 5
5-6 WIND COMPONENTS

(Refer to the figure on the following page)
Conditions:
Runway Heading......................................................................................10°
Wind Direction and Velocity................................................. 70° @ 25 knots
Example:
Angle Between Wind Direction and Flight Path.......................................60°
Crosswind Component.....................................................................21 knots
Headwind Component......................................................................12 knots
NOT E: The maximum demonstrated crosswind is 21 knots. This value is

not limiting.
Performance

Section 5
Performance P E R FO R M A N C E 100 SERIES
Figure 5-1 – Wind Components

Section 5
5-7 MAXIMUM ENGINE TORQUES

MAXIMUM ENGINE TORQUE FOR TAKEOFF
Conditions:
• 2200 RPM • 60 KIAS • Inertial Separator – Normal
NO TE S:
• Torque increases approximately 30 LB FT during takeoff ground roll.
• Torque on this chart shall be achieved without exceeding 790°C ITT or
101.6% Ng.
• With the takeoff power setting specified below the 1790 LB FT limit,
decrease the takeoff torque setting for each system as follows:
Condition Power Reduction
Inertial Separator in BYPASS 50 FT-LB
Bleed Air Heat ON 30 FT-LB
Pitot or Stall Heat ON 10 FT-LB
Electric Cabin Heat ON 20 FT-LB
Air Conditioning ON 70 FT-LB
Minimum Approved
Temperature, -54°C
Torque Limit - 1790 LBFT
Sea Level
Performance
2000
4000
6000
Torque - LBFT
8000
10000
Pressure
Altitude - FT 12000
Max Approved
Temperature,
ISA +35°C
Outside Air Temperature - °C
Figure 5-2 – Maximum Torque for Takeoff

Section 5
MAXIMUM ENGINE TORQUE FOR CLIMB

Conditions:
• 2200 RPM • 101 KIAS
• Inertial Separator – Normal (Solid BLUE Line), BYPASS (Dashed
GREEN Line) Report No: 100-251-812
NO TES: MAXIMUM ENGINE TORQUE FOR CLIMB

• Torque shall be achieved without exceeding 765°C ITT or 101.6% Ng.
• CONDITIONS:
When climb performance is not critical, use of an initial climb ITT setting
2200 of
RPM740°C is recommended if torque and Ng limits are also observed.
101 KIAS
• InertialWith the- Normal
Separator climb(Solid
power setting
Blue Line); Bypassspecified below
(Dashed Orange line) the 1670 LB FT limit,
decrease the climb torque setting for each system as follows:
NOTES:
1. Torque onCondition
this chart shall be achieved without exceeding 765°C ITTPower
or 101.6%Reduction
N g.
2. For pilot convenience, use of an initial climb ITT setting of 740°C when climb performance is not critical is
Inertial Separator in BYPASS Sea Level: 140 FT-LB / Higher Altitudes: See
recommended if torque and Ng limits are also observed.
Below
Below
3. With the climb power setting specified below the 1670 lbft limit, 15,000
decrease the climbFT: 40setting
torque FT-LB for
eachBleed
system asAirfollows:
Heat ON
15,000 FT or Above: 60 FT-LB
1800
1700 TORQUE LIMIT, 1670 LBFT
1600
PERATURE, -54°C
1500 SEA LEVEL
5000
Performance
1400
MINIMUM APPROVED TEMP
10000
1300
TORQUE - lbft
1200
15000
1100
1000 20000
900
25000
800
PRESSURE
700 ALTITUDE - FT MAXIMUM APPROVED
TEMPERATURE, ISA + 35°C
IPS NORMAL
600
IPS BYPASS
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
OUTSIDE AIR TEMPERATURE - °C
Figure 5-3 – Maximum Engine Torque for Climb* CMG, 04/08/10
* An alternate method, in lieu of using

18D this chart, is to maintain power at or below
maximum continuous. (All engine gages in green arc.)

Section 5
MAXIMUM ENGINE TORQUE FOR CRUISE (120 KIAS)

Conditions: Report No: 100-251-812
NOT ES: MAXIMUM ENGINE TORQUE FOR CRUISE (120 KCAS)

CONDITIONS:
2200 RPM
101.6% Ng.
• With the cruise power setting specified below the 1670 LB FT limit,
120 KCAS
decrease
Inertial Separator the cruise torque setting for each system as follows:
- Normal
NOTES: Condition Power Reduction

1. Torque on this chart shall be achieved
Inertial Separator in BYPASS without exceeding 740°C ITT or 101.6% N g.
60 FT-LB
2. With the cruise power setting specified below the 1670 lbft limit, decrease the cruise torque setting
for each system as follows: Below 15,000 FT: 40 FT-LB
Bleed Air Heat ON
1800
1600
ERATURE, -54°C
SEA LEVEL
1500
5000
1400
Performance
MINIMUM APPROVED TEMPE
10000
1300
TORQUE - lbft
1200 15000
1100
20000
1000
900
25000
800
PRESSURE
ALTITUDE - FT MAXIMUM APPROVED
700 TEMPERATURE, ISA + 35°C
600
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
Figure 5-4 – Maximum Engine Torque for Cruise (120 KIAS)

CMG, 04/08/10
P i l o t ’s O p e r a t i n g H a n d b o o k 18E 5 -13

Section 5

Conditions:
MAXIMUM ENGINE TORQUE FOR CRUISE (140 KCAS)
NOTES :
CONDITIONS:
2200 RPM 101.6% Ng.
140 KCAS
• With the cruise power setting specified below the 1670 LB FT limit,
Ineral Separator
decrease- Normal
the cruise torque setting for each system as follows:
NOTES: Condition Power Reduction
1. Torque on this chart shall be achieved without exceeding 740°C ITT or 101.6% Ng.
Inertial
2. With the cruise Separator in BYPASS
power setting specified below the 1670 lbft limit, decrease the80 FT-LB
cruise torque setting
for each system as follows:
Below 15,000 FT: 40 FT-LB
Bleed Air Heat ON
1800
1600
RATURE, -54°C
SEA LEVEL
QUE - lbft
1500
5000
MINIMUM APPROVED TEMPER
Performance
TORQ
1400
10000
1300
1200 15000
1100
20000
1000
900
25000
800
PRESSURE
MAXIMUM APPROVED
700 ALTITUDE - FT
TEMPERATURE, ISA + 35°C
600
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
CMG, 04/28/10
Figure 5-5 – Maximum Engine Torque for Cruise (140 KIAS)

Section 5

Conditions:
Report No: 100-251-812
NOT ES: MAXIMUM ENGINE TORQUE FOR CRUISE (160 KCAS)

CONDITIONS:
101.6% Ng.
2200 RPM
160 KCAS With the cruise power setting specified below the 1670 LB FT limit,
•
decrease
Ineral Separator the cruise torque setting for each system as follows:
- Normal
NOTES:
Condition Power Reduction
1. Torque on thisSeparator
Inertial chart shall beinachieved
BYPASS without exceeding 740°C ITT or 101.6% N g.
100 FT-LB
2. With the cruise power setting specified below the 1670 lbft limit, decrease the cruise torque setting
for each system as follows: Below 15,000 FT 40 FT-LB
Bleed Air Heat ON
1800
TORQUE LIMIT, 1670 LBFT

1700
MPERATURE, -54°C
1600
SEA LEVEL
QUE - lbft
1500
5000
Performance
1400
MINIMUM APPROVED TEM
TORQ
10000
1300
15000
1200
1100
20000
1000
900 25000
800
PRESSURE
MAXIMUM APPROVED
ALTITUDE - FT
700 TEMPERATURE, ISA + 35°C
600
500
-70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
Figure 5-6 – Maximum Engine Torque for Cruise (160 KIAS) CMG, 04/08/10
18G

Section 5
5-8 MAX GENERATOR POWER DURING GROUND

OPERATIONS (AC ON)
Example:
Gen Amps............................................................................................. 110A
Minimum Ng...........................................................................................55%
Performance
Figure 5-7 – Maximum Generator Power Demands for Ground Operations
(Air Conditioning ON)

Section 5
5-9 MAX GENERATOR POWER DURING FLIGHT OPERATIONS

(AC ON)
Example:
Pressure Altitude.......................................................................... 11000 feet
Gen Amps.............................................................................................300A
Minimum Ng...........................................................................................75%
Performance
Figure 5-8 – Maximum Generator Power Demands for Flight Operations
(Air Conditioning ON)

Section 5
5-10 MAXIMUM TAKEOFF WEIGHTS

(Refer to the table on the following page)
Climb Speed – Vy
Conditions: Altitude
(KIAS)
• Maximum Takeoff Power
• Flaps 20° S.L. 88
2000 88
4000 87
6000 86
8000 84
10000 83
12000 82
NOTES:
• These weights assure the availability of a steady gradient of climb of at
least 243 FT/NM with the flaps at 20°.
• Dashed entries correspond to outside air temperatures beyond the aircraft
operating limits.
• Yellow shaded areas correspond to weight limits below the maximum
takeoff weight.
NOTE: For temperatures below 9°C and altitudes below 6000 ft, the
takeoff weight limit is 7,255 lb.
Performance
NOT E : Blue numbers indicate performance with Air Conditioning

ON, black numbers indicate performance with Air Conditioning OFF.

Section 5
OAT OAT PRESSURE ALTITUDE (FEET)

(°C) (°F) 6000 7000 8000 9000 10000 11000 12000
7255
9 48 7255 7255 7255 7255 7255 7255
7170
7255
11 52 7255 7255 7255 7255 7255 7255
7050
7255
13 55 7255 7255 7255 7255 7255 7255
6932
7255 7159
15 59 7255 7255 7255 7255 7255
7174 6809
7255 7037
17 63 7255 7255 7255 7255 7255
7044 6682
7255 6912
19 66 7255 7255 7255 7255 7255
6916 6551
7255 7139 6784
21 70 7255 7255 7255 7255
7135 6783 6415
7255 7007 6650
23 73 7255 7255 7255 7255
6998 6643 6271
7255 7182 6872 6511
25 77 7255 7255 7255
7200 6853 6498 6121
7255 7041 6733 6368
27 81 7255 7255 7255
Performance
7048 6705 6348 5967
7255 6899 6590
29 84 7255 7255 7255 —
6898 6551 6193
7255 7123 6750
31 88 7255 7255 — —
7072 6740 6392
7255 6970
33 91 7255 7255 — — —
6904 6577
7255 7123
35 95 7255 — — — —
7071 6728
7255
37 99 7255 — — — — —
6885
7255
39 102 — — — — — —
7060
Table 5-6 – Maximum Takeoff Weight

Section 5
5-11 OBSTACLE TAKEOFF DISTANCE

(Refer to the tables on the following pages)
Conditions:
Winds.....................................................................................................Zero
Runway...............................................................Paved, Level, Dry Runway
Flaps.........................................................................................................20°
Power.......................................................Maximum Torque (per Figure 5-2)
Propeller....................................................................................... 2200 RPM
Inertial Air Particle Separator.............................................................Normal
Example: Results:
Outside Air Temperature...............20°C Rotation Speed.....................60 KIAS
Weight............................. 7255 pounds 50 Foot Obstacle Speed.......73 KIAS
Field Pressure Altitude................. 2000 Takeoff Ground Roll............. 1022 feet
Headwind Component............ 12 knots Total Distance Over
Runway......Paved, Level, Dry Runway 50 Foot Obstacle................. 1572 feet
Propeller.............................. 2200 RPM
NOTE S:
• Obstacle takeoff technique utilized as outlined in “Section 4.”
• Rotation initiated at stall speed.
• Decrease distances 10% for each 12 knots headwind. For operation in
tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
• For operation on a hard dry grass runway, increase distances by 20%
of the “ground roll” calculation.
• With takeoff power set below the torque limit, increase both ground roll
and total distances by 1%, for the inertial separator system in bypass.
Performance
• For operation in air colder than this table provides, use the coldest
data for takeoff distances.
• For operation in air warmer than this table provides, use extreme
caution.
• Dashed entries indicate atmospheric temperatures beyond the aircraft
operating limits.
• For each 1% of upsloped runway (up to 3% grade), increase the table
distances by:
22% of the ground roll distance at Sea Level to 4,999 feet
30% of the ground roll distance at 5,000 to 9,999 feet
43% of the ground roll distance at 10,000 feet or above
• For each 1% of downsloped runway, decrease the table distances by:
10% of the ground roll distance at 5,000 feet to 9,999 feet
14 % of the ground roll distance at 10,000 feet or above
• When Air Conditioning is ON, and takeoff power is set below the
torque limit, increase ground roll by 6.1% and total distance by 6.7%.
NO TE : Red shaded areas represent data at temperatures greater than

the maximum approved operating OAT, but may be used for the purpose of
interpolating.

Press 0°C 10°C 20°C 30°C 40°C 50°C
WT
Alt
(LB) Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to Ground Total Feet to
(FT)
Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS Roll (FT) Clear 50’ OBS
S.L. 852 1353 906 1429 961 1506 1097 1720 1275 2002 1508 2376
1000 899 1412 956 1491 1040 1615 1197 1860 1396 2173 1656 2588
2000 950 1473 1010 1556 1135 1747 1308 2015 1526 2355 1809 2802
3000 1003 1538 1085 1655 1241 1893 1433 2187 1673 2559 1985 3047

4000 1061 1607 1187 1795 1358 2052 1568 2372 1833 2779 2179 3317
5000 1148 1722 1300 1948 1485 2223 1714 2569 2007 3015 — —
7255 6000 1260 1872 1423 2113 1625 2410 1879 2790 2210 3292 — —
7000 1379 2032 1559 2292 1782 2619 2065 3040 2440 3603 — —
8000 1513 2208 1713 2496 1960 2856 2273 3315 2684 3927 — —
P i l o t ’s O p e r a t i n g H a n d b o o k
100 SERIES
9000 1663 2404 1886 2723 2158 3115 2500 3614 2943 4266 — —
10000 1826 2615 2072 2964 2375 3397 2757 3949 — — — —
11000 2010 2852 2290 3246 2619 3712 3056 4337 — — — —
12000 2215 3113 2527 3548 2893 4063 3377 4750 — — — —
S.L. 520 843 553 891 586 938 670 1072 778 1248 920 1481
1000 549 880 583 929 635 1006 730 1159 852 1354 1011 1613
2000 580 918 616 970 693 1089 799 1256 931 1468 1104 1747
3000 612 959 662 1031 757 1179 874 1363 1021 1595 1211 1899
4000 647 1001 725 1118 829 1279 957 1478 1119 1732 1330 2067
5000 701 1073 793 1214 906 1385 1046 1601 1225 1879 — —
6000 6000 769 1167 869 1316 991 1502 1147 1739 1349 2051 — —
7000 842 1266 951 1428 1087 1632 1260 1894 1489 2245 — —
8000 923 1376 1045 1555 1196 1779 1387 2066 1638 2447 — —
9000 1015 1498 1151 1696 1317 1941 1526 2251 1796 2658 — —
10000 1115 1629 1265 1847 1449 2116 1683 2460 — — — —
11000 1227 1777 1398 2022 1598 2312 1865 2702 — — — —
12000 1352 1940 1542 2210 1766 2531 2061 2959 — — — —
5 - 21
P E R FO R M A N C E
Section 5
Table 5-7 – Obstacle Takeoff Distance
Performance
Performance
Press 0°C 10°C 20°C 30°C 40°C 50°C

WT
Alt
5 -22
(FT)
S.L. 324 536 344 566 365 597 417 681 484 793 573 942
Section 5
1000 342 560 363 591 395 640 455 737 530 861 629 1026
2000 361 584 384 616 431 692 497 798 580 933 687 1110
3000 381 609 412 655 471 750 544 866 636 1014 754 1207
4000 403 636 451 711 516 813 596 939 696 1101 828 1314
5000 436 682 494 771 564 880 651 1017 763 1194 — —

5000 6000 478 741 541 836 617 954 714 1105 840 1304 — —
7000 524 804 592 908 677 1037 785 1204 927 1427 — —
8000 575 874 651 988 745 1130 863 1312 1020 1555 — —
9000 632 952 716 1078 820 1233 950 1430 1118 1689 — —
10000 694 1035 787 1173 902 1345 1047 1563 — — — —
11000 764 1129 870 1285 995 1469 1161 1717 — — — —
12000 842 1232 960 1404 1099 1608 1283 1880 — — — —
S.L. 181 309 193 326 204 343 233 392 271 456 321 541
1000 191 322 203 340 221 368 255 423 297 495 352 590
2000 202 336 215 354 241 398 278 459 325 536 385 638
3000 213 350 231 377 264 431 305 498 356 583 422 694
4000 226 366 253 408 289 467 333 540 390 633 463 756
5000 244 392 276 443 316 506 365 585 427 686 — —
4000 6000 268 426 303 481 345 548 400 635 470 749 — —
7000 293 462 332 522 379 596 439 692 519 820 — —
8000 322 502 364 568 417 650 483 754 571 894 — —
9000 354 547 401 619 459 709 532 822 626 1175 — —
10000 388 595 441 674 505 773 586 898 — — — —

11000 427 649 487 738 557 844 650 986 — — — —
12000 471 708 537 807 615 924 718 1080 — — — —
100 SERIES
Table 5-8 (continued) – Obstacle Takeoff Distance
Section 5
5-12 TAKEOFF RATE OF CLIMB

(Refer to the tables on the following page)
Conditions:
Flaps.........................................................................................................20°
Power................................................................................ Maximum Takeoff
Inertial Separator................................................................................Normal
Airspeed.................................................................................................... Vy
Air Conditioning........................................................................................ Off
Example:
Outside Air Temp................................................................................... 20°C
Weight...................................................................................... 7255 pounds
Pressure Altitude......................................................................4000 FT MSL
Climb Airspeed: 87 KIAS
Rate of Climb: 991 FT/MIN
NO TE S:
• Do not exceed the placarded maximum takeoff torque, ITT (790°C)
and Ng (101.6%) limits, or the charted max takeoff torque.
• This power setting is time limited to 5 minutes.
• Dashed entries correspond to outside air temperatures beyond the
aircraft operating limits.
NO TE : Blue numbers indicate performance with Air Conditioning

Performance
NOT E : Red shaded areas represent data at temperatures greater than
interpolating.

Section 5
7255 POUNDS WEIGHT 6000 POUNDS WEIGHT

PRESS CLIMB RATE OF CLIMB - FPM PRESS CLIMB RATE OF CLIMB - FPM
ALT SPEED ALT SPEED
FT KIAS -20°C 0°C 20°C 40°C 50°C FT KIAS -20°C 0°C 20°C 40°C 50°C
932 692 1349 1062
S.L. 88 1383 1364 1332 S.L. 88 1872 1856 1825
844 598 1242 948
1170 762 527 1638 1151 872
2000 88 1364 1333 2000 88 1857 1827
1078 657 404 1527 1025 723
991 595 366 1432 960 688
4000 87 1333 1298 4000 87 1829 1794
907 502 268 1330 848 568
1130 826 434 1603 1244 778
6000 86 1296 — 6000 86 1795 —
1044 728 323 1498 1125 644
1176 952 655 276 1664 1403 1052 602
8000 84 — 8000 84 —
1108 871 566 177 1582 1304 945 483
999 775 485 125 1464 1202 862 436
10000 83 — 10000 83 —
924 682 384 9 1373 1090 739 295
821 597 317 - 35 1261 1001 672 257
12000 82 — 12000 82 —
748 513 225 -139 1173 899 561 131

ALT SPEED ALT SPEED
1794 1453 2422 1999
S.L. 88 2404 2391 2360 S.L. 88 3166 3157 3123
1667 1315 2263 1827
2143 1564 1232 2859 2142 1730
2000 88 2392 2363 2000 88 3159 3129
2009 1413 1053 2692 1953 1506
Performance
1903 1343 1019 2568 1874 1473

4000 87 2366 2331 4000 87 3133 3097
1781 1209 876 2415 1707 1293
2111 1687 1135 2831 2307 1624
6000 86 2335 — 6000 86 3104 —
1986 1545 973 2674 2130 1422
2188 1882 1469 936 2931 2557 2047 1388
8000 84 — 8000 84 —
2090 1764 1340 792 2808 2408 1886 1209
1960 1654 1253 749 2657 2283 1789 1167
10000 83 — 10000 83 —
1851 1519 1106 580 2521 2115 1605 955
1727 1423 1036 545 2377 2005 1529 924
12000 82 — 12000 82 —
1621 1300 902 395 2244 1852 1363 736
Table 5-8 – Takeoff Rate of Climb

Section 5
5-13 TAKEOFF CLIMB GRADIENT

Conditions:
Flaps.........................................................................................................20°
Airspeed.................................................................................................... Vy
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 7255 pounds
Pressure Altitude..............................................................................2000 FT
Climb Gradient: 479 FT/NM
NOT ES :
• Do not exceed the maximum climb power torque, ITT and Ng limits.
• This table represents the gain in altitude for the horizontal distance
traveled and is expressed as feet per Nautical Mile.
NOT E: Blue numbers indicate performance with Air Conditioning

Performance
interpolating.

Section 5

PRESS CLIMB CLIMB GRADIENT - FT/NM PRESS CLIMB CLIMB GRADIENT - FT/NM
ALT SPEED ALT SPEED
607 443 883 682
S.L. 88 1010 958 901 S.L. 88 1383 1317 1247
549 382 812 607
765 479 326 1079 727 541
2000 88 964 905 2000 88 1326 1253
704 413 250 1003 647 448
628 363 220 912 588 414
4000 87 914 855 4000 87 1266 1193
574 307 161 846 519 341
725 510 259 1036 771 464
6000 86 867 — 6000 86 1212 —
669 449 192 967 697 384
772 600 397 162 1101 889 640 353
8000 84 — 8000 84 —
727 548 343 104 1045 825 574 283
642 478 288 72 946 745 513 250
10000 83 — 10000 83 —
593 420 228 5 886 674 440 169
511 358 183 - 19 790 601 388 143
12000 82 — 12000 82 —
466 307 130 - 77 733 539 324 73

ALT SPEED ALT SPEED
1184 938 1624 1304
S.L. 88 1807 1724 1636 S.L. 88 2461 2347 2227
1097 847 1510 1187
1427 995 767 1947 1378 1085
2000 88 1736 1645 2000 88 2365 2240
1334 896 654 1823 1251 941
Performance
1223 826 615 1678 1163 893

4000 87 1663 1571 4000 87 2267 2142
1141 742 527 1571 1056 782
1379 1053 680 1889 1459 979
6000 86 1598 — 6000 86 2182 —
1294 962 582 1775 1341 855
1466 1203 899 550 2011 1662 1265 820
8000 84 — 8000 84 —
1396 1125 818 465 1918 1559 1162 713
1279 1031 749 431 1767 1442 1078 674
10000 83 — 10000 83 —
1205 945 660 333 1670 1331 965 551
1089 859 600 305 1521 1222 892 518
12000 82 — 12000 82 —
1020 784 522 220 1431 1126 793 412
Table 5-9 – Takeoff Climb Gradient

Section 5
5-14 ENROUTE RATE OF CLIMB

Conditions:
Flaps...........................................................................................................0°
Power.................................................................................. Maximum Climb
Airspeed.............................................................................................. Vclimb
MAXIMUM CLIMB POWER – FLAPS 0°
Example:
Outside Air Temp..................................................................................... 0°C
Weight...................................................................................... 7255 pounds
Pressure Altitude............................................................................10000 FT
NOT E S:
• Do not exceed the placarded maximum climb torque, ITT (765°C) and
Ng (101.6%) limits, or the charted max climb torque from “Figure 5-3.”
• For operation in temperatures colder than provided in this table, use
the coldest data shown.
• For operation in temperatures warmer than provided in this table, use
extreme caution.
aircraft operating limits, or appreciable rate of climb for the weight
shown cannot be expected.
Performance

Performance

CLIMB RATE OF CLIMB - FPM CLIMB RATE OF CLIMB - FPM
PRESS PRESS
5 -28
SPEED SPEED
ALT FT -40°C -20°C 0°C 20°C 40°C 50°C ALT FT -40°C -20°C 0°C 20°C 40°C 50°C
KIAS KIAS
1246 727 454 1691 1070 743
Section 5
S.L. 101 1490 1482 1465 S.L. 101 1966 1963 1950
1134 599 318 1556 916 579
1444 1435 1243 815 327 1926 1923 1697 1188 605
5000 101 — 5000 101 —
1407 1395 1093 645 122 1881 1874 1516 981 357
1333 1104 788 391 1809 1540 1167 694

10000 101 — — 10000 101 — —
1232 994 673 262 1687 1408 1028 538

872 636 323 1272 996 625 158
15000 101 — — — 15000 101 — —
739 488 163 1111 816 433 —
410 173 735 458 102
20000 101 — — — — 20000 101 — — —
294 48 595 308 —
193
25000 101 — — — — — — 25000 101 — — — — —
28

PRESS PRESS
SPEED SPEED
KIAS KIAS
2175 1435 1046 2869 1949 1465
S.L. 101 2490 2492 2481 S.L. 101 3246 3254 3246
2013 1250 849 2667 1718 1218
Table 5-10 – Enroute Rate of Climb

2455 2457 2192 1585 891 3215 3224 2898 2146 1283
5000 101 — 5000 101 —
2400 2398 1974 1338 594 3146 3150 2626 1836 911
2328 2012 1570 1008 3070 2682 2136 1440
10000 101 — — 10000 101 — —
2181 1853 1403 821 2886 2483 1927 1206
1698 1374 937 383 2299 1902 1362 677
15000 101 — — 15000 101 — —

1506 1158 706 100 2058 1632 1073 323
1072 748 328 1534 1137 620
20000 101 — — — 20000 101 — — —
904 567 129 1324 912 372
100 SERIES
441 142 766 401

25000 101 — — — — 25000 101 — — — —
244 — 520 100
Section 5
5-15 ENROUTE CLIMB GRADIENT

Conditions:
Flaps...........................................................................................................0°
Airspeed.............................................................................................. Vclimb
Maximum Climb Power – Flaps 0°
Example:
Weight...................................................................................... 7255 pounds
NOT E : Dashed entries correspond to the outside air temperatures beyond

aircraft limits, or an appreciable climb gradient for the weight shown cannot
be expected.

Performance

Performance

CLIMB CLIMB GRADIENT - FT/NM CLIMB CLIMB GRADIENT - FT/NM
PRESS PRESS
5-30
SPEED SPEED
KIAS KIAS
737 414 254 1006 611 417
Section 5
S.L. 101 994 948 901 S.L. 101 1325 1267 1209
670 341 178 924 522 324
877 835 694 438 170 1179 1128 953 640 314
5000 101 — 5000 101 —
853 811 610 346 63 1150 1098 850 528 185
733 581 399 190 1001 814 592 338

10000 101 — — 10000 101 — —
677 523 340 127 932 743 520 262

432 303 148 632 474 286 70
15000 101 — — — 15000 101 — —
366 232 75 552 388 198 —
183 74 329 196 42
20000 101 — — — — 20000 101 — — —
131 21 266 132 —
77
25000 101 — — — — — — 25000 101 — — — — —
11

PRESS PRESS
SPEED SPEED
KIAS KIAS
1307 823 588 1754 1126 827
S.L. 101 1703 1630 1558 S.L. 101 2284 2185 2088
1205 715 476 1621 989 686
Table 5-11 – Enroute Climb Gradient

1520 1456 1241 858 463 2036 1952 1667 1170 669
5000 101 — 5000 101 —
1484 1419 1114 722 308 1988 1902 1501 997 474
1300 1070 799 493 1744 1444 1095 706
10000 101 — — 10000 101 — —
1214 984 713 401 1632 1332 985 590
848 656 429 169 1158 913 626 299
15000 101 — — 15000 101 — —

750 552 323 44 1033 781 492 142
480 321 135 689 489 256
20000 101 — — — 20000 101 — — —
404 243 53 594 391 153
100 SERIES
177 55 308 154

25000 101 — — — — 25000 101 — — — —
98 — 209 38
Section 5
5-16 TIME, FUEL AND DISTANCE TO CLIMB

Conditions:
Weight...................................................................................... 7255 pounds
Flaps...........................................................................................................0°
Power....................................................................... Maximum Climb Power
Airspeed.............................................................................................. Vclimb
Winds.....................................................................................................Zero
NOT ES:
• Taxi Fuel: Add 50 pounds of fuel for start, taxi and takeoff.
• Temperature: Add 10% to calculated values for each 10°C above
standard.
Press ISA Climb Rate of Time, Fuel & Distance – from Sea Level
Alt OAT Speed Climb Time Fuel Distance
(FT) (°C) (KIAS) (FPM) (MIN) (LB) (NM)
SL 15 101 1371 0 0 0
5000 5 101 1141 4.0 26.4 7.0
10000 -5 101 874 9.9 59.6 18.8
15000 -15 101 563 20.9 111.0 42.7
20000 -25 101 238 49.9 229.7 110.9
25000 -35 101 -102 367.6 1470.6 889.1
Performance
Table 5-12 – Time, Fuel, and Distance to Climb

Section 5
5-17 FUEL CONSERVATION

The Cruise Performance charts in this section of the manual provide quick
reference information regarding power settings to obtain maximum range.
These power settings should be used when it is desirable to conserve fuel
during a flight. Additionally, the Maximum Range Profile in this section
provides another resource for preflight planning, to assist in selecting the
proper cruise altitude for the best fuel efficiency.
FUEL RANGE RING
A fuel range ring is provided through the MFD on the Garmin G1000. This
can be a valuable resource as a cross reference to determine if there is
sufficient fuel on board to make the flight with the proper reserves. Be aware
that this feature has limits, since the fuel range ring is calculated using the
LB REM (pounds remaining) from the fuel totalizer which requires pilot input.
The current wind conditions are also factored into this calculation and does
not factor in winds that will be encountered later on in the flight. For more
information regarding the fuel range ring, refer to the Garmin G1000 Pilot’s
Guide (190-00590-XX) for the Quest KODIAK 100.
5-18 CRUISE PERFORMANCE

The following information is applicable to all Cruise Performance Charts
contained in this section.
CAUT ION: With the inertial air particle separator placed in BYPASS,
maximum cruise speed is reduced by up to 10 knots.
Performance
NOT ES:
• The highest torque value for each temperature and RPM value
represents the maximum allowable cruise power. Do not exceed this
torque value: 740°C ITT, or 101.6% Ng, whichever occurs first.
• With the inertial air particle separator placed in BYPASS and the
power set below the cruise torque limit of 1840 foot-pounds, decrease
the maximum cruise torque by 50 foot-pounds when below 10,000
feet, and 60 foot-pounds when above 10,000 feet. Do not exceed
740°C ITT or 101.6% Ng.
• When the Air Conditioning is ON, and power is set below the cruise
torque limit of 1840 foot-pounds, decrease the maximum cruise torque
by 80 foot-pounds. Do not exceed 740°C ITT or 101.6% Ng.
• Propeller RPM (Np) may be set as low as 1900 RPM to reduce cabin
noise. Do not exceed 1840 foot-pounds of torque, 740 degrees C ITT,
or 101.6% NG. To achieve optimum cruise performance, set Np at or
above 2000 RPM.

2200 RPM 2000 RPM 2200 RPM 2000 RPM
FUEL FUEL FUEL FUEL
TRQ TAS TRQ TAS TRQ TAS TRQ TAS
PWR FLOW PWR FLOW PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
TEMP °C
TEMP °C
PPH PPH LBFT KTS LBFT KTS
PPH PPH
50 100% 1130 332 146 100% 1240 332 149 0 100% 1670 416 166 100% 1840 422 167
Rng 1020 313 139 Rng 1070 304 138 75% 1250 341 145 75% 1380 343 148
75% 850 284 122 75% 930 283 127 Rng 1170 327 140 65% 1190 313 138
Conditions:

65% 730 264 106 65% 810 264 115 65% 1090 313 134 Rng 1010 285 127
End 660 252 77 End 680 243 86 End 660 241 70 End 660 230 72
40 100% 1270 354 154 100% 1400 355 156 -10 100% 1670 414 163 100% 1840 421 165
Rng 1040 314 139 Rng 1080 305 138 75% 1250 339 143 75% 1380 341 146
75% 960 300 131 75% 1050 300 135 65% 1090 310 131 65% 1190 311 136
65% 830 278 117 65% 910 278 124 Rng 1050 304 129 Rng 1030 285 126
End 660 250 76 End 680 241 83 End 670 240 70 End 660 227 70
100 SERIES
30 100% 1460 384 162 100% 1610 387 164 -20 100% 1670 412 161 100% 1840 420 163
75% 1100 322 141 75% 1210 322 144 75% 1250 337 141 75% 1380 338 144
Rng 1070 318 139 65% 1050 297 133 65% 1090 308 129 65% 1190 309 135
65% 950 297 128 Rng 1010 292 131 Rng 1080 308 129 Rng 1060 288 127
End 660 248 74 End 670 238 77 End 680 239 69 End 660 225 67
20 100% 1650 416 169 100% 1810 421 170 -30 100% 1670 410 159 100% 1840 418 161
75% 1240 343 148 75% 1360 344 150 75% 1250 334 138 75% 1380 336 142
Rng 1100 319 139 65% 1180 315 141 Rng 1130 313 130 65% 1190 306 132
65% 1070 315 137 Rng 1050 295 132 65% 1090 305 127 Rng 1090 290 127
End 660 245 72 End 660 235 75 End 690 237 67 End 660 223 66
15 100% 1670 419 169 100% 1840 425 170 -40 100% 1670 409 156 100% 1840 417 158
75% 1250 345 148 75% 1380 346 150 75% 1250 332 136 75% 1380 334 140
Rng 1120 322 140 65% 1190 317 141
Rng 1180 318 131 65% 1190 304 130

65% 1090 316 137 Rng 1060 295 132 65% 1090 303 124 Rng 1140 296 128
End 660 244 71 End 660 233 74 End 690 236 66 End 660 220 64
10 100% 1670 418 168 100% 1840 424 169 -50 100% 1670 407 154 100% 1840 416 156
75% 1250 343 147 75% 1380 345 150
CRUISE PERFORMANCE (Pressure Altitude SEA LEVEL)
75% 1250 329 134 75% 1380 332 138

Rng 1130 323 140 65% 1190 316 140 Rng 1230 325 132 65% 1190 301 128
65% 1090 315 136 Rng 1080 298 133 65% 1090 300 121 Rng 1030 275 117
Weight...................................................................................... 7255 pounds
Engine Inlet....................................................................................NORMAL
End 660 243 70 End 660 232 73 End 690 234 66 End 660 218 63
5-33
Section 5
Performance
Performance
2200 RPM 2000 RPM
5-34
FUEL FUEL
TRQ TAS TRQ TAS
PWR FLOW PWR FLOW 2200 RPM 2000 RPM
TEMP °C
LBFT KTS LBFT KTS
Section 5
PPH PPH
FUEL FUEL
40 100% 1240 343 154 100% 1360 344 155 TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
TEMP °C
Rng 1020 306 139 Rng 1050 295 137 LBFT KTS LBFT KTS
PPH PPH
Conditions:
75% 930 290 130 75% 1020 290 135 -10 100% 1670 411 166 100% 1840 419 167
65% 800 269 116 65% 880 269 123 75% 1250 335 145 75% 1380 337 148
End 660 245 77 End 680 236 86 Rng 1170 320 140 65% 1190 307 138

30 100% 1410 371 162 100% 1560 374 163 65% 1090 306 134 Rng 1010 278 126
75% 1060 311 140 75% 1170 311 143 End 660 234 70 End 660 223 72
Rng 1040 307 139 Rng 1030 289 134
65% 920 287 128 65% 1010 287 133 -20 100% 1670 409 163 100% 1840 418 165
End 660 243 76 End 670 234 84 75% 1250 332 143 75% 1380 334 146
65% 1090 304 131 65% 1190 304 136
20 100% 1590 402 169 100% 1750 407 170 Rng 1050 297 129 Rng 1030 278 126
75% 1200 331 148 75% 1320 333 150 End 670 233 70 End 660 221 70
Rng 1060 308 139 65% 1140 305 140
65% 1040 304 136 Rng 1010 285 131 -30 100% 1670 408 161 100% 1840 417 163
End 660 241 74 End 670 231 77 75% 1250 330 141 75% 1380 332 144
Rng 1090 302 130 65% 1190 302 134
13 100% 1670 415 171 100% 1840 421 172 65% 1090 301 130 Rng 1060 281 126
75% 1250 340 150 75% 1380 341 152 End 680 232 69 End 660 218 68
65% 1090 311 139 65% 1190 312 142
Rng 1080 311 139 Rng 1030 286 132 -40 100% 1670 406 158 100% 1840 416 160
End 660 239 73 End 660 229 76 75% 1250 328 138 75% 1380 330 142
Rng 1140 307 131 65% 1190 300 132
10 100% 1670 414 170 100% 1840 421 171
65% 1090 299 127 Rng 1090 284 126
75% 1250 339 149 75% 1380 341 151 End 680 230 69 End 660 216 66
Rng 1090 312 139 65% 1190 311 142
65% 1090 310 138 Rng 1040 288 132 -50 100% 1670 405 156 100% 1840 415 158
End 660 239 73 End 660 228 76 75% 1250 325 136 75% 1380 328 140
CRUISE PERFORMANCE (Pressure Altitude 1000 FT)
Rng 1190 314 132 65% 1190 298 130

0 100% 1670 412 168 100% 1840 420 169 65% 1090 296 124 Rng 1140 289 127
75% 1250 337 147 75% 1380 339 150 End 690 229 68 End 660 214 64
Rng 1130 316 140 65% 1190 309 140
65% 1090 308 136 Rng 990 277 127
100 SERIES
Weight...................................................................................... 7255 pounds

End 660 236 70 End 660 225 73
2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
2200 RPM 2000 RPM
TEMP °C
LBFT KTS LBFT KTS
PPH PPH
FUEL FUEL
40 100% 1200 332 153 100% 1320 333 155 TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
TEMP °C
PPH PPH
75% 900 281 129 75% 990 281 134
Conditions:

-10 100% 1670 408 168 100% 1840 417 169
65% 780 260 115 65% 860 260 122
75% 1250 330 147 75% 1380 333 150
End 660 239 80 End 670 231 90 Rng 1130 309 140 65% 1190 303 140
30 100% 1370 358 161 100% 1500 361 163 65% 1090 302 136 Rng 980 268 126
75% 1020 300 140 75% 1130 300 142 End 660 230 70 End 660 218 74
Rng 1010 297 138 Rng 1050 288 137
65% 890 277 127 65% 980 277 132 -20 100% 1670 406 165 100% 1840 416 167
End 660 238 79 End 670 229 86 75% 1250 328 145 75% 1380 331 148
100 SERIES
65% 1090 299 134 65% 1190 300 138

20 100% 1540 388 168 100% 1700 393 169 Rng 1010 287 128 Rng 980 267 124
75% 1160 320 147 75% 1270 321 149 End 660 228 70 End 660 216 72
Rng 1030 298 138 65% 1100 294 139
65% 1000 294 136 Rng 980 275 131 -30 100% 1670 405 163 100% 1840 415 165
End 660 236 76 End 670 227 84 75% 1250 326 143 75% 1380 329 146
65% 1090 297 132 65% 1190 298 136
11 100% 1670 411 172 100% 1840 419 173 Rng 1050 292 130 Rng 1020 271 126
75% 1250 335 151 75% 1380 337 154 End 670 227 70 End 660 214 70
65% 1090 306 141 65% 1190 307 144
Rng 1060 302 139 Rng 1000 276 131 -40 100% 1670 404 160 100% 1840 414 162
End 660 234 75 End 670 225 80 75% 1250 324 140 75% 1380 327 144
Rng 1100 297 131 65% 1190 296 134
10 100% 1670 411 172 100% 1840 419 173 65% 1090 295 130 Rng 1060 274 126
75% 1250 335 151 75% 1380 337 153 End 680 225 69 End 660 212 68
65% 1090 306 141 65% 1190 307 143

Rng 1060 301 139 Rng 1000 276 131 -50 100% 1670 403 158 100% 1840 414 160
End 660 234 75 End 670 224 77 75% 1250 322 138 75% 1380 325 141
Rng 1150 303 131 65% 1190 294 132

0 100% 1670 409 170 100% 1840 418 171 65% 1090 292 127 Rng 1100 279 127
75% 1250 332 149 75% 1380 335 152 End 680 224 69 End 660 210 66
Rng 1090 305 139 65% 1190 305 142
65% 1090 304 139 Rng 1030 279 131
Weight...................................................................................... 7255 pounds
End 660 232 73 End 660 221 76
5-35
Section 5
Performance
Performance
2200 RPM 2000 RPM
5-36
FUEL FUEL
TRQ TAS TRQ TAS
TEMP °C
LBFT KTS LBFT KTS
Section 5
PPH PPH
FUEL FUEL
40 100% 1160 321 153 100% 1280 322 155 TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
TEMP °C
PPH PPH
Conditions:
75% 870 271 128 75% 960 271 133 -10 100% 1670 405 170 100% 1840 415 171
65% 760 252 114 65% 830 251 120 75% 1250 326 149 75% 1380 329 152
End 660 234 83 End 670 227 91 Rng 1090 298 139 65% 1190 299 142

30 100% 1320 346 161 100% 1450 348 162 65% 1090 297 139 Rng 960 261 126
75% 990 289 139 75% 1090 290 141 End 660 225 73 End 660 214 76
Rng 990 289 139 Rng 1020 279 136
-20 100% 1670 404 168 100% 1840 415 169
65% 860 267 125 65% 940 267 130
75% 1250 324 147 75% 1380 327 150
End 660 233 81 End 670 225 90
65% 1090 295 136 65% 1190 297 140
20 100% 1490 374 168 100% 1640 380 169 Rng 980 277 128 Rng 980 262 126
75% 1120 309 146 75% 1230 310 149 End 660 223 70 End 650 211 74
Rng 990 288 137 65% 1060 284 138
-30 100% 1670 403 165 100% 1840 414 167
65% 970 283 135 Rng 990 273 133
75% 1250 322 145 75% 1380 326 148
End 660 231 79 End 670 223 86
65% 1090 293 134 65% 1190 295 138
10 100% 1640 401 173 100% 1800 410 174 Rng 1020 282 129 Rng 990 262 125
75% 1230 326 152 75% 1350 328 154 End 660 221 70 End 660 210 72
65% 1060 298 141 65% 1170 299 144
Rng 1020 291 138 Rng 970 267 130 -40 100% 1670 402 163 100% 1840 414 164
End 660 229 77 End 670 220 84 75% 1250 320 143 75% 1380 324 145
65% 1090 291 132 65% 1190 293 136
9 100% 1650 404 173 100% 1810 412 174 Rng 1060 287 130 Rng 1020 265 125
75% 1240 327 152 75% 1360 330 154 End 670 220 69 End 660 208 70
65% 1070 299 141 65% 1180 300 144
Rng 1020 291 138 Rng 980 268 131 -50 100% 1670 401 160 100% 1840 414 162
75% 1250 318 140 75% 1380 322 143
End 660 229 77 End 670 220 84

Rng 1100 290 130 65% 1190 290 134

0 100% 1670 406 172 100% 1840 416 173 65% 1090 289 129 Rng 1070 270 126
75% 1250 328 151 75% 1380 331 153 End 670 219 70 End 660 206 68
65% 1090 299 141 65% 1190 301 144
Rng 1060 295 139 Rng 1000 269 131
100 SERIES
Weight...................................................................................... 7255 pounds

End 660 227 75 End 670 217 78
2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS
TEMP °C
LBFT KTS LBFT KTS
PPH PPH
FUEL FUEL
40 100% 1130 310 152 100% 1240 311 154 TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
TEMP °C
PPH PPH
Conditions:
75% 840 262 127 75% 930 262 132

-10 100% 1670 403 172 100% 1840 414 173
65% 730 243 111 65% 800 243 119
75% 1250 323 151 75% 1380 326 153
End 660 231 84 End 680 223 92 65% 1090 293 141 65% 1190 295 144
30 100% 1270 333 160 100% 1400 336 161 Rng 1060 288 139 Rng 990 263 130
Rng 970 282 139 75% 1050 279 140 End 660 221 75 End 660 211 78
75% 950 279 137 Rng 990 270 136
-20 100% 1670 402 170 100% 1840 414 171
65% 830 257 124 65% 910 257 129
75% 1250 321 149 75% 1380 324 152
100 SERIES
End 650 228 84 End 670 221 92

Rng 1090 292 139 65% 1190 293 142
20 100% 1430 361 167 100% 1580 366 168 65% 1090 291 139 Rng 960 255 126
75% 1080 298 146 75% 1180 299 148 End 660 219 73 End 650 207 77
Rng 980 280 138 65% 1030 274 137
65% 930 273 134 Rng 1000 270 136 -30 100% 1670 401 167 100% 1840 414 169
End 660 226 81 End 670 218 90 75% 1250 319 147 75% 1380 323 150
65% 1090 289 136 65% 1190 291 140
10 100% 1580 387 173 100% 1740 395 173 Rng 970 270 127 Rng 950 251 123
75% 1190 315 151 75% 1300 317 153 End 660 217 70 End 650 205 74
65% 1030 287 140 65% 1130 288 143
Rng 990 281 137 Rng 950 260 130 -40 100% 1670 400 165 100% 1840 414 166
End 660 225 80 End 670 216 86 75% 1250 317 145 75% 1380 321 147
65% 1090 287 134 65% 1190 289 138
7 100% 1620 395 174 100% 1780 404 175 Rng 1010 275 129 Rng 990 256 125
75% 1220 319 152 75% 1340 322 154 End 660 215 70 End 660 204 73
65% 1050 291 142 65% 1160 292 144

Rng 1000 283 138 Rng 950 259 129 -50 100% 1670 400 162 100% 1840 414 164
75% 1250 315 142 75% 1380 319 145
End 660 224 79 End 670 216 86

65% 1090 285 132 65% 1190 287 136
0 100% 1670 404 174 100% 1840 415 175 Rng 1060 280 130 Rng 1030 261 126
75% 1250 324 153 75% 1380 327 155 End 670 214 69 End 660 202 70
65% 1090 295 143 65% 1190 297 145
Rng 1020 285 138 Rng 970 260 130
Weight...................................................................................... 7255 pounds
End 660 223 78 End 670 214 83
5 - 37
Section 5
Performance
Performance
2200 RPM 2000 RPM
5-38
FUEL FUEL
TRQ TAS TRQ TAS
TEMP °C
LBFT KTS LBFT KTS
Section 5
PPH PPH
FUEL FUEL
40 100% 1090 299 152 100% 1200 300 153 TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
TEMP °C
PPH PPH
Conditions:
75% 820 253 126 75% 900 253 130

-10 100% 1670 401 174 100% 1840 414 175

65% 710 235 109 65% 780 234 116
75% 1250 319 153 75% 1380 323 155
End 670 228 89 End 680 219 93
65% 1090 289 143 65% 1190 291 145

30 100% 1220 321 159 100% 1340 323 161 Rng 1020 278 138 Rng 960 254 130
Rng 950 275 139 75% 1010 269 139 End 660 217 78 End 670 208 83
75% 920 268 136 Rng 1000 267 138
65% 790 248 122 65% 870 248 127 -20 100% 1670 401 172 100% 1840 414 173
End 660 225 85 End 680 217 92 75% 1250 317 151 75% 1380 321 153
65% 1090 288 141 65% 1190 289 144
20 100% 1380 348 167 100% 1520 352 168 Rng 1050 282 139 Rng 940 249 126
75% 1040 287 144 75% 1140 288 147 End 660 215 75 End 660 204 78
Rng 970 276 139 65% 990 263 136
65% 900 263 132 Rng 970 261 135 -30 100% 1670 400 170 100% 1840 414 171
End 650 221 84 End 670 214 92 75% 1250 316 149 75% 1380 320 151
65% 1090 286 139 65% 1190 288 142
10 100% 1520 374 172 100% 1680 381 173 Rng 940 260 127 Rng 960 249 126
75% 1140 303 150 75% 1260 305 152 End 660 213 72 End 650 201 77
65% 990 277 139 65% 1090 278 142
Rng 950 270 136 Rng 980 260 134 -40 100% 1670 399 167 100% 1840 414 169
End 650 220 83 End 670 212 90 75% 1250 314 147 75% 1380 318 149
65% 1090 284 136 65% 1190 286 140
5 100% 1590 386 174 100% 1750 396 175 Rng 980 265 128 Rng 960 247 124
75% 1190 311 153 75% 1310 314 155 End 660 211 70 End 650 199 75
65% 1030 284 142 65% 1140 285 145
Rng 970 273 137 Rng 940 254 130 -50 100% 1670 399 164 100% 1840 415 166
75% 1250 312 144 75% 1380 317 147
End 660 219 81 End 670 211 88

65% 1090 282 134 65% 1190 284 138

0 100% 1660 400 176 100% 1830 412 177 Rng 1020 271 129 Rng 990 250 124
75% 1250 320 155 75% 1370 323 157 End 660 209 69 End 660 198 72
65% 1080 290 144 65% 1190 292 147
Rng 980 273 136 Rng 940 252 129
100 SERIES
Weight...................................................................................... 7255 pounds

End 660 218 80 End 670 210 86
2200 RPM 2000 RPM 2200 RPM 2000 RPM
FUEL FUEL FUEL FUEL
TEMP °C
TEMP °C
LBFT KTS LBFT KTS LBFT KTS LBFT KTS
PPH PPH PPH PPH
30 100% 1170 308 158 100% 1290 311 159 -10 100% 1670 400 177 100% 1840 414 177
Conditions:

Rng 980 274 143 Rng 1010 265 141 75% 1250 316 156 75% 1380 320 157
75% 880 258 134 75% 970 258 137 65% 1090 286 145 65% 1190 288 147
65% 760 238 119 65% 840 238 125 Rng 980 267 136 Rng 940 246 129
End 670 221 89 End 680 213 94 End 660 212 80 End 670 204 86
20 100% 1330 334 166 100% 1460 339 167 -20 100% 1670 400 174 100% 1840 414 175
75% 1000 276 143 75% 1090 277 145 75% 1250 314 153 75% 1380 319 155
Rng 950 269 140 Rng 960 255 135 65% 1090 284 143 65% 1190 286 145
100 SERIES
65% 860 253 130 65% 950 253 134 Rng 1020 273 138 Rng 960 248 130
End 660 218 86 End 680 211 92 End 660 211 78 End 660 202 82
10 100% 1470 360 171 100% 1620 367 172 -30 100% 1670 399 172 100% 1840 415 173
75% 1100 292 149 75% 1210 294 152 75% 1250 313 151 75% 1380 317 153
Rng 960 267 138 65% 1050 268 141 65% 1090 282 141 65% 1190 285 143
65% 950 267 138 Rng 970 255 135 Rng 910 252 126 Rng 940 243 126
End 650 215 84 End 670 208 92 End 660 209 76 End 660 198 79
3 100% 1560 377 174 100% 1720 387 175 -40 100% 1670 399 169 100% 1840 416 171
75% 1170 303 153 75% 1290 306 155 75% 1250 311 149 75% 1380 316 151
65% 1010 276 142 65% 1120 277 144 65% 1090 280 138 65% 1190 283 142
Rng 940 263 135 Rng 950 251 132 Rng 950 256 127 Rng 920 237 122
End 650 214 83 End 670 207 91 End 660 207 72 End 650 195 77
0 100% 1600 386 176 100% 1760 397 177 -50 100% 1670 399 167 100% 1840 417 168
75% 1200 308 154 75% 1320 311 156 75% 1250 309 146 75% 1380 315 149
65% 1040 280 143 65% 1140 281 146 65% 1090 278 136 65% 1190 281 139
Rng 950 264 136 Rng 940 248 130 Rng 990 261 129 Rng 960 241 124
End 650 214 83 End 670 206 90 End 660 205 70 End 650 193 75
Weight...................................................................................... 7255 pounds
5-39
Section 5
Performance
Performance
5 - 40
2200 RPM 2000 RPM 2200 RPM 2000 RPM
FUEL FUEL FUEL FUEL
Section 5
TEMP °C
TEMP °C
PPH PPH PPH PPH
30 100% 1130 296 157 100% 1240 298 158 -10 100% 1650 396 178 100% 1820 411 179
Conditions:
Rng 930 263 141 Rng 970 255 139 75% 1240 310 157 75% 1370 315 159
75% 850 248 132 75% 930 248 135 65% 1080 281 146 65% 1180 283 148
65% 730 229 116 65% 810 229 122 Rng 950 258 136 Rng 910 238 128

End 670 218 92 End 690 210 95 End 650 208 83 End 670 200 90
20 100% 1270 321 165 100% 1400 325 166 -20 100% 1670 399 176 100% 1840 415 177
Rng 960 266 142 75% 1050 266 144 75% 1250 311 155 75% 1380 316 157
75% 960 265 142 Rng 980 255 139 65% 1090 281 145 65% 1190 283 147
65% 830 243 128 65% 910 243 132 Rng 980 261 136 Rng 920 238 128
End 660 215 88 End 680 208 94 End 650 207 81 End 670 198 85
10 100% 1410 346 171 100% 1550 353 172 -30 100% 1670 399 174 100% 1840 416 175
75% 1060 281 148 75% 1170 283 150 75% 1250 310 153 75% 1380 315 155
Rng 940 261 139 65% 1010 258 139 65% 1090 279 142 65% 1190 282 145
65% 920 257 136 Rng 950 247 134 Rng 1020 267 138 Rng 920 237 126
End 660 212 87 End 680 205 92 End 660 205 78 End 660 196 80
1 100% 1530 368 175 100% 1680 378 175 -40 100% 1670 399 172 100% 1840 417 173
75% 1140 295 153 75% 1260 298 155 75% 1250 308 151 75% 1380 314 153
65% 990 268 141 65% 1090 269 144 65% 1090 277 140 65% 1190 280 143
Rng 920 256 135 Rng 960 248 134 Rng 920 248 127 Rng 930 235 125
End 650 209 85 End 670 203 92 End 660 203 75 End 650 192 79
0 100% 1540 371 175 100% 1690 382 176 -50 100% 1670 400 169 100% 1840 419 170
75% 1160 296 153 75% 1270 299 155 75% 1250 307 149 75% 1380 313 151
65% 1000 269 142 65% 1100 271 145 65% 1090 275 138 65% 1190 279 141
Rng 920 255 135 Rng 950 246 133 Rng 950 250 127 Rng 930 233 123
End 650 209 85 End 670 203 92 End 660 201 72 End 650 189 77
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM 2200 RPM 2000 RPM
FUEL FUEL FUEL FUEL
TEMP °C
TEMP °C
PPH PPH PPH PPH
30 100% 1080 284 155 100% 1190 286 157 -10 100% 1590 381 178 100% 1750 395 178
Conditions:

Rng 910 254 140 Rng 970 251 140 75% 1200 299 156 75% 1310 303 158
75% 810 238 129 75% 890 238 132 65% 1040 270 145 65% 1140 272 147
65% 700 220 111 65% 770 220 118 Rng 910 248 134 Rng 920 236 131
End 670 214 96 End 690 207 94 End 650 203 85 End 670 197 92
20 100% 1220 308 163 100% 1340 312 164 -20 100% 1670 399 179 100% 1840 417 180
Rng 930 257 141 75% 1010 255 142 75% 1250 309 158 75% 1380 314 159
75% 910 254 140 Rng 970 249 139 65% 1090 277 147 65% 1190 280 149
100 SERIES
65% 790 233 125 65% 870 234 130 Rng 950 253 136 Rng 890 230 127
End 670 212 92 End 690 205 95 End 650 202 84 End 670 195 89
10 100% 1360 332 170 100% 1490 339 171 -30 100% 1670 399 176 100% 1840 419 177
75% 1020 270 147 75% 1120 272 149 75% 1250 307 155 75% 1380 313 157
Rng 920 254 139 65% 970 247 138 65% 1090 276 145 65% 1190 279 147
65% 880 247 135 Rng 960 246 137 Rng 970 256 136 Rng 920 233 128
End 660 209 89 End 680 202 94 End 650 201 81 End 660 193 84
0 100% 1480 357 174 100% 1630 367 175 -40 100% 1670 400 174 100% 1840 420 175
75% 1110 285 152 75% 1220 288 154 75% 1250 306 153 75% 1380 313 155
65% 960 259 141 65% 1060 260 143 65% 1090 274 142 65% 1190 278 145
Rng 940 255 139 Rng 930 240 133 Rng 880 237 125 Rng 920 231 126
End 650 206 87 End 680 200 93 End 660 200 78 End 660 190 79
-1 100% 1490 358 175 100% 1640 369 175 -50 100% 1670 401 171 100% 1840 422 173
75% 1120 286 153 75% 1230 289 154 75% 1250 305 151 75% 1380 312 153
65% 970 260 141 65% 1060 261 144 65% 1090 273 140 65% 1190 276 143
Rng 930 253 137 Rng 930 240 133 Rng 910 242 126 Rng 890 224 121
End 650 206 87 End 680 199 92 End 660 198 74 End 650 186 79
Weight...................................................................................... 7255 pounds
5 - 41
Section 5
Performance
Performance
5 - 42
2200 RPM 2000 RPM 2200 RPM 2000 RPM
FUEL FUEL FUEL FUEL
Section 5
TEMP °C
TEMP °C
PPH PPH PPH PPH
30 100% 1030 272 153 100% 1130 274 155 -10 100% 1530 366 177 100% 1690 380 178
Conditions:
Rng 920 253 143 Rng 970 247 142 75% 1150 288 155 75% 1260 292 157
75% 770 228 126 75% 850 228 129 65% 1000 260 144 65% 1100 262 146
End 670 211 99 65% 740 211 112 Rng 900 244 135 Rng 920 233 132

End 700 205 95 End 650 201 87 End 670 194 93
20 100% 1170 295 162 100% 1280 299 163 -20 100% 1620 388 179 100% 1790 407 180
Rng 910 249 141 75% 960 244 140 75% 1220 299 158 75% 1340 305 159
75% 870 244 137 Rng 960 244 139 65% 1060 269 146 65% 1160 272 149
65% 760 224 122 65% 830 224 127 Rng 910 242 134 Rng 890 227 128
End 670 208 97 End 690 202 94 End 640 198 86 End 670 192 91
10 100% 1300 319 168 100% 1430 325 169 -30 100% 1670 401 178 100% 1840 422 179
75% 970 259 145 75% 1070 261 147 75% 1250 305 157 75% 1380 312 159
Rng 920 250 140 Rng 960 242 138 65% 1090 273 147 65% 1190 277 149
65% 840 237 132 65% 930 238 135 Rng 940 247 136 Rng 890 225 127
End 660 206 91 End 690 199 95 End 650 197 84 End 660 189 88
0 100% 1420 342 173 100% 1560 352 174 -40 100% 1670 402 176 100% 1840 424 177
75% 1060 273 151 75% 1170 276 153 75% 1250 304 155 75% 1380 311 157
Rng 920 249 139 65% 1010 250 142 65% 1090 271 144 65% 1190 275 147
65% 920 249 139 Rng 920 234 133 Rng 900 237 129 Rng 910 226 126
End 660 204 87 End 680 197 94 End 650 196 81 End 660 187 83
-3 100% 1450 349 174 100% 1600 359 175 -50 100% 1670 403 174 100% 1840 426 175
75% 1090 277 152 75% 1200 280 154 75% 1250 303 153 75% 1380 311 155
65% 940 252 140 65% 1040 253 143 65% 1090 270 142 65% 1190 274 145
Rng 920 248 138 Rng 920 233 133 Rng 890 234 126 Rng 880 221 123
End 660 203 87 End 680 196 94 End 660 194 77 End 650 184 79
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM
2200 RPM 2000 RPM
FUEL FUEL
FUEL FUEL TRQ TAS TRQ TAS
TRQ TAS TRQ TAS PWR FLOW PWR FLOW
TEMP °C
PWR FLOW PWR FLOW LBFT KTS LBFT KTS
TEMP °C
LBFT KTS LBFT KTS PPH PPH
PPH PPH
-10 100% 1470 352 176 100% 1620 365 177
30 100% 980 260 151 100% 1080 262 152
Conditions:

75% 1100 276 154 75% 1210 280 156
Rng 930 251 146 Rng 960 242 142
65% 960 250 142 65% 1050 252 145
75% 740 218 121 75% 810 219 125
Rng 910 242 138 Rng 890 225 131
End 680 208 101 End 710 203 96
End 660 198 88 End 680 192 94
20 100% 1110 282 160 100% 1220 285 161
-20 100% 1560 374 178 100% 1720 391 179
Rng 890 243 141 Rng 960 240 141
75% 1170 288 157 75% 1290 294 158
75% 830 233 134 75% 920 234 137
65% 1020 259 145 65% 1120 262 148
100 SERIES
65% 720 214 117 65% 800 214 122

Rng 880 234 133 Rng 910 226 131
End 670 205 98 End 700 200 95
End 650 195 87 End 670 189 93
10 100% 1240 305 167 100% 1370 311 168
-30 100% 1640 395 179 100% 1810 417 181
75% 930 248 143 75% 1030 250 145
75% 1230 299 158 75% 1360 306 160
Rng 890 242 140 Rng 930 235 137
65% 1070 267 147 65% 1170 271 150
65% 810 227 129 65% 890 228 133
Rng 900 237 134 Rng 880 220 127
End 670 203 96 End 690 197 94
End 640 193 86 End 670 187 90
0 100% 1360 328 172 100% 1490 337 173
-40 100% 1670 404 178 100% 1840 429 179
75% 1020 262 149 75% 1120 265 151
75% 1250 302 157 75% 1380 311 159
Rng 910 243 139 65% 970 240 140
65% 1090 269 146 65% 1190 274 149
65% 880 238 137 Rng 940 235 137
Rng 940 243 135 Rng 890 220 127
End 660 201 92 End 690 194 94
End 650 192 83 End 660 184 87

-5 100% 1410 339 174 100% 1550 350 175
-50 100% 1670 405 176 100% 1840 432 177
75% 1060 269 152 75% 1170 272 153
75% 1250 301 155 75% 1380 310 157
CRUISE PERFORMANCE (Pressure Altitude 10,000 FT)
65% 920 244 140 65% 1010 245 142

65% 1090 268 144 65% 1190 273 147
Rng 920 243 139 Rng 910 229 134
Rng 850 224 124 Rng 900 221 126
End 660 200 90 End 680 193 94
End 650 191 81 End 660 182 82
Weight...................................................................................... 7255 pounds
5- 43
Section 5
Performance
Performance
5-44
2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS
Section 5
PWR FLOW PWR FLOW
TEMP °C
LBFT KTS LBFT KTS 2200 RPM 2000 RPM
PPH PPH
20 100% 1070 271 159 100% 1180 275 160 FUEL FUEL
TRQ TAS TRQ TAS
Conditions:
PWR FLOW PWR FLOW
TEMP °C
PPH PPH
75% 800 224 131 75% 880 225 134
65% 700 206 111 65% 770 206 118 -20 100% 1510 360 178 100% 1660 377 179

End 680 203 100 End 710 198 97 75% 1130 278 156 75% 1240 283 158
65% 980 249 144 65% 1080 252 147
10 100% 1200 294 166 100% 1320 300 167 Rng 880 231 135 Rng 890 221 131
75% 900 239 141 75% 990 241 144 End 650 193 88 End 680 187 94
Rng 880 236 140 Rng 930 232 139
65% 780 218 127 65% 860 219 130 -30 100% 1590 382 179 100% 1740 403 180
End 670 200 97 End 700 195 95 75% 1190 288 158 75% 1310 296 159
65% 1030 257 146 65% 1130 261 149
0 100% 1310 315 171 100% 1440 324 172 Rng 880 230 133 Rng 880 217 129
75% 980 252 148 75% 1080 255 150 End 650 190 87 End 670 184 91
Rng 890 237 140 65% 930 231 138
65% 850 229 135 Rng 920 228 136 -40 100% 1660 403 180 100% 1820 429 181
End 660 198 96 End 690 192 94 75% 1240 298 159 75% 1370 308 160
65% 1080 265 148 65% 1180 270 150
-7 100% 1380 331 174 100% 1520 343 175 Rng 900 233 134 Rng 870 214 126
75% 1040 262 151 75% 1140 265 153 End 640 188 86 End 670 182 88
Rng 900 237 139 65% 990 239 142
65% 900 237 139 Rng 920 228 136 -50 100% 1670 409 178 100% 1840 438 179
End 660 196 92 End 690 190 94 75% 1250 300 157 75% 1380 310 159
65% 1090 265 146 65% 1190 271 149
-10 100% 1420 339 176 100% 1560 352 176 Rng 870 224 127 Rng 890 216 126
75% 1060 266 153 75% 1170 270 155

End 650 187 83 End 660 179 85

65% 920 240 141 65% 1010 242 143
Rng 900 236 138 Rng 910 225 134
End 660 196 90 End 690 189 94
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
TEMP °C
LBFT KTS LBFT KTS 2200 RPM 2000 RPM
PPH PPH
20 100% 1030 261 157 100% 1130 264 158 FUEL FUEL
TRQ TAS TRQ TAS
Conditions:
PWR FLOW PWR FLOW

TEMP °C
PPH PPH
75% 770 216 128 75% 850 216 131
End 680 200 102 65% 740 198 110 -20 100% 1450 347 177 100% 1600 364 178
End 720 196 99 75% 1090 267 155 75% 1200 273 157
65% 940 240 143 65% 1040 243 145
10 100% 1150 282 165 100% 1260 288 166 Rng 900 231 138 Rng 880 216 131
Rng 890 235 143 75% 950 231 141
End 660 190 89 End 680 184 94
75% 860 230 139 Rng 940 229 140
100 SERIES
65% 750 210 123 65% 820 211 127 -30 100% 1530 368 179 100% 1680 389 180
End 680 198 99 End 710 193 97 75% 1150 278 157 75% 1260 285 159
65% 990 248 145 65% 1090 252 148
0 100% 1260 303 170 100% 1380 312 171 Rng 850 223 132 Rng 880 214 130
75% 940 243 146 75% 1040 245 148 End 650 188 87 End 680 182 93
Rng 870 230 139 Rng 920 225 138
65% 820 220 132 65% 900 222 135 -40 100% 1600 389 179 100% 1760 415 181
End 670 195 98 End 700 190 95 75% 1200 288 158 75% 1320 297 160
65% 1040 255 147 65% 1140 260 149
-9 100% 1350 323 174 100% 1490 335 175 Rng 880 225 133 Rng 870 211 127
75% 1010 254 151 75% 1120 258 153 End 650 185 87 End 670 179 90
Rng 880 231 139 65% 970 232 141
65% 880 230 138 Rng 910 222 135 -50 100% 1670 413 180 100% 1830 444 181
End 660 193 95 End 690 188 95 75% 1250 299 159 75% 1380 310 161
65% 1080 263 148 65% 1190 270 150
-10 100% 1360 326 175 100% 1500 339 175 Rng 900 228 133 Rng 870 209 126
75% 1020 256 152 75% 1130 260 153
End 640 183 86 End 660 177 88

65% 890 231 139 65% 980 233 142
Rng 880 231 139 Rng 920 224 136
End 660 193 95 End 690 187 95
Weight...................................................................................... 7255 pounds
5- 45
Section 5
Performance
Performance
5- 46
2200 RPM 2000 RPM
FUEL FUEL
Section 5
TRQ TAS TRQ TAS

TEMP °C
LBFT KTS LBFT KTS
PPH PPH
FUEL FUEL
20 100% 990 250 155 100% 1090 253 156 TRQ TAS TRQ TAS
Conditions:
PWR FLOW PWR FLOW
TEMP °C
LBFT KTS LBFT KTS
Rng 880 232 144 Rng 940 228 143 PPH PPH
75% 740 207 123 75% 810 208 127 -20 100% 1400 334 176 100% 1540 350 177

End 690 198 103 End 730 195 102 75% 1050 257 154 75% 1150 262 155
10 100% 1100 271 163 100% 1210 276 164 65% 910 231 141 65% 1000 234 144
Rng 890 232 144 Rng 940 227 142 Rng 880 226 139 Rng 890 216 134
75% 830 220 136 75% 910 222 139 End 660 188 93 End 690 183 95
65% 720 202 117 65% 790 202 122 -30 100% 1470 354 178 100% 1620 375 179
End 680 195 101 End 720 192 100 75% 1100 267 156 75% 1210 274 158
0 100% 1210 291 169 100% 1330 299 170 65% 960 239 144 65% 1050 242 146
75% 900 233 144 75% 990 235 146 Rng 860 221 135 Rng 860 208 129
Rng 870 227 140 Rng 920 223 139 End 660 186 89 End 680 180 94
65% 780 212 129 65% 860 213 132 -40 100% 1540 375 179 100% 1690 400 180
End 670 193 100 End 710 189 97 75% 1150 277 157 75% 1270 286 159
-10 100% 1310 314 174 100% 1440 325 174 65% 1000 246 146 65% 1100 251 148
75% 980 246 150 75% 1080 250 152 Rng 840 216 131 Rng 860 206 127
Rng 870 225 139 65% 940 224 139 End 650 183 87 End 680 177 93
65% 850 222 137 Rng 900 217 135 -50 100% 1610 399 180 100% 1770 430 181
End 670 190 96 End 700 185 95 75% 1210 289 158 75% 1330 299 160
-11 100% 1320 315 174 100% 1450 327 175 65% 1050 254 147 65% 1150 260 150
75% 990 247 150 75% 1090 251 152 Rng 870 221 132 Rng 850 205 126
Rng 870 225 139 65% 940 225 140 End 650 181 87 End 670 175 90
65% 860 223 137 Rng 900 217 135
End 670 190 96 End 700 185 95
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM
FUEL FUEL
TRQ TAS TRQ TAS
TEMP °C
LBFT KTS LBFT KTS
PPH PPH
FUEL FUEL
20 100% 950 240 153 100% 1040 243 154 TRQ TAS TRQ TAS
Conditions:
PWR FLOW PWR FLOW

TEMP °C
LBFT KTS LBFT KTS
Rng 910 233 148 Rng 930 224 143 PPH PPH
75% 710 199 115 75% 780 199 120 -20 100% 1340 321 175 100% 1470 336 176
End 690 196 104 End 750 194 104 75% 1010 247 152 75% 1110 252 154
10 100% 1060 259 161 100% 1160 264 162 65% 870 222 139 65% 960 224 142
Rng 860 223 142 Rng 930 222 142 Rng 860 219 138 Rng 880 211 134
75% 790 211 132 75% 870 213 135 End 670 186 95 End 700 181 95
100 SERIES
End 690 193 103 65% 750 194 114 -30 100% 1410 341 177 100% 1560 360 178
End 730 191 102 75% 1060 257 155 75% 1170 264 156
0 100% 1150 279 167 100% 1270 286 168 65% 920 229 142 65% 1010 233 145
Rng 880 226 143 75% 950 225 143 Rng 880 222 139 Rng 870 208 132
75% 870 223 141 Rng 910 219 139 End 660 183 93 End 690 178 95
65% 750 203 125 65% 830 204 129 -40 100% 1480 361 178 100% 1630 385 179
End 680 191 101 End 720 187 100 75% 1110 267 156 75% 1220 275 158
-10 100% 1260 301 173 100% 1380 312 173 65% 960 237 144 65% 1060 241 147
75% 940 236 148 75% 1040 240 150 Rng 840 214 132 Rng 860 204 129
Rng 860 221 139 Rng 900 215 137 End 660 181 89 End 680 176 94
65% 820 213 134 65% 900 215 137 -50 100% 1550 385 179 100% 1710 415 180
End 670 188 98 End 710 184 97
75% 1160 278 158 75% 1280 289 159

-13 100% 1280 306 173 100% 1410 318 174 65% 1010 245 146 65% 1110 251 149
75% 960 239 149 75% 1060 243 151 Rng 840 212 131 Rng 840 201 126
Rng 860 220 139 65% 920 218 138 End 650 179 87 End 680 173 92
65% 830 216 136 Rng 900 214 136
End 670 188 98 End 710 183 97
Weight...................................................................................... 7255 pounds
5 - 47
Section 5
Performance
Performance
5- 48
2200 RPM 2000 RPM
Section 5
FUEL FUEL 2200 RPM 2000 RPM

TRQ TAS TRQ TAS
PWR FLOW PWR FLOW FUEL FUEL
TEMP °C
LBFT KTS LBFT KTS TRQ TAS TRQ TAS
PPH PPH
Conditions:
PWR FLOW PWR FLOW
TEMP °C
LBFT KTS LBFT KTS
20 100% 900 230 149 100% 990 232 151 PPH PPH
Rng 890 226 147 Rng 940 222 145 -20 100% 1290 307 174 100% 1410 322 175

End 700 194 105 End 760 193 107 75% 960 237 150 75% 1060 241 152
10 100% 1010 248 159 100% 1110 253 160 Rng 860 217 139 65% 920 215 139
Rng 880 225 146 Rng 920 219 142 65% 840 213 136 Rng 890 210 136
75% 760 202 127 75% 830 203 130 End 670 184 98 End 710 180 97
End 690 192 104 End 750 190 105 -30 100% 1360 327 176 100% 1490 346 177
0 100% 1100 267 165 100% 1210 274 166 75% 1020 247 153 75% 1120 253 155
Rng 860 220 142 Rng 930 219 142 65% 880 220 140 65% 970 224 143
75% 830 214 138 75% 910 216 140 Rng 850 214 137 Rng 870 206 133
65% 720 194 118 65% 790 195 123 End 670 181 95 End 700 177 95
End 690 189 104 End 730 186 102 -40 100% 1420 347 178 100% 1570 370 179
-10 100% 1210 288 171 100% 1330 299 172 75% 1070 257 155 75% 1170 265 157
75% 900 226 146 75% 990 230 147 65% 930 227 143 65% 1020 232 145
Rng 860 218 141 Rng 900 213 138 Rng 850 213 135 Rng 840 199 128
65% 780 205 131 65% 860 206 133 End 660 179 93 End 690 174 94
End 680 186 102 End 720 183 100 -50 100% 1490 371 179 100% 1640 400 180
-15 100% 1240 297 173 100% 1370 309 173 75% 1120 268 157 75% 1230 278 159
75% 930 231 148 75% 1030 235 150 65% 970 235 145 65% 1070 241 147
Rng 850 217 140 Rng 900 212 137 Rng 810 204 129 Rng 840 199 127
65% 810 208 134 65% 890 210 136 End 660 177 89 End 680 171 94
End 680 185 99 End 720 182 99
100 SERIES
Weight...................................................................................... 7255 pounds

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 960 238 156 100% 1060 242 157
Rng 890 223 148 Rng 930 217 144
75% 720 194 119 75% 790 195 123
End 700 190 105 End 760 189 108
0 100% 1060 255 163 100% 1160 262 164
Rng 860 217 144 Rng 920 216 142
75% 790 205 134 75% 870 207 136
End 690 188 104 65% 760 187 113
End 750 186 106
-10 100% 1160 276 170 100% 1270 287 170
75% 870 217 143 75% 950 220 145
Rng 850 214 141 Rng 910 212 140
65% 750 196 126 65% 830 198 129
End 690 185 104 End 730 183 102
-17 100% 1210 288 172 100% 1330 301 173
75% 910 224 146 75% 1000 228 148
Rng 840 212 139 Rng 890 207 137
65% 780 201 131 65% 860 204 134
End 680 183 101 End 730 180 101
Performance
-20 100% 1230 295 173 100% 1360 309 174
75% 920 227 148 75% 1020 232 150
Rng 850 213 140 Rng 890 208 137
65% 800 204 133 65% 880 206 136
End 680 182 100 End 720 179 100
-30 100% 1300 314 175 100% 1430 332 176
75% 980 237 151 75% 1080 243 153
Rng 850 212 138 65% 930 215 140
65% 850 211 138 Rng 870 203 133
End 670 180 98 End 710 176 97
-40 100% 1370 333 177 100% 1500 356 178
75% 1030 246 154 75% 1130 254 155
65% 890 218 141 65% 980 223 143
Rng 850 210 136 Rng 860 201 132
End 670 177 95 End 700 173 95
-50 100% 1430 356 178 100% 1580 384 179
75% 1080 257 156 75% 1180 267 157
65% 930 226 143 65% 1030 232 146
Rng 820 204 131 Rng 820 193 126
End 660 175 93 End 690 170 94

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 920 227 153 100% 1010 231 154
Rng 880 219 148 Rng 920 214 144
End 710 189 107 End 770 189 110
0 100% 1010 244 161 100% 1110 251 162
Rng 880 218 147 Rng 920 212 143
75% 760 196 128 75% 830 198 131
End 700 187 105 End 760 186 108
-10 100% 1110 264 168 100% 1220 274 168
Rng 840 210 141 75% 910 211 141
75% 830 208 140 Rng 910 211 141
65% 720 188 119 65% 790 189 123
End 690 184 104 End 750 182 106
-19 100% 1170 280 171 100% 1290 292 172
75% 880 216 145 75% 970 220 146
Rng 840 209 140 Rng 890 206 138
65% 760 195 128 65% 840 197 131
End 690 181 103 End 740 179 103
-20 100% 1180 282 171 100% 1300 295 172
Performance
75% 890 218 145 75% 970 222 147

Rng 840 209 140 Rng 880 205 137
65% 770 196 129 65% 840 198 132
End 690 181 102 End 730 179 102
-30 100% 1250 300 174 100% 1370 318 175
75% 940 227 149 75% 1030 233 151
Rng 840 208 138 65% 890 206 137
65% 810 203 135 Rng 870 201 135
End 680 178 100 End 720 176 100
-40 100% 1310 319 175 100% 1440 341 177
75% 980 236 152 75% 1080 244 154
65% 850 209 139 65% 940 213 141
Rng 820 203 134 Rng 850 198 132
End 670 176 98 End 710 173 97
-50 100% 1380 342 177 100% 1510 369 178
75% 1030 247 154 75% 1140 256 156
65% 890 217 141 65% 980 222 144
Rng 830 203 134 Rng 830 192 128
End 660 174 96 End 700 170 95

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 870 216 149 100% 960 220 150
End 720 189 111 Rng 930 214 145
End 790 189 111
0 100% 960 233 158 100% 1060 239 159
Rng 870 214 147 Rng 910 210 143
75% 720 187 117 75% 790 189 121
End 710 186 107 End 770 186 110
-10 100% 1060 252 165 100% 1160 262 166
Rng 860 213 146 Rng 910 208 142
75% 790 199 135 75% 870 202 137
End 700 183 105 End 760 182 108
-20 100% 1130 270 169 100% 1240 282 170
75% 850 208 142 75% 930 212 144
Rng 820 203 139 Rng 900 206 140
65% 730 187 123 65% 810 189 127
End 690 180 105 End 750 179 106
-21 100% 1130 271 170 100% 1250 284 170
75% 850 209 142 75% 930 213 144
Performance
Rng 830 205 140 Rng 900 206 140
65% 740 188 124 65% 810 190 127
End 690 180 104 End 750 179 106
-30 100% 1190 287 172 100% 1310 303 173
75% 900 217 146 75% 990 223 148
Rng 830 204 139 Rng 860 199 135
65% 780 194 131 65% 850 197 134
End 690 178 103 End 730 176 103
-40 100% 1250 305 174 100% 1380 326 175
75% 940 226 149 75% 1030 233 151
Rng 830 203 137 65% 900 204 138
65% 820 200 135 Rng 860 197 133
End 680 175 100 End 720 172 100
-50 100% 1320 327 176 100% 1450 352 177
75% 990 236 152 75% 1090 245 154
65% 860 208 139 65% 940 213 142
Rng 820 200 134 Rng 840 193 130
End 670 173 98 End 710 169 97

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 830 206 143 100% 910 209 144
End 740 189 113 End 810 190 113
0 100% 920 222 154 100% 1010 228 155
Rng 870 213 149 Rng 920 210 144
End 730 186 111 End 790 186 111
-10 100% 1010 241 162 100% 1110 249 163
Rng 850 208 144 Rng 900 206 142
75% 750 190 128 75% 830 192 130
End 720 183 109 End 780 183 110
-20 100% 1080 257 167 100% 1180 269 168
Rng 840 204 142 Rng 910 206 142
75% 810 199 138 75% 890 203 139
End 700 180 105 65% 770 181 115
End 760 179 108
-23 100% 1090 261 168 100% 1200 274 169
Rng 830 203 141 75% 900 205 141
75% 820 201 139 Rng 890 203 140
65% 710 180 114 65% 780 183 120
Performance
End 700 179 105 End 760 178 108

-30 100% 1140 274 170 100% 1250 289 171
75% 850 207 143 75% 940 213 145
Rng 820 201 139 Rng 880 200 138
65% 740 185 125 65% 810 188 128
End 700 177 105 End 750 176 106
-40 100% 1200 291 172 100% 1320 310 173
75% 900 216 147 75% 990 223 149
Rng 830 202 139 65% 860 195 134
65% 780 192 131 Rng 850 194 133
End 690 174 104 End 730 173 102
-50 100% 1260 312 174 100% 1390 336 175
75% 940 226 150 75% 1040 234 152
65% 820 199 136 65% 900 204 138
Rng 810 197 134 Rng 840 191 131
End 680 172 102 End 720 169 100
5 - 52 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 790 195 134 100% 860 199 135
End 750 189 117 End 820 191 117
0 100% 870 211 149 100% 960 216 150
Rng 870 211 149 Rng 920 208 145
End 740 186 113 End 810 188 113
-10 100% 960 229 159 100% 1050 237 159
Rng 850 207 146 Rng 910 206 143
End 730 183 111 End 790 184 111
-20 100% 1020 245 164 100% 1130 256 165
Rng 830 202 142 Rng 900 204 142
75% 770 190 131 75% 840 193 133
End 720 180 109 End 780 180 110
-25 100% 1050 252 166 100% 1160 264 167
Rng 830 202 142 Rng 890 202 141
75% 790 193 135 75% 870 197 137
End 710 178 107 End 770 179 109
-30 100% 1090 261 168 100% 1190 275 169
Rng 820 198 139 75% 900 202 141
Performance
75% 810 198 139 Rng 880 200 139
End 710 177 105 65% 780 179 118
End 760 177 108
-40 100% 1140 277 170 100% 1260 295 171
75% 860 206 143 75% 940 212 145
Rng 820 199 139 Rng 860 195 135
65% 740 183 125 65% 820 186 128
End 700 174 105 End 750 173 106
-50 100% 1200 297 173 100% 1320 320 174
75% 900 215 147 75% 990 223 149
Rng 810 196 136 65% 860 194 134
65% 780 190 131 Rng 840 191 132
End 690 171 104 End 730 170 102

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
0 100% 830 202 144 100% 920 207 145
End 750 186 117 End 830 189 117
-10 100% 920 219 156 100% 1010 227 156
Rng 850 205 146 Rng 910 205 143
End 740 183 115 End 810 186 113
-20 100% 980 235 162 100% 1080 245 163
Rng 840 202 143 Rng 900 203 142
75% 740 182 122 75% 810 185 124
End 730 180 111 End 790 182 111
-27 100% 1020 245 165 100% 1120 258 165
Rng 830 199 142 Rng 900 202 142
75% 770 187 131 75% 840 191 133
End 720 178 110 End 780 179 111
-30 100% 1040 250 166 100% 1150 264 167
Rng 830 200 142 Rng 890 201 141
75% 780 190 134 75% 860 195 136
End 720 177 109 End 780 178 110
-40 100% 1100 267 169 100% 1210 284 170
Performance
75% 820 198 140 75% 910 204 142

Rng 820 197 139 Rng 870 195 136
65% 710 176 115 65% 780 179 121
End 710 174 105 End 760 174 108
-50 100% 1160 287 171 100% 1270 309 172
75% 870 207 145 75% 950 215 147
Rng 810 195 137 Rng 850 191 133
65% 750 183 127 65% 830 187 130
End 700 171 104 End 750 171 106

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
0 100% 800 193 135 100% 880 198 135
End 770 187 121 End 840 192 120
-10 100% 880 210 151 100% 960 217 151
Rng 860 207 149 Rng 920 207 145
End 750 184 117 End 830 188 117
-20 100% 940 225 159 100% 1040 235 159
Rng 840 202 145 Rng 900 203 142
End 740 181 115 End 810 184 114
-20 100% 940 225 159 100% 1040 235 159
Rng 840 202 145 Rng 900 203 142
End 740 181 115 End 810 184 114
-29 100% 990 238 163 100% 1090 251 164
Rng 830 199 143 Rng 890 201 141
75% 740 181 123 75% 820 185 126
End 730 178 112 End 800 181 112
-30 100% 1000 240 163 100% 1100 253 164
Rng 820 197 141 Rng 890 201 141
75% 750 182 126 75% 830 187 128
Performance
End 730 178 111 End 790 180 111
-40 100% 1050 256 167 100% 1160 273 168
Rng 810 195 139 Rng 880 198 139
75% 790 190 135 75% 870 196 137
End 720 175 109 End 780 176 110
-50 100% 1110 276 170 100% 1220 297 171
75% 830 200 142 75% 920 207 144
Rng 820 195 139 Rng 850 193 135
65% 720 176 120 65% 800 180 124
End 710 172 107 End 760 173 108

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
-10 100% 840 201 145 100% 920 207 145
End 770 186 121 End 850 191 120
-20 100% 900 216 155 100% 990 225 155
Rng 850 203 147 Rng 910 205 144
End 750 182 118 End 830 187 118
-30 100% 960 230 160 100% 1050 243 161
Rng 830 200 144 Rng 900 203 142
End 740 179 115 End 810 183 115
-31 100% 960 231 161 100% 1060 244 161
Rng 830 199 144 Rng 900 202 142
End 740 179 115 End 810 183 115
-40 100% 1010 245 164 100% 1110 261 165
Rng 810 194 139 Rng 880 199 139
75% 760 182 127 75% 830 188 130
End 730 176 111 End 790 179 111
-50 100% 1070 265 168 100% 1180 286 169
Rng 810 194 139 75% 880 199 139
75% 800 192 137 Rng 860 194 136
Performance
End 720 173 109 End 770 175 110

Section 5

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
-10 100% 800 191 133 100% 880 198 132
End 780 188 122 End 870 195 124
-20 100% 860 206 149 100% 950 215 150
Rng 860 205 148 Rng 920 209 145
End 770 185 122 End 850 191 122
-30 100% 920 220 156 100% 1010 232 157
Rng 840 201 145 Rng 900 204 143
End 760 182 118 End 830 187 118
-33 100% 930 223 158 100% 1020 236 159
Rng 830 199 143 Rng 900 203 142
End 750 181 117 End 830 186 117
-40 100% 970 235 161 100% 1060 250 162
Rng 820 196 141 Rng 890 202 141
End 740 178 115 End 810 183 115
-50 100% 1020 254 166 100% 1130 274 167
Rng 810 193 139 Rng 870 197 138
75% 770 184 130 75% 840 191 133
End 730 175 111 End 790 178 111
Performance
Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
-20 100% 820 196 140 100% 900 205 140
End 790 188 121 End 870 196 124
-30 100% 870 210 151 100% 960 221 151
Rng 840 202 146 Rng 910 206 143
End 770 185 120 End 850 192 122
-35 100% 900 216 154 100% 980 228 155
Rng 850 203 146 Rng 900 206 143
End 770 183 121 End 840 190 119
-40 100% 920 224 157 100% 1010 238 158
Rng 830 199 143 Rng 900 206 143
End 760 181 118 End 830 187 118
-50 100% 980 243 163 100% 1080 262 164
Rng 810 194 139 Rng 880 201 139
End 740 178 115 End 810 183 115

Section 5
5-19 MAXIMUM LANDING WEIGHTS

Conditions:
• Maximum Takeoff Power Available
• Flaps 35°
• Airspeed – 74 KIAS (VREF)
NOT E S:
landing weight.
NOT E : For temperatures below 15°C and altitudes below 9000 ft, the
landing weight limit is 6,690 lb.

Performance

Section 5

(°C) (°F) 9000 10000 11000 12000
6690
15 59 6690 6690 6690
6651
6690
17 63 6690 6690 6690
6515
6690
19 66 6690 6690 6690
6378
6690 6619
21 70 6690 6690
6639 6235
6690 6478
23 73 6690 6690
6492 6086
6690 6336
25 77 6690 6690
6343 5931
6690 6582 6189
27 81 6690
6590 6188 5770
6690 6432
29 84 6690 —
6434 6026
6690 6667
31 88 — —
6669 6271
6690
33 91 — — —
Performance
6503
Table 5-13 – Maximum Landing Weight

Section 5
5-20 RANGE AND ENDURANCE PROFILES

Conditions:
Weight...................................................................................... 7255 pounds
Propeller....................................................................................... 2000 RPM
Temperature.............................................................................................ISA
Winds.....................................................................................................Zero
Total Fuel......................................................................................... 320 GAL
Engine Inlet........................................................................................Normal
External Cargo Compartment................................................... Not Installed
Example:
Power................................................................................. Maximum Cruise
Takeoff Press Alt............................................................................. 2000 feet
Cruise Press Alt............................................................................ 10000 feet
Fuel to Climb: 49 pounds
Cruise Fuel Flow: 336 LB/HR
Endurance: 5.5 hours
Range: 946 NM
True Airspeed: 172 KTAS
NOTE S:
• Fuel Remaining for Cruise is equal to 2110 pounds usable, less fuel
required for climb from sea level at maximum climb power, less 153
pounds for 45 minutes IFR reserve fuel at Maximum Range Power
(ISA @10,000 ft PA), less fuel for descent to sea level, less 50 pounds
for fuel used prior to takeoff.
• Range and endurance values include descent to final destination
at approximately 140 KIAS above 16,000 feet and 160 KIAS below
Performance
16,000 feet.

Section 5
Maximum Cruise Power

Fuel Total
Press Climb Fuel Total
Remaining Airspeed Endurance Specific
Alt Fuel Flow Range
For Cruise (KTAS) (Hours) Range
(FT) (LB) (PPH) (NM)
(LB) (NM/LB)
SL 0 1907 169 420 4.5 767 0.40
2000 11 1896 170 404 4.7 798 0.42
4000 22 1885 171 387 4.9 833 0.44
6000 34 1873 172 370 5.1 871 0.46
8000 47 1860 172 354 5.3 904 0.49
10000 60 1847 172 336 5.5 946 0.51
12000 80 1827 172 321 5.7 979 0.54
14000 99 1808 171 304 5.9 1017 0.56
16000 123 1784 169 288 6.2 1047 0.59
18000 176 1731 168 273 6.3 1065 0.62
20000 230 1677 165 257 6.5 1077 0.64
Table 5-14 – Maximum Cruise Profile
Maximum Range Power

Fuel Total
Press Climb Fuel Total
Remaining Airspeed Endurance Specific
Alt Fuel Flow Range
For Cruise (KTAS) (Hours) Range
(FT) (LB) (PPH) (NM)
Performance
(LB) (NM/LB)
SL 0 1907 140 314 6.1 850 0.45
2000 11 1896 141 299 6.3 894 0.47
4000 22 1885 141 283 6.7 939 0.50
6000 34 1873 141 268 7.0 986 0.53
8000 47 1860 140 254 7.3 1025 0.55
10000 60 1847 139 238 7.8 1079 0.58
12000 80 1827 137 225 8.1 1113 0.61
14000 99 1808 136 214 8.4 1149 0.64
16000 123 1784 137 207 8.6 1181 0.66
18000 176 1731 141 207 8.4 1179 0.68
20000 230 1677 141 202 8.3 1171 0.70
Table 5-15 – Maximum Range Profile

Section 5
5-21 TIME, FUEL AND DISTANCE TO DESCEND

Conditions:
Weight...................................................................................... 7255 pounds
Flaps...........................................................................................................0°
Airspeed........................................................... 140 KIAS above 16,000 feet
160 KIAS below 16,000 feet
Power....................................................................Set for 800 FPM Descent
Propeller....................................................................................... 2200 RPM
NOTE : Distances provided are based on a zero wind condition.
Press DESCENT TO SEA LEVEL

Alt Time Fuel Distance
(FT) (MIN) (LB) (NM)
24000 30.0 118 76.6
22000 27.5 110 70.8
20000 25.0 102 65.0
18000 22.5 94 59.1
16000 20.0 86 53.3
14000 17.5 76 46.7
12000 15.0 65 40.0
10000 12.5 55 33.3
Performance
8000 10.0 45 26.7

6000 7.5 34 20
4000 5.0 23 13.3
2000 2.5 11 6.6
SL 0 0 0
Table 5-16 – Time, Fuel, and Distance to Descend
5 - 62 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 5
5-22 BALKED LANDINGS

BALKED LANDING RATE OF CLIMB
Conditions:
Power.........................................................................................Max Takeoff
Flaps............................................................................................ 35° (Down)
Climb Airspeed.................................................................................74 KIAS
Example:
Weight...................................................................................... 6690 pounds
Climb Gradient: 780 FT/MIN
NOT ES:
• For operation in air colder than provided in this table, use the coldest
charted data.
• This chart is based on a climb speed of 74 KIAS and Flaps at 35°.
However, significantly better performance may be achieved by
climbing at the Best Rate of Climb speeds with the flaps positioned at
20° or following the Go-Around / Balked Landing procedure outlined in
“Section 4.”
Performance
NO TE : Blue numbers indicate performance with Air Conditioning

Section 5

ALT SPEED ALT SPEED
890 663 1122 871
S.L. 74 1335 1301 1272 S.L. 74 1605 1572 1544
808 573 1030 771
1115 726 502 1373 944 696
2000 74 1304 1268 2000 74 1575 1540
1026 624 382 1274 830 563
944 562 1187 766
4000 74 1270 1237 — 4000 74 1542 1509 —
862 472 1095 665
1235 1075 780 396 1507 1333 1009 586
6000 74 — 6000 74 —
1227 987 681 288 1498 1236 899 466
1117 900 603 1380 1144 817
8000 74 — — 8000 74 — —
1053 820 517 1309 1054 721
944 719 423 1193 947 622
10000 74 — — 10000 74 — —
867 626 325 1107 844 513
765 532 240 998 744 424
12000 74 — — 12000 74 — —
693 447 147 919 650 320

ALT SPEED ALT SPEED
1542 1244 2127 1757
S.L. 74 2102 2069 2042 S.L. 74 2807 2773 2746
Performance
1431 1123 1989 1607

1844 1335 1041 2505 1876 1511
2000 74 2072 2037 2000 74 2776 2739
1725 1199 881 2356 1706 1311
1628 1129 2243 1625
4000 74 2039 2007 — 4000 74 2741 2709 —
1518 1008 2105 1475
2004 1804 1422 921 2705 2462 1993 1374
6000 74 — 6000 74 —
1994 1686 1289 777 2693 2316 1827 1194
1860 1584 1200 2532 2196 1723
8000 74 — — 8000 74 — —
1774 1476 1084 2425 2061 1579
1643 1356 973 2269 1919 1449
10000 74 — — 10000 74 — —
1539 1232 843 2140 1764 1286
1417 1121 745 1996 1634 1172
12000 74 — — 12000 74 — —
1322 1008 620 1876 1493 1017
Table 5-17 – Balked Landing Rate of Climb

Section 5
BALKED LANDING CLIMB GRADIENT

Conditions:
Flaps............................................................................................ 35° (Down)
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 6690 pounds
NOT ES:
• Balked Landing Climb Gradients shown represent the gain in altitude
for the horizontal distance traveled and is expressed as Feet per
Nautical Mile.
charted data.
• This chart is required data for aircraft certification. However,
significantly better performance may be achieved by climbing at the
Best Rate of Climb speeds with the flaps positioned at 20° or following
the Go-Around / Balked Landing procedure outlined in “Section 4.”
Performance


Section 5

ALT SPEED ALT SPEED
690 504 873 664
S.L. 74 1164 1090 1027 S.L. 74 1411 1327 1255
625 436 800 587
864 541 367 1070 705 510
2000 74 1094 1022 2000 74 1331 1250
794 465 280 990 620 412
703 403 887 550
4000 74 1025 959 — 4000 74 1253 1178 —
641 338 817 478
958 800 558 273 1176 997 724 405
6000 74 — 6000 74 —
952 734 487 199 1170 922 644 321
832 643 415 1033 820 563
8000 74 — — 8000 74 — —
783 585 355 978 755 496
675 493 279 856 651 411
10000 74 — — 10000 74 — —
619 429 215 793 579 339
524 350 152 686 491 269
12000 74 — — 12000 74 — —
475 294 93 631 428 203

ALT SPEED ALT SPEED
1210 954 1700 1365
S.L. 74 1885 1777 1686 S.L. 74 2617 2467 2341
Performance
1121 860 1582 1243

1455 1004 767 2026 1431 1123
2000 74 1783 1680 2000 74 2474 2332
1356 900 647 1893 1295 970
1228 815 1724 1185
4000 74 1684 1589 — 4000 74 2337 2209 —
1142 727 1610 1072
1587 1364 1027 639 2206 1904 1460 959
6000 74 — 6000 74 —
1579 1271 929 537 2194 1781 1333 830
1409 1145 830 1964 1614 1205
8000 74 — — 8000 74 — —
1341 1065 749 1873 1509 1100
1189 938 646 1671 1344 968
10000 74 — — 10000 74 — —
1111 850 559 1569 1230 857
980 742 474 1399 1092 750
12000 74 — — 12000 74 — —
913 666 394 1311 994 649
Table 5-18 – Balked Landing Climb Gradient

Section 5
5-23 OBSTACLE LANDING DISTANCE

(Max Weight 6690 LB Short Field)
Conditions:
Winds.....................................................................................................Zero
Runway............................................................................. Dry, Level, Paved
Flaps............................................................................................ 35° (FULL)
• Power for 3° descent to 50 foot obstacle, then gradual reduction to
IDLE at touchdown. BETA range (lever against spring) after touchdown.
Example:
Weight...................................................................................... 6690 pounds
Headwind...............................................................................................Zero
Obstacle Speed (Vref): 74 KIAS
Landing Ground Roll: 760 FT
Total Distance Over 50' Obstacle: 1551
NO TE S:
• Short field technique utilized as outlined in “Section 4” of this manual.
• Decrease distances 10% for each 14 knots headwind.
• For operation in tailwinds up to 10 knots, increase distances 10% for
each 2 knots.
• For operation on a hard, dry, grass runway, increase distances by
20% of the ground roll calculation.
• To land with the flaps up, increase approach speed by 22 KIAS and
Performance
allow for approximately 55% longer distances.
• Use of maximum reverse thrust after touchdown will reduce ground
roll by approximately 5%.
• For sloped runways (up to 3% slope), increase the distances by 27%
of the ground roll distance for each 1% of downslope. Decrease
distances by 9% of the ground roll distance for each 1% of upslope.
data for landing distances.
operating limits.

interpolating.

Performance
0°C 10°C 20°C 30°C 40°C 50°C

50' Press
5-68
WT Total Total Total Total Total Total
Speed Alt GRND GRND GRND GRND GRND GRND
(LB) Feet to Feet to Feet to Feet to Feet to Feet to
(KIAS) (FT) ROLL ROLL ROLL ROLL ROLL ROLL
Clear Clear Clear Clear Clear Clear
(FT) (FT) (FT) (FT) (FT) (FT)
Section 5
50' OBS 50' OBS 50' OBS 50' OBS 50’ OBS 50’ OBS
S.L. 668 1381 693 1413 717 1445 742 1478 766 1511 791 1544
1000 688 1428 713 1462 738 1497 763 1531 788 1566 814 1602
2000 708 1479 734 1515 760 1551 786 1588 812 1625 837 1662
3000 729 1531 755 1570 782 1608 809 1647 835 1687 862 1726

4000 750 1587 778 1628 805 1669 833 1710 860 1752 888 1794
5000 773 1646 801 1689 829 1733 858 1776 886 1821 — —
6690 74 6000 796 1708 825 1754 854 1800 883 1847 913 1894 — —
7000 820 1774 850 1823 880 1872 910 1921 940 1971 — —
8000 845 1844 876 1895 907 1947 938 2000 969 2053 — —
9000 871 1918 903 1972 935 2028 967 2083 999 2140 — —
10000 898 1996 931 2054 964 2113 997 2172 — — — —
11000 926 2079 960 2141 994 2203 1028 2266 — — — —
12000 955 2167 990 2233 1025 2299 1060 2365 — — — —
S.L. 520 1187 539 1212 558 1237 577 1263 596 1289 615 1315
1000 535 1225 554 1252 574 1279 593 1306 613 1334 633 1362
2000 550 1266 571 1294 591 1323 611 1352 631 1381 651 1410
3000 567 1308 587 1338 608 1369 629 1399 650 1431 670 1462
Table 5-19 – Obstacle Landing Distance

4000 583 1353 605 1385 626 1417 647 1450 669 1483 690 1517
5000 601 1401 623 1435 645 1469 667 1504 689 1539 — —
6000 70 6000 619 1451 642 1487 664 1523 687 1560 710 1598 — —
7000 638 1504 661 1542 684 1581 708 1620 731 1660 — —
8000 657 1560 681 1601 705 1642 729 1684 753 1726 — —
9000 677 1620 702 1663 727 1707 752 1751 776 1796 — —
10000 698 1683 724 1729 749 1775 775 1823 — — — —
11000 720 1750 746 1799 773 1848 799 1898 — — — —
100 SERIES
12000 743 1821 770 1873 797 1925 824 1979 — — — —
0°C 10°C 20°C 30°C 40°C 50°C
50' Press Total Total Total Total Total Total
WT GRND GRND GRND GRND GRND GRND
Speed Alt Feet to Feet to Feet to Feet to Feet to Feet to
(LB) ROLL ROLL ROLL ROLL ROLL ROLL
(KIAS) (FT) Clear Clear Clear Clear Clear Clear
50’ OBS 50’ OBS 50’ OBS 50’ OBS 50’ OBS 50’ OBS
S.L. 338 946 350 962 362 979 375 996 387 1013 400 1031
1000 348 973 360 990 373 1008 386 1026 398 1045 411 1063

2000 358 1001 371 1020 384 1039 397 1058 410 1078 423 1098
3000 368 1031 382 1051 395 1071 409 1092 422 1113 436 1134
4000 379 1063 393 1084 407 1106 421 1127 435 1150 449 1172
5000 390 1096 405 1119 419 1142 433 1165 448 1189 — —
5000 63 6000 402 1131 417 1155 432 1180 446 1205 461 1230 — —
7000 414 1168 430 1194 445 1220 460 1247 475 1274 — —
100 SERIES
8000 427 1208 443 1235 458 1263 474 1292 490 1320 — —
9000 440 1250 456 1279 472 1309 489 1339 505 1369 — —
10000 454 1294 470 1325 487 1357 504 1389 — — — —
11000 468 1341 485 1374 502 1408 519 1442 — — — —
12000 483 1391 500 1426 518 1462 536 1499 — — — —
S.L. 194 753 201 762 208 772 215 782 222 792 229 803
1000 200 771 207 781 214 791 221 802 229 813 236 824
2000 205 789 213 801 220 812 228 823 235 835 243 847
3000 211 809 219 821 227 833 235 846 242 858 250 871
4000 218 830 226 843 234 856 242 869 250 883 258 897
5000 224 852 232 866 241 880 249 894 257 909 — —
Table 5-19 (continued) – Obstacle Landing Distance

4000 56 6000 231 875 239 890 248 905 256 920 265 936 — —
7000 238 900 247 916 255 932 264 948 273 965 — —
8000 245 926 254 943 263 960 272 978 281 995 — —
9000 253 953 262 971 271 990 281 1009 290 1028 — —
10000 261 982 270 1002 280 1022 289 1042 — — — —
11000 269 1013 279 1034 288 1055 298 1077 — — — —
12000 277 1046 287 1069 297 1091 308 1114 — — — —
5-69
Section 5
Performance
Section 5

Performance
5 -7 0 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 6
100 SERIES WEIGHT AND BAL ANCE
SECTION 6
WEIGHT AND BALANCE
Table of Contents
CONTENTS PAGE
GENERAL..............................................................................................................6-3
AIRPLANE WEIGHING PROCEDURES...............................................................6-4
PREPARATION...................................................................................................6-4
LEVELING ..........................................................................................................6-4
WEIGHING..........................................................................................................6-4
MEASURING ......................................................................................................6-5
AIRPLANE WEIGHING FORM............................................................................6-6
WEIGHT AND BALANCE RECORD.....................................................................6-7
WEIGHT & BALANCE DETERMINATION FOR FLIGHT......................................6-8
CALCULATING WEIGHT AND BALANCE .........................................................6-8
PASSENGER AND CREW SEAT WEIGHT AND BALANCE............................6-10
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION A)................. 6-12
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION B)................ 6-14
WEIGHT AND BALANCE EXAMPLE FORM....................................................6-15
CABIN ZONE LOADING LIMITS.......................................................................6-17
FUEL WEIGHTS AND MOMENTS....................................................................6-18
CENTER OF GRAVITY LIMITS.........................................................................6-20
COMPREHENSIVE EQUIPMENT LIST...............................................................6-21
Weight & Bal.

Section 6
WEIGHT AND BAL ANCE 100 SERIES

Weight & Bal.

Section 6
6-1 GENERAL
This section of the Pilot’s Operating Handbook describes the procedure for
establishing the basic empty weight and moment of the airplane. Sample
weight and balance forms are provided for reference. Procedures for
calculating the loaded weight and moment of the aircraft are also included.
For a comprehensive list of installed equipment and specific information
regarding the weight, arm, moment, and installed equipment for this airplane,
as delivered from the factory, see the external document KODIAK 100
Installed Equipment List (AM905.0).
It is the responsibility of the pilot in command to ensure that the airplane is
loaded within the established limits set forth in this section.
Weight & Bal.

Section 6
6-2 AIRPLANE WEIGHING PROCEDURES

PREPARATION
1. Remove all snow, ice, or water from the airplane’s surfaces.
2. Inflate the tires to the recommended inflation pressures.
3. Drain all fuel from the aircraft by locking open the fuel reservoir and fuel
tank sump quick drain valves. Drain the firewall fuel filter and EPA cans.
4. Service the engine with oil to obtain a normal full indication, either MAX
HOT or MAX COLD, as appropriate, on the dipstick.
5. Move the pilot and copilot seats to their full forward position and the
passenger seats to their recommended locations, as outlined in the Seat
Track Marking Example.
6. Raise the flaps to the fully retracted position.
7. Place all control surfaces in their neutral position.
8. Verify equipment installations and locations in comparison to the equipment
list.
LEVELING
(Reference Airplane Weighing Form)
1. Place the aircraft wheels on top of weighing scales. The scales should
have a minimum capacity of 2000 pounds for the nose and 4000 pounds for
each main wheel. The main landing gear must be elevated approximately
2-1/2 inches higher than the nose gear, with small sheets of plywood
placed beneath the scales. This initial elevated position is to compensate
for the difference in waterline station between the main and nose gear, and
fine adjustments can be made from this position by releasing air from the
nose wheel tire.
2. Level longitudinally by placing a spirit level on the seat track, and laterally
Weight & Bal.
by placing a spirit level perpendicular to (across) the seat tracks.

3. Deflate the nose tire to properly center the bubble in the spirit level.
WEIGHING
1. Weigh the airplane in a closed hangar to prevent errors caused by air
currents.
2. With the airplane level, doors closed and the parking brake released,
record the weight shown on each scale. Deduct the tare weight, if any,
from each reading.

Section 6
MEASURING
(Reference Airplane Weighing Form)
1. Obtain measurement “A” by measuring horizontally along the airplane
centerline, from the mid point of a line stretched between the centers
of the main wheels to a plumb bob lowered from the forward side of the
firewall (FS 0.00). This measurement is dimension “A” and is normally
approximately 94 inches.
2. Obtain measurement “B” by measuring horizontally and parallel to the
airplane centerline from the center of the nose wheel axle, on the left side,
to the line stretched between the centers of the main wheels. Repeat
this process on the right side of the nose wheel axel and average the two
measurements. Subtract this averaged measurement from dimension
“A” to obtain the nose wheel weighing point arm. This will be a negative
number since the nose wheel is forward of the firewall datum point.
3. Determine and record the moment for the main and nose gear weighing
points, using the following formula:
Moment = Net Weight x Arm
4. Calculate and record the as-weighed weight and moment by totaling the
appropriate columns.
5. Determine and record the as-weighed Center or Gravity in inches aft of
datum, using the following formula:
C.G. = Total Moment ÷ Total Weight
6. To determine the Empty Weight C.G., add or subtract any items not
included in the as-weighed condition to determine the empty condition.
Application of the above C.G. formula with empty weight and moment
values will determine the Empty Weight C.G.
7. If the airplane was weighed with the oil drained, add the (negative number)
correction for engine oil. Add the correction for undrainable fuel (1.0 lb at
FS 83.4) to determine the Basic Empty Weight and Moment. Calculate and
Weight & Bal.

record the Basic Empty Weight C.G. by applying the above C.G. formula.
8. Record the new weight and C.G. values on the Weight and Balance
Record.
9. The above procedure determines the airplane Basic Empty Weight,
Moment and Center of Gravity, expressed in inches aft of datum. The
Center of Gravity location can also be expressed as a percentage of the
airplane’s Mean Aerodynamic Cord (MAC), using the following formula:
C.G. (%MAC) = 100 x (C.G. Inches – LEMAC) ÷ MAC
• LEMAC = 54.8073
• MAC = 64.919

Section 6
AIRPLANE WEIGHING FORM
DATA
A= B= A-B=
CG = Total Moment ÷ Total Weight
WEIGHING EQUIPMENT
Scale Number: Cal Due Date:
SCALE READING
Position Weight (lb) Arm Moment
Weight & Bal.
Left Main
Right Main
Nose
Total As Weighed:
Adjustments (+/-): Weight (lb) Arm Moment
Totals:
Empty Weight:
(Including Undrainable Fluids
and Full Oil)
Plus Drainable Unusable Fuel:
Basic Empty Weight:
Table 6-1 – Airplane Weighing Form

Section 6
6-3 WEIGHT AND BALANCE RECORD

Use this form to maintain a continuous history of changes and modifications to
the airplane’s structure or equipment installations which may affect the weight
and balance.
Registration No. Serial No. Page of
Running Basic
Item No. Added (+) or Removed (-)
Description of Item Empty Weight
Date
or Modification Wt. Arm Wt.
In Out Mom./1000 Mom./1000
(LB) (In.) (LB)
As Delivered
Weight & Bal.
Table 6-2 – Weight and Balance Record

Section 6
6-4 WEIGHT & BALANCE DETERMINATION FOR FLIGHT

It is the responsibility of the pilot in command to ensure the airplane is
properly loaded and operated within the prescribed weight and center of
gravity limits. The following information is provided to assist the pilot in
calculating the total weight and moment for the aircraft as it is loaded. The
calculated weight and moment is then compared to the Moment Limits chart
or table to determine if the aircraft is loaded within its operating limits.
CALCULATING WEIGHT AND BALANCE

(Reference Weight and Balance Example Form)
Airplane loading calculations are performed using the Weight and Balance
Loading Form, the Fuel Weights and Moments and the Weight and Moment
Limits.
1. Basic Empty Weight – Enter the current basic empty weight and
moment/1000 from the Weight and Balance Record.
2. Fuel Loading – Enter the weight and moment of the usable fuel loaded in
the aircraft from the Fuel Weights and Moments chart.
NOT E : The Electric Fuel Quantity Indicators provide advisory information

only, and fuel quantity must be verified by the pilot as part of the preflight
checks. The under-wing magnetic gauge provides accurate measurement
for fuel levels below 500 lb. To measure fuel levels greater than 500 lb,
a qualified calibrated fuel pipette inserted through the outboard filler port
is one means of providing accurate indication of the fuel onboard. For
information on calibrated fuel pipettes, contact Quest Aircraft Company.
Refer to “Section 7” of this manual for further details.
3. Pilot and Front Seat Occupants – Enter the total weight and
moment/1000 for personnel occupying the front seats.
4. Aft Passenger Seat Occupants – Enter the individual weight and
moments/1000 for each occupied aft passenger seat.
Weight & Bal.
5. Baggage / Cargo – Enter the weight and moment/1000 for the baggage
and cargo.
6. Ramp Weight and Moment – Subtotal the weights and moments/1000,
acquired in steps 1 through 5, and insert the total on row 4 of the Weight
and Balance Form.
• Subtotal the weight and moment/1000. These values represent the
ramp condition or the weight and moment of the aircraft prior to taxi.
• The ramp condition must not exceed the maximum ramp weight of 7305
pounds and must remain within the CG limits established in the Weight
and Moment Limits chart.
7. Fuel used for Start, Taxi and Runup – This value is pre-entered on the
form. Normally, fuel used for start, taxi and runup is approximately 50
pounds at an average moment/1000 of 4.2.

Section 6
8. Takeoff Weight and Moment – To determine the takeoff condition weight
and moment/1000: subtract the weight and moment/1000 for the fuel used
for start, taxi and run-up, from the ramp condition values.
• The total weight at takeoff must not exceed the maximum takeoff weight
of 6,750 pounds, unless aircraft is certified for increased gross weight
up to 7,255 pounds.
• The total moment/1000 must not exceed the C.G. limits established in
the Moment Limits chart.
NOT E: The original aircraft weight and balance from the factory is
determined with the equipment installed as ordered by the customer. Refer
to the “Installed Equipment List” (AM905.0) for the current configuration
of the aircraft. For each flight, the aircraft weight and balance must be
calculated using the number of seats and seat locations, as installed for
that particular flight. Refer to the “Passenger and Crew Seat Weight and
Balance” section for determining the passenger seat center of gravity (arm)
in calculating the aircraft weight and balance.
Weight & Bal.

Section 6
PASSENGER AND CREW SEAT WEIGHT AND BALANCE

The KODIAK is equipped with removable passenger and crew seats. A
maintenance log book entry is not required when the seats are removed or
installed, but the aircraft weight and balance must be calculated to reflect the
seat configuration for each flight.
NOT E : Seats may only be installed within the limitations given in this
section. Crew seat rear stops must be installed in the location defined
by the configurations below. Failure to install the seat stop in the defined
location could result in seat positioning that does not meet the minimum
seat pitch requirements.
Refer to the KODIAK 100 Installed Equipment List (AM905.0) for the current
aircraft configuration weight and balance record. For weight and balance
calculations regarding the removal or installation of seats, refer to the
following configurations.
Standard Seating Positioning - (Configuration A)

Seat Empty Seat CG Occupant CG
Ref. Point (FS), IN.
Row (IN.) (IN.)
40.0
1 41.0 35.0
(Crew Seat Rear Stop located at FS 50.0)
2 84.0 79.3 73.2
3 115.0 110.3 104.2
4 146.0 141.3 135.2
5 177.0 172.3 166.2
Table 6-3 – Weight and Balance Calculations (Configuration A)
Standard Seating Positioning - (Configuration B)

Weight & Bal.
Seat Empty Seat CG Occupant CG

Ref. Point (FS), IN.
Row (IN.) (IN.)
40.0
1 41.0 35.0
(Crew Seat Rear Stop located at FS 44.0)
2 78.0 73.3 67.2
3 109.0 104.3 98.2
4 140.0 135.3 129.2
5 171.0 166.3 160.2
Table 6-4 – Weight and Balance Calculations (Configuration B)

Section 6
Seat Tracks
If equipped, seat tracks are marked with station identification markings every
10 inches, starting at FS (Fuselage Station) 50.0. These markings will assist
the operator in quickly installing seats. Refer to the following example of how
to properly install a seat.
Example: To install a seat in Row 3 (FS 115.0), locate fuselage station
marking FS 110.0 and count 5 seat track notches AFT. Insert the seat lock
paw into FS 115.0 and move the seat 1/2 inch AFT and engage the seat track
lock. This is the location for the center of the seats track lock pin. For figures
and instructions regarding Passenger and Crew seat installation and removal,
refer to “Section 7” of this manual.
CONFIGURATION A
EXAMPLE FIGURE:
0
12
(FS 115.0 , Row 3)
Insert seat into track and move
AFT 1/2 inch to engage lock.
0
Track Station Markings

11
(Every 10 Inches)
Note: A Black Diamond
identifies each station.
Figure 6-1 – Seat Track Marking Example
If the seats are moved from the above locations, the individual seat weights
and seat CG locations are provided below for calculations.
Crew Seat (with Belts)
Weight................................. See seat weights on Weight and Balance form
Seat Reference Point................. Center of track lock pin and rear foot pivot
Weight & Bal.

FS of Crew Seat Rear Stop....................................Configuration A - 50.0 in.
Configuration B - 44.0 in.
Seat CG (occupied and unoccupied)....See Weight & Balance Calculations
Minimum Seat Pitch* between Crew Seats rear stop and
Passenger Seats (second row)......................................................... 34.0 in.
Passenger Seat (with Belts)
Weight................................. See seat weights on Weight and Balance form
Seat Reference Point............................................... Center of track lock pin
Seat CG (occupied and unoccupied)....See Weight & Balance Calculations
Minimum Seat Pitch* between rows.................................................. 31.0 in.
*Seat pitch is the distance between the AFT locking mechanism of the seat, to the
AFT locking mechanism of the seat behind it. For the second row of passenger
seating (Row 2), seat pitch is the distance between the center of the Crew Seat Rear
Stop and the AFT locking mechanism of the seat behind it.

Section 6
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION A)

Instructions for the form are listed on Page 6-8. Below is a visual aid and seat
weight reference. Refer to the next page for the form.
SEAT WEIGHTS:
TUNDRA SEATS:
Crew: 31.6 lb
Passenger: 28.1 lb
TIMBERLINE SEATS:
Crew: 33.6 lb
Passenger: 29.2 lb
Row 1 and Zone 1 (Crew)
Row 2 and Zone 2 (Passenger)

Weight & Bal.
Zone 6 Cargo (200 lb Max.)
Figure 6-2 – Seat Weights and Visual Aid for Weight & Balance

Section 6
NOT E: The basic weight of the aircraft is as defined by the “Installed

Equipment List” (AM905.0). If a seat is removed from the aircraft that was
installed in the basic configuration, subtract the weight of the seat using the
form below.
STANDARD SEATING POSITIONING (CONFIGURATION A)

Registration No.: Date:
Serial No.: Initials:
Description WEIGHT (LB) ARM (IN) MOMENT / 1000
1. BASIC EMPTY WEIGHT:
Includes full oil and unusable fuel. Use data pertaining to –
your airplane as it is presently equipped.
FUEL LOADING: (FS 83.4)
2. 83.4
315 Gallons Usable @ 6.7lb/gal (Max Capacity)
TKS FLUID
3 48.4
16.3 Gallons Capacity @ 9.2 lb/gal
ROW 1 AND ZONE 1 (CREW): WEIGHT (LB) ARM (IN) MOMENT / 1000
Installed Crew Seats, (see seat weights) (FS 41.0) 41.0
Occupants Actual Weight (FS 35.0) 35.0
Zone 1 Cargo, Baggage, or Equipment (FS 40.0) 40.0
External Cargo Compartment Bay 1 (FS 26.0) 26.0
ROW 2 AND ZONE 2 (PASSENGER): WEIGHT (LB) ARM (IN) MOMENT / 1000
Installed Passenger Seats, (see seat weights) (FS 79.3) 79.3
3. Seats, Occupants, and Cargo Loading

Installed Passenger Seats, (see seat weights)(FS 141.3) 141.3
Weight & Bal.

ZONE 6 (CARGO): MAXIMUM 200 LB
TOTAL RAMP WEIGHT AND MOMENT:
4. –
Add items 1 through 3
STARTING, TAXI, AND RUN-UP FUEL:
5. 83.4
Normally 50 LB (moment of 4170)
TAKEOFF WEIGHT AND MOMENT:
6. –
Subtract item 5 from item 4
Table 6-5 – Weight and Balance Loading Form (Configuration A)

Section 6
WEIGHT AND BALANCE LOADING FORM (CONFIGURATION B)

Instructions for this form are listed on Page 6-8.
NOT E : The basic weight of the aircraft is as defined by the “Installed
Equipment List” (AM905.0). If a seat is removed from the aircraft that was
installed in the basic configuration, subtract the weight of the seat using the
form below.
STANDARD SEATING POSITIONING (CONFIGURATION B)
Registration No.: Date:
Serial No.: Initials:
Includes full oil and unusable fuel. Use data pertaining to –
2. 83.4
TKS FLUID
3 48.4
16.3 Gallons Capacity @ 9.2 lb/gal
Installed Crew Seats, (see seat weights) (FS 41.0) 41.0

Weight & Bal.
Installed Passenger Seats, (see seat weights)(FS 135.3) 135.3
4. –
5. 83.4
6. –
Table 6-6 – Weight and Balance Loading Form (Configuration B)

Section 6
WEIGHT AND BALANCE EXAMPLE FORM
SEAT WEIGHTS:
TUNDRA SEATS:
Crew: 31.6 lb
Passenger: 28.1 lb
TIMBERLINE SEATS:
Crew: 33.6 lb
Passenger: 29.2 lb
180 LB 200 LB
180 LB 180 LB
Seat
180 LB
Only
Seats Installed,
No Occupants
Row 5
No Seats
75 LB
Weight & Bal.

Figure 6-3 – Example Visual Aid for Weight & Balance (refer to Figure 6-4)

Section 6
EXAMPLE WEIGHT AND BALANCE FORM

Registration No.: NXXXXX Date: X/X
Serial No.: 100-00XX Initials: XX
Includes full oil and unusable fuel. Use data pertaining to 3893 – 281.4
2. 1100 83.4 91.7
Installed Crew Seats, (see seat weights) (FS 41.0) Included Included In
41.0
In Basic Basic
Occupants Actual Weight (FS 35.0) 380 35.0 13.3
Zone 1 Cargo, Baggage, or Equipment (FS 40.0) 0 40.0 0.0
Installed Passenger Seats, (see seat weights) (FS 79.3) 58.4 79.3 4.6
Installed Passenger Seats, (see seat weights) (FS 110.3) 58.4 110.3 6.4
Installed Passenger Seats, (see seat weights)(FS 141.3) 58.4 141.3 8.3
Installed Passenger Seats, (see seat weights) (FS 172.3) 0 172.3 0.0
Weight & Bal.

4. 6163.2 – 465.5
5. 50 83.4 4.2
6. 6113.2 – 461.3
Figure 6-4 – Example Weight and Balance

Section 6
CABIN ZONE LOADING LIMITS

The following figure defines the loading limits for the various cargo zones.
NOT ES:
• The load in a zone may not exceed the maximum load rating for that
zone.
• With the front passenger seat removed, the maximum load in Zone 1
(not including the pilot or his seat) is 300 LB.
• Maximum cargo density is 260 pounds per square foot.
Maximum
FS
Zone Load
(inches)
(pounds)
1 (Copilot) 40.0 300
2 71.0 1200
3 102.0 1200
4 133.0 800
5 164.0 594
6 (Aft Cargo
195.0 200
Shelf)
Weight & Bal.
Figure 6-5 – Cabin Zone Loading Limits

Section 6
FUEL WEIGHTS AND MOMENTS

USABLE FUEL (Jet A, Jet A-1, JP-1, JP-5, and JP-8)
WEIGHT AND MOMENT TABLE
With density of 6.7 pounds per gallon at 60°F
Gallons Weight (LB) Moment / 1000 Gallons Weight (LB) Moment / 1000
5 33 2.8 165 1105 92.2
10 67 5.6 170 1139 95.0
15 100 8.4 175 1172 97.8
20 134 11.2 180 1206 100.6
25 167 14.0 185 1239 103.4
30 201 16.8 190 1273 106.2
35 234 19.6 195 1306 109.0
40 268 22.4 200 1340 111.8
45 301 25.1 205 1373 114.6
50 335 27.9 210 1407 117.3
55 368 30.7 215 1440 120.1
60 402 33.5 220 1474 122.9
65 435 36.3 225 1507 125.7
70 469 39.1 230 1541 128.5
75 502 41.9 235 1574 131.3
80 536 44.7 240 1608 134.1
85 569 47.5 245 1641 136.9
90 603 50.3 250 1675 139.7
95 636 53.1 255 1708 142.5
100 670 55.9 260 1742 145.3
105 703 58.7 265 1775 148.1
110 737 61.5 270 1809 150.9
115 770 64.6 275 1842 153.7
120 804 67.1 280 1876 156.5
Weight & Bal.
125 837 69.8 285 1909 159.3

130 871 72.6 290 1943 162.0
135 904 75.4 295 1976 164.8
140 938 78.2 300 2010 167.6
145 971 81.0 305 2043 170.4
150 1005 83.8 310 2077 173.2
155 1038 86.6 315 2110 176.0
160 1072 89.4 320 2144 178.8
Figure 6-6 – Fuel Weights and Moments
CAUT ION: Visually verify the amount of fuel on board; Electric Fuel
Quantity Indicators provide advisory information only. Refer to “Section 7”
of this manual for more detail.

Section 6
Weight and Moment Limits

Use the following chart to determine if the weight and moment calculations
from the Weight and Balance Loading Form are within limits.
Figure 6-7 – Weight and Moment Limits Chart
Weight & Bal.

Section 6
CENTER OF GRAVITY LIMITS

The figure below illustrates the airplane’s center of gravity envelope.

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
12% 16% 20% 24% 28% 32% 36% 40%

7500
7000
6500
WEIGHT (lb)
6000
5500
Weight & Bal.
5000
4500
4000
3500
63 65 67 69 71 73 75 77 79 81
C.G. LOCATION (Inches Aft of Datum)
Figure 6-8 – Center of Gravity Limits

Section 6
6-5 COMPREHENSIVE EQUIPMENT LIST

For a list of installed equipment, see the external document KODIAK 100
Installed Equipment List (AM905.0).
Weight & Bal.

Section 6

Weight & Bal.

Section 7
100 SERIES AIRPLANE & SYSTEMS DESCRIPTIONS
SECTION 7
Airplane & Systems Descriptions
Table of Contents
CONTENTS PAGE
GENERAL..............................................................................................................7-5
AIRFRAME.............................................................................................................7-5
FUSELAGE.........................................................................................................7-5
WINGS................................................................................................................7-5
EMPENNAGE......................................................................................................7-5
PRIMARY FLIGHT CONTROLS............................................................................7-6
ELEVATOR SYSTEM..........................................................................................7-6
AILERON SYSTEM.............................................................................................7-6
RUDDER SYSTEM.............................................................................................7-7
TRIM SYSTEMS..................................................................................................7-7
FLIGHT DECK ARRANGEMENT..........................................................................7-8
INSTRUMENT PANEL.........................................................................................7-8
LEFT (PILOT SIDE) PANEL LAYOUT.................................................................7-9
CENTER PANEL LAYOUT................................................................................ 7-11
RIGHT PANEL LAYOUT....................................................................................7-12
CONTROL PEDESTAL LAYOUT.......................................................................7-13
FLIGHT INSTRUMENTS......................................................................................7-14
ATTITUDE INDICATOR.....................................................................................7-17
STANDBY ATTITUDE INDICATOR...................................................................7-18
AIRSPEED INDICATOR....................................................................................7-20
ALTIMETER.......................................................................................................7-21
HORIZONTAL SITUATION INDICATOR...........................................................7-22
TURN RATE INDICATOR..................................................................................7-24
COURSE DEVIATION INDICATOR (CDI).........................................................7-25
OBS MODE.......................................................................................................7-27
VERTICAL SPEED INDICATOR.......................................................................7-27
VERTICAL DEVIATION.....................................................................................7-28
SUPPLEMENTAL FLIGHT DATA......................................................................7-29
PFD ANNUNCIATIONS AND ALERTING FUNCTIONS....................................7-32
TRAFFIC AVOIDANCE SYSTEMS ..................................................................7-34
Systems
ADDITIONAL GARMIN G1000 FEATURES .....................................................7-40

FLIGHT MANAGEMENT .....................................................................................7-48
G1000 WEIGHT PLANNING.............................................................................7-48
PAYLOAD (LB) ENTRY SECTION....................................................................7-48
FUEL (LB) ENTRY SECTION............................................................................7-49
GROUND OPERATION........................................................................................7-52
WING FLAPS.......................................................................................................7-53
LANDING GEAR SYSTEM..................................................................................7-53
BAGGAGE/CARGO COMPARTMENT................................................................7-53

Section 7
AIRPLANE & SYSTEMS DESCRIPTIONS 100 SERIES
CABIN LOADING CONFIGURATIONS.............................................................7-54

SECURING CARGO.........................................................................................7-56
EXTERNAL CARGO COMPARTMENT.............................................................7-61
SEATS, SEAT BELTS AND SHOULDER HARNESSES.....................................7-62
PILOT AND FRONT PASSENGER SEATS.......................................................7-62
AFT PASSENGER SEATS – UTILITY PASSENGER VERSION......................7-62
PILOT AND COPILOT SEAT BELTS/SHOULDER HARNESSES.....................7-62
PASSENGER VERSION SEAT BELTS AND SHOULDER HARNESSES........ 7-63
SEAT REMOVAL AND INSTALLATION.............................................................7-64
CREW SEAT REMOVAL AND INSTALLATION.................................................7-65
PASSENGER SEATS REMOVAL AND INSTALLATION...................................7-67
DOORS AND WINDOWS.....................................................................................7-69
CABIN ENTRY DOORS....................................................................................7-69
CREW ENTRY DOORS....................................................................................7-69
CARGO/AFT PASSENGER DOOR...................................................................7-70
INFLATABLE CREW DOOR SEALS (IF EQUIPPED).......................................7-71
CABIN WINDOWS............................................................................................7-72
CONTROL LOCK.................................................................................................7-73
ENGINE................................................................................................................7-73
ENGINE CONTROLS........................................................................................7-76
ENGINE INSTRUMENTS..................................................................................7-78
NEW ENGINE BREAK-IN AND OPERATION...................................................7-84
ENGINE LUBRICATION SYSTEM....................................................................7-85
IGNITION SYSTEM...........................................................................................7-89
AIR INDUCTION SYSTEM................................................................................7-90
EXHAUST SYSTEM..........................................................................................7-93
ENGINE FUEL SYSTEM...................................................................................7-93
COOLING SYSTEMS........................................................................................7-94
STARTING SYSTEM.........................................................................................7-94
ENGINE ACCESSORIES..................................................................................7-95
ENGINE MOUNT...............................................................................................7-97
PROPELLER........................................................................................................7-98
OPTIONAL PITCH LATCH PROPELLER.......................................................7-100
OVERSPEED GOVERNOR TEST SWITCH...................................................7-100
FUEL SYSTEM...................................................................................................7-101
FIREWALL FUEL SHUTOFF VALVE...............................................................7-102
FUEL TANK SELECTORS..............................................................................7-103
Systems
FUEL SELECTORS OFF WARNING SYSTEM..............................................7-103

AUXILIARY FUEL PUMP................................................................................7-103
FUEL FLOW INDICATOR................................................................................7-103
ELECTRIC FUEL QUANTITY INDICATORS...................................................7-104
DIRECT READING FUEL QUANTITY GAUGES .........................................7-104a
WING TANK LOW FUEL WARNING SYSTEM.............................................7-104a
RESERVOIR FUEL LOW ANNUNCIATOR.....................................................7-105
FUEL PRESSURE LOW ANNUNCIATOR.......................................................7-105
AUXILIARY FUEL PUMP ON ANNUNCIATOR...............................................7-105
DRAIN VALVES...............................................................................................7-105

Section 7
EPA FUEL RESERVOIR..................................................................................7-106

EPA OIL RESERVOIR (IF EQUIPPED)...........................................................7-106
BRAKE SYSTEM...............................................................................................7-107
ELECTRICAL SYSTEM.....................................................................................7-107
MASTER CONTROL UNIT..............................................................................7-108
ALTERNATOR CONTROL UNIT.....................................................................7-108
BATTERY MASTER SWITCH.........................................................................7-109
AVIONICS MASTER SWITCH........................................................................7-109
AUXILIARY BUS SWITCH..............................................................................7-109
STARTER SWITCH.........................................................................................7-109
IGNITION SWITCH......................................................................................... 7-110
GENERATOR SWITCH................................................................................... 7-110
ALTERNATOR SWITCH.................................................................................. 7-110
CIRCUIT BREAKERS..................................................................................... 7-111
GROUND SERVICE PLUG RECEPTACLE.................................................... 7-111
LIGHTING SYSTEMS........................................................................................ 7-113
EXTERNAL LIGHTING.................................................................................... 7-113
INTERIOR LIGHTING..................................................................................... 7-115
CABIN HEAT, VENTILATION, DEFROST, AND AIR-CONDITIONING............. 7-116
TEMPERATURE CONTROL........................................................................... 7-116
AUTOMATIC CLIMATE CONTROL SYSTEM................................................. 7-116
FORWARD CABIN (COCKPIT) HEAT AND DEFOG...................................... 7-118
AFT CABIN (PASSENGER) HEAT.................................................................. 7-118
CABIN VENTILATION..................................................................................... 7-118
AIR CONDITIONING (VAPOR CYCLE SYSTEM).......................................... 7-118
OXYGEN SYSTEM............................................................................................7-121
OXYGEN REGULATOR / BOTTLE ASSEMBLY.............................................7-121
COCKPIT DISPLAY / CONTROLLER.............................................................7-122
OXYGEN LINES AND OUTLETS....................................................................7-123
FILLER PORT.................................................................................................7-123
OVERPRESSURE BURST ASSEMBLY.........................................................7-123
OXYGEN MASKS...........................................................................................7-123
PREFLIGHT TESTING....................................................................................7-124
BEFORE STARTING ENGINE........................................................................7-124
EN ROUTE......................................................................................................7-124
SYSTEM SHUTDOWN....................................................................................7-124
USAGE DURATION........................................................................................7-124
Systems
PITOT-STATIC SYSTEM AND INSTRUMENTS................................................7-126

AIR DATA COMPUTER...................................................................................7-126
AIRSPEED INDICATORS...............................................................................7-126
VERTICAL SPEED INDICATORS...................................................................7-126
ALTIMETERS..................................................................................................7-127
AUTOMATIC TRIM SYSTEM.............................................................................7-127
STALL WARNING SYSTEM..............................................................................7-129
SERIAL NUMBERS 100-0001 THROUGH 100-0042.....................................7-129
SERIAL NUMBERS 100-0043 AND UP OR TKS-EQUIPPED PLANES......... 7-129
ICING EQUIPMENT...........................................................................................7-130

Section 7
AVIONICS – GARMIN G1000 INTEGRATED COCKPIT...................................7-131

G1000 SYSTEM DESCRIPTION....................................................................7-131
GDU 1040 PFD’S AND MFD...........................................................................7-131
GMA 1347 AUDIO PANELS............................................................................7-135
GIA 63W INTEGRATED AVIONICS UNITS.....................................................7-135
GDL 69A DATA LINK RECEIVER....................................................................7-135
GRS 77 ATTITUDE AND HEADING REFERENCE SYSTEMS......................7-135
GMU 44 MAGNETOMETERS.........................................................................7-136
GDC 74A AIR DATA COMPUTER...................................................................7-136
GEA 71 ENGINE/AIRFRAME INTERFACE....................................................7-136
GTX 33 MODE S TRANSPONDER................................................................7-136
G1000 ANNUNCIATIONS AND ALERTS........................................................7-137
CLOCK/OAT INDICATOR................................................................................7-146
AVIONICS SUPPORT EQUIPMENT..................................................................7-146
COOLING FANS..............................................................................................7-146
MICROPHONE/SPEAKER AND HEADSET JACKS.......................................7-146
STATIC DISCHARGERS.................................................................................7-147
CABIN FEATURES............................................................................................7-148
CABIN FIRE EXTINGUISHERS......................................................................7-148
Systems

Section 7
7-1 GENERAL
This section of the Pilot’s Operating Handbook provides basic descriptions
and operation procedures for the standard airplane and its systems. Optional
equipment described within this section is identified as “optional” or “if
equipped.”
NOT E: Some optional equipment, primarily avionics, may not be

described in this section. For descriptions and operation procedures for
equipment not provided in this section, refer to “Section 9” of this manual.
7-2 AIRFRAME
FUSELAGE
The KODIAK’s semi-monocoque fuselage is constructed of aluminum
bulkheads, stringers, and skins. It is designed to be lightweight, rugged,
aerodynamically efficient, and capable of hauling 9 passengers and/or cargo
into remote locations. The fuselage contains forward and aft carry-through
spars which provide connection fittings for the wings, landing gear, and wing
struts.
WINGS
The externally braced wing structure is constructed of aluminum front and
rear spars, ribs, doublers, and stringers. The wing cross section is a blend
of several high performance airfoils. The outboard cross section of each
wing is designed with a lower angle of incidence to improve roll control near
stall. This design also incorporates a discontinuous leading edge which acts
as a stall fence to help maintain aileron control near stall. The wings contain
integral fuel bays, each providing a capacity of 160 gallons. The integral fuel
bays are formed by the forward and aft spars, upper and lower skins, and
the inboard and outboard closeout ribs. The forward spar provides wing to
fuselage attach fittings and wing to strut attach fittings. The aft spar provides
a wing to fuselage attach fitting.
EMPENNAGE
Systems
The empennage consists of a horizontal stabilizer, elevator, vertical tail, and

a rudder. All of the empennage components are of conventional construction
containing aluminum spars, ribs, and skins. A dorsal fin is attached to the
forward spar of the vertical stabilizer and the upper structure of the fuselage.
The rudder is attached to the vertical stabilizer at three hinge points. The
elevator is constructed as two pieces, connected with a torque tube and
attached to the aft spar of the horizontal stabilizer at seven hinge points.

Section 7
7-3 PRIMARY FLIGHT CONTROLS

The KODIAK uses conventional flight controls for the ailerons, rudder and
elevator. The control surfaces are pilot actuated through input from either of
two conventional control yokes, located directly forward of each crew seat.
The control system uses a combination of push-rods, cables, sectors, and bell
cranks to control the surfaces.
Roll, pitch, and yaw trim are available through controls mounted on the
control pedestal, and on the left and right control yokes. Manual elevator
trim is available through a trim wheel located on the left side of the quadrant.
Electric elevator trim is operated by a switch located on the outboard side of
the left control yoke. Electric rudder and aileron trim are operated by switches
located on the control pedestal.
ELEVATOR SYSTEM
The two-piece elevator provides pitch control for the aircraft. The elevator
is of conventional aluminum construction with skins, a spar and ribs. Each
elevator is attached to the aft spar of the horizontal stabilizer at three hinge
points and to the aft fuselage with the elevator control sector.
Elevator motion is generated through the pilot’s control yokes by sliding the
yoke tubes forward or aft. A push-pull linkage is connected to a cable sector,
from which cables are routed through a series of pulleys to a sector located in
the tail cone The tail cone sector actuates a push/pull rod which is attached
to the elevator sector and elevator torque-tube.
AILERON SYSTEM
The ailerons provide roll control for the airplane. The ailerons are of
conventional aluminum construction consisting of skins, spars and ribs. Each
aileron is attached to the aft spar of the wing at two hinge points.
The left and right control columns contain control wheels, control tubes,
bearings and quadrants. An interconnect cable attaches the left control wheel
to the right control wheel. The aileron cable is divided into two loops: the low
tension loop and the high tension loop.
The low tension loop, located in the fuselage, is routed via a series of pulleys
from the left control wheel, under the floorboards and up the left sidewall to
a loop connecting bracket in the cabin overhead. The loop then runs from
the loop connecting bracket across the cabin to the second loop connecting
Systems
bracket, to the right sidewall, down the sidewall, under the floorboards, and
back to the left quadrant.
The high tension loop is located in the upper portion of the cabin and left and
right wings. It interconnects the loop connecting brackets in the cabin top
with the left and right aileron sectors installed in the wings. Aileron push rods
connect the wing aileron sectors to the ailerons and provide aileron actuation.

Section 7
RUDDER SYSTEM
The rudder provides yaw control for the airplane. The rudder is of
conventional aluminum construction consisting of skins, a spar and ribs. The
rudder is attached to the aft spar of the vertical stabilizer at three hinge points,
one attach point being the rudder sector.
Rudder motion is transferred from the pilot and copilot rudder pedals,
connected to each other by a pair of torque tubes. A forward sector is
connected to the rudder pedal torque tubes via two push-pull rods. The
rudder cables are routed from the forward sector under the floorboard via
a series of pulleys to a second rudder sector mounted aft of the vertical
stabilizer. Depressing the left or right rudder pedal deflects the rudder in the
corresponding direction.
TRIM SYSTEMS
Aileron, elevator, and rudder trim systems are provided as standard
equipment. Aileron trim is accomplished by an electrically operated aileron
trim tab installed on the left aileron. Dual (split) aileron trim switches are
installed on the upper surface of the control pedestal. When both switches
are depressed simultaneously to the right, the right wing will be trimmed
down; conversely, depressing the trim switches to the left will trim the left
wing down. To provide additional redundancy in preventing a trim runaway,
a 1-second timer is incorporated, which limits continuous operation of the
aileron trim system to 1 second. If more than 1 second’s worth of trim is
needed, cycle the switches off and on as necessary.
Elevator trim is accomplished through two elevator trim tabs by operating the
vertically-mounted elevator trim control wheel on the upper left side of the
control pedestal. Forward rotation of the trim wheel will result in trimming
towards a nose-down attitude. Aft rotation of the trim wheel will result in
trimming the airplane towards a nose high attitude. The airplane is also
equipped with an electric elevator trim system. The electric elevator trim
is controlled by a dual switch installed on the left side of the pilot’s control
yoke. The purpose of the dual switch is to lessen the chances of a trim
runaway condition. Both halves of the switch must be pressed in order to
activate the trim. The KODIAK is equipped with an automatic pitch trim
system to compensate for trim changes with varying flap positions. For more
information regarding this system refer to the description of the Automatic
Trim System in this section.
Systems
Rudder trim is accomplished through the nose wheel steering bungee spring
connected to the rudder control system, an electric bungee adjuster assembly,
and a rudder trim switch installed on the aft face of the control pedestal. The
rudder trim switch may be pressed either left or right to achieve the desired
yaw trim position. Pressing the rudder trim switch to the right will trim the
nose to the right; conversely, pressing it to the left will trim the nose to the left.
The KODIAK incorporates design features which reduce the need for rudder
trim during climbs and descents.

Section 7
7-4 FLIGHT DECK ARRANGEMENT

The following paragraphs and illustrations provide a general description of
the flight deck, instruments and controls. Detailed information concerning the
instruments, switches, circuit breakers and controls on the instrument panel
and control pedestal can be found within the individual description of the
related system.
INSTRUMENT PANEL
The instrument panel is of all metal construction and is installed in sections
to allow equipment to be easily removed and installed for maintenance. The
instrument panel contains a glare shield which limits undesirable reflections
on the windshield from lighted equipment and displays mounted in the
instrument panel. The instrument panel is designed primarily for piloting from
the left seat. However, the instrument panel is equipped with two primary
flight displays, one for each front seat, with a multi-function display installed
between them to allow piloting from either position.
The KODIAK 100 instrument panel contains two Garmin GDU 1040 Primary
Flight Displays (PFDs), one Garmin GDU 1040 Multifunction Display (MFD),
two Garmin GMA 1347 Audio Panels, and standby flight instruments. For
specific details regarding the instruments, switches, and controls on the
instrument panel, refer to each related topic in this section.
Eyeball Air Vents (4 ea.)

Stall Test Switch Center Panel
Pilot Side Panel Right Panel
Standby
Instruments
Overspeed
Governor
Switch
Left PFD MFD Right PFD
Audio Panels
Left Flight Time Right

Headset Jacks (or Flight) Hobbs Oxygen
Systems
Headset Jacks
Parking Brake & Control Firewall Fresh
Handle Block Time Air Shutoff
(or Engine) Hobbs ELT Switch
Left Switch Panel Right Switch Panel ECS System
Control Panel
NOT E: Panel represents only aircraft equipped with the Dual

Actuated Inertial Particle Separator System (DIPS).
Figure 7-1 – Instrument Panel Layout

Section 7
LEFT (PILOT SIDE) PANEL LAYOUT

The GDU 1040 Primary Flight Display (PFD), centered on the instrument
panel in front of the pilot, displays the primary flight instruments during normal
operation. During reversionary operation (MFD failure) or when the DISPLAY
BACKUP switch is selected, the Engine Indication Crew Alert System (EICAS)
is shown on the PFD. Refer to the Garmin G1000 Cockpit Reference Guide
(190-00645-XX) for specific operating information.
The standby instrument cluster is located on left portion of the pilot side
instrument panel. A conventional (mechanical type) airspeed indicator and a
sensitive aneroid altimeter are installed above and below the electric powered
attitude indicator. The standby pitot-static instruments share the left pitot-
static tube with the number 1 GDC 74A Air Data Computer. The standby
attitude indicator features a STBY PWR button, three LED lights, a PULL TO
CAGE knob, a gyro warning flag and a symbolic airplane adjustment knob.
The battery master switch is located on the lower left portion of the pilot
instrument panel. Located to the right of the master switch are switches for
the airplane electrical systems and equipment. Each switch is labeled for its
function and is ON when the switch handle is in the up position. Refer to the
Electrical Equipment descriptions in this section for further information.
Systems

Section 7
26
27
2
3
5
9 10 11 15 16 17 18 19 20 21 22
6 7 8
12 13 28 23 24 25
14
Figure 7-2 – Left Panel Layout
N OTE: Panel represents only aircraft equipped with the Dual

Actuated Inertial Particle Separator System (DIPS).
1. Standby Airspeed Indicator 19. Landing Lights Switch

2. Standby Attitude Indicator or
3. Standby Altimeter Landing / Pulse Lights Switch
4. Overspeed Governor Test Button (if pulsing type)
5. Pilot’s Headset Jacks 20. Cabin Lights Switch
6. Battery Master Switch 21. Instrument Panel Lighting
7. Avionics Bus Switch Rheostat (Dual)
8. Auxiliary Bus Switch 22. Switch / Circuit Breaker Panel
9. Auxiliary Fuel Pump Switch Lighting Rheostat
10. Ignition Switch
Systems
23. Engine Inlet Inertial Separator

11. Starter Switch Switch
12. Generator Switch 24. Left Pitot Heat Switch
13. Alternator Switch 25. Right Pitot Heat Switch
14. Parking Brake Handle 26. Fuel Selectors OFF Warning
15. Flashing Beacon Switch Light
16. Strobe Lights Switch 27. Stall Test Switch
17. Navigation Lights Switch 28. Engine Inlet Override
18. Taxi Pulse Light Switch (if LED)
Taxi Light Switch (if incandescent)

Section 7
CENTER PANEL LAYOUT

The GDU 1040 Multifunction Display (MFD) is located on the center
instrument panel. The MFD depicts Engine Indication System information
along the left portion of the display and shows navigation, terrain, weather,
lightning and traffic data on the moving map. Flight management or display
configuration information can be shown on the MFD in place of the moving
map pages. Refer to the Garmin G1000 Pilot’s Guide (190-00590-XX) for
operating information.
The center panel contains two GMA 1347 audio panels (one installed on each
side of the MFD). A red push button switch labeled “DISPLAY BACKUP” to
manually select display reversion mode is located on the lower portion of the
GMA 1347. Refer to the GMA 1347 Pilot’s Guide for operating information.
The Emergency Locator Transmitter (ELT) mode switch (ON/ARM) is
located on the lower center instrument panel beneath the MFD. Refer to
the Emergency Locator Transmitter description in this section for operating
information.
The Flight Time (or Flight) and Block Time (or Engine) Hobbs Meters are
located to the left of the ELT mode switch. The Block Time (or Engine) Hobbs
Meter records the hours of engine use, and is activated by an oil pressure
switch in the engine compartment. The Flight Time (or Flight) Hobbs Meter
records the hours of flight time. The meter is activated by an airspeed switch
located forward of the instrument panel behind the lower left portion of the
MFD.
The oxygen supply pressure gage and oxygen system switch are located to
the right of the Hobbs Meters. For operating information regarding the oxygen
system refer to the Oxygen System description contained in this section of the
handbook.
1. Left Audio Panel

(GMA 1347)
2. MFD (GDU 1040)
3. Right Audio Panel
(GMA 1347)
4. Block Time (or
Engine) Hobbs
Meter
Systems
5. Flight Time (or

1 2 3 Flight) Hobbs Meter
6. ELT Switch
6 7 9 8
7. Oxygen Control
Panel
5
8. ECS Control Panel
4
9. TAWS Inhibit Switch
Figure 7-3 – Center Panel Layout

Section 7
RIGHT PANEL LAYOUT

A second Primary Flight Display (PFD) is installed in the right instrument
panel. This PFD displays the primary flight instruments during normal
operation. During reversionary operation (MFD failure) or when the DISPLAY
BACKUP button on the right side GMA 1347D Audio Panel is pressed, the
engine instruments are also shown on the display.
A fresh air shutoff valve is installed on the lower portion of the right panel
just below the right control wheel. The shutoff valve is provided primarily
for emergency shutoff of fresh air that enters the cabin from forward of the
firewall. This would be used if an engine fire should occur or if smoke is
entering the cabin through the firewall mounted fresh air inlet. The fresh air
shutoff valve should be left in the normal (pushed in) position for all normal
operations.
The GDU 1040 Primary Flight Display (PFD), centered on the instrument
panel in front of the right crew seat, displays the primary flight instruments
during normal operation. During reversionary operation (MFD failure) or when
the DISPLAY BACKUP switch is selected, the Engine Indication System (EIS)
is shown on the PFD. Refer to the Garmin G1000 Pilot’s Guide (190-00590-
XX) for specific operating information.
1
3
Systems
4
2
Figure 7-4 – Right Panel Layout
1. Right Display Backup Button 3. Eyeball Air Vents

2. Firewall Fresh Air Shutoff Control 4. ECS Control Panel

Section 7
CONTROL PEDESTAL LAYOUT

A control pedestal is installed between the pilot and front passenger seats.
The control pedestal contains the emergency power lever, power lever,
propeller control lever, fuel condition lever, wing flap selector, elevator trim
wheel, rudder and aileron trim switches, firewall fuel shutoff valve control,
microphone, engine control lever friction knob, and the circuit breaker panel.
Figure 7-5 – Control Pedestal Layout
1. Pitch Trim Wheel

2. Aileron Trim Switches
3. Rudder Trim Switch
4. Emergency Power Lever
5. Power Lever
6. Propeller Control Lever
Systems
7. Fuel Condition Lever

8. Wing Flap Selector
9. Firewall Fuel Shutoff Valve Control

Section 7
7-5 FLIGHT INSTRUMENTS

The G1000 Integrated Cockpit System primary flight instrument indications
are shown on two GDU 1040 Primary Flight Displays (PFD). The primary
flight instruments are arranged on the PFD in the basic “T” configuration. The
attitude indicator (AI) and horizontal situation indicator (HSI) are centered
vertically on the PFD and are conventional in appearance and operation.
Vertical-Tape style (scrolling scale) indicators with fixed pointers and digital
displays show airspeed and altitude. Vertical speed is indicated with a fixed
scale and moving pointer. The pointer also shows a digital readout of the
vertical speed within the pointer.
Knobs, knob sets (two knobs on a common shaft) and membrane type push
button switches are located on the bezel surrounding each GDU 1040 display.
These knobs and knob sets control COM, NAV, XPDR, and GPS avionics,
set BARO (barometric pressure), CRS (course), HDG (heading), and various
flight management functions. Some push button switches are dedicated
to certain functions (keys) while other switches have functions defined by
software (softkeys). A softkey may perform various operations or functions at
various times based on software definition. The softkeys are located along
the lower bezel of each GDU 1040 display.
Systems
1. NAV VOL/ID Knob 7. COM Frequency Transfer Key

2. NAV Frequency Transfer Key 8. COM VOL/SQ Knob
3. NAV Knob 9. Nearest Airports Window
4. NAV Frequency Box 10. ENT Key
5. COM Frequency Box 11. FMS Knob
6. COM Knob 12. Transponder Data Box

Section 7
For more information on the G1000 displays and operations, refer to the
Garmin G1000 Cockpit Reference Guide (190-00645-XX) and the Garmin
G1000 Pilot’s Guide (190-00590-XX) for the Quest KODIAK 100.
20 19 18
1 17
16
15
2
14
13
3 12
11
4
10
5
9
6 8
1. NAV Frequency Box 11. Turn Rate Indicator

2. Airspeed Indicator 12. Barometric Altimeter Setting
3. True Airspeed 13. Vertical Speed Indicator (VSI)
4. Current Heading 14. Reference Altitude Bug
5. Horizontal Situation Indicator (HSI) 15. Altimeter
6. Outside Air Temperature (OAT) 16. Reference Altitude
7. Softkeys 17. COM Frequency Box
8. System Time 18. Navigation Status Box
Systems
9. Transponder Data Box 19. Slip/Skid Indicator

10. Heading Bug 20. Attitude Indicator
Figure 7-6 – G1000 Primary Flight Display (Default)

Section 7
13
1 12
11
10
2 9
8
3
4 7
5 6
1. Traffic Annunciation 8. Annunciation Window

2. Selected Heading 9. Selected Course
3. Wind Data Box 10. Required Vertical Speed
4. Inset Map Indicator
5. Bearing Information Windows 11. Vertical Deviation Indication
6. Minimum Descent Altitude/ 12. Comparator Window
Decision Height 13. VNV Target Altitude
7. Flight Plan Window
Figure 7-7 – G1000 Primary Flight Display (Additional Information)
NOT E: The selected heading and selected course windows (2 and 9)

close after being shown for 3 seconds.
Systems

Section 7
ATTITUDE INDICATOR
Attitude information is displayed over a virtual blue sky and brown ground with
a white horizon line. The Attitude Indicator displays the pitch, roll, and slip/
skid information.
9
8 1. Roll Pointer
1
2. Roll Scale
7 3. Horizon Line
2
4. Aircraft Symbol
6
5. Land Representation
3
6. Pitch Scale
7. Slip/Skid Indicator
4 8. Sky Representation
5 9. Roll Scale Zero
Figure 7-8 – G1000 Attitude Indicator
The horizon line is part of the pitch scale. Above and below the horizon line,
major pitch marks and numeric labels are shown for every 10°, up to 80°.
Minor pitch marks are shown for intervening 5° increments, up to 25° below
and 45° above the horizon line. Between 20° below to 20° above the horizon
line, minor pitch marks occur every 2.5°.
The inverted white triangle indicates zero on the roll scale. Major tick marks
at 30° and 60° and minor tick marks at 10°, 20°, and 45° are shown to the left
and right of the zero. Angle of bank is indicated by the position of the pointer
on the roll scale.
The Slip/Skid Indicator is the bar beneath the roll pointer. One bar
displacement is equal to one ball displacement on a traditional inclinometer.
The indicator bar moves with the roll pointer and moves laterally away from
the pointer to indicate uncoordinated flight. Slip (inside the turn) or skid
(outside the turn) is indicated by the location of the bar relative to the pointer.
Systems
Figure 7-9 – Slip/Skid Information

Section 7
STANDBY ATTITUDE INDICATOR

A standby electric powered attitude indicator is located on the left portion of
the pilot-side instrument panel. In the event aircraft electrical power is lost,
the indicator will switch to an internal backup power source (rechargeable
sealed lead acid battery) to permit continued operation of the indicator. If
aircraft electrical power is lost, the attitude indicator will automatically operate
on battery power with the amber status LED flashing rapidly, indicating a
Power Loss Warning. With no further action from the pilot, the unit will turn
off automatically (Gyro Warning Flag in view) after approximately one minute.
This is to prevent battery discharge at the end of a flight when the master
power switch is placed in the off position.
When the instrument switches to Power Loss Warning, the amber LED
flashes for approximately one minute. This is intended to attract the pilot’s
attention and indicate that there has been a loss of primary power to the
Attitude Indicator. Pushing the STBY PWR button on the face of the
instrument will allow the unit to continue operating on the standby battery until
battery power is exhausted. A full capacity standby battery will power the
instrument for approximately one (1) hour, depending upon conditions.
Any time aircraft power is absent, with the unit in either Power Loss Warning
or shut off, pushing the STBY PWR button will put the unit in standby
power mode. The unit will run on standby power until the standby battery is
exhausted. If the unit is running on the standby battery, pushing the STBY
PWR button again will restore standby power and standby lighting.
Restoring aircraft power will clear any standby operation and resume
automatic battery charging.
The control panel on the front of the instrument incorporates a manual
test feature. This test feature places the standby pack under load for
approximately one minute while displaying either a red or green light under
the word TEST on the front panel.
Systems

Section 7
Initiating the Standby Battery Test

1. Turn the indicator on with aircraft power and allow the unit to spin up for a
minimum of 3 minutes.
2. Press and hold the STBY PWR button. After several seconds, the amber
LED will start flashing, indicating the unit has latched into Battery Test
Mode. The test runs for approximately one minute, during which time the
amber LED flashes continuously and either a red or green light is displayed
under the word TEST.
3. Visually monitor the test lights until the amber LED stops flashing, signaling
the end of the test.
4. A green light throughout the test indicates the standby battery pack is
healthy and should be able to function normally. A red light at any time
during the test means that the standby battery is at least in need of
charging, and possible replacement.
NOT E : A green light throughout this short test does not guarantee that a
full hour of operation time is available. Actual battery operation time may
vary considerably depending on temperature, charge status, and battery
condition.
Figure 7-10 – Standby Attitude Indicator
The standby attitude indicator contains a symbolic airplane adjustment knob.

The symbolic airplane adjustment knob may be used to manually position the
Systems
symbolic airplane in the pitch direction. This feature enables the pilot to align
the symbolic airplane with the horizon for ease of use.
The standby attitude indicator also contains a caging knob which, when
pulled, manually erects the gyro vertical to the case orientation.
The indicator is equipped with a red Gyro Warning Flag which will come into
view if loss of operating voltage should occur.

Section 7
AIRSPEED INDICATOR
The Airspeed Indicator displays airspeed on a moving tape rolling number
gauge. The true airspeed is displayed in knots below the Airspeed Indicator.
The numeric labels and major tick marks on the moving tape are marked at
intervals of 10 knots. The minor tick marks on the moving tape are marked
at intervals of five knots. Speed indication starts at 20 knots, with 60 knots of
airspeed viewable at any time. The indicated airspeed is displayed inside the
black pointer. The pointer remains black until reaching maximum operating
speed (Vmo), at which point it turns red.
Low
Airspeed Speed
Trend Range
Vector
Indicated Red
Airspeed Pointer
at VMO
Speed Vspeed
Ranges Reference
True
Airspeed
Figure 7-11 – Airspeed Indicator Ranges
Color coded stripes appear on the Airspeed Indicator to show the operating
ranges. The low speed range stripe is red and extends to the flap operating
range. Normal operating range is green and the maximum operating speed
(Vmo) begins with a red and white barber pole. The flap operating range is
indicated by a white and two shades of blue stripe.
The Airspeed Trend Vector is a vertical magenta line that appears to the right
of the color-coded speed range strip when airspeed is either accelerating
or decelerating. One end of the magenta line is anchored to the tip of
the airspeed pointer while the other end moves continuously up or down
corresponding to the rate of acceleration or deceleration. For any constant
rate of acceleration or deceleration, the moving end of the line shows
Systems
approximately what the indicated airspeed value will be in six seconds. If

the trend vector crosses Vne, the number in the indicated airspeed pointer
changes to yellow. The trend vector is absent if the speed remains constant
or if any data needed to calculate airspeed is not available due to a system
failure.

Section 7
ALTIMETER
The Altimeter displays 600 feet of barometric altitude values at a time on a
moving tape rolling number gauge. Numeric labels and major tick marks are
shown at intervals of 100 feet. Minor tick marks are at intervals of 20 feet.
The indicated altitude is displayed inside the black pointer.
The Selected Altitude is displayed above the Altimeter in the box indicated
by a selection bug symbol. A bug corresponding to this altitude is shown on
the tape. If the Selected Altitude exceeds the range shown on the tape, the
bug appears at the upper or lower edge of the tape. When the metric value is
selected it is displayed in a separate box above the Selected Altitude.
A magenta Altitude Trend Vector extends up or down the left of the altitude
tape, the end resting at the approximate altitude to be reached in six seconds
at the current vertical speed. The trend vector is not shown if altitude remains
constant or if data needed for calculation is not available due to a system
failure.
o set the selected altitude, turn the large ALT knob for 1000 ft increments and
T
the small ALT knob for 100 ft increments (increments reduce to 10 feet for
approach).
If set, the Minimum Descent Altitude/Decision Height (MDA/DH) value is also
available for the Selected Altitude.
Reference
Altitude
Reference (Meters)
Altitude
Selected
Altitude Bug
Indicated
Indicated Altitude
Altitude Altitude (Meters)
Trend
Vector
Selected
Altitude Bug MDA/DH
Altitude Bug
Barometric
Barometric Setting Box
Setting
Systems
(Hectopascals)
Figure 7-12 – G1000 Altitude Indicator
The standby (aneroid) sensitive altimeter is located on the lower left portion of
the pilot-side instrument panel.

Section 7
HORIZONTAL SITUATION INDICATOR

The Horizontal Situation Indicator (HSI) displays a rotating compass card in
a heading-up orientation. Letters indicate the cardinal points with numeric
labels every 30°. Major tick marks are at 10° intervals and minor tick marks
are at 5° intervals. A digital reading of the current heading appears on top
of the HSI, and the current track is represented on the HSI by a magenta
diamond. The HSI also presents turn rate, course deviation, bearing, and
navigation source information. The HSI is available in two formats, a 360°
compass rose and a 140° arc.
The 360° HSI contains a Course Deviation Indicator (CDI), with a Course
Pointer, To/From Indicator, and a sliding deviation bar and scale. The course
pointer is a single line arrow (GPS, VOR1, and LOC1) or a double line arrow
(VOR2 and LOC2) which points in the direction of the set course. The To/
From arrow rotates with the course pointer and is displayed when the active
NAVAID is received.
15 14 13
1
12
2
11
3
4 10
5
6 9
8
7
1. Turn Rate Indicator 9. Lateral Deviation Scale

2. Current Track Indicator 10. Flight Phase
3. To/From Indicator 11. Course Pointer
4. Navigation Source 12. Heading Bug
Systems
5. Aircraft Symbol 13. Turn Rate and Heading Trend

6. Course Deviation Indicator (CDI) Vector
7. Rotating Compass Card 14. Current Heading
8. OBS Mode Active 15. Lubber Line
Figure 7-13 – Horizontal Situation Indicator (360˚ HSI)

Section 7
The Arc HSI is a 140° expanded section of the compass rose. The Arc HSI
contains a Course Pointer, combined To/From Indicator and a sliding deviation
indicator, and a deviation scale. Upon station passage, the To/From Indicator
flips and points to the tail of the aircraft, just like a conventional To/From flag.
Depending on the navigation source, the CDI on the Arc HSI can appear in
two different ways, an arrowhead (GPS, VOR, OBS) or a diamond (LOC).
Course Pointer
Current Track Indicator
Flight Phase
Navigation Annunciation
Source
Course
Lateral Deviation
Deviation and To/From
Scale Indicator
Figure 7-14 – Arc HSI
The Selected Heading is shown to the upper left of the HSI for 3 seconds
after being adjusted The light blue bug on the compass rose corresponds to
the Selected Heading. While the HSI is displayed as an arc, if the Heading
Bug is adjusted off the shown portion of the compass rose, the digital reading
is displayed.
The Selected Course is shown to the upper right of the HSI for 3 seconds
after being adjusted. While the HSI is displayed as an arc, the Selected
Course is displayed whenever the Course Pointer is not within the 140°
currently shown.
Current Track Indicator Current Heading
Selected
Course
Selected
Heading Selected
Heading
Bug
Figure 7-15 – Heading and Course Indications
Navigation angles (track, heading, course, bearing) are corrected to the

computed magnetic variation (Mag Var) or referenced to true north (T), set on
the AUX - System Setup Page. When an approach referenced to true north
Systems
has been loaded into the flight plan, the system generates a message to
change the navigation angle setting to True at the appropriate time.
Figure 7-16 – Heading and Course Indications (True)

Section 7
TURN RATE INDICATOR

The Turn Rate Indicator is located directly above the rotating compass
card. Tick marks to the left and right of the lubber line denote half-standard
and standard turn rates. A magenta Turn Rate Trend Vector shows the
current turn rate. The end of the trend vector gives the heading predicted
in 6 seconds, based on the present turn rate. A standard-rate turn is shown
on the indicator by the trend vector stopping at the standard turn rate tick
mark, corresponding to a predicted heading of 18° from the current heading.
At rates greater than 4 deg/sec, an arrowhead appears at the end of the
magenta trend vector and the prediction is no longer valid.
Half-standard
Turn Rate
Arrow Shown
Standard for Turn Rate
Turn Rate > 4 deg/sec
Figure 7-17 – Turn Rate Indicator and Trend Vector
Bearing Pointers and Information Windows
NOT E : When the Arc HSI is displayed, the Bearing Information windows
and pointers are disabled.
Two bearing pointers and associated information can be displayed on the HSI
for NAV and GPS sources by pressing the PFD softkey then a BRG softkey.
The bearing pointers are light blue and are single-line (BRG1) or double-line
(BRG2). A pointer symbol is shown in the information window to indicate
the navigation source. The bearing pointers never override the CDI and are
visually separated from the CDI by a white ring. Bearing pointers may be
selected but not necessarily visible due to data unavailability.
Bearing 2 Bearing 1
Pointer Pointer
No
Distance to Station Waypoint
Bearing Source Identifier Selected
Systems
Bearing Pointer Pointer Bearing

Source Icon Icon Source
Bearing 1 Information Window Bearing 2 Information Window
Figure 7-18 – HSI with Bearing Information

Section 7
When the NAV radio is tuned to an ILS frequency the bearing source and
the bearing pointer is removed from the HSI. When NAV1 or NAV2 is the
selected bearing source, the frequency is replaced by the station identifier
when the station is within range. If GPS is the bearing source, the active
waypoint identifier is displayed instead of a frequency.
COURSE DEVIATION INDICATOR (CDI)

NOT E : During a heading change of greater than 105° with respect to
the course, the CDI on the Arc HSI switches to the opposite side of the
deviation scale and displays reverse sensing.
The Course Deviation Indicator (CDI) moves left or right from the course
pointer along a lateral deviation scale to display aircraft position relative to the
course. If the course deviation data is not valid, the CDI is not displayed.
360º HSI
Navigation
Source Flight Arc HSI
Phase
Navigation Flight
Source Phase
Scale
Crosstrack
Error CDI
CDI
CDI Scale
Figure 7-19 – Course Deviation Indicator
NOT E: When crossing over the final waypoint in a flight plan, the to/from
indicator will show a “from” indication and the NAV status bar will show a
180° change in course, but a “direct-to” the last waypoint in the flight
plan may still be shown in the PFD Navigation Status Box. Furthermore, if
the autopilot is engaged in a NAV mode, it will continue to navigate away
from the waypoint on the course shown on the head of the CDI needle.
Systems

Section 7
The CDI can display two sources of navigation, GPS or VOR/LOC. The color
indicates the current navigation source: magenta for GPS or green for VOR
and LOC. The full scale limits for the CDI are defined by a GPS-derived
distance when navigating GPS. When navigating using a VOR or localizer
(LOC), the CDI uses the same angular deviation as a mechanical CDI. If the
CDI exceeds the maximum deviation on the scale (two dots) while navigating
with GPS, the crosstrack error (XTK) is displayed below the white aircraft
symbol.
Navigation
Source
Selected on
Both PFDs
is not
Synchronized
Figure 7-20 – Navigation Sources

Systems

Section 7
OBS MODE
NOT E: VNV is inhibited while automatic waypoint sequencing has been

suspended.
Enabling Omni-bearing Selector (OBS) Mode suspends the automatic

sequencing of waypoints in a GPS flight plan (GPS must be the selected
navigation source), but retains the current Active-to waypoint as the
navigation reference even after passing the waypoint. OBS is annunciated to
the lower right of the aircraft symbol when OBS Mode is selected.
While OBS is enabled, a course line is drawn through the Active-to waypoint
on the moving map. If desired, the course to/from the waypoint can now be
adjusted. When OBS Mode is disabled, the GPS flight plan returns to normal
operation, with automatic sequencing of waypoints, following the course set
in OBS Mode. The flight plan on the moving map retains the modified course
line.
GPS
Selected
OBS Mode
Extended Enabled
Course
Line
Pressing the Pressing the OBS
OBS Softkey Softkey Again
Enables OBS Disables OBS
Mode Mode
Figure 7-21 – Omni-Bearing Selector (OBS) Mode
VERTICAL SPEED INDICATOR

The Vertical Speed Indicator displays the aircraft vertical speed on a fixed
scale with labels at 1000 and 2000 fpm and minor tick marks every 500 fpm.
Digits appear in the pointer when the climb or descent rate is greater than 100
fpm. If the rate of ascent/descent exceeds 2000 fpm, the pointer appears at
the edge of the tape and the rate appears inside the pointer.
A magenta chevron is displayed on the VSI to indicate the Required Vertical
Systems
Speed for reaching a VNV target altitude once the “TOD [Top of Descent]
within 1 minute” alert has generated.

Section 7
VERTICAL DEVIATION
N OTE: The Glidepath Indicator is only shown for aircraft with GIA 63W
Integrated Avionics Units, when WAAS is available.
The Vertical Deviation mode indicator appears as a above the Vertical

Deviation Indicator (VDI). The Vertical Deviation Indicator is a magenta
chevron indicating the baro-VNV vertical deviation when Vertical Navigation
(VNV) is being used. The VDI appears in conjunction with the “TOD within
1 minute” alert. The VDI is removed from the display if vertical deviation
becomes invalid.
The Glideslope mode indicator appears as a Vertical Deviation Indicator
(VDI). The Glideslope Indicator appears to the left of the Altimeter
whenever an ILS frequency is tuned in the active NAV field. A green diamond
acts as the Glideslope Indicator, like a glideslope needle on a conventional
indicator. If a localizer frequency is tuned and there is no glideslope, “NO GS”
is displayed in place of the diamond.
The glidepath is analogous to the glideslope for GPS approaches supporting
WAAS vertical guidance (LNAV+V, L/VNAV, LPV). When an approach of this
type is loaded into the flight plan and GPS is the selected navigation source,
the Glidepath mode indicator appears as a Vertical Deviation Indicator
(VDI) and the Glidepath Indicator appears as a magenta diamond during
the approach. If the approach type downgrades past the final approach fix
(FAF), “NO GP” is displayed in place of the diamond.
Full-scale deflection of two dots is 1000 feet.
Systems
Figure 7-22 – Vertical Figure 7-23 – Glideslope Figure 7-24 – Glidepath

Speed and Deviation Indicator Indicator
Indicator (VSI and VDI)

Section 7
SUPPLEMENTAL FLIGHT DATA

NOT E: Pressing the DFLTS softkey turns off metric Altimeter display, the
Inset Map and wind data display.
In addition to the flight instruments, the PFDs also display various

supplemental information, including temperatures, wind data, and Vertical
Navigation (VNV) indications.
Temperature Displays
The Outside Air Temperature (OAT) is displayed in degrees Celsius (°C) or
Fahrenheit (°F) as selected by the pilot, in the lower left of the PFD under
normal display conditions. Temperature is displayed below the true airspeed
in reversionary mode.
Normal Display
Reversionary Mode
Systems
Figure 7-25 – Outside Air Temperature

Section 7
Wind Data
Wind direction and speed in knots can be displayed relative to the aircraft in a
window to the upper left of the HSI. When the window is selected for display,
but wind information is invalid or unavailable, the window displays NO WIND
DATA. Wind data can be displayed in three different ways.
Option 1 Option 2
Option 3 No Data
Figure 7-26 – Wind Data

Systems

Section 7
Vertical Navigation (VNV) Indications

When a VNV flight plan has been activated, VNV indications (VNV Target
Altitude, RVSI, VDI) appear on the PFD in conjunction with the “TOD within 1
minute” message and “Vertical track” voice alert. See the Flight Management
and AFCS sections for details on VNV features. VNV indications are removed
from the PFD according to the criteria listed in the table.
Top of Descent
Message
VNV Target
Altitude
Vertical
Deviation
Indicator
Required
Vertical
Speed
Indicator
GPS is the
Selected Phase of
Navigation Flight
Source
Figure 7-27 – Vertical Navigation Indications (PFD)
VNV Indication Removed

Criteria Required Vertical VNV
Vertical Speed Deviation Target
(RVSI) (VDI) Altitude*
Aircraft > 1 min before the next TOD due to flight plan
X X X
change.
VNV cancelled (CNCL VNV softkey pressed on MFD). X X X
Distance to active waypoint cannot be computed
Systems
due to unsupported flight plan leg type (see Flight X X X

Management Section).
Aircraft > 250 feet below active VNV Target Altitude. X X X
Current crosstrack or track angle error has exceeded
X X X
limit.
Active altitude-constrained waypoint can not be
reached within maximum allowed flight path angle and X X
vertical speed.
Table 7-1 – VNV Indication Removal Criteria

Section 7
PFD ANNUNCIATIONS AND ALERTING FUNCTIONS

The following annunciations and alerting functions are displayed on the PFD.
Refer to the Garmin G1000 Cockpit Reference Guide (190-00645-XX).
System Alerting
Messages appear in the Alerts Window in the lower right corner of the
PFD when a warning, caution, advisory alert, or G1000 message advisory
occurs. System alert messages are provided for awareness of G1000 system
problems or status and may or may not require pilot action.
The Alerts Window allows system alerts to be displayed simultaneously. The
FMS Knob is used to scroll through the alert messages. The Alerts Window
is enabled/disabled by pressing the ALERTS softkey. If the window is already
open when a new message is generated, pressing the ALERTS softkey to
acknowledge the message turns the softkey gray.
The ALERTS softkey label changes to display the appropriate annunciation
when an alert is issued. The annunciation flashes and the appropriate aural
alert sounds until acknowledged by pressing the softkey. The softkey then
reverts to the ALERTS label and, when pressed again, opens the Alerts
Window to display a descriptive message of the alert.
Comparator
Window
Reversionary
Sensor
Window
Annunciation
Window
Alerts
Window
Systems
Softkey
Annunciation
Figure 7-28 – G1000 Alerting System

Section 7
The Annunciation Window appears to the right of the Vertical Speed

Indicator and displays abbreviated annunciation text for aircraft alerts.
Warnings appear in red, cautions in yellow, advisory alerts in white, and safe
operating annunciations in green. New alerts are displayed at the top of the
Annunciation Window, regardless of priority. Once acknowledged, they are
sequenced based on priority.
Critical values generated by redundant sensors are monitored by
comparators. If differences in the sensors exceed a specified amount, the
Comparator Window appears in the upper right corner of the PFD and the
discrepancy is annunciated in the Comparator Window as a MISCOMP
(miscompare). If one or both of the sensed values are unavailable, it is
annunciated as a NO COMP (no compare).
Reversionary sensor selection is annunciated in a window on the right side of
the PFD. These annunciations reflect reversionary sensors selected on one
or both PFDs. Pressing the SENSOR softkey accesses the ADC1, ADC2,
AHRS1, and AHRS2 softkeys. These softkeys allow switching of the sensors
being viewed on each PFD. With certain types of sensor failures, the system
may make some sensor selections automatically. The GPS sensor cannot be
switched manually.
Marker Beacon Annunciations
Marker Beacon Annunciations are displayed on the PFD to the left of the
Selected Altitude. Outer marker reception is indicated in blue, middle in
yellow, and inner in white. Refer to the Audio Panel and CNS section for
more information on Marker Beacon Annunciations.
Outer Marker Middle Marker Inner Marker
Altimeter
Figure 7-29 – Marker Beacon Annunciations

Systems

Section 7
TRAFFIC AVOIDANCE SYSTEMS

The KODIAK 100 is capable of displaying traffic advisories. Depending on
the configuration of the aircraft, the KODIAK is equipped with either Traffic
Information Service (TIS) or Traffic Advisory System (TAS). Each system
has annunciations that vary in definition and symbology. For operational
guidance of the traffic avoidance systems, refer to the Garmin G1000 Cockpit
Reference Guide (190-00645-XX).
NOT E : TIS is disabled if a Traffic Advisory System (TAS) is installed.
Traffic Information Service (TIS)

Traffic Information Service (TIS) is designed to help in detection and
avoidance of other aircraft. TIS uses the Mode S transponder for the traffic
data link. TIS receives traffic information from ground stations, and is updated
every 5 seconds. The G1000 displays up to eight traffic targets within a 7.5-
nm radius, from 3000 feet below to 3500 feet above the requesting aircraft.
Traffic is displayed according to TCAS symbology.
Traffic Advisories (TA) alert the crew to intruding aircraft. When traffic meets
the advisory criteria for the TA, a solid yellow circle symbol is generated. A
TA which is detected but is outside the range of the map on which traffic is
displayed are indicated with a message in the lower left corner of the map.
TIS also provides a vector line showing the direction in which the traffic is
moving, to the nearest 45°. Traffic information for which TIS is unable to
determine the bearing (non-bearing traffic) is displayed in the center of the
Traffic Map Page or in a banner at the lower left corner of maps other than the
Traffic Map Page on which traffic can be displayed.
The altitude difference between the requesting aircraft and other intruder
aircraft is displayed above/below the traffic symbol in hundreds of feet. If the
other aircraft is above the requesting aircraft, the altitude separation appears
above the traffic symbol; if the other aircraft is below the requesting aircraft,
the altitude separation appears below the traffic symbol. Altitude trend is
displayed as an up/down arrow (for speeds greater than 500 fpm in either
direction) to the right of the target symbol. Traffic symbols for aircraft without
altitude reporting capability appear without altitude separation or climb/
descent information.
WARNIN G: The Traffic Information Service (TIS) is intended for advisory

Systems
use only. TIS is intended to help the pilot locate traffic visually. It is the
responsibility of the pilot to see and maneuver to avoid traffic.
NOT E : TIS is available only when the aircraft is within the service
volume of a TIS-capable terminal radar site. Aircraft without an operating
transponder are invisible to both Traffic Advisory Systems (TAS) and TIS.
Aircraft without altitude reporting capability are shown without altitude
separation data or climb descent indication.

Section 7
Traffic is displayed symbolically on the PFD Inset Map, the MFD Navigation
Map Page, and various other MFD page maps. Refer to the Garmin G1000
Cockpit Reference Guide (190-00645-XX) for more details about the Traffic
Information Service (TIS) and optional Traffic Advisory Systems (TAS). When
a traffic advisory (TA) is detected, the following automatically occur:
• The PFD Inset Map is enabled and displays traffic.
• A flashing black-on-yellow TRAFFIC annunciation appears to the top left
of the Attitude Indicator for five seconds and remains displayed until no
TAs are detected in the area.
• A single “TRAFFIC” aural alert is heard, unless an optional Traffic
Advisory System (TAS) is installed. Refer to the applicable TAS
documentation for alerts generated by TAS equipment.
If additional TAs appear, new aural and visual alerts are generated.
Figure 7-30 – Traffic Annunciation and Inset Map with Traffic Displayed (TIS)
Systems
TIS Symbol Description

Non-Threat
Traffic
Traffic Advisory
(TA)
Traffic Advisory
Off Scale
Figure 7-31 – Traffic Annunciations (TIS)

Section 7
Traffic Advisory System (TAS) (If Equipped)

The optional Traffic Advisory System (TAS) is designed to help in detection
and avoidance of other aircraft. Your airplane may be equipped with either
the L3 Avionics Skywatch TAS or the Garmin GTS 800 Traffic Awareness
System. TAS uses an on-board interrogator-processor and an altitude
reporting transponder for the air-to-air traffic data link. Traffic is displayed
according to TCAS symbology using four different symbols.
TAS Symbol Description

Non-Threat
Traffic
Proximity
Advisory (PA)
Traffic Advisory
(TA)
Traffic Advisory
Off Scale
Figure 7-32 – Traffic Annunciations (TAS)
A Non-threat Advisory, shown as an open white diamond, indicates that an

intruding aircraft is at greater than ±1200 feet relative altitude or the distance
is beyond 5 nm.
A Proximity Advisory indicates that the intruding aircraft is within ±1200 feet
and is within 5 nm range, but is still not considered a threat.
A Traffic Advisory (TA) alerts the crew to a potentially hazardous intruding
aircraft. Closing rate, distance, and vertical separation meet TA criteria.
WARNING: The GTS 800 Traffic Advisory System (TAS) is intended for
advisory use only, to aid the pilot in visually acquiring traffic. No avoidance
maneuvers should be based solely upon TAS traffic information. It is the
responsibility of the pilot in command to see and maneuver to avoid traffic.
NOTE: Under certain conditions, double depictions of aircraft may be

displayed. These double depictions are normally seen as two targets in the
same proximity with the same altitude.
NOTE: Pilots should be aware of TAS limitations. TAS requires

transponders of other aircraft to respond to system interrogations. If the
transponders do not respond to interrogations due to phenomena such
Systems
as antenna shading or marginal transponder performance, traffic may

be displayed intermittently or not at all. Aircraft without altitude reporting
capability are shown without altitude separation data or climb descent
indication. Pilots should remain vigilant for traffic at all times.
The GTS 800 surveillance system monitors the airspace within ±10,000 feet
of your airplane’s altitude. Under ideal conditions, the GTS 800 unit scans
transponder traffic up to 12 nm in the forward direction. This range can be
greatly reduced to the sides and behind your airplane, down to approximately
2 nm, due to the directional interrogation signal patterns and shadowing
caused by the fuselage and wings.

Section 7
A Traffic Advisory that is beyond the selected display range is indicated by a

half TA symbol at the edge of the screen at the relative bearing of the intruder.
Figure 7-33 – Traffic Annunciations on Traffic Map Page (TAS)
TAWS Annunciations
Terrain Awareness and Warning System (TAWS) annunciations appear on
the PFD at the top left of the Altimeter. Refer to the Garmin G1000 Cockpit
Reference Guide (190-00645-XX) for information on TAWS alerts and
annunciations.
TRAFFIC TERRAIN
TRAFFIC TERRAIN
Systems
Figure 7-34 – Traffic and Example TAWS Annunciations

Section 7
TAWS Inhibit Button (If Equipped)

If your airplane is equipped with GDU software version 12.03 or higher, an
optional center instrument panel-mounted, illuminated button is available
that allows single-action inhibit of Premature Descent Alerting and Forward
Looking Terrain Avoidance TAWS annunciations.
Altitude Alerting
Altitude Alerting provides the pilot with a visual alert when approaching the
Selected Altitude. Whenever the Selected Altitude is changed, the Altitude
Alerter is reset. The following occur when approaching the Selected Altitude:
• When the aircraft passes through 1000 feet of the Selected Altitude an
aural tone is heard. The Selected Altitude changes to black text on a
light blue background and flashes for five seconds.
• When the aircraft passes within 200 feet of the Selected Altitude, the
Selected Altitude changes to light blue text on a black background and
flashes for five seconds.
• Upon reaching the Selected Altitude, if the pilot flies outside the
deviation band (± 200 feet of the Selected Altitude) an aural tone
is heard. The Selected Altitude changes to yellow text on a black
background and flashes for five seconds.
Figure 7-35 – Altitude Alerting Visual Annunciations
Low Altitude Annunciation
NO TE : A Low Altitude Annunciation is available only when WAAS is

available. This annunciation is not shown, unless TAWS is inhibited.
When the Final Approach Fix (FAF) is the active waypoint in a GPS WAAS
approach using vertical guidance, a Low Altitude Annunciation may appear if
the current aircraft altitude is at least 164 feet below the prescribed altitude
at the FAF. A black-on-yellow LOW ALT annunciation appears to the top left
of the Altimeter, flashes for several seconds, then remains displayed until the
Systems
condition is resolved.
Figure 7-36 – Low Altitude on GPS WAAS Approach

Section 7
Minimum Descent Altitude/Decision Height Alerting

For altitude awareness, a barometric Minimum Descent Altitude (MDA) or
Decision Height (DH) can be set in the Timer/References Window and is reset
when the power is cycled. When active, the altitude setting is displayed to the
bottom left of the Altimeter. Once the altitude is within the range of the tape,
a bug appears at the reference altitude on the Altimeter. The following visual
annunciations occur when approaching the MDA/DH:
• When the aircraft altitude descends to within 2500 feet of the MDA/DH
setting, the BARO MIN box appears with the altitude in light blue text.
The bug appears on the altitude tape in light blue once in range.
• When the aircraft passes through 100 feet of the MDA/DH, the bug and
text turn white.
• Once the aircraft reaches MDA/DH, the bug and text turn yellow and the
aural alert, “Minimums. Minimums,” is heard.
Within 2500 ft Within 100 ft Altitude Reached
Barometric
Minimum
Bug
Barometric
Minimum
Box
Figure 7-37 – Barometric MDA/DH Alerting Visual Annunciations
Alerting is inhibited while the aircraft is on the ground and until the aircraft
reaches 150 feet above the MDA. If the aircraft proceeds to climb after
having reached the MDA, once it reaches 50 feet above the MDA, alerting is
disabled.
The MDA/DH may be set from either PFD and is synchronized on both PFDs.
The function is reset when the power is cycled or a new approach is activated. Systems
Figure 7-38 – Barometric MDA/DH

Section 7
ADDITIONAL GARMIN G1000 FEATURES

(Equipped only as selected options)
Additional features may be incorporated with the G1000 system. These
options increase the users situational awareness in the cockpit. They can be
purchased by contacting Quest Aircraft Company. If your aircraft is equipped
with any of the additional features listed, please refer to the Garmin G1000
Cockpit Reference Guide (190-00645-XX) for additional information and user
instructions.
Additional features include the following:
• MFD Auxiliary Video Input
• Synthetic Vision System (SVS)
• SafeTaxi® diagrams
• ChartView and FliteCharts® electronic charts
• Datalink Weather/XM Radio Entertainment
• Search and Rescue (SAR)
• WX-500 Stormscope
The Synthetic Vision System (SVS) provides a three-dimensional forward
view of terrain features on the PFD. SVS imagery shows the pilot’s view of
relevant features in relation to the aircraft attitude.
SafeTaxi diagrams provide detailed taxiway, runway, and ramp information
at more than 700 airports in the United States. By decreasing range on an
airport that has a SafeTaxi diagram available, a close up view of the airport
layout can be seen.
The optional ChartView and FliteCharts provide on-board electronic terminal
procedures charts. Electronic charts offer the convenience of rapid access to
essential information. Either ChartView or FliteCharts may be configured in
the system, but not both.
NOT E: With the availability of SafeTaxi, ChartView, or FliteCharts in

electronic form, it is still advisable to carry another source of charts on
board the aircraft.
The optional XM Radio entertainment audio feature of the GDL 69A Data Link
Receiver handles more than 170 channels of music, news, and sports. XM
Radio offers more entertainment choices and longer range coverage than
commercial broadcast stations.
The optional Search and Rescue (SAR) feature assists with search and
Systems
rescue activities by providing flight plans in several commonly-used search

patterns.

Section 7
Multi-Function Display (MFD) Auxiliary Video Input (If Activated)

The G1000 MFD is equipped with an Auxiliary Video Input. The G1000
system provides a control and display interface to the auxiliary video system.
The video system is capable of displaying video for up to two inputs.
The G1000 MFD is capable of displaying the following video in the following
modes:
• Full-Screen
• Full-Screen with Digital Zoom
• Split-Screen with Map
• Split-Screen with Map and Digital Zoom
The Auxiliary Video Input is an option for the KODIAK and must have the
appropriate software in order to be used.
Garmin Synthetic Vision System (SVS) (If Equipped)
The Synthetic Vision System (SVS) is a visual enhancement to the G1000
Integrated Flight Deck. SVS depicts a forward-looking attitude display of
the topography immediately in front of the aircraft. The field of view is 30
degrees to the left and 35 degrees to the right. SVS information is shown
on the Primary Flight Display (PFD), or on the Multifunction Display (MFD) in
Reversionary Mode (see figure on the following page). The depicted imagery
is derived from the aircraft attitude, heading, GPS three-dimensional position,
and a nine arc-second database of terrain, obstacles, and other relevant
features. The terrain data resolution of nine arc-seconds, meaning that the
terrain elevation contours are stored in squares measuring nine arc-seconds
on each side, is required for the operation of SVS. Loss of any of the required
data, including temporary loss of the GPS signal, will cause SVS to be
disabled until the required data is restored.
The SVS terrain display shows land contours (colors are consistent with those
of the topographical map display), large water features, towers, and other
obstacles over 200' AGL that are included in the obstacle database. Cultural
features on the ground such as roads, highways, railroad tracks, cities, and
state boundaries are not displayed even if those features are found on the
MFD map. The terrain display also includes a north–south east–west grid
with lines oriented with true north and spaced at one arc-minute intervals
to assist in orientation relative to the terrain. The Terrain Awareness and
Warning System (TAWS) is integrated within SVS to provide visual and
auditory alerts to indicate the presence of terrain and obstacle threats relevant
to the projected flight path. Terrain alerts are displayed in red and yellow
shading on the PFD.
Systems
The terrain display is intended for situational awareness only. It may

not provide the accuracy or fidelity on which to base decisions and plan
maneuvers to avoid terrain or obstacles. Navigation must not be predicated
solely upon the use of the TAWS terrain or obstacle data displayed by the
SVS.

Section 7
For operational guidance of the G1000 SVS system, refer to the Garmin Cockpit
Reference Guide (190-00645-XX).
WARNIN G: Use appropriate primary systems for navigation, and for

terrain, obstacle, and traffic avoidance. SVS is intended as an aid to
situational awareness only and may not provide either the accuracy or
reliability upon which to solely base decisions and/or plan maneuvers to
avoid terrain, obstacles, or traffic.
Figure 7-39 – Synthetic Vision System (SVS)

Systems

Section 7
Safe Taxi (If Equipped)

SafeTaxi is an enhanced feature that gives greater map detail when viewing
airports at close range. The maximum map ranges for enhanced detail are
pilot configurable. When viewing at ranges close enough to show the airport
detail, the map reveals taxiways with identifying letters/numbers, airport Hot
Spots, and airport landmarks including ramps, buildings, control towers, and
other prominent features. Resolution is greater at lower map ranges. When
the MFD display is within the SafeTaxi ranges, the airplane symbol on the
airport provides enhanced position awareness.
Designated Hot Spots are recognized at airports with many intersecting
taxiways and runways, and/or complex ramp areas. Airport Hot Spots are
outlined to caution pilots of areas on an airport surface where positional
awareness confusion or runway incursions happen most often. Hot Spots
are defined with a magenta circle or outline around the region of possible
confusion.
During ground operations the aircraft’s position is displayed in reference to
taxiways, runways, and airport features. In the example shown, the aircraft
is on taxiway Bravo inside the High Alert Intersection boundary on KGEG
airport. Airport Hot Spots are outlined in magenta. When panning over the
airport, features such as runway holding lines and taxiways are shown at the
cursor.
Systems
Figure 7-40 – SafeTaxi Depiction on the Navigation Map Page

Section 7
ChartView and FliteCharts® Electronic Charts (If Equipped)

ChartView resembles the paper version of Jeppesen terminal procedures
charts. The charts are displayed in full color with high-resolution. The MFD
depiction shows the aircraft position on the moving map in the plan view of
approach charts and on airport diagrams. Airport Hot Spots are outlined in
magenta.
FliteCharts resemble the paper version of National Aeronautical Charting
Office (NACO) terminal procedures charts. The charts are displayed with
high-resolution and in color for applicable charts. FliteCharts database
subscription is available from Garmin.
Figure 7-41 – Flight Charts
XM Radio Entertainment (If Equipped)

The optional XM Radio entertainment feature of the GDL 69A Data Link
Systems
Receiver is available for the pilot’s and passengers’ enjoyment. The GDL
69A can receive XM Satellite Radio® entertainment services at any altitude
throughout the Continental U.S. Entertainment audio is available only on the
GDL 69A Data Link Receiver, not the GDL 69. XM Satellite Radio offers a
variety of radio programming over long distances without having to constantly
search for new stations. Based on signals from satellites, coverage
far exceeds land-based transmissions. XM Satellite Radio services are
subscription-based.
For operational guidance of the XM Radio system and instructions on how to
activate XM Radio service, refer to the Garmin Cockpit Reference Guide.

Section 7
XM Satellite Weather (If Equipped)

XM Satellite Weather is provided through the GDL 69A, a remote-mounted
data-link satellite receiver. Received graphical weather information and
associated text is displayed on the Multi Function Display (MFD) and the
Primary Flight Display (PFD) Inset Map. The GDL 69A can also receive
XM Satellite Radio® entertainment services. Both weather data and
entertainment programming operate in the S-band frequency range to provide
continuous reception capabilities at any altitude throughout North America.
XM Satellite Radio services are subscription-based.
For operational guidance of the XM Satellite Weather system and instructions
on how to activate XM Satellite Weather service, refer to the Garmin G1000
Cockpit Reference Guide (190-00645-XX).
The G1000 System is capable of displaying the following information:
• PIREPS
• AIREPS
• Turbulence
• Current Icing Product (CIP)
• Super Cooled Liquid Droplet (SLD)
WA RNING: XM Satellite Weather data provides information for avoiding

hazardous weather. Do not utilize XM Weather information to penetrate
hazardous weather.
Systems
Figure 7-42 – XM Satellite Weather Page

Section 7
Search and Rescue (SAR) (If Equipped)

The Search and Rescue feature has four basic search patterns to provide
air crews with step by step tracking procedures for the search and rescue
mission. The search pattern options are: Parallel Track, Sector (example
shown in figure below), Expanding Square, and Circular (if equipped with
enhanced SAR).
All patterns have adjustable parameters. The most effective pattern may be
chosen based on available information about the search object, the weather,
and the terrain. Typical flight planning parameters such as time, speed,
distance, and fuel remaining are given throughout the search mission on the
flight plan pages.
In the example below, the Sector pattern option is activated and the search
covers a 10 nm radius around the CRIBS intersection. For operational
guidance of the Search and Rescue system, refer to the Garmin G1000
Search and Rescue Pilot’s Guide (190-00760-00).
Figure 7-43 – Example of Sector Search Pattern
N OTE: If the “Activate Now” window appears and cannot be selected,

enter the desired waypoint in the waypoint field.
Systems
NOT E: When using the circle search SAR pattern, the SUSP softkey will
be shown. This softkey will not be available to unsuspend the pattern,
unless there is a waypoint loaded in the flight plan to follow the SAR
pattern.
NOTE: With a SAR flight plan active, entering a direct-to a waypoint that
exists multiple times in the SAR flight plan will result in the navigation to the
first occurrence of that waypoint. Selecting a direct-to a waypoint within the
SAR flight plan will provide navigation to that specific occurrence.

Section 7
WX-500 Stormscope (If Equipped)

The Stormscope WX-500 Series II Weather Mapping Sensor detects electrical
discharges associated with thunderstorms within 200 nm radius of the aircraft.
This information is then sent to the G1000 multifunction display (MFD) which
plots the location of the associated thunderstorms.
For operational guidance of the WX-500 Stormscope system, refer to the
Garmin G1000 Cockpit Reference Guide (190-00645-XX).
NOT E: The Stormscope system is not intended for hazardous

thunderstorm penetration. Weather information on the G1000 MFD is
approved for weather avoidance only. Refer to the “WX-500 User’s Guide”
for a detailed description of Stormscope operation.
Figure 7-44 – WX-500 Stormscope

Systems
NOT E : Using the WX-500 Stormscope while the HID pulse lights are on
could cause erroneous lightning indications. To prevent the possibility of
false lightning indications, DO NOT use the pulse position of the LANDING
LIGHT toggle switch while utilizing the WX-500 Stormscope.

Section 7
7-6 FLIGHT MANAGEMENT

G1000 WEIGHT PLANNING
The Garmin G1000 is equipped with a tool that allows the crew to quickly
determine the gross weight of the KODIAK 100. This tool can be accessed
on the MFD. On power-up, the MFD defaults to the Weight Planning page.
The Weight Planning tool will not compute the aircraft Center of Gravity nor
will it produce any moments for Center of Gravity computations. The Weight
Planning tool has two sections, Payload (LB) and Fuel (LB). The fields are
described below as an entry field or a calculation field. An entry field is
selectable data that is entered by the crew. A calculation field is not selectable
by the crew and is automatically calculated by the G1000 from the data
entered. For operational guidance of the Weight Planning tool, refer to the
Garmin G1000 Cockpit Reference Guide (190-00645-XX).
NOTE : When returning from Reversionary mode, the MFD will default to
the map page and not the weight planning page.
NOT E : All weight planning page data fields display data rounded to the
nearest 10 pounds or 5 kilograms.
PAYLOAD (LB) ENTRY SECTION

The Payload (LB) section allows the crew to enter the weight of crew,
passengers, and cargo. Listed below are the fields listed in the Payload (LB)
section with short definitions:
Basic Empty Weight (Entry Field) - The basic empty weight is the aircraft
weight not including passengers, fuel, crew, or cargo. The Basic Empty
Weight number is retained and stored in the system after each flight. Refer
to “Section 6” of this manual to obtain a current Basic Empty Weight.
Pilot and Stores (Entry Field) - This is the weight of the pilot, copilot, and
flight gear (charts, additional gear).
Basic Operating Weight (Calculation Field) - Automatic calculation of Basic
Empty Weight and Pilot and Stores.
Passenger(s) Weight (Entry Field) - The crew has the ability to select up
to 9 passengers. The Weight Planning tool allows the crew to specify the
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average weight of the passengers in a range of 0 LB to 990 LB. The crew

has the discretion of adding the weight of the bags to each passenger or
adding them in the Cargo Weight entry field.
Cargo Weight (Entry Field) - This is the weight of the total cargo on-board.

Section 7
Zero Fuel Weight (Calculation Field) - Automatic calculation of all items

listed in the Payload (LB) section. The Zero Fuel Weight number will be
displayed in amber if the Zero Fuel Weight is greater than the maximum
allowable Zero Fuel Weight. See the figure below.
A/C Payload Calculator

Basic Empty Weight Entry - 3610
Pilot and Stores Weight Entry - 220
Basic Operating Weight Calculation - 3830
Passenger(s) Weight Entry - 0
Cargo Weight Entry - 0
Zero Fuel Weight Calculation - 3830
Figure 7-45 – Payload (LB) Section
FUEL (LB) ENTRY SECTION

The Payload (LB) section allows the crew to enter the weight of crew,
passengers, and cargo. Listed below are the fields listed in the Fuel (LB)
section with short definitions:
NOT E: If the aircraft is on the ground or a destination way point has not
been entered, the following fields display invalid values consisting of six
dashes:
• Estimated landing weight
• Estimated landing fuel
• Excess fuel
Zero Fuel Weight (Calculation Field) - This is the weight that is calculated in
the Payload (LB) section.
Fuel Onboard (Entry of Sync Field) - This field is the total weight of the fuel
onboard the aircraft. The total weight of the fuel onboard can be manually
inserted by the crew. On power up, the Fuel Onboard displays the total fuel
quantity as referenced to the aircraft fuel quantity indicators. To sync the
fuel totalizer to this field, press the FOB SYNC soft key on the bottom of
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the MFD.
Aircraft Weight (Calculation Field) - The aircraft weight calculation is a total
weight of the zero fuel weight and fuel onboard.
Estimated Landing Weight (Calculation Field) - When the aircraft is in the
air and a destination way point has been entered, the fuel calculations
can be completed. Landing weight is automatically calculated based on
the following information: [ Estimated landing weight = zero fuel weight +
estimated landing fuel ]. If the estimated landing weight is greater than the
allowable landing or takeoff weight, then the estimated landing weight will
be displayed in amber.

Section 7
Estimated Landing Fuel (Calculation Field) - When the aircraft is in the

air and a destination waypoint has been entered, the estimated landing
fuel calculations can be completed. The estimated landing fuel weight
calculation is based on the following information:
[ Estimated landing fuel = fuel on board - (fuel flow x ETE) ]
This estimated landing fuel calculation is the estimated fuel remaining
after landing. If the estimated landing fuel weight is positive, but less than
or equal to the fuel reserves weight, the following values are displayed in
amber:
• Excess fuel weight
If the estimated landing fuel weight is zero or negative, then the following
values are displayed in red:
• Excess fuel
Fuel Reserves (Entry Field) - This field allows the crew to subtract any
reserve fuel that may not be included in fuel onboard entry field.
Excess Fuel (Calculation Field) - When the aircraft is in the air and a
destination way point has been entered, the estimated excess fuel
calculation can be completed. The estimated excess fuel calculation
is based on the following information: [ Excess fuel weight = estimated
landing fuel - fuel reserves ]. The estimated excess fuel is the calculated
fuel remaining after landing.
Fuel Calculator
Zero Fuel Weight Calculation - 3830
Fuel Onboard Entry - 1090
Aircraft Weight Calculation -
Estimated Landing Weight Calculation -
Estimated Landing Fuel Calculation -
Fuel Reserves Entry - 300
Excess Fuel Calculation -
Figure 7-46 – Fuel (LB) Section

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Section 7
3610
220
3830
0
0
3830
Figure 7-47 – Weight Planning Page
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Section 7
7-7 GROUND OPERATION

Ground control while taxiing is accomplished through nose wheel steering
by using the rudder pedals. The left rudder pedal is pressed to steer left
and the right rudder pedal is pressed to steer right. When a rudder pedal is
depressed, a spring-loaded steering bungee (which is connected to the nose
wheel steering bell crank and rudder bars) will turn the nose wheel through
an arc of approximately 17.5 degrees each side of center. By applying either
left or right brake, the degree of turn may be increased up to approximately 55
degrees each side of center.
Figure 7-48 – Nose Wheel Steering System

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Moving the airplane by hand is most easily accomplished by attaching a

tow bar to the nose gear tow pins. If a tow bar is not available, or pushing
is required, use the wing struts as push locations. Do not use the propeller
blades or spinner to push or pull the airplane. If the airplane is to be towed by
a vehicle, use caution as to avoid exceeding the turning limits marked either
side of center.

Section 7
7-8 WING FLAPS

The electrically controlled, slotted fowler flaps enhance the low speed lift
characteristics of the airplane. Each flap is connected to the wing structure at
three flap track assemblies. Each flap track assembly contains two grooves in
which the flap rollers operate. The flaps may be positioned at 0°, 10°, 20° and
35° by selecting the desired position on the flap control switch. As the flap
position switch is placed in a given position, sensors in the flap power system
provide input to the flap motor and gearbox; the flap motor and gearbox drives
flexible shafts which actuate worm gear assemblies and position the flaps
as selected in the cockpit. One asymmetry sensor is installed per each flap
assembly to ensure flap symmetry. If a malfunction occurs within the flap or
between the two flaps, the asymmetry sensors will immediately discontinue
flap movement. Flap position indication is provided on the multifunction
display.
7-9 LANDING GEAR SYSTEM

The landing gear is a tricycle type with a steerable nose wheel and two main
wheels. Shock absorption is provided through the tubular spring steel main
landing gear struts with two interconnecting steel cross tubes and the air
and oil-filled nose gear shock strut. The landing gear system is designed
for operations from unimproved runways. To improve the operation from
unimproved runways, the optional oversize tires may be installed. This option
provides greater propeller ground clearance and a wider footprint for better
performance on soft surfaces.
7-10 BAGGAGE/CARGO COMPARTMENT

In the passenger version, the space normally used for carrying baggage is
the raised area aft of the cargo door to the aft cabin bulkhead. Access to
the baggage area is gained through the cargo door or from within the cabin.
Quick-release cargo tie-down straps and a cargo net are provided for securing
baggage and are attached to the compartment floor anchor points. Refer to
“Section 6” of this manual for loading limits and “Section 1” of this manual for
dimensions.
WARN ING: Any material that could possibly be hazardous to the airplane
or its occupants should not be placed anywhere in the airplane.
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Section 7
CABIN LOADING CONFIGURATIONS

With the exception of the cockpit, each of the six loading zones is equipped
with tie-down points, just behind the forward edge of the zone. The sixth zone
also has tie-down points at the rear of the zone, in the aft cabin bulkhead.
These tie-down points, along with the seat tracks in the floor, allow the
operator to fasten straps to the interior of the fuselage.
Acceptable Loading Configurations
The acceptable loading configurations for the KODIAK are established to
provide occupant safety in flight and allow emergency exiting through both
crew doors and the cargo door. The illustrations below represent different
loading scenarios by showing an overhead view of the fuselage, with grey
areas representing areas where cargo is loaded.
WARNIN G: There may be configurations that are geometrically possible

and allowed as shown in the following illustrations, but care must be taken
to also observe the loading rules regarding strap and tie-down use. It is
likely that the availability of tie-down points will limit the cargo to be carried
- particularly for heavy loads that span multiple zones.
Generally, the rear zone (Zone 6) is not equipped for seats and may be used
for cargo with any seating configuration.
1. When the aircraft is loaded with a combination of cargo and passengers, as
illustrated in the figure below, seats must be removed beginning at the rear
of the cabin to make room for cargo. There must be at least 8″ of clearance
between cargo and the back of seats.
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Figure 7-49 – Placement of Cargo Aft of Passengers

Section 7
2. Placement of cargo alongside passengers is acceptable as long as a 12″

aisle is left for passenger exit to the crew doors. This general configuration
is illustrated in the figure below.
Figure 7-50 – Loading and Securing Cargo Next to Passengers
3. A combination of aft and side placement of cargo is also permissible.

Examples of this are shown in the figure below. As with side loading,
a combination of aft and side placement of cargo must allow for a 12″
passenger exit isle forward to the crew doors.
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Figure 7-51 – Combination Side/Aft Cargo Placement

Section 7
Prohibited Loading Configurations

Cargo may not be placed in front of passengers. This would block access to
the right side emergency exit.
Figure 7-52 – Prohibited Loading Configuration
SECURING CARGO
It is the responsibility of the operator to use approved cargo straps and cargo
attach fittings to ensure that cargo is properly restrained. The use of the
approved cargo straps and cargo attach fittings must be in accordance with
the strap usage requirements below.
Approved Cargo Attach Fittings
The following cargo attach fittings are the ONLY fittings approved for use on
the KODIAK:
APPROVED CARGO ATTACH FITTINGS
MANUFACTURER PART NO. ATTACH TYPE
ANCRA INTERNATIONAL, LLC 40340-20 SINGLE-STUD
ANCRA INTERNATIONAL, LLC 47556-10 DOUBLE-STUD
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CARGO SYSTEMS, INC 78101 DOUBLE-STUD

Section 7
Approved Cargo Straps

The following straps are the ONLY straps approved for use on the KODIAK:
APPROVED CARGO STRAPS
COMPATIBLE
MANUFACTURER PART NO. ATTACH TYPE
FITTING(S) [ BY ROW# ]
CARGO SYSTEMS, INC 41842-80 HOOK (X2) 1 - 17
CARGO SYSTEMS, INC S3E120E24N07 SNAP HOOK (X2) 1 - 17
CGU-1/B
<ANY> HOOK (X2) 1 - 17
(per MIL-PRF-27260C)
Using a Strap to Secure Cargo

There must be one dedicated strap for every:
• 100 lb of cargo, to restrain the cargo from shifting forward.
• 800 lb of cargo, to restrain the cargo from shifting upward.
• 1000 lb of cargo, to restrain the cargo from sideward shifting.
An article of cargo that weights 800 lb will require: 8 straps restraining forward
movement, 1 strap restraining upward movement and 4 straps restraining
sideward movement (2 in each direction), for a total of 13 straps. The method
of calculating the number of straps required is shown in following equations:
Strap Calculation for Forward Restraint: 800 lb

= 8 Straps
100 lb
800 lb
Strap Calculation for Upward Restraint: = 1 Strap
800 lb
Strap Calculation for Sideward Restraint:

800 lb
= 1.6 2 straps (in each direction)
500 lb
Loading Cargo
When loading cargo, take care to protect the aluminum seat tracks. An
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appropriate protective covering, such as wood planks or cardboard, may need

to be placed over the seat tracks when loading or unloading cargo from the
rear of the cabin, to prevent damage from occurring.

Section 7
Tie-Down Points
The ratings for the tie-down points in the fuselage of the KODIAK are provided
in the table below.
Tie-Down Location & Type & Location Rating (Pounds)
Ceiling 75
Floor, Zone 6 75
Walls 100
Floor, Single Lug 100
Table 7-2 – KODIAK Tie-Down Point Ratings
The number of tie-down points required for the example 800 lb article of cargo
will depend upon which tie-down points are used. If the minimum of 13 straps
are used and 2 tie-down points are utilized for each strap for a total of 26 tie-
down points, the operator will need to ensure that the capacity of the tie-down
points sum to at least 800 lb as shown in the equation below. The equation
calculates the total capacity of the 26 tie-down points assuming the use of 10
wall tie-down points and 16 floor tie-down points and the individual ratings
taken from the figure above.
(10 X100 LB) {10 X WALL} + (16 X 100 LB) {16 X FLOOR } = 2,600 LB => Adequate
Tiedown Points
General Rules for Securing Cargo
There are several rules in place to protect the occupants from free or shifting
cargo during all phases of ground and flight operations. While operating
according to the previous guidelines, the operator will be required to abide by
the following rules when securing cargo in the aircraft.
WARNING: These rules are intended to ensure safe transport of

passengers and cargo, while maintaining flexibility in configuring the
interior for travel. The loading rules presented here prohibit configurations
of cargo and passengers that could be dangerous. If a particular
combination of cargo weight and configuration does not satisfy all of the
loading rules presented here, it may not be carried in the KODIAK 100.
• Cargo must be firmly immobilized in all directions and secured by straps

and tie-down points of adequate strength.
• The number of tie-down points must be selected so that the sum of their
capacity is equal to, or greater than, the weight of the article of cargo.
• Loads must be secured in a “down and back” manner (see figure
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below).
• Straps must be attached and secured in a manner that prevents them
from becoming unfastened, opened or released while in use.
• Multiple straps securing common cargo must all be securely tightened
to the same tension to ensure the load is carried by all straps. When
tightening multiple straps, care must be taken to ensure that tightening
one strap (or set of straps) does not loosen another strap (or set).
• If multiple straps are used to restrain an article of cargo in a particular
direction, the straps shall be spaced evenly about the center of gravity
of the cargo.

Section 7
• Only one strap may be attached to each cargo tie-down fitting.

• Fittings installed in the seat tracks must be spaced at least 8" apart.
• There must be at least 4″ of clearance between the sides of the fuselage
(or windows) and articles of cargo.
• There must be at least 8″ of clearance between cargo and seat backs.
• Cargo spanning more than one zone may have a total weight of the
added zones, but care must be taken to ensure that the maximum zone
ratings are not violated in any individual zone.
• Items that are difficult to bundle or stack with other cargo must be
secured separately using adequate straps and tie-down points.
• All equipment used to secure cargo must be in proper condition to
perform its function, with no damage or weakened components that
could adversely affect its performance.
Figure 7-53 – Securing Stacked Cargo
Using Wall and Ceiling Tie-Downs to Secure Cargo

The walls and ceiling of the fuselage are less capable of restraining cargo
than the seat tracks, and therefore require the following considerations:
• When securing cargo to prevent upward movement, the cargo must
be positioned so that the straps create an angle of at least 45° with the
floor (viewed from front or rear) when using tie-down points in the walls
of the fuselage. This is illustrated in the figure below.
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Figure 7-54 – Upward Restraint with Straps

Section 7
• When securing cargo to prevent forward movement, the cargo must

be positioned so that the straps create an angle of at least 45° with
the leading edge of the cargo (when viewed from above), when using
tiedown points in the walls of the fuselage. This is illustrated in the
figure below. The exception is when two straps are used together to
prevent forward movement and pass over the top of the cargo as well
as in front of the cargo. See figure below.
Figure 7-55 – Forward Restraint with Straps

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Figure 7-56 – Combination Forward and Upward Restraint

Section 7
Using a Net to Secure Cargo

If a cargo net is used, tie it securely to itself along the front and sides so that
cargo cannot escape from under the net. While the net bundles the load
together, straps shall be added in accordance with the total weight of the
cargo, following the previous rules.
Do not fasten cargo nets to tie-downs or seat tracks under or at the rear
of seats. This would give minimal protection for the occupants if the strap
stretches during flight. The net should be pulled under the cargo and tied
back – pulling the load away from the seats with at least 8″ between the cargo
and the back of a seat.
While it is permissible for straps to be weaved into nets (to prevent the net
from sliding under the strap), each end of a strap that is being used to secure
the load must be fastened to tie-down points in the aircraft.
Cargo alongside Occupants
When it is necessary to have cargo alongside an occupant, it must be secured
away from the occupant, as well as down and back.
When the pilot is the only occupant, and the copilot seat has been removed
to carry cargo, the cargo must be at least 6″ in any direction from the copilot
flight controls when in their most aft position (including rudder pedals), and
must not be higher than the door handle.
EXTERNAL CARGO COMPARTMENT

The KODIAK 100 may be equipped with an external cargo compartment,
which attaches to the bottom of the fuselage and provides an additional
cargo volume of 63 cubic feet (or 750 pound capacity). The external cargo
compartment is comprised of the nose fairing and the body of the pod,
which are separated by a stainless steel firewall. It has three separate
compartments which are accessible through three doors on the left side of the
aircraft. Once installed, the external cargo compartment and its components
will increase the weight of the aircraft by approximately 175 pounds.
The external cargo compartment is fabricated from a gel coat, fiberglass,
resin, and foam core composite, also containing ground plane mesh. Ventral
fins, strakes and aerodynamic fences are installed to provide additional
directional stability. Fuel drains and vents are routed to a common drain
manifold on the right side. Jacking of the nose gear is accomplished with
a column jack point, which extends below the aircraft firewall, through the
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external cargo compartment. Jacking of the main gear is accomplished with a

column jack and a special adapter at the aft trunnion bolt.

Section 7
7-11 SEATS, SEAT BELTS AND SHOULDER HARNESSES

Standard seating for the airplane consists of six-way adjustable pilot and front
passenger seats. Additional passenger seating is available in the passenger
versions. The utility configuration consists of four rows of single-place, fixed
position collapsible seats on each side of the cabin.
WARNIN G: None of the standard equipment airplane seats is approved

for installation facing aft.
PILOT AND FRONT PASSENGER SEATS

The pilot and front passenger seats are adjustable in six directions. They
may be moved forward or aft, adjusted up or down and the seat back angle
may be changed. Position the seat forward and aft by raising one of the small
levers on the left or right sides of the seat. Once a lever is raised, position the
seat as desired and release the lever. Ensure the seat is properly locked into
position by trying to move the seat forward and aft. The seat may be raised
or lowered by rotating the crank under the front center of the seat. The seat
back angle may be adjusted by raising the lever on the outboard or inboard
aft side of the seat and positioning the seat back as desired. Ensure the seat
back is properly locked into position by trying to move the seat back forward
and aft. The pilot and front passenger seats are equipped with non-adjustable
headrests.
AFT PASSENGER SEATS – UTILITY PASSENGER VERSION

Individual collapsible seats are available for the eight aft passenger stations.
The seats may be folded into a compact space and stowed in the aft baggage
area when not in use. When necessary, the seats can then be unfolded and
installed in the passenger area. The seats are equipped with quick-release
fasteners which allow them to be readily fastened to the seat tracks in any
one of the eight passenger seat stations.
PILOT AND COPILOT SEAT BELTS/SHOULDER HARNESSES

All seat positions are equipped with seat belts and shoulder harnesses. The
shoulder harnesses on the pilot and front passenger seats are equipped with
inertia reels.
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WARNING: Failure to properly utilize the seat belts, shoulder harnesses

and inertia reels could result in serious injury or death in the event of an
accident.

Section 7
Both the pilot and front passenger seats are equipped with a four-point
restraint system which combines the function of conventional lap-belts, and
inertia reel equipped double strap shoulder harness in a single assembly.
The lap belts attach to fittings on each side of the lower aft portion of the seat
frames. The shoulder harness and inertia reel assemblies attach to the upper
portion of the forward carry-through spar. The inertia reels are equipped
with levers mounted overhead the pilot and front passenger seats to lock the
reels and prevent any upper body movement whatsoever. Pushing the inertia
reel lever to the forward position locks the inertia reel. Placing the inertia
reel lever in its full aft position unlocks the inertia reel and allows freedom of
movement of the upper body except in the event of sudden deceleration, in
which case, the inertia reel will automatically engage and prevent movement.
The inertia reel levers must be placed in the locked position prior to takeoff or
landing.
The left half of the lap belt contains the buckle, which is the connection point
for the right half of the lap belt, and both shoulder harnesses. The right lap
belt and shoulder harnesses are fitted with links which insert into the buckle.
Both halves of the seat belt and shoulder harnesses have adjusters with
narrow straps to enable the belt halves to be lengthened or shortened as
necessary. The shoulder harnesses must be routed between the headrest
supports.
To use the restraint system, place the inertia reel lever in the unlocked
position, lengthen each half of the seat belt as required by pulling the buckle
or connecting link towards the lap with one hand while pulling outward on the
narrow adjuster strap with the other hand. Insert the right connecting link into
the lower right slot of the buckle. Position each shoulder harness strap over
the shoulders and insert their links into the upper slots in the buckle. The seat
belts and shoulder harnesses should be tightened to a snug-fit by grasping
the free end of each belt and pulling it away from the buckle. If desired, place
the inertia reel lever in the locked position.
To release the lap belts and shoulder harnesses, simply twist the front section
of the buckle in either direction and pull all connecting links free.
PASSENGER VERSION SEAT BELTS AND SHOULDER

HARNESSES
All seat belts attach to fittings installed on the seat frame. The belts consist
of a buckle-half and a link-half on each seat. To use the seat belts, lengthen
the link side and buckle side of the lap belts and shoulder harnesses as
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necessary by grasping the sides of the link or buckle and pulling against
the belt. The shoulder harnesses are equipped with a narrow strap to aid in
lengthening the strap. Simply pull on the narrow strap to lengthen the straps
as required. Position each shoulder harness strap over the shoulders and
insert the lap/shoulder harness link into the lap/shoulder harness buckle.
The seat belts and shoulder harnesses should be tightened to a snug-fit by
grasping the free end of each belt and pulling it away from the buckle.

Section 7
SEAT REMOVAL AND INSTALLATION
NOT E : The Passenger and Crew Seat installation and removal

instructions contained in this section can be performed by a pilot without
a logbook entry. If any seats are removed, a weight and balance for flight
must be calculated using the procedures defined in “Section 6” of this
manual.
Tools Required to Remove the Passenger and Crew Seats

The passenger and crew seats can be removed using the following tool(s):
a. Standard Flat Head Screw Driver (Passenger Seats)
b. Standard Phillips Head Screw Driver (Crew Seats)
Seat Tracks
If equipped, seat tracks are marked with station identification markings every
10 inches, starting at FS (Fuselage Station) 50.0. These markings will assist
the operator in quickly installing seats. Refer to the following example of how
to properly install a seat.
Example: To install a seat in Row 3 (FS 115.0), locate fuselage station
marking FS 110.0 and count 5 seat track notches AFT. Insert the seat lock
paw into FS 115.0 and move the seat 1/2 inch AFT and engage the seat track
lock. This is the location for the center of the seats track lock pin.
CONFIGURATION A
EXAMPLE FIGURE:
0
12
(FS 115.0 , Row 3)

Insert seat into track and move
AFT 1/2 inch to engage lock.
0
Track Station Markings

11
(Every 10 Inches)
Note: A Black Diamond
identifies each station.
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Figure 7-57 – Seat Track Marking Example
For weight and balance calculations, the individual seat weights and seat CG
locations are provided in “Section 6” of this manual.

Section 7
CREW SEAT REMOVAL AND INSTALLATION

Crew Seat Removal:
1. Using a phillips head screw driver, locate and remove the seat stops.
50
2. Slide the seat AFT which will allow the AFT portion of the seat to clear
through the removal notch in the seat track.
3. After the seat has been removed, unhook the shoulder harness from the
inertia reel using the quick disconnect.
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4. Update the aircraft weight and balance using the procedures defined in

Section 7
Crew Seat Installation:

1. Connect the shoulder harness to the inertia reel using the quick connect
(shown on previous page).
2. Place the seat in the cockpit inserting the FWD frame tracks into the seat
tracks as shown.
3. Slide the seat forward and insert the AFT seat frame tracks into the seat
tracks as shown.
4. Install the seat stops as shown. The seat stops should be 50 in. from
the firewall or count 4 notches from the seat removal hole in the track.
Ensure the weight and balance for the next flight reflects the new seat
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configuration, using the procedures defined in “Section 6” of this manual.
Seat Removal Notch 3 Track Spaces

(Station Identifier FS 50.0)
50

Section 7
PASSENGER SEATS REMOVAL AND INSTALLATION

Passenger Seat Removal:
1. Using a flat head screw driver, locate and loosen the cable tensioners (x2)
by rotating counterclockwise 3/4 turn.
3/4 turn
2 Locations
2. Using a flat head screw driver, locate and unlock the seat foot by rotating it
90 degrees, as shown below.
Turn 90o
2 Locations
3. Once the feet are unlocked, slide the seat AFT 1/2 of a track notch to allow
the feet to exit the track. Once moved AFT, lift up the seat and the seat will
clear the rails. The seat is now ready for storage. Seats will fold for ease of
storage. Systems
AFT 1/2 Seat Track
4. Update the aircraft weight and balance for flight, using the procedures
defined in “Section 6” of this manual.

Section 7
Passenger Seat Installation:
1. Locate the correct position of

the seat based on the approved
configurations in this manual. To
determine the correct position
for the seat, locate the station FS 178.00
identification markings on the
seat tracks and use them to Count Forward
quickly locate the seat position to Determine
by counting forward or AFT Seat Location or
of the seat track identification Locate Seat Track
markings. Identification
Markings
2. Unfold the seat and insert all
four feet into the seat tracks,
aligning the rear foot locks with
the position identified in step 1.
3. Using a flat head screwdriver, lock Turn 90o

the seat foot by rotating the lock 90
degrees (x2) (see figure to right).
4. Using a flat head screwdriver,

locate and tighten the cable
tensioners (x2) by rotating
clockwise 3/4 turn (see figure
below). Ensure that the tensioner
is in contact with the stop.
3/4 turn
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2 Locations
5. Update the aircraft weight and balance for flight, using the procedures
defined in “Section 6” of this manual.

Section 7
7-12 DOORS AND WINDOWS

CABIN ENTRY DOORS
Entering and exiting the airplane is accomplished through an entry door on
each side of the forward fuselage at the pilot and front passenger positions.
A cargo door on the left side of the aft fuselage may also be used for cabin
entry.
CREW ENTRY DOORS

Both crew entry doors incorporate a conventional exterior door handle, a
key-operated door lock, a conventional interior door handle, lock override
and a fixed window. The pilot window includes a storm window which may
be opened. To open either crew entry door from outside the airplane (when
unlocked), press on the forward portion of the handle to expose the handle
and rotate it upward toward the OPEN position. To close the door from the
inside of the airplane, use the conventional armrest handle. Place the inside
door handle in the OPEN position and pull the door shut; then, rotate the
handle forward to the LATCHED position. When the handle is rotated to the
LATCHED position, an over-center condition will hold it in that position.
C AUT ION: Failure to properly close and latch the crew doors may cause
them to open in flight.
Both crew doors should be in the LATCHED position prior to flight, and should
not be intentionally opened during flight. If it is necessary to lock the aircraft
when leaving it unattended, both crew doors must be locked from the outside
of the airplane with the conventional key locks.
Systems

Section 7
CARGO/AFT PASSENGER DOOR

A cargo/aft passenger door is installed on the left side of the airplane just aft
of the wing trailing edge. The door is a clamshell-type with stairs built into the
lower half for easy access to the passenger/cargo area. With the cargo door
open, the large opening facilitates the loading of bulky cargo into the cabin. A
conventional handle is installed on the exterior of the door.
1. To open the door from the outside, press the forward portion of the handle
to expose the handle; rotate the handle up toward the OPEN position to
unlatch the door. The upper half of the door has two telescoping door lifts
which raise the door to the fully-open position. Once the upper half of the
door is opened, the lower half may be unlatched by moving its lever aft.
2. To close the door from the outside, ensure the lower door handle is in the
UNLATCHED position, and shut the door. Hold the lower door closed and
rotate the handle forward to the LATCHED position. Pull the upper door
down and while holding it in the closed position, rotate the lever down to
latch the upper door in place.
3. To open the door from the inside, grasp the upper door handle and rotate it
upward to the open position. Once the upper door is open, move the lower
door handle aft to unlatch the door. The lower door may then be carefully
lowered to the open position.
4. To close the door from the inside, ensure the lower door handle is in the
OPEN (aft) position and pull the door shut. With the door pulled closed
tightly, move the handle forward to the LATCHED position. Once the lower
door is closed, pull the upper door shut while ensuring the door handle is in
the OPEN (up) position. Hold the upper door shut and move the handle aft
to the latched position.
As a safety feature, the airplane is equipped with a cargo door warning
system. If the cargo/aft passenger door is not properly latched, annunciation
through the G1000 will alert the pilot of the situation.
CA UT ION: Failure to properly latch the cargo door will result in

illumination of the CARGO DOOR annunciator. This annunciation will
appear in amber if the aircraft is on the ground and red if the aircraft is
airborne (as determined by GPS groundspeed). Ignoring the amber
CARGO DOOR annunciation on the ground may result in the cargo door
coming open in flight.
Systems
7-7 0 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 7
INFLATABLE CREW DOOR SEALS (IF EQUIPPED)

In airplanes retrofitted with the optional inflatable crew door seals, both crew
doors will have an inflatable seal installed along the edge of the door, as well
as a separate, feathered door seal.
NOT E: Although doors are of a standard construction, each door is

custom-fit and mated to the airplane on which it is installed; doors are not
interchangeable unless they are custom modified to fit.
Systems
Figure 7-58 – Inflatable Crew Door Seal (When Installed)

Section 7
Inflatable Door Seal System

On airplanes equipped with the crew door inflatable door seal system, when
the master switch is ON and a crew door handle is moved to the CLOSED
position, the door seal inflates, and remains inflated, until the door handle
is moved to the OPEN position. When the door is closed and the seal is
inflated, the seal reduces infiltration of exterior noise into the cabin, keeps
precipitation from entering, and acts as a weather-stripping gasket to help
maintain cabin environmental control. Whether the master switch is ON or
OFF, when the crew door handle is moved to the OPEN position, the inflatable
seal deflates and no longer seals the crew door. While the inflatable seal is
deflated, the feather seal keeps precipitation from entering the cabin.
NOT E: If the inflatable seal is not in operation during flight, the feather
seal alone will not be as effective as the inflatable crew seal at keeping out
noise, precipitation, and the external climate.
The inflatable crew door seal is designed to work when cabin temperatures
are above approximately 0°F. If the airplane has been parked or operated at
temperatures where the cabin is below 0°F, a thermal switch will open and
prevent the compressor from operating. However, since the thermal switch
is located in the cabin, as long as the cabin environment is maintained at a
temperature above approximately 0°F, the thermal switch will remain closed
and the door seal compressor will operate when activated. The thermal
switch protects the compressor diaphragm, motor, and components from
damage due to operation with frozen or brittle parts. If, after the crew door
seals are inflated, the temperature drops below 0°F, the seals will remain
inflated until pressure is released from them, such as by opening a door. The
compressor will not activate until the thermal switch closes again.
CABIN WINDOWS
The airplane is equipped with a two-piece acrylic windshield reinforced with
a metal center strip. The two crew door windows are constructed of clear
polycarbonate. The pilot’s door contains a storm window, which can be
opened. The six aft cabin windows and cargo/aft passenger door windows are
constructed of grey tinted polycarbonate.
Systems

Section 7
7-13 CONTROL LOCK

To prevent damage to the ailerons, elevator, and rudder systems, caused by
wind buffeting while the airplane is parked, a control lock is provided to lock
the ailerons, elevator, and rudder in place. The lock consists of a steel pin
which is inserted through holes in the control tube and a locking mechanism
for the rudder pedals. The steel pin has a flag that identifies it as a control
lock and provides a warning statement for removal prior to starting the engine.
To install the control lock, align the hole in the upper portion of the pilot’s
control wheel shaft with the hole in the shaft collar on the instrument panel
and insert the rod into the aligned holes. Installation of the lock will secure
the ailerons in their neutral position and the elevators in the full trailing edge
down position. Proper installation of the lock will place the flag directly in front
of the pilot’s view of the instrument panel.
To install the rudder gust lock, position the pedal sleeves over the top of the
rudder pedals and then lock the seat track anchor into the anchor point.
7-14 ENGINE
The Pratt & Whitney Canada PT6A-34 powerplant is a lightweight, reverse
flow, free power turbine engine. It utilizes two independent turbines; one
turbine drives the compressor in the gas generator section and the second
drives the propeller through a reduction gearbox.
Inlet air enters near the rear of the engine through an annular plenum
chamber formed by the compressor inlet case where it is directed to the
compressor section. The compressor consists of three axial stages and a
single centrifugal stage, all assembled as an integral unit. A row of stator
vanes, located between each stage of compression, diffuses the air, raises
its static pressure and directs it to the next stage of compression. The
compressed air passes through diffuser tubes which turn the air through
ninety degrees in direction and converts velocity to static pressure. The
resultant compression ratio of the engine is 7.0:1.
The diffused air then passes through straightening vanes to the annulus
surrounding the combustion chamber liner. The combustion chamber liner
consists of an annular weldment that has perforations of various sizes,
allowing entry of compressor delivery air. The flow of air changes direction
180 degrees as it enters and mixes with fuel. The fuel/air mixture is ignited
and the resultant expanding gases are directed to the turbines. The location of
the liner eliminates the need for a long shaft between the compressor and the
compressor turbine, thus reducing the overall length and weight of the engine.
Systems
Fuel is injected into the combustion chamber liner through 14 simplex

nozzles, 10 primary and 4 secondary, for ease of starting. Fuel is supplied
by a dual manifold consisting of primary and secondary transfer tubes and
adapters. The fuel/air mixture is initially ignited during starting by two spark
igniters which protrude into the liner. The resultant gases expand from the
liner, reverse direction in the exit duct zone and pass through the compressor
turbine inlet guide vanes to the compressor turbine. The guide vanes ensure
that the expanding gases impinge on the turbine blades at the correct angle,
with minimum loss of energy. The still-expanding gases are then directed
forward to drive the power turbine.
P i l o t ’s O p e r a t i n g H a n d b o o k 7-7 3

Section 7
The compressor and power turbines are located in the approximate center of
the engine with their respective shafts extending in opposite directions. This
feature provides for simplified installation and inspection procedures. The
exhaust gas from the power turbine is directed through an annular exhaust
plenum to the atmosphere, via twin opposed exhaust ports provided in the
exhaust duct.
Interturbine temperature (ITT) is monitored by a cold junction thermocouple
system comprising a bus-bar, probes, and harness assembly, installed
between the compressor and power turbines, with the probes projecting into
the gas path. A terminal block mounted in the gas generator case provides a
connection point to cockpit instrumentation and to an ITT trim thermocouple
mounted externally in the air inlet zone.
The engine is rated at 750 shaft horsepower for takeoff and maximum
continuous emergency power (1790 foot pounds of torque at 2200 RPM,
varying linearly to 1970 foot pounds of torque at 2000 RPM; below 2000
RPM, the maximum takeoff/emergency power torque setting remains constant
at 1970 foot pounds).
The engine is rated at 700 shaft horsepower for maximum climb and
maximum cruise (1670 foot-pounds of torque at 2200 RPM, varying linearly
to 1840 foot pounds of torque at 2000 RPM; below 2000 RPM, the maximum
climb and cruise power torque setting remains constant at 1840 foot pounds).
The gas generator (compressor) turbine speed is 37,500 RPM at 100%Ng.
The maximum permissible gas generator speed is 38,100 RPM or 101.6%Ng.
The power turbine speed is 33,000 RPM at a propeller shaft speed of 2200
RPM (a reduction gear ratio of 0.0663:1)
All of the engine-driven accessories, with the exception of the propeller
tachometer-generator and the propeller governors, are mounted on the
accessory gearbox at the rear of the engine. The accessory gearbox is driven
by the compressor turbine with a coupling shaft, which extends from the
compressor section through a conical tube in the center of the oil tank.
The engine is self-sufficient since its gas generator driven oil system provides
lubrication for all areas of the engine, pressure for the torquemeter, and power
for propeller pitch control. The engine oil supply is contained in an integral
tank which forms part of the compressor inlet case. The integral tank has
a capacity of 9.2 US quarts (6.0 US quarts usable) and is equipped with a
dipstick/filler cap and drain plug.
NOT E: Refer to Section 1-4, Descriptive Data: Oil, for total installed
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lubrication system oil capacity.
The power turbine drives the propeller shaft through a two-stage planetary
reduction gearbox on the front of the engine. The gearbox incorporates an
integral torquemeter device which provides an accurate indication of the
engine power output to the cockpit.

Section 7
1. Propeller Shaft 16. Gearbox Coupling Shaft

2. Propeller Governor Mounting Pad 17. Integral Oil Tank
3. First-Stage Reduction Gear 18. Compressor Bleed Valve
4. Exhaust Duct 19. Fuel Drain Valve
5. ITT Wiring Harness 20. Diffuser Tube
6. Fuel Nozzle 21. Gas Generator Case
7. ITT Bus-Bar and Probe Assembly 22. Power Turbine Vane Ring
8. Compressor Turbine 23. Power Turbine
9. Compressor Turbine Vane Ring 24. Flow Divider & Dump Valve
10. Centrifugal Compressor Impeller 25. Combustion Chamber Liner
11. Axial-Flow Compressor Impellers (3) 26. Power Turbine Shaft
12. Compressor Air Inlet 27. Power Turbine Shaft Housing
13. Compressor Inlet Case 28. Second-Stage Reduction Gear
14. Accessory Gearbox 29. Magnetic Chip Detector
15. Accessory Gearbox Driveshaft 30. Propeller Reduction Gearbox
Systems
Figure 7-59 – PT6 Engine Diagram

Section 7
ENGINE CONTROLS
The engine is operated using four separate controls consisting of an
emergency power lever, power lever, propeller control lever and a fuel
condition lever. The power and fuel condition levers are engine controls and
the propeller control lever controls propeller speed and feathering.
Power Lever
The power lever is connected, through linkages, to a cam assembly mounted
on the fuel control unit at the rear of the engine. The power lever controls
engine power through its full range from maximum takeoff to full reverse.
The power lever also controls the pitch of the propeller when placed in
BETA range. The power lever has MAX, IDLE, BETA and REVERSE range
positions. The range from the MAX position through IDLE allows selection
of the desired engine power output. The BETA range enables control of
propeller blade angle from idle thrust, through a zero thrust condition to
maximum reverse thrust.
Propeller Control Lever
The propeller control lever is connected, through linkages, to the propeller
governor mounted on top of the propeller reduction gearbox. The propeller
control lever controls the governor settings from the maximum RPM position
to full feather. The lever has two main positions: MAX and FEATHER. The
MAX position is used when a high RPM is desired and governs the propeller
speed at 2200 RPM. The FEATHER position is used during normal shutdown
of the engine to assist in stopping the rotation of the power turbine and front
section of the engine. Rotation of the forward section of the engine is not
desirable when the engine is shutdown, since lubrication is not available after
the gas generator section of the engine comes to a stop. With the propeller
feathered when the engine is shut down, propeller windmilling in gusty wind
conditions can also be minimized. A mechanical stop built into the pedestal
slot of the propeller control lever makes it necessary to move the propeller
lever to the left prior to moving the lever into or out of FEATHER.
Fuel Condition Lever
The fuel condition lever in the cockpit is connected through airframe linkage
to a combined lever and stop mechanism at the top of the fuel control unit
(FCU); this is connected by the FCU linkage to the cut-off lever on the side of
the unit. The lever and stop also function as a hi-idle stop. The fuel condition
lever performs the function of CUTOFF, LOW-IDLE and FLIGHT-IDLE. The
CUTOFF position shuts off all fuel to the engine fuel nozzles. LOW-IDLE
Systems
positions the control rod stop to provide a gas generator RPM of 52% Ng.
FLIGHT IDLE positions the control rod stop to provide a gas generator RPM
of approximately 68% Ng.

Section 7
Emergency Power Lever

The emergency power lever is connected, through linkages, to the manual
override lever on the fuel control unit and allows manual governing of the
engine fuel flow should a malfunction occur in the fuel control unit’s pneumatic
governing system.
When the engine is operating, a failure of any fuel control unit pneumatic
governing signal input will result in the fuel flow decreasing to minimum idle
(approximately 48% Ng at Sea Level and increasing with altitude). The
emergency power lever allows restoration of engine power in the event of
such a failure. NORMAL and MAX positions are provided for the emergency
power lever. The NORMAL position is used for all normal engine operations
when the fuel control unit is functioning normally and engine power is selected
through the power lever. The range from NORMAL to MAX governs engine
power and is used when a malfunction has occurred in the pneumatic
governing system of the fuel control unit and the power lever is ineffective. A
mechanical stop in the lever slot requires that the emergency power lever be
moved to the left to clear the stop before it can be moved forward, out of the
NORMAL (full aft) position, and into the override position.
CA UT ION : The emergency power lever/manual override system is

considered an emergency system and should only be used in the event of
a fuel control unit governing malfunction. When attempting a normal start,
ensure the emergency power lever is in the NORMAL (full aft) position;
otherwise, an over-temperature (hot-start) condition may result.
CAU TION: When the fuel control manual override system is in use,
engine response may be more rapid compared to using the normal power
lever. Additional care should be taken during engine acceleration to avoid
exceeding the engine limitations.
NOT E : When using the emergency power lever, 100% power may not be
obtainable.
NO TE : The EMER PWR LVR annunciator will illuminate whenever the

lever is not stowed in its NORMAL position. This precaution is provided to
prevent starting the engine with the emergency power lever inadvertently
Systems
placed in any position other than NORMAL.
Control Quadrant Friction Lock

A quadrant friction lock is installed on the right side of the control pedestal. It
is provided to help minimize creeping of the engine controls once they have
been set. The lock is a knurled knob which increases friction on the engine
controls when it is rotated clockwise.

Section 7
ENGINE INSTRUMENTS
The G1000 Engine Indication and Crew Alerting System (EICAS) provides
the pilot with graphical indicators and numeric values for engine, oil, fuel,
electrical, flap, and trim system parameters. The EICAS is shown in a vertical
strip on the MFD during normal operation. In all cases, green indicates
normal operation, yellow indicates caution, and red indicates warning. If
either of the PFDs or the MFD fail during flight, the EICAS will be shown on
the remaining displays. The EICAS consists of three pages that are selected
using the ENGINE softkey.
The default ENGINE page provides indicators for Engine Torque, Inter-
Turbine Temperature (ITT), Propeller RPM, Gas Generator RPM, Fuel
Flow, Oil Pressure, Oil Temperature, Ammeter, Voltmeter, and Fuel Quantity
Indicator. Aileron Trim, Rudder Trim, Elevator Trim, and Flap Position are
shown on each EICAS page.
Systems
Figure 7-60 – Default ENGINE Page

Section 7
The SYSTEM page provides The FUEL page shows a fuel totalizer
numerical values for Fuel (“fuel calc”) which provides the following
Pressure and Fuel Quantity fuel calculations based on initial
(in pounds) along with all of manual entering of fuel quantity into the
the parameters shown on the calculator: Fuel Remaining (Pounds),
ENGINE page. Pressing the Fuel Used (Pounds), Endurance
SYSTEM softkey displays the (Hours:Minutes), and Range (Nautical
SYSTEM engine page. Miles). The FUEL page is similar to the
SYSTEM page except the electrical
system information is replaced by the
Fuel Totalizer information. Pressing the
FUEL softkey displays the FUEL engine
page.
Systems
Figure 7-61 – SYSTEM Engine Page

Figure 7-62 – FUEL Engine Page
NOT E: When the fuel quantity is less than 175 pounds, the title and digits
are highlighted in amber.

Section 7
Torque Indicator
Engine torque (TRQ) is shown by the torque indicator found on each EICAS
page. The torque indicator uses a circular scale with a moving pointer and a
digital value indicating the torque being produced by the engine. The pointer
moves through a range of 0 to 2100 foot pounds.
The PT6A-34 engine is limited to 750 SHP for takeoff and emergencies, and
700 SHP for climb and cruise. Shaft horsepower is determined using the
following equation:
SHP = Torque X Propeller RPM
5252
For Example:
750 SHP = 1790 (TRQ) X 2200 (RPM)
5252
The red line on the torque indicator is a dynamic marking depending upon
propeller RPM and represents 751 SHP. If engine torque reaches the red line
limit for longer than 5 seconds or greater than 2100 foot pounds at any time,
the pointer, digital value, and label (TRQ) turn red to show engine torque is
more than the established limits. The digital value and label (TRQ) will flash.
The torque indicator is displayed in the same configuration and location on
the default, SYSTEM and ENGINE pages.
The amber arc on the torque indicator is also a dynamic marking depending
upon propeller RPM and represents a shaft horsepower range from 701 SHP
to the upper limit of 750 SHP. If the engine torque and propeller RPM are
generating between 700 SHP and 750 SHP, the torque indicator title, pointer,
and digits will be amber.
The top of the green arc on the torque indicator is also a dynamic marking
depending upon propeller RPM and represents 700 SHP.
The indicator operates in conjunction with a transmitter located on the top
of the reduction gearbox front case. The transmitter senses the difference
between the engine torque pressure and the pressure in the engine case.
The transmitter relays this data to the GEA 71 Engine/Airframe Interface Unit
which processes and outputs torque data to the EICAS. A red X through the
torque indicator shows the indicating system is inoperative.
Systems
Figure 7-63 – Torque Indicator

Section 7
Propeller RPM Indicator

Propeller RPM is shown by the Np RPM indicator found on each EICAS page.
The propeller RPM indicator uses a circular scale with a moving pointer and
a digital value indicating propeller revolutions per minute in increments of 10
RPM. The pointer moves through a range from 0 to 2300 RPM with an amber
range from 450 to 1050 RPM, a green arc from 1900 to 2200 RPM, and a
red radial line at 2200 RPM. When propeller RPM reaches the red line limit,
the pointer, digital value, and label (NP RPM) turn red to show propeller RPM
is more than the limit. The digital value and label (NP RPM) will flash. The
amber range represents the propeller operating limitation prohibiting stabilized
ground operation between 450 and 1050 RPM.
The instrument is electrically operated from the propeller tachometer-
generator which is mounted on the right side of the propeller reduction
gearbox. The propeller RPM indicator is displayed in the same configuration
and location on the default SYSTEM and ENGINE pages.
The indicator operates in conjunction with a speed sensor and transmitter
located on the right side of the propeller reduction gearbox. The speed
sensor provides a signal to the GEA 71 Engine and Airframe Interface Unit
which processes and outputs propeller RPM data to the EICAS. A red X
through the Np RPM indicator shows the indicating system is inoperative.
Figure 7-64 – Propeller RPM Indicator
Systems

Section 7
ITT Indicator
Inter-Turbine Temperature (ITT or T5) is shown by the ITT indicator found on
each EICAS page. The instrument shows the gas temperature between the
compressor and power turbines. The ITT indicator uses a circular scale with
a moving pointer and a digital value indicating Inter-Turbine Temperature in
degrees Celsius with 1°C increments. The pointer moves through a range
from 0 to 1200°C.
During engine start, the instrument markings indicate a normal operating
range (green arc) from 200°C to 925°C, caution range (yellow arc) from
926°C to 1090°C and a red radial line at >1090°C. The indicator also shows
“STRT” directly above the ITT digits, signifying the indicator is in start mode.
If the ITT is greater than 1090°C, the title, pointer, and digits will flash red. If
the ITT is between 926°C and 1090°C, the title, pointer, and digits will flash
amber. Otherwise, the title and pointer are white and the digits are green.
During normal operation, the instrument markings indicate a normal operating
range (green arc) from 400°C to 740°C, caution range (yellow arc) from
741°C to 790°C and a red radial line at >790°C (max takeoff ITT). If the ITT
is >790°C for greater than 2 seconds, the title, pointer, and digits flash red.
When the ITT is between 741°C and 790°C, the title, pointer, and digits are
amber. Otherwise, the title and pointer are white and the digits are green.
200°C to 925°C 926°C to 1090°C >1090°C
Engine Start
400°C to 740°C 741°C to 790°C >790°C
Normal
Systems
Operation
Figure 7-65 – ITT Indicator

Section 7
Ng % RPM Indicator
The Ng % RPM indicator is shown by the Ng indicator found on each EICAS
page. The instrument shows the percent of gas generator RPM based on a
figure of 100% at 37,500 RPM. The instrument is electrically-operated from
the compressor turbine tachometer-generator mounted on the lower right
portion of the engine accessory gearbox. The Ng Indicator uses a circular
scale with a moving pointer and a digital value indicating Gas Generator
Percent RPM in increments of 0.1%. The pointer moves through a range of
0.0% to 110.0%.
The instrument markings indicate a normal operating range (green arc) from
52.0% to 101.6%, and a red line at 101.6%. If the Ng speed is greater than
101.6% for longer than 2 seconds, the title, pointer and digits will flash red.
Otherwise, the title and pointer are white and the digits are green.
Figure 7-66 – Ng % RPM Indicator
Fuel Flow Indicator

A digital value for FLOW PPH is included on both the SYSTEM and FUEL
EICAS pages.
The fuel flow transducer is located in the fuel line between the fuel control unit
and the flow divider.
Figure 7-67 – Fuel Flow Indicator
Systems

Section 7
Oil Pressure Indicator

Engine oil pressure is displayed on the default ENGINE page by the OIL PSI
horizontal bar indicator. The indicator range is 0-120 PSI with a red line at
40 PSI, an amber band from 40 to 85 PSI (caution range), a green band from
85 to 105 PSI (normal operating range), and a red line at 105 PSI. A white
pointer indicates actual oil pressure. Oil pressure is also indicated adjacent to
the horizontal bar indicator digitally. Oil pressure is also displayed digitally on
the SYSTEM and FUEL EICAS pages.
When oil pressure is less than 40 PSI or greater than 105 PSI, the title,
pointer and digits flash red. When oil pressure is between 40 and 85 PSI, the
title, pointer and digits are amber. Otherwise, the title and pointer are white
and the digits are green.
Figure 7-68 – Oil Pressure Indicator
NOT E : When starting a cold-soaked engine, it is normal for the oil psi to
exceed the normal operating range for approximately three (3) minutes,
while the engine oil warms up. Pressures as high as 150-200 psig may be
observed at startup; this is not detrimental to the engine and does not need
to be monitored. Maintain ground idle speed until oil pressure drops back
within the normal operating range.
Oil Temperature Indicator

An indication of oil temperature is provided through the Garmin G1000. The
instrument provides an electrical indication of the oil temperature in degrees
Celsius. The oil temperature sensor is located near the upper right portion
of the engine accessory gearbox. The instrument markings illustrate the
minimum operating temperature (red line) of -40°C, a caution range (yellow
band) from -40 to +10°C, a normal operating range (green band) from 10°C to
99°C and a maximum temperature (red line) at 99°C.
Systems
Figure 7-69 – Oil Temperature Indicator
NEW ENGINE BREAK-IN AND OPERATION

There are no specific break-in procedures required for the Pratt & Whitney
Canada PT6A-34 turboprop engine. The engine may be operated safely
throughout the normal ranges established by the manufacturer at the time the
airplane is delivered.

Section 7
ENGINE LUBRICATION SYSTEM

With components rotating at speeds of over 37,500 RPM, the engine
lubrication system is vital to proper engine operation. The lubrication system
consists of a pressure system, scavenge system and a breather system. The
main components of the lubrication system include:
• An integral oil tank at the rear of the engine.
• An oil pressure pump at the bottom of the oil tank.
• An external double-element scavenge pump located on the back of the
accessory gearbox.
• An internal double-element scavenge pump located inside the
accessory gearbox.
• An oil-to-fuel heater located on the upper portion of the accessory
gearbox.
• An oil filter located on the right side of the oil tank.
• A large-capacity oil cooler mounted on the left side of the engine.
Pressure Oil System

Oil is drawn from the bottom of the oil tank through a filter screen, where it
passes through a pressure relief valve for oil pressure regulation. Pressure
oil is delivered from the main oil pump to the oil filter where foreign matter is
removed from the oil, precluding further circulation. Oil then exits the oil filter
outlet and divides into several paths.
Lubrication of the accessory drives and bearings is accomplished through
cored passages in the compressor inlet case, accessory diaphragm, and
gearbox housing and into the gearbox bearing areas. The No. 1 bearing is
lubricated by pressure oil from the filter outlet through a cored passage in
the compressor inlet case, to a nozzle at the center-bore and to the rear of
the compressor rear hub. The nozzle, containing a fine strainer, directs the
calibrated oil flow into a collector ring mounted on the rear of the compressor
rear hub, and through passages in the split inner race to the bearing. A cored
passage at the main oil filter outlet conducts a portion of the pressure oil to
a minimum pressurizing valve installed in the compressor inlet case at the 2
o’clock position. Oil is then applied to the oil-to-fuel heater where, depending
upon temperature of the fuel, the oil is utilized to preheat the fuel. Oil from
the heater is returned to the oil tank via a check valve and adapter at the 12
o’clock position on the compressor inlet case.
A common supply is provided to lubricate the No. 2 bearing, the reduction
Systems
gearbox and front accessories, power turbine No. 3 and 4 bearings, and the
propeller installation. Oil from the filter outlet is directed through a cored
passage and transfer tube to an outlet boss at the 4 o’clock position on the
compressor inlet case. An external oil transfer tube connected to the boss
directs the oil forward to a tee coupling at the gas generator case. An internal
oil transfer tube directs the oil to an oil transfer gallery in the No. 2 bearing
compartment. The gallery houses two nozzles which are protected by a fine
strainer. The nozzles direct the oil flow onto the front and rear faces of the
bearing. A second external oil transfer tube directs the oil forward from the
tee coupling on the gas generator case to a boss on the front case of the
reduction gearbox.

Section 7
From the boss, the oil is directed internally, via cored passages and transfer
tubes, to three areas.
1. First, to the first-stage reduction gears, the torquemeter, and the No. 3
and 4 bearings. Oil to the torquemeter flows through a metering valve
which controls the flow into the torquemeter chamber. The position of the
metering valve is controlled by the torquemeter piston which reacts in direct
proportion to engine torque. Oil is directed to three nozzles in the No. 3
bearing oil tube, in the power turbine shaft housing, via a transfer tube in
the rear case of the reduction gearbox. Two nozzles direct oil to the front
and rear faces of the No. 3 roller bearing, while the third nozzle directs the
oil flow to the rear face of the No. 4 bearing.
2. The second oil delivery line directs oil to the propeller shaft front roller
and ball thrust bearings, the second-stage reduction gears and the No.
4 bearing. The oil flow is directed through the rear annulus of an oil
transfer sleeve mounted on the propeller shaft and, via the rear section of
the propeller oil transfer tube in the shaft, to the No. 4 bearing oil nozzle
installed at the rear end of the transfer tube. The oil is sprayed into the
hollow front section of the power turbine shaft; centrifugal force directs
the oil through a drilled annulus in the shaft to passages between the No.
4 bearing inner races and into the sun gear coupling. Oil from the rear
section of the propeller shaft oil transfer tube is also directed, via drilled
holes in the propeller shaft and cored passages in the second-stage gear
carrier, to the shaft/second-stage gear-pins and propeller shaft roller
bearing.
3. The third oil delivery line directs oil via an internal annulus and cored
passages to the externally mounted propeller governor, the accessory drive
gears and the propeller thrust bearing. Oil pressure from the propeller
governor is directed via a port in the mounting flange and cored passages
in the front case of the reduction gearbox to a transfer tube which connects
to the front annulus in the oil transfer sleeve mounted on the propeller
shaft. The oil in the annulus is then directed into the propeller shaft center-
bore via the front section of the propeller oil transfer tube.
Scavenge Oil System

The scavenge system incorporates two double-element gear-type pumps
contained in cast housings, and are driven by the accessory gearbox
driveshafts. One pump is mounted within the accessory gearbox, while the
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other is externally mounted at the rear of the gearbox. Oil from the No. 1
bearing compartment is returned by gravity via an internal cored passage to
the bottom of the compressor inlet case. From there, it is directed through
the oil tank compartment by a transfer tube and a port in the accessory
diaphragm and is then discharged into the gearbox. The No. 2 bearing
oil drains via internal tubes to a boss at the 5 o’clock position on the gas
generator case. A flanged transfer tube directs the oil rearward to a boss
at the 6 o’clock position on the compressor inlet case; the oil then passes
through cored passages and a transfer tube to the front element of the
internal scavenge pump. Scavenged oil is dumped into the accessory

Section 7
gearbox. Oil from the No. 3 and 4 bearings drains into the power turbine shaft
housing where, in normal flight attitude, it drains and passes through holes
in the rear case of the reduction gearbox. The oil is also partially scavenged
by the front element of the external scavenge pump and ejected into the
accessory gearbox sump.
When the engine is in a nose-up attitude, the oil collects at the rear section of
the power turbine shaft housing and is totally scavenged by the front element
of the scavenge pump, via the No. 3 bearing scavenge oil tube and one of the
external scavenge oil tubes. When the engine is in a nose-down attitude, all
the oil drains forward into the reduction gearbox sump. Oil is supplied to the
propeller governor, front thrust bearing, reduction gearbox accessory-drives
and torquemeter bleed-orifice and drains into the gearbox sump. From the
sump, oil is scavenged by the rear element of the external scavenge pump
via a strainer in the front case of the reduction gearbox and a second external
oil transfer tube. The rear element of the scavenge pump forces the oil to an
airframe-mounted cooler from where it is returned to the oil tank via an inlet
adapter located at the 12 o’clock position on the compressor inlet case. Oil
flows from the adapter into a de-aerator tray installed at the top of the tank,
and drains into the tank.
Oil from the centrifugal breather, accessory gear shafts and bearings, input
gear shaft and bearing drains into the accessory gearbox sump where it is
scavenged by the rear element of the internal scavenge pump which forces
the oil into an externally mounted cooler. All oil supplied to the cooler is
returned to the oil tank.
Breather System
Breather air from the engine bearing compartments and the accessory and
reduction gearboxes is vented overboard through the centrifugal breather
installed in the accessory gearbox. The bearing compartments are connected
to the accessory gearbox by cored passages and existing scavenge oil return
lines.
The No. 1 bearing compartment vents rearward through the rear bearing
housing and oil tank center tube and into the accessory gearbox. The No. 2
bearing compartment is vented via the scavenge oil transfer tube. A bypass
valve, immediately upstream of the front element of the internal scavenge
pump, allows oil and air to be vented into the accessory gearbox under certain
transient operating conditions to prevent over pressurizing the No. 2 bearing
area. Under normal operating conditions, the valve is closed to prevent oil
flooding back into the tube assembly. The No. 3 and 4 bearing compartment
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and the reduction gearbox areas vent to the accessory gearbox and oil tank,
respectively, through their scavenge oil lines. The oil tank is vented to the
accessory gearbox through the anti-flooding arrangement installed at the 11
o’clock position in the oil tank.

Section 7
Systems AIRPLANE & SYSTEMS DESCRIPTIONS 100 SERIES
Figure 7-70 – Engine Lubrication Schematic

Section 7
IGNITION SYSTEM
The ignition system consists of two spark igniters, an ignition exciter, two
high tension leads, an ignition annunciator light, an ignition switch, and a
starter switch. Engine ignition is provided through two igniters located at the
4 o’clock and 9 o’clock positions in the engine combustion chamber. The
igniters are energized by the ignition exciter mounted on a bracket attached
to the left side of the accessory gearbox. Electrical energy is transmitted from
the ignition exciter to the spark igniters via two high tension leads. Normally,
the ignition system is only energized during engine start.
Ignition is controlled by an ignition switch and a starter switch located
on the lower left portion of the instrument panel. The ignition switch has
two positions, ON and OFF. When the ignition switch is placed in the
OFF position, the ignition system will only be activated when HI START is
selected on the starter switch. In this mode of starting, the ignition system
is automatically activated. The ignition system may be manually activated
by selecting the ON position on the ignition switch for LO START operations,
air starts without starter assistance, for operation on water-covered runways,
during operations in heavy precipitation, during inadvertent icing encounters
until the inertial air particle separator has been placed in BYPASS for 5
minutes and when operating near fuel exhaustion as indicated by illumination
of the RESERVOIR FUEL annunciator.
The main function of the starter switch is to control the operation of the
starter for rotating the gas generator portion of the engine during the starting
process. However, it also controls ignition during starting operations. The
starter switch includes three positions, OFF, HI START and LO/MOTOR. The
OFF and LO/MOTOR positions have no direct effect on the ignition system.
When selected, the HI START position automatically energizes the ignition
system.
An advisory annunciation is provided through the G1000 when electrical
power is being applied to the spark igniters and is displayed as follows:
IGNITION ON
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Section 7
AIR INDUCTION SYSTEM

The engine air inlet is located at the lower forward section of the engine
nacelle. Ram air entering the inlet flows through ducting and an inertial
air particle separator system and then enters the engine through a circular
plenum chamber where it is directed by inlet guide vanes to the compressor
section. A screen is installed on the compressor air inlet which prevents
larger debris from entering the engine, but does not filter the inlet air.
Single Actuated Inertial Separator System (SIPS)
(This section applies to Serial Numbers 100-0001 through 100-0042, NOT
equipped with the KODIAK TKS Ice Protection System.)
An inertial air particle separator system (Inertial Separator) is installed in
the air inlet duct to prevent moisture and dust particles from entering the
engine when placed in BYPASS mode. The inertial separator consists of
two electrically actuated vanes and a fixed airfoil which, during NORMAL
operation, route the inlet air through a gentle turn into the compressor air
inlet plenum. When operating in dusty or moisture filled environments, the
BYPASS mode may be selected. When the inertial separator is placed in the
BYPASS mode, the moveable vanes are placed in a position to force the air to
make a sharp turn prior to entering the inlet plenum. This sharp turn causes
any moisture or debris to separate from the inlet air and discharge overboard
through two louvered outlets on the lower portion of the engine nacelle.
Operation of the inertial separator system is controlled by a switch mounted
on the right switch panel in the ice protection cluster of switches. The switch
is labeled ENG INLET and has positions for NORMAL and BYPASS. The
inertial separator should be placed in BYPASS prior to operating the engine
when visible moisture is present (clouds, rain, snow, ice crystals, etc.) and
outside air temperatures are below 5°C. The inertial separator system
may also be used for ground operations or takeoffs from dusty, sandy field
conditions to minimize the ingestion of foreign particles and debris into the
compressor. The NORMAL position should be used for all other operations.
An advisory annunciation is provided through the G1000 to indicate whether
the inertial separator system is in the NORMAL or BYPASS position as
follows:
ENG INLET NRM
ENG INLET BP
NOT E: When the BYPASS mode is selected, a slight reduction of engine

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torque occurs.

Section 7
Dual Actuated Inertial Particle Separator System

(This section applies to Serial Numbers 100-00043 and up OR airplanes
equipped with the KODIAK TKS Ice Protection System.)
The Dual Actuated Inertial Particle Separator (DIPS) system employs two
mechanically linked moveable doors, a fixed turning vane, and an ice
shedder, all housed in a fiberglass composite intake duct. The first door
pivots about the top forward edge of the duct and the trailing edge comes to
rest on the upper surface of the turning vane in its deployed position. When
stowed, the first door retracts to serve as the upper surface of the intake duct
immediately prior to the exit from the diffuser section of the air intake system.
The basic function of the rear door (also termed the bypass door) is to block
off the bypass ducts during NORMAL operation (thereby increasing the ram
air recovery), and to direct debris and bypass airflow overboard in BYPASS
mode. The figure below shows the basic features of the IPS.
FIGURE KEY:
1. Dual Actuators 4 2
2. Three position switches,
one limit switch
3. Interconnecting rod
4. Adjustable FOD Door 5
Actuating Arm
5. Adjustable length Bypass
Door Actuating Arm
3
6. Two-Piece Ice Shedder
7. Slider Mechanism
6
1
Figure 7-71 – Dual Actuated IPS
Manual Actuator Override Switch for Dual Actuated IPS

The Inertial Separator on your aircraft is equipped with an actuator override.
This actuator override allows the pilot to advance the system to BYPASS in
the event of a failure of the normal engine inlet BYPASS function.
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ENGINE INLET OVERRIDE PRIMARY INLET OPERATION
Figure 7-72 – Dual Actuated IPS

Section 7
NORMAL
BYPASS
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Figure 7-73 – Engine Airflow

Section 7
EXHAUST SYSTEM
The exhaust system consists of two exhaust stubs attached to the left and
right sides of the forward section of the engine. The exhaust stubs are
designed to provide the most efficient removal of exhaust gas possible.
ENGINE FUEL SYSTEM

The engine fuel system consists of an oil-to-fuel heater, an engine driven fuel
pump, a fuel control unit, a flow divider and dump valve, a dual fuel manifold
with 14 simplex nozzles, and two fuel drain lines. The engine fuel system
provides the necessary fuel flow to accommodate the speed and power
demands of the engine.
Fuel is delivered from the fuel reservoir to the oil-to-fuel heater which utilizes
heat from the engine lubricating oil system to preheat the fuel prior to
entering the fuel control unit. A bypass valve in the heater regulates the fuel
temperature by either allowing oil to flow through the heater or bypassing it
back to the engine oil tank.
Fuel from the oil-to-fuel heater then enters the engine-driven fuel pump
through a 74 micron inlet screen. The inlet screen is spring loaded to allow
unfiltered fuel to flow into the pump chamber should the filter become blocked.
The engine driven fuel pump increases the fuel pressure and delivers it to
the fuel control unit through a 10 micron filter in the pump outlet. A bypass
valve and passages in the pump body allows unfiltered pressurized fuel to be
delivered to the fuel control unit should the filter become blocked.
The fuel control unit consists of a fuel metering section, a temperature
compensating section, and a gas generator pneumatic governor. The fuel
control unit determines the proper fuel schedule to provide the required power
as selected by input from the power lever. This is accomplished by controlling
the speed of the compressor turbine. The temperature compensating section
alters the acceleration fuel schedule to compensate for variances in fuel
density at differing fuel temperatures, especially during engine start. The
power turbine governor, installed in the propeller governor housing, provides
power turbine overspeed protection in the event of propeller governor failure.
The temperature compensator portion alters the acceleration fuel schedule
from the fuel control unit to compensate for variations in the compressor inlet
air temperature (T1). Engine characteristics vary with differing compressor
inlet temperatures, and the acceleration fuel schedule must be altered to
prevent compressor stall and/or excessive Interturbine Temperatures.
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The flow divider takes metered fuel from the fuel control unit and schedules
the flow between the primary and secondary fuel manifolds. The fuel manifold
assembly delivers fuel to the combustion chamber through 10 primary and
4 secondary fuel nozzle assemblies. During engine start, metered fuel is
delivered initially by the primary fuel nozzles. The secondary fuel nozzles are
enabled above a preset value. All of the fuel nozzles become operative at
and above idle power. During engine shutdown, residual fuel in the manifolds
is allowed to drain through a dump valve port into the EPA fuel reservoir,
where the residual fuel should be drained daily. If the reservoir is not drained
on a regular basis, it will overflow onto the ground at engine shutdown.

Section 7
COOLING SYSTEMS
No external cooling systems are incorporated on this PT6A-34 engine
installation. However, the engine incorporates an extensive internal air
system which provides for sealing of the bearing compartments and for
compressor and power turbine disk cooling. For additional information
concerning the engine’s internal air systems, refer to the Pratt & Whitney
Canada PT6A-34 Maintenance Manual.
STARTING SYSTEM
The starting system consists of a starter/generator, a starter switch and
a STARTER ON annunciation through the G1000. The starter/generator
functions as a motor for engine starting and motors the gas generator section
until the engine stabilizes at idle speed and the starter switch is returned to
the OFF position. The starter is controlled by a three position starter switch
located on the lower left portion of the instrument panel. The switch provides
selection of OFF, HI START and LO/MOTOR. The switch is spring loaded to
the OFF position and is the normal switch position except when starting or
motoring of the engine.
HI START
Starting the engine in the HI START mode will result in faster, cooler and
softer starting conditions. When the HI START mode is selected on the
starter switch, the following starting sequence is initiated through the Master
Control Unit.
1. Ignition system automatically energized.
2. One battery provides 24 volts to starter for initial motoring of the
compressor section.
3. Once the engine reaches a predetermined speed, the Master Control Unit
places the other battery in series to supply 48 volts to the starter/generator,
thus increasing the rotational speed of the starter/generator.
4. Once the engine stabilizes at idle RPM, the starter switch is returned to
the OFF position and the starter/generator is now able to function as a
generator.
LO/MOTOR
The LO/MOTOR function of the starter switch is provided for an alternate
method of starting the engine when battery condition is poor, clearing fuel
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from the engine, dry-motoring of the engine for compressor washes and other
maintenance-related procedures. The ignition system is not automatically
energized when LO/MOTOR is selected, and the batteries remain in parallel
with each other to maintain 24 volts to the starter/generator while the switch
is placed in this position. An advisory annunciation is provided through the
G1000, indicating power is being supplied to the starter. Annunciation is
displayed as follows: STARTER ON
NOT E: It is recommended to use the LO/MOTOR function to start the

aircraft for the first flight of the day.

Section 7
ENGINE ACCESSORIES
All engine-driven accessories, with exception to the propeller tachometer-
generator and the propeller governors, are mounted on the accessory
gearbox at the rear of the engine. These accessories are driven from the
compressor turbine by a coupling shaft extending through a conical tube in
the center section of the integral oil tank. The propeller tachometer generator
and the propeller governors are mounted on the propeller reduction gearbox.
Oil Pump
Pressure oil is circulated from the integral oil tank through the engine
lubrication system by a self-contained, gear-type pressure pump located in
the low point of the oil tank. The oil pump is installed in a cast housing which
is bolted to the forward face of the accessory diaphragm, and is driven by the
accessory gear drive shaft. The body of the oil pump incorporates a circular
mounting boss to accommodate a check valve, located in the end of the filter
housing. A second mounting boss on the pump includes a pressure relief
valve.
Fuel Pump
The engine-driven fuel pump is mounted on the accessory gearbox at the 2
o’clock position. The pump is driven through an accessory drive shaft and
splined coupling. The coupling splines are lubricated by an oil mist from
the auxiliary gearbox through a hollowed-out section of the accessory gear
drive shaft. Another splined coupling extends the drive to the fuel control
unit, which is installed on the rear face of the engine driven fuel pump. Fuel
is routed from the oil-to-fuel heater into the fuel pump through a 74-micron
inlet screen. Then, fuel enters the pump gear chamber where it is boosted
to a high pressure and delivered to the fuel control unit through a 10-micron
pump outlet filter. A bypass valve and cored passages in the pump casing
allow unfiltered high pressure fuel to flow from the pump to the fuel control
unit, should the outlet filter become clogged. An internal passage, beginning
at the mating surface with the fuel control unit, returns bypass fuel from
the fuel control unit to the pump inlet, downstream of the inlet screen. A
pressure regulating valve is installed in this internal passage to accomplish
pressurization of the pump gear bushings.
Ng Tachometer Generator
The Ng tachometer-generator produces an electric current which is used by
the gas generator % RPM indicator to indicate gas generator RPM. The Ng
tachometer-generator drive and mount pad is located at the 5 o’clock position
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on the accessory gearbox and is driven from the internal scavenge pump.
Rotation is counterclockwise with a drive ratio of 0.1121:1.
Propeller Tachometer Generator
The propeller tachometer-generator produces an electric current which is
used by the propeller RPM indicator to indicate propeller RPM. The propeller
tachometer-generator drive and mount pad is located on the right side of the
propeller reduction gearbox case and has a clockwise rotation at a ratio of
0.1264:1.

Section 7
Torquemeter
The torquemeter is a hydro-mechanical torque measuring device located
inside the first stage of reduction gear housing. The torquemeter provides
an accurate indication of engine power output in foot-pounds of torque. The
difference between the torquemeter pressure and the reduction gearbox
internal pressure accurately indicates torque production. The two pressures
are routed to a pressure transducer which is electrically connected to the
G1000 which provides an accurate indication of engine torque pressure.
Starter/Generator
The starter/generator is installed on the top of the accessory gearbox at
the rear of the engine. The starter/generator is a 28 volt, 300 amp. direct
drive unit that acts as a motor for engine starting and as a generator for the
airplane electrical system. The starter/generator is cooled by an internal fan
in addition to ram air ducted from the right side of the engine cowling.
Interturbine Temperature Sensing System
The inter-turbine temperature sensing system is designed to provide the
pilot with an accurate indication of the engine operating temperatures taken
between the compressor turbine disk and power turbine stator. The system
consists of two bus bars, twin leads and eight individual chromel-alumel
thermocouple probes connected in parallel. Each probe protrudes through
a threaded boss on the power turbine stator housing into an area adjacent
to the leading edge of the power turbine vanes. The probe is secured to
the boss by means of a floating, threaded fitting which is an integral part of
the thermocouple probe assembly. Shielded leads connect each bus bar
assembly to a terminal block which provides a means of connecting the
external leads to the ITT indicator on the instrument panel.
Propeller Governor
The propeller governor is located in the 12 o’clock position on the front case
of the reduction gearbox. Under normal conditions, the governor acts as
a constant speed unit and maintains the propeller speed selected at the
propeller RPM control by varying the propeller blade angle to match the
propeller load to the engine torque. The propeller governor also contains
an integral power turbine governor section. Its function is to protect the
engine against a possible power turbine overspeed condition in the event of
a propeller governor failure. If such an overspeed condition should occur, a
governing orifice in the propeller governor is opened by flyweights to bleed off
compressor discharge pressure through the governor and computing section
of the fuel control unit. When this occurs, compressor discharge pressure
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acting on the fuel control unit bellows decreases and brings the metering
valve to a closed direction and reduces fuel flow to the flow divider.

Section 7
Propeller Overspeed Governor

The propeller overspeed governor is installed at the 10 o’clock position on the
front case of the propeller reduction gearbox. The governor acts a backup
to the propeller governor, preventing an overspeed condition should the
main propeller governor fail to properly limit propeller RPM. The propeller
overspeed governor regulates the oil flow to the propeller pitch-change
mechanism by means of a flyweight and speeder spring arrangement similar
to the primary propeller governor. Since it has no mechanical controls, the
overspeed governor is equipped with a test solenoid to reset the overspeed
governor below its normal overspeed setting for ground testing of the unit.
The overspeed governor test switch is located on the upper left portion of the
instrument panel.
ENGINE MOUNT
The engine mount is a 13-element welded frame fabricated from 4130 steel.
The frame attaches to the firewall at four points and contains an engine
mounting bracket providing 3 engine attach-points.
Propeller Reduction Gearbox
The reduction gears and propeller shaft are housed in two magnesium alloy
castings which are bolted together at the exhaust duct flange. The gearbox
contains a two-stage planetary gear train, three accessory drives and the
propeller shaft. The first-stage reduction gear is contained in the rear case,
while the second-stage reduction gear, accessory drives and propeller shaft
are contained in the front case. Torque from the power turbine is transmitted
to the first-stage reduction gear, from there to the second-stage reduction
gear and then to the propeller shaft. The reduction ratio of .0663:1 provides
a maximum propeller speed of 2200 RPM from a power turbine speed of
approximately 33,200 RPM.
The accessories, located on the front case of the reduction gearbox, are
driven by a bevel gear mounted at the rear of the propeller shaft thrust
bearing assembly. Drive shafts from the bevel drive gear transmit rotational
power to the three pads located at the 12, 3 and 9 o’clock positions.
Propeller thrust loads are absorbed by a flanged ball bearing assembly
located in the center bore at the forward face of the reduction gearbox. The
bevel drive gear adjusting spacer, thrust bearing and seal runner are stacked
and secured to the propeller shaft by a key-washer and spanner nut. A thrust
bearing cover assembly is secured by bolts at the front flange of the reduction
Systems
gearbox front case.

Section 7
Chip Detector
An optional chip detector may be installed on the bottom of the propeller
reduction gearbox. The chip detector should be checked by a maintenance
technician at regular intervals to help detect abnormal engine wear.
The G1000 software will show an annunciation if their are any metallic chips
detected in the gearbox. The chip detection annunciation will appear as:
CHIP DETECTOR
If the chip detection annunciation appears, follow the procedures described in
Oil/Fuel Reservoir
An oil / fuel reservoir is mounted on the lower left portion of the firewall.
This reservoir collects any engine oil or fuel discharge coming from the Fuel
Control Unit, accessory pads for the alternator, starter/generator and the
propeller shaft seal. This reservoir should be drained after each flight. A
drain valve on the bottom left side of the engine cowling allows the reservoir
to be drained easily into a suitable container for proper disposal. The normal
quantity of oil and fuel discharge per hour of engine operation is 12 cc into
the oil / fuel reservoir. If the quantity of oil and fuel discharge per hour of
operation is greater than that specified, the source of excessive leakage
should be identified and corrected prior to initiating further operations.
NOTE: If the oil / fuel reservoir is not drained on a regular basis, the
contents will overflow onto the ground.
7-15 PROPELLER
The KODIAK is equipped with a Hartzell aluminum four-bladed, reversing
single-acting governor-regulated propeller. The propeller control lever
establishes the propeller speed through the governor and uses a single oil
supply from the governor to hydraulically actuate a change in blade angle.
A two piece aluminum hub retains each propeller blade on a thrust bearing.
A cylinder is attached to the hub and contains a feathering spring and piston.
The hydraulically actuated piston transmits linear motion through a pitch
change rod and fork to each blade, resulting in a change of blade angle.
While the propeller is operating, the following forces are constantly present:
spring force, counterweight force, centrifugal twisting moment of each blade,
Systems
and blade aerodynamic twisting forces. The spring and counterweight forces
attempt to bring the blades to a higher blade angle (low RPM or feather),
while the centrifugal twisting moment of each blade attempts to bring the
blades to a lower blade angle (high RPM). Blade aerodynamic twisting force
is very slight in comparison to the other forces and will generally tend to
increase the propeller blade angle.
This combination of the propeller forces results in the propeller blades being
brought to a higher pitch (low RPM or feather) and is opposed by a variable
force toward a low pitch (high RPM); the variable force is engine oil, under
pressure from the propeller governor’s integral oil boost pump. The engine-

Section 7
driven propeller governor is mounted on an accessory mounting pad at the 12

o’clock position of the propeller reduction gearbox. The oil from the governor
is supplied to the propeller and hydraulic piston through a hollow engine/
propeller shaft. Increasing the volume of oil within the piston and cylinder
will decrease the blade angle and increase propeller RPM. By changing the
blade angle, the governor can maintain a constant RPM independent of where
the power lever is set and with variances in engine loads. The governor uses
engine speed-sensing mechanisms to determine if oil should be supplied or
drained, as necessary to maintain constant engine speed (RPM).
If governor supply oil is lost during operation, the propeller will increase pitch
to the feather position. Feathering occurs because the summation of internal
propeller forces causes the oil to drain out of the propeller until the feather
stop position is reached.
Normal in-flight feathering is accomplished when the pilot retards the propeller
control lever beyond the FEATHER tab. When this is accomplished the oil is
allowed to drain from the propeller and return to the engine sump. The engine
is normally shut down with the propeller in feather.
Normal in-flight unfeathering is accomplished by positioning the propeller
control lever forward of the FEATHER tab with the engine started. As engine
speed increases, the governor supplies oil pressure to the propeller, resulting
in a decrease in blade angle.
Reverse propeller pitch is available for decreasing ground roll during landing.
In the reverse mode of operation, the governor operates in an underspeed
condition to act strictly as a source of pressurized oil, without directly
controlling propeller RPM. Control of the propeller blade angle in reverse is
accomplished with the power lever, beta valve, beta ring and carbon block.
The propeller is reversed by manually positioning the power lever deep into
beta range, causing the beta valve to supply oil from the governor pump to
the propeller. Several external propeller mechanisms, including the beta ring
and carbon block assembly, communicate propeller blade angle position to
the beta valve.
When the propeller reaches its desired reverse position, movement of the
beta ring and carbon block assembly initiated by the propeller piston, causes
the beta valve to shut off the flow of oil to the propeller. Any additional
unwanted movement of the propeller toward reverse, or any forward
movement of the power lever to bring the propeller out of feather, will cause
the beta valve to drain oil from the propeller and increase pitch.
Systems
CAU TION: The propeller reversing linkage may be damaged if the

power lever is moved aft of the IDLE position when the propeller is in the
feathered position.

Section 7
OPTIONAL PITCH LATCH PROPELLER

For water operations, it is undesirable to feather the propeller when the
engine is stopped after landing the aircraft. If the engine is subsequently
started with the propeller in the feathered position, residual thrust complicates
docking and handling of the aircraft.
To prevent feathering the propeller (as during normal engine shutdown), the
propeller incorporates spring-energized latch pins, called auto high pitch stop
units. Two units are installed on the propeller cylinder. When the propeller
RPM is approximately 800 or above, centrifugal force disengages the latch
pins from the piston, allowing it to move as needed between the reverse
and feather stops. When the RPM falls below this value, a spring in each
auto high pitch stop unit overcomes the centrifugal force on the latch pin,
causing it to retract into the cylinder and engage the piston, preventing it
from moving in the feather direction. To engage the stop units upon engine
shutdown, the propeller control must be placed into the reverse thrust position
before stopping the engine. Upon stopping, a large spring in the propeller
moves it toward the feathered position, but as the RPM decreases below
approximately 800, the retracted latch pins engage the piston, preventing the
propeller from feathering.
Upon starting the engine, the propeller is already in flat pitch. What little
thrust is generated while starting the engine does not present a handling
problem for the aircraft. To disengage the latches before taxi and flight, the
power lever must be placed momentarily in the reverse thrust position while
at low power. This removes the lateral friction force from the latch pins and
prevents them from being damaged by application of power. After adding
sufficient power to advance the RPM above 800, the latch pins move to an
outward position and remain there, allowing full control of the propeller.
OVERSPEED GOVERNOR TEST SWITCH

An overspeed governor test switch is installed on the upper left portion of the
instrument panel. The switch is a push-to-test type and is used to test the
overspeed governor during engine run-up. When the switch is depressed,
a solenoid is actuated on the propeller overspeed governor, which restricts
propeller RPM when the power lever is advanced. To check for proper
operation of the overspeed governor, during engine run-up, press and hold
the push-to-test switch and advance the power lever until the propeller RPM
stabilizes. The propeller RPM should stabilize at 2070 ± 50 RPM.
Systems

Section 7
7-16 FUEL SYSTEM

The airplane fuel system consists of two vented, integral fuel tanks, shutoff
valves, a fuel selectors off warning system, fuel reservoir, ejector fuel pump
(jet pump), electric powered auxiliary fuel boost pump, firewall fuel shutoff
valve, firewall mounted fuel filter, oil-to-fuel heater, engine driven fuel
pump, fuel control unit, flow divider, dual fuel manifolds, and 14 fuel nozzle
assemblies. An oil/fuel reservoir drain is also installed. Refer to “Section 2” of
this manual for fuel quantity data for the system.
WARN IN G: Unusable fuel levels were determined for this airplane in

accordance with the Federal Aviation Regulations. Failure to operate the
airplane according to the Fuel Limitations outlined in “Section 2” of this
manual may further reduce the amount of fuel available for flight.
Fuel flows from the tanks through the two fuel tank shutoff/selector valves
at each tank. The fuel tank shutoff valves are mechanically controlled by
two fuel shutoff valve controls, labeled LEFT, ON and OFF and RIGHT, ON
and OFF. The fuel tank shutoff/selector valve controls are installed on the
overhead panel. By actuating the controls, the pilot can select either the left
or right fuel tank, or both at the same time. Normal operations are conducted
with both selector valves in the ON position. Fuel flows by gravity from the
shutoff valves in each tank to the fuel reservoir. The reservoir is located
in the bilge area of the fuselage, and is at the low point of the fuel system.
The reservoir maintains a head of fuel around the ejector pump which is
contained in the reservoir. This head of fuel helps prevent engine driven fuel
pump cavitation in low-fuel quantity situations, especially while maneuvering
the aircraft in flight. The ejector pump is driven by motive flow from the fuel
control unit and provides fuel flow from the reservoir to the engine driven
pump when the engine is running. The auxiliary fuel pump is installed
just forward of the fuel reservoir and is used to supply fuel to the engine
during starting or if fuel pressure from the ejector pump is reduced below
approximately 4 psi. Fuel from the ejector pump and auxiliary fuel pump flows
into a fuel manifold. From the fuel manifold, the fuel then flows through a
firewall fuel shutoff valve located on the aft side of the firewall. This shutoff
valve allows the pilot to cut off all fuel to the engine.
After passing through the firewall fuel shutoff valve, the fuel is routed through
a filter mounted on the forward side of the firewall. The fuel filter incorporates
a bypass feature which allows fuel to bypass the filter in the event the filter
becomes clogged with foreign debris. The filter is equipped with a red filter
Systems
bypass flag on top of the filter which protrudes upward when the filter is
bypassing fuel. Fuel from the filter is then routed through the oil-to-fuel heater
to the engine-driven fuel pump where fuel is delivered under pressure to the
fuel control unit. The fuel control unit meters the fuel and directs it to the flow
divider which distributes the fuel to the dual manifolds and 14 fuel nozzles
located in the combustion chamber. Fuel remaining in the engine fuel nozzle
manifold at shutdown drains into a canister (EPA can) located on the lower,
forward left portion of the firewall or on the lower left cowl. The can should be
drained during preflight inspection of the aircraft to prevent can overflow.

Section 7
Fuel system ventilation is critical to system operation. Complete blockage of

the vent system will result in a decrease in fuel flow and eventual stoppage
of the engine. Fuel system ventilation is provided by vent lines at each fuel
tank. The vent lines are equipped with check valves, and pressure valves to
help prevent fuel from flowing out of the vent lines during maneuvering of the
aircraft. The vent lines protrude from the lower outboard portion of the wings
just forward of the ailerons. The fuel reservoir is also vented through both
wing tank vent lines.
Figure 7-74 – Fuel System Schematic

Systems
FIREWALL FUEL SHUTOFF VALVE

A manual firewall fuel shutoff valve is installed on the aft side of the firewall.
The shutoff valve enables the fuel from the reservoir to be shutoff completely
from the engine. The shutoff valve is controlled by a red push-pull knob
installed on the upper portion of the control pedestal. The firewall fuel shutoff
valve is labeled FUEL SHUTOFF – PULL OFF. The knob has a press-to-
release button in the center which locks the knob in place when the button is
released.

Section 7
FUEL TANK SELECTORS

Two fuel tank selectors, one for each wing tank, are located on the overhead
panel. The selectors are labeled LEFT, ON and OFF and RIGHT ON and
OFF and provide mechanical position control of the two fuel tank shutoff
valves at the root of each wing tank. When placed in the ON position, both
shutoff valves in that tank are open, allowing fuel from that tank to flow freely
to the reservoir. When a fuel tank selector is placed in the OFF position,
the shutoff valves for that tank are closed, and prevent fuel from flowing to
the reservoir. Normal fuel management is accomplished with both fuel tank
selectors in the ON position.
FUEL SELECTORS OFF WARNING SYSTEM

A fuel selectors off warning system is provided to alert the pilot if the fuel
selector valves for both the left and right wing tanks are placed in the OFF
position. If both selector valves are placed in the OFF position, a red LED
light installed directly above the left PFD will illuminate, FUEL OFF L-R will
be displayed in the annunciation windows of the PFDs, and an aural warning
chime will sound through the aircraft speakers and headsets.
NOT E: Detents are provided on the fuel selector valve “ON” and “OFF”
positions to give tactile confirmation of the selected valve position.
Movement of the selector valve handle beyond the detented positions is
possible with aggressive control movement, but is not recommended as
selector handle over-travel has no further effect on the valve position.
AUXILIARY FUEL PUMP

An auxiliary fuel pump switch, located on the lower left portion of the
instrument panel, is labeled AUX FUEL PUMP and has three positions: OFF,
STBY, and ON. When the switch is placed in the OFF position, the auxiliary
fuel pump is rendered inoperative. When the switch is placed in the STBY
position, the auxiliary fuel pump is armed and will automatically provide fuel
pressure when the fuel pressure in the fuel manifold assembly falls below
approximately 4 PSI. This switch position is used for normal engine
operations when the main flow of fuel is provided through the ejector boost
pump and the auxiliary fuel pump is used as a standby device. When the
auxiliary fuel pump switch is placed in the ON position, the auxiliary fuel pump
will operate continuously. This position is used for engine start. Place the
Systems
switch in the ON position any time when the auxiliary fuel pump cycles on and
off with the switch placed in the STBY position.
FUEL FLOW INDICATOR

A fuel flow indicator is installed within the Garmin G1000 Flight Displays and
provides an indication of engine fuel consumption in pounds per hour based
on Jet-A fuel. The indicator measures the flow of fuel downstream from the
fuel control unit prior to being routed to the flow divider.

Section 7
ELECTRIC FUEL QUANTITY INDICATORS

Fuel quantity is measured in each tank by two capacitive-type fuel level
probes, one at the inboard and one at the outboard portion of the tanks. The
probes do not have any moving parts and, therefore, do not have any of
the failure mechanisms of a resistive type fuel level sensor. Fuel quantity is
displayed on each Engine Indicating Crew Alert System (EICAS) page. The
indicator on the default EICAS page shows a horizontal gage presenting
left and right fuel quantity. The SYSTEM and FUEL EICAS pages show the
fuel quantity in pounds as digits. When an individual tank quantity reaches
175 pounds or less, the title, pointer and digits become amber in color. If
the fuel quantity is less than 10 pounds the title, pointer and digits flash red.
Otherwise, the title, and pointer are white and the digits are green.
NOTE : While capacitive-type fuel systems have been the industry standard
for several decades, it remains critically important for operators to be aware of
system limitations associated with their use. Capacitive-type fuel systems are
affected by a variety of environmental factors. Fuel density variations alone
can lead to significant effects. For example a wing tank with full fuel at -40°C
may contain as much as 180 pounds more usable fuel than a full wing tank at
50°C. Such density variation is not reflected in the indicated fuel quantity. Other
environmental factors can further affect the indicated fuel quantity.
For this and other reasons, it is imperative that operators perform thorough
preflight planning to verify the quantity of fuel prior to departure, and maintain
a suitable fuel reserve on every flight. The Pilot’s Handbook of Aeronautical
Knowledge (FAA-H-8083-25A) provides the following pilot guidance concerning
fuel indicators:
Fuel Gauges
The fuel quantity gauges indicate the amount of fuel measured by a
sensing unit in each fuel tank and is displayed in gallons or pounds.
Aircraft certification rules require accuracy in fuel gauges only when they
read “empty.” Any reading other than “empty” should be verified. Do not
depend solely on the accuracy of the fuel quantity gauges. Always visually
check the fuel level in each tank during the preflight inspection, and then
compare it with the corresponding fuel quantity indication.
To aid the pilot in verifying fuel quantity the KODIAK 100 is equipped with
under-wing magnetic gauges, which allow direct measurement of fuel levels
up to approximately 75 gallons (500 lb) in each wing. In addition, a qualified,
calibrated fuel pipette can be inserted through the outboard filler port to take
Systems
direct measurements of fuel levels greater than 75 gallons (500 lb).

The KODIAK 100 also provides pilots with a fuel totalizer function, which is
driven by the fuel flow meter. Properly used, the fuel totalizer can provide even
more accurate total fuel quantity indication than the capacitive fuel indicators,
as it is relatively immune to water or fuel contamination and is less affected by
temperature changes. However, the fuel totalizer requires proper manual entry
of the initial fuel quantity in order to provide accurate indication. Moreover, the
totalizer cannot be used to assess wing imbalance.

Section 7
DIRECT READING FUEL QUANTITY GAUGES
CAU T ION : To obtain accurate measurements from a direct reading fuel

quantity gauge, the airplane must be parked on a level surface.
Under-Wing Magnetic Gauges

The airplane is equipped with two under-wing magnetic gauges, one
installed on each wing, providing a method for checking the fuel quantity up
to approximately 75 gallons (500 lb.) during the preflight inspection of the
aircraft. The under-wing magnetic gauges are installed on the inboard portion
of the wings on the lower surfaces, and operate with a float and magnet
mechanism to provide a direct indication of fuel quantity for use during
preflight inspection.
NOT E: Due to wing dihedral, the under-wing magnetic gauges are limited
to indicating a maximum of 75 gallons.
Under-Wing Magnetic Gauge Instructions:

1. Push and turn the gauge stick 1/4 turn using a flat-head screwdriver or
similar tool to release the stick from the housing.
2. Once the stick is accessible, pull briskly downward on the stick to
disconnect the magnetic stick from the float inside the tank. Once the stick
is disconnected, it should feel light and easy to slide up or down.
3. Slowly lift the magnetic stick until it snaps upwards and reattaches to the
float.
4. Read the fuel level by comparing the markings on the stick with the lower-
most flat surface of the Magnetic Gauge housing.
Fuel Pipette
To measure fuel levels greater than 75 gallons (500 lb.), a qualified calibrated
fuel pipette inserted through the outboard filler port is one means of providing
accurate indication of the fuel onboard.
WING TANK LOW FUEL WARNING SYSTEM

The wing tank low fuel warning system consists of two optical sensors (one
located in each wing tank) which provide visual and aural annunciation
through the G1000. The warning system will activate when the fuel level in
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either wing tank falls below approximately 100 pounds.

Visual annunciation is shown as follows:
FUEL LOW L – Indicates the fuel level in the left wing tank is below
approximately 100 pounds.
FUEL LOW R – Indicates the fuel level in the right wing tank is below
FUEL LOW L-R – Indicates the fuel level in both wing tanks is below
P i l o t ’s O p e r a t i n g H a n d b o o k 7-10 4 a

Section 7

Systems
7-10 4 b P i l o t ’s O p e r a t i n g H a n d b o o k

Section 7
RESERVOIR FUEL LOW ANNUNCIATOR

A reservoir fuel low warning system is provided and consists of one
optical sensor in the fuel reservoir bladder which provides visual and aural
annunciation through the G1000. The warning system is activated when the
fuel level in the reservoir decreases. Visual annunciation is displayed as
follows: RESERVOIR FUEL
FUEL PRESSURE LOW ANNUNCIATOR

A fuel pressure low warning system warns the pilot if the motive flow-driven
ejector pump fuel pressure falls below approximately 4 PSI. The warning
system consists of a pressure switch installed between the ejector pump and
the airframe fuel manifold. Visual and aural annunciation is provided through
the G1000. Visual annunciation is displayed as follows: FUEL PRESS LOW
AUXILIARY FUEL PUMP ON ANNUNCIATOR

An AUX PUMP ON advisory annunciation is provided through the G1000.
The annunciator will illuminate any time power is supplied to the auxiliary fuel
pump. The auxiliary fuel pump will automatically activate when the pressure
from the motive flow-driven ejector pump falls below approximately 4 PSI.
If the AUX PUMP ON annunciator continues to cycle on and off when the
auxiliary fuel pump switch is placed in the STBY position, the auxiliary fuel
pump switch should be moved to the ON position. Visual annunciation is
displayed as follows:
AUX PUMP ON
DRAIN VALVES
Engine Drain Valves
Depending on the EPA can configuration, a total of ten or eleven drain valves
are installed on the airplane. Drain valves are located on the lower portion of
the wings near the root, on the lower surface of the fuselage, at the firewall-
mounted fuel filter, and either at the engine drain can (EPA fuel reservoir) on
the lower left side of the cowling, or on the two engine drain cans on the lower
left side of the firewall. The drain valves provide a means for the examination
of fuel in the system, for proper grade and signs of contamination, and for
draining the reservoir to prevent overflow of residual fuel from the engine onto
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the ground.
The wing tank drain valves, fuel bladder drain valve, fuselage fuel line
low spot drain valves, and cowl-mounted EPA fuel reservoir drain valve (if
equipped) are constructed in such a way that a screwdriver (or similar tool)
may be used to depress the valve on the fuel sampler cup to release fuel.
For normal fuel sampling from the drain valves, the valve merely needs to
be pushed in to draw enough fuel from the sumps as required for sampling
purposes. For draining larger quantities of fuel, the valve may also be twisted
to lock it in the open position.

Section 7
Fuel Supply Line Drain Valves

The fuel filter drain valve consists of a drain pipe which can be depressed
upward to drain fuel from the filter. The fuel sampler can be used in
conjunction with these drain valves for fuel sampling and purging debris from
the system. The fuel tanks should be refilled after each flight, when practical,
in an effort to minimize condensation in the fuel tanks.
Prior to each flight and following each refueling, use a clear sampler and
drain fuel from the inboard fuel tank sump quick drain valves to determine
if contamination is present in the fuel system and to verify the aircraft was
fueled with the proper fuel. If contamination is present, drain fuel from ALL
of the fuel drain points again. Repeatedly take samples from ALL of the fuel
drain points until all of the contamination has been removed. If, after repeated
sampling, there is still evidence of contamination, the fuel tanks should be
completely drained and the fuel system must be cleaned. DO NOT fly the
aircraft with contaminated or unapproved fuel.
EPA FUEL RESERVOIR

Upon engine shutdown, residual fuel in the engine fuel manifold drains into an
EPA fuel reservoir mounted on the lower left portion of the cowling or on the
lower left corner of the firewall, as applicable. This reservoir should be drained
prior to the first flight of the day or at intervals not exceeding three engine
shutdowns. A drain valve for the EPA fuel reservoir is accessible from the
bottom left side of the cowling to enable the pilot to drain the contents of the
fuel reservoir into a suitable container for proper disposal.
EPA OIL RESERVOIR (IF EQUIPPED)

This reservoir collects oil seepage from engine drive pad seals and breather
system. This reservoir should be drained prior to the first flight of the day, or
at intervals not exceeding six engine shutdowns. A drain valve, accessible
through an access hole on the bottom left side of the engine cowling, allows
the reservoir to be easily drained into a suitable container for proper disposal.
The maximum quantity of oil discharge per hour of engine operation is as
follows:
Total for aircraft with no alternator or VCS drain . . . .. . . .. . . .. . 56 cc/hr
Total for aircraft with alternator drain, no VCS . . . . . . . . . . . . . . . . .59 cc/hr
Total for aircraft with VCS drain . . . .. . . .. . . .. . . .. . . .. . . .. . . .. 62 cc/hr
Systems
If the quantity of oil discharge per hour of operation is greater than that
specified, the source of excessive leakage should be identified and corrected
prior to initiating further operations.
NOTE : If the fuel and oil reservoirs are not drained on a regular basis, the
contents will flow overboard through the engine breather ejector mast.

Section 7
7-17 BRAKE SYSTEM

The airplane is equipped with single disc, hydraulically-actuated brakes on
each main landing gear wheel. Each brake is connected, via a hydraulic line,
to a master cylinder attached to each of the pilot’s rudder pedals. Since the
rudder pedals are interconnected, the brakes may be operated by applying
pressure to the upper portion of either the pilot or front passenger rudder
pedals. When the airplane is parked, the parking brake may be set by
applying brake pressure and pulling the parking brake handle aft. The parking
brake handle is installed on the lower portion of the instrument panel, in front
of the pilot seat, just below the control wheel. A parking brake release button
is located on the face of the parking brake handle. To release the parking
brake, press and hold the release button in and push the handle forward
completely.
NO TE : A brake fluid reservoir is installed on the forward left side of the
firewall and provides additional brake fluid for the brake master cylinders.
The fluid contained in the clear acrylic reservoir should be checked for
proper level prior to each flight.
The brake system should be maintained properly to ensure maximum brake
life. The KODIAK is equipped with metallic brake linings which have different
brake maintenance techniques from brakes with organic linings. When
conditions permit, hard application of the brakes is beneficial in that the
resulting higher brake temperatures tend to maintain the proper brake glazing
and will actually prolong the life expectancy of the brakes. Conversely,
consistent light and conservative brake application is detrimental to the
metallic-type brakes.
Some of the symptoms of impending brake failure are: a gradual decrease in
braking action when applying brake pressure, noisy or dragging brakes, a soft
or spongy feel to the brake pedals, and excessive travel with weak braking
action. If any of these conditions exist, the brake system needs immediate
servicing. If braking action decreases during taxi or landing rollout, release
pressure on the brake pedals and then re-apply the brakes with heavy
pressure. If the brakes become spongy or pedal travel increases, pumping
the brakes should build up brake pressure. If one brake becomes weak or
fails completely, use light brake pressure on the effective brake while applying
opposite rudder as required, to offset the turning tendency produced by the
good brake.
7-18 ELECTRICAL SYSTEM
Systems
The KODIAK is equipped with a 28-volt direct-current electrical system. The

system utilizes two 24 volt valve-regulated lead-acid batteries mounted on
the left and right sides of the lower, forward portion of the firewall. A 300-
amp engine-driven starter/generator and a 40-amp alternator are used to
maintain the state of charge of the batteries. Power is supplied to electrical
circuits through two main buses, an avionics bus, an essential bus, and an
auxiliary bus. The two main buses and essential bus are on any time the
battery master switch is turned on. All buses are energized when the battery
master switch, avionics switch, and auxiliary bus switches are turned on. The
auxiliary bus is provided for ease of load shedding should an electrical power
failure occur.

Section 7
MASTER CONTROL UNIT

The Master Control Unit (MCU) is installed on the forward left portion of the
firewall. The MCU provides the electrical control functions necessary for
operation of the starter generator. It controls the LO/MOTOR function of the
starter generator and the sequencing of the HI/START function. The MCU
provides voltage regulation, over-voltage protection and reverse-current
protection. In the event of an over-voltage or reverse-current condition,
the starter/generator is automatically disconnected from the busses. The
Generator Control Unit (GCU), contained in and controlled by the MCU,
connects the generator output to the airplane buses. If any MCU function
causes the GCU contactors to de-energize, disconnecting the generator from
the system, visual and aural annunciation will be provided through the G1000.
Visual annunciation is displayed as follows: GEN FAIL
ALTERNATOR CONTROL UNIT

The Alternator Control Unit (ACU) is installed on the forward left portion
of the firewall. The ACU controls the output of the standby alternator.
Alternator failure is detected through the ACU and is annunciated as follows:
ALTERNATR FL
Systems
Figure 7-75 – Electrical System Block Diagram

Section 7
BATTERY MASTER SWITCH

The red, two-position battery master switch is located on the lower left corner
of the instrument panel and is labeled MASTER. The battery master switch is
ON when the upper portion of the switch is pushed in. Conversely, the battery
master switch is OFF when the lower portion of the switch is pushed in.
When the battery master switch is placed in the ON position, battery power
is supplied to the two main busses and the essential buss. The OFF position
cuts off battery power to all busses.
AVIONICS MASTER SWITCH

The white, two-position avionics master switch is located on the lower left
corner of the instrument panel adjacent to the Battery Master Switch and is
labeled AVN BUS. The avionics master switch is ON when the upper portion
of the switch is pushed in. Conversely, the avionics master switch is OFF
when the lower portion of the switch is pushed in. When the MASTER and
AVN BUS switches are placed in the ON position, battery power is supplied to
the avionics bus.
The avionics master switch may be placed in the ON position for engine
starting to allow the use of the checklist provided through the G1000 MFD.
AUXILIARY BUS SWITCH

The white, two-position auxiliary bus switch is located on the lower left
corner of the instrument panel adjacent to the Avionics Master Switch and is
labeled AUX BUS. The auxiliary bus switch is ON when the upper portion of
the switch is pushed in. Conversely, the auxiliary bus switch is OFF when
the lower portion of the switch is pushed in. When the MASTER and AUX
BUS switches are placed in the ON position, battery power is supplied to the
auxiliary bus. The environmental control systems are powered by the auxiliary
bus. The AUX BUS switch is provided for ease of load shedding should an
electrical power failure occur.
An advisory annunciation is provided through the G1000 to indicate to the
pilot that the auxiliary bus is ON. This annunciation is shown as follows:
AUX BUS ON
STARTER SWITCH
Systems
The starter switch is a three-position toggle-type switch labeled STARTER

and is located on the lower left corner of the instrument panel. The switch
provides positions for OFF, LO/MOTOR and HI START.

Section 7
IGNITION SWITCH
The ignition switch is a two-position toggle-type switch, labeled IGNITION and
is located on the lower left corner of the instrument panel. The switch has
positions for OFF and ON. For additional information concerning the ignition
switch, refer to the Ignition System paragraph contained in this section.
GENERATOR SWITCH
The generator switch is a two-position toggle-type switch labeled
GENERATOR and is located on the lower left corner of the instrument panel.
The switch has positions for OFF and ON. When the generator switch is
placed in the ON position, the Master Control Unit will automatically control
the generator line contactor for normal operation of the generator. When the
switch is placed in the OFF position, the Master Control Unit will disconnect
the generator from the electrical system.
ALTERNATOR SWITCH
The alternator switch is a two-position toggle-type switch labeled
ALTERNATOR and is located on the lower left corner of the instrument panel
adjacent to the GENERATOR switch. The switch has positions for OFF and
ON. When the alternator switch is placed in the ON position, the Alternator
Control Unit will automatically control the line contactor for normal operation
of the alternator and the alternator will supply power to the essential bus.
When the switch is placed in the OFF position, the Alternator Control Unit will
disconnect the alternator from the essential bus.
Systems
Figure 7-76 – Left Switch Panel

Section 7
CIRCUIT BREAKERS
Most of the electrical circuits in the airplane are protected by push/pull type
circuit breakers installed on the aft face of the control pedestal. Should
an overload occur in any circuit, the applicable circuit breaker will trip,
causing an “open” in the circuit. After allowing the circuit breaker to cool for
approximately three minutes, it may be reset. If the circuit breaker repeatedly
trips when reset, there is likely a fault in the system and the circuit breaker
should be left in the open position.
WA RNING: Verify all circuit breakers are engaged (IN) prior to making
any flight. Never operate the aircraft with disengaged circuit breakers
without a thorough knowledge of the problem and possible consequences.
GROUND SERVICE PLUG RECEPTACLE

A ground service plug receptacle is provided on the lower left portion of
the engine cowling, near the firewall. The ground service plug receptacle
allows for the use of an external power source for starting the engine in cold
environments and during maintenance procedures requiring lengthy work on
the electrical and avionics equipment.
The MCU provides circuit protection against polarity reversal and over-
voltage conditions from external power sources. If the plug is accidentally
connected backwards or the ground power voltage is too high, no power will
be connected to the electrical system, thereby protecting electrical equipment
from possible damage.
Systems
Figure 7-77 – Ground Service Receptacle

Section 7
Systems AIRPLANE & SYSTEMS DESCRIPTIONS 100 SERIES
Figure 7-78 – Circuit Breaker Panel

Section 7
7-19 LIGHTING SYSTEMS

EXTERNAL LIGHTING: LED/HID CONFIGURATION
External lighting is provided through four navigation lights, two landing/
recognition lights, two taxi lights, two strobe lights, and a flashing beacon.
All of the external lights are controlled by toggle switches located on the
lower portion of the instrument panel, forward of the pilot seat. The lighting
toggle switches are ON when placed in the up position and OFF in the down
position.
Navigation Lights
LED navigation lights are installed on the wing tips. The navigation lights are
protected by a circuit breaker labeled NAV LIGHT.
Landing Lights
Two high intensity discharge (HID) xenon landing lights are installed on
the airplane, one in each outboard wing leading edge. The lights provide
illumination forward and downward for accomplishing night takeoffs and
landings. The lights are protected by a circuit breaker labeled LANDING
LIGHTS.
The landing lights are limited to an operating temperature range of -40°C to
+85°C and should not be turned on outside of that temperature range.
NOT E: Use common courtesy when operating the landing lights. The
landing lights may cause temporary loss of night vision to other pilots.
The landing lights should be turned off when directed towards other
approaching aircraft, especially aircraft approaching to land.
Taxi Lights
Two LED taxi lights are installed on the airplane, one in each outboard wing
leading edge. The lights are positioned to provide adequate lighting for taxi
operations. The taxi lights are protected by a circuit breaker labeled TAXI
LIGHT.
The taxi lights are also utilized as pulsing recognition lights. When the taxi
light switch is placed in the PULSE (middle) position, the taxi lights inititate
an alternating pulsing sequence, providing great visual recognition by other
aircraft. Systems

Section 7
Strobe Lights
A high intensity LED strobe light system is installed on the airplane. The
system includes two white strobe lights, one on each wing tip. The lights
enhance the anti-collision protection for the airplane and meet the FAA
requirements for night operations. The strobe lights are protected by a circuit
breaker, labeled STROBE.
WARNIN G: The strobe lights should be turned off when taxiing.

Utilization of the high intensity strobe lights while performing ground
operations at night can be of considerable nuisance and distraction to
ground personnel and other pilots. Do not operate the strobe lights while
in fog, clouds or haze. The reflection of the beams of light can cause
vertigo or disorientation.
Flashing Beacon Light

An aviation red LED flashing beacon is installed on the top of the fuselage
near the vertical tail. The flashing beacon is utilized as an additional
source for anti-collision protection in flight and for recognition during ground
operations. The flashing beacon is protected by a circuit breaker, labeled
NAV LIGHT.
WARNIN G: The flashing beacon and strobe lights should not be used
when flying through fog, clouds or haze. The reflection of the light may
cause vertigo or disorientation.
LIGHTS INTERIOR
BEACON STROBE NAV LANDING TAXI CABIN INSTRUMENT SWITCH / CB
ON ON ON ON ON ON PANEL PANEL
PULSE NORM
OFF OFF OFF OFF OFF OFF
ICE PROTECTION
PITOT SURFACE/ WIND BACKUP
ENG INLET L HEAT R PROP SHIELD PUMP ICE LIGHT
BYPASS BYPASS ON ON ON ON ON
MAX
OVERRIDE
HI
PULL TO OFF OFF NORM OFF OFF OFF

NORMAL
UNLOCK OFF
Systems
Figure 7-79 – Right Switch Panel: LED/HID System

Section 7
7-20 LIGHTING SYSTEMS

EXTERNAL LIGHTING: XENON/INCANDESCENT/HID
CONFIGURATION
External lighting is provided through three navigation lights, two landing/
recognition lights, two taxi lights, two strobe lights, and a flashing beacon.
All of the external lights are controlled by toggle switches located on the
lower portion of the instrument panel, forward of the pilot seat. The lighting
toggle switches are ON when placed in the up position and OFF in the down
position.
Navigation Lights
LED navigation lights are installed on the wing tips and the tailcone stinger.
The navigation lights are protected by a circuit breaker labeled NAV LIGHT.
Landing Lights
Two high intensity discharge (HID) xenon landing lights are installed on the
airplane, one in each outboard wing leading edge. The xenon lamps operate
at half the power draw of a standard 100 Watt landing light, and the light
intensity is over seven times brighter with 750,000 candle power. The lights
provide illumination forward and downward for accomplishing night takeoffs
and landings. The lights are protected by a circuit breaker labeled LANDING
LIGHTS.
The landing lights are also utilized as pulsing recognition lights. When the
landing light switch is placed in the PULSE position, the landing lights initiate
an alternating pulsing sequence, providing great visual recognition by other
aircraft.
NOT E: Pulse landing lights will not begin their strobe function until about
30 seconds after being turned on.
NOT E : Use common courtesy when operating the landing lights. The
landing lights may cause temporary loss of night vision to other pilots.
The landing lights should be turned off when directed towards other
approaching aircraft, especially aircraft approaching to land.
The landing lights are limited to an operating temperature range of -40°C to

+85°C and should not be turned on outside of that temperature range.
Systems
Taxi Lights
Two incandescent taxi lights are installed on the airplane, one in each
outboard wing leading edge. The lights are positioned to provide adequate
lighting for taxi operations. The taxi lights are protected by a circuit breaker
labeled TAXI LIGHT.
P i l o t ’s O p e r a t i n g H a n d b o o k 7-114 a

Section 7
Strobe Lights
A high intensity LED strobe light system is installed on the airplane. The
system includes two white strobe lights, one on each wing tip. The lights
enhance the anti-collision protection for the airplane and meet the FAA
requirements for night operations. The strobe lights are protected by a circuit
breaker, labeled STROBE.
WARNING: The strobe lights should be turned off when taxiing.

Utilization of the high intensity strobe lights while performing ground
operations at night can be of considerable nuisance and distraction to
ground personnel and other pilots. Do not operate the strobe lights while
in fog, clouds or haze. The reflection of the beams of light can cause
vertigo or disorientation.
Flashing Beacon Light

An aviation red LED flashing beacon is installed on the top of the fuselage
near the vertical tail. The flashing beacon is utilized as an additional
source for anti-collision protection in flight and for recognition during ground
operations. The flashing beacon is protected by a circuit breaker, labeled
NAV LIGHT.
WARNIN G: The flashing beacon and strobe lights should not be used
when flying through fog, clouds or haze. The reflection of the light may
cause vertigo or disorientation.
LIGHTS INTERIOR
BEACON STROBE NAV TAXI LANDING CABIN
INSTRUMENT SWITCH / CB
ON ON ON ON ON ON PANEL PANEL
PULSE NORM
OFF OFF OFF OFF OFF OFF
ICE PROTECTION
PITOT SURFACE/ WIND BACKUP
ENG INLET L HEAT R PROP SHIELD PUMP ICE LIGHT
BYPASS BYPASS ON ON ON ON ON
MAX
OVERRIDE
HI
PULL TO OFF OFF NORM OFF OFF OFF

NORMAL
UNLOCK OFF
Systems
Figure 7-80 – Right Switch Panel: Xenon/Incandescent/HID System
7-114 b P i l o t ’s O p e r a t i n g H a n d b o o k

Section 7
INTERIOR LIGHTING
Lighting for the interior of the airplane consists of cabin overhead lights,
instrument panel lights and backlit switch panels and backlit circuit breaker
panels. The interior lights are controlled by switches located on the right
switch panel.
Cabin Overhead Lights
Cabin overhead lighting consists of 4 main cabin lights and two cockpit
reading lights. The cabin overhead lights are controlled by a three position
(ON-NORM-OFF) switch labeled CABIN. In addition to the cockpit switch,
a rocker switch is provided on the interior of the forward door post of the aft
passenger/cargo door. The rocker switch has two positions; pressing up
on the switch will turn on the cabin lights. When the cabin lights have been
turned on using the cargo door rocker switch, they will automatically turn off
after 15 minutes of operation, when the engine is started, when the cargo
door is closed, or when the bottom portion of the rocker switch (OFF) is
pressed. When the CABIN light switch is placed in the NORM position, the
optional cabin overhead reading lights may be turned on at each individual
reading light throughout the cabin.
NOT E: On aircraft equipped with No Smoking/Fasten Seatbelt lights, the

lights will be illuminated any time the battery master switch is placed in the
on position.
Instrument Panel Lighting

The instrument panel light consists of an LED-type rope light mounted
on the lower surface of the glare shield and is controlled by a variable
(potentiometer) switch labeled INSTRUMENT PANEL. The instrument panel
light switch also controls the backlighting for the G1000 softkeys, autopilot
and standby flight instruments.
Switch/Circuit Breaker Panel Lights
The circuit breaker panel and switch panels are backlit to provide the
desired panel lighting while operating at night or in low light conditions. The
circuit breaker panel and switch panel lighting are controlled by a variable
(potentiometer) switch labeled SWITCH/CB PANEL.
Control Pedestal Light
A control pedestal light is installed in the crew overhead panel to illuminate the
control pedestal. The light is controlled by a dimmer knob on the overhead
Systems
panel just aft of the light.

Section 7
7-21 CABIN HEAT, VENTILATION, DEFROST, AND AIR-

CONDITIONING
The environmental control system (ECS) for the aircraft consists of forward
cabin bleed air heat/defrost, aft cabin electric heat, and a forced air ventilation
system. All environmental control systems are activated and controlled
through a touch screen display located on the instrument panel below the
right audio panel. The control head receives input information from the pilot
and the electronic control unit displays the information. Fault codes will
also be displayed on the LCD screen for troubleshooting purposes. Refer to
“Chapter 21” of the KODIAK 100 Maintenance Manual for further information
on the ECS and maintaining its components.
TEMPERATURE CONTROL
The electronic control unit (ECU) receives input data from the environmental
control systems and controls the environmental systems accordingly.
All environmental controls systems are activated and controlled through a
touch screen display located on the instrument panel below the right audio
panel. This touch screen controller/display receives signals from the two
thermostats in the cabin. The user sets the desired temperature using the
temperature selector and the controller will activate either the blower or heat
as appropriate to maintain the set temperature within 5 degrees. If no air
conditioning is installed, the system will continue to activate the blowers, but
may not be able to maintain the set temperature.
The outside air temperature (OAT) sensor for the environmental control
system (ECS) is located in the fresh air inlet on the right side of the cowling
and is exposed to ambient airflow. The sensor continually measures
the temperature of the air entering the cabin, setting a basic variable for
temperature regulation within the aircraft.
AUTOMATIC CLIMATE CONTROL SYSTEM

The Automatic Climate Control System (ACCS) used in the KODIAK 100 is
a fully automatic system with manual operation capabilities. The pilot may
choose between manual or automatic operation, and the system offers 11
choices for heater and air conditioning blower speed. Air distribution and
temperature regulation is accomplished with a combination air distribution
actuator position, blower speed setting and the use of either fresh, engine
Systems
bleed, recirculated air, or cold air. Additionally, the heater temperature door
actuator utilizes a feedback potentiometer. These actuators move the air
distribution doors to the proper position according to information sent by the
ECU.

Section 7
When in the “ON” position, the AC switch (if equipped), indicates that the
compressor is available if the ACCS determines that its operation is required.
Pressing the switch “toggles” the Air Conditioning ON and OFF.
NOT E: When the air conditioning “ON” mode is activated, it does not
indicate that the air conditioning is operating, only that it is available for
use by the ACCS if required.
The ACCS has self-diagnostic capabilities which will be displayed on the

screen of the control head to alert the operator, should a system fault occur.
See the table below for definitions of terms and symbols used with the ACCS.
Refer to “Figure 7-79” and “Figure 7-80” for breakouts of system operation
controls.
ECU Electronic Control Unit

ACCS Automatic Climate Control System
AUTO Automatic mode “on” when indicator light is illuminated
ACCS enable. Toggles the ACCS between ON (indicator light illuminated,

as shown) and OFF
Defog mode “on” when indicator light is illuminated.
Air Conditioning (AC) is “on” (compressor is available) when button is

illuminated.
ECS Environmental Control System-Heater/Ventilation System

CCSECU Cabin Climate System Electronic Control Unit
OAT Outside Air Temperature
R-134a Refrigerant, CFC-Free used in the VCS
Vapor Cycle System - A sealed mechanical refrigeration (air conditioning)
VCS
system used to lower the temperature of the air in the aircraft cabin.
Table 7-3 – ACCS Terms and Symbols Systems

Section 7
FORWARD CABIN (COCKPIT) HEAT AND DEFOG

Forward cabin heat and defrost is provided through bleed air from the
engine, mixed with fresh air from the outside of the aircraft, or recycled air
from the cabin (depending on what source would provide the best air for the
function being performed). During heater operation, heated air is distributed
approximately 90% to the floor ducts, with the remaining air being diverted to
the windscreen defog ducts. When the Defog mode is selected, the majority
of the air is distributed to the windscreen. Temperature selection on the ECS
touch screen regulates the temperature of the defog air.
NOT E: The temperature of the defog air can only be reduced to the
ambient levels since the air conditioning is not active during the heat or
defog modes.
An emergency firewall fresh air shutoff valve is provided for shutting off the
supply of fresh air forward of the firewall. The valve is controlled by a red
knob located just below the right control wheel. To shut off the supply of
firewall forward fresh-air to the cabin, pull the red knob out fully. The knob
may also be pulled out slightly to decrease the amount of fresh air entering
the system. This allows for a warmer outlet temperature for operating in cold
environments.
AFT CABIN (PASSENGER) HEAT

When additional heat is required in the aft cabin, the flight crew may select
the operation of individual electric heaters located in the side panels of the aft
cabin. Each heater can be individually activated as necessary, by accessing
the Heater zone section of the Temperature Configuration display. These
heaters are not subject to temperature regulation by the ACCS – they are
either selected as ON or OFF.
CABIN VENTILATION
Cabin ventilation is provided through two external fresh air inlets. One inlet
is located on the right side of the engine cowling and the other is located on
the right side of the dorsal fin, just forward of the vertical tail. Each source
of ventilation contains a blower unit to provide forced air primarily for ground
operations.
Systems
AIR CONDITIONING (VAPOR CYCLE SYSTEM)

When air conditioning is necessary (if equipped), the aft and/or forward
evaporator blowers are actuated and air is distributed through the overhead
ceiling console vents in the aft cabin, and through the instrument panel vents
and foot well vents in the forward cockpit.

Section 7
Press upper
Indicates fan speed. Speed right corner
Passenger
ACCS Enable is indicated as a percentage of display to
zone controls
of the fan’s output range, access the
Toggles Pilot zone ACCS ON operate in the
where each filled bar Temperature
or OFF. Resumes present same manner
represents approximately Configuration
mode and temperature. Displays as the pilot
10%. No bars filled Screen.
When OFF, all other control cabin air zone controls.
indicates that fan is OFF.
head buttons are disabled. temperature.
Automatic Mode
Toggles Pilot zone
automatic mode ON
or OFF. When ON, all
functions are controlled
automatically.
Displays pilot
zone set point
temperature.
Defog Mode
The majority of the
air is directed to the
windscreen. Pressing
this button toggles the
defog mode ON or OFF.
Increases and decreases pilot fan

Air Conditioning Enable speed. Possible in all Mode selections.
Increases and decreases pilot
Turns Automatic Mode OFF if it is ON
Toggles the Air Conditioning ON or OFF. set point temperature in 1°
when this button is pressed.
When enabled (ON), compressor is increments.
available to operate when required by
the ACCS.
Figure 7-81 – ECS Touch Screen Display/Control Head
NOT E: To reduce forward blower wear, the fan speed may be adjusted to
the smallest value during cruise phase. The fan must remain on to ensure
that the flapper valve remains open.
Systems

Section 7
Press the upper right

Toggles individual passenger electric corner on the Configuration
heaters ON or OFF. Heater box is Screen to exit and return to
highlighted when heater is ON. the main display screen.
Allows crew
selection of
Fahrenheit
or Celsius
for displayed
temperatures.
Toggles cockpit
Fresh Air vent
ON/OFF.
Toggles aft cabin Toggles Floor Vent Open/Closed for cockpit air
Fresh Air vent distribution. Selection is cancelled when “AUTO”
ON/OFF. is selected on main ACCS display.
Figure 7-82 – Temperature Display Configuration

Systems

Section 7
7-22 OXYGEN SYSTEM

The oxygen system for the aircraft consists of either a 115 or 50 cubic foot
oxygen bottle, a regulator/valve assembly with an integral filler port and
overpressure protection device, a display/logic controller, and associated
lines, fittings and sensors to provide supplemental oxygen throughout the
cabin.
Oxygen is required to be used by the pilot for flight time in excess of 30
minutes above 12,500 feet and above 14,000 feet for the duration of the flight
above 14,000 feet. If climbing to an altitude where oxygen is required, it is
recommended that at approximately 10,000 feet, the pilot should begin using
oxygen. Passengers are required to be supplied with oxygen above 15,000
feet.
NOT E: When the oxygen tank pressure drops below 400 psi, the green
“400 psi” light will go out, and the red “empty” light will go on. The red light
indicates oxygen tank pressure below 400 psi.
OXYGEN REGULATOR / BOTTLE ASSEMBLY

The regulator / bottle assembly is located in the aft fuselage and may be
accessed by removing the aft bulkhead panel. Depending upon configuration,
a 50 cubic foot or 115 cubic foot bottle may serve the standard 2-place
oxygen system, and a 115 cubic foot bottle is used for the 10-place oxygen
system. The bottles consist of a composite wrapped construction and are
manufactured to DOT-3AL/2015 with a maximum cylinder pressure of 1850
PSI at room temperature (76°F). The high pressure side of the regulator
includes the charging valve, pressure gauge, pressure transducer, and the
overpressure burst disc assembly. The low-pressure side of the regulator
includes a valve assembly for reducing bottle pressure to low-pressure for
distribution. An ON-OFF switch is provided on the oxygen display panel to
electrically activate, through a solenoid, the valve assembly for turning on
and off the flow of oxygen to the cabin low pressure dispensing systems. A
pressure transducer is attached to the high pressure manifold of the regulator.
This pressure transducer is electrically connected to the oxygen control panel
pressure indication.
Systems

Section 7
COCKPIT DISPLAY / CONTROLLER

The control panel/display pressure indication shows bottle oxygen pressure,
which is directly related to the quantity of oxygen available for use. The
cockpit display allows the pilot to monitor the system performance and oxygen
quantity. The display/control includes a two-position master switch with ON,
OFF modes. The ON position engages the regulator solenoid to enable use
of the oxygen system; bottle pressure is displayed on the indicator when
the switch is in the ON position. The OFF position disengages the solenoid
which shuts off the supply of oxygen to the cabin outlets and nothing will be
displayed on the gauge. The O2 REQ’D LED will light when the aircraft is at
a pressure altitude greater than 12,000 feet until the oxygen system is turned
ON.
The fault LED annunciator light indicates potential problems with the oxygen
system directly relating to the delivery of oxygen to the cabin. A steady light
indicates low power (below 4.0 Volts) to the system or possible grounding/
shorting conditions. When a steady fault indication is present, the system is
disabled and will not reset until power is cycled to the controller. A flashing
FAULT LED indication specifies an oxygen pressure fault to the distribution
manifold.
NOT E: When the system is first engaged, the FAULT light may briefly
flash until proper pressure is sensed at the overhead distribution manifold.
This is normal, as pressure may bleed off when not in use.
NOT E: In the event of an electrical failure on Main Bus 2, oxygen will

remain on in the cabin. Aircraft electrical power is required ONLY to turn
the System ON and OFF. The system is designed to remain ON during an
electrical failure, but oxygen quantity indication will be lost. Disconnecting
the lines from the manifold will prevent the free flow of oxygen in the cabin.
Systems
Figure 7-83 – Oxygen Control Panel/Display

Section 7
OXYGEN LINES AND OUTLETS

Low pressure oxygen lines are routed, above the headliner, from the low
pressure port off of the regulator to the cabin area where the dispensing
systems are attached to deliver the supplemental oxygen. Oxygen outlet
ports are installed in the aircraft’s headliner. Depending on what option is
installed either 2 or 10 ports may be provided. To engage the mask into the
outlet, simply align the bayonet plug with the slots in the outlet, press the plug
completely into the outlet and rotate the plug clockwise 1/4 turn and ensure
the plug locks into place. To remove the plug from the outlet, press the plug in
and rotate it counterclockwise 1/4 turn and remove it from the outlet.
FILLER PORT
The oxygen filler port is attached directly to the bottle regulator and can be
accessed by removing the aft bulkhead panel. A pressure gauge is provided
on the bottle/regulator assembly for reference while servicing the oxygen
system.
OVERPRESSURE BURST ASSEMBLY

To prevent the high pressure side of the oxygen system from reaching a
dangerously high value, an emergency burst assembly is provided which
dumps the oxygen overboard if the pressure reaches 3000 PSI. This
assembly utilizes a single burst disk mounted in the regulator assembly. The
burst disk will bleed all oxygen into the aft fuselage and overboard if high
pressure fails the disk due to over-filling or pressure increases due to extreme
temperature changes. If the burst assembly releases the oxygen no oxygen
will be available for flight.
OXYGEN MASKS
Two masks are provided for the pilot and front passenger/copilot. These
masks are equipped with a built-in microphone and have an adjustable
flowmeter built into the oxygen line to provide the appropriate flow of oxygen
for the selected altitude on the flowmeter up to 25,000 feet. Several options
are available for passenger oxygen masks. All masks have attached
placarding for the proper method of donning, use, and safety precautions.
When using nasal cannula devices, breathing exclusively through the mouth,
extremely light breathing, or nasal blockage will inhibit proper flow of oxygen.
Systems
WA RNING: Do not handle or use oxygen when wearing lipstick, lip

balm, petroleum jelly, or any other product containing oil or grease. These
substances become highly flammable in oxygen rich environments.
NOT E: Breathing through the nose, and limiting conversation is required

in order to achieve proper oxygenation when using nasal cannula
breathing devices.

Section 7
PREFLIGHT TESTING
Verify the oxygen valve opens and the system delivers appropriate low
pressure oxygen by checking the system annunciations on the oxygen
control panel. The low pressure reading should be in the green – normal
operating range. Verify the appropriate quantity of oxygen is available for
the flight. Verify the proper flow of oxygen is delivered to each mask prior to
flight. When the preflight check of the oxygen system is complete, the oxygen
system may be turned OFF and then turned back on as required during flight.

When departing on a flight which requires the use of supplemental oxygen,
brief any passengers on the proper method of donning masks, adjusting
flowmeters, and connecting the mask line to the oxygen outlet.
EN ROUTE
Check the flowmeter at intervals of less than every 10 minutes to ensure
proper settings. The flowmeter must be held vertically when adjusting flow
rate or reading. The reading is taken at the midpoint of the ball. The pilot and
the passengers should limit their conversation to conserve oxygen. When
wearing either a face mask or cannula, the user should breathe through their
nose for most effective use of the oxygen.
SYSTEM SHUTDOWN
To turn the oxygen system off, place the oxygen control switch in the OFF
position. Leave the flowmeters open until the low pressure side is relieved (in
approximately 5-10 seconds) and stow the lines, flowmeters and masks in a
safe place.
NOT E: The master switch must be in the ON position to actuate the

oxygen regulator solenoid (to the ON or OFF position).
CAUT ION: If the oxygen control switch is left in the ON position when the
master switch is turned off, the regulator will remain open and oxygen will
flow out of the masks until the bottle is emptied.
Systems
USAGE DURATION
Oxygen duration charts are provided for the 115 cubic foot and 50 cubic foot
bottles. Refer to these charts for flight planning purposes.

Section 7
Oxygen System Usage Duration

115 Cubic Foot Bottle Serviced To 1800 PSIG
24
22
1 Pilot
20
2 Pilots
Altitude (Ft x 1000)
2 Crew + 1 Pax
2 Crew + 2 Pax
18 2 Crew + 3 Pax
2 Crew + 4 Pax
2 Crew + 5 Pax
16 2 Crew + 6 Pax
2 Crew + 7 Pax
2 Crew + 8 Pax
14
12
10
0 4 8 12 16 20 24 28 32 36 40 44 48 52 56 60 64 68
Hours of Available O2
Figure 7-84 – Oxygen Usage Duration Chart (115 Cu Ft Bottle)
Oxygen System Usage Duration

50 Cubic Foot Bottle Serviced to 1800 PSIG
24
22
20
Altitude (Ft x 1000)
18 1 Pilot
2 Pilots
16
Systems
14
12
10
0 5 10 15 20 25 30
Hours of Available O2
Figure 7-85 – Oxygen Usage Duration Chart (50 Cu Ft Bottle)

Section 7
7-23 PITOT-STATIC SYSTEM AND INSTRUMENTS

The pitot-static system supplies dynamic (ram) pressure to the airspeed
indicator and static pressure to the airspeed indicator, altimeter and vertical
speed indicator. The system contains dual heated pitot-static tubes mounted
on the leading edge of each wing, an airspeed pressure switch located
forward of the instrument panel, two GDC 74A Air Data Computers, and the
associated plumbing required to connect the instruments to their sources.
The pitot-static heat system consists of a heating element in each pitot-static
tube, two two-position toggle switches, labeled PITOT HEAT (L&R). The
switches are mounted on the lower portion of the instrument panel in the
right switch panel. The pitot/static heat systems are protected by two circuit
breakers labeled LEFT PITOT HEAT and RIGHT PITOT HEAT. When the
pitot-static heat is turned on, the element in the pitot-static tube is heated
electrically to allow proper operation in potential and actual icing conditions.
An airspeed pressure switch is installed in the pitot system and is used to
actuate the flight hobbs meter and the flap/trim compensation unit.
AIR DATA COMPUTER

The GDC 74A is the Air Data Computer (ADC) for the Garmin G1000 system
and receives the standard inputs from the pitot-static system as well as
outside air temperature (OAT) inputs. The GDC 74A allows the system to
automatically perform most E6B calculations including true airspeed, winds
aloft and density altitude.
AIRSPEED INDICATORS
Airspeed information is provided within the Garmin G1000 Primary Flight
Displays. The airspeed information is displayed in digital format as well as
an electronic airspeed “tape.” For more information concerning the airspeed
indication through the Garmin G1000 system, refer to the Garmin G1000
Cockpit Reference Guide (190-00645-XX) for the KODIAK 100.
A backup airspeed indicator is also standard equipment on the KODIAK. The
backup airspeed indicator is of standard configuration and is calibrated in
knots. Limitation and range markings (in KIAS) include the white arc – full flap
operating range of 47 to 108 knots, green arc – normal operating range of 68
to 182 knots, and a red line – maximum operating speed of 182 knots.
Systems
VERTICAL SPEED INDICATORS

Vertical speed information is provided within the Garmin G1000 Primary Flight
Displays. The vertical speed information is displayed in digital format as well
as an electronic “tape” format. The vertical speed indicator needles have
an operating range of +2000 fpm and -2000 fpm. When the aircraft vertical
speed is greater than that range, the needle will peg at the 2000 fpm mark but
continue to show a digital readout of the vertical speed within the needle.

Section 7
ALTIMETERS
Altitude information is also provided within the Garmin G1000 Primary Flight
Displays. The Altitude information is displayed in digital format as well as
electronic “tape” format.
A backup altimeter is also installed on the KODIAK as standard equipment.
Airplane altitude is depicted on the altimeter and includes a knob near the
lower left portion of the indicator to provide adjustment of the instrument’s
barometric scale to match the current altimeter setting.
7-24 AUTOMATIC TRIM SYSTEM

To compensate for pitch trim changes when varying flap position, an
automatic trim system is provided. The automatic trim system consists of an
electric pitch trim actuator, an airspeed switch, the flap position potentiometer,
the pitch trim potentiometer, the trim disconnect switch, and an electrical
flap/trim compensation unit. This system automatically engages the electric
pitch trim servo in the appropriate direction when the flaps are in transit. For
example, when the flaps are transitioning from 20° to 10°, nose up trim is
applied automatically. Also, when the flaps are transitioning in the opposite
direction, 10° to 20°, nose-down trim is automatically applied. The automatic
trim system is active when the flaps are in transit between 5° and 35°.
CAUT ION: The manual Electric Pitch Trim Switch and the Flap
Configuration Trim feature will not operate when the Avionics switch is off.
The automatic trim system may be overridden by manual electrical inputs of

pitch trim in the opposite direction of the automatic trim. For example, if the
automatic trim system is trimming the aircraft nose down, and the pilot selects
nose-up trim with the electric trim switch on the control yoke, the servo will
operate in the nose-up direction and will override the automatic trim system.
The automatic trim system may also be manually overridden by grasping the
trim wheel by hand.
The automatic trim system is disabled any time the autopilot system is
engaged, to prevent the two systems from interfering with each other. The
autopilot has its own automatic trim system to compensate for pitch trim
changes with varying flap settings.
The automatic trim system references flap position through the flap position
indicator signal coming from the flap drive system. The flap position indicator
signal is a variable voltage signal which varies from approximately 0-3.5 volts.
Systems
0 volts represents a flap position of 0° and 3.5 volts represents 35° of flaps.
A comparator in the automatic trim system senses when the flap position
voltage is changing (either increasing or decreasing). When the comparator
senses an increasing voltage (flaps lowering), the pitch trim runs in the nose-
down direction. Also, when the comparator senses a decreasing voltage
(flaps retracting), the pitch trim runs in the nose-up direction.
The automatic trim system is disabled on the ground through an airspeed
switch to prevent accidental placing of the aircraft in an out-of-trim condition
before takeoff, i.e. the pilot sets the pitch trim for takeoff, then selects the
flaps to takeoff position (20°) and the auto trim system runs the pitch trim

Section 7
nose down. The airspeed switch activates the automatic trim system at
approximately 35 knots. For maintenance/ground testing of the automatic trim
system, a push to test button is provided. The push-to-test button bypasses
the airspeed switch and allows the automatic trim system to function on the
ground. The push to test button is located on the flap/trim compensation unit
inside the control pedestal.
The automatic trim system operates the elevator trim tab through a range of
7° nose-up trim to full nose-down trim tab deflection (15°). The aircraft does
not require any trim compensation with varying flap position beyond this range
of elevator trim tab travel. Disabling of the automatic trim system between 7°
nose-up and full nose-up is accomplished through a voltage comparator in the
flap/trim compensation unit which monitors the trim tab position though the
potentiometer which provides elevator trim position to the G1000.
As with any electric trim system, a trim disconnect switch is provided for
disabling all trim systems on the aircraft (including the automatic trim system
and autopilot). If a trim runaway condition occurs, move the trim disconnect
switch to the DISCONNECT position (aft). The airplane may then be
retrimmed using the manual trim wheel located on the control pedestal.
Switch
Trim Disconnect
Switch
Electronic Pitch
Trim Dual Switch
Systems
Figure 7-86 – Autopilot and Trim Disconnect Switches

Section 7
7-25 STALL WARNING SYSTEM

SERIAL NUMBERS 100-0001 THROUGH 100-0042
For the serial numbers listed above, the aircraft is equipped with a vane-type
stall warning sensor, installed in the leading edge of the left wing. The vane
is connected to a stall warning horn located in the overhead panel above the
pilot seat. The vane in the wing senses the change in airflow over the wing
occurring at or near stall. The warning horn will activate at airspeeds between
5 and 10 knots above the stall in all airplane configurations for wings level
unaccelerated stalls.
The stall warning system should be checked during the preflight inspection of
the aircraft by actuating the vane in the wing while the battery master switch
is ON. The system is functioning properly if the warning horn sounds as the
vane is pushed upward.
The stall warning system is protected by a circuit breaker labeled STALL
WRN. The circuit breaker may be pulled to deactivate the stall warning horn
should the vane stick in the ON position.
SERIAL NUMBERS 100-0043 AND UP OR TKS-EQUIPPED

PLANES
For the serial numbers listed above, and for airplanes equipped with the
TKS ice protection system, the airplane has a Safe Flight Lift Transducer
Stall Warning system which consists of a lift transducer mounted on the left
wing and a stall warning computer which is mounted overhead in the forward
cabin. The stall warning computer monitors the signal from the vane and
the flap position signal and schedules the stall warning to provide consistent
warning margins to the stall regardless of flap setting. The flap 0° setting is
on one schedule and flaps 10-35° are on a separate schedule. This provides
approximately 6 KCAS of stall warning margin at all flap settings.
The vane and sensor unit in the leading edge of the wing is equipped with
a heating element which is only activated in aircraft which have the optional
TKS Ice Protection System Installed. For information regarding the heating
element, refer to the TKS Ice Protection System Supplement.
Additional Components of the Safe Flight Lift Transducer System
The airplane is equipped with a weight on wheels switch. This switch prevents
the stall warning horn from sounding while performing ground operations.
Systems
The Safe Flight Lift Transducer Stall Warning system is equipped with a Press
to Test button which will test functionality of the system during any phase of
operation. The Press to Test button is located on the pilot’s side instrument
panel, left of the backup attitude display indicator. If the system is functioning
normally and the Press to Test is pressed, the stall warning horn will sound. If
the stall warning horn is not heard while pressing the Press to Test button, the
Safe Flight Lift Transducer Stall Warning system is not functioning properly
and is considered inoperative.

Section 7
7-26 ICING EQUIPMENT

The aircraft is standard equipped with dual heated pitot/static tubes and an
inertial separator for the engine inlet. Both left and right pitot/static heat are
protected by separate circuit breakers (Labeled: LEFT PITOT HEAT and
RIGHT PITOT HEAT) and are controlled by individual switches located on the
right switch panel. The inertial separator is controlled by a two position switch
labeled ENG INLET. The switch places the inertial separator in bypass when
it is moved up to the BYPASS position and places it in the normal condition
when moved down to the NORMAL switch position.
The pitot heat should be turned on anytime the outside air temperature is
less than 5°C and visible moisture is present to prevent the formation of ice
on those systems. As required by Federal Regulations, amber annunciation
is provided to notify the pilot when pitot heat is turned off and the OAT is
less than 5°C. The annunciation is displayed through the G1000 as follows:
PITOT OFF L-R
Also, PITOT FL L-R annunciation is provided through the G1000 to alert the
pilot if the pitot heat switch is turned on but no current is getting to the pitot/
static heating element. A current sensing device, located behind the right
switch panel, detects current flow in the system. If a pitot heat switch is
placed in the ON position and no current is flowing in the circuit, PITOT FL
L-R will be shown on the PFD.
The inertial separator should be placed in BYPASS prior to operating the engine
when visible moisture is present (clouds, rain, snow, ice crystals, etc.) with
outside air temperatures below 5°C. The inertial separator system may also
be used for ground operations or takeoffs from dusty, sandy field conditions to
minimize the ingestion of foreign particles and debris into the compressor. The
NORMAL position should be used for all other operations.
An advisory annunciation is provided through the G1000 to indicate whether
the inertial separator system is in the NORMAL or BYPASS position as
follows:
ENG INLET NRM
ENG INLET BP
NOTE: When the BYPASS mode is selected, a slight reduction of engine

torque occurs. Refer to “Section 5” of this manual for those specifications.
Systems

Section 7
7-27 AVIONICS – GARMIN G1000 INTEGRATED COCKPIT

The following is a general description of the Garmin G1000 Integrated Cockpit
System. For operating instructions on the features of the G1000 system,
refer to the Garmin G1000 Cockpit Reference Guide (190-00645-XX) for the
KODIAK 100. This Reference Guide must be available to the pilot in flight.
G1000 SYSTEM DESCRIPTION

The Garmin G1000 includes the following Line Replaceable Units (LRU’s):
• GDU 1040 Primary Flight Displays (PFD) (2)
• GDU 1040 Multi-Function Display (MFD)
• GIA 63 Integrated Avionics Units (2)
• GDL 69A Data Link Receiver
• GEA 71 Engine/Airframe Unit
• GDC 74A Air Data Computers (ADC) (2)
• GRS 77 Attitude and Heading Reference Systems (AHRS) (2)
• GMU 44 Magnetometers (2)
• GMA 1347D (Dual) Audio System with Integrated Marker Beacon
Receiver
• GTX 33 Mode S Transponder
All LRU’s have a modular design, which eases troubleshooting and
maintenance of the G1000 system.
GDU 1040 PFD’S AND MFD

The GDU 1040 Multi-Function Display and Primary Flight Displays each have
a 10.4 inch LCD display with 1024x768 resolution. The MFD is flanked on
the left and right by a PFD, with a GMA 1347D Audio Panel located between
the MFD and each PFD. Both displays provide control and display of nearly
all functions of the G1000 integrated cockpit system. They communicate with
each other through a High-Speed Data Bus (HSDB) Ethernet connection.
Each PFD is also paired with an Ethernet connection to the GIA 63 Integrated
Avionics Units.
Systems
Figure 7-87 – GDU 1040

Section 7
GDU Dual Knobs and Display Layout

The NAV, CRS/BARO, COM, FMS, and ALT knobs are concentric dual knobs,
each having small (inner) and large (outer) control portion.
Large (Outer)
Knob
Small (Inner)
Knob
Figure 7-88 – Dual Concentric Knob Example
Figure 7-89 – GDU 1040 Display Layout
1. NAV VOL/ID Knob – Controls the NAV audio level. Press to toggle the
Morse code identifier ON and OFF. Volume level is shown in the field as a
percentage.
2. NAV Frequency Toggle Key – Toggles the standby and active NAV
frequencies.
3. Dual NAV Knob – Tunes the MHz (large knob) and kHz (small knob)
standby frequencies for the NAV receiver. Press to toggle the tuning cursor
Systems
(light blue box) between the NAV1 and NAV2 fields.

4. Heading Knob – Turn to manually select a heading on the HSI. When
pressed, it synchronizes the heading bug with the current aircraft heading.
5. Joystick – Changes the map (distance top to bottom of map display) when
rotated. Activates the map pointer when pressed.
6. CRS/BARO Knob – The large knob sets the altimeter barometric pressure
and the small knob adjusts the course. The course is only adjustable
when the HSI is in VOR1, VOR2 or OBS/SUSP mode for GPS navigation.
Pressing this knob centers the CDI on the selected VOR or GPS source.

Section 7
7. Dual COM Knob – Tunes the MHz (large knob) and kHz (small knob)
standby frequencies for the COM transceiver. Pressing this knob toggles
the tuning cursor (light blue box) between the COM1 and COM2 fields.
8. COM Frequency Toggle Key – Toggles the standby and active COM
frequencies. Pressing and holding this key for two seconds automatically
tunes the emergency frequency (121.50 MHz) in the active frequency field.
9. COM VOL/SQ Knob – Controls COM audio level. Pressing this knob turns
the COM automatic squelch ON and OFF. Audio volume level is shown in
the field as a percentage.
10. Direct-To Key – Allows the user to enter a destination waypoint and
establish a direct course to the selected destination (specified by the
identifier, chosen from the active route, or taken from the map cursor
position).
11. FPL Key – Displays the active Flight Plan Page for creating and editing the
active flight plan, or accessing stored flight plans.
12. CLR Key (DFLT MAP) – erases information, cancels an entry, or removes
page menus. To display the Navigation Map Page immediately, press and
hold CLR (MFD only).
13. Dual FMS Knob – Used to select the page to be viewed (MFD only). The
large knob selects a page group (MAP, WPT, AUX, NRST), while the small
knob selects a specific page within the page group. Pressing the small
knob turns the selection cursor ON and OFF.
14. MENU Key – Displays a context-sensitive list of options. This list allows the
user to access additional features, or to make setting changes that relate to
certain pages.
15. PROC Key – Selects approaches, departures, and arrivals from the flight
plan. If a flight plan is used, available procedures for the departure and/
or arrival airport are automatically suggested. If a flight plan is not used,
the desired airport and the desired procedure may be selected. This key
selects IFR departure procedures (DPs), arrival procedures (STARs) and
approaches (IAPs) from the database and loads them into active flight plan.
16. ENT Key – Accepts a menu selection or data entry. This key is used to
approve an operation or complete data entry. It is also used to confirm
selections and information entries.
17. Dual ALT Knob – Sets the reference altitude in the box located above the
Systems
Altimeter. The large knob selects the thousands, while the small knob
selects the hundreds.
18. Left Display Backup Button – Pressing the left Display Backup button
activates/deactivates reversionary mode on the left PFD.
19. Right Display Backup Button – Pressing the right Display Backup button
activates/deactivates reversionary mode on the right PFD.
20. Softkeys – The softkeys are located along the bottoms of the displays.
They are used to select items shown on the display.

Section 7
Reversionary Mode
In reversionary mode, critical flight instrumentation is combined with engine
instrumentation on the display. Reversionary mode can also be manually
activated on any of the flight displays if the system fails to detect a display
problem. The reversionary mode is activated manually by pressing the red
DISPLAY BACKUP button on the bottom of the appropriate audio panel
(pressing the left GMA 1347D audio panel DISPLAY BACKUP button
activates reversionary mode on the pilot’s PFD and the MFD). Pressing the
red DISPLAY BACKUP button again deactivates reversionary mode.
Figure 7-90 – Reversionary Mode
MFD Map Scale

The MFD map scale is shown in the lower right corner of the display and
represents the total distance from the bottom of the moving map to the top of
Systems
the map. It does not represent the total distance from the airplane symbol to
the top of the moving map.
MFD Holding Pattern Depiction
The depiction of the holding pattern on the MFD is sized according to the
groundspeed of the aircraft. The G1000 calculates the appropriate size of the
hold to provide 1 minute legs in the hold. Changes in the groundspeed of the
aircraft will cause the size of the holding pattern to change in size. However,
the holding pattern does not depict the protected airspace of the published
holding pattern.

Section 7
VOR Frequency Display on the MFD

If the Nearest VOR page is selected, the fields on the page may be
highlighted to select data. The VOR frequency displayed may be selected
and changed on the page. However, changing this field will not replace the
information in the database and subsequent use of the VOR data page will
show the correct database frequency.
GMA 1347 AUDIO PANELS

The GMA 1347 Audio Panels integrate NAV/COM digital audio, intercom
system, and marker beacon controls. The GMA 1347 units also control
manual display reversionary mode (red DISPLAY BACKUP buttons) and
are installed between each PFD and the MFD. The GMA 1347 units
communicate with both GIA 63’s using an RS-232 interface.
GIA 63W INTEGRATED AVIONICS UNITS

The GIA 63W’s are the Integrated Avionics Units of the G1000 system.
The GIA 63W is the main communications hub, linking all LRU’s with the
PFD’s and the MFD displays. Each GIA 63W contains a WAAS certified
GPS receiver, VHF COM/NAV/GS receivers, and system integration
microprocessors. Each GIA 63W is paired with a GDU 1040 PFD. The GIA’s
do not communicate with each other directly.
GDL 69A DATA LINK RECEIVER

The GDL 69A is an XM Satellite Radio data link receiver with the addition of
XM Satellite Radio audio entertainment. For display of weather information
and control of audio channel and volume, the GDL 69A is interfaced to the
GDU 1040 Multi-Function Display via an Ethernet link. Audio volume and
channel changes may also be controlled with remotely mounted switches
located on the sidewalls of the passenger seating area. The GDL 69A is also
interfaced to the audio panel for amplification and distribution of the audio
signal. The GA 55 XM Satellite Radio Antenna receives the XM Satellite
Radio data signal and passes it to the GDL 69A.
GRS 77 ATTITUDE AND HEADING REFERENCE SYSTEMS

Systems
The GRS 77 units are Attitude and Heading Reference Systems (AHRS)
that provide aircraft heading and attitude information to the G1000 displays
and the GIA 63’s. The units contain advanced sensors, accelerometers, and
rate sensors. In addition, the GRS 77 units interface with the GDC 74A Air
Data Computers and the GMU 44 Magnetometers. The GRS 77 units also
utilize two GPS signal inputs sent from the GIA 63 units. Attitude and heading
information is sent using an ARINC 429 digital interface to the GDU 1040
displays and the GIA 63 units. The GRS 77 AHRS units are installed in the
floor of the airplane.

Section 7
GMU 44 MAGNETOMETERS
The GMU 44 magnetometer units measure local magnetic field information.
Data is sent to the GRS 77 AHRS for processing to determine aircraft
magnetic heading. These units receive power directly from the GRS 77 units
and communicate with the GRS 77 units using RS-485 digital interface.
GDC 74A AIR DATA COMPUTER

The GDC 74A Air Data Computers process information received from the
pitot/static systems and Outside Air Temperature (OAT) Sensors. The GDC
74A units provide pressure altitude, airspeed, vertical speed, and OAT
information to the G1000 system. The GDC 74A ADC units communicate with
GIA 63 units, GDU 1040 displays, and the GRS 77 AHRS using ARINC 429
digital interface.
GEA 71 ENGINE/AIRFRAME INTERFACE

The GEA 71 receives and processes signals from engine and airframe
sensors. Sensor types include engine temperature and pressure sensors as
well as fuel measurement and pressure sensors. The GEA 71 communicates
with both GIA 63 units using an RS-485 digital interface.
GTX 33 MODE S TRANSPONDER

The GTX 33 is a solid-state Mode S transponder providing Mode A, C, and S
functions. The GTX 33 is controlled through either PFD, and communicates
with both GIA 63 units through an RS-232 digital interface.
Systems

Section 7
G1000 ANNUNCIATIONS AND ALERTS

For a more detailed description of the annunciations and alerts provided
through the PFDs and/or the MFD, refer to the Garmin G1000 Cockpit
Reference Guide for the KODIAK 100.
Figure 7-91 – Annunciations and Alerts Windows
Annunciation Window
All system advisories, alerts, cautions and warnings are shown on the right
side of each PFD (or the MFD if the system is in reversionary mode) screen
adjacent to the vertical speed indicator. Up to 12 annunciations can be
displayed simultaneously. A white horizontal line separates annunciations that
are acknowledged from annunciations that have not yet been acknowledged.
Acknowledged annunciations are always above the line. Annunciations
are displayed in order of priority from top to bottom. The highest priority
annunciation is displayed at the top of the annunciation window.
Systems
Figure 7-92 – Alert Window

Section 7
Normal Annunciations
Normal annunciations are shown in GREEN and advise a normal operating
condition.
Annunciation
Annunciation Description
Window Text
Advises the pilot that the inertial separator is placed in the normal
ENG INLET NRM
position.
Advisory Annunciations
Advisory annunciations are shown in WHITE and advise the pilot of a system
function.
Annunciation
Window Text
AUX PUMP ON Advises the pilot that the auxiliary fuel pump in ON.
AUX BUS ON* Advises the pilot that the auxiliary bus is active.
Advises the pilot that the starter switch is placed in the HI START or
STARTER ON
LO/MOTOR position and power is being supplied to the starter.
IGNITION ON Advises the pilot that the ignition switch is in the ON position.
BETA Advises the pilot that the propeller system is in BETA mode.
Advises the pilot that the inertial separator is placed in the bypass
ENG INLET BP
position.
Advises the pilot that the bleed air heat is activated. The pilot action
BLEED AIR ON* is to ensure the engine power is set below the limits specified in
Advises the pilot that the left fuel selector is in the OFF position. The
FUEL OFF L pilot action is to ensure the valve is returned to the ON position prior
to takeoff or landing.
Advises the pilot that the right fuel selector is in the OFF position.
FUEL OFF R The pilot action is to ensure the valve is returned to the ON position
prior to takeoff or landing.
ENG INLET BP Advises the pilot that the Engine Inlet is in the BYPASS position.
Advises the pilot that the Air Conditioning system has been inhibited
AIR COND INH**
(turned off).
Systems
* If your airplane is equipped with GDU software version 12.03 or higher, advisory
annunciations for AUX BUS ON and BLEED AIR ON will NOT be shown.
** AIR COND INH annunciation will only appear on airplanes equipped with GDU
software version 12.03 or higher AND an Air Conditioning system.

Section 7
Caution Annunciations
Caution annunciations are shown in AMBER and are accompanied by an
aural alert, which chimes once when the caution is first displayed on the PFD.
A caution annunciation indicates the possible need for corrective action and a
potential threat to the continued flight of the aircraft.
Annunciation
Window Text
Cautions the pilot that the Cargo Door is not closed and locked (on
CARGO DOOR
ground).
Cautions the pilot that the emergency power lever is not in its normal
EMER PWR LVR operating position and is bypassing the pneumatic governing section
of the fuel control unit.
Cautions the pilot that the generator is not delivering power to the
GEN FAIL
aircraft electrical system.
Cautions the pilot that the alternator is either off-line or is not
ALTERNATR FL
providing power to the essential bus.
VOLTAGE LOW Cautions the pilot that bus voltage is below 24.0 volts.
Cautions the pilot that the low fuel pressure limits have been
FUEL PRESS
crossed. These limits are 6.0 PSI with increasing fuel pressure and
LOW
4.0 PSI with decreasing fuel pressure.
FUEL LOW L Cautions the pilot that the left fuel tank quantity is low.
FUEL LOW R Cautions the pilot that the right fuel tank quantity is low.
Cautions the pilot that the fuel level in both wing tanks is below
FUEL LOW L-R
approximately 200 pounds total.
Cautions the pilot that the flap control system has identified a failure
FLAP FAIL
and that the flaps will remain in that position.
PITOT FL L Cautions the pilot that the left pitot heater is inoperative.
PITOT FL R Cautions the pilot that the right pitot heater is inoperative.
PITOT FL L-R Cautions the pilot that both pitot/static heat systems have failed.
PITOT OFF L Cautions the pilot that the left pitot heater is OFF.
PITOT OFF R Cautions the pilot that the right pitot heater is OFF.
Cautions the pilot that both pitot/static heat systems are OFF. This
PITOT OFF L-R annunciation is triggered if the pitot heat is OFF and the OAT is less
than 5°C.
Systems
Cautions the pilot that the engine inlet has failed to reach the
NORMAL position after 18 seconds or more has passed since the
INLET NOT NRM Inertial Particle Separator was switched to NORMAL, indicating that
either the actuator failed, or the normal position indicating sensor has
failed.
Cautions the pilot of a miscompare between the Engine Inlet Position
INLET SW FAULT Sensors. Refer to the Engine Inlet Miscompare Troubleshooting
Table in “Section 3” of this manual.

Section 7
Warning Annunciations
Warning annunciations are displayed in RED and are accompanied by an
aural alert which chimes intermittently until the pilot acknowledges it by
pressing the ADVISORY softkey. A warning annunciation requires immediate
corrective action and threatens the continued flight of the aircraft.
Annunciation
Window Text
Activation warns that the low oil pressure threshold has been
crossed. The threshold for activation is 43 PSI with decreasing
OIL PRESS LOW
pressure. The annunciation will continue to be shown until the
pressure increases to above 75 PSI.
Warns the pilot that both fuel selector valves are in the OFF
position. A red LED light located above the pilot’s PFD will also
FUEL OFF L-R
illuminate and remain illuminated until one or both fuel selector
valves are returned to the ON position.
Warns the pilot that Vmo has been exceeded. The overspeed
OVERSPD WARN warning limits are 182 KIAS with an increasing airspeed and 181
KIAS with decreasing airspeed.
Warns the pilot that the cargo door is not fully closed while the
CARGO DOOR aircraft is in the air with a groundspeed of at least 30 knots (GPS)
or airspeed of at least 50 knots (TAS).
Warns that the fuel level in the fuel reservoir is low and fuel
RESERVOIR FUEL
starvation is imminent.
Warns the pilot that a metallic chip has been detected in the
CHIP DETECTOR reduction gearbox. Pilot action is to continue flight with reduced
power to the nearest available airport.
Warns the pilot that the maximum flap speed for the current flap
FLAP OVERSPEED position is being exceeded. Pilot action is to reduce airspeed below
the current flap position.
Warns the pilot that the ITT limit is being exceeded. 790°C during
ITT flight or 1090°C during start. Pilot action is to reduce power or bring
the fuel condition lever to CUTOFF (during start).
Warns the pilot that the Ng limit of 101.6 % is being exceeded. Pilot
NG OVERSPEED
action is to reduce power.
Warns the pilot that the Np limit of 2200 RPM is being exceeded.
NP OVERSPEED
Pilot action is to reduce propeller RPM.
Systems
Warns the pilot that the takeoff torque limit is being exceeded. Pilot
TORQUE
action is to reduce torque.
Warns the pilot that the engine inlet has failed to reach the BYPASS
position after 18 seconds or more has passed since the Inertial
INLET NOT BP Particle Separator was switched to BYPASS, indicating either that
the actuating system failed, or that both bypass position indicating
sensors have failed.

Section 7
Message Advisory Alerts

Annunciation
Window Text
AVN FAN 1 FAIL Avionics cooling fan #1 is inoperative.
AVN FAN 2 FAIL Avionics cooling fan #2 is inoperative.
Alerts Window
The alerts window displays alert text messages. Up to 64 alerts can be
displayed in the Alerts window. New alerts are placed on top of the stack and
older ones are cycled down. Alerts that are no longer valid are grayed out
and then subsequently removed after the window is refreshed. Pressing the
ALERTS softkey displays the Alerts window. Pressing the ALERTS softkey
again removes the Alerts window from the display. When the Alerts window
is displayed, the pilot may use the large FMS knob to scroll through the alert
list. Higher priority alerts are displayed at the top of the window. Lower priority
alerts are displayed at the bottom of the window.
Alerts Softkey Annunciation
When the Alerting System issues an alert, the ALERTS softkey is used
as a flashing annunciation to accompany an alert. During the alert, the
ALERTS softkey provides a new label consistent with alert level (WARNING,
CAUTION, or ADVISORY). Pressing the softkey annunciation acknowledges
that the pilot is aware of the alert. The softkey then returns to the previous
ALERTS label. The pilot can then press the ALERTS softkey again to view
alert text messages.
System Annunciations
Typically, a large red “X” appears in a window when a related LRU fails or
detects invalid data.
TAWS Alerts
Annunciations are shown on all three flight displays. Pop-up alerts are shown
only on the MFD.
Systems

Section 7
PFD/MFD
Alert Type Alert MFD Pop-Up Alert Aural Message
Annunciation
Excessive Descent
Rate Warning “Pull Up”
(EDR)
“Terrain Ahead, Pull Up; Terrain
Reduced Required * Ahead, Pull Up” *
Terrain Clearance or or
Warning (RTC)
“Terrain, Terrain; Pull Up, Pull Up”
“Terrain Ahead, Pull Up; Terrain
Imminent Terrain * Ahead, Pull Up” *
Impact Warning or or
(ITI)
“Terrain, Terrain; Pull Up, Pull Up”
Reduced “Obstacle Ahead, Pull Up; Obstacle
Required Obstacle * Ahead, Pull Up” *
Clearance Warning or or
(ROC) “Obstacle, Obstacle; Pull Up, Pull Up”
“Obstacle Ahead, Pull Up; Obstacle
Imminent Obstacle * Ahead, Pull Up” *
Impact Warning or or
(IOI)
“Obstacle, Obstacle; Pull Up, Pull Up”
Reduced Required * “Terrain Ahead; Terrain Ahead” *

Terrain Clearance or or
Caution (RTC) “Caution, Terrain; Caution, Terrain”
Imminent Terrain * “Terrain Ahead; Terrain Ahead” *

Impact Caution or or
(ITI) “Caution, Terrain; Caution, Terrain”
Reduced “Obstacle Ahead; Obstacle Ahead” *

Required Obstacle * or
Clearance Caution or “Caution, Obstacle; Caution,
(ROC) Obstacle”
“Obstacle Ahead; Obstacle Ahead” *
Imminent Obstacle * or
Impact Caution or “Caution, Obstacle; Caution,
(IOI)
Obstacle”
Premature Descent
Alert Caution “Too Low, Terrain”
(PDA)
Altitude Callout
None None “Five-Hundred”
“500”
Excessive Descent
Systems
Rate Caution “Sink Rate”

(EDR)
Negative Climb * “Don’t Sink” *

Rate Caution or or
(NCR) “Too Low, Terrain”
* Alerts with multiple messages are configurable at installation and are installation-dependent.
Alerts for the default configuration are indicated with asterisks.
Figure 7-93 – TAWS Alerts

Section 7
PFD/MFD MFD
Alert Type TAWS Page Pop-Up Aural Message
Annunciation Alert
TAWS System Test Fail None “TAWS System Failure”
TAWS Alerting is disabled None None
“TAWS Not Available”

No GPS position or
“TAWS Available” will be heard
excessively None
when sufficient
degraded GPS signal
GPS signal is re-established.
System Test in progress None None
System Test pass None None “TAWS System Test OK”
Figure 7-94 – TAWS System Status Annunciations
CAU TION: The “TAWS NOT AVAILABLE” aural annunciation is inhibited

on the ground to prevent repeated nuisance annunciations when taxiing,
where the GPS signal can be intermittent. The pilot shall visually ensure
that TAWS N/A is not shown on the PFD prior to departure.
Traffic Advisory System (TAS) Annunciations

Traffic Map Page Annunciation Description
NO DATA Data is not being received from the TAS unit
Data is being received from the TAS unit, but the unit
DATA FAILED
is self-reporting a failure
FAILED Incorrect data format received from the TAS unit
Figure 7-95 – TAS Failure Annunciations
Traffic Mode Annunciation Traffic Display Enabled Icon

Mode
(Traffic Map Page) (Other Maps)
TEST
TAS Self-test Initiated
(also shown in white in center of page)
Systems
TAS Operating OPERATING
STANDBY
TAS Standby
TAS Failed FAIL
Figure 7-96 – TAS Mode Annunciations

Section 7
Traffic Information Service (TIS) Annunciations

Traffic Map Page Annunciation Description
NO DATA Data is not being received from the transponder*
Data is being received from the transponder, but
DATA FAILED a failure is detected in the data stream*
FAILED The transponder has failed*
UNAVAILABLE TIS is unavailable or out of range
* Contact a service center or Garmin dealer for corrective action
Figure 7-97 – TIS System Annunciations
Traffic Mode Annunciation Traffic Display Enabled Icon

Mode
(Traffic Map Page) (Other Maps)
TIS Operating OPERATING
STANDBY
TIS Standby
TIS Failed FAIL
Figure 7-98 – TIS System Status Annunciations

Systems

Section 7
Traffic Status Banner

Description
Annunciation
A Traffic Advisory is outside the selected display range.*
TA OFF SCALE Annunciation is removed when traffic comes within the selected
display range.
System cannot determine bearing of Traffic Advisory.**
TA X.X ± XX ↕ Annunciation indicates distance in nm, altitude separation in
hundreds of feet, and altitude trend arrow (climbing/descending).
Appears if traffic data is not refreshed within 6 seconds.
If after another 6 seconds data is not received, traffic is removed
AGE MM:SS from the display.
The quality of displayed traffic information is reduced as the age
increases.
The displayed data is not current (6 to 12 seconds since last
message).
TRFC COAST
The quality of displayed traffic information is reduced when this
message is displayed.
Traffic is removed because it is too old for coasting (12 to 60
seconds since last message).
TRFC RMVD
Traffic may exist within the selected display range, but it is not
displayed.
TRFC FAIL Traffic data has failed.
NO TRFC DATA Traffic has not been detected.
TRFC UNAVAIL The traffic service is unavailable or out of range.
*Shown as a symbol on Traffic Map Page
**Shown in center of Traffic Map Page
Figure 7-99 – TIS Traffic Status Annunciations
Comparator Annunciations
Comparator Window Text Condition
ALT MISCOMP Difference in altitude sensors is > 200 ft.
If both airspeed sensors detect < 35 knots, this is inhibited.
If either airspeed sensor detects > 35 knots, and the
IAS MISCOMP difference in sensors is > 10 knots.
If either airspeed sensor detects > 80 knots, and the
difference in sensors is > 7 knots.
HDG MISCOMP Difference in heading sensors is > 6 degrees.
Systems
PIT MISCOMP Difference in pitch sensors is > 5 degrees.

ROL MISCOMP Difference in roll sensors is > 6 degrees.
ALT NO COMP No data from one or both altitude sensors.
IAS NO COMP No data from one or both airspeed sensors.
HDG NO COMP No data from one or both heading sensors.
PIT NO COMP No data from one or both pitch sensors.
ROL NO COMP No data from one or both roll sensors.
Figure 7-100 – Comparator Annunciations

Section 7
Other Annunciations
For other Garmin G1000 system annunciations and message advisories
refer to the Garmin G1000 Cockpit Reference Guide (190-00645-XX) for the
KODIAK 100.
CLOCK/OAT INDICATOR
A digital indication of time and outside air temperature is provided along the
lower edge of the Primary Flight Displays. The clock is located on the lower
right portion of each PFD and is based on GPS time. The OAT indicators (2)
are located on the lower left portion of each PFD and use air temperature
probes located on the top of the cabin just aft of the windshields.
7-28 AVIONICS SUPPORT EQUIPMENT

Avionics support equipment is installed in the airplane to aid in the function of
the avionics suite. This support equipment includes an avionics cooling fan,
microphone/speaker, headset jacks, and control surface static dischargers.
COOLING FANS
An avionics cooling fan system is installed in the airplane to supply internal
cooling air to the avionics equipment. This supply of cooling air prolongs
the life of the avionics equipment and prevents overheating in certain
applications. The cooling fans are turned on when the avionics master switch
is ON. One cooling fan provides cooling air to the pilots PFD and the LRUs
installed behind it. The other fan provides cooling air to the left PFD and the
MFD. The avionics cooling fans are protected by a circuit breaker labeled
AVN FAN. If the avionics cooling fans should malfunction, the circuit breaker
may be pulled out (OFF) to remove power from the fan.
MICROPHONE/SPEAKER AND HEADSET JACKS

Primarily, radio communications are accomplished by the use of a headset
and microphone plugged into the headset jacks on the left side of the
instrument panel for the pilot and the right side of the instrument panel for the
co-pilot/front passenger. Headset jacks are also provided for each passenger
seat.
Systems
A microphone and overhead speaker are also installed to perform radio

communications. The microphone stows in a hanger on the left side of the
control pedestal and plugs into the microphone jack located on the left side of
the pedestal. The airplane speakers are located above the crew seats in the
overhead panel.

Section 7
STATIC DISCHARGERS
To improve radio communications during IFR flights through dust or various
forms of precipitation, wick-type static dischargers are installed. Under these
conditions, the build-up and discharge of static electricity from the trailing
edges of the wings, rudder, elevator, propeller tips and radio antennas may
result in interrupted radio signals for all communication and navigation radio
equipment.
The static dischargers are installed to reduce interference from precipitation
static, but it is possible to encounter severe precipitation static conditions
which might cause the loss of radio signals, even with the static wicks
installed. Whenever possible, avoid areas of known severe precipitation to
prevent the loss of adequate radio signals. If avoidance is not practical, a
reduction of airspeed should help reduce the degree of precipitation static, but
expect some degradation of radio performance.
Static dischargers lose their effectiveness as they age, and should be
checked annually by a qualified maintenance technician. If testing equipment
is not available, it is recommended that the static wicks be replaced every
two years, especially if the aircraft is operated frequently in instrument
meteorological conditions. The static discharger wicks are designed to allow
them to unscrew from their mounting bases, facilitating ease of replacement.
COCKPIT USB PORTS
Two USB ports are installed in the cockpit on the aft side of the pedestal to
supply power to external devices (iPads, tablets, etc.) that support charging
via USB. Power is provided through the “Cabin Lights” circuit breaker. This
circuit breaker must be engaged for the USB ports to operate.
The USB ports have several protective features built in that can affect use. If
the aircraft voltage supplied to the ports is reduced significantly or if a high
amount of current is supplied, the ports will stop working until the voltage
or current returns to proper levels. The rate at which the external devices
are being charged by the ports can decrease if the temperature of the ports
becomes elevated. Once the temperature of the ports reduces to normal
limits, the rate of charge will return to normal.
Systems

Section 7
7-29 CABIN FEATURES

CABIN FIRE EXTINGUISHERS
A portable fire extinguisher is installed in each crew door and on the aft
bulkhead. The crew fire extinguishers are readily accessible to the crew in
case of a fire and the aft fire extinguisher may be used by aft passengers or
another crew member. The extinguishers should be checked periodically to
ensure their bottle pressure is within limits and the operating lever lock pin is
in place and secure.
To operate the fire extinguisher:
1. Loosen the retaining clamp/clamps and remove the extinguisher from the
mounting bracket.
2. Hold the extinguisher upright, pull the lock pin, and press the lever while
directing the discharge at the base of the fire near the edge. Sweep the
discharge back and forth across the edge of the fire, progressing to the
back of the fire as it extinguishes.
3. Use caution as to not direct the initial discharge directly at the burning
material at close range (less than 5-8 feet). The high velocity of the
extinguishing agent may cause splashing and/or scattering of the burning
material.
4. Discharge duration of approximately ten seconds may be expected for each
of the crew extinguishers and the aft bulkhead extinguisher.
WARNIN G: Promptly ventilate the cabin with fresh air and open the
storm window after successfully extinguishing of the fire, to reduce
inhalation of toxic by-products.
NOT E : Fire extinguishers should be recharged by a qualified fire

extinguisher agency after each use. After recharging the extinguisher,
secure it to the mounting bracket. Do not allow the fire extinguisher to lie
loose on the floor or seats.
CABIN USB PORTS

Four USB ports are available as an optional upgrade for passenger use in
the cabin. They are located at Fuselage Station 108 near the headset jacks.
Systems
Power is provided through the “Cabin Lights” circuit breaker. This circuit
breaker must be engaged for the USB ports to operate. The charging ports
are limited to use during cruise only.
The USB ports have several protective features built in that can affect use. If
the aircraft voltage supplied to the ports is reduced significantly or if a high
amount of current is supplied, the ports will stop working until the voltage
or current returns to proper levels. The rate at which the external devices
are being charged by the ports can decrease if the temperature of the ports
becomes elevated. Once the temperature of the ports reduces to normal
limits, the rate of charge will return to normal.

Section 7
ENTERTAINMENT/AUDIO OUTPUT
A mini-audio jack is installed in the cockpit on the aft side of the pedestal to
allow use of external devices to provide audio entertainment or pre-recorded
messages over the headsets and speakers throughout the aircraft. Any audio
being played through this jack will be automatically muted for the pilots when
avionics annunciations are sounded or the COMMs are being used.
Systems

Section 7

Systems

Section 8
100 SERIES HANDLING, SERVICE & MAINTENANCE
SECTION 8
HANDLING, SERVICE & MAINTENANCE
Table of Contents
CONTENTS PAGE
GENERAL..............................................................................................................8-3
IDENTIFICATION PLATE....................................................................................8-3
QUEST AIRCRAFT OWNER ADVISORIES........................................................8-4
PUBLICATIONS..................................................................................................8-4
AIRPLANE FILE..................................................................................................8-5
AIRPLANE INSPECTION PERIODS.....................................................................8-6
PROGRESSIVE INSPECTION PROGRAM........................................................8-6
ENGINE CONDITION TREND MONITORING....................................................8-7
ALTERATIONS OR REPAIRS................................................................................8-7
GROUND HANDLING............................................................................................8-7
TOWING..............................................................................................................8-7
PARKING.............................................................................................................8-8
TIE-DOWN..........................................................................................................8-8
JACKING.............................................................................................................8-8
LEVELING...........................................................................................................8-8
SERVICING............................................................................................................8-9
LUBRICATING SYSTEM.....................................................................................8-9
FUEL................................................................................................................. 8-11
LANDING GEAR...............................................................................................8-14
OXYGEN...........................................................................................................8-14
CLEANING AND CARE.....................................................................................8-14b
CLEANING EXTERIOR SURFACES..............................................................8-14b
ENGINE CARE..................................................................................................8-16
INTERIOR CARE..............................................................................................8-18
Service

Section 8
HANDLING, SERVICE & MAINTENANCE 100 SERIES

Service

Section 8
8-1 GENERAL
This section of the Pilot’s Operating Handbook contains information regarding
the factory-recommended procedures for proper ground handing and routine
care and servicing of your KODIAK. It also outlines certain inspection and
maintenance requirements which must be followed if your airplane is to retain
its performance and reliability. It is wise to adhere to a planned lubrication
and routine maintenance schedule, based on climatic and operating
conditions encountered day to day.
WA RNING: The airplane must be regularly inspected and maintained

in accordance with information contained in the “KODIAK 100 Airplane
Maintenance Manual” and Quest Aircraft Company issued Service
Notifications. All recommendations for product improvements called out
by Service Bulletins should be accomplished and the airplane should
receive the required inspections. Quest Aircraft Company does not condone
modifications to the aircraft, whether by Supplemental Type Certificate or
otherwise, unless these certificates are held and/or approved by Quest
Aircraft Company. Other modifications may void airplane warranties since
Quest Aircraft has no way of knowing the full effect on the airplane.
Operating a modified airplane may impose a risk to the occupants. The
operating procedures and performance data outlined in the operating
handbook may no longer be considered as accurate information for the
modified airplane.
IDENTIFICATION PLATE
All correspondence and record-keeping regarding your airplane should
include the serial number. The Serial Number, Model Number, Type
Certificate Number (TC), Production Certificate Number (PC), and Date of
Manufacture can all be found on the Identification Plate, located on the left
side of the tailcone, below the horizontal stabilizer.
Service

Section 8
QUEST AIRCRAFT OWNER ADVISORIES

Quest Aircraft Owner Advisories are sent to owners of Quest airplanes at no
charge, to inform them about mandatory and/or beneficial aircraft service
requirements and product improvements.
United States Registered Aircraft Owners
If your aircraft is registered in the United States, applicable Quest Aircraft
Owner Advisories will be mailed to you automatically, according to the latest
aircraft registration name and address information provided to the Federal
Aviation Administration.
If you request a duplicate Owner Advisory to be sent to an address other than
the one provided to the FAA for aircraft registration, please complete and
return an Owner Advisory Application.
Internationally Registered Aircraft Owners
To receive Quest Aircraft Owner Advisories, please complete and return an
Owner Advisory Application. Receipt of a valid Owner Advisory Application
will establish your Quest Aircraft Owner Advisory service for one year. Each
year a renewal notice will be sent to you to update your information.
PUBLICATIONS
Various publications and flight operation tools are furnished in the airplane
when it is delivered from the factory. These items include:
• Quest Aircraft Customer Care Program Handbook
• Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
• Quest Aircraft Authorized Service Center Directory
• Electronic Airplane Maintenance Manual and Illustrated Parts Catalog
• Garmin G1000 Cockpit Reference Guide
• KODIAK 100 Training Guide
NOT E : If your “Pilot’s Operating Handbook and FAA Approved Airplane

Flight Manual” should become lost or destroyed, a replacement may be
ordered by contacting Quest Aircraft Company. An affidavit containing the
owner’s name, airplane serial number and registration number must be
included in the replacement request form, since the POH/AFM is identified
for specific airplanes only.
Service

Section 8
AIRPLANE FILE
The airplane file is composed of miscellaneous data, information, and
licenses. The following is a checklist for that file. In addition, a periodic check
should be made of the latest Federal Aviation Regulations, to verify that all the
file requirements are met.
NOT E : Owners of aircraft registered outside of the United States should

check with the registering authority for additional requirements specific to
that country.
Required
Note
Documents
A Airworthiness Certificate Must be displayed in the aircraft at all
FAA Form 8100-2 times.
R Registration Certificate Must be displayed in the aircraft at all
FAA Form 8050-3 times.
R Radio Station License Required only for flight operations
outside the United States.
O Operating Limitations The Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual
fulfills this requirement and must be
accessible to the pilot at all times.
W Weight and Balance Data Included in the Pilot’s Operating
Handbook and FAA Approved Airplane
Flight Manual. The data must include
the current empty weight, CG, and
equipment list.
Other Documents Note

Airplane Logbook Must be made available upon request.
Engine Logbook Must be made available upon request
Pilot’s Checklist Must be accessible to the pilot in flight.
Garmin G1000 Operating Must be accessible to the pilot in flight.
Handbook
Table 8-1 – Document Checklists

Service

Section 8
8-2 AIRPLANE INSPECTION PERIODS

14 CFR Part 91.409 requires that all aircraft must undergo a thorough annual
inspection, meeting the requirements set forth in 14 CFR Part 43. Annual
inspections are based upon calendar months and are due on the last day of
the twelfth month, following the last annual inspection accomplished. For
example, if an annual inspection was performed on May 19, 2005, the next
annual inspection will be due May 31, 2006. Annual inspections must be
accomplished regardless of the number of hours it was flown in the previous
year and may only be performed by a licensed Airframe and Powerplant
(A&P) mechanic holding an Inspection Authorization (IA). All Quest
Authorized Service Centers are capable of performing annual inspections.
The inspection items are outlined, in detail, in “Chapter 5” of the KODIAK 100
Airplane Maintenance Manual.
If the airplane is operated commercially, the regulations require the airplane to
undergo a 100-hour inspection each 100 hours of flight operation, in addition
to an annual inspection. The 100-hour inspection may be performed by an
A&P mechanic without an Inspection Authorization. The 100-hour interval
may be exceeded by no more than 10 flight hours in order to reach a location
where the inspection may be performed. Any flight hours used to reach the
location of inspection must be deducted from the next 100-hour interval.
In place of the 100-Hour and Annual inspection requirements, an airplane
may be inspected in accordance with a progressive inspection schedule.
A progressive inspection program must be approved by the FAA Flight
Standards District Office (FSDO) having jurisdiction over the area in which the
applicant is located.
PROGRESSIVE INSPECTION PROGRAM

Under the progressive inspection program, your airplane is inspected and
maintained in four basic operations. The four operations are recycled every
400 hours and are recorded in a special Aircraft Inspection Logbook as each
operation is accomplished.
Quest Aircraft Company recommends the Progressive Inspection Program
for aircraft being operated more than 400 hours per year and the 100-Hour/
Annual Inspection for all other aircraft. The procedures for the Progressive
Inspection Program and the 100-Hour inspection have been determined by
the factory and are followed by Quest Aircraft Company KODIAK 100 Service
Stations. The highest level of service is attained by Quest Approved Service
Stations utilizing factory/approved procedures, tools and equipment.
Service

Section 8
ENGINE CONDITION TREND MONITORING

Pratt & Whitney Canada New Generation Engine Condition Trend Monitoring
System is a system of recording engine instrument reading, correcting the
readings for ambient conditions, and comparing actual engine operation to
typical engine operating characteristics.
Engine instrument recording is provided through the Garmin G1000. The
G1000 records the following engine parameters:
• Inter Turbine Temperature (ITT)
• Torque
• Gas Generator RPM (Ng)
• Propeller RPM (Np)
• Fuel Flow
• Indicated Outside Air Temperature
• Altitude
• Indicated Airspeed (KIAS)
The recorded engine parameters may be downloaded periodically from
the top card slot of the PFD and uploaded to Pratt & Whitney Canada’s
WebECTM System for trend monitoring.
For more information concerning engine condition trend monitoring, refer to
Pratt & Whitney Canada “Service Information Letter No. PT6A-122.”
8-3 ALTERATIONS OR REPAIRS

It is important that the FAA is contacted prior to any alterations on the
airplane, to ensure that the airworthiness is not violated. Major alterations or
repairs to the airplane must be accomplished by FAA authorized personnel.
8-4 GROUND HANDLING

TOWING
The airplane is most easily and safely maneuvered by hand with the tow-bar
attached to the nose wheel. The tow bar may be stowed in the aircraft cabin
baggage compartment. Moving the airplane by hand requires one individual
to steer the airplane with the tow-bar, assisted by personnel pushing at the
wing struts.
CAUT ION: Do not push or pull the airplane using the propeller blades
or flight control surfaces.
During any towing operation, especially when conducted with the assistance
of a powered vehicle, do not exceed the nose gear turning limits of 55° either
Service
side of center, as shown by the steering limit marks.

Section 8
PARKING
When parking the airplane, face the aircraft into the wind and set the
parking brakes. Do not set the parking brakes during cold weather, when
accumulated moisture may freeze the brakes, or when the brakes are
overheated. Install the control wheel lock and chock the wheels (if the parking
brake is not utilized) to prevent airplane movement. In severe weather or high
wind conditions, secure the airplane as outlined below:
CAUT ION: Any time the airplane is loaded heavily, the footprint
pressure (pressure of the tires on the ramp or runway) will be extremely
high. Surfaces such as hot asphalt or sod may not support the airplane
adequately. Precautions should be taken to avoid parking or moving the
airplane in these areas.
TIE-DOWN
The best precaution against damage to the aircraft when it is parked in gusty
or strong winds is to follow proper tie-down procedures. To securely tie-down
the airplane, proceed with the following directions.
1. If possible, point the aircraft into the wind.
2. Set the parking brake (or chock the wheels).
3. Install the control wheel lock.
4. Set the aileron and elevator trim tabs in the neutral position, so the tabs are
even with the control surfaces.
5. Install the pitot tube cover, if available.
6. Securely attach anchored tie-down ropes or chains to the wing and tail tie-
down fittings.
7. If the last flight of the day has been completed or if dusty conditions are
present or forecasted, install the engine inlet covers to protect the engine
from debris. The covers should be installed after the engine has cooled.
8. To prevent propeller wind-milling, install the propeller anchor on one of the
propeller blades and secure its anchor strap around the nose gear.
JACKING
A series of jack adapters are provided as a tool kit for jacking the airplane.
One adapter fits into the drag brace fitting on the fuselage for jacking the
nose gear. Two adapters (one for each main wheel) fit onto the existing axle
assemblies for jacking the main wheels. Two additional adapters screw into
the belly of the airplane at the main landing gear carry through structure, for
jacking the airplane to remove the main landing gear. For airplanes equipped
with an external cargo compartment, two additional adapters are placed under
the outboard aft trunnion bolt and used to jack the airplane.
Service
LEVELING
Longitudinal leveling of the airplane is required for weighing and determining
the empty weight center of gravity. Refer to “Section 6” of this manual for
Leveling procedures.

Section 8
8-5 SERVICING
LUBRICATING SYSTEM
Oil Specifications
Oil conforming to the current revision or supplement of Pratt & Whitney
Canada “Service Bulletin Number 1001” must be used. The following table
lists some of the approved synthetic engine lubricating oils for the PT6A-34.
Brand Specification / Type Temperature Limits

Aeroshell Turbine Oil 750 CPW202 / Type 1 Above 0°F (-18°C)
Royco Turbine Oil 750 CPW202 / Type 1 Above 0°F (-18°C)
Castrol 98 CPW202 / Type 1 Above 0°F (-18°C)
BP Turbo Oil 274 CPW202 / Type 1 Above 0°F (-18°C)
Turbonycoil 35M CPW202 / Type 1 Above 0°F (-18°C)
PWA 521 / Type 2
Aeroshell Turbine Oil 500 MIL-PRF-23699F Above -40°F(-40°C)
PWA 521 / Type 2

Royco Turbine Oil 500 MIL-PRF-23699F Above -40°F(-40°C)
PWA 521 / Type 2

Mobile Jet Oil II MIL-PRF-23699F Above -40°F(-40°C)
PWA 521 / Type 2

Castrol 5000 Above -40°F(-40°C)
MIL-PRF-23699F
PWA 521 / Type 2
BP Turbo Oil 2380 Above -40°F(-40°C)
MIL-PRF-23699F
PWA 521 / Type 2
Turbonycoil 525-2A Above -40°F(-40°C)
MIL-PRF-23699F
PWA 521 / Type 2
Turbonycoil 600 Above -40°F(-40°C)
MIL-PRF-23699F
Table 8-2 – Approved Engine Oils
NOT E: The Type 2 oils should be used when operation of the aircraft
results in frequent cold soaking at ambient temperatures of 0°F (-18°C)
or less. Refer to the current revision of Pratt & Whitney Canada “Service
Bulletin No. 1001” for additional oils which may be approved.
Service

Section 8
CAUT ION: Do not intermix different viscosities or specifications of oil, as

their different chemical structures can make them incompatible.
NOTE: Do not mix types of oil unless otherwise specifically approved.

Refer to “P&WC Service Bulletin Number 1001” for information concerning
changing brands, viscosities or specifications of oils.
If one or more of the following conditions exist, the accessory gearbox

scavenge pump inlet screen and any drained oil should be inspected for
the presence of carbon particles, as outlined in the airplane and engine
maintenance manuals procedures and the engine manufacturer’s applicable
engine and oil service bulletins:
1. The engine oil was accidentally switched to a “third generation” lubricant, at
any time other than at engine overhaul.
2. Abnormally high oil consumption.
3. Oil leaking from the engine intake.
If carbon particles are found, refer to the above referenced maintenance
manuals and service bulletins for the corrective actions to be taken.
Oil Capacities
Total Oil Capacity.............................................Approximately 13 US Quarts
Drain and Refill Quantity....................................Approximately 9 US Quarts
Oil Quantity Operating Range
Fill to within 1-1/2 quarts of the MAX HOT or MAX COLD markings (as
appropriate) on the dipstick. The quart markings indicate US quarts low when
the oil is hot. For example, a dipstick reading of 3 indicates the system is
within 3 quarts of MAX if the oil is hot and within 2 quarts of Max if the oil is
cold.
WARNING: Ensure the oil dipstick cap is securely latched down.

Operating the engine with the cap unlatched will result in excessive loss of
oil and eventual engine seizure. Operating the engine with less than the
recommended oil level may also lead to eventual engine seizure.
Oil System Servicing Intervals

If the aircraft is operated less than 50 hours per month, the oil should be
changed and inspected every 400 hours or 1 year, whichever occurs first. For
airplanes operated in excess of 50 hours per month, an oil change interval of
1200 hours or one year, whichever occurs first, is recommended. Regardless
of the degree of utilization, if the airplane is operated in sandy or dusty
environments, the oil change interval should be adjusted to at least every 6
Service
months.

Section 8
FUEL
Refer to the list of approved fuels in Section 1 of this manual.
Fuel On-Loading
CAUTION: Verify that the proper grade and type of fuel is being used to
service the aircraft.
NOT E: When utilizing a proportioner installed on refueling equipment,

follow the directions provided by the manufacturer.
Tank Filling Procedure:

1. Connect the fueling nozzle ground to the tie-down ring on the aircraft’s
strut.
2. Place a protective mat on the wing near the fuel filler and remove the filler
cap.
3. Service with fuel as follows:
a. If the Jet Fuel is premixed with icing inhibitor, fill the wing tanks with the
required amount.
b. If the Jet Fuel does not contain pre-mixed icing inhibitor, select a fuel
system icing inhibitor complying with MIL-DTL-85470 (DIEGME) and
blend manually, as outlined in the following section.
WA RNING: All fuels used must contain compliant anti-icing fuel additive.
Refer to Section 2 of this manual.
C AUT ION: JP-5 and JP-8 fuels contain anti-icing additives. Do not use
4. Remove the fuel nozzle, protective-pad, and ground-cable and install the
fuel filler cap. Check to ensure the filler cap is installed securely.
Service

Section 8
Manual Blending of DIEGME Fuel Anti-Icing Additive

CAUT ION: It is extremely important to attain the proper mixture ratio of
anti-icing within the fuel. A concentration in excess of that recommended
(0.15% maximum by volume) will result in detrimental effects to the
fuel tanks. Damage could occur to fuel system components, such as
deterioration of the protective primer and sealants and damage to the
o-rings and seals. Use only manufacturer-recommended blending
equipment to obtain proper proportioning.
When the airplane is being refueled, use the following procedure to blend
anti-icing additive with fuels not already containing anti-icing additive:
1. Attach the additive to the refueling nozzle; ensure the blender tube
discharges into the refueling stream.
2. Begin refueling while simultaneously fully depressing and slipping the ring
over the trigger of the blender.
CAUTION :
• Diethylene Glycol Monomethyl Ether (DIEGME) is slightly toxic if
swallowed and may cause eye redness, swelling and irritation. It
is also combustible. Before using this material, refer to all safety
information provided on the container.
• Assure the additive is directed into the stream of flowing fuel. The
stream of fuel must be started prior to beginning to add the anti-icing
additive, and the flow of additive must stop prior to stopping the flow of
fuel from the refueling nozzle.
• Do not allow the concentrated additive to come in contact with the
coated interior of the fuel tank or painted surfaces of the airplane.
• Do not use less than 20 fluid ounces of additive per 156 gallons of fuel
or more than 20 fluid ounces of additive per 104 gallons of fuel.
• If the fuel additive concentration falls below 0.035% by volume, the
airplane should be defueled and refueled with the proper concentration
level of anti-ice additive.
Procedure for Checking Fuel Additive Concentration Levels

Prolonged storage of the airplane will result in a buildup of water in the fuel
tanks which leaches out the additive. This condition is indicated by excessive
amounts of water accumulating in the fuel tank sumps. The concentration of
the additive may be checked using an anti-icing additive concentration test kit.
For additional information about this kit, refer to “Chapter 12” of the KODIAK
100 Airplane Maintenance Manual. It is imperative that the instructions for
the test kit be followed closely when checking the concentration level of
the additive. The additive concentration by volume for DIEGME must be
0.10% minimum and 0.15% maximum. When fuel is added to the tanks, the
concentration level must be a minimum of 0.10% by volume.
Service

Section 8
Fuel Contamination
Contamination in the fuel system is usually caused by the presence of
foreign material such as water, corrosion, sand, dirt, microbes, or bacterial
growth, or by additives not compatible with fuel or fuel system components.
An additional threat of contamination has developed with the increased use
of bio-component fuels (commonly referred to as fatty acid methyl esters,
or FAME) in ground-based vehicles, since the same fuel supply lines and
shipping containers used to deliver jet fuel are typically also used for the
transport of ground based fuels. FAME fuels are distinct from traditional
ground-based fuels in that they are surface-active materials that can adhere
to pipe and tank walls, and then release from the walls into the following
product, which may be jet fuel.
CAU T ION : At high enough concentrations, FAME can impact the
thermal stability of the fuel, leading to coke deposits in the fuel system.
FAME contamination can also impact the freezing point of jet fuel resulting
in gelling of the fuel. These conditions can result in engine operability
problems, and possible engine flameout. Pratt and Whitney Canada has
agreed to accept no more than 5 ppm FAME contamination in jet fuel at
this time. Contact your fuel supplier to verify that they have implemented
quality control and inspection procedures to ensure that fuel they deliver
does not contain more than 5 ppm of FAME.
NO TE : Refer to FAA Special Airworthiness Information Bulletin

NE-09-25R1, “Fuel: Jet Fuel Containing FAME (Fatty Acid Methyl Ester,”
and to Pratt and Whitney Canada Service Information Letter No. GEN-091,
“Jet Fuel Quality,” for more information about FAME contamination.
Prior to each flight and following each refueling of the airplane, use a clear
fuel sampler and draw at least one fuel sampler cup full from each of the
inboard fuel tank sump drain valves, the fuel reservoir drain valve, and the
firewall-mounted fuel filter drain valve to determine if the airplane was fueled
with the proper grade of fuel or if contaminants are present.
If contamination is detected, draw fuel from all of the fuel drain points
again. Take repeated samples from all of the fuel drain points until all of the
contamination has been removed. If, after repeated sampling, evidence
of contamination still exists, the fuel tanks should be completely drained,
cleaned, and inspected. Do not fly the airplane with contaminated or
unapproved fuel. Any time the firewall mounted fuel filter becomes clogged,
the red filter bypass warning button will extend. When this condition exists,
the filter must be disassembled and the filter element cleaned. Check the fuel
system to determine the cause of contamination prior to initiating flight.
WARN ING: It is the responsibility of the pilot in command to ensure the

airplane’s fuel supply is clean prior to initiating flight. Any traces of solid or
liquid contaminants must be considered hazardous and properly removed
Service
from the fuel system. Carefully sample the fuel from all of the drain
locations during each preflight inspection and following every refueling of
the aircraft.

Section 8
LANDING GEAR
NOT E : The standard and optional sizes of tires may not be intermixed.
For example, when the optional large main tires are installed on the
airplane the optional large nose tire must also be installed.
Nose Wheel Cold Tire Pressure

51 ± 3 PSI on 6.50 x 8, 8 – Ply Rated Tire
35 ± 3 PSI on 22 x 8.0-8, 6 – Ply Rated Tire
Main Wheel Cold Tire Pressure
40 ± 3 PSI on 8.5x10, 8 – Ply Rated Tire
27 ± 3 PSI on 29x11.00-10, 10 – Ply Rated Tire
Nose Gear Shock Strut
Keep filled with MIL-H-5606 hydraulic fluid per filling instructions placard.
Maintain 45 PSI air pressure in shock strut. (Use only clean, dry compressed
air or nitrogen when servicing.)
Brakes
Service the brake fluid reservoir with MIL-H-5606 hydraulic fluid within the
placarded limits posted on the reservoir. Maintain the fluid level between the
MIN and MAX markings.
OXYGEN
Aviator’s Breathing Oxygen: MIL-O-27210
Maximum Cylinder Pressure (temperature stabilized after filling):
1850 PSI at
70°F (21.1°C)
Refilling Procedure
CAUT ION: The bottle is equipped with a burst disk that may rupture
and prevent the oxygen bottle from holding pressure. If the bottle does not
maintain pressure when filled, perform maintenance in accordance with the
KODIAK 100 Airplane Maintenance Manual.
1. Ensure the Oxygen Cockpit Controller and Display (OCCD) is OFF.

2. Turn the Master Switch OFF.
3. Remove the aft bulkhead panel in the tailcone.
4. Access the filler port and pressure gauge and remove the cap using a
back-up wrench to ensure that the tank fitting doesn’t rotate.
CAUT ION: Ensure the oxygen supply line and the filler port are clear of
dirt, grease, and oils that may create a fire hazard during refilling. Check
threads and ensure the filler port fitting threads are not damaged.
Service
5. Briefly open the oxygen supply valve on the oxygen fill cart to purge the
filler line. Flow for approximately 10 seconds at a low flow.
6. Connect the oxygen supply line to the fill port and tighten the nut using a
back-up wrench to ensure that the tank fitting doesn’t rotate.

Section 8
CAU TION: Excessive fill rates create heat build up in the high pressure
parts of the system, especially the bottle. Excessive heat build up will
result in damage and may lead to fire. Care must be taken not to surpass
the maximum fill rate of 200 psi per minute during filling. If excessive
heating is noticed (the bottle is too hot to hold), reduce fill rate.
7. Open the oxygen supply valve and slowly, at a maximum rate of 200 psi per
minute, fill the bottle to 1850 psi maximum at 70°F (21.1°C).
CAU TION : The Maximum Fill Pressure is 1,850 psi at 70°F (21.1°C).
Due to varying temperatures, it will be necessary to fill the oxygen bottle
using the corrected temperatures presented in the table below.
Temperature During Filling Corrected Temperature Pressure

°F (°C) (psi)
Above 100 (37.8) Do not exceed 2000
100 (37.8) 1998
95 (35.0) 1961
90 (32.2) 1943
85 (29.4) 1924
80 (26.7) 1906
75 (23.9) 1869
70 (21.1) 1850
65 (18.3) 1832
60 (15.6) 1813
55 (12.8) 1776
50 (10.0) 1758
45 (7.2) 1739
40 (4.4) 1721
Table 8-2a – Fill Pressure Based on Temperature
8. Turn the Master Switch and OCCD ON.

9. Verify that the Quantity indicator on the OCCD matches the amount on the
gauge at the bottle/regulator assembly.
10. Turn the OCCD and Master Switch OFF.
CAU TION : The oxygen supply line is highly pressurized and must be
discharged prior to disconnecting from fill port.
11. Slowly loosen the oxygen supply line nut at the fill port until pressure
begins to bleed. Use a back-up wrench to support the filler port when
disconnecting the line. Allow pressure to completely bleed down before
disconnecting oxygen supply line from the fill port.
Service
12. Disconnect the oxygen supply line from the fill port.
13. Refit the cap to the fill port using a back-up wrench to ensure that the tank
fitting doesn’t rotate.
14. Reinstall the aft bulkhead panel in the tailcone.
P i l o t ’s O p e r a t i n g H a n d b o o k 8 -14 a

Section 8
8-6 CLEANING AND CARE

CLEANING EXTERIOR SURFACES
C AUT ION: For airplanes equipped with flight into known icing equipment,
do not wax the leading edge porous panels. Refer to “Section 9” of this
manual for specific servicing information concerning the known-icing
system.
NOT E: Prior to cleaning, place the airplane in a shaded area to allow the
surfaces to cool.
NOT E: Equal substitutes may be used in place of the items listed in the
table below.
Cleaning Product Application Supplier

Prist Acrylic, Plastic and Prist Aerospace
Windshield and Windows
Glass Window Cleaner http://csdinc.org/prist/
Removing grease/stubborn
Naphtha Available Commercially
stains
Simple Green Aircraft and Aircraft Exterior and Available Commercially
Precision Cleaner General Cleaning www.simplegreen.com
Dawn Ultra-Concentrated Dish Soap General Exterior Cleaning Available Commercially
Table 8-3 – Approved Exterior Cleaning Products
The airplane should be washed with a solution of mild soap and water. Harsh
abrasives or alkaline soaps and detergents could create surface scratches, or
facilitate corrosive action. Areas of the aircraft where cleaning solutions could
cause damage should be covered. To wash the airplane, use the following
procedure.
1. Flush away loose dirt with water.
2. Apply cleaning solution with a soft cloth, sponge or soft bristle brush.
3. To remove exhaust soot, allow the solution to remain on the surface for a
longer period of time prior to scrubbing.
4. To remove stubborn grease or oil stains, use a cloth dampened with
Service
naphtha.
5. Thoroughly rinse all surfaces.
8 -14 b P i l o t ’s O p e r a t i n g H a n d b o o k

Section 8
Any high quality silicone-free automotive wax may be used to preserve

painted surfaces. Soft cleaning cloths or a chamois should be used to
prevent scratches when cleaning or polishing. A heavier coating of wax on
the leading surfaces will reduce abrasion problems in these areas.
The frequency and method of washing is determined by the operating
environment. If the aircraft is operated in a continuous salt laden
environment, a desalination wash is recommended following the last flight
of the day and should be accomplished as a motoring wash. Occasional
operation in salt laden environments may necessitate a weekly desalination
wash accomplished with the motoring method. Less severe and more general
operating environments are not as conducive to rapid buildup of deposits,
but may eventually lead to deterioration in performance, necessitating a
performance recovery wash at intervals of 100-200 hours. In these general
operating environments, a motoring wash is recommended for light soil and
multiple motoring or a running wash is suggested for heavy soil accumulation.
Service

Section 8
Windshield and Windows

When cleaning the acrylic or polycarbonate windows, rinse away all dirt
particles before applying a cloth or chamois. Never rub dry acrylic or
polycarbonate surfaces. Dull or scratched windows may be polished using a
special acrylic polishing compound.
CAUT ION: When cleaning acrylic or polycarbonate windows, only use a

solvent free, non-abrasive, anti-static acrylic cleaner. Do not use gasoline,
alcohol, benzene carbon tetrachloride, thinners, acetone, or glass window
cleaning sprays.
CAUT ION: Use only a nonabrasive cotton cloth or genuine chamois to

clean acrylic or polycarbonate windows. Newspaper-type products, and
some paper towels, are highly abrasive and will cause fine scratches.
1. Remove grease or oil using a soft cloth saturated with kerosene, then
rinse with clean, fresh water.
2. To prevent the formation of glare rings, wipe the windows clean in the
same direction as the normal airflow.
3. To prevent scratches caused by dirt accumulation on the cloth, fold the
cloth to expose a clean area after each pass.
4. Using a moist cloth or chamois, gently wipe the windows clean of all
contaminates.
5. Apply acrylic cleaner to one area at a time, then wipe away with a soft,
cotton cloth.
6. Dry all windows using a dry, nonabrasive cotton cloth or chamois.
ENGINE CARE
Engine Compartment Cleaning
The engine compartment may be cleaned using a suitable solvent. The
most efficient cleaning is accomplished by using a spray-type cleaner.
Prior to performing a spray cleaning, ensure that protection is provided for
components which might be adversely affected by the solvent. Refer to the
KODIAK 100 Airplane Maintenance Manual for proper lubrication of controls
and components after engine cleaning.
Engine Compressor Wash
Instituting a regular compressor wash program will result in an increase in
performance and service life of the hot section components. A compressor
wash ring is installed on the top of the engine adjacent to the air inlet screen
to facilitate regular washing of the compressor section.
Service
Compressor washes may be performed by motoring the engine with the

starter. Depending on the nature of the operating environment and the type of
deposits in the engine gas path, different compressor wash methods may be
used to remove salt, dirt, or other baked-on deposits which accumulate over a

Section 8
period of time and cause deterioration in engine performance. A desalination

wash is performed solely for the purpose of removing salt deposits. A
performance recovery wash removes baked-on deposits and improves engine
performance. A motoring wash is performed at a gas generator RPM of 14%
Ng. The water, cleaning solution, and rinsing solution are injected at different
pressures, depending on the ambient temperature and the type of wash
method being accomplished.
The frequency and method of washing is determined by the operating
environment. If the aircraft is operated in a continuous salt laden
environment, a desalination wash is recommended following the last flight
of the day and should be accomplished as a motoring wash. Occasional
operation in salt laden environments may necessitate a weekly desalination
wash accomplished with the motoring method. Less severe and more general
operating environments are not as conducive to rapid buildup of deposits,
but may eventually lead to deterioration in performance, necessitating a
performance recovery wash at intervals of 100-200 hours.
CAU TION: Always observe starting cycle limitations when conducting a

compressor motoring wash.
A variety of cleaning agents are recommended for mixing with water to form the
cleaning solution to be used for compressor washes. The mixture proportion
is not identical for all cleaning solutions. Depending on the prevailing ambient
temperature, aviation kerosene and methanol must be added to the cleaning
solution in varying proportions. Quality drinking water should be used when
performing a motoring wash. For more information concerning compressor
washes, refer to the Pratt & Whitney Canada PT6A-34 Maintenance Manual.
Compressor Turbine Blade Wash
Pratt & Whitney Canada has developed a procedure for performing a
compressor turbine blade motoring wash. This technique facilitates the
removal of contaminants from the compressor turbine blade surfaces, which
increases the blade service life. With this method, a water (or water and
methanol) solution is injected directly into the combustion chamber through
a special spray tube installed in one of the igniter plug ports. This method
of engine wash does not replace the need for accomplishing regular engine
compressor washes for performance recovery or desalination purposes.
Compressor turbine blade washing is accomplished using potable water at
ambient temperatures of 2°C (36°F) and greater. Water/methanol solutions
may be used at temperatures lower than 2°C (36°F). Refer to the Pratt
& Whitney PT6A-34 Maintenance Manual for solution strengths, washing
procedures and limitations.
Service

Section 8
INTERIOR CARE
The seats, carpet, upholstery panels, and headliners should be vacuumed at
regular intervals to remove surface dirt and dust. While vacuuming, use a fine
bristle nylon brush to help loosen particles.
CAUT ION: Remove any sharp objects from pockets or clothing to avoid
causing damage to the interior panels or upholstery.
NOTE: Equal substitutes may be used in place of the items listed below.
Cleaning Product Application Supplier

Prist Acrylic, Plastic and Interior Windscreen Prist Aerospace -
Glass Window Cleaner and Windows http://csdinc.org/prist
OptiMax Flight Display Screens PhotoDon - www.photodon.com
Leather Care Kit Leather Upholstery Quest Aircraft Company
Leather Cleaner Leather Upholstery Quest Aircraft Company
Ink Remover Leather Upholstery Quest Aircraft Company
Leather Conditioner Leather Upholstery Quest Aircraft Company
Spot and Stain Remover Leather Upholstery Quest Aircraft Company
Vinyl Finish Cleaner Vinyl Panels Quest Aircraft Company
Vinyl and Leather Cleaner Vinyl and Leather Upholstery Quest Aircraft Company
Table 8-4 – Approved Interior Cleaning Products
Windshields and Windows

Never rub dry acrylic or polycarbonate windows. Dull or scratched windows
may be polished with a special polishing compound.
CAUTION :
• When cleaning acrylic or polycarbonate windows, use only solvent-
free, non-abrasive, anti-static cleaners. Do not use gasoline, alcohol,
benzene carbon tetrachloride, thinners, acetone, or glass window
cleaning sprays.
• Use only non-abrasive cotton cloth or genuine chamois to clean acrylic
or polycarbonate windows. Newspaper-type products, and some paper
towels, are highly abrasive and will cause hairline scratches.
NOT E :
Service
• Wiping with a circular motion may cause glare rings. Wipe in the same
direction as the normal flow of wind to help prevent this condition.
• To prevent scratching from dirt accumulated on the cloth, fold the cloth
to expose a clean area after each pass.

Section 8
1. Using a moist cloth or chamois, gently wipe the windows clean of all
contaminates.
2. Apply acrylic/polycarbonate cleaner to one area at a time, then wipe away
with a soft, cotton cloth.
3. Dry the windows using a dry, nonabrasive cotton cloth or chamois.
Instrument Panel and Electronic Display Screens

The instrument panel, control knobs, and plastic trim only require cleaning
with a soft damp cloth. The primary flight displays and multi-function display,
and other electronic display screens, should be cleaned with an eyeglass
cleaning solution as follows:
CA UT ION:
• To avoid dripping solution on the display and possibly damaging internal
portions of the component, apply the cleaning solution to the cloth, not
directly on the display screen.
• Use only a lens cloth or non-abrasive cotton cloth to clean the display
screens. Paper towels, tissue, or camera lens paper may scratch the
display screens.
• Clean the display screens with the power OFF.
1. Gently wipe the display with a clean, dry, cotton cloth.

2. Moisten the clean, cotton cloth with the cleaning solution.
3. Wipe the soft cotton cloth across the display in one direction, moving from
the top of the display to the bottom. Do not rub harshly.
4. Gently wipe the display with a clean, dry cotton cloth.
Headliner and Trim Panels

The airplane interior may be cleaned with a mild detergent or soap and water.
Harsh abrasives, alkaline soaps, or detergents should be avoided. Solvents
and alcohols may damage or discolor vinyl or urethane parts and should also
be avoided. Cover areas where cleaning solutions could cause damage. Use
the following procedures for cleaning the headliner and trim panels:
CAU TION: Solvent cleaners and alcohol should not be used on interior
surfaces. If cleaning solvents are used on cloth, cover the areas where
cleaning solvents could cause damage.
• Clean the headliner and side panels with a stiff bristle brush, and vacuum
where necessary.
• Soiled upholstery may be cleaned using quality upholstery cleaner
Service
suitable for the type of material. Carefully follow the manufacturer’s

recommendations. Avoid soaking or harsh rubbing.

Section 8
Leather Upholstery and Seats

For routine maintenance, leather upholstery should be wiped with a soft, damp
cloth. For more thorough cleaning, begin with a solution of mild detergent and
water then, if necessary, utilize one of the more potent products available from
Quest to remove the more stubborn marks and stains. Do not use soaps, as
they contain alkaline which will alter the pH balance of the leather, causing it to
age prematurely. Cover areas that the cleaning solution could damage. Use
the following procedure for cleaning leather:
CAUT ION: Solvent cleaners and alcohol should not be used on leather
upholstery.
• Clean leather upholstery with a soft bristle brush, and vacuum where
necessary.
• Wipe the leather upholstery with a soft, damp cloth.
• Soiled upholstery may be cleaned with the approved products available
from Quest Aircraft Company. Avoid soaking or harsh rubbing.
Carpets
To clean carpets, first remove loose dirt by use of a vacuum. For soiled spots
and stubborn stains, use a nonflammable, dry cleaning fluid. Floor carpeting
may be cleaned in the same manner as any household carpet.
Service

Section 9
100 SERIES S U PPL E M E N T S
SECTION 9
Supplements
GENERAL
This section of the Pilot’s Operating Handbook contains FAA Approved
Supplements necessary to safely and efficiently operate the KODIAK
when it is equipped with optional systems or equipment not provided with
the standard airplane, or for special operations not included in the Pilot's
Operating Handbook. Supplements are miniature versions of the main
POH and contain information corresponding to most sections of the manual.
Information contained in a supplement adds to, supersedes, or replaces
similar data in the basic manual.
LOG OF SUPPLEMENTS
A Log of Supplements is provided and may be used as a “Table of Contents”
for this section. It is the owner’s responsibility to ensure any equipment
installed on the airplane is accomplished in accordance with an approved
STC, or other approval method, and that the proper supplement, if
applicable, is contained in the handbook and properly recorded in the Log of
Supplements.
Supplement status can be found at www.questaircraft.com.
Supplements

Section 9
S U PPL E M E N T S 100 SERIES

Supplements

Section 9
100 SERIES LO G O F S U PPL E M E N T S
Log of Supplements
It is the owner’s responsibility to ensure that the supplements applicable to
their airplane are contained in this manual and properly recorded in the Log
of Supplements. Not all supplements included with your POH/AFM, or those
listed below, may be applicable to your airplane.
Supplement status can be found at www.questaircraft.com.
Supplement Release
Title Equipped?
Number Date
AM901.001 S-TEC Autopilot and Yaw Damper 08/31/09 □
AM901.002 Hartzell Pitch–Latch Equipped Propeller 08/31/09 □
AM901.003 Parachute Operations 08/31/09 □
AM901.004 TKS Ice Protection System 12/14/09 □
AM901.005 Cargo Doors Removed Kit 01/28/11 □
AM901.006 External Cargo Compartment 05/08/14 □
AM901.007 Garmin GWX 68 Weather Radar 09/10/13 □
AM901.008 Oversized Tires and Landing Weight 01/10/14 □
AM901.009 Garmin GFC 700 AFCS 08/29/14 □
AM901.101 Brazilian Certified Airplanes 02/27/12 □
AM901.102 Mexican Certified Airplanes 04/16/12 □
AM901.103 Chinese Certified Airplanes 09/23/13 □
AM901.104 Venezuelan Certified Airplanes 11/29/13 □
AM901.105 IAC AR Certified Airplanes 10/13/14 □
AM901.098
CONTENT Composite Interior
MOVED TO (Millennium Document 2034-AFMS-S1, 06/27/13
MAIN POH/ Rev IR, dated 2/5/2013)
AFM
Log of Supp.
P i l o t ’s O p e r a t i n g H a n d b o o k A M 9 01.1

Section 9
LO G O F S U PPL E M E N T S 100 SERIES

Log of Supp.
A M 9 01.1 P i l o t ’s O p e r a t i n g H a n d b o o k

Section 9
S-Tec Autopilot
100 SERIES S -T EC AU TO PI LOT
S-TEC AUTOPILOT AND YAW DAMPER

KODIAK 100 POH/AFM Supplement AM901.001
INTRODUCTION
When the S-TEC System Fifty Five X (55X) Autopilot and yaw damper is
installed in the KODIAK 100, this Supplement is applicable and must be
inserted in the Supplement section (Section 9) of the KODIAK 100 Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual. This
document must be carried in the airplane at all times. Information in this
supplement adds to, supersedes, or deletes information contained in the
basic KODIAK 100 POH/AFM.
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 .1-1

Section 9
S-Tec Autopilot S -T EC AU TO PI LOT 100 SERIES
9 .1- 2 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9
S-Tec Autopilot
S-TEC Autopilot and Yaw Damper Supplement

Table of Contents
CONTENTS PAGE
GENERAL........................................................................................................... 9.1-7
LIMITATIONS.................................................................................................... 9.1-10
EMERGENCY PROCEDURES..........................................................................9.1-11
AUTOPILOT MALFUNCTION.........................................................................9.1-11
YAW DAMPER MALFUNCTION.....................................................................9.1-12
ALTITUDE LOSS.............................................................................................9.1-12
SYSTEM FAILURE AND CAUTION ANNUNCIATIONS................................9.1-12
NORMAL PROCEDURES................................................................................ 9.1-14
GENERAL.......................................................................................................9.1-14
AUTOPILOT PREFLIGHT TESTS..................................................................9.1-14
IN-FLIGHT PROCEDURES............................................................................9.1-15
HEADING MODE............................................................................................9.1-15
ALTITUDE HOLD MODE................................................................................9.1-16
VERTICAL SPEED MODE.............................................................................9.1-16
ALTITUDE PRE-SELECT...............................................................................9.1-17
GPS TRACKING AND GPS APPROACH......................................................9.1-18
GPS APPROACH (WITH VERTICAL GUIDANCE) (WAAS)..........................9.1-19
VOR TRACKING AND VOR-LOC APPROACH.............................................9.1-19
ILS INTERCEPT AND TRACKING................................................................ 9.1-20
YAW DAMPER OPERATION......................................................................... 9.1-21
FLIGHT DIRECTOR OPERATION................................................................ 9.1-21
DISENGAGING THE AUTOPILOT................................................................ 9.1-22
PERFORMANCE.............................................................................................. 9.1-22
WEIGHT AND BALANCE................................................................................ 9.1-22
AIRPLANE & SYSTEMS DESCRIPTIONS...................................................... 9.1-22
AUTOPILOT................................................................................................... 9.1-22
FLIGHT DIRECTOR ...................................................................................... 9.1-23
AUTOPILOT ON - G1000 ANNUNCIATIONS ............................................... 9.1-25
FLIGHT DIRECTOR ONLY - G1000 ANNUNCIATIONS............................... 9.1-25
FD/AP OFF - G1000 ANNUNCIATIONS ....................................................... 9.1-25
YAW DAMPER............................................................................................... 9.1-29
HANDLING, SERVICE & MAINTENANCE...................................................... 9.1-30
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 .1- 3

Section 9

Section 9
S-Tec Autopilot
9.1-1 GENERAL
The System Fifty Five X is a rate based autopilot. A turn coordinator hidden
behind the instrument panel provides turn rate. When in control of the roll
axis, the autopilot senses roll/yaw rate, as well as closure rate to the selected
course, and the non-rate quantities of heading error, course error, and course
deviation indication. When in control of the pitch axis, the autopilot senses
vertical speed, acceleration, and closure rate to the selected glideslope,
along with the non-rate quantities of altitude and glideslope deviation
indication. These sensed data provide feedback to the autopilot, which
processes them in order to control the aircraft through the use of servos
coupled to the control system. The roll servo is coupled to the ailerons. The
pitch servo is coupled to the elevator. Activation of roll axis control must
always precede activation of pitch axis control.
The pitch auto-trim function senses when the airplane needs to be trimmed
about the pitch axis and responds by driving the trim servo in the proper
direction to provide trim. The trim servo is coupled to the elevator trim wheel
in the cockpit and thereby to the elevator trim tabs.
The yaw damper senses lateral acceleration at the tail, and responds by
driving the yaw servo in the proper direction to provide damping. The yaw
servo is coupled to the rudder.
Refer to the S-TEC Pilot’s Operating Handbook – Fifty Five X dated
November 30, 2007 or later for full operational procedures and descriptions
of implemented modes. The System 55X POH also contains detailed
procedures for accomplishing GPS and VOR course tracking, front course
and back course localizer approaches, and glideslope tracking.
NOT E : The KODIAK 100 implementation of the System 55X Autopilot

does not utilize the CWS (Control Wheel Steering).

Section 9
The following modes are provided in the KODIAK 100 installation of the
S-TEC 55X Autopilot:
Annunciation
Mode Task
on Computer
Roll Axis Control
Heading Mode Turn to heading HDG
Hold heading
Navigation Mode Intercept and track: NAV
VOR course
GPS course
Navigation LOC approach front course inbound NAV APR
Approach Mode VOR approach inbound
Reverse Mode Outbound leg of VOR approach REV
Reverse Approach Mode LOC approach back course inbound REV APR
Navigation GPS Steering GPS steer along course NAV GPSS
Mode
Pitch Axis Control
Altitude Hold Mode Hold present altitude ALT
Altitude Capture Capture a selected altitude ALT VS
Vertical Speed Mode Hold vertical speed VS
Glideslope Mode Intercept and track ILS glideslope GS
Electric Pitch Trim Reduce load on autopilot servos when TRIM
needed (a separate electric pitch trim servo
is installed and connected to the pitch trim
wheel)
Yaw Axis Control
Yaw Damper Yaw damping function Switch position
Table 9.1-1 – Autopilot Modes

Section 9
S-Tec Autopilot
Figure 9.1-1 – S-TEC 55X System Diagram

Section 9
9.1-2 LIMITATIONS
1. Autopilot operation is prohibited above 18,000 feet MSL.
2. Autopilot operation is prohibited below 100 KIAS.
3. The autopilot must be disengaged for missed approach, go-around, and
balked landing.
4. The autopilot must be disengaged for flap transitions.
5. Maximum Flap deflection is limited to 20° while the autopilot is engaged.
6. The autopilot must be disengaged for takeoff and landing.
7. The Yaw Damper must be disengaged for approach, takeoff, and landing.
8. The following limitations apply for VOR, GPS, and ILS Glideslope and
localizer intercept, capture, and tracking:
a. The autopilot must be disengaged for operations below the Decision
Height or the Minimum Descent Altitude.
b. The autopilot must be disengaged for operations below 300 feet AGL.
c. The autopilot must be disconnected during the approach if the course
deviation exceeds 50%. The approach should only be continued by
hand-flying the airplane.
d. The ILS is to be flown at 100 KIAS and 20° flaps, or at 110 – 130 KIAS
and 0° flaps.
e. The flaps should be configured to 20° with the autopilot disengaged
and prior to the Outer Marker.
9. The S-TEC Pilot’s Operating Handbook – Fifty Five X dated March 15,
2007 or later must be carried in the airplane and available to the pilot while
in flight.

Section 9
S-Tec Autopilot
9.1-3 EMERGENCY PROCEDURES

AUTOPILOT MALFUNCTION
Any failure or malfunction of the electric trim or autopilot can be overridden
by use of the control yoke. If any type of runaway occurs, disengage the
autopilot by pressing the autopilot disconnect button on the yoke and
disengage the trim systems by placing the trim disconnect switch on the
yoke to the DISCONNECT position (aft). The autopilot disconnect switch
may be pressed using the left thumb and the trim disconnect switch may be
disconnected by using the left forefinger.
2. Autopilot (if engaged)...........................................................DISENGAGE
3. Trim Disconnect Switch.................................................... DISCONNECT
4. Manual Pitch Trim Wheel................................RETRIM AS NECESSARY
5. Flight.................................................................. CONTINUE MANUALLY
CAU TION: The flap trim compensation will not operate with the trim
disconnect switch disconnected. Utilize the manual pitch trim wheel to
compensate for trim changes caused by flap transitions.
Switch
Trim Disconnect
Switch
Electronic Pitch
Trim Dual Switch
Figure 9.1-2 – Autopilot and Trim Disconnect Switches

Section 9
YAW DAMPER MALFUNCTION

Any failure or malfunction of the yaw damper can be overridden by use of the
rudder pedals. If a yaw damper runaway occurs, disengage the yaw damper
by turning the yaw damper master switch to OFF. The yaw damper master
switch is located just below the autopilot computer on the instrument panel.
2. Yaw Damper Master Switch...............................................................OFF
3. Flight............................... CONTINUE WITHOUT USING YAW DAMPER
ALTITUDE LOSS
Maximum altitude lost during a roll, pitch, or yaw axis autopilot or yaw
damper malfunction is as follows:
Flight Phase Bank Angle Change Altitude Loss

Climb 59 600
Cruise 60 500
Descent 60 800
Maneuvering 40 100
Approach 29 100
Table 9.1-2 – Altitude Loss
SYSTEM FAILURE AND CAUTION ANNUNCIATIONS

Annunciations for the autopilot are shown on both the G1000 (top center
of the PFD) and the S-Tec 55X autopilot computer. If “FAIL” annunciation
is shown in the G1000 Autopilot Annunciation Block (see the figure below),
immediately disengage the autopilot and execute a go-around or missed
approach as appropriate. Do not attempt to troubleshoot the problem until
a safe altitude and maneuvering area are reached or a safe landing is
completed.
Figure 9.1-3 – G1000 Autopilot Annunciations
NOT E : The G1000 Annunciation block will also display the following
annunciations when activated: AP (Autopilot), FD (Flight Director), and YD
(Yaw Damper).
9 .1-10 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9
S-Tec Autopilot
Figure 9.1-4 – S-Tec 55X Autopilot Computer Annunciations
Annunciation Condition Action

Flashing RDY for 5 Autopilot disconnected. All None.
seconds with audible annunciations except RDY are
tone. cleared.
Flashing RDY with Hidden turn coordinator gyro speed Check power to autopilot turn
audible tone then is too low. Autopilot disengages and coordinator.
annunciator goes out. cannot be re-engaged.
Flashing NAV, REV Off navigation course by 50% Use HDG mode until problem
or APR needle deflection or more (if is corrected.
previously less than 50% needle
deflection).
Flashing NAV, REV, Invalid radio navigation signal. Check NAV radio for proper
or APR with steady reception and identification.
FAIL Use HDG mode until problem
is corrected.
Flashing VS Excessive vertical speed error Reduce commanded VS as
compared to selected vertical appropriate.
speed. Usually occurs in climb
when the airplane is not able to
maintain the selected vertical speed.
Flashing GS Off glideslope centerline by 50% Check attitude and power.
needle deflection or more (if Adjust power as appropriate
previously less than 50% needle to maintain glideslope.
deflection).
Flashing GS with Invalid glideslope radio navigation Disconnect autopilot and
steady FAIL signal. initiate go-around or missed
approach procedure. Inform
ATC.
Flashing GS plus ALT GS mode manually disabled by Re-enable (if desired) by
pressing the APR button after the pressing the APR mode
GS mode was active. button.
Table 9.1-3 – System Failure and Caution Annunciations

Section 9
9.1-4 NORMAL PROCEDURES

GENERAL
NOT E: Refer to the “Airplane and System’s Descriptions” section of this
supplement for a description of the autopilot and yaw damper.
The autopilot is integrated with the Garmin G1000 to allow altitude preselect
using the G1000 altitude bug and knobs. The vertical speed is selected
at the autopilot computer. The altitude preselect feature is activated by
selecting the desired level-off altitude in the G1000, simultaneously pressing
the ALT and VS buttons on the autopilot computer, and then selecting the
desired Vertical Speed using the selector knob on the autopilot computer.
WARNING: The pilot must properly monitor and control the engine power
to avoid stalling the airplane while using altitude hold or vertical speed
modes. The minimum operating speed with the autopilot engaged is 100
KIAS.
AUTOPILOT PREFLIGHT TESTS

1. Master Switch......................................................................................ON
2. Avionics Bus Switch.............................................................................ON
3. Autopilot Master Switch....................................................ON and NOTE:
All autopilot annunciators illuminate for 5 seconds on both the G1000 and
the autopilot computer. When the hidden turn coordinator gyro has reached
operational RPM, the RDY annunciator appears.
4. Heading Mode........................................................TEST AS FOLLOWS:
a. Center the HDG bug on the G1000 by pressing the HDG knob on the
PFD.
b. Select HDG mode on the autopilot computer and note that HDG is
annunciated on the G1000 and the autopilot computer.
c. Rotate the HDG knob on the G1000 and note that the control wheels
follow the movement of the knob and heading bug.
d. Re-center the heading bug and note that the control wheels stop
moving.
5. Vertical Speed.........................................................TEST AS FOLLOWS:
a. Press the VS button on the autopilot computer and note that VS and +0
are annunciated on the autopilot computer. Only VS is annunciated on
the G1000.
b. Rotate the control knob on the autopilot computer to select 500 FPM up
(+5). After a short delay, verify the control yoke moves aft.
c. Rotate the VS control knob to 500 FPM down (-5). After a short delay,
verify the control yoke moves forward.
6. Altitude Hold...........................................................TEST AS FOLLOWS:
a. Press the ALT button on the autopilot computer and note that ALT is
annunciated on the G1000 and the autopilot computer. Verify the VS
annunciations are no longer shown and the yokes do not move.

Section 9
S-Tec Autopilot
7. Auto-Trim Test................................................PERFORM AS FOLLOWS:
a. While still in altitude hold, pull aft of the control yoke and verify the
TRIM is annunciated on the G1000 and the autopilot computer and the
automatic trim system drives the elevator trim wheel and indicator nose
down.
b. Push forward on the control yoke and verify TRIM is annunciated on
the G1000 and the autopilot computer and the automatic trim system
drives the elevator trim wheel and indicator nose up.
8. Overpower Test..............................................PERFORM AS FOLLOWS:
a. .Grasp the control yoke and input left aileron, right aileron, nose up, and
nose down to overpower the autopilot. Overpower action should be
smooth in each direction with no noise or jerky feel.
9. Radio Navigation Check................................PERFORM AS FOLLOWS:
a. Tune a valid frequency into the NAV 1 radio and select VOR 1 using
the CDI softkey on the PFD.
b. Select NAV mode on the autopilot computer and move the OBS knob
on the G1000 so that the VOR deviation needle moves left or right.
Note that the control yokes follow the direction of needle movement.
10. Autopilot Disconnect Test.............................PERFORM AS FOLLOWS:
a. Press the Autopilot Disconnect Switch on the control yoke and note that
the autopilot disengages and the aural tone is present.
b. Move the control yoke to verify that it moves freely with no control
restriction or binding.
IN-FLIGHT PROCEDURES
1. The RDY annunciation........SHOWN on G1000 and Autopilot Computer
2. Airplane................................................ TRIM for existing flight conditions
HEADING MODE
1. Begin by selecting a heading on the HSI within 10° of the current aircraft
heading.
2. Press the HDG button on the autopilot computer. The HDG annunciation
will be shown on the G1000 and the autopilot computer and the airplane
will turn to the selected heading.
3. Use the HSI heading bug to make heading changes as desired.

Section 9
ALTITUDE HOLD MODE

1. Manually fly the airplane to the desired altitude and level off.
NOT E : For the smoothest transition to altitude hold, the airplane rate
of climb or descent should be less than 100 FPM when “Altitude Hold” is
selected.
2. Press HDG or NAV to engage a roll mode. The associated annunciation

will be shown on the G1000 and the autopilot computer.
NOT E : A roll mode must be engaged prior to engaging a pitch mode.
3. Press the ALT button on the autopilot computer. The ALT annunciation
will be shown on the G1000 and the autopilot computer. The autopilot will
hold the present altitude.
NOT E : Do not manually fly the airplane off the selected altitude, as
the autopilot will not disengage altitude hold mode and the autopilot will
command a pitch change to recapture the altitude when the control input
is released. Also, the automatic trim will run while manually flying off the
selected altitude, thus causing the aircraft to be in an out-of-trim condition
when the autopilot is disengaged or the controls are released.
4. The set altitude can be modified by rotating the VS/Modifier knob on the
autopilot computer. Clockwise rotation will increase and counterclockwise
rotation will decrease altitude approximately 20 feet for each “click.” The
maximum adjustment is ±360 feet. Adjustments greater than 360 feet can
be made by selecting VS mode and flying the airplane to the new altitude,
then re-engaging ALT mode at the desired altitude.
VERTICAL SPEED MODE

1. Begin by manually establishing the airplane at the desired vertical speed.
2. Press HDG or NAV to engage a roll mode. The associated annunciation
will be shown on the G1000 and autopilot computer.
NOT E : A roll mode must be engaged prior to engaging a pitch mode.
3. Press the VS button on the autopilot computer to engage the vertical

speed mode. When the mode is engaged, the autopilot will synchronize to
and hold the vertical speed at the time the mode was engaged.
NOT E: The vertical speed is displayed in 100-foot increments at the far

right of the autopilot computer display next to the VS annunciation. A plus
(+) value indicates a climb and a negative (-) value indicates a descent.

Section 9
S-Tec Autopilot
4. Vertical speed can be adjusted by rotating the VS knob on the autopilot
computer. Clockwise rotation increases and counterclockwise rotation
decreases the selected rate of climb or descent 100 FPM for each “click.”
The maximum selectable vertical speed is ±3000 FPM.
NOT E: A flashing VS mode annunciator indicates excessive error

between the actual vertical speed and the selected vertical speed (usually
in a climb). The pilot should adjust power or reduce the commanded
vertical speed as appropriate to remove the error. The minimum operating
speed with the autopilot engaged is 100 KIAS.
ALTITUDE PRE-SELECT
1. The G1000 altitude bug may be used to preselect an altitude for the
autopilot to level off. The altitude can be above or below the current
altitude and the vertical speed selected through the autopilot should be
appropriate for the desired altitude change. Once the altitude is selected
using the altitude knobs on the G1000, the altitude and vertical speed
can be coupled by the autopilot by simultaneously pressing the ALT and
VS buttons on the autopilot computer. ALT and VS will be displayed on
the G1000 and the autopilot computer. The ALT annunciation is shown
as white on the G1000 because it is armed, but not active. The VS
annunciation is shown as green on the G1000 because it is active. When
the autopilot captures the selected altitude and levels off, VS disappears
and ALT will be shown as green because it is now the active mode.
NOT E : If an altitude is selected that requires an opposite vertical

speed from that which is selected, the VS annunciation will flash but the
airplane will follow the selected vertical speed and will not level off since
the selected vertical speed is taking the airplane away from the selected
altitude.
2. As the airplane nears the selected altitude, the system automatically

reduces vertical speed command in 100 FPM increments to provide a
smooth and slow transition to the selected altitude.

Section 9
GPS TRACKING AND GPS APPROACH

1. Ensure the GPS satellite signal and RAIM are available.
2. Ensure the CDI is set to GPS on the G1000.
3. Select the desired course on the HSI and establish a desired intercept
heading.
4. Press the NAV button on the autopilot computer twice. The NAV and
GPSS mode annunciators will illuminate.
NOT E : If the course needle is at full-scale deviation, the autopilot will

establish the airplane on a heading for a 45° intercept with the selected
course. As the airplane approaches the course, the autopilot will smoothly
shallow the intercept angle. The pilot may select an intercept angle other
than the standard 45° by setting the desired intercept heading with the
HDG bug, pressing and holding HDG on the autopilot computer, and then
pressing NAV twice also on the autopilot computer (HDG, NAV and GPSS
will be displayed). When the on-course intercept turn begins, the HDG
mode will disengage and the annunciator will disappear.
NOT E: During the intercept sequence, the autopilot operates at maximum

gain and sensitivity (130% of standard rate turn). When the selected
course is intercepted and the course deviation needle is centered, the
autopilot will transition into course tracking mode. The system will remain
at maximum sensitivity for approximately 15 seconds while the wind
correction angle is established. The maximum turn rate is then reduced
to 45% standard rate. Approximately 60 seconds later, the maximum turn
rate is reduced to 15% standard rate.
5. Use the HDG mode to accomplish procedure turns and holds. Reengage
GPSS to complete the approach when exiting a hold or procedure turn.
CAUT ION: If HDG mode is not used to accomplish the procedure turn
or hold, and the autopilot is left in GPSS mode, it will intercept the inbound
holding leg course on the CDI and continue to fly that course without
holding as published.

Section 9
S-Tec Autopilot
GPS APPROACH (WITH VERTICAL GUIDANCE) (WAAS)

When conducting a WAAS approach with the NAV GPSS mode engaged, the
autopilot will execute the entire lateral approach sequence (i.e., intercept and
track front outbound course, complete procedure turn, intercept and track
front inbound course).
In addition, the autopilot will execute the following vertical approaches:

1. LPV (precision and LNAV/VNAV)
2. LNAV+V (non-precision)
Once on the front inbound course, the NAV APR mode must be engaged
in order to intercept and track either GPS glideslope listed above. The
remainder of the approach should be flown like a Straight-In ILS.
CAUT ION: The aircraft will not automatically level off at the Decision
Height (DH) or Minimum Descent Altitude (MDA). The pilot must maintain
an awareness of their altitude at all times, and disconnect the autopilot at
DH or MDA for either a landing or Go-Around (GA).
VOR TRACKING AND VOR-LOC APPROACH

1. Begin with a reliable VOR or LOC signal selected on NAV 1 or 2 of the
G1000.
2. Select VOR 1 or 2 as appropriate on the G1000 CDI.
3. Select the desired course on the HSI and establish a desired intercept
heading.
4. Press the NAV button on the autopilot computer. NAV will be annunciated
on the G1000 and the autopilot computer.
NOT E: For station passage, it is recommended to switch to HDG mode

when 1 mile or less from the station with the HDG set as desired to
maintain a steady track on the course.
NO TE : Another method which provides smooth changes in course while

enroute (flying airways) is to program the route as a flight-plan in the
G1000 and utilize the GPSS mode of the autopilot.
5. For increased sensitivity during an approach, press the APR button on the
autopilot computer. Both NAV and APR annunciations will be shown on
the G1000 and the autopilot display.

Section 9
ILS INTERCEPT AND TRACKING

1. Begin with a reliable ILS signal selected on NAV 1 or NAV 2 of the G1000.
2. Select LOC 1 or 2 as appropriate using the G1000 CDI softkey.
3. Verify the inbound course is selected on the HSI
4. Establish an intercept heading using the G1000 heading bug and the HDG
mode on the autopilot computer.
5. Establish an intercept altitude using the ALT mode of the autopilot.
6. Using the autopilot computer, press and hold HDG and then press APR
(HDG, NAV, APR, and ALT annunciated).
7. Once the aircraft is within 50% needle deflection of the localizer centerline
and more than 10% needle deflection below the glideslope the GS
(glideslope) mode will automatically arm (GS).
NOT E: The armed glideslope mode can be subsequently disabled by

pressing the APR mode selector switch. The GS annunciation will flash
to acknowledge this. To then re-arm the glideslope mode, press the
APR mode selector switch again. The GS annunciation will immediately
extinguish, but reappear after one second.
NOTE: With the glideslope armed, once the aircraft reaches 5%

Glideslope Deviation Indication (GDI) needle deflection below the
glideslope, the ALT annunciation will extinguish to indicate engagement
of the glideslope mode and the Glideslope Mode annunciation will change
from white (armed) to green (active).
NOT E : If the approach positions the aircraft slightly above the glideslope,
then manual engagement of the glideslope mode can be instantly achieved
by pressing the ALT button on the autopilot computer.
CAUT ION: Manual engagement of the glideslope mode when the

aircraft is positioned above the GS centerline will cause a more aggressive
intercept toward the glideslope. Do not manually engage the glideslope
mode if the glideslope needle deflection is greater than 10% above center.
8. The GS annunciation will flash whenever the needle deflection exceeds

50% or the glideslope signal is lost. If the glideslope signal is lost, the
FAIL annunciation will also be shown.
9. At the decision height or 300 feet AGL (whichever occurs first), disengage
the autopilot to land or execute a missed approach.

Section 9
S-Tec Autopilot
YAW DAMPER OPERATION

1. Trim the aircraft for the current phase of flight using the rudder trim switch
located on the control pedestal.
2. Place the yaw damper master switch in the ON or AUTO position. The
AUTO position will engage the yaw damper only if the autopilot is also
engaged.
3. Center the slip skid indication on the G1000 using the Trim Knob on the
yaw damper switch panel.
4. Disengage the yaw damper prior to approach and landing. To disengage
the yaw damper, place the yaw damper master switch in the OFF position.
NOT E: It is recommended that the yaw damper be turned off and the
airplane re-trimmed using the rudder trim switch on the control pedestal
after transitioning to a different phase of flight (climb, cruise, and descent),
and then reengaging the yaw damper. This will help unload the yaw
servo and also prevent an out-of-trim condition when the yaw damper is
disengaged.
NOT E : The yaw damper trim knob is sensitive and only requires small
movements to center the displaced slip/skid indication. The trim feature
is designed to “zero out” the accelerometer. For best results from the yaw
damper, it is recommended to trim the airplane with the yaw damper turned
off using the rudder trim switch on the control pedestal, and then engage
the yaw damper and zero out the yaw damper accelerometer using the yaw
damper trim knob (center the slip/skid indication).
FLIGHT DIRECTOR OPERATION

Engaging FD Only
1. Engage Flight Director only by selecting FD on the three-way autopilot
master switch.
2. S-TEC AUTOPILOT : Select a roll mode (HDG, NAV, NAV APR, REV, REV
APR, NAV GPSS)
3. S-TEC AUTOPILOT : Engage a pitch mode (ALT, VS)
NOT E : The Flight Director Command Bars will not appear unless a roll
mode (HDG, NAV, NAV APR, REV, REV APR, NAV GPSS) AND a pitch
mode (ALT, VS) are selected.
Engaging AP/FD from the FD Switch Position

1. Autopilot three-way switch: Toggle switch to FD/AP
2. Operate Autopilot

Section 9
Engaging FD Only from the FD/AP Switch Position

1. S-TEC AUTOPILOT: Select a roll mode (HDG, NAV, NAV APR, REV, REV
APR, NAV GPSS)
2. S-TEC AUTOPILOT: Engage a pitch mode (ALT, VS)
3. Autopilot Three-Way Master Switch: Toggle switch to FD (audible alert will
sound)
WARNIN G: When disengaging the autopilot, the pilot must be prepared

to assume aircraft control. Out-of-trim forces could be present that will
require immediate pilot action.
4. Pilot the aircraft according to the Flight Director Steering Command Bars
(as desired).
DISENGAGING THE AUTOPILOT

1. Disconnect the autopilot using either:
• Autopilot Disconnect Switch
• OFF position on the three-way autopilot switch
WARNING: When disengaging the autopilot, the pilot must be prepared

to assume aircraft control. Out-of-trim forces could be present that will
require immediate pilot action.
2. Manually pilot the aircraft.
9.1-5 PERFORMANCE
No change.
9.1-6 WEIGHT AND BALANCE

No change.
9.1-7 AIRPLANE & SYSTEMS DESCRIPTIONS

AUTOPILOT
The airplane is equipped with an S-Tec System 55 X two-axis Automatic
Flight Control System (Autopilot). The autopilot programmer/computer is
installed in the instrument panel just below the Multi Function Display.
9 .1- 2 0 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9
S-Tec Autopilot
The autopilot roll axis uses an inclined gyro in a turn coordinator which
is installed behind the instrument panel and is not visible for use in flight.
The autopilot uses this turn coordinator as the primary turn and roll rate
sensor. In addition to the turn coordinator instrument, the roll axis computer
computes steering commands for turns, navigation intercepts, and tracking.
Roll axis steering is accomplished by autopilot steering commands to the roll
servo which is installed in the left wing.
The pitch computer receives altitude data from the altitude encoder pressure
transducer which is plumbed into the static system, acceleration information
from an accelerometer, and glideslope information from the HSI and both
NAV radios. Pitch axis command for altitude hold, vertical speed hold, and
glideslope tracking is accomplished by pitch computer commands to the
autopilot pitch servo which is installed in the aft fuselage.
The pitch servo contains a switch to engage the pitch trim servo (auto-trim)
whenever the forces at the pitch servo exceed a set value. The auto-trim
function will not work if the trim disconnect switch (located just forward of the
control yoke) is in the disconnect position. The TRIM annunciation flashing
without any movement of the elevator trim wheel would be an indication of
this.
Altitude preselect is provided through the G1000. An altitude may be
selected using the G1000 Altitude Knobs, the selected altitude is shown
in the window and the altitude bug will be positioned along the altitude
tape. The autopilot will automatically level the airplane off at the selected
altitude when both the VS mode is engaged and the ALT mode is armed.
To accomplish this, simultaneously press the ALT and VS buttons on the
autopilot computer. On the G1000, active modes are annunciated in green
and armed modes are annunciated in white. Therefore, the annunciations
will be shown as ALT and VS on the G1000.
All autopilot mode selection is accomplished using the mode select
buttons and VS/modifier knob on the autopilot computer. Annunciations
for the autopilot system are displayed on both the G1000 and the autopilot
computer. Refer to “Figure S1-3” and “Figure S1-4” for illustrations of the
G1000 annunciations and the autopilot computer annunciations.
FLIGHT DIRECTOR
The flight director is a navigational aid that is overlaid on the Attitude
Indicator. This overlay will provide the pilot with visual cues of the suggested
aircraft attitude based on the autopilot mode the pilot has selected (i.e.
heading, altitude, Glideslope). Refer to “Figure S1-6” for detailed mode
information.
Figure 9.1-5 – Flight Director Bars (Magenta)

Section 9
FD (Flight Director) FD/AP (Flight Director / Autopilot)

If the Autopilot is engaged and When the Autopilot Master Switch is set to the
Autopilot Master Switch is set to FD/AP position and a roll mode (HDG, NAV,
the FD position, an audible alert NAV APR, REV, REV APR, NAV GPSS) AND
will sound, the roll servo and pitch pitch mode (ALT, VS) are selected (as shown
servo will disengage, and the FD in “Figure S1-6”), the autopilot will steer
annunciation will appear on the the aircraft toward the Steering Command
Remote Annunciator (as shown in Bars, until the ARS is tucked into them. The
“Multiple Modes” of “Figure S1-9”) FD bars provides a visual indication of how
to acknowledge that the FD mode accurately the autopilot is tracking its own roll
is engaged. The pilot must steer and pitch commands.
the aircraft toward the Steering
Command Bars, until the ARS is
tucked into them. The FD provides FD/AP
a visual indication of how accurately
the pilot is tracking the autopilot’s roll
and pitch commands. A typical view FD
of the FD with the FD mode engaged
is shown in “Figure S1-7.”
OFF
Figure 9.1-6 – AP Master Switch,

FD/AP Mode Engaged
Autopilot
Autopilot HDG ALT
Computer
Annunciation
Block
FD Bars
Displayed
Figure 9.1-7 – G1000 PFD With FD Bars Present

Section 9
S-Tec Autopilot
AUTOPILOT ON - G1000 ANNUNCIATIONS

The autopilot mode of operation is determined by referencing the entire
annunciation block. When the autopilot master switch is in the AP/FD
position, the mode of operation is shown in the annunciation block as follows:
FD/AP
RDY FD/AP
No Modes Selected
AP HDG ALT FD
FD
One Mode (Heading) Selected
AP HDG ALT
Multiple Modes (Heading and Altitude) Selected OFF
OFF
Figure 9.1-8 – AP Master Switch, FD/AP Mode Engaged
FLIGHT DIRECTOR ONLY - G1000 ANNUNCIATIONS

When the autopilot master switch is placed in the FD position, the autopilot
servos are disengaged and the pilot must now manually steer the aircraft
to match the flight director command bars as signaled by FD being shown
on the annunciation block and an aural autopilot disconnect tone. The
annunciation block for this condition is as follows:
RDY FD/AP
No Modes Selected
HDG ALT
FD
One Mode (Heading) Selected
FD HDG ALT
Multiple Modes (Heading and Altitude) Selected, OFF
Flight Director Command Bars Displayed
Figure 9.1-9 – AP Master Switch, FD Mode Engaged
NO TE : The Flight Director Command Bars and the FD Annunciation will

not appear unless a roll mode (HDG, NAV, NAV APR, REV, REV APR, NAV
GPSS) AND a pitch mode (ALT, VS) are selected.
FD/AP OFF - G1000 ANNUNCIATIONS

When the AP/FD master switch is in the OFF position, the annunciation block
is shown as follows: FD/AP
OFF
FD FD
Flight Director and Autopilot OFF
OFF
FD/AP
Figure 9.1-10 – AP Master Switch, All Modes OFF
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 .1- 2 3

Section 9
RDY (Ready)
Illuminates when the autopilot is ready for engagement. When the airplanes
Master Switch, Avionics Bus Switch and the Autopilot Master Switch are
turned on and the rate gyro RPM is correct, the RDY annunciation will be
shown indicating the autopilot is ready for the functional check and operation.
The autopilot cannot be engaged unless the RDY annunciation is shown and
the G1000 initial AHRS alignment is complete.
HDG (Heading) Mode

When HDG is selected, the autopilot will engage the HDG mode, fly the
airplane to, and hold the heading set on the HSI. For the smoothest
transition to HDG mode, it is recommended that the airplane be aligned to
within 10° of the selected heading before engaging HDG. The HDG mode
is also used in combination with the NAV mode to set up a pilot selected
intercept angle to a course.
GPSS (GPS Steering) Mode

When navigating using GPS, pressing NAV twice will cause the autopilot
to enter GPSS for smoother tracking and transitions between waypoints.
When GPSS is selected, the autopilot computer receives ground speed
and bank angle signals that are calculated and converted to a commanded
turn rate. The turn rate is then scaled and converted to a DC heading error
signal that is compatible with the autopilot. The end result is an autopilot that
can be directly coupled to the roll steering commands produced by the GPS
Navigation signal.
REV (Reverse Course) Mode

When REV is selected, the autopilot will automatically execute high
sensitivity gain for an approach where tracking the front course outbound
or tracking the back course inbound is required. The APR and REV
annunciations will be shown on the G1000 and the autopilot computer when
REV is selected.
APR (Approach) Mode

When APR is selected, the autopilot provides increased sensitivity for
approaches.

Section 9
S-Tec Autopilot
GS (Glideslope) Mode
The autopilot glideslope function will capture and track an ILS glideslope.
The following conditions must be met for at least 1 second to automatically
arm the GS mode:
1. The appropriate NAV receiver must be tuned to the appropriate ILS
frequency.
2. The ILS signal must be valid – no NAV or GS failure annunciations shown
on the PFD.
3. The CDI must be set to LOC 1 or LOC 2 as appropriate.
4. The autopilot must be in NAV/APR/ALT modes.
5. The aircraft must be within 50% CDI needle deflection of the Localizer
centerline.
6. The aircraft must be more than 10% below center on the glideslope
indicator.
If it is necessary to disable the glideslope mode after it has been

automatically armed, press the APR mode button on the autopilot computer.
The GS annunciation will flash to acknowledge this. To then re-arm the
glideslope mode, press the APR mode button on the autopilot computer
again. The GS annunciation will immediately extinguish, and then reappear
after one second if all of the above conditions (1-5) are still met.
With the glideslope mode armed, once the aircraft arrives at 5% below center
on the glideslope indicator, the ALT annunciation will disappear to indicate
engagement of the glideslope mode.
To manually engage the GS mode the following conditions must be met:
1. The appropriate NAV receiver must be tuned to the appropriate ILS
frequency.
2. The ILS signal must be valid – no NAV or GS failure annunciations shown
on the PFD.
3. The CDI must be set to LOC 1 or LOC 2 as appropriate.
4. The autopilot must be in NAV/APR/ALT modes.
5. Ensure the aircraft is not greater than 10% above the glideslope
centerline.
6. Press the ALT button on the autopilot computer.
CAU TION: Manual engagement of the glideslope mode when the

aircraft is positioned above the GS centerline will cause a more aggressive
intercept toward the glideslope. Do not manually engage the glideslope
mode if the glideslope needle deflection is greater than 10% above center.
The GS annunciation will flash whenever the glideslope indicator needle

deflection exceeds 50%, or a glideslope failure occurs. Whenever a
glideslope failure occurs the FAIL annunciation will also be displayed.

Section 9
ALT (Altitude Hold) Mode

When ALT is selected, the autopilot will hold the altitude at the time the
mode was selected. Altitude hold will not engage if an autopilot roll mode
is not engaged. Altitude correction for enroute barometric changes may be
made by rotating the VS/Modifier knob on the autopilot computer. Clockwise
rotation will increase and counterclockwise rotation will decrease altitude
approximately 20 feet for each “click”. The maximum adjustment is ±360
feet. Adjustment greater than 360 feet can be made by selecting the VS
mode and flying the airplane to the new altitude and then reengaging ALT
mode.
The G1000 altitude bug may be used to preselect an altitude for the autopilot
to level off at. The altitude can be above or below the current altitude and
the vertical speed selected through the autopilot should be appropriate for
the desired altitude change. Once the altitude is selected using the altitude
knobs on the G1000, the altitude and vertical speed can be coupled by the
autopilot by simultaneously pressing the ALT and VS buttons on the autopilot
computer. ALT and VS will be displayed on the G1000 and the autopilot
computer. The ALT annunciation is shown as white on the G1000 because
it is armed, but not active. The VS annunciation is shown as green on
the G1000 because it is active. When the autopilot captures the selected
altitude and levels off, VS disappears and ALT will be shown as green
because it is now the active mode.
NOTE : If an altitude is selected that requires an opposite vertical

speed from that which is selected, the VS annunciation will flash but the
airplane will follow the selected vertical speed and will not level off since
the selected vertical speed is taking the airplane away from the selected
altitude.
As the airplane nears the selected altitude, the system automatically reduces
vertical speed command in 100 FPM increments to provide a smooth and
slow transition to the selected altitude.
VS (Vertical Speed) Mode

When VS is selected, the autopilot will synchronize to and hold the vertical
speed at the time the mode was selected. Vertical Speed mode will not
engage if an autopilot roll mode is not engaged. The vertical speed selection
is displayed in 100 foot increments at the far right of the autopilot computer
display next to the VS annunciation. A plus (+) value indicates a climb and
a negative (-) value indicates a descent. The selected vertical speed can
be adjusted by rotating the VS/Modifier knob on the autopilot computer.
Clockwise rotation increases and counterclockwise rotation decreases the
rate of climb or descent 100 FPM for each “click”. The maximum selectable
vertical speed is ±3000 FPM.

Section 9
S-Tec Autopilot
YAW DAMPER
The yaw damper serves to dampen excessive adverse yaw by sensing
lateral acceleration at the tail and applying rudder inputs through the yaw
servo. Prior to turning the yaw damper on, ensure the aircraft is trimmed in
the yaw axis (slip/skid indication centered) using the rudder trim switch on
the control pedestal.
The yaw damper will operate anytime the yaw damper master switch is place
in the ON position and is not dependent on the autopilot being engaged in
this mode. If the switch is placed in the AUTO position, the yaw damper will
only operate when the autopilot is engaged (any mode except RDY). When
the yaw damper is operating, the YD annunciation will be present in the
annunciation block of the G1000 system.
The yaw damper trim knob is used to center the slip/skid indication when
the yaw servo is engaged. Rotate the trim knob clockwise to center the slip/
skid indication if the indicator is displaced to the right. Rotate the trim knob
counterclockwise to center the slip/skid indication if the indicator is displaced
to the left.
NOT E: The yaw damper trim knob is sensitive and only requires small
movements to center the displaced slip/skid indication. The trim feature
is designed to “zero out” the accelerometer. For best results from the yaw
damper, it is recommended to trim the airplane with the yaw damper turned
off using the rudder trim switch on the control pedestal, and then engage
the yaw damper and zero out the yaw damper accelerometer using the yaw
damper trim knob (center the slip/skid indication).
NO TE : It is recommended that the yaw damper be turned off and the

airplane re-trimmed using the rudder trim switch on the control pedestal
after transitioning to a different phase of flight (climb, cruise, and descent),
and then reengaging the yaw damper. This will help unload the yaw
servo and also prevent an out-of-trim condition when the yaw damper is
disengaged.
Figure 9.1-11 – Yaw Damper Master Switch Figure 9.1-12 – Yaw Damper Trim Knob

Section 9
9.1-8 HANDLING, SERVICE & MAINTENANCE

No change.

Section 9
100 SERIES PI TC H - L ATC H PRO PE L L E R
HARTZELL PITCH–LATCH EQUIPPED PROPELLER

Pitch-Latch Prop
INTRODUCTION
When the optional HC-E4N-3PY / D9511FSB pitch-latch equipped propeller
is installed in the KODIAK 100, this Supplement is applicable and must be
inserted in the Supplement section (Section 9) of the KODIAK 100 Pilot’s
Operating Handbook and FAA Approved Airplane Flight Manual. This
basic KODIAK 100 POH/AFM.
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 . 2 -1

Section 9
Pitch-Latch Prop PI TC H - L ATC H PRO PE L L E R 100 SERIES
9 . 2- 2 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9
Hartzell Pitch–Latch Equipped Propeller

Table of Contents
Pitch-Latch Prop
CONTENTS PAGE
GENERAL...........................................................................................................9.2-7
DESCRIPTIVE DATA.......................................................................................9.2-7
LIMITATIONS......................................................................................................9.2-7
POWERPLANT LIMITATIONS.........................................................................9.2-7
PROPELLER SYSTEM OPERATING LIMITATIONS...................................... 9.2-7
ENGINE CONTROL OPERATING LIMITATION............................................. 9.2-7
POWERPLANT INSTRUMENT MARKINGS..................................................9.2-8
EMERGENCY PROCEDURES...........................................................................9.2-8
NORMAL PROCEDURES..................................................................................9.2-8
CHECKLIST PROCEDURES..........................................................................9.2-8
BEFORE STARTING.......................................................................................9.2-8
STARTING.......................................................................................................9.2-8
ENGINE SHUTDOWN.....................................................................................9.2-9
PERFORMANCE................................................................................................9.2-9
WEIGHT AND BALANCE..................................................................................9.2-9
PROPELLER.................................................................................................. 9.2-10
HANDLING, SERVICE & MAINTENANCE...................................................... 9.2-10
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 . 2- 3

Section 9
Pitch-Latch Prop PI TC H - L ATC H PRO PE L L E R 100 SERIES

Section 9
9.2-1 GENERAL
DESCRIPTIVE DATA
Number of Propellers.................................................................................. 1
Pitch-Latch Prop
Propeller Manufacturer................................................Hartzell Propeller Inc.
Propeller Model Number..................................... HC-E4N-3PY / D9511FSB
Number of Propeller Blades........................................................................ 4
Propeller Diameter....................................................................95-96 inches
Propeller Type: Constant speed, full feathering, reversible, hydraulically

actuated aluminum-bladed propeller.
Blade Angles (measured at the 30 inch radius)

Feathered Blade Angle............................................................... 86.1° ± 0.5°
Low Pitch Blade Angle............................................................... 17.5° ± 0.1°
Maximum Reverse Pitch.............................................................. -10° ± 0.5°
Start Lock Blade Angle................................................................. 1.4° ± 0.2°
9.2-2 LIMITATIONS
POWERPLANT LIMITATIONS
Propeller Diameter
Maximum........................................................................................96 inches
Minimum.........................................................................................95 inches
Blade Angles (measured at the 30 inch radius)

Feathered Blade Angle............................................................... 86.1° ± 0.5°
Low Pitch Blade Angle............................................................... 17.5° ± 0.1°
Maximum Reverse Pitch.............................................................. -10° ± 0.5°
Start Lock Blade Angle................................................................. 1.4° ± 0.2°
PROPELLER SYSTEM OPERATING LIMITATIONS

An overspeed governor test must be performed prior to the first flight of the
day and following engine control system maintenance or adjustments.
propeller may be operated when feathered at or below 450 RPM.
ENGINE CONTROL OPERATING LIMITATION

Flight operation with the engine power lever retarded below idle (beta
mode) is prohibited. Flight operation in beta mode may result in an engine
overspeed condition and consequent loss of engine power or loss of airplane
control. Operating in beta mode quickly produces high amounts of drag
which could result in a rapid loss of altitude or complete loss of control.
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 . 2- 5

Section 9
PI TC H - L ATC H PRO PE L L E R 100 SERIES
POWERPLANT INSTRUMENT MARKINGS

Red Line Green Arc Yellow Arc Red Line
Instrument (Minimum (Normal (Caution (Maximum
Limit) Operating) Range) Limit)
Pitch-Latch Prop
Propeller RPM 1900 to 2200 450 to 1050 2200

––
Indicator RPM RPM RPM
Table 9.2-1 – Powerplant Instrument Markings

No change.

CHECKLIST PROCEDURES
BEFORE STARTING
Note the position of the propeller blades:
1. If Feathered:
Propeller Lever..............................................................................FEATHER
Power Lever.......................................................................................... IDLE
CAUT ION: If the propeller is feathered and the propeller control is in the
forward position when the engine is started, the aircraft may surge forward
uncontrolled as the propeller blades move from feathered to flat pitch (if
the airplane is a floatplane version and on the water).
2. If Flat Pitch:
Propeller Lever............................................................................. MAX RPM
Power Lever.......................DO NOT MOVE from engine shutdown position
STARTING
1. Perform normal starting procedures.
2. If the propeller is in flat pitch before starting, the propeller blades will
be held in the flat pitch position by the start-locks with the power lever
positioned aft of the IDLE position. The power lever must be moved slightly
further aft into REVERSE to unlatch the blades before moving the power
lever forward to IDLE.
CAUT ION: If the power lever is moved forward out of BETA and into the
forward thrust range with the start locks still engaged, damage to the lock
mechanisms may occur.
3. If the propeller is feathered and the propeller lever is in the FEATHER

position, perform normal starting procedures.

Section 9
ENGINE SHUTDOWN
Predetermine the desired position of the propeller blades when the engine
is stopped. The propeller blades may be placed in either flat pitch or the
Pitch-Latch Prop
feathered position.
1. To Shut Down with the Blades Feathered:
Power Lever.......................................................................................... IDLE
Propeller Lever..............................................................................FEATHER
Condition Lever...............................................................................CUTOFF
2. To Shut Down with the Blades in Flat Pitch:
Propeller Lever............................................................................. MAX RPM
Power Lever.......................... AFT of IDLE approximately 1 inch to peak Np
NOT E: Do not move the power lever from this position after the engine
stops.
Fuel Condition Lever.......................................................................CUTOFF
CAU TION: If the propeller fails to engage the start locks (due to
misalignment of the power lever) the blades will slowly move into the
feather position. The propeller control must be moved to the FEATHER
position prior to starting the engine or considerable thrust will be produced
upon engine start as the propeller unfeathers rather than the anticipated
zero thrust.
9.2-5 PERFORMANCE
No change.

The Equipment List and Empty Weight and Balance data must reflect this
propeller installation.
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 . 2-7

Section 9
PI TC H - L ATC H PRO PE L L E R 100 SERIES

PROPELLER
For water operations, it may be undesirable to feather the propeller when
Pitch-Latch Prop
the engine is stopped after landing the aircraft. If the engine is subsequently
started with the propeller in the feathered position, residual thrust
complicates docking and handling of the aircraft.
To prevent feathering the propeller, as during normal engine shutdown, this
propeller incorporates spring-energized latch pins, called auto high pitch stop
units. Two units are installed on the propeller cylinder. When the propeller
RPM is approximately 800 or above, centrifugal force disengages the latch
pins from the piston allowing it to move as needed between the reverse and
feather stops. When the RPM falls below this value, a spring in each auto
high pitch stop unit overcomes the centrifugal force on the latch pin, causing
it to retract into the cylinder and engage the piston, preventing it from moving
in the feather direction. To engage the stop units upon engine shutdown,
the power control must be placed into the reverse thrust position before
stopping the engine. Upon stopping, a large spring in the propeller moves it
toward the feathered position, but as the RPM decays below approximately
800, the retracted latch pins engage the piston, preventing the propeller from
feathering.
Upon starting the engine, the propeller is already in flat pitch. What little
thrust is generated while starting the engine does not present a handling
problem for the aircraft. To disengage the latches before taxi and flight, the
power lever must be placed momentarily in the reverse thrust position while
at low power. This removes the lateral friction force from the latch pins and
prevents them from being damaged by application of power. After adding
sufficient power to advance the RPM above 800, the latch pins move to an
outward position and remain there, allowing full control of the propeller.
Other than the operations utilizing the pitch latch pins, the propeller operates
identically to the standard HC-E4N-3P / D9511FSB propeller. Consult the
basic Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual
for a brief description of the propeller’s functional characteristics.

Refer to Hartzell Manual No. 149 “Propeller Owner’s Manual” for general
maintenance applicable to this propeller.

Section 9
100 SERIES PA R AC H U T E O PE R AT I O N S
PARACHUTE OPERATIONS
INTRODUCTION
When the optional Parachute Operations Kit is installed on the KODIAK
100, this Supplement is applicable and must be inserted in the Supplement
section (Section 9) of the KODIAK 100 Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual. This document must be carried in the
airplane at all times. Information in this supplement adds to, supersedes, or
Parachute Ops
deletes information contained in the basic KODIAK 100 POH/AFM.

Section 9
PA R AC H U T E O PE R AT I O N S 100 SERIES

Parachute Ops
9.3 -2 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9
Parachute Operations
Table of Contents
CONTENTS PAGE
GENERAL...........................................................................................................9.3-7
INTRODUCTION..............................................................................................9.3-7
LIMITATIONS......................................................................................................9.3-8
WITH MANUAL ACTIVATION OF PARACHUTE............................................9.3-8
WITH AUTOMATIC (STATIC LINE) ACTIVATION OF PARACHUTE..............9.3-8
Parachute Ops
ALL TYPES OF JUMP OPERATIONS............................................................9.3-8
WEIGHT AND BALANCE LIMITATIONS.........................................................9.3-9
REQUIRED PLACARDS................................................................................ 9.3-10
EMERGENCY PROCEDURES.........................................................................9.3-13
ENGINE EMERGENCIES.............................................................................. 9.3-13
BRACE FOR IMPACT POSITION................................................................. 9.3-13
ABNORMAL PROCEDURES........................................................................ 9.3-13
NORMAL PROCEDURES................................................................................9.3-14
CHECKLIST PROCEDURES........................................................................ 9.3-14
BEFORE STARTING..................................................................................... 9.3-14
BEFORE TAKEOFF....................................................................................... 9.3-14
APPROACHING DROP ZONE...................................................................... 9.3-14
DESCENT...................................................................................................... 9.3-15
LOADING PARACHUTISTS.......................................................................... 9.3-15
DROPPING PARACHUTISTS....................................................................... 9.3-15
PERFORMANCE..............................................................................................9.3-16
WEIGHT AND BALANCE................................................................................9.3-16
INTRODUCTION............................................................................................ 9.3-17
VERTICAL SLIDING JUMP DOOR............................................................... 9.3-18
WIND DEFLECTOR....................................................................................... 9.3-18
INTERNAL GRAB BAR................................................................................. 9.3-18
EXTERNAL GRAB BAR................................................................................ 9.3-18
JUMP STEP................................................................................................... 9.3-18
PARACHUTIST RESTRAINTS...................................................................... 9.3-19
JUMP LIGHTS AND SWITCHES................................................................... 9.3-19
VIDEO CAMERA AND MONITOR.................................................................9.3-20
PARACHUTE STATIC LINE ATTACHMENT.................................................9.3-20
HANDLING, SERVICE & MAINTENANCE......................................................9.3-20
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9.3 -3

Section 9

Parachute Ops
9.3 - 4 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9
9.3-1 GENERAL
INTRODUCTION
The Parachute Operations Installation is designed to accommodate
parachute jumping operations by manual or automatic deployment. The
installation includes the following items:
• Transparent vertical sliding door made of polycarbonate
• Wind deflector – installed inside the fuselage at the aft edge of the cargo
door
• Internal grab bar
• External grab bar
Parachute Ops
• Step – located aft of the cargo door outside of the fuselage
• Jump signal lights and switches
• Video camera – mounted on the lower aft portion of the left wing
• Video monitor and recorder – located on the left interior sidewall aft of
the cargo door
• Static line attachment – located on the right interior sidewall across from
the cargo door
• Rear view mirror – located just below the magnetic compass
The following figure outlines the four allowable combinations of the above
items:
Item/System
Static Line Attachment
Jump Video System

Jump Signal Lights
External Grab Bar
Internal Grab Bar
Configuration Rear View Mirror

Wind Deflector
Jump Door
Jump Step
A X X X X X X X X X
B X X X X X X X X
C X X X X X X X X
D X X X X X X X
Table 9.3-1 – Allowable Combinations
As shown by the above figure, the jump video system and static line
attachment are not required to be installed for parachute operations.
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9.3 - 5

Section 9
9.3-2 LIMITATIONS
WITH MANUAL ACTIVATION OF PARACHUTE
1. Due to space constraints, the maximum number of jumpers aft of red line
at FS 111 at one time is 5.
2. Due to space constraints, the maximum number of jumpers at fwd part of
jump door (FS 146) at one time is 2.
3. Due to space constraints, the maximum number of jumpers at aft part of
jump door (FS 163) at one time is 2.
4. Only 1 jumper may utilize the external jump step at a time.
Parachute Ops
WITH AUTOMATIC (STATIC LINE) ACTIVATION OF

PARACHUTE
1. For jumper safety, the maximum number of jumpers aft of red line at FS
111 at one time is 3 (2 jumpers and 1 jumpmaster).
2. The static line length must not exceed 135 inches and must allow a
minimum of 2 inches clearance between the open end of the deployment
bag and the leading edge of the horizontal tail.
3. The external grab bar and foot step must not be used during static line
parachuting.
4. Outside and inside handholds must not be used for static line attachment.
ALL TYPES OF JUMP OPERATIONS

1. The maximum number of parachutists to be carried is 15. This number
may be further limited by the weight and cg envelope and the provision of
approved parachutist restraints.
2. The transient cg limit must be observed during all jump operations
regardless of the number of jumpers allowed aft of the red line.
3. All passenger seats must be removed.
4. Parachutist restraints rated at 1500 pounds conforming to TSO-C22f
must be installed and used for each jumper during taxi, takeoff, and
landing (if applicable). These restraints shall include the following
features:
• Restraint length adjustment mechanism
• An anchor compatible with the KODIAK 100 seat tracks
• A quick release mechanism for attachment to the parachute harness
5. Parachutist restraints shall be used in accordance with the guidance
provided in Report DOT/FAA/AM-98/11.
6. Jump door must be closed during takeoff, climb, descent and landing.
7. Parachutes must be worn by the crew during the entire parachute
operation.

Section 9
8. Dropping is only allowed during straight, horizontal, coordinated, and
unaccelerated flight, with the flaps at 20°.
9. Maximum operating airspeed with cargo door removed (jump door open)
is 120 KIAS.
10. Minimum airspeed with the jump door open is 70 KIAS.
11. Maximum indicated airspeed during parachute dropping (green jump
signal light ON) is 80 KIAS.
12. Maximum bank angle while maneuvering with the jump door open (amber
jump signal light ON) is 10 degrees.
13. Intentional stalls are prohibited with the jump door open.
Parachute Ops
14. All loose equipment in the cabin must be secured or stowed.
15. If rapid descents are used that will achieve Vmo airspeed, they shall be
accomplished with the jump door closed and in coordinated flight only.
WEIGHT AND BALANCE LIMITATIONS

Center of Gravity Range
Forward C.G. Limit (5,000 lb or less)....................63.90 inches aft of datum
(14.00% MAC)
Forward C.G. Limit (6,750 lb)................................69.42 inches aft of datum
(Linear variation from 5,000 lb to 6,750 lb) (22.50% MAC)
Aft Limit, up to 6,750 lb.........................................80.78 inches aft of datum
(40.00% MAC)
Aft Transient Limit.................................................84.02 inches aft of datum
(45.00% MAC)
WAR NING: The aft transient limit of 45.00% MAC is ONLY allowed
while the airplane is in the jump condition (75 KIAS, 20° Flaps, Maximum
Bank Angle of 10°, level and coordinated flight). Flight tests have been
accomplished up to this transient CG limit to ensure safe operation of the
aircraft in a limited flight envelope (jump condition only). DO NOT exceed
the aft transient limit of 84.02 inches aft of datum (45.00% MAC) as the
aircraft will become unstable and loss of control may occur.
Mean Aerodynamic Chord (MAC)

Reference Datum.....................................................Forward face of firewall

Section 9
PARACHUTE OPERATIONS CG ENVELOPE
7000
6500
6000
WEIGHT (LB)
5500
5000
4500
4000
Parachute Ops
3500
3000
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46
CG LOCATION % MAC
CG ENVELOPE TRANSIENT LIMIT
Figure 9.3-1 – Parachute Operations Center of Gravity Envelope
REQUIRED PLACARDS
1. Located on interior and exterior of the vertical sliding door:
LIFT DOOR TO OPEN
OPEN
CLOSED
1 SLIDE FINGERS UNDER SEAL
2 AND LIFT DOOR UNTIL OPEN
100-750-2603

Section 9
2. Located centered on the red CG Limit Line:
MANUAL PARACHUTE STATIC LINE PARACHUTE

ACTIVATION ACTIVATION
MAXIMUM (5) JUMPERS MAXIMUM (3) JUMPERS AFT

AFT OF RED LINE OF RED LINE
100-750-2601
3. Located centered on the red CG Limit Line and on the wind deflector:
Parachute Ops
MAXIMUM RATED LOADS:
EXTERNAL STEP 260 LB (118 kg)
EXTERNAL HOLD 613 LB (278 kg)
4. Located on the wind deflector:
NOT A HAND RAIL.

DO NOT GRASP WIND
DEFLECTOR. 100-750-2609
5. Located centered between the aft two windows on the right cabin sidewall
and on the aft cabin bulkhead:
PARACHUTIST RESTRAINTS
REQUIRED DURING TAXI,
TAKEOFF, AND LANDING
(FOR JUMP OPERATIONS ONLY)
100-750-2606

Section 9
6. Located on the interior of the sliding door:
DOOR TO REMAIN CLOSED

DURING TAXI, TAKEOFF,
AND LANDING
(FOR JUMP OPERATIONS ONLY)
100-750-2607
Parachute Ops
7. Located adjacent to the handle of the door closing mechanism (if

equipped):
8. Located on the instrument panel:
9 . 3 -10 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9

ENGINE EMERGENCIES
Engine Failure or Engine Fire During Takeoff Roll
Follow the instructions provided in the main body of this manual and in
addition, if possible, all parachutists shall brace for impact until the aircraft
has come to a complete stop. Evacuate the aircraft through the nearest
available exit. Exit the immediate area around the aircraft in the direction of
the tail.
Engine Failure or Engine Fire Shortly After Takeoff
Parachute Ops
addition, if possible, all parachutists shall bail out if height above ground and
the nature of the emergency allows for a deployment of parachutists. Take
into consideration that during an emergency jump, the last parachutist must
leave the aircraft at a minimum height of 600 feet AGL.
Otherwise, all parachutists shall retain their seat position and brace for
impact to help prevent injuries. Once the aircraft has come to a stop,
evacuate the aircraft through the nearest exit, in the planned order of
jumping. Exit the immediate area around the aircraft in the aft direction.
Engine Failure or Engine Fire During Flight
addition, if possible, all parachutists shall bail out if height above ground and
the nature of the emergency allows for a deployment of parachutists. Take
into consideration that during an emergency jump, the last parachutist must
leave the aircraft at a minimum height of 600 feet AGL.
Any parachutists who have not evacuated the aircraft while it is passing
a height of 600 feet AGL must ensure their restraint is secured and brace
for impact to help prevent injuries. Once the aircraft has come to a stop,
evacuate the aircraft through the nearest exit in the planned order of
jumping. Exit the immediate area around the aircraft in the aft direction.
BRACE FOR IMPACT POSITION

Since the parachutists will be facing aft, the proper brace for impact position
for parachutists is to lean toward the front of the aircraft onto the person or
barrier behind them.
ABNORMAL PROCEDURES
Jump Door Fails to Close After Parachutist Deployment
1. Flaps......................................................................................................0°
2. Airspeed..............................................................................100-120 KIAS
3. Approach...................................................................................NORMAL
4. Landing......................................................................................NORMAL
NOT E: Airspeeds below 100 KIAS with the flaps at 0° may result in
increased cabin buffeting and/or exhaust fumes.

Section 9

CHECKLIST PROCEDURES
BEFORE STARTING
In addition to the normal checklist items:
1. Parachutist Operation brief........................................................COMPLETED
2. Parachutist Emergency Evacuation brief...................................COMPLETED
3. Red Jump Light..........................................................................................ON
4. Jump Door........................................................................................ CLOSED
5. Parachutist Restraints...................................ANCHORED TO TRACKS AND
SECURED TO PARACHUTES
Parachute Ops
6. Tail Stand.......................................................................................REMOVED
BEFORE TAKEOFF
In Addition to the Normal Checklist Items:
1. Pilot’s Parachute..................................................................................CHECK
APPROACHING DROP ZONE

1. Minimum 5 minutes prior to dropping....................................... ATC REPORT
2. After clearance received............................................. AMBER JUMP LIGHT ON
3. 8 nm from Drop Zone...................................................... PROCEED DIRECT
4. Flaps...........................................................................................................20°
5. Power Lever............................................................................ 400-800 FT LB
6. Propeller......................................................................................... 2000 RPM
7. Airspeed.............................................................................................75 KIAS
8. Overhead Drop Zone.................................................. GREEN JUMP LIGHT ON
CAUT ION: Observe altitude and airspeed. No climb allowed. Maintain

75 KIAS.
9. After drop completed................................................................ ATC REPORT

10. Jump Door.......................................................................... VERIFY CLOSED
NOT E : Due to air loads on the jump door while in flight, the door may
not close completely at airspeeds greater than 80 KIAS. If an inadvertent
attempt is made to close the door at an airspeed greater than 80 KIAS and
the door does not close completely, reduce airspeed to 70-80 KIAS to allow
the door to close on its own.

Section 9
DESCENT
Recommended Rapid Descent procedure:
1. Jump Door........................................................................................ CLOSED
2. Flaps.............................................................................................................0°
3. Power Lever............................................................................................ IDLE
5. Airspeed....................................AT PILOT’S DISCRETION (Up to 182 KIAS)
(Coordinated Flight Only)
WARN IN G: If parachutists remain in cabin during descent, make sure
their Automatic Activation Device (AAD) is disabled. Also, limit the rate of
Parachute Ops
descent to a maximum of 2000 ft/min.
LOADING PARACHUTISTS
1. Position the aircraft on level ground and set the parking brake to prevent
inadvertent rolling.
2. Install the tail stand and load the parachutists through the cargo door one at
a time and ensure each jumper reaches their correct position before loading
the next parachutist.
3. The jumpmaster removes the tail stand and enters the aircraft last.
4. After the loading procedure is complete, the jumpmaster shall ensure the
jumpers are in the correct seating position and the safety restraints are
secured properly.
5. The jumpmaster then closes the jump door.
DROPPING PARACHUTISTS
1. Prior to illumination of the amber jump signal light, the pilot reduces the
airspeed to 75 KIAS and positions the flaps to 20°.
2. Once the amber jump signal light is illuminated, the jumpmaster removes
his or her restraint and opens the jump door.
3. Upon reaching the drop zone, the pilot illuminates the green jump signal
and the jumpers, commanded by the jumpmaster, take their jump position.
The final dropping point is determined by the jumpmaster.
4. During the drop process, the pilot maintains unaccelerated, coordinated,
straight and level flight.

Section 9
9.3-5 PERFORMANCE
There is no change in the aircraft’s takeoff, climb, cruise, or landing
performance with the parachutist operations installation installed and the
jump door closed.

The actual weight and balance of the aircraft must be calculated for all
flights, including the takeoff, intended jump positions and landing. The arms
of the jumpers in jump position are as follows:
Parachutist in forward part of door............................................146 Inches
Parachute Ops
Parachutist in aft part of door....................................................163 Inches

Parachutist on jump step...........................................................190 Inches
An aft transient CG limit of 45% MAC is permitted for the jump condition only
(75 KIAS, 20° Flaps, Maximum Bank Angle of 10°, level and coordinated
flight).
WARNIN G: The aft transient limit of 45.00% MAC is ONLY allowed

while the airplane is in the jump condition (75 KIAS, 20° Flaps, Maximum
aircraft in a limited flight envelope (jump condition only). DO NOT exceed
the aft transient limit of 84.02 inches aft of datum (45.00% MAC) as the
aircraft will become unstable and loss of control may occur.

Section 9
Figure 9.3-3 – Parachute Operations Fuselage Stations
Parachute Ops
INTRODUCTION
The Parachute Operations Installation is designed to accommodate
parachute jumping operations by manual or automatic deployment. The
installation includes the following items:
• Transparent vertical sliding door made of polycarbonate
• Wind deflector – installed inside the fuselage at the aft edge of the cargo
door
• External grab bar
• Step – located aft of the cargo door outside of the fuselage
• Jump signal lights and switches
• Video camera – mounted on the lower aft portion of the left wing
• Video monitor and recorder – located on the left interior sidewall aft of
the cargo door
• Static line attachment – located on the right interior sidewall across from
the cargo door
The cargo door and the passenger seats are removed for parachute
operations. To return the aircraft to a configuration where a pilot and nine
passengers may be carried in the aircraft, the cargo door and passenger
seats must be installed, the jump door secured in the open position, and the
following Parachute Operations items must be removed:
• Wind deflector
• Static line attachment cable

Section 9
VERTICAL SLIDING JUMP DOOR

The original cargo door is replaced by a vertical sliding door made from
transparent polycarbonate panels and aluminum hinges which are guided
in UHMW (plastic) rails. The door is opened by the jumpmaster and is
closed in flight by the pilot by pulling an overhead handle located at the flight
compartment overhead panel. The door remains in the closed position by
the weight of the door alone. The door must remain closed for all phases of
flight except for when the parachutists are preparing to jump or while jumping
(amber or green jump lights illuminated).
WIND DEFLECTOR
Parachute Ops
A wind deflector is installed just aft of the jump door to minimize airflow
buffeting within the cabin with the jump door open.
INTERNAL GRAB BAR

An internal grab bar is installed just inside of the jump door on the upper left
side of the fuselage. The grab bar is provided as a stabilizing hand hold for
parachutists.
EXTERNAL GRAB BAR

An external grab bar is installed outside of the jump door on the upper left
side of the fuselage. The external grab bar is provided as a stabilizing hand
hold for parachutists.
JUMP STEP
An external jump step is installed on the left side of the fuselage just aft of
the jump door.

Section 9
PARACHUTIST RESTRAINTS
Parachutist restraints are required for securing parachutists, during taxi,
takeoff, and landing (if necessary) and shall conform to TSO C22f. The
restraints are anchored to the seat rails and then looped around the
parachute horizontal back straps. The restraints shall be utilized as outlined
in FAA report number DOT/FAA/AM-98/11. An example of an acceptable
parachutist restraint is shown in the figure below.
Parachute Ops
Figure 9.3-4 – Parachutist Restraint
JUMP LIGHTS AND SWITCHES

A light panel with red, amber and green lights is installed in the rear of the
aircraft on the aft bulkhead to facilitate communications from the pilot to the
jumpmaster and parachutists. The lights are controlled by a three position
switch located on the upper left portion of the instrument panel. The signals
from the pilot to the jumpmaster are as follows:
Red Light....................................................................................... NO JUMP
(Parachutists Remain Seated with Jump Door Closed)
Amber Light..................................................................PREPARE TO JUMP
(Open Door)
Green Light......................................................................................... JUMP
(Overhead Drop Zone)
NOT E: The pilot/jumpmaster signal lights do not absolve the jumpmaster

and/or pilot of the responsibility to ensure the area is clear below the
aircraft.

Section 9
An additional jump light panel with green, white and red lights is installed on
the upper left portion of the instrument panel to facilitate communications
from the jumpmaster to the pilot. The lights are controlled by like colored
buttons located on the aft portion of the cargo door post. The signals from
the jumpmaster to the pilot are as follows:
Green Light............................................................................ Turn Right 10°
White Light.............................................. Hold Heading, Speed and Altitude
Red Light.................................................................................. Turn Left 10°
VIDEO CAMERA AND MONITOR

Parachute Ops
For debriefing purposes, an external camera is mounted on the underside of

the left wing to provide video of the jump door and the parachutists exiting
the airplane.
Also located on the aft portion of the jump door post is a video monitor/
recorder. The monitor displays and records video from the externally
mounted camera. Both the video camera and monitor are protected by a
circuit breaker on the circuit breaker panel labeled VIDEO.
To operate the video camera and monitor:
• Verify the video monitor electrical connections are connected (power to
USB connector on monitor and video input to the AV IN connector on
the monitor).
• Insert a memory card by opening the LCD monitor, slide open the SD
card cover and gently push the card into the SD slot until the card
reaches the bottom of the slot.
• Turn on aircraft power.
• Turn on the video monitor by opening the LCD monitor and pressing
and holding the power button for 1 second.
• Press the record button to start recording.
• Press the record button again to stop recording.
• Turn the monitor off by pressing the power button.
Refer to the camcorder “User’s Manual” for information on playing back
recordings.
PARACHUTE STATIC LINE ATTACHMENT

The parachute static line attachment is a horizontal fixture mounted to the
upper cabin structure on the right side of the cabin. The static lines are
hooked to a horizontal cable on the fixture and slide aft along the cable. The
static lines will trail across the floor to the door opening and then along the
side of the airplane as parachutists exit the cabin.

No change.

Section 9
100 SERIES T KS I C E PROT EC T I O N
TKS ICE PROTECTION SYSTEM

KODIAK POH/AFM Supplement AM901.004
INTRODUCTION
When the TKS Ice Protection System is installed on the KODIAK 100, this
Supplement is applicable and must be inserted in the Supplement section
(Section 9) of the KODIAK 100 Pilot’s Operating Handbook and FAA
TKS Ice Protection

Section 9
T KS I C E PROT EC T I O N 100 SERIES

TKS Ice Protection

Section 9
TKS ICE PROTECTION SYSTEM

Table of Contents
CONTENTS PAGE
GENERAL...........................................................................................................9.4-7
LIMITATIONS......................................................................................................9.4-7
OUTSIDE AIR TEMPERATURE LIMITS.........................................................9.4-7
ENVIRONMENTAL CONDITIONS..................................................................9.4-7
AIRSPEED LIMITATIONS................................................................................9.4-8
FLAP LIMITATIONS.........................................................................................9.4-8
WEIGHT LIMITS..............................................................................................9.4-8
REQUIRED EQUIPMENT................................................................................9.4-9
APPROVED ICE PROTECTION FLUIDS........................................................9.4-9
MINIMUM DISPATCH FLUID LEVEL..............................................................9.4-9
ICE PROTECTION FLUID LIMITS...................................................................9.4-9
TKS Ice Protection

MAXIMUM AVAILABLE SYSTEM OPERATING TIME................................. 9.4-10
VISUAL/TACTILE CHECK............................................................................. 9.4-10
WINDSHIELD PUMP..................................................................................... 9.4-10
INERTIAL SEPARATOR................................................................................ 9.4-10
AUTOPILOT................................................................................................... 9.4-10
MAXIMUM OPERATING ALTITUDE............................................................. 9.4-11
REQUIRED PLACARDS................................................................................ 9.4-11
FAILURE OF ICE PROTECTION SYSTEM................................................... 9.4-13
TKS ICE PROTECTION SYSTEM LOW PRESSURE................................... 9.4-13
TKS FLUID HIGH PRESSURE OR LOW QUANTITY................................... 9.4-13
TKS ICE PROTECTION SYSTEM LOW FLOW RATE.................................. 9.4-13
TKS ICE PROTECTION SYSTEM HIGH FLOW RATE................................. 9.4-14
INADVERTENT ICING ENCOUNTER AT ALTITUDES ABOVE 20,000 FT.9.4-14
INERTIAL SEPARATOR MALFUNCTION..................................................... 9.4-14
PROPELLER ANTI-ICE SYSTEM MALFUNCTION...................................... 9.4-14
WINDSHIELD ANTI-ICE SYSTEM MALFUNCTION..................................... 9.4-15
PITOT STATIC HEAT FAILURE..................................................................... 9.4-15
STALL WARNING HEAT FAILURE............................................................... 9.4-15
HIGH OR LOW ICING SPEED...................................................................... 9.4-15
AIRSPEEDS FOR NORMAL OPERATIONS................................................. 9.4-16
PREFLIGHT INSPECTION............................................................................ 9.4-17
CABIN............................................................................................................ 9.4-17
EXTERNAL INSPECTION............................................................................. 9.4-18
BEFORE TAKEOFF....................................................................................... 9.4-18
ANTICIPATED ICING CONDITIONS IMMEDIATELY AFTER TAKEOFF..... 9.4-18
ICE FORMATION DETERMINATION............................................................ 9.4-19
IN-FLIGHT..................................................................................................... 9.4-19

Section 9
IF ICING CONDITIONS EXIST...................................................................... 9.4-19

INADVERTENT ICING ENCOUNTER........................................................... 9.4-19
WHILE IN ICING CONDITIONS....................................................................9.4-20
AFTER EXITING ICING CONDITIONS.........................................................9.4-20
AUTOPILOT...................................................................................................9.4-20
APPROACH AND LANDING.........................................................................9.4-21
APPROACH AND LANDING.........................................................................9.4-21
BALKED LANDING........................................................................................9.4-21
PERFORMANCE..............................................................................................9.4-22
STALL SPEEDS WITH ICE ACCUMULATION..............................................9.4-22
ENROUTE CLIMB GRADIENT W/ ICE ACCUMULATION...........................9.4-23
ENROUTE RATE OF CLIMB WITH ICE ACCUMULATION..........................9.4-24
LANDING DISTANCE....................................................................................9.4-25
WEIGHT AND MOMENT TABLES................................................................9.4-25
WEIGHING PROCEDURES..........................................................................9.4-26
CARGO COMPARTMENT RESERVOIR CONFIGURATION.......................9.4-26
AIRPLANE & SYSTEMS DESCRIPTIONS......................................................9.4-26
TKS Ice Protection
SYSTEM OPERATION..................................................................................9.4-26
POROUS PANELS.........................................................................................9.4-28
PROPELLER PROTECTION.........................................................................9.4-28
WINDSHIELD SPRAYERS AND PUMP........................................................9.4-28
RESERVOIR..................................................................................................9.4-28
FLUID QUANTITY INDICATION....................................................................9.4-29
MODES OF OPERATION..............................................................................9.4-29
ICE INSPECTION LIGHTS............................................................................9.4-29
HEATED STALL WARNING SYSTEM...........................................................9.4-30
LOW / HIGH AIRSPEED CAUTION SYSTEM...............................................9.4-30
SWITCH FUNCTION.....................................................................................9.4-31
SYSTEM ANNUNCIATIONS..........................................................................9.4-33
HANDLING, SERVICE & MAINTENANCE..................................................... 9.4-34
STORAGE......................................................................................................9.4-34
SERVICING...................................................................................................9.4-34

Section 9
9.4-1 GENERAL
The optional TKS Ice Protection System, which allows flight into known
icing, is defined by 14 CFR Part 25, Appendix C, Envelopes for Continuous
Maximum and Intermittent Maximum Icing. In icing conditions, the airplane
must be operated as described in the “Normal Procedures” section of
this supplement. Where specific operational speeds and performance
information have been established for such conditions, this information must
be used.
9.4-2 LIMITATIONS
OUTSIDE AIR TEMPERATURE LIMIT
Minimum outside air temperature limit for TKS fluid.............................. -40°C
Do not activate the TKS system at temperatures less than -40°C.
ENVIRONMENTAL CONDITIONS
At the first sign of Ice Protection System malfunction, the aircraft must
TKS Ice Protection

immediately exit icing conditions.
In-flight icing conditions are defined as:
• Visually detected ice or the presence of visible moisture in any form at
an outside air temperature of 41°F (5°C) or less.
• Visible rain at temperatures below 41°F (5°C) OAT.
• Droplets that splash or splatter on impact at temperatures below 41°F
(5°C) OAT.
• Accumulation of ice on the upper or lower surface of the wing, aft of the
protected area.
Known icing conditions are defined by 14 CFR Part 25, Appendix C
(for IAC AR certified airplanes, IAC AR Aviation Regulations Part 25,
Appendix C). These conditions do not include, nor were tests conducted
in, all icing conditions that may be encountered (e.g., freezing rain, freezing
drizzle, mixed conditions, or conditions defined as severe).
Pilots who encounter icing conditions which are outside the FAR defined
conditions must divert the flight promptly. Inadvertent operation in these
conditions may be detected by unusually extensive ice accumulating on the
airframe in areas not normally observed to collect ice.
If the airplane encounters conditions that are determined to contain freezing
rain or freezing drizzle, immediately exit the conditions by changing altitude,
turning back or, if clear air is known to be immediately ahead, continuing on
course.
NOT E: The National Weather Service’s Automated Surface Observing

Systems (ASOS) program does not provide reports of freezing drizzle.
It is the pilot’s responsibility to evaluate and understand weather along
the intended route and identify any potential weather hazards through
evaluation of current observations, Pilot Reports, Area Forecasts,
AIRMETS, SIGMETS, NOTAMS, etc.

Section 9
Ground icing conditions are defined as:

• An outside air temperature of 41°F (5°C) or less with visible moisture
present (i.e. rain, drizzle, sleet, snow, fog, etc.).
• When operating on ramps, taxiways, or runways where surface snow,
ice, standing water, or slush may be ingested by the engine or freeze
on the engine, nacelle or engine sensor probes, or may adhere to the
aerodynamic surfaces.
• When conditions are conducive to active frost formation, e.g. a clear
night with a dew point temperature/outside air temperature difference of
5° F (3° C) or less.
AIRSPEED LIMITATIONS
The minimum airspeeds for operations in icing conditions with a fully
functional TKS Ice Protection System operating are:
Flaps 0°.......................................................................................... 110 KIAS
Flaps 10-20°.....................................................................................85 KIAS
Minimum holding speed:
TKS Ice Protection
Flaps 0°..........................................................................................120 KIAS
WARNIN G: Holding in icing conditions for longer than 45 minutes

may reduce margins and could result in inadequate handling and control
characteristics.
The maximum airspeed for operations in icing conditions with a fully
functional TKS Ice Protection System operating is:
Flaps 0°................................... 168 KIAS or 190 KTAS, whichever is slower
FLAP LIMITATIONS
The flap settings for operations in icing conditions with a fully functional TKS
Ice Protection System operating are:
Climb................................................................................................Flaps 0°
Cruise...............................................................................................Flaps 0°
Landing.......................................................................Flaps 20° (Maximum)
Do not extend the flaps beyond 20° for landing with ice suspected on the
airframe or when operating in icing conditions.
WEIGHT LIMITS
There are no additional limitations on the maximum allowable takeoff weight
into known or forecast icing conditions for aircraft equipped with the TKS
Ice Protection System. The maximum allowable operating weights for the
aircraft are:
Max Ramp........................................................................................7305 LB
Max Takeoff......................................................................................7255 LB
Max Landing.....................................................................................6690 LB
Max Zero Fuel Weight......................................................................6490 LB

Section 9
REQUIRED EQUIPMENT
In addition to all equipment required for flight into Instrument Meteorological
Conditions (IMC), the following equipment must be installed and fully
operational for flight into known or forecast icing conditions:
• TKS Ice Protection System Supplement
• Wing and strut leading edge porous panels
• Main landing gear leading edge porous panels
• Horizontal stabilizer leading edge porous panels
• Vertical stabilizer leading edge porous panel
• Propeller fluid slinger assembly
• TKS Ice Protection System equipment (tank assembly, pumps, filters,
etc.)
• Windshield spray nozzles (x3)
• Lift Transducer Heated Stall Warning System
• Left and right pitot/static tube heat systems
• Ice inspection lights (x2)
TKS Ice Protection

• Dual actuator engine inlet inertial separator
• Crew heat and defrost system (bleed air)
APPROVED ICE PROTECTION FLUIDS

The TKS Ice Protection System tank must be serviced with fluid conforming
to British Specification DTD 406B or with Kilfrost TKS Sustain.
MINIMUM DISPATCH FLUID LEVEL

Dispatch into known or forecast icing conditions with less than 9.0 gallons
of ice protection fluid is prohibited. The pilot must ensure adequate fluid
quantity before each flight. Duration times for 9.0 gallon minimum dispatch
fluid level:
NORM..........................................................................................90 Minutes
HIGH............................................................................................45 Minutes
MAX...........................................................................................22.5 Minutes
ICE PROTECTION FLUID LIMITS

Usable Capacity........................................................................16.0 Gallons
Tank Total Capacity...................................................................16.0 Gallons

Section 9
MAXIMUM AVAILABLE SYSTEM OPERATING TIME

With the ice protection system fluid tank full, the following maximum
operating times are available:
NORM Flow Duration.................................................. 160 Minutes (6 GPH)
HIGH Flow Duration.................................................... 80 Minutes (12 GPH)
MAX Flow Duration..................................................... 40 Minutes (24 GPH)
CAUT ION : Use of the windshield ice protection system will reduce the
maximum available operating time of the system.
Continuous operation of the aircraft in conditions that promote ice

accumulation is prohibited.
VISUAL/TACTILE CHECK
Takeoff is prohibited with any frost, ice, snow, or slush adhering to the wings,
tail, control surfaces, propeller blades, or engine inlet.
To assure the absence of frost, a visual and tactile check of the wing
TKS Ice Protection
leading edge and upper surface is required if the OAT is below 10°C. This
check shall be performed in accordance with the “Normal Procedures”
section of this supplement. During ground icing conditions, takeoff must
be accomplished within 5 minutes of completing the inspection, unless the
airplane is operated in accordance with 14 CFR 135.227(b)(3).
Each upper surface of the wing must be inspected for the condition
and presence of vortex generators. Each wing must have all 14 vortex
generators installed on the upper surface.
WINDSHIELD PUMP
The windshield pump is rated for intermittent use only. Continuous operation
may damage the pump. Do not operate the windshield pump longer than 10
seconds. Allow 10 seconds between operations.
WARNING: Use of the Windshield Ice Protection System may obstruct

view due to residual ice protection fluid on the windshield. Do not operate
the Windshield Ice Protection System within 30 seconds of landing.
INERTIAL SEPARATOR
If the inertial separator is set to BYPASS at any point due to suspected or
actual icing conditions, do not return it to the NORMAL position until the
inertial separator door has been visually inspected and verified free of ice.
AUTOPILOT
Autopilot operation is prohibited when operating in icing conditions that are
outside the 14 CFR 25, Appendix C (for IAC AR certified airplanes, IAC
AR Aviation Regulations Part 25, Appendix C) defined conditions in the
“Environmental Conditions” section of this supplement.

Section 9
MAXIMUM OPERATING ALTITUDE

The maximum operating altitude in icing conditions, or any flight conditions
with ice on the airplane, is 20,000 feet.
REQUIRED PLACARDS
The following placards must be installed.
1. Located according to tank configuration:
CONSOLE RESERVOIR CONFIG. CARGO COMPARTMENT CONFIG.
Placard located on the Console Placard located on the Cargo
OR
Tank Arm Rest above the anti-ice Compartment tank, beside the filler
fluid fill port tank port.
TKS Ice Protection

2. Located near the WINDSHIELD Switch:
WINDSHIELD ANTI-ICE MUST BE

OFF FOR TAKEOFF AND LANDING
100-910-0096
3. Located on the upper left portion of the instrument panel:

TKS Ice Protection Airspeed Limits
Flaps 0°: Minimum: 110 KIAS
100-910-0103
Maximum: 168 KIAS

Maximum: 190 KTAS
Flaps 10-20°: Minimum: 85 KIAS
4. Located near the Anti-Ice Fluid Drain:
ANTI-ICE
FLUID DRAIN
100-910-0093
5. Located under the left and right wings near the TKS panels, and in front of
the horizontal tail TKS panels:
CAUTION!
TKS ANTI-ICING PANELS MAY
BE DAMAGED BY CERTAIN
SOLVENTS. REFER TO THE TKS
POH/AFM SUPPLEMENT FOR
SOLVENTS THAT WILL NOT
DAMAGE PANELS. 100-910-0092

Section 9
6. Located on the instrument panel in plain view of the pilot (replaces non-
Flight Into Known Icing placard):
This aircraft is certified in the Normal Category. The

markings and placards installed in this airplane must be
complied with when operating this airplane. Additional
operating limitations which must also be complied with
when operating this airplane are contained in the FAA
Approved Flight Manual and Pilot’s Operating Handbook.
Aerobatic maneuvers, including spins are PROHIBITED.
This airplane is certified for the following flight

operations as of the date of issuance of the original
airworthiness certificate.
DAY - NIGHT - VFR - IFR
Flight into known ice is approved only if optional TKS anti-icing
equipment is installed and operating. See the TKS POH/AFM
TKS Ice Protection
Supplement for details.

100-910-0091

A failure of the Ice Protection System is defined as any condition, observed
or suspected, in which the system fails to remove ice from protected surfaces
including the propeller, in addition to any Ice Protection System CAS failure
annunciations. An unobserved failure may be indicated by a decrease in
airspeed, anomalous handling characteristics, or airframe vibrations. It is
normal for small accumulations of ice to build and shed from the protected
areas of the aircraft.
WARNING: With ice accumulations on the horizontal stabilizer leading

edge, do not extend the flaps. Perform a flaps-up landing.
NOT E: Significant loss in cruise or climb performance may be an

indication of propeller ice accumulations that are not visible to the naked
eye. Operation of the engine at 2200 (maximum) RPM will help shed ice in
severe icing conditions.
NOT E: During Ice Protection System operation, occasional TKS LOW

PRESS annunciations are normal during system mode changes, operation
at temperatures above freezing, or with warm ice protection fluid.
NO TE : A continuous low pressure indication can be expected if the

system is operated in temperatures above +10°C

Section 9
FAILURE OF ICE PROTECTION SYSTEM

(or ice accumulation, observed or suspected,
on protected airplane surfaces)
1. ENG INLET Switch............................................................ VERIFY BYPASS
2. Pitot Heat Switches (L&R)..........................................................VERIFY ON
3. SURFACE/PROP Switch....................................................................... HIGH
4. BACKUP PUMP Switch............................................................................ON
5. WINDSHIELD Switch.............................................ON (Momentary Switch)
Repeat operation of windshield pump to verify system is primed properly, as
evidenced by ice protection fluid exiting the windshield nozzles.
6. AUX BUS Switch........................................................................................ON
7. ECS.................................. INCREASE SET TEMP TO ABOVE CABIN TEMP
8. Defrost.........................................................................................SELECT ON
10. ICE LIGHT Switch................................................................... AS REQUIRED
11. Airspeed......................................................... MAINTAIN 110 KIAS MINIMUM
12. Flaps............................................... 0° (KEEP RETRACTED FOR LANDING)
13. Icing Conditions..............................................EXIT AS SOON AS POSSIBLE
TKS Ice Protection

TKS ICE PROTECTION SYSTEM LOW PRESSURE
( TKS LOW PRESS CAS MESSAGE SHOWN)
1. BACKUP PUMP Switch..............................................................................ON
2. SURFACE/PROP Switch........................................................................ HIGH
3. TKS Ice Protection System............................................................. MONITOR
4. Airspeed........................................................ MAINTAIN 110 KIAS MINIMUM
5. Flaps............................................... 0° (KEEP RETRACTED FOR LANDING)
TKS FLUID HIGH PRESSURE OR LOW QUANTITY

( TKS LOW QTY , TKS LOW QTY OR TKS HI PRESS CAS MESSAGES)
2. TKS Ice Protection System............................................................. MONITOR
TKS ICE PROTECTION SYSTEM LOW FLOW RATE

( TKS LOW FLOW CAS MESSAGE SHOWN)
1. ICE PROT and STBY ICE PROT circuit breakers.......... RESET, if necessary
2. Windshield Switch......................................................................................ON
Repeat operation of windshield pump to verify system is primed properly, as
evidenced by ice protection fluid exiting the windshield nozzles.
If warning annunciation is no longer shown:
1. Ice Protection System..................................................................... MONITOR
If warning annunciation remains or is intermittent:
2. SURFACE/PROP Switch..........................................................................OFF
3. Icing Conditions........................................................................... AVOID/EXIT

Section 9
TKS ICE PROTECTION SYSTEM HIGH FLOW RATE

( TKS HI FLOW CAS MESSAGE SHOWN WITHOUT A LOW PRESSURE
TKS LOW PRESS ANNUNCIATION)
1. Ice Protection System..................................................................... MONITOR
2. Ice Protection Fluid Quantity.......................................................... MONITOR
3. Icing Conditions........................................................................... AVOID/EXIT
INADVERTENT ICING ENCOUNTER AT ALTITUDES ABOVE 20,000 FT

1. IGNITION Switch........................................................................................ON
2. SURFACE/PROP Switch..............................NORM (Select HIGH if required)
3. WINDSHIELD Switch..................................................................................ON
4. Left and Right Pitot Heat Switches.............................................................ON
5. Engine Inlet Inertial Separator........................................................... BYPASS
6. Cabin Heat/Defrost.....................................................................................ON
7. Airspeed........................................................................190 KTAS MAXIMUM
8. Altitude.............. DESCEND TO 20,000 FEET (or lower as soon as practical)
9. IGNITION Switch.........................OFF (when icing conditions are exited)
TKS Ice Protection
INERTIAL SEPARATOR MALFUNCTION

( INLET NOT BP CAS MESSAGE SHOWN)
1. Primary ENG INLET Switch................................................. VERIFY BYPASS
2. Override ENG INLET Switch............................................................. BYPASS
If inertial separator fails to move to BYPASS ( INLET NOT BP CAS
message still shown):
1. IGNITION Switch........................................................................................ON
PROPELLER ANTI-ICE SYSTEM MALFUNCTION

If uneven or inadequate anti-icing of the propeller blades is indicated by
vibration:
1. TKS NRM MODE or TKS HI MODE CAS message.VERIFY SHOWN ON
PFD
(SURFACE PROP Switch in NORM or HIGH position)
1. Propeller Lever............................................ EXERCISE (Then to MAX RPM)
If excessive propeller vibration continues:
1. SURFACE/PROP Switch......................................................................... MAX

Section 9
WINDSHIELD ANTI-ICE SYSTEM MALFUNCTION

If windshield anti-ice system does not deliver fluid to the windshield:
1. ICE PROT Circuit Breaker........................................ CHECK (Verify CB is in)
2. WINDSHIELD Switch..................................................................................ON
If windshield anti-ice system continues to not deliver fluid to the windshield:
1. SURFACE/PROP Switch................................................................. HIGH
2. Icing Conditions.................................... EXIT AS SOON AS PRACTICAL
NOT E: Plan a straight in approach if possible. Execute a forward slip

as required for visibility through the left portion of windshield.
PITOT STATIC HEAT FAILURE

( PITOT FL CAS MESSAGE SHOWN)
1. PITOT HEAT Circuit Breakers (L and R)........................................CHECK IN
2. Icing Conditions.............................................................. EXIT IMMEDIATELY
TKS Ice Protection

3. SENSOR Softkey................................................................................PRESS
4. ADC 1/2 Softkey........................ SELECT OPPOSITE (functioning) SYSTEM
(BOTH ON ADC 1 or 2 displayed on both PFDs)
STALL WARNING HEAT FAILURE

( STALL HT FL CAS MESSAGE SHOWN)
If ice is observed forming on the stall warning vane or mounting plate:
1. STALL HEAT Circuit Breaker..........................................................CHECK IN
2. Airspeed......................................................................................... MONITOR
CAU TION: With continued ice accumulation, expect no stall warning

while operating at slow speeds. Maintain airspeed in accordance with the
“Airspeed Limitations” section of this supplement.
HIGH OR LOW ICING SPEED

( HI ICE SPEED OR LO ICE SPEED CAS MESSAGE SHOWN)
1. Airspeed.......................... MAINTAIN 110-168 KIAS and less than 190 KTAS

Section 9
WARNIN G: Do not delay activation of the TKS Ice Protection System

with ice forming on the airplane.
WARNIN G: In order to minimize ice accumulations on the lower surface

of the wing, maintain a minimum airspeed of 110 KIAS with the flaps up
during operations in icing conditions. If unable to maintain altitude at 110
KIAS and maximum continuous power, change altitude and/or course to
exit the icing conditions (while maintaining 110 KIAS minimum).
WARNIN G: The efficiency of the TKS system must be monitored. The

leading edge of the wing must be maintained free of ice during the system
operation. If icing is observed building on the leading edge of the wing with
the SURFACE/PROP switch in NORM position, change it to HIGH. If icing
is observed building on the leading edge of the wing with the SURFACE/
PROP switch in HIGH position, change it to MAX.
TKS Ice Protection
NOT E: If there is an inadvertent delay in activating the TKS Ice Protection

System, select MAX on the SURFACE/PROP switch until all ice is removed,
then select whichever mode is required to prevent ice accumulation.
AIRSPEEDS FOR NORMAL OPERATIONS

En route Climb (Flaps Up):
Cruise Climb................................................................................... 115 KIAS
Holding:
Flaps 0°..........................................................................................120 KIAS
Approach to Landing:
Normal Approach – Flaps 20°..........................................................85 KIAS
Normal Approach – Flaps 0°.......................................................... 115 KIAS
Balked Landing/Go Around:
Takeoff Power – Flaps 20°...............................................................85 KIAS
Takeoff Power – Flaps 0°............................................................... 115 KIAS

Section 9
Preflight Inspection Warnings
Use of a ladder may be necessary to gain access to the wing for visual of the
stall warning heat, and pitot/static system heat.
In cold weather, it is essential to remove even the smallest accumulations
of frost, ice, snow, or slush from the wing, tail, control surfaces, propeller
blades, and the power plant air inlets. To assure complete removal of
contamination, conduct a visual and tactile inspection of all critical surfaces.
Also, ensure the control surfaces contain no internal accumulations of ice or
debris. If these requirements are not accomplished, aircraft performance will
be degraded to a point where a safe takeoff and climb may not be possible.
CABIN
1. Circuit Breakers........................................................................................ SET
2. MASTER Switch.........................................................................................ON
3. DISPLAY/BACKUP Button.............................................. PRESS (Button Out)
TKS Ice Protection

4. Cabin Doors.........................................................................................CLOSE
5. WINDSHIELD Switch.................................................ON (Momentary Switch)
(Verify presence of Ice Protection Fluid from spray nozzles.)
6. SURFACE/PROP Switch...................................................................... NORM
7. TKS NRM MODE Annunciation........................................................ SHOWN
8. Pump Duty Cycle......................................... VERIFY 30 sec ON, 90 sec OFF
(Both Pumps)
9. INLET NOT BP Annunciation........................................................... SHOWN
NOT E: The TKS LOW PRESS annunciation may appear if the system
has not been activated recently and/or if the OAT and fluid temperature is
relatively warm (lower viscosity).
10. ENG INLET BP Switch..................................................................... BYPASS

11. INLET NOT BP Annunciation...................................................NOT SHOWN
14. TKS BACKUP Annunciation............................................................ SHOWN
15. Metering Pump...........................................VERIFY RUNS CONTINUOUSLY
16. BACKUP PUMP Switch............................................................................OFF
17. ICE LIGHT Switch..................................................... ON, VERIFY LH and RH
18. PITOT HEAT Switches (L and R).................... ON 30 SECONDS, THEN OFF
19. SURFACE/PROP Switch......................................................MAX and then HI
20. TKS MAX MODE Annunciation........................................................ SHOWN
21. Metering Pumps................................................VERIFY BOTH PUMPS RUN
22. Pump Duty Cycle...........................................VERIFY 2 minutes on and then:
23. TKS HI MODE Annunciation............................................................ SHOWN
24. Metering Pumps.........................................VERIFY RUNS CONTINUOUSLY

Section 9
EXTERNAL INSPECTION
To assure complete removal of frost, ice, snow, or slush from the wing and
control surfaces, as a minimum, conduct a visual and tactile inspection up to
two feet behind the protected surfaces, at one location along the wing span.
Also, ensure the control surfaces contain no internal accumulations of ice or
debris.
1. Wings...................................................................................................CHECK
2. Horizontal Stabilizer.............................................................................CHECK
3. Vertical Stabilizer.................................................................................CHECK
4. Windshield...........................................................................................CHECK
5. Porous Panels..................................... CHECK CONDITION and SECURITY
(Verify evidence of Ice Protection Fluid along length of all panels.)
6. Pitot/Static Tubes
(Verify left and right pitot/static tubes are perceptibly warm)
7. Stall Warning Vane.....................................................................VERIFY HOT
8. Stall Warning Mounting Plate.....................................................VERIFY HOT
9. Propeller..................................CHECK FOR FLUID FLOW FROM SPINNER
10. Engine Inlet...........................CHECK CONDITION and PROPER POSITION
TKS Ice Protection
11. Windshield Spray Nozzles............................................. CHECK CONDITION

In the Cabin:
12. Fluid Quantity............................................ VERIFY 9.0 GALLONS MINIMUM
14. Flaps ...................................................... 0-20° AS DESIRED FOR TAKEOFF
15. MASTER Switch.......................................................................................OFF
BEFORE TAKEOFF
ANTICIPATED ICING CONDITIONS IMMEDIATELY AFTER TAKEOFF
1. ENG INLET Switch............................................................................ BYPASS
2. PITOT HEAT Switches (L&R).....................................................................ON
3. SURFACE/PROP Switch.............................. NORM or HIGH AS REQUIRED
4. AUX BUS Switch........................................................................................ON
(Verify airframe is free of contamination immediately before takeoff.)

Section 9
ICE FORMATION DETERMINATION

Typically, ice will accumulate more efficiently on a leading edge with a
small radius than on a leading edge with a large radius. With relatively
small leading edge radii, the wing strut and flap tracks are good locations
to monitor for ice build-up, but may not be as visible to the pilot as the wing
leading edges. It is recommended to monitor for ice build-up in the following
areas:
1. Wing Leading Edge
2. Wing Struts
3. Leading Edge of Flap Tracks (unprotected surface)
4. Lower Portion of Windshield
IN-FLIGHT
IF ICING CONDITIONS EXIST
1. ENG INLET Switch........................................................................... BYPASS
TKS Ice Protection

2. Pitot Heat Switches (L&R)..........................................................................ON
3. WINDSHIELD Switch.............................................................. AS REQUIRED
4. AUX BUS Switch........................................................................................ON
8. Monitor ice accumulation:
At first sign of ice accretion:
SURFACE/PROP Switch............................ NORM or HIGH AS REQUIRED
If ice continues to accrete on wing leading edge:
SURFACE/PROP Switch............................................................. HIGH/MAX
If ice continues to accrete on wing leading edge or does not shed:
BACKUP PUMP Switch............................................................................ON
Perform Ice Protection System Failure checklist.
INADVERTENT ICING ENCOUNTER

1. ENG INLET Switch............................................................. VERIFY BYPASS
2. Pitot Heat Switches (L&R)............................................................VERIFY ON
3. SURFACE/PROP Switch......................................................................... MAX
To initially dissipate ice accumulation, then:
SURFACE/PROP Switch......................................................HIGH or NORM
If ice accumulation occurs, then:
SURFACE/PROP Switch....................................................................... MAX
4. WINDSHIELD Switch.................................................ON (Momentary Switch)
5. AUX BUS Switch........................................................................................ON
8. Airspeed......................... MAINTAIN 110-168 KIAS and Less than 190 KTAS
If ice does not shed, perform Ice Protection System Failure checklist.

Section 9
WHILE IN ICING CONDITIONS

1. Flaps..............................................................0°, maintain 110 KIAS minimum
5. Ice Protection Fluid Quantity.......................................................... MONITOR
(Ensure adequate quantity to complete flight.)
AFTER EXITING ICING CONDITIONS

2. Airspeed................................................ AS FLIGHT CONDITIONS DICTATE
4. Bleed Air Heat......................................................................... AS REQUIRED
5. Defrost.................................................................................... AS REQUIRED
6. ENG INLET Switch........................................................... LEAVE IN BYPASS
7. WINDSHIELD Switch..................... ON as required, to remove windshield ice
TKS Ice Protection
AUTOPILOT
During icing conditions in cruise, increase engine power (up to maximum
continuous power) to maintain cruise speed as ice accumulates on the
unprotected areas and causes the aircraft to slow down.
The autopilot may be used in icing conditions within the icing envelope
defined in 14 CFR 25 Appendix C (for IAC AR certified airplanes, IAC AR
Aviation Regulations Part 25, Appendix C). However, every 30 minutes the
autopilot should be disconnected to detect any out-of-trim conditions caused
by ice buildup. If significant out-of-trim or other anomalous conditions are
detected, the autopilot shall remain off for the remainder of the flight.
When disconnecting the autopilot with ice accretions on the airplane, the pilot
should be alert for out-of-trim control forces.

Section 9
APPROACH AND LANDING

APPROACH AND LANDING
If Icing conditions exist or are anticipated, or at first sign of ice accretion:
1. ENG INLET Switch............................................................. VERIFY BYPASS
2. Pitot Heat Switches (L & R)..........................................................VERIFY ON
4. Monitor ice accumulation:
If ice accretion rate is low:
SURFACE/PROP Switch................................................................... NORM
If ice is not shedding:
SURFACE/PROP Switch...................................................................... MAX
If ice accretions do not shed:
Perform Ice Protection System Failure checklist.
5. WINDSHIELD Switch....................... ON AS REQUIRED (Momentary Switch)
CAU TION: To prevent an obstructed view due to residual ice

protection fluid on the windshield, do not activate the WINDSHIELD
TKS Ice Protection

Switch within 30 seconds of landing.

7. Flaps...........................................................................................................20°
8. Airspeed............................................................................85 KIAS MINIMUM
9. Airspeed on Short Final......................................................................80 KIAS
BALKED LANDING
1. Power Lever...................................... ADVANCE to MAX TAKEOFF POWER
2. Airspeed.......................................................................... 85 KIAS (Flaps 20°)
3. Flaps.................................................................... RETRACT (95 KIAS to 10°)
4. Airspeed............................................................................95 KIAS (for climb)
CAU TION: If a significant amount of ice has accumulated on the leading

edge of the flaps, a FLAP FAIL may occur if the flaps are retracted all the
way to 0°. Do not attempt to retract the flaps to 0° until stabilized at a safe
altitude and airspeed. Refer to “Section 3” of this manual if a flap failure
occurs when retracting the flaps to 0°.

Section 9
9.4-5 PERFORMANCE
Airplane performance and stall speeds without ice accumulation are
essentially unchanged with the installation of the TKS Ice Protection System.
Significant climb and cruise performance degradation, range reduction, and
stall speed increase can be expected if ice accumulates on the airframe.
Residual ice on the protected areas and ice accumulation on the unprotected
areas of the airplane can cause noticeable performance losses and stall
speed increases even with the Ice Protection System operating.
STALL SPEEDS WITH ICE ACCUMULATION

Conditions:
CG........................................................................................... Most Forward
Power.................................................................................................... IDLE
NOT ES: Maximum altitude loss during wings level stall is approximately
500 feet. KIAS values are approximate and may not be accurate at the
stall. The following stall speeds are with approximately 3 inches of ice
TKS Ice Protection
build-up on the unprotected portions of the wing leading edges.
BANK STALL SPEEDS

Weight
ANGLE FLAPS 0° FLAPS 10° FLAPS 20°
(LB)
(DEG.) KIAS KCAS KIAS KCAS KIAS KCAS
0 63 78 51 68 47 62
30 67 83 55 73 50 66
7255
45 75 93 61 81 56 74
60 89 110 72 96 66 87
0 60 74 49 63 45 59
30 65 79 52 67 48 63
6690
45 72 87 58 75 54 70
60 85 104 69 89 64 83
0 57 71 46 62 43 56
30 61 76 50 66 46 60
6000
45 68 84 55 74 51 67
60 81 100 65 87 60 80
0 52 65 42 56 39 51
30 56 69 45 60 42 55
5000
45 62 77 50 67 46 61
60 74 91 60 80 55 73
Table 9.4-1 – Stall Speeds

Section 9
ENROUTE CLIMB GRADIENT W/ ICE ACCUMULATION

Conditions:
Propeller Speed........................................................................... 2200 RPM
Flaps...........................................................................................................0°
Engine Inlet..................................................................................... BYPASS
Airspeed......................................................................................... 115 KIAS
NOT ES:
• Climb gradients shown are the gain in altitude for the horizontal
distance traveled and is expressed as Feet Per Nautical Mile.
• Do not exceed the placarded maximum climb torque, ITT (765°C), and
Ng (101.6%) limits or the charted max climb torque from “Section 5” of
this manual.
• Dashed entries represent a negative climb rate.
• Significantly improved climb performance may be attained using VY
when clear of icing conditions and no longer using the ice protection
system.
TKS Ice Protection

CLIMB GRADIENT
Weight Press Alt. (Feet Per Nautical Mile)
(LB) (FT)
-40 °C -20 °C 0 °C
S.L. 678 640 581
5000 576 523 380
10000 421 277 106
7255
15000 142 19 —
20000 — — —
25000 — — —
S.L. 912 866 794
5000 787 722 548
10000 597 422 215
6000
15000 258 110 —
20000 — — —
25000 — — —
S.L. 1174 1116 1029
5000 1020 941 730
10000 789 577 327
5000
15000 378 201 —
20000 45 — —
25000 — — —
Table 9.4-2 – Enroute Climb Gradient
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t 9 . 4 - 21

Section 9
ENROUTE RATE OF CLIMB WITH ICE ACCUMULATION

Conditions:
Propeller Speed........................................................................... 2200 RPM
Flaps...........................................................................................................0°
Engine Inlet..................................................................................... BYPASS
Airspeed......................................................................................... 115 KIAS
NOT ES:
• Rate of climb shown is the gain in altitude in feet per unit time and is
expressed as Feet Per Minute.
• Do not exceed the placarded maximum climb torque, ITT (765°C), and
Ng (101.6%) limits or the charted max climb torque from “Section 5” of
this manual.
• Dashed entries represent a negative climb rate.
• Significantly improved climb performance may be attained using VY
when clear of icing conditions and no longer using the ice protection
system.
TKS Ice Protection
Enroute Rate of Climb

Weight Press Alt. (Feet Per Minute)
(LB) (FT)
-40°C -20°C 0°C
S.L. 1162 1143 1080
5000 1084 1025 766
10000 872 599 238
7255
15000 325 46 —
20000 — — —
25000 — — —
S.L. 1556 1540 1469
5000 1476 1412 1117
10000 1235 913 483
6000
15000 591 263 —
20000 — — —
25000 — — —
S.L. 1987 1972 1892
5000 1902 1830 1482
10000 1626 1245 735
5000
15000 867 479 —
20000 116 — —
25000 — — —
Table 9.4-3 – Enroute Rate of Climb

Section 9
LANDING DISTANCE
When the aircraft has encountered icing conditions, flap deflection is limited
to a maximum deflection of 20° and the approach speed is 85 KIAS.
To calculate landing distance in icing conditions, multiply the total landing
distance by 1.5, using the applicable Landing Distance chart in the main
body of this manual.
Refer to “Section 6” of this manual for current weight and balance data. Use
the following tables to determine the weight and moment/1000 for the Ice
Protection System Fluid to complete the Loading Form from “Section 6” of
this manual.
Reservoir Capacity..............................................16.0 gallons (60.567 liters)
DTD 406B Fluid Weight.............................................. 9.2 pounds per gallon
Console Reservoir Arm...........................................48.4 inches aft of datum
External Cargo Compartment Reservoir Arm............7.1 inches aft of datum
TKS Ice Protection

NOT E: TKS SUSTAIN fluid weight is 8.5 pounds per gallon.
CAUT ION: Since the TKS fluid reservoir is located forward of the
aircraft center of gravity, it is possible to end up outside the aft center of
gravity limit as TKS fluid is used in flight. This should be considered when
performing weight and balance calculations.
WEIGHT AND MOMENT TABLES

Gallons Weight (LB) Moment/1000 Gallons Weight (LB) Moment/1000
1.0 9.2 0.45 1.0 9.2 0.07
2.0 18.4 0.89 2.0 18.4 0.13
3.0 27.6 1.34 3.0 27.6 0.20
4.0 36.8 1.78 4.0 36.8 0.26
5.0 46.0 2.23 5.0 46.0 0.33
6.0 55.2 2.67 6.0 55.2 0.39
7.0 64.4 3.12 7.0 64.4 0.46
8.0 73.6 3.56 8.0 73.6 0.52
9.0 82.8 4.01 9.0 82.8 0.59
10.0 92.0 4.45 10.0 92.0 0.65
11.0 101.2 4.90 11.0 101.2 0.72
12.0 110.4 5.21 12.0 110.4 0.78
13.0 119.6 5.34 13.0 119.6 0.85
14.0 128.8 5.79 14.0 128.8 0.91
15.0 138.0 6.68 15.0 138.0 0.98
16.0 147.2 7.12 16.0 147.2 1.05
Table 9.4-4 – TKS Ice Protection Fluid: Table 9.4-5 – TKS Ice Protection Fluid:
Console Reservoir Cargo Compartment Reservoir

Section 9
WEIGHING PROCEDURES
In preparation for weighing and calculating the empty weight of the TKS Ice
Protection System equipped KODIAK 100, the TKS Ice Protection System
must be drained of all fluid.
CONSOLE RESERVOIR CONFIGURATION

Drain the fluid from the tank through the drain valve, which is located on the
right side of the aircraft under the aft fuselage.
CARGO COMPARTMENT RESERVOIR CONFIGURATION
Drain the fluid from the tank through the quick-drain valve located on the
reservoir sump, which is accessed by removing the access cover in the
protecting bulkhead. A short length of flexible tubing will be necessary to
direct the fluid out of the cargo compartment door.
When drained, no appreciable amount of fluid will remain in the tank.
After this procedure, follow the preparation and weighing instructions
contained in “Section 6” of this manual.
TKS Ice Protection

SYSTEM OPERATION
During normal system operation, the metering pumps pull Ice Protection
Fluid from the Reservoir Tank. Both metering pumps are controlled by the
pump control unit which controls the operation of the windshield pump and
both metering pumps when NORMAL, HIGH, and MAX modes are selected
and/or the WINDSHIELD switch is selected via the switch panel. The
selected operating mode is annunciated on the PFD. In the event of a pump
control unit failure, the pump control unit may be bypassed by placing the
BACKUP Switch in the ON position.
From the metering pumps, the fluid flows through a high pressure switch
and then an in-line filter. The location of the high pressure switch is intended
to send a high pressure signal to the G1000 in the event of a clogged filter.
From the filter, the fluid flows through a flow transducer which provides fluid
flow rate to the G1000. The fluid then continues to a tee that splits the flow
between the forward and aft portions of the system.
The forward line runs to a three-port proportioning unit which divides the flow
into specific volumetric requirements for each gear leg porous panel and to
the propeller slinger ring.
The aft line provides fluid to the wings, wing struts, vertical stabilizer, and
horizontal stabilizer. The aft line tees twice to supply three proportioning
units (one for each wing/wing strut and one for the empennage).
The windshield pump, located between the main landing gear cross tubes,
supplies the windshield sprayers with fluid and also acts as a priming pump
for the main metering pumps in case air gets trapped in the system.

Section 9
RESERVOIR
TKS Ice Protection
Figure 9.4-1 – System Schematic

Section 9
POROUS PANELS
The KODIAK TKS Ice Protection System is a system that exudes a filmy ice
protection fluid from porous panels on the leading edges of the aircraft. The
fluid minimizes ice formation on all lifting surfaces, propeller blades, wings,
wing struts, and horizontal and vertical stabilizers. When the system is
activated in flight, the ice protection fluid flows back over the upper and lower
surfaces of the area being protected and protects the leading edges from ice
build-up.
PROPELLER PROTECTION
A fluid slinger on the propeller provides ice protection for the propeller and
generates further ice protection for the fuselage and cargo pod forward
surfaces. Two positive displacement, constant volume metering pumps
supply fluid to the panels and propeller. Single and combined pump
operation and timed pumping provide a range of flow rates for varied icing
conditions. A single pump supplies TKS fluid to the windshield spray nozzles
for clear visibility through the windshield.
TKS Ice Protection
WINDSHIELD SPRAYERS AND PUMP

The TKS Ice Protection System includes windshield protection through the
installation of windshield sprayers located at the base of the left windshield.
Ice protection fluid is supplied to the sprayers by an on-demand gear
pump which is installed beneath the floor between the main landing gear
cross tubes. When the momentary spring loaded WINDSHIELD Switch
is activated, the pump runs for 4 seconds. In addition to providing flow for
windshield ice protection, the pump also acts as a priming pump for the
main metering pumps. In the event of a loss of system prime, the windshield
pump may be activated to purge the system of any air between the main
metering pumps and the fluid reservoir. See the “Handling, Service &
Maintenance” section of this supplement for more information.
RESERVOIR
The fluid reservoir for the known icing system has a total capacity of 16.0
gallons.
For the Console Reservoir configuration, the fluid reservoir is located in the
center console between the two crew seats. The filler port for the Console
Reservoir is located on top of the center console and is accessed by lifting
the armrest.
For the Cargo Compartment Reservoir configuration, the fluid reservoir
is located in the forward end of the forward bay of the External Cargo
Compartment and is accessed by opening the forward bay access door,
extending the flexible filler tube, and removing the filler cap.

Section 9
FLUID QUANTITY INDICATION

The TKS fluid quantity indication is provided through the G1000 on the
Engine Indication System (EIS) on the SYSTEM page. Fluid quantity is
measured by a float type quantity sensor installed in the ice protection fluid
tank.
Figure 9.4-2 – Fluid Quantity Indicator
MODES OF OPERATION
The system is designed for flight into known icing conditions, as defined
by 14 CFR Part 23 and for use in continuous maximum and maximum
TKS Ice Protection

intermittent icing envelopes, as defined by 14 CFR Part 25, Appendix C
(for IAC AR certified airplanes, IAC AR Aviation Regulations Part 25,
Appendix C). The HIGH mode provides 100% anti-icing protection to all
leading edge surfaces for all conditions found in the Maximum Continuous
Icing Envelope. NORMAL mode produces cycled flow 30 seconds on and 90
seconds off. During the 30 seconds on time, the flow rate is two times that
of the HIGH mode, but since it runs on a 25% duty cycle, total fluid usage
is 50% of the HIGH flow setting. MAXIMUM has two times the flow rate of
HIGH mode and therefore has 200% of the anti-ice flow needed to provide
a clean leading edge in the Maximum Continuous Icing Envelope. BACKUP
mode is the equivalent of HIGH mode, but uses a separate pump than the
HIGH mode.
ICE INSPECTION LIGHTS

To provide visual verification of icing conditions and confirmation of fluid
flow, ice inspection lights are flush mounted to the right and left crew doors.
The ice inspection lights illuminate the leading edge of the wings, pitot/static
tubes, stall warning lift transducer, and the upper portion of the wing struts.
System components include the LED light assemblies and a two position
switch labeled ICE LIGHT.
The ice inspection lights operate on 28 VDC and are protected by the 5 amp
circuit breaker labeled ICE INSP LIGHTS. The ice inspection lights switch is
located on the right hand side switch panel.

Section 9
HEATED STALL WARNING SYSTEM

The known icing stall warning system includes a lift transducer mounted on
the left wing, and a stall warning computer which is mounted overhead in
the forward cabin. The stall warning computer schedules the stall warning
to provide consistent warning margins to the stall regardless of flap setting.
This is accomplished by computer monitoring of the flap position signal.
The flap 0° setting is on one schedule and flaps 10-35° are on a separate
schedule. This provides approximately 6 KCAS of stall warning margin at
all flap settings. In addition to the flap schedule for stall warning, there is
an offset for “ice mode.” The ice mode provides an additional stall warning
margin of 9-13 knots on top of the normal margins. The computer is placed in
ice mode when the left pitot heat is turned on. Any time there is ice adhering
to the aircraft, the pitot heat shall be turned on in order to provide the proper
stall warning margin. The stall warning system is heated to protect from ice
build up on the vane and mounting plate. The vane draws 20 watts of power,
the case heater draws 20 watts, and the mounting plate draws 18 watts
per square inch. The total power draw for the stall warning system heat is
approximately 240 watts.
TKS Ice Protection
If a failure is detected in the power to the stall warning heaters, the following
annunciation is shown: STALL HT FL
LOW / HIGH AIRSPEED CAUTION SYSTEM

This system is equipped with an airspeed caution system to alert the pilot
when airspeed is outside the designed operating envelope with the ice
protection system operating in any mode (NORM, HIGH, MAX, or BACKUP).
Cautions are provided when the airspeed is less than 110 KIAS, greater than
168 KIAS, or greater than 190 KTAS. The low speed caution is shown on
the PFD as: LO ICE SPEED. The high speed caution is shown on the PFD
as: HI ICE SPEED.
To prevent nuisance alerts during takeoff and landing, the low speed alerts
are inhibited during the following conditions:
• Inhibited while the flaps are extended for takeoff (10 or 20°) and for 1
minute after takeoff. This 1 minute of time is to allow for the transition
from takeoff to enroute climb and exiting of the airport environment.
• Inhibited while the flaps are extended for approach and landing (10
or 20°). A minimum airspeed of 85 knots shall be used while in this
configuration, but no low speed caution will be provided.

Section 9
SWITCH FUNCTION
All functions of the known icing equipment are controlled by switches located
on the lower portion of the instrument panel and are grouped together in one
row labeled ICE PROTECTION.
The switches are as follows:
Engine Inlet Switches

(Override and Primary)
OVERRIDE switch with a position for BYPASS (up) and the stowed position
(down). The switch has a detent to prevent accidental movement of it. To
move the switch to the BYPASS position, pull out on the switch before
moving the switch up to BYPASS. The override switch controls the override
actuator and is only used to move the inertial particle separator (IPS) to
BYPASS in the event of a primary actuator system failure.
To the right of the OVERRIDE switch is the primary actuator switch. It
controls the position of the primary actuator for the IPS and has positions
TKS Ice Protection

for NORMAL and BYPASS. The position of the IPS is indicated to the pilot
through the following annunciations: ENG INLET NRM and ENG INLET
BP.
The following annunciation is shown if an ice protection mode is selected on
the SURFACE/PROP switch, but the IPS is not in the BYPASS position, or
if an IPS actuator is commanded to the BYPASS position, but fails to do so:
INLET NOT BP.
The pilot action is to select the BYPASS position on the inertial particle
separator. If the IPS does not engage into BYPASS the pilot action is to exit
icing conditions as soon as possible.
Pitot Heat Switches

(L and R with Positions for ON and OFF)
Also standard equipment on the KODIAK, this controls the pitot heat to the
left and right pitot/static probes. If the pitot heat switches are turned off and
the outside air temperature is less than 5 degrees Celsius, the following
annunciation is shown: PITOT OFF L-R
If a failure is detected in the power to the pitot/static heat, the following
annunciation is shown: PITOT FL
The left Pitot Heat switch also controls the stall warning heat. So, any time
the left Pitot Heat switch is on, the stall warning heat is also activated.

Section 9
Surface/Prop Switch
(Positions for MAX, HI, NORM, and OFF)
NORM mode is the lowest fluid flow rate of the system. The flow rate is
achieved by running both metering pumps of the system on a continuous
repeat cycle of operation. The two pumps will run for approximately 30
seconds, then deactivate. After 90 seconds of inactivity, the pumps will again
activate for the 30 second operation period. This on-off cycle of operation
will continue until OFF is selected on the SURFACE/PROP switch.
HI mode is achieved by running one metering pump continuously.
MAX mode is provided for combating heavy or extreme icing conditions and
runs both metering pumps continuously for a period of two minutes. The
MAX position of the SURFACE/PROP switch is spring loaded, so once it
is released from the MAX position the switch is returned to the HI position.
When the 2 minute MAX cycle is complete, the flow rate will transition to
whichever mode is selected on the switch.
Windshield Switch
TKS Ice Protection
(Positions for ON and OFF)

The switch is spring loaded to the OFF position. When ON is selected
momentarily, the windshield pump will run for 4 seconds.
Backup Pump Switch

BACKUP PUMP mode activates the second metering pump (opposite of the
pump used in the HI mode) and runs continuously like HIGH mode. BACKUP
PUMP mode is independent and isolated from the other ice protection
operational modes. It is provided for redundant capability in the event the
normal operational modes are rendered inoperable.

Section 9
Ice Light Switch

The ice detection lights are mounted in each crew door and are aimed along
the leading edge of each wing for easy detection of ice at night.
TKS Ice Protection

Figure 9.4-3 – Switch Panel
SYSTEM ANNUNCIATIONS
The following annunciations are provided with the ice protection system:
Annunciation
Window Text
TKS LOW PRESS Low TKS Fluid Pressure.
TKS HI PRESS High TKS Fluid Pressure.
TKS LOW QTY TKS fluid quantity critically low. Less than 1.5 gallons fluid quantity.
TKS fluid quantity low. Less than 23 minutes duration at current flow
TKS LOW QTY
rate.
TKS LOW FLOW Low TKS flow rate.
TKS HI FLOW High TKS flow rate.
STALL HT FL Stall/AOA vane heater failure.
HI ICE SPEED Ice protection airspeed high.
LO ICE SPEED Ice protection airspeed low.
TKS BACKUP Backup TKS pump selected.
INLET NOT BP Engine inlet in normal position. Select bypass.
TKS NRM MODE TKS normal mode selected.
TKS HI MODE TKS high mode selected.
TKS MAX MODE TKS max mode selected.

Section 9

STORAGE
During long periods of non-use, the porous panel membranes may dry
out, which could cause uneven fluid flow during subsequent operation.
Perform the Pre-Flight Inspection every 30 days to keep the porous panel
membranes wetted.
To prepare the TKS Ice Protection System for flyable storage, fill the fluid
reservoir and operate the system on MAX to ensure all air is completely
purged from components and plumbing. Re-fill the fluid reservoir after
purging the system.
SERVICING
CAUTION S:
• Use only approved ice protection fluids, “Kilfrost TKS Sustain” or fluid
conforming to British Specification “DTD 406B.”
• Certain solvents may damage the panel membranes. Use only soap
and water, isopropyl alcohol, or ethyl alcohol to clean the panels. Do
TKS Ice Protection
not wax the leading edge porous panels.
Ice Protection Console Tank

The fluid reservoir is serviced through the filler cap in the console between
the two crew seats. The tank is drained by removing the threaded plug
located on the bottom of the fuselage. The reservoir is vented through the
filler cap. The fluid level is shown on a level indicator within the tank.
Ice Protection Cargo Compartment Tank
The fluid reservoir is serviced through the filler tube and cap on the
tank located in the forward end of the forward bay of the External Cargo
Compartment. The tank is drained by pushing and turning the quick-drain
valve located on the reservoir sump, which is accessed by removing the
access cover in the protecting bulkhead. A short length of flexible tubing will
be necessary to convey the fluid out of the cargo compartment door. The
fluid level is shown on the sight-tube on the left-hand side of the tank.
CAUTIO N: Do not fill beyond the MAX FILL mark. Spillage may occur.
Porous Panels
Periodically clean the porous panels with mild soap and water using a clean
lint-free cloth. Isopropyl alcohol may be used to remove oil or grease.
System Priming
In the event of loss of prime, the windshield pump may be activated to purge
the system of any air between the main metering pumps and the fluid tank.
It is unlikely that the system will experience a loss of prime except when
the fluid tanks are intentionally run dry. If, after multiple purging attempts,
insufficient ice protection fluid is evident during the Pre-Flight Inspection, the
ice protection system must be purged in accordance with the KODIAK 100
Airplane Maintenance Manual.
9.4 -3 4 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9
100 SERIES CA RG O D O O R S R E M OV E D
CARGO DOORS REMOVED KIT

INTRODUCTION
When the Cargo Doors Removed Kit is installed in the KODIAK 100, this
Supplement is applicable and must be inserted in the Supplement section
(Section 9) of the KODIAK 100 Pilot’s Operating Handbook and FAA
Cargo Door Remove

Section 9
CA RG O D O O RS R E M OV E D 100 SERIES

Cargo Door Remove

Section 9
CARGO DOORS REMOVED KIT

Table of Contents
CONTENTS PAGE
GENERAL...........................................................................................................9.5-7
LIMITATIONS......................................................................................................9.5-7
WEIGHT AND BALANCE LIMITS...................................................................9.5-8
REQUIRED EQUIPMENT................................................................................9.5-9
REQUIRED PLACARDS..................................................................................9.5-9
EMERGENCY PROCEDURES......................................................................... 9.5-11
EMERGENCY DESCENT.............................................................................. 9.5-11
ABNORMAL PROCEDURES........................................................................ 9.5-11
NORMAL PROCEDURES................................................................................ 9.5-11
BEFORE STARTING..................................................................................... 9.5-11
DROPPING CARGO...................................................................................... 9.5-11
DESCENT...................................................................................................... 9.5-11
PERFORMANCE.............................................................................................. 9.5-11
AIRPLANE SYSTEMS & DESCRIPTION........................................................9.5-12
INTRODUCTION............................................................................................ 9.5-12
VERTICAL SLIDING DOOR.......................................................................... 9.5-13
WIND DEFLECTOR....................................................................................... 9.5-13
Cargo Door Remove

INTERNAL GRAB BAR................................................................................. 9.5-13
PARACHUTE STATIC LINE ATTACHMENT (IF EQUIPPED)....................... 9.5-14
SIGNAL LIGHTS AND SWITCHES (IF EQUIPPED)..................................... 9.5-14
JUMP EXHAUST STACKS (IF EQUIPPED).................................................. 9.5-14

Section 9

Cargo Door Remove

Section 9
9.5-1 GENERAL
NOT E: This supplement does not pertain to operations for skydiving/
parachute operations. For those operations, refer to the “Parachute
Operations” supplement.
The Cargo Doors Removed Kit is designed to improve passenger comfort

and facilitate passenger-to-pilot communications during special purpose
operations such as emergency air drops and aerial photography. The kit
consists of the following required equipment:
• Wind Deflector: Installed in the aft part of the cargo door opening
to minimize airflow buffeting within the cabin with the cargo doors
removed.
• Internal Grab Bar: Installed in the upper part of the cargo door opening
to provide mounting structure for the wind deflector and as a location to
hold onto while the vertical sliding door is open.
• Vertical Sliding Door: Installed in the cargo door opening to keep wind
from entering the cabin during taxi, takeoff, climb, descent and landing.
The following additional equipment may be installed as an option (not

required) for operations with the cargo doors removed:
• Signal Lights and Switches: To provide a method for the pilot to signal
commands to crewmembers performing drops from the door.
• Static line attachment: Located on the right interior sidewall across
from the cargo door. This provides a method to perform cargo drops of
Cargo Door Remove

supplies with automatic parachute deployment and may be used as a
tether attach point for passengers
• Sill Protector: Recommended to be installed in the cargo door opening
to protect the frame of the cargo door when performing cargo drops.
• Door Closing Mechanism: Provides a pilot actuated handle which allows
the pilot to close the vertical sliding door.
• Jump Exhaust Stacks: Positions the exhaust plume further away from
the side of the fuselage.
9.5-2 LIMITATIONS
1. Intentional stalls are prohibited with the vertical sliding door open.
2. Vertical sliding door must be closed during takeoff, climb, descent and
landing.
3. Dropping is only allowed during straight, horizontal, coordinated, and
unaccelerated flight with the flaps at 20°.
4. Maximum operating airspeed with vertical sliding door open is 120 KIAS.
5. Minimum operating airspeed with the vertical sliding door open is 70 KIAS.
6. Maximum operating airspeed with vertical sliding door closed is 182 KIAS.
7. Maximum operating airspeed while performing cargo drops is 80 KIAS.

Section 9
8. All loose equipment in the cabin must be secured or stowed during taxi,
takeoff, and landing.
9. Static line length (if used) must not exceed 135 inches and must allow a
minimum of 2 inches clearance between the open end of the deployment
bag and the leading edge of the horizontal tail.
10. To ensure head clearance from the internal grab bar, no passenger seats
may be installed on the left side of the aircraft aft of FS 123.
11. To ensure head clearance from the static line attachment (if equipped), no
passenger seats may be installed on the right side of the aircraft aft of the
crew seats.
12. While the door is open, safety harnesses must be worn by any passenger/
crewmember who is not seated with their seatbelts and shoulder harness
fastened. The safety harness must be tethered to a location in the aircraft
which would prevent the person from exiting the cargo door opening.
WEIGHT AND BALANCE LIMITS

Center of Gravity Range
Forward C.G. Limit (5000 lb or less).....................63.90 inches aft of datum
(14.00% MAC)
Forward C.G. Limit (7255 lb).................................71.04 inches aft of datum
(Linear variation from 5000 lb to 7255 lb) (25.00% MAC)
Aft Limit, up to 7255 lb..........................................80.78 inches aft of datum
Cargo Door Remove
(40.00% MAC)
Aft Transient Limit, up to 6750 lb...........................84.02 inches aft of datum
(45.00% MAC)
WARNIN G: The aft transient limit of 45.00% MAC is ONLY allowed

while the airplane is in the cargo drop condition (75 KIAS, 20° Flaps,
Maximum Bank Angle of 10°, level and coordinated flight). Flight tests
have been accomplished up to this transient CG limit to ensure safe
operation of the aircraft in a limited flight envelope (cargo drop condition
only). DO NOT exceed the aft transient limit of 84.02 inches aft of datum
(45.00% MAC) as the aircraft will become unstable and loss of control
may occur. The extended 45% CG limit for cargo drop operations applies
only at weights of 6750 lb and below. Cargo drop operations at weights
above 6750 lb must not exceed the 40% CG limit.
Mean Aerodynamic Chord (MAC)

Reference Datum.....................................................Forward face of firewall

Section 9
REQUIRED EQUIPMENT
• Wind Deflector
• Internal Grab Bar
Cargo Door Remove

• Vertical Sliding Door
REQUIRED PLACARDS
1. Located on the vertical sliding door:
LIFT DOOR TO OPEN
OPEN
CLOSED
1 SLIDE FINGERS UNDER SEAL
2 AND LIFT DOOR UNTIL OPEN
100-750-2603

Section 9
2. Located on the instrument panel:
OPERATING LIMITATIONS
WITH DOOR OPEN:
Vmax 120 KIAS
Vmin 70 KIAS
INTENTIONAL STALLS PROHIBITED.
TAXI, TAKEOFF, LANDING PROHIBITED.
DURING DROPPING:
MAX BANK ANGLE 10°
COORDINATED LEVEL FLIGHT ONLY.
VFR CONDITIONS ONLY.
FLAPS 20°
Vmax 80 KIAS
3. Located on the wind deflector:
NOT A HAND RAIL.

DO NOT GRASP WIND
DEFLECTOR.
Cargo Door Remove
100-750-2609
4. Located adjacent to the handle of the door closing mechanism (if

equipped):

Section 9

EMERGENCY DESCENT
Vertical Sliding Door....................................................................... CLOSED
Flaps...........................................................................................................0°
Airspeed.........................................................................................182 KIAS
ABNORMAL PROCEDURES
Jump Door Fails to Close After Parachutist Deployment
1. Flaps......................................................................................................0°
2. Airspeed..............................................................................100-120 KIAS
3. Approach...................................................................................NORMAL
4. Landing......................................................................................NORMAL
NOT E: Airspeeds below 100 KIAS with the flaps at 0° may result in
increased cabin buffeting and/or exhaust fumes.

BEFORE STARTING
Cargo Door Remove

DROPPING CARGO
Flaps.........................................................................................................20°
Airspeed...........................................................................................75 KIAS
Vertical Sliding Door............................................................................OPEN
Maximum Bank Angle..............................................................................10°
Flight Path......................................................... Straight and Unaccelerated
DESCENT
9.5-5 PERFORMANCE
No change.

Section 9

The actual weight and balance of the aircraft must be calculated for all
flights, including the takeoff, in flight operations, and landing.
An aft transient CG limit of 45% MAC is permitted while in the cargo drop
condition only (75 KIAS, Flaps 20°, Maximum Bank Angle 10°, Straight and
Unaccelerated Flight).
WARNIN G: The aft transient limit of 45.00% MAC is ONLY allowed while
the airplane is in the cargo drop condition (75 KIAS, 20° Flaps, Maximum
aircraft in a limited flight envelope (cargo drop condition only). DO NOT
exceed the aft transient limit of 84.02 inches aft of datum (45.00% MAC)
as the aircraft will become unstable and loss of control may occur. The
extended 45% CG limit for cargo drop operations applies only at weights of
6750 lb and below. Cargo drop operations at weights above 6750 lb must
not exceed the 40% CG limit.
CARGO DROP OPERATIONS CG ENVELOPE

Cargo Door Remove
Figure 9.5-2 – Cargo Drop Operations Center of Gravity Envelope
9.5-7 AIRPLANE SYSTEMS & DESCRIPTION

INTRODUCTION
The Cargo Doors Removed Kit is designed to improve passenger comfort
and facilitate passenger-to-pilot communications during special purpose
operations such as emergency air drops and aerial photography. The kit
consists of the following required equipment:
• Wind Deflector: Installed in the aft part of the cargo door opening
to minimize airflow buffeting within the cabin with the cargo doors
removed.

Section 9
• I.nternal Grab Bar: Installed in the upper part of the cargo door opening
to provide mounting structure for the wind deflector and as a location to
hold onto while the vertical sliding door is open.
• Vertical Sliding Door: Installed in the cargo door opening to keep wind
from entering the cabin during taxi, takeoff, climb, descent and landing.
The following additional equipment may be installed as an option (not

required) for operations with the cargo doors removed:
• Signal Lights and Switches: To provide a method for the pilot to signal
commands to crew members performing drops from the door.
• Static line attachment: Located on the right interior sidewall across
from the cargo door. This provides a method to perform cargo drops of
supplies with automatic parachute deployment.
• .Sill Protector: Installed in the cargo door opening to protect the frame of
the cargo door when performing cargo drops.
• Door Closing Mechanism: Provides a pilot actuated handle which allows
the pilot to close the vertical sliding door.
• Jump Exhaust Stacks: Positions the exhaust plume further away from
the side of the fuselage.
VERTICAL SLIDING DOOR

The original cargo door is replaced by a vertical sliding door made from
transparent polycarbonate panels and aluminum hinges which are guided
Cargo Door Remove

in UHMW (plastic) rails. The door is opened by lifting up on the bottom of
the unit and sliding it upward until it reaches its stop. To close the door, pull
down on the bottom of the door until it rests on the floor of the aircraft. If the
aircraft is equipped with an optional door closing mechanism, the pilot may
close the door by pulling the handle located in the cockpit headliner. The
door remains closed by its own weight.
WIND DEFLECTOR
A wind deflector is installed just aft of the cargo door opening to minimize
airflow buffeting within the cabin with the vertical sliding door open.
INTERNAL GRAB BAR

An internal grab bar is installed just inside the cargo door on the upper left
side of the fuselage. The grab bar is provided as a stabilizing hand hold for
operations with the cargo doors removed.

Section 9
PARACHUTE STATIC LINE ATTACHMENT (IF EQUIPPED)

A static line attachment may be installed. It is a horizontal fixture mounted to
the upper cabin structure on the right side of the cabin. Static lines may be
hooked to the horizontal cable on the fixture. The arrangement allows the
static lines to slide aft along the cable. The static lines will trail across the
floor to the door opening and then along the side of the airplane as cargo is
dropped. The static line attachment may also be used to tether crew during
cargo drop operations.
SIGNAL LIGHTS AND SWITCHES (IF EQUIPPED)

A Signal system may be installed in the aircraft. A light panel with red, amber
and green lights is installed in the rear of the aircraft on the aft bulkhead to
facilitate communications from the pilot to other crew members. The lights
are controlled by a three position switch located on the upper left portion of
the instrument panel. The signals from the pilot to the crew member are as
follows:
Red Light........................ NO DROPPING (remain seated with door closed)
Amber Light............................................. PREPARE TO DROP (open door)
Green Light..................................................... DROP (overhead drop zone)
NOT E: The signal lights do not absolve the crew of the responsibility to
ensure the area is clear below the aircraft.
An additional jump light panel with green, white and red lights is installed on
Cargo Door Remove
the upper left portion of the instrument panel to facilitate communications

from the jumpmaster to the pilot. The lights are controlled by like colored
buttons located on the aft portion of the cargo door post. The signals from
the jumpmaster to the pilot are as follows:
Green Light............................................................................ Turn Right 10°
White Light.............................................. Hold Heading, Speed and Altitude
Red Light.................................................................................. Turn Left 10°
JUMP EXHAUST STACKS (IF EQUIPPED)

The Jump Exhaust Stacks may be installed to improve crew comfort during
operations with the vertical sliding door open. These exhaust stacks are
turned out and point away from the fuselage, which positions the exhaust
plume further outboard and considerably reduces the amount of exhaust
fumes in the cabin while operating with the door open.

No change.

Section 9
100 SERIES E X T E R N A L CA RG O C O M PA R T M E N T

KODIAK POH/AFM Supplement AM901.006
INTRODUCTION
When the External Cargo Compartment (ECC) is installed on the KODIAK®
100, this Supplement is applicable and must be inserted in the Supplement
section (Section 9) of the KODIAK® 100 Pilot’s Operating Handbook and FAA
Approved Airplane Flight Manual (POH). This document must be carried in
the airplane at all times. Information in this supplement adds to, supersedes,
or deletes information contained in the basic POH.
ECC

Section 9
E X T E R N A L CA RG O C O M PA R T M E N T 100 SERIES

ECC

Section 9

Table of Contents
CONTENTS PAGE
GENERAL...........................................................................................................9.6-7
ECC DIMENSIONS..........................................................................................9.6-7
LIMITATIONS......................................................................................................9.6-7
REQUIRED PLACARDS..................................................................................9.6-7
NORMAL PROCEDURES CHECKLIST........................................................ 9.6-10
LEFT SIDE..................................................................................................... 9.4-10
AFT SECTION............................................................................................... 9.4-10
RIGHT SIDE................................................................................................... 9.4-10
RIGHT FRONT............................................................................................... 9.4-10
LEFT FRONT................................................................................................. 9.4-10
AMPLIFIED NORMAL PROCEDURES......................................................... 9.6-10
PERFORMANCE.............................................................................................. 9.6-11
MAXIMUM TAKEOFF WEIGHTS WITH ECC............................................... 9.6-11
OBSTACLE TAKEOFF DISTANCE WITH ECC............................................. 9.6-13
TAKEOFF RATE OF CLIMB WITH ECC....................................................... 9.6-16
TAKEOFF CLIMB GRADIENT WITH ECC.................................................... 9.6-18
ENROUTE RATE OF CLIMB WITH ECC......................................................9.6-20
ENROUTE CLIMB GRADIENT WITH ECC...................................................9.6-22
CRUISE PERFORMANCE WITH ECC..........................................................9.6-24
CRUISE PERFORMANCE W/ECC (Press. Alt. SEA LEVEL).......................9.6-25
CRUISE PERFORMANCE W/ ECC (Press. Alt. 1000 FT)............................9.6-26
CRUISE PERFORMANCE W/ ECC (Press. Alt. 6000 FT)............................9.6-31 ECC
CRUISE PERFORMANCE W/ ECC (Press. Alt. 9000 FT)...........................9.6-34
CRUISE PERFORMANCE W/ ECC (Press. Alt. 10,000 FT).........................9.6-35
CRUISE PERFORMANCE W/ ECC (Press. Alt. 15,000 FT)........................ 9.6-40

Section 9

MAXIMUM LANDING WEIGHTS WITH ECC...............................................9.6-50
BALKED LANDING RATE OF CLIMB WITH ECC........................................9.6-52
BALKED LANDING CLIMB GRADIENT WITH ECC.................................... 9.6-54
EXTERNAL CARGO COMPARTMENT BAY LOADING LIMITS..................9.6-56
AIRPLANE AND SYSTEMS DESCRIPTIONS................................................9.6-56
HANDLING, SERVICE, AND MAINTENANCE...............................................9.6-56
JACKING........................................................................................................9.6-56
ECC

Section 9
9.6-1 GENERAL
The KODIAK 100 may be equipped with an External Cargo Compartment
(ECC) that attaches to the bottom of the fuselage and provides an additional
cargo volume of 63 cubic feet (or 750 pound capacity). The ECC is
comprised of the nose fairing and the body of the pod, which are separated
by a stainless steel firewall. The ECC has three separate compartments
that are accessible through three doors on the left side of the aircraft. Once
installed, the ECC and its components will increase the empty weight of the
aircraft by approximately 175 pounds.
The External Cargo Compartment is attached to the bottom of the aircraft
using screws and nutplates, and is fabricated from a gel coat, fiberglass,
resin, and foam core composite, also containing ground plane mesh. Ventral
fins, strakes, and aerodynamic fences are installed to provide additional
directional stability. Fuel drains and vents are routed to a common drain
manifold on the right side. Jacking of the nose gear is accomplished with
a column jack point, which extends below the aircraft firewall, through the
ECC.
ECC DIMENSIONS
ECC Volume...................................................................................63 CU FT
Maximum Floor Loading......................................................... 65 LB / SQ FT
Bay One Door Dimensions......................................................25.5 x 13.5 IN
Bay Two Door Dimensions.........................................................29.5 x 14 IN
Bay Three Door Dimensions............................................... 39 x 4.5 to 11 IN
9.6-2 LIMITATIONS
REQUIRED PLACARDS
1. Located on the ECC oil and fuel reservoir access door:
ECC
2. Located on the ECC fuel filter access door:
FUEL FILTER
LOCATED INSIDE DOOR
DRAIN DAILY
100-910-0075

Section 9
3. Located on the fuel sump drain control panel:
FUEL LINE DRAIN FUEL LINE DRAIN VENT LINE DRAIN VENT LINE DRAIN FUEL RESERVOIR FUEL LINE DRAIN
AFT RIGHT AFT LEFT LEFT RIGHT BLADDER DRAIN FORWARD PUMP BAY
PUSH TO DRAIN; PUSH AND TURN TO LOCK 100-910-0089
4. Located on the ECC fuel drain access door:
FUEL DRAIN ACCESS

DRAIN DAILY
100-910-0100
NOTE: Placard 100-910-0100 supersedes 100-910-0023 (“Fuel Filter

Drain Daily”) on ECC-equipped airplanes.
5. Located on each ECC door:
OPEN
100-910-0074
CLOSE
ECC
6. Located on the inside of the ECC Bay 1 door:
POD BAY 1
MAX WEIGHT 290 LB
MAX FLOOR LOADING
65 LB PER SQ FT
NO SHARP EDGES
100-910-0081

Section 9
POD BAY 2
MAX WEIGHT 280 LB
MAX FLOOR LOADING
65 LB PER SQ FT
NO SHARP EDGES
100-910-0082
POD BAY 3
MAX WEIGHT 180 LB
MAX FLOOR LOADING
65 LB PER SQ FT
NO SHARP EDGES
100-910-0083
9. Located on the forward main landing gear frame on both sides of the
aircraft.
ECC
100-910-0114

No change.
9.6-3A Abnormal Procedures

No change.

Section 9

NORMAL PROCEDURES CHECKLIST
LEFT SIDE
1. Fuselage Floor Skin Drain Holes..................................................CHECK
(Check for any sign of leaks in the aircraft sidewall or sub-floor.)
2. Ensure cargo is secure and within the weight limits of each bay.
3. Ensure three ECC doors are closed and latched.
AFT SECTION
Ensure strakes and ventrals are secure and in good condition.
RIGHT SIDE
Open Fuel Drain Manifold Access Door and sump fuel out of flexible plastic
tube into a suitable container by pressing each of the fuel drain manifold
buttons.
RIGHT FRONT
1. Sump Firewall Mounted Fuel Filter by opening access door and pushing
up onto drain sleeve. Drain fuel into a suitable container.
2. Remove engine inlet bypass outlet plugs if installed.
LEFT FRONT
Sump EPA can drain located on bottom of pod fairing.

ECC
AMPLIFIED NORMAL PROCEDURES

The seventeen (17) fuselage floor skin drain holes should be checked for
any sign of blockage or leakage. Care should be taken to open the cargo
compartment doors and confirm all sidewall and sub-floor drain holes are
clean.

Section 9
9.6-5 PERFORMANCE
MAXIMUM TAKEOFF WEIGHTS WITH ECC
(Refer to the table below)
Climb Speed – Vy
Conditions: Altitude
(KIAS)
S.L. 87
• Flaps 20°
2000 87
4000 86
6000 85
8000 83
10000 82
12000 81
NOTES:
• Dashed entries correspond to outside air temperatures beyond the aircraft
operating limits.
takeoff weight.
NOT E: For temperatures below 3°C and altitudes below 5000 ft, the
takeoff weight limit is 7,255 lb.


(°C) (°F) 5000 6000 7000 8000 9000 10000 11000 12000
7255
3 37 7255 7255 7255 7255 7255 7255 7255 ECC
7205
7255
5 41 7255 7255 7255 7255 7255 7255 7255
7099
7255
7 45 7255 7255 7255 7255 7255 7255 7255
6990
7255 7204
9 48 7255 7255 7255 7255 7255 7255
7235 6880
7255 7093
11 52 7255 7255 7255 7255 7255 7255
7119 6765
Table 9.6-1 – Maximum Takeoff Weight with External Cargo Compartment

Section 9

(°C) (°F) 5000 6000 7000 8000 9000 10000 11000 12000
7255 6982
13 55 7255 7255 7255 7255 7255 7255
7003 6648
7255 7212 6868
15 59 7255 7255 7255 7255 7255
7228 6883 6528
7255 7092 6750
17 63 7255 7255 7255 7255 7255
7103 6759 6404
7255 6972 6628
19 66 7255 7255 7255 7255 7255
6977 6631 6276
7255 7182 6848 6503
21 70 7255 7255 7255 7255
7182 6846 6501 6144
7255 7054 6720 6374
23 73 7255 7255 7255 7255
7044 6712 6365 6005
7251 6924 6588 6241
25 77 7255 7255 7255 7255
6907 6572 6223 5861
7255 7114 6789 6453 6105
27 81 7255 7255 7255
7100 6762 6427 6078 5714
7255 6975 6650 6313
29 84 7255 7255 7255 —
6946 6613 6277 5927
7255 7150 6832 6506
31 88 7255 7255 — —
7128 6786 6459 6122
7255 6996 6683
33 91 7255 7255 — — —
6959 6621 6301
7255 7158 6833
35 95 7255 — — — —
7140 6783 6450
7255 6985
ECC
37 99 7255 — — — — —
6961 6601
7255 7158
39 102 — — — — — —
7138 6774
7255
41 106 — — — — — — —
6948
Table 9.6-1 (continued) – Maximum Takeoff Weight with External Cargo Compartment

Section 9
OBSTACLE TAKEOFF DISTANCE WITH ECC

Conditions:
Winds.....................................................................................................Zero
Runway...............................................................Paved, Level, Dry Runway
Flaps.........................................................................................................20°
Power..............................................Maximum Torque (per POH Figure 5-2)
Propeller....................................................................................... 2200 RPM
Inertial Air Particle Separator.............................................................Normal
Example: Results:
Outside Air Temperature...............20°C Rotation Speed.....................60 KIAS
Weight............................. 7255 pounds 50 Foot Obstacle Speed.......73 KIAS
Field Pressure Altitude................. 4000 Takeoff Ground Roll............. 1508 feet
Headwind Component............ 12 knots Total Distance Over
Runway..................... Level, Dry Grass 50 Foot Obstacle................. 2245 feet
NOT ES:
• Obstacle takeoff technique utilized as outlined in “Section 4.”
• Rotation initiated at stall speed.
• Decrease distances 10% for each 12 knots headwind. For operation in
tailwinds up to 10 knots, increase distances by 10% for each 2 knots.
• For operation on a hard dry grass runway, increase distances by 15%
of the “ground roll” calculation.
• With takeoff power set below the torque limit, increase both ground
roll and total distances by 1%, for the inertial separator system in
bypass.
data for takeoff distances.
• For operation in air warmer than this table provides, use extreme
caution.
operating limits.
• For each 1% of upsloped runway (up to 3% grade), increase the table
distances by:
ECC
30% of the ground roll distance at 5,000 to 9,999 feet
43% of the ground roll distance at 10,000 feet or above
• For each 1% of downsloped runway, decrease the table distances by:
10% of the ground roll distance at 5,000 feet to 9,999 feet
14 % of the ground roll distance at 10,000 feet or above
• When Air Conditioning is ON, and takeoff power is set below the
torque limit, increase ground roll by 6.1% and total distance by 6.7%.
N OTE : Red shaded areas represent data at temperatures greater than

interpolating.

ECC
Press 0°C 10°C 20°C 30°C 40°C 50°C

WT
Alt
(FT)
9 . 6 -12
S.L. 914 1502 972 1586 1031 1671 1177 1908 1368 2222 1618 2637
Section 9
1000 965 1567 1026 1654 1116 1792 1284 2063 1497 2411 1777 2872
2000 1019 1635 1083 1726 1218 1938 1404 2235 1637 2613 1941 3110
3000 1077 1707 1164 1835 1332 2099 1537 2426 1795 2839 2129 3382
4000 1138 1783 1274 1991 1457 2276 1682 2631 1967 3083 2338 3681
5000 1232 1910 1395 2160 1593 2466 1839 2850 2153 3345 — —

7255 6000 1351 2077 1527 2343 1743 2673 2016 3095 2372 3652 — —
7000 1480 2253 1673 2542 1911 2904 2216 3371 2618 3997 — —
8000 1623 2449 1838 2768 2103 3167 2438 3677 2880 4356 — —
9000 1784 2666 2023 3019 2315 3454 2682 4007 3158 4731 — —
10000 1959 2900 2223 3287 2548 3767 2958 4379 — — — —
E X T E R N A L CA RG O C O M PA R T M E N T
11000 2157 3162 2457 3599 2810 4115 3278 4809 — — — —

12000 2377 3452 2711 3934 3104 4504 3623 5266 — — — —
S.L. 558 938 593 990 629 1043 718 1191 835 1386 987 1646
1000 589 978 626 1032 681 1118 784 1287 914 1504 1084 1793
2000 622 1021 661 1077 743 1209 857 1395 999 1630 1185 1941
3000 657 1065 710 1145 813 1310 938 1513 1095 1772 1299 2110
4000 694 1112 777 1242 889 1420 1027 1641 1200 1924 1427 2297
5000 752 1192 851 1348 972 1538 1122 1778 1314 2087 — —
6000 6000 825 1296 932 1462 1064 1668 1230 1931 1447 2278 — —
7000 903 1406 1021 1586 1166 1812 1352 2103 1598 2493 — —
8000 991 1527 1122 1727 1283 1975 1488 2293 1757 2717 — —
9000 1089 1663 1235 1883 1413 2155 1637 2500 1927 2951 — —
10000 1196 1809 1357 2050 1555 2349 1805 2731 — — — —

11000 1316 1972 1500 2245 1715 2567 2001 3000 — — — —
12000 1451 2153 1654 2454 1894 2809 2211 3285 — — — —
100 SERIES
P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t
Table 9.6-2 – Obstacle Takeoff Distance with ECC
Press 0°C 10°C 20°C 30°C 40°C 50°C
WT
Alt
(FT)
S.L. 347 597 369 630 392 663 447 758 520 882 615 1048
1000 367 623 390 657 424 711 488 819 569 957 675 1141
2000 387 650 412 685 463 769 533 887 622 1038 737 1235
3000 409 678 442 729 506 833 584 963 682 1127 809 1343

4000 432 708 484 790 554 904 639 1044 747 1224 888 1462
5000 468 758 530 857 605 979 699 1131 818 1328 — —
5000 6000 513 824 580 930 662 1061 766 1228 901 1450 — —
7000 562 894 635 1009 726 1153 842 1338 995 1586 — —
8000 617 972 698 1098 799 1256 926 1459 1094 1729 — —
100 SERIES
9000 678 1058 769 1198 880 1371 1019 1590 1200 2274 — —
10000 744 1151 845 1304 968 1494 1124 1737 — — — —
11000 819 1255 933 1428 1068 1633 1245 1908 — — — —
12000 903 1369 1030 1561 1179 1787 1376 2089 — — — —
S.L. 194 344 207 363 219 382 250 436 291 508 344 603
1000 205 359 218 378 237 409 273 472 318 551 378 657
2000 217 374 230 395 259 443 299 511 348 597 413 711
3000 229 390 248 419 283 480 327 554 382 649 453 773
4000 242 407 271 455 310 520 358 601 418 705 497 842
5000 262 436 297 493 339 563 391 651 458 764 — —
4000 6000 287 474 325 535 371 611 429 707 504 834 — —
7000 315 515 356 581 406 663 471 770 557 913 — —
8000 345 559 391 632 447 723 519 840 612 995 — —
9000 379 609 430 689 492 789 570 915 672 1081 — —
10000 417 662 473 750 542 860 629 1000 — — — —
11000 459 722 523 822 598 939 697 1098 — — — —
12000 505 788 577 898 660 1028 771 1202 — — — —
9 . 6 -13
Section 9
Table 9.6-3 (continued) – Obstacle Takeoff Distance with ECC

ECC
Section 9
TAKEOFF RATE OF CLIMB WITH ECC

Conditions:
Flaps.........................................................................................................20°
Airspeed.................................................................................................... Vy
Example:
Weight...................................................................................... 6000 pounds
Pressure Altitude......................................................................4000 FT MSL
NOT ES :
• Do not exceed the placarded maximum takeoff torque, ITT (790°C)
and Ng (101.6%) limits, or the charted max takeoff torque.
• This power setting is time limited to 5 minutes.

NOTE: Red shaded areas represent data at temperatures greater than

interpolating.
ECC

Section 9

ALT SPEED ALT SPEED
859 619 1276 991
S.L. 87 1313 1288 1258 S.L. 87 1802 1780 1751
773 527 1173 879
1094 688 453 1562 1079 800
2000 87 1288 1261 2000 87 1780 1756
1005 584 331 1454 954 652
915 518 292 1357 886 617
4000 86 1263 1221 4000 86 1760 1719
832 427 193 1256 776 497
1053 748 356 1528 1168 703
6000 85 1220 — 6000 85 1721 —
968 651 247 1425 1051 571
1100 871 573 196 1589 1323 973 526
8000 83 — 8000 83 —
1031 792 487 97 1506 1227 868 406
917 694 403 42 1384 1124 783 356
10000 82 — 10000 82 —
846 602 302 - 73 1297 1013 661 217
741 516 232 -117 1185 924 591 179
12000 81 — 12000 81 —
668 430 142 -221 1097 820 482 54

ALT SPEED ALT SPEED
1721 1381 2344 1922
S.L. 87 2333 2313 2284 S.L. 87 3090 3072 3043
1596 1247 2188 1755
2065 1492 1160 2775 2066 1654
2000 87 2312 2291 2000 87 3071 3052
1935 1342 982 2614 1878 1431
1827 1269 949 2488 1797 1400
4000 86 2297 2255 4000 86 3060 3015
1707 1137 806 2337 1631 1221
2035 1611 1061 2751 2228 1547
6000 85 2260 — 6000 85 3024 —
1912 1471 902 2596 2053 1349
2113 1802 1389 860 2852 2472 1963 1309
8000 83 — 8000 83 —
2014 1687 1264 717 2728 2327 1806 1130
1878 1575 1174 670 2571 2201 1707 1085 ECC
10000 82 — 10000 82 —
1775 1442 1028 503 2441 2034 1525 876
1651 1346 956 470 2299 1926 1447 848
12000 81 — 12000 81 —
1545 1222 825 320 2166 1771 1284 661
Table 9.6-3 – Takeoff Rate of Climb with ECC

Section 9
TAKEOFF CLIMB GRADIENT WITH ECC

Conditions:
Flaps.........................................................................................................20°
Airspeed.................................................................................................... Vy
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 6000 pounds
Pressure Altitude..............................................................................2000 FT
NOT ES:
• Do not exceed the maximum climb power torque, ITT and Ng limits.
• This table represents the gain in altitude for the horizontal distance
traveled and is expressed as feet per nautical mile.

NOTE: Red shaded areas represent data at temperatures greater than

interpolating.
ECC

Section 9

ALT SPEED ALT SPEED
565 401 845 643
S.L. 87 970 915 861 S.L. 87 1346 1277 1210
508 341 775 570
722 437 284 1039 689 501
2000 87 919 865 2000 87 1284 1217
663 371 207 966 608 408
586 320 178 874 549 375
4000 86 876 814 4000 86 1232 1156
532 264 118 808 480 302
683 467 215 999 733 425
6000 85 826 — 6000 85 1175 —
628 407 149 930 659 345
729 554 351 116 1062 847 598 311
8000 83 — 8000 83 —
683 504 298 58 1005 784 533 241
594 432 242 24 902 702 471 207
10000 82 — 10000 82 —
548 374 181 - 42 845 632 397 126
467 312 135 - 66 749 560 345 101
12000 81 — 12000 81 —
420 260 83 -125 693 497 281 31

ALT SPEED ALT SPEED
1148 901 1589 1268
S.L. 87 1772 1685 1601 S.L. 87 2426 2307 2192
1063 812 1477 1153
1389 958 730 1908 1342 1048
2000 87 1694 1610 2000 87 2320 2205
1298 860 616 1787 1215 904
1188 790 579 1644 1127 859
4000 86 1632 1537 4000 86 2238 2109
1106 706 491 1537 1021 747
1345 1018 643 1856 1426 943
6000 85 1564 — 6000 85 2149 —
1260 927 546 1743 1308 820
1429 1163 858 511 1974 1621 1225 781
8000 83 — 8000 83 —
1358 1086 779 425 1879 1520 1124 673
1236 991 708 389 1723 1402 1038 632 ECC
10000 82 — 10000 82 —
1165 905 619 292 1630 1291 924 510
1052 821 560 265 1485 1186 852 480
12000 81 — 12000 81 —
982 744 483 181 1394 1087 754 373
Table 9.6-4 – Takeoff Climb Gradient with ECC

Section 9
ENROUTE RATE OF CLIMB WITH ECC

Conditions:
Flaps...........................................................................................................0°
Airspeed.............................................................................................. Vclimb
Example:
Weight...................................................................................... 6000 pounds
NOT E S:
• Do not exceed the placarded maximum climb torque, ITT (765°C) and
Ng (101.6%) limits, or the charted max climb torque from Figure 5-3 of
the main POH.
• For operation in temperatures colder than provided in this table, use
the coldest data shown.
• For operation in temperatures warmer than provided in this table, use
extreme caution.
aircraft operating limits, or appreciable rate of climb for the weight
shown cannot be expected.

ECC

PRESS PRESS
SPEED SPEED
KIAS KIAS
1195 674 401 1637 1014 687
S.L. 101 1445 1434 1416 S.L. 101 1919 1914 1898
1083 547 265 1502 861 523
1395 1384 1189 759 270 1875 1869 1641 1129 544
5000 101 — 5000 101 —
1357 1343 1039 589 65 1829 1820 1460 923 296

1278 1047 729 330 1752 1481 1105 630
10000 101 — — 10000 101 — —
1177 938 614 201 1630 1349 966 474
812 574 258 1209 931 558 88
15000 101 — — — 15000 101 — —
680 425 99 1048 751 365 —
344 104 666 386 27
20000 101 — — — — 20000 101 — — —
228 — 526 236 —
100 SERIES
116
25000 101 — — — — — — 25000 101 — — — — —
—

PRESS PRESS
SPEED SPEED
KIAS KIAS
2118 1376 985 2804 1881 1396
S.L. 101 2439 2439 2425 S.L. 101 3188 3194 3183
1956 1191 788 2602 1650 1150
2399 2399 2131 1523 826 3151 3157 2829 2074 1210
5000 101 — 5000 101 —
2344 2340 1914 1275 529 3083 3084 2557 1765 838
Table 9.6-5 – Enroute Rate of Climb with ECC

2266 1948 1504 939 3000 2609 2061 1362
10000 101 — — 10000 101 — —
2119 1789 1336 752 2816 2411 1852 1128

1631 1304 864 308 2222 1822 1279 591
15000 101 — — 15000 101 — —
1438 1088 632 24 1982 1552 990 237
998 670 247 1450 1050 529
20000 101 — — — 20000 101 — — —
830 490 49 1240 824 280
359 56 673 304
25000 101 — — — — 25000 101 — — — —
162 — 427 —
9 . 6 -19
Section 9
ECC
Section 9
ENROUTE CLIMB GRADIENT WITH ECC

Conditions:
Flaps...........................................................................................................0°
Airspeed.............................................................................................. Vclimb
Example:
Weight...................................................................................... 7255 pounds
NOT E: Dashed entries correspond to the outside air temperatures beyond

aircraft limits, or an appreciable climb gradient for the weight shown cannot
be expected.

ECC

PRESS PRESS
SPEED SPEED
KIAS KIAS
706 384 224 974 579 385
S.L. 101 963 917 870 S.L. 101 1292 1234 1176
640 311 148 892 491 293
846 805 664 408 140 1146 1095 921 608 282
5000 101 — 5000 101 —
823 781 579 316 34 1117 1065 818 496 154

703 551 369 161 969 783 560 307
10000 101 — — 10000 101 — —
646 493 310 98 900 712 489 231
403 273 118 601 443 255 39
15000 101 — — — 15000 101 — —
337 202 45 521 357 167 —
154 45 298 166 11
20000 101 — — — — 20000 101 — — —
102 — 235 101 —
100 SERIES
47
25000 101 — — — — — — 25000 101 — — — — —
—

PRESS PRESS
SPEED SPEED
KIAS KIAS
1271 788 553 1711 1086 787
S.L. 101 1665 1593 1521 S.L. 101 2237 2140 2043
1170 681 442 1579 949 647
1483 1420 1206 823 429 1992 1908 1625 1130 630
5000 101 — 5000 101 —
1447 1383 1079 687 274 1944 1859 1460 957 435
Table 9.6-6 – Enroute Climb Gradient with ECC

1264 1035 765 459 1701 1403 1055 667
10000 101 — — 10000 101 — —

1179 949 678 367 1590 1292 945 552
814 622 396 136 1118 874 587 261
15000 101 — — 15000 101 — —
716 518 289 11 993 742 454 104
447 288 102 651 451 218
20000 101 — — — 20000 101 — — —
371 210 20 556 354 116
144 22 270 117
25000 101 — — — — 25000 101 — — — —
9 . 6 - 21
Section 9
65 — 171 —
ECC
Section 9
CRUISE PERFORMANCE WITH ECC

The following information is applicable to all External Cargo Compartment

(ECC) Cruise Performance Charts contained in this section, if your airplane
is equipped with an ECC.
CA UT ION: With the inertial air particle separator placed in BYPASS,

maximum cruise speed is reduced by up to 10 knots.
NOT E S:
• The highest torque value for each temperature and RPM value
represents the maximum allowable cruise power. Do not exceed this
torque value: 740°C ITT, or 101.6% Ng, whichever occurs first.
• With the inertial air particle separator placed in BYPASS and the
power set below the cruise torque limit of 1840 foot-pounds, decrease
the maximum cruise torque by 55 foot-pounds. Do not exceed 740°C
ITT or 101.6% Ng.
• When the Air Conditioning is ON, and power is set below the cruise
torque limit of 1840 foot-pounds, decrease the maximum cruise torque
by 80 foot-pounds. Do not exceed 740°C ITT or 101.6% Ng.
• Propeller RPM (Np) may be set as low as 1900 RPM to reduce cabin
noise. Do not exceed 1840 foot-pounds of torque, 740 degrees C ITT,
or 101.6% NG. To achieve optimum cruise performance, set Np at or
above 2000 RPM.
NOTE: Green numbers indicate performance numbers for standard

temperatures at that altitude.
ECC

2200 RPM 2000 RPM 2200 RPM 2000 RPM
TEMP FUEL FUEL TEMP FUEL FUEL
°C TRQ TAS TRQ TAS °C TRQ TAS TRQ TAS
PPH PPH PPH PPH
50 100% 1130 332 145 100% 1240 332 147 0 100% 1670 416 164 100% 1840 422 165
Rng 1040 316 139 Rng 1070 305 137 75% 1250 341 144 75% 1380 343 146

75% 850 284 121 75% 930 283 126 Rng 1170 328 139 65% 1190 313 137
Conditions:
65% 730 264 105 65% 810 264 114 65% 1090 313 132 Rng 1030 287 127
End 660 252 76 End 680 243 86 End 660 241 70 End 660 230 71
40 100% 1270 354 152 100% 1400 355 154 -10 100% 1670 414 162 100% 1840 421 163
Rng 1040 315 138 Rng 1060 301 134 75% 1250 339 142 75% 1380 341 144
75% 960 300 129 75% 1050 300 134 65% 1090 310 130 65% 1190 311 135
65% 830 278 116 65% 910 278 123 Rng 1050 305 128 Rng 1020 283 124
End 660 249 75 End 680 241 82 End 670 239 70 End 660 227 69
100 SERIES
30 100% 1460 384 160 100% 1610 387 162 -20 100% 1670 412 159 100% 1840 420 161
75% 1100 322 140 75% 1210 322 142 75% 1250 337 140 75% 1380 338 143
Rng 1060 316 137 65% 1050 297 132 Rng 1090 308 128 65% 1190 309 133
65% 950 297 127 Rng 1020 292 130 65% 1090 308 128 Rng 1050 286 125
End 660 247 73 End 670 238 76 End 680 238 68 End 660 225 67
20 100% 1650 416 167 100% 1810 421 168 -30 100% 1670 410 157 100% 1840 418 159
75% 1240 343 147 75% 1360 344 149 75% 1250 334 137 75% 1380 336 141
Rng 1100 320 138 65% 1180 315 139 Rng 1130 313 130 65% 1190 306 131
65% 1070 315 136 Rng 1050 295 131 65% 1090 305 126 Rng 1100 291 126
End 660 245 72 End 660 235 74 End 680 237 66 End 660 223 65
15 100% 1670 419 167 100% 1840 425 168 -40 100% 1670 409 155 100% 1840 417 157
75% 1250 345 147 75% 1380 346 149 75% 1250 332 135 75% 1380 334 138
Rng 1130 323 139 65% 1190 317 139 Rng 1180 319 130 65% 1190 304 129
65% 1090 316 136 Rng 1060 296 131 65% 1090 303 123 Rng 1140 295 126
End 660 244 70 End 660 233 73 End 690 236 65 End 660 220 64
10 100% 1670 418 166 100% 1840 424 167 -50 100% 1670 407 152 100% 1840 416 154
Table 9.6-7 – Cruise Performance with External Cargo Compartment

75% 1250 343 146 75% 1380 345 148 75% 1250 329 132 75% 1380 332 136
Rng 1140 324 139 65% 1190 316 138 Rng 1230 326 131 65% 1190 301 127
CRUISE PERFORMANCE W/ECC (Press. Alt. SEA LEVEL)
65% 1090 315 135 Rng 1070 296 131 65% 1090 300 120 Rng 1030 275 116
End 660 243 69 End 660 232 72 End 690 234 65 End 660 218 63
Weight...................................................................................... 7255 pounds
9.6 -23
Section 9
ECC
ECC
2200 RPM 2000 RPM
9.6 -24
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
Section 9
LBFT KTS LBFT KTS

PPH PPH
TEMP FUEL FUEL
40 100% 1240 343 152 100% 1360 344 154 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH
75% 930 290 129 75% 1020 290 133
Conditions:
65% 800 269 115 65% 880 269 122 -10 100% 1670 411 164 100% 1840 419 165
End 660 244 77 End 680 236 86 75% 1250 335 144 75% 1380 337 146
Rng 1170 321 139 65% 1190 307 137

30 100% 1410 371 160 100% 1560 374 162 65% 1090 306 132 Rng 1010 278 126
75% 1060 311 139 75% 1170 311 142 End 660 234 70 End 660 223 71
Rng 1030 305 137 Rng 1010 287 132
65% 920 287 127 65% 1010 287 131 -20 100% 1670 409 162 100% 1840 418 163
End 660 242 75 End 680 234 83 75% 1250 332 142 75% 1380 334 144
65% 1090 304 130 65% 1190 304 135
20 100% 1590 402 167 100% 1750 407 168 Rng 1050 297 128 Rng 1020 276 124
75% 1200 331 146 75% 1320 333 148
End 670 233 70 End 660 220 69

Rng 1060 309 138 65% 1140 305 139
65% 1040 304 135 Rng 1000 283 129 -30 100% 1670 408 159 100% 1840 417 161
End 660 240 73 End 670 231 76 75% 1250 330 139 75% 1380 332 142
Rng 1090 303 129 65% 1190 302 133
13 100% 1670 415 169 100% 1840 421 170 65% 1090 301 128 Rng 1060 281 125
75% 1250 340 148 75% 1380 341 150 End 680 232 69 End 660 218 67
Rng 1090 311 138 65% 1190 312 141
65% 1090 311 138 Rng 1020 285 130 -40 100% 1670 406 157 100% 1840 416 159
End 660 239 72 End 660 229 75 75% 1250 328 137 75% 1380 330 140
Rng 1140 308 130 65% 1190 300 131
10 100% 1670 414 168 100% 1840 421 169 65% 1090 299 126 Rng 1100 284 125
75% 1250 339 148 75% 1380 341 150 End 680 230 68 End 660 216 65
Rng 1100 313 138 65% 1190 311 140
Table 9.6-8 (continued) – Cruise Performance with ECC

65% 1090 310 137 Rng 1030 286 130 -50 100% 1670 405 154 100% 1840 415 156
End 660 238 72 End 660 227 75 75% 1250 325 134 75% 1380 328 138
Rng 1180 312 130 65% 1190 298 129
0 100% 1670 412 166 100% 1840 420 167 65% 1090 296 123 Rng 1150 290 126
CRUISE PERFORMANCE W/ ECC (Press. Alt. 1000 FT)
75% 1250 337 146 75% 1380 339 148 End 690 229 67 End 660 213 64
Rng 1130 317 139 65% 1190 309 139
65% 1090 308 135 Rng 1010 280 127
End 660 236 70 End 660 225 73
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS
PPH PPH
TEMP FUEL FUEL
40 100% 1200 332 152 100% 1320 333 154 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH

75% 900 281 128 75% 990 281 133
Conditions:
65% 780 260 114 65% 860 260 121 -10 100% 1670 408 166 100% 1840 417 167
End 660 239 79 End 670 231 89 75% 1250 330 146 75% 1380 333 148
Rng 1130 310 139 65% 1190 303 139
30 100% 1370 358 160 100% 1500 361 161 65% 1090 302 135 Rng 990 271 126
75% 1020 300 138 75% 1130 300 141 End 660 229 70 End 650 218 73
Rng 1000 295 136 Rng 1040 287 135
65% 890 277 126 65% 980 277 130 -20 100% 1670 406 164 100% 1840 416 165
End 660 237 78 End 670 229 86 75% 1250 328 144 75% 1380 331 146
100 SERIES
65% 1090 299 132 65% 1190 300 137

20 100% 1540 388 167 100% 1700 393 168 Rng 1010 287 127 Rng 980 267 123
75% 1160 320 146 75% 1270 321 148 End 660 227 70 End 660 216 71
Rng 1030 299 137 65% 1100 294 138
65% 1000 294 134 Rng 970 274 129 -30 100% 1670 405 161 100% 1840 415 163
End 660 236 75 End 670 227 83 75% 1250 326 141 75% 1380 329 144
65% 1090 297 130 65% 1190 298 135
11 100% 1670 411 171 100% 1840 419 171 Rng 1060 292 129 Rng 1020 270 124
75% 1250 335 150 75% 1380 337 152 End 670 226 70 End 660 214 70
65% 1090 306 139 65% 1190 307 142
Rng 1060 302 138 Rng 1000 277 130 -40 100% 1670 404 159 100% 1840 414 161
End 660 234 74 End 670 224 76 75% 1250 324 139 75% 1380 327 142
Rng 1090 295 129 65% 1190 296 133
10 100% 1670 411 170 100% 1840 419 171 65% 1090 295 128 Rng 1060 275 125
75% 1250 335 150 75% 1380 337 152 End 680 225 69 End 660 212 67
65% 1090 306 139 65% 1190 307 142
Rng 1060 302 138 Rng 1000 276 129 -50 100% 1670 403 156 100% 1840 414 158

End 660 234 74 End 670 224 76 75% 1250 322 136 75% 1380 325 140
Rng 1140 301 130 65% 1190 294 131
0 100% 1670 409 168 100% 1840 418 169 65% 1090 292 125 Rng 1110 280 126
75% 1250 332 148 75% 1380 335 150 End 680 223 69 End 660 210 65
Rng 1100 306 138 65% 1190 305 140
65% 1090 304 137 Rng 1030 279 130
End 660 232 72 End 660 220 75
Weight...................................................................................... 7255 pounds
9.6 -25
Section 9
ECC
ECC
2200 RPM 2000 RPM
9.6 -26
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS 2200 RPM 2000 RPM
PWR FLOW PWR FLOW
Section 9
LBFT KTS LBFT KTS

PPH PPH TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
40 100% 1160 321 151 100% 1280 322 153 PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
Rng 990 291 139 Rng 990 276 134 PPH PPH
75% 870 271 127 75% 960 271 132 -10 100% 1670 405 168 100% 1840 415 169
Conditions:
65% 760 252 113 65% 830 251 119 75% 1250 326 148 75% 1380 329 150
End 650 234 81 End 680 227 90 Rng 1100 299 138 65% 1190 299 140

30 100% 1320 346 159 100% 1450 348 160 65% 1090 297 137 Rng 980 264 126
Rng 1010 292 139 75% 1090 290 140 End 660 225 72 End 650 214 75
75% 990 289 137 Rng 1010 277 134 -20 100% 1670 404 166 100% 1840 415 167
65% 860 267 124 65% 940 267 129 75% 1250 324 146 75% 1380 327 148
End 660 233 80 End 670 225 89 65% 1090 295 135 65% 1190 297 139
20 100% 1490 374 166 100% 1640 380 167 Rng 980 277 127 Rng 980 262 125
75% 1120 309 145 75% 1230 310 147 End 660 223 70 End 650 211 73
Rng 1000 288 136 65% 1060 284 137 -30 100% 1670 403 163 100% 1840 414 165
65% 970 283 133 Rng 980 271 131 75% 1250 322 143 75% 1380 326 146
End 660 231 78 End 670 223 85 65% 1090 293 132 65% 1190 295 137
10 100% 1640 401 171 100% 1800 410 172 Rng 1010 280 127 Rng 980 261 123
75% 1230 326 150 75% 1350 328 152 End 660 221 70 End 660 210 72
65% 1060 298 140 65% 1170 299 142 -40 100% 1670 402 161 100% 1840 414 163
Rng 1030 292 137 Rng 970 267 129 75% 1250 320 141 75% 1380 324 144
End 660 229 76 End 670 220 83 65% 1090 291 130 65% 1190 293 135
9 100% 1650 404 171 100% 1810 412 172 Rng 1050 285 128 Rng 1030 265 124
75% 1240 327 151 75% 1360 330 153 End 670 220 69 End 660 208 69
65% 1070 299 140 65% 1180 300 143 -50 100% 1670 401 159 100% 1840 414 160

Rng 1030 292 137 Rng 970 267 129 75% 1250 318 139 75% 1380 322 142
End 660 229 76 End 670 220 83 Rng 1100 291 129 65% 1190 290 132
0 100% 1670 406 170 100% 1840 416 171 65% 1090 289 128 Rng 1070 270 125
75% 1250 328 150 75% 1380 331 152 End 670 218 69 End 660 206 67
65% 1090 299 139 65% 1190 301 142
Rng 1060 295 138 Rng 1000 270 130
End 660 227 74 End 660 217 77
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS
PPH PPH
TEMP FUEL FUEL
40 100% 1130 310 151 100% 1240 311 152 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH

75% 840 262 126 75% 930 262 131
Conditions:
65% 730 243 110 65% 800 243 117 -10 100% 1670 403 170 100% 1840 414 171
End 660 231 84 End 680 223 91 75% 1250 323 150 75% 1380 326 152
65% 1090 293 139 65% 1190 295 142
30 100% 1270 333 158 100% 1400 336 160 Rng 1060 289 138 Rng 960 257 126
Rng 990 284 139 75% 1050 279 139 End 660 221 74 End 660 211 77
75% 950 279 136 Rng 980 268 133
65% 830 257 123 65% 910 257 128 -20 100% 1670 402 168 100% 1840 414 169
End 650 228 83 End 680 221 90 75% 1250 321 148 75% 1380 324 150
100 SERIES
65% 1090 291 137 65% 1190 293 140

20 100% 1430 361 166 100% 1580 366 167 Rng 940 267 126 Rng 970 258 126
75% 1080 298 144 75% 1180 299 146 End 660 219 72 End 650 207 76
Rng 970 279 136 65% 1030 274 136
65% 930 273 132 Rng 1010 271 134 -30 100% 1670 401 166 100% 1840 414 167
End 660 226 80 End 670 218 89 75% 1250 319 145 75% 1380 323 148
65% 1090 289 135 65% 1190 291 138
10 100% 1580 387 171 100% 1740 395 172 Rng 970 270 126 Rng 950 252 122
75% 1190 315 150 75% 1300 317 152 End 660 217 70 End 650 205 73
65% 1030 287 139 65% 1130 288 142
Rng 980 280 135 Rng 950 260 129 -40 100% 1670 400 163 100% 1840 414 165
End 660 224 79 End 670 216 85 75% 1250 317 143 75% 1380 321 146
65% 1090 287 132 65% 1190 289 136
7 100% 1620 395 172 100% 1780 404 173 Rng 1020 275 128 Rng 990 256 124
75% 1220 319 151 75% 1340 322 153 End 660 215 70 End 650 203 72
65% 1050 291 140 65% 1160 292 143
Rng 990 281 136 Rng 950 259 128 -50 100% 1670 400 161 100% 1840 414 162

End 660 224 79 End 670 216 85 75% 1250 315 141 75% 1380 319 144
65% 1090 285 130 65% 1190 287 134
0 100% 1670 404 173 100% 1840 415 173 Rng 1060 281 129 Rng 1020 259 124
75% 1250 324 152 75% 1380 327 154 End 670 214 69 End 660 202 69
65% 1090 295 141 65% 1190 297 144
Rng 1010 283 136 Rng 970 261 129
End 660 223 76 End 670 214 83
Weight...................................................................................... 7255 pounds
9.6 -27
Section 9
ECC
ECC
2200 RPM 2000 RPM
9.6 -28
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS
Section 9
PPH PPH
TEMP FUEL FUEL
40 100% 1090 299 150 100% 1200 300 152 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH
75% 820 253 125 75% 900 253 129
Conditions:
65% 710 235 108 65% 780 234 115 -10 100% 1670 401 173 100% 1840 414 173
End 670 228 88 End 680 220 91 75% 1250 319 152 75% 1380 323 154
65% 1090 289 141 65% 1190 291 144

30 100% 1220 321 157 100% 1340 323 159 Rng 1010 277 136 Rng 950 252 128
Rng 970 277 139 75% 1010 269 137 End 660 217 76 End 670 208 82
75% 920 268 134 Rng 990 266 136
65% 790 248 121 65% 870 248 126 -20 100% 1670 401 170 100% 1840 414 171
End 660 224 84 End 680 217 91 75% 1250 317 150 75% 1380 321 152
65% 1090 288 139 65% 1190 289 142
20 100% 1380 348 165 100% 1520 352 166 Rng 1060 283 138 Rng 960 251 126
75% 1040 287 143 75% 1140 288 145
End 660 215 75 End 660 204 77

Rng 970 276 138 65% 990 263 134
65% 900 263 131 Rng 980 262 134 -30 100% 1670 400 168 100% 1840 414 169
End 650 221 83 End 670 215 91 75% 1250 316 148 75% 1380 320 150
65% 1090 286 137 65% 1190 288 140
10 100% 1520 374 170 100% 1680 381 171 Rng 940 261 126 Rng 950 247 124
75% 1140 303 149 75% 1260 305 151 End 660 213 72 End 650 201 76
65% 990 277 138 65% 1090 278 141
Rng 950 270 135 Rng 970 258 131 -40 100% 1670 399 165 100% 1840 414 167
End 650 220 81 End 670 212 89 75% 1250 314 145 75% 1380 318 148
65% 1090 284 135 65% 1190 286 138
5 100% 1590 386 172 100% 1750 396 173 Rng 980 266 127 Rng 950 246 122
75% 1190 311 151 75% 1310 314 153 End 660 210 70 End 650 199 74
65% 1030 284 140 65% 1140 285 143
Rng 970 273 136 Rng 930 252 128 -50 100% 1670 399 163 100% 1840 415 164

End 650 219 80 End 670 211 87 75% 1250 312 143 75% 1380 317 146
65% 1090 282 132 65% 1190 284 136
0 100% 1660 400 174 100% 1830 412 175 Rng 1030 271 128 Rng 990 250 123
75% 1250 320 154 75% 1370 323 155 End 660 209 69 End 650 198 71
65% 1080 290 143 65% 1190 292 145
Rng 980 273 135 Rng 940 252 128
End 660 218 79 End 670 210 85
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM 2200 RPM 2000 RPM
PPH PPH PPH PPH

Conditions:
30 100% 1170 308 156 100% 1290 311 158 -10 100% 1670 400 175 100% 1840 414 176
Rng 970 272 141 Rng 1000 264 138 75% 1250 316 154 75% 1380 320 156
75% 880 258 133 75% 970 258 136 65% 1090 286 143 65% 1190 288 146
65% 760 238 118 65% 840 238 123 Rng 980 267 135 Rng 920 244 127
End 670 221 88 End 680 214 93 End 650 212 79 End 670 204 85
20 100% 1330 334 164 100% 1460 339 165 -20 100% 1670 400 172 100% 1840 414 173
75% 1000 276 142 75% 1090 277 144 75% 1250 314 152 75% 1380 319 154
100 SERIES
Rng 960 269 138 65% 950 253 133 65% 1090 284 141 65% 1190 286 144
65% 860 253 129 Rng 950 253 133 Rng 1010 271 136 Rng 940 245 127
End 660 218 86 End 680 211 91 End 660 211 77 End 660 202 82
10 100% 1470 360 170 100% 1620 367 170 -30 100% 1670 399 170 100% 1840 415 171
75% 1100 292 148 75% 1210 294 150 75% 1250 313 150 75% 1380 317 152
65% 950 267 137 65% 1050 268 139 65% 1090 282 139 65% 1190 285 142
Rng 950 266 136 Rng 960 254 133 Rng 910 252 125 Rng 950 245 126
End 650 215 83 End 670 209 91 End 660 209 75 End 660 198 78
3 100% 1560 377 173 100% 1720 387 173 -40 100% 1670 399 167 100% 1840 416 169
75% 1170 303 151 75% 1290 306 153 75% 1250 311 147 75% 1380 316 150
65% 1010 276 140 65% 1120 277 143 65% 1090 280 137 65% 1190 283 140
Rng 940 263 134 Rng 940 249 130 Rng 950 257 126 Rng 920 238 121
End 650 214 82 End 670 207 90 End 660 207 71 End 650 195 76
0 100% 1600 386 174 100% 1760 397 175 -50 100% 1670 399 165 100% 1840 417 166

75% 1200 308 153 75% 1320 311 154 75% 1250 309 145 75% 1380 315 148
65% 1040 280 142 65% 1140 281 144 65% 1090 278 134 65% 1190 281 138
Rng 950 264 135 Rng 920 246 128 Rng 980 260 127 Rng 960 242 123
End 650 214 82 End 670 206 89 End 650 204 70 End 650 193 74
Weight...................................................................................... 7255 pounds
9.6 -29
Section 9
ECC
ECC
9.6 -30
2200 RPM 2000 RPM 2200 RPM 2000 RPM
Section 9

PPH PPH PPH PPH
Conditions:
30 100% 1130 296 155 100% 1240 298 157 -10 100% 1650 396 176 100% 1820 411 177
Rng 940 263 140 Rng 970 255 138 75% 1240 310 155 75% 1370 315 157
75% 850 248 131 75% 930 248 134 65% 1080 281 145 65% 1180 283 147

65% 730 229 115 65% 810 229 120 Rng 950 259 135 Rng 910 238 127
End 670 218 92 End 690 210 93 End 650 208 82 End 670 200 89
20 100% 1270 321 163 100% 1400 325 164 -20 100% 1670 399 175 100% 1840 415 176
75% 960 265 140 75% 1050 266 143 75% 1250 311 154 75% 1380 316 156
Rng 940 262 139 Rng 970 254 136 65% 1090 281 143 65% 1190 283 146
65% 830 243 127 65% 910 243 131 Rng 980 262 135 Rng 920 238 127
End 660 215 87 End 680 208 93 End 650 206 80 End 670 198 84
10 100% 1410 346 169 100% 1550 353 170 -30 100% 1670 399 172 100% 1840 416 173
75% 1060 281 147 75% 1170 283 149 75% 1250 310 152 75% 1380 315 154
Rng 960 263 139 65% 1010 258 138 65% 1090 279 141 65% 1190 282 144
65% 920 257 135 Rng 930 246 132 Rng 880 243 124 Rng 940 239 126
End 660 212 86 End 680 205 91 End 660 205 77 End 660 196 80
1 100% 1530 368 173 100% 1680 378 174 -40 100% 1670 399 170 100% 1840 417 171
75% 1140 295 151 75% 1260 298 153 75% 1250 308 149 75% 1380 314 152
65% 990 268 140 65% 1090 269 143 65% 1090 277 139 65% 1190 280 142
Rng 910 254 133 Rng 950 246 132 Rng 910 246 125 Rng 920 234 123
End 650 209 84 End 670 203 91 End 660 203 75 End 650 192 78
0 100% 1540 371 173 100% 1690 382 174 -50 100% 1670 400 167 100% 1840 419 169

75% 1160 296 152 75% 1270 299 154 75% 1250 307 147 75% 1380 313 149
65% 1000 269 141 65% 1100 271 143 65% 1090 275 137 65% 1190 279 140
Rng 910 254 133 Rng 940 244 131 Rng 950 251 126 Rng 920 232 121
End 650 209 84 End 670 203 91 End 660 201 71 End 650 189 76
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM 2200 RPM 2000 RPM
PPH PPH PPH PPH

Conditions:
30 100% 1080 284 153 100% 1190 286 155 -10 100% 1590 381 176 100% 1750 395 176
Rng 910 255 139 Rng 970 251 139 75% 1200 299 155 75% 1310 303 156
75% 810 238 128 75% 890 238 131 65% 1040 270 144 65% 1140 272 146
65% 700 220 110 65% 770 220 116 Rng 910 248 133 Rng 910 235 128
End 670 214 95 End 690 207 94 End 650 203 84 End 670 197 91
20 100% 1220 308 162 100% 1340 312 163 -20 100% 1670 399 177 100% 1840 417 178
Rng 940 258 140 75% 1010 255 141 75% 1250 309 156 75% 1380 314 158
100 SERIES
75% 910 254 138 Rng 960 248 137 65% 1090 277 145 65% 1190 280 147
65% 790 233 124 65% 870 234 128 Rng 950 253 135 Rng 900 231 126
End 670 212 91 End 690 205 94 End 650 202 83 End 670 195 88
10 100% 1360 332 168 100% 1490 339 169 -30 100% 1670 399 174 100% 1840 419 175
75% 1020 270 145 75% 1120 272 147 75% 1250 307 154 75% 1380 313 156
Rng 940 257 139 65% 970 247 136 65% 1090 276 143 65% 1190 279 146
65% 880 247 133 Rng 950 244 134 Rng 980 257 135 Rng 920 233 127
End 660 209 87 End 680 202 93 End 650 201 80 End 660 193 83
0 100% 1480 357 172 100% 1630 367 173 -40 100% 1670 400 172 100% 1840 420 173
75% 1110 285 151 75% 1220 288 152 75% 1250 306 151 75% 1380 313 154
65% 960 259 139 65% 1060 260 142 65% 1090 274 141 65% 1190 278 144
Rng 930 254 136 Rng 930 240 132 Rng 880 237 124 Rng 920 232 125
End 650 206 86 End 680 200 91 End 660 200 77 End 660 190 79
-1 100% 1490 358 173 100% 1640 369 174 -50 100% 1670 401 169 100% 1840 422 171

75% 1120 286 151 75% 1230 289 153 75% 1250 305 149 75% 1380 312 151
65% 970 260 140 65% 1060 261 142 65% 1090 273 139 65% 1190 276 142
Rng 920 251 135 Rng 930 240 132 Rng 920 242 125 Rng 890 224 120
End 650 206 87 End 680 200 91 End 660 198 73 End 650 186 79
Weight...................................................................................... 7255 pounds
9 . 6 - 31
Section 9
ECC
ECC
9.6 -32
2200 RPM 2000 RPM 2200 RPM 2000 RPM
Section 9

PPH PPH PPH PPH
Conditions:
30 100% 1030 272 152 100% 1130 274 153 -10 100% 1530 366 175 100% 1690 380 176
Rng 910 251 141 Rng 970 248 141 75% 1150 288 154 75% 1260 292 155
75% 770 228 124 75% 850 228 128 65% 1000 260 142 65% 1100 262 145

End 670 211 98 65% 740 211 111 Rng 890 242 133 Rng 920 233 131
End 700 205 95 End 650 201 86 End 680 194 91
20 100% 1170 295 160 100% 1280 299 161 -20 100% 1620 388 177 100% 1790 407 178
Rng 910 249 139 75% 960 244 138 75% 1220 299 156 75% 1340 305 158
75% 870 244 136 Rng 950 242 137 65% 1060 269 145 65% 1160 272 147
65% 760 224 121 65% 830 224 125 Rng 910 243 133 Rng 900 227 127
End 670 209 95 End 690 202 94 End 640 198 85 End 670 192 90
10 100% 1300 319 167 100% 1430 325 168 -30 100% 1670 401 177 100% 1840 422 178
75% 970 259 144 75% 1070 261 146 75% 1250 305 156 75% 1380 312 158
Rng 920 250 139 Rng 960 242 137 65% 1090 273 145 65% 1190 277 147
65% 840 237 131 65% 930 238 134 Rng 950 248 134 Rng 890 226 126
End 660 206 91 End 690 199 94 End 650 197 83 End 670 189 87
0 100% 1420 342 171 100% 1560 352 172 -40 100% 1670 402 174 100% 1840 424 175
75% 1060 273 149 75% 1170 276 151 75% 1250 304 154 75% 1380 311 155
Rng 940 251 139 65% 1010 250 140 65% 1090 271 143 65% 1190 275 146
65% 920 249 138 Rng 910 233 131 Rng 850 229 123 Rng 920 228 126
End 660 204 87 End 680 197 93 End 650 196 80 End 660 187 82
-3 100% 1450 349 173 100% 1600 359 173 -50 100% 1670 403 172 100% 1840 426 173

75% 1090 277 151 75% 1200 280 152 75% 1250 303 151 75% 1380 311 153
65% 940 252 139 65% 1040 253 142 65% 1090 270 141 65% 1190 274 144
Rng 920 248 137 Rng 900 232 130 Rng 880 232 124 Rng 880 219 121
End 660 203 87 End 680 196 93 End 660 194 76 End 650 184 79
100 SERIES
Weight...................................................................................... 7255 pounds

2200 RPM 2000 RPM
2200 RPM 2000 RPM
TEMP FUEL FUEL
TEMP FUEL FUEL TRQ TAS TRQ TAS
TRQ TAS TRQ TAS °C PWR FLOW PWR FLOW
°C PWR FLOW PWR FLOW LBFT KTS LBFT KTS
LBFT KTS LBFT KTS PPH PPH

PPH PPH
Conditions:
-10 100% 1470 352 174 100% 1620 365 175

30 100% 980 260 149 100% 1080 262 151
75% 1100 276 152 75% 1210 280 154
Rng 920 249 143 Rng 960 242 141
65% 960 250 141 65% 1050 252 143
75% 740 218 120 75% 810 219 124
Rng 900 240 136 Rng 900 226 130
End 680 208 100 End 710 203 95
End 660 198 88 End 680 192 93
20 100% 1110 282 158 100% 1220 285 159
-20 100% 1560 374 176 100% 1720 391 177
Rng 900 244 140 Rng 960 241 140
75% 1170 288 155 75% 1290 294 157
75% 830 233 133 75% 920 234 135
100 SERIES
65% 1020 259 144 65% 1120 262 146

65% 720 214 116 65% 800 214 121
Rng 880 235 132 Rng 890 224 129
End 670 206 97 End 700 200 95
End 650 195 87 End 680 189 91
10 100% 1240 305 165 100% 1370 311 166
-30 100% 1640 395 178 100% 1810 417 179
75% 930 248 142 75% 1030 250 144
75% 1230 299 157 75% 1360 306 158
Rng 900 242 138 Rng 930 235 136
65% 1070 267 146 65% 1170 271 148
65% 810 227 128 65% 890 228 131
Rng 910 238 133 Rng 880 220 126
End 670 203 94 End 690 197 94
End 640 193 85 End 670 187 89
0 100% 1360 328 170 100% 1490 337 171
-40 100% 1670 404 176 100% 1840 429 177
75% 1020 262 148 75% 1120 265 149
75% 1250 302 156 75% 1380 311 157
Rng 920 245 139 65% 970 240 138
65% 1090 269 145 65% 1190 274 147
65% 880 238 135 Rng 930 234 135
Rng 930 241 133 Rng 890 221 126
End 660 201 90 End 690 194 94
End 650 192 82 End 660 184 86
-5 100% 1410 339 172 100% 1550 350 173
-50 100% 1670 405 174 100% 1840 432 175

75% 1060 269 150 75% 1170 272 152

75% 1250 301 153 75% 1380 310 155
Rng 920 244 138 65% 1010 245 141
65% 1090 268 143 65% 1190 273 145
65% 920 244 138 Rng 900 228 131
Rng 850 224 123 Rng 900 219 124
End 660 200 88 End 680 193 94
End 650 191 80 End 660 182 81
CRUISE PERFORMANCE W/ ECC (Press. Alt. 10,000 FT)
Weight...................................................................................... 7255 pounds

9.6 -33
Section 9
ECC
ECC
9.6 -3 4
2200 RPM 2000 RPM
Section 9
TEMP FUEL FUEL

°C TRQ TAS TRQ TAS
LBFT KTS LBFT KTS
PPH PPH
TEMP
Conditions:
FUEL FUEL
20 100% 1070 271 157 100% 1180 275 158 °C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
PPH PPH
75% 800 224 130 75% 880 225 133

65% 700 206 110 65% 770 206 116 -20 100% 1510 360 176 100% 1660 377 177
End 680 203 99 End 710 198 95 75% 1130 278 154 75% 1240 283 156
65% 980 249 143 65% 1080 252 145
10 100% 1200 294 164 100% 1320 300 165 Rng 870 229 132 Rng 890 221 130
75% 900 239 140 75% 990 241 142 End 650 193 86 End 680 187 93
Rng 880 237 139 Rng 940 232 137
65% 780 218 126 65% 860 219 129 -30 100% 1590 382 177 100% 1740 403 178
75% 1190 288 156 75% 1310 296 158
End 670 200 97 End 700 195 95

65% 1030 257 145 65% 1130 261 147
0 100% 1310 315 169 100% 1440 324 170 Rng 880 230 132 Rng 870 216 126
75% 980 252 146 75% 1080 255 148 End 650 190 87 End 670 184 90
Rng 900 237 139 65% 930 231 136
65% 850 229 133 Rng 920 228 135 -40 100% 1660 403 178 100% 1820 429 179
End 660 198 94 End 690 192 94 75% 1240 298 157 75% 1370 308 159
65% 1080 265 146 65% 1180 270 148
-7 100% 1380 331 172 100% 1520 343 173 Rng 910 233 132 Rng 880 216 126
75% 1040 262 150 75% 1140 265 151 End 640 188 85 End 670 182 88
Rng 910 239 139 65% 990 239 140
65% 900 237 138 Rng 910 226 133 -50 100% 1670 409 176 100% 1840 438 177
End 660 196 91 End 690 190 94 75% 1250 300 155 75% 1380 310 157
65% 1090 265 145 65% 1190 271 147
-10 100% 1420 339 174 100% 1560 352 174

Rng 850 221 124 Rng 890 216 125
75% 1060 266 151 75% 1170 270 153 End 650 187 82 End 660 179 84
65% 920 240 139 65% 1010 242 142
Rng 910 238 138 Rng 900 223 131

End 660 195 89 End 690 189 94
100 SERIES
Weight...................................................................................... 7255 pounds

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
20 100% 1030 261 155 100% 1130 264 156
Rng 890 237 143 Rng 950 233 141
75% 770 216 127 75% 850 216 130
End 680 200 101 65% 740 198 109
End 720 196 97
10 100% 1150 282 163 100% 1260 288 164
Rng 880 233 140 75% 950 231 140
75% 860 230 138 Rng 940 229 139
65% 750 210 122 65% 820 211 126
End 680 198 99 End 710 193 96
0 100% 1260 303 168 100% 1380 312 169
75% 940 243 145 75% 1040 245 146
Rng 880 232 139 Rng 910 224 135
65% 820 220 131 65% 900 222 134
End 670 195 96 End 700 190 95
-9 100% 1350 323 172 100% 1490 335 173
75% 1010 254 149 75% 1120 258 151
Rng 890 231 138 65% 970 232 139
65% 880 230 137 Rng 910 222 134
End 660 193 94 End 690 188 95
-10 100% 1360 326 173 100% 1500 339 174
75% 1020 256 150 75% 1130 260 152
65% 890 231 138 65% 980 233 140
Rng 880 231 138 Rng 910 222 134
End 660 193 93 End 690 187 95
-20 100% 1450 347 175 100% 1600 364 176
75% 1090 267 153 75% 1200 273 155
65% 940 240 142 65% 1040 243 144
Rng 890 230 136 Rng 870 214 129
End 660 190 88 End 690 185 94
-30 100% 1530 368 177 100% 1680 389 178 ECC
75% 1150 278 155 75% 1260 285 157
65% 990 248 144 65% 1090 252 146
Rng 840 221 130 Rng 880 215 129
End 650 188 86 End 680 182 92
-40 100% 1600 389 178 100% 1760 415 179
75% 1200 288 156 75% 1320 297 158
65% 1040 255 145 65% 1140 260 148
Rng 880 225 132 Rng 870 211 126
End 650 185 87 End 670 179 90
-50 100% 1670 413 178 100% 1830 444 179
75% 1250 299 157 75% 1380 310 159
65% 1080 263 147 65% 1190 270 149
Rng 880 225 130 Rng 870 209 124
End 640 183 85 End 660 177 87

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
20 100% 990 250 153 100% 1090 253 154
Rng 880 232 143 Rng 940 229 142
75% 740 207 122 75% 810 208 126
End 690 198 103 End 730 195 101
10 100% 1100 271 161 100% 1210 276 162
Rng 880 230 142 Rng 930 225 139
75% 830 220 135 75% 910 222 137
65% 720 202 116 65% 790 202 121
End 680 195 101 End 720 192 99
0 100% 1210 291 167 100% 1330 299 168
75% 900 233 143 75% 990 235 144
Rng 870 227 139 Rng 910 221 137
65% 780 212 128 65% 860 213 131
End 670 193 98 End 710 189 96
-10 100% 1310 314 172 100% 1440 325 173
75% 980 246 149 75% 1080 250 150
Rng 880 228 139 65% 940 224 138
65% 850 222 136 Rng 900 218 134
End 670 190 95 End 700 185 95
-11 100% 1320 315 172 100% 1450 327 173
75% 990 247 149 75% 1090 251 150
Rng 880 228 139 65% 940 225 138
65% 860 223 136 Rng 900 217 134
End 670 190 95 End 700 185 95
-20 100% 1400 334 175 100% 1540 350 175
75% 1050 257 152 75% 1150 262 154
65% 910 231 140 65% 1000 234 142
Rng 880 227 138 Rng 900 216 133
End 660 188 92 End 690 183 95
-30 100% 1470 354 176 100% 1620 375 177
ECC
75% 1100 267 154 75% 1210 274 156

65% 960 239 143 65% 1050 242 145
Rng 850 220 132 Rng 860 208 128
End 660 185 88 End 680 180 94
-40 100% 1540 375 177 100% 1690 400 178
75% 1150 277 156 75% 1270 286 157
65% 1000 246 144 65% 1100 251 147
Rng 840 216 130 Rng 860 207 126
End 650 183 87 End 680 177 92
-50 100% 1610 399 178 100% 1770 430 179
75% 1210 289 157 75% 1330 299 159
65% 1050 254 146 65% 1150 260 148
Rng 880 221 131 Rng 870 207 126
End 650 181 87 End 670 175 89

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
20 100% 950 240 151 100% 1040 243 152
Rng 900 231 146 Rng 930 224 142
75% 710 199 113 75% 780 199 119
End 690 196 104 End 750 194 104
10 100% 1060 259 160 100% 1160 264 160
Rng 860 224 141 Rng 940 225 142
75% 790 211 131 75% 870 213 134
End 690 193 103 65% 750 194 113
End 730 191 101
0 100% 1150 279 166 100% 1270 286 166
Rng 870 224 141 75% 950 225 142
75% 870 223 140 Rng 920 219 138
65% 750 203 124 65% 830 204 127
End 680 191 100 End 720 187 99
-10 100% 1260 301 171 100% 1380 312 171
75% 940 236 147 75% 1040 240 148
Rng 870 223 139 Rng 900 215 136
65% 820 213 133 65% 900 215 135
End 670 188 97 End 710 184 96
-13 100% 1280 306 172 100% 1410 318 172
75% 960 239 148 75% 1060 243 149
Rng 870 222 139 65% 920 218 137
65% 830 216 134 Rng 900 214 135
End 670 188 97 End 710 183 95
-20 100% 1340 321 174 100% 1470 336 174
75% 1010 247 150 75% 1110 252 152
65% 870 222 138 65% 960 224 140
Rng 860 220 137 Rng 890 212 133
End 670 186 95 End 700 181 95
-30 100% 1410 341 175 100% 1560 360 176
75% 1060 257 153 75% 1170 264 155 ECC
65% 920 229 141 65% 1010 233 143
Rng 870 221 136 Rng 860 206 129
End 660 183 92 End 690 178 95
-40 100% 1480 361 176 100% 1630 385 178
75% 1110 267 155 75% 1220 275 156
65% 960 237 143 65% 1060 241 145
Rng 830 212 130 Rng 860 204 128
End 660 181 88 End 680 176 94
-50 100% 1550 385 177 100% 1710 415 178
75% 1160 278 156 75% 1280 289 158
65% 1010 245 145 65% 1110 251 147
Rng 840 212 129 Rng 850 203 126
End 650 179 87 End 680 173 91

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
20 100% 900 230 148 100% 990 232 149
Rng 890 227 146 Rng 940 223 143
End 700 194 105 End 760 193 106
10 100% 1010 248 157 100% 1110 253 158
Rng 870 223 143 Rng 930 221 142
75% 760 202 126 75% 830 203 129
End 690 192 104 End 750 190 104
0 100% 1100 267 164 100% 1210 274 164
Rng 850 218 140 Rng 920 217 140
75% 830 214 137 75% 910 216 139
65% 720 194 117 65% 790 195 122
End 690 189 102 End 730 187 101
-10 100% 1210 288 169 100% 1330 299 170
75% 900 226 144 75% 990 230 146
Rng 860 218 140 Rng 890 212 136
65% 780 205 129 65% 860 206 132
End 680 187 100 End 720 183 99
-15 100% 1240 297 171 100% 1370 309 172
75% 930 231 146 75% 1030 235 148
Rng 870 219 140 Rng 900 212 136
65% 810 208 132 65% 890 210 135
End 680 185 98 End 720 182 98
-20 100% 1290 307 172 100% 1410 322 173
75% 960 237 149 75% 1060 241 150
Rng 860 217 138 65% 920 215 138
65% 840 213 135 Rng 880 208 133
End 670 184 97 End 710 180 96
-30 100% 1360 327 174 100% 1490 346 175
75% 1020 247 152 75% 1120 253 153
65% 880 220 139 65% 970 224 141
ECC
Rng 850 214 135 Rng 870 206 132

End 670 181 94 End 700 177 95
-40 100% 1420 347 176 100% 1570 370 177
75% 1070 257 153 75% 1170 265 155
65% 930 227 141 65% 1020 232 144
Rng 840 211 133 Rng 840 199 127
End 660 179 92 End 690 174 94
-50 100% 1490 371 177 100% 1640 400 178
75% 1120 268 155 75% 1230 278 157
65% 970 235 144 65% 1070 241 146
Rng 810 204 127 Rng 840 199 126
End 660 177 88 End 680 171 92

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 960 238 155 100% 1060 242 155
Rng 880 221 145 Rng 930 217 142
75% 720 194 118 75% 790 195 122
End 700 190 105 End 760 189 106
0 100% 1060 255 162 100% 1160 262 162
Rng 850 216 141 Rng 920 216 141
75% 790 205 133 75% 870 207 135
End 690 188 104 65% 760 187 112
End 750 186 104
-10 100% 1160 276 168 100% 1270 287 168
75% 870 217 142 75% 950 220 143
Rng 850 214 140 Rng 910 212 139
65% 750 196 125 65% 830 198 128
End 690 185 102 End 740 183 101
-17 100% 1210 288 170 100% 1330 301 171
75% 910 224 145 75% 1000 228 147
Rng 850 214 139 Rng 890 208 135
65% 780 201 130 65% 860 204 133
End 680 183 100 End 730 180 100
-20 100% 1230 295 171 100% 1360 309 172
75% 920 227 146 75% 1020 232 148
Rng 850 213 138 Rng 890 208 136
65% 800 204 132 65% 880 206 135
End 680 182 99 End 720 179 99
-30 100% 1300 314 173 100% 1430 332 174
75% 980 237 150 75% 1080 243 151
65% 850 211 137 65% 930 215 139
Rng 840 210 136 Rng 870 203 132
End 670 180 97 End 710 176 96
-40 100% 1370 333 175 100% 1500 356 176
75% 1030 246 152 75% 1130 254 154 ECC
65% 890 218 140 65% 980 223 142
Rng 850 211 135 Rng 850 199 129
End 670 177 94 End 700 173 95
-50 100% 1430 356 176 100% 1580 384 177
75% 1080 257 154 75% 1180 267 156
65% 930 226 142 65% 1030 232 144
Rng 820 204 130 Rng 830 195 126
End 660 175 92 End 690 170 94

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 920 227 151 100% 1010 231 152
Rng 880 219 147 Rng 920 214 143
End 710 189 106 End 770 189 110
0 100% 1010 244 159 100% 1110 251 160
Rng 870 216 144 Rng 920 213 141
75% 760 196 127 75% 830 198 129
End 700 187 105 End 760 186 106
-10 100% 1110 264 166 100% 1220 274 166
Rng 840 210 140 75% 910 211 140
75% 830 208 138 Rng 900 209 139
65% 720 188 117 65% 790 189 121
End 700 184 104 End 750 182 104
-19 100% 1170 280 169 100% 1290 292 170
75% 880 216 143 75% 970 220 145
Rng 840 209 139 Rng 890 206 136
65% 760 195 127 65% 840 197 130
End 690 182 103 End 740 180 101
-20 100% 1180 282 170 100% 1300 295 170
75% 890 218 144 75% 970 222 146
Rng 840 209 139 Rng 890 205 136
65% 770 196 128 65% 840 198 131
End 690 181 101 End 740 179 101
-30 100% 1250 300 172 100% 1370 318 173
75% 940 227 148 75% 1030 233 149
Rng 850 210 138 65% 890 206 136
65% 810 203 133 Rng 870 202 133
End 680 178 99 End 720 176 99
-40 100% 1310 319 174 100% 1440 341 175
75% 980 236 150 75% 1080 244 152
65% 850 209 137 65% 940 213 140
ECC
Rng 820 203 133 Rng 840 196 129

End 670 176 97 End 710 173 96
-50 100% 1380 342 175 100% 1510 369 176
75% 1030 247 152 75% 1140 256 154
65% 890 217 140 65% 980 222 143
Rng 830 204 133 Rng 830 192 127
End 660 174 95 End 700 169 95

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 870 216 147 100% 960 220 148
End 720 189 109 Rng 930 214 144
End 790 189 111
0 100% 960 233 157 100% 1060 239 157
Rng 860 212 144 Rng 910 210 141
75% 720 187 116 75% 790 189 120
End 710 186 107 End 780 186 110
-10 100% 1060 252 164 100% 1160 262 164
Rng 860 211 143 Rng 920 210 142
75% 790 199 134 75% 870 202 135
End 700 183 105 End 760 182 107
-20 100% 1130 270 168 100% 1240 282 168
75% 850 208 141 75% 930 212 142
Rng 830 205 139 Rng 890 205 138
65% 730 187 122 65% 810 189 125
End 700 180 103 End 750 179 105
-21 100% 1130 271 168 100% 1250 284 169
75% 850 209 141 75% 930 213 143
Rng 830 205 139 Rng 890 204 137
65% 740 188 123 65% 810 190 126
End 690 180 103 End 750 179 104
-30 100% 1190 287 170 100% 1310 303 171
75% 900 217 145 75% 990 223 147
Rng 840 206 139 Rng 860 199 133
65% 780 194 129 65% 850 197 132
End 690 178 101 End 730 176 101
-40 100% 1250 305 172 100% 1380 326 173
75% 940 226 148 75% 1030 233 150
Rng 820 201 134 65% 900 204 137
65% 820 200 134 Rng 850 195 131
End 680 175 99 End 720 172 99 ECC
-50 100% 1320 327 174 100% 1450 352 175
75% 990 236 151 75% 1090 245 152
65% 860 208 138 65% 940 213 140
Rng 820 200 133 Rng 840 193 129
End 670 173 97 End 710 169 96

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 830 206 141 100% 910 209 142
End 740 189 111 End 810 190 111
0 100% 920 222 153 100% 1010 228 153
Rng 860 211 146 Rng 920 210 143
End 730 186 110 End 790 186 111
-10 100% 1010 241 161 100% 1110 249 161
Rng 850 208 143 Rng 910 208 142
75% 750 190 126 75% 830 192 128
End 720 183 107 End 780 183 110
-20 100% 1080 257 165 100% 1180 269 166
Rng 840 204 140 Rng 900 204 139
75% 810 199 136 75% 890 203 138
End 700 180 104 65% 770 181 114
End 760 179 107
-23 100% 1090 261 166 100% 1200 274 167
Rng 830 204 140 75% 900 205 140
75% 820 201 138 Rng 890 203 138
65% 710 180 113 65% 780 183 119
End 700 179 105 End 760 179 106
-30 100% 1140 274 168 100% 1250 289 169
75% 850 207 142 75% 940 213 143
Rng 830 203 139 Rng 880 200 136
65% 740 185 123 65% 810 188 127
End 700 177 103 End 750 176 105
-40 100% 1200 291 170 100% 1320 310 172
75% 900 216 145 75% 990 223 147
Rng 830 202 137 65% 860 195 133
65% 780 192 130 Rng 850 195 132
End 690 174 102 End 730 173 101
-50 100% 1260 312 173 100% 1390 336 173
ECC
75% 940 226 148 75% 1040 234 150

65% 820 199 134 65% 900 204 137
Rng 810 197 133 Rng 840 191 129
End 680 172 100 End 720 169 99
9 . 6 - 42 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
10 100% 790 195 132 100% 860 199 133
End 750 189 115 End 830 191 115
0 100% 870 211 148 100% 960 216 148
Rng 870 211 147 Rng 920 208 143
End 740 186 112 End 810 188 112
-10 100% 960 229 157 100% 1050 237 158
Rng 850 207 145 Rng 910 206 142
End 730 183 110 End 790 184 111
-20 100% 1020 245 162 100% 1130 256 163
Rng 830 202 141 Rng 900 204 141
75% 770 190 130 75% 840 193 131
End 720 180 108 End 780 180 110
-25 100% 1050 252 164 100% 1160 264 165
Rng 830 202 141 Rng 900 203 139
75% 790 193 133 75% 870 197 135
End 710 178 105 End 770 179 109
-30 100% 1090 261 166 100% 1190 275 167
Rng 830 200 139 75% 900 202 139
75% 810 198 137 Rng 890 201 138
End 710 177 104 65% 780 179 116
End 760 177 107
-40 100% 1140 277 168 100% 1260 295 169
75% 860 206 142 75% 940 212 144
Rng 820 199 138 Rng 860 195 134
65% 740 183 124 65% 820 186 127
End 700 174 103 End 750 173 105
-50 100% 1200 297 171 100% 1320 320 172
75% 900 215 145 75% 990 223 147
Rng 810 196 135 65% 860 194 133
65% 780 190 130 Rng 840 191 131
ECC
End 690 171 102 End 730 170 101

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
0 100% 830 202 142 100% 920 207 143
End 750 186 116 End 830 189 116
-10 100% 920 219 154 100% 1010 227 154
Rng 850 205 145 Rng 910 205 142
End 740 183 113 End 810 186 112
-20 100% 980 235 160 100% 1080 245 161
Rng 840 202 142 Rng 910 205 142
75% 740 182 120 75% 810 185 123
End 730 180 110 End 790 182 111
-27 100% 1020 245 163 100% 1120 258 164
Rng 830 199 140 Rng 890 201 139
75% 770 187 129 75% 840 191 131
End 720 178 108 End 780 179 110
-30 100% 1040 250 164 100% 1150 264 165
Rng 820 198 139 Rng 890 201 139
75% 780 190 132 75% 860 195 134
End 720 177 108 End 780 178 110
-40 100% 1100 267 167 100% 1210 284 168
Rng 830 199 139 75% 910 204 140
75% 820 198 138 Rng 870 195 135
65% 710 176 113 65% 780 179 119
End 710 174 105 End 760 175 108
-50 100% 1160 287 170 100% 1270 309 171
75% 870 207 143 75% 950 215 145
Rng 810 195 136 Rng 840 190 131
65% 750 183 126 65% 830 187 129
End 700 171 104 End 750 171 104

ECC
9.6 - 4 4 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
0 100% 800 193 134 100% 880 198 134
End 770 188 120 End 850 192 118
-10 100% 880 210 150 100% 960 217 150
Rng 870 208 148 Rng 920 207 144
End 750 184 116 End 830 188 116
-20 100% 940 225 157 100% 1040 235 158
Rng 840 202 144 Rng 910 205 142
End 740 181 114 End 810 184 114
-29 100% 990 238 161 100% 1090 251 162
Rng 820 197 140 Rng 890 201 140
75% 740 181 122 75% 820 185 125
End 730 178 110 End 800 181 110
-30 100% 1000 240 162 100% 1100 253 163
Rng 820 197 139 Rng 890 201 139
75% 750 182 124 75% 830 187 127
End 730 178 110 End 790 180 111
-40 100% 1050 256 165 100% 1160 273 166
Rng 820 197 139 Rng 870 197 137
75% 790 190 134 75% 870 196 136
End 720 175 108 End 780 176 110
-50 100% 1110 276 168 100% 1220 297 169
75% 830 200 140 75% 920 207 142
Rng 820 195 138 Rng 860 193 134
65% 720 176 118 65% 800 180 123
End 710 172 105 End 760 173 108
ECC

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
-10 100% 840 201 143 100% 920 207 143
End 770 186 120 End 850 191 118
-20 100% 900 216 153 100% 990 225 154
Rng 850 203 145 Rng 910 205 142
End 760 183 116 End 830 187 116
-30 100% 960 230 159 100% 1050 243 159
Rng 840 200 142 Rng 900 203 141
End 740 180 114 End 810 183 114
-31 100% 960 231 159 100% 1060 244 160
Rng 830 197 141 Rng 900 203 141
End 740 179 114 End 810 183 114
-40 100% 1010 245 162 100% 1110 261 163
Rng 820 196 139 Rng 880 199 138
75% 760 182 126 75% 830 188 129
End 730 176 110 End 790 179 111
-50 100% 1070 265 166 100% 1180 286 167
Rng 820 196 139 75% 880 199 138
75% 800 192 136 Rng 860 195 135
End 720 173 108 End 780 175 110

ECC

Section 9

Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
-10 100% 800 191 131 100% 880 198 130
End 780 188 121 End 870 195 122
-20 100% 860 206 148 100% 950 215 148
Rng 860 205 147 Rng 920 209 144
End 770 185 120 End 850 191 120
-30 100% 920 220 155 100% 1010 232 155
Rng 830 199 143 Rng 910 206 143
End 760 182 116 End 830 187 116
-33 100% 930 223 156 100% 1020 236 157
Rng 830 199 142 Rng 910 205 142
End 750 181 116 End 830 186 116
-40 100% 970 235 159 100% 1060 250 160
Rng 820 196 140 Rng 890 202 140
End 740 179 114 End 810 183 114
-50 100% 1020 254 164 100% 1130 274 165
Rng 810 194 138 Rng 860 195 135
75% 770 184 129 75% 840 191 132
End 730 175 110 End 790 178 111
Conditions:
Weight...................................................................................... 7255 pounds
2200 RPM 2000 RPM
TEMP FUEL FUEL
°C TRQ TAS TRQ TAS
PWR FLOW PWR FLOW
LBFT KTS LBFT KTS
PPH PPH
ECC
-20 100% 820 196 139 100% 900 205 139
End 790 188 121 End 870 196 123
-30 100% 870 210 149 100% 960 221 150
Rng 840 202 144 Rng 910 208 143
End 770 185 120 End 850 192 120
-35 100% 900 216 152 100% 980 228 153
Rng 840 201 143 Rng 910 206 141
End 770 183 119 End 840 190 118
-40 100% 920 224 155 100% 1010 238 156
Rng 830 199 141 Rng 900 206 141
End 760 182 116 End 830 188 116
-50 100% 980 243 161 100% 1080 262 162
Rng 820 196 139 Rng 870 199 137
End 740 178 114 End 810 183 114

Section 9
MAXIMUM LANDING WEIGHTS WITH ECC

Conditions:
• Flaps 35°
• Airspeed – 74 KIAS (VREF)
NOTES :
landing weight.
NO TE : For temperatures below 11°C and altitudes below 7000 ft, the
landing weight limit is 6,690 lb.

ECC

Section 9

(°C) (°F) 7000 8000 9000 10000 11000 12000
6690
11 52 6690 6690 6690 6690 6690
6470
6690
13 55 6690 6690 6690 6690 6690
6354
6690 6572
15 59 6690 6690 6690 6690
6606 6231
6690 6452
17 63 6690 6690 6690 6690
6478 6104
6690 6329
19 66 6690 6690 6690 6690
6352 5973
6690 6566 6202
21 70 6690 6690 6690
6591 6220 5838
6690 6437 6071
23 73 6690 6690 6690
6454 6083 5696
6664 6304 5932
25 77 6690 6690 6690
6318 5940 5549
6690 6528 6167 5793
27 81 6690 6690
6543 6174 5792 5396
6690 6390 6026
29 84 6690 6690 —
6399 6026 5639
6690 6605 6247
31 88 6690 — —
6608 6249 5871
6690 6456
33 91 6690 — — —
6450 6093
6690 6645
35 95 — — — — ECC
6653 6286
6690
37 99 — — — — —
6479
Table 9.6-8 – Maximum Landing Weights with ECC

Section 9
BALKED LANDING RATE OF CLIMB WITH ECC

Conditions:
Flaps............................................................................................ 35° (Down)
Example:
Weight...................................................................................... 6690 pounds
NOT E S:
charted data.
• For operation in air warmer than provided in this table, use extreme
caution.
the Go-Around/Balked Landing procedure outlined in “Section 4.”

ECC

Section 9

ALT SPEED ALT SPEED
795 567 1034 781
S.L. 74 1250 1213 1181 S.L. 74 1526 1490 1459
713 477 942 681
1020 627 402 1285 852 603
2000 74 1215 1176 2000 74 1492 1454
931 526 282 1186 739 470
845 460 1096 671
4000 74 1179 1142 — 4000 74 1457 1421 —
763 370 1004 571
1139 976 677 290 1418 1242 914 488
6000 74 — 6000 74 —
1132 888 578 182 1410 1144 804 367
1018 798 497 1289 1049 719
8000 74 — — 8000 74 — —
954 717 410 1217 959 622
842 613 312 1098 848 519
10000 74 — — 10000 74 — —
764 520 215 1012 745 411
658 421 125 899 641 317
12000 74 — — 12000 74 — —
587 337 32 820 547 214

ALT SPEED ALT SPEED
1463 1163 2056 1685
S.L. 74 2031 1995 1966 S.L. 74 2743 2706 2677
1352 1043 1918 1535
1765 1253 958 2434 1802 1436
2000 74 1998 1960 2000 74 2709 2670
1645 1117 798 2285 1632 1236
1546 1044 2169 1549
4000 74 1963 1928 — 4000 74 2673 2638 —
1436 924 2031 1399
1925 1721 1337 833 2634 2388 1916 1295
6000 74 — 6000 74 —
1915 1604 1204 689 2621 2242 1750 1114 ECC
1778 1499 1111 2458 2119 1644
8000 74 — — 8000 74 — —
1692 1391 996 2351 1984 1499
1558 1267 882 2192 1839 1366
10000 74 — — 10000 74 — —
1454 1143 751 2063 1684 1204
1329 1029 649 1916 1551 1086
12000 74 — — 12000 74 — —
1233 916 525 1797 1410 931
Table 9.6-9 – Balked Landing Rate of Climb with ECC

Section 9
BALKED LANDING CLIMB GRADIENT WITH ECC

Conditions:
Flaps............................................................................................ 35° (Down)
Winds.....................................................................................................Zero
Example:
Weight...................................................................................... 6690 pounds
NOT ES :
for the horizontal distance traveled and is expressed as Feet per
Nautical Mile.
charted data.
• For operation in air warmer than provided in this table, use extreme
caution.
• This chart is required for aircraft certification. However, significantly
better performance may be achieved by climbing at the Best Rate of
Climb speeds with the flaps positioned at 20° or following the Go-
Around/Balked Landing procedure outlined in “Section 4.”

ECC

Section 9

ALT SPEED ALT SPEED
615 431 803 595
S.L. 74 1087 1014 951 S.L. 74 1338 1254 1183
551 362 730 518
789 467 294 999 636 442
2000 74 1018 946 2000 74 1258 1178
719 391 206 920 551 344
628 329 818 482
4000 74 949 884 — 4000 74 1181 1106 —
567 265 748 409
883 725 484 200 1105 927 655 337
6000 74 — 6000 74 —
877 659 413 126 1098 852 575 253
757 569 341 963 751 495
8000 74 — — 8000 74 — —
709 511 282 908 686 428
601 420 206 786 583 343
10000 74 — — 10000 74 — —
545 356 142 723 511 271
451 277 79 617 423 202
12000 74 — — 12000 74 — —
402 221 20 562 360 136

ALT SPEED ALT SPEED
1146 891 1639 1306
S.L. 74 1815 1709 1619 S.L. 74 2547 2398 2274
1057 797 1522 1185
1389 941 705 1962 1371 1066
2000 74 1714 1612 2000 74 2406 2265
1291 837 586 1831 1236 914
1164 753 1663 1127
4000 74 1616 1523 — 4000 74 2271 2143 —
1078 665 1550 1015
1521 1299 964 577 2140 1842 1401 902
6000 74 — 6000 74 —
1513 1207 867 476 2129 1719 1274 774 ECC
1344 1082 768 1901 1554 1147
8000 74 — — 8000 74 — —
1276 1002 687 1810 1449 1043
1125 875 584 1611 1285 912
10000 74 — — 10000 74 — —
1048 788 498 1509 1173 801
918 681 413 1340 1034 694
12000 74 — — 12000 74 — —
850 605 334 1253 938 593
Table 9.6-10 – Balked Landing Climb Gradient with ECC

Section 9

EXTERNAL CARGO COMPARTMENT BAY LOADING LIMITS
The following figure defines the loading limits for the various External Cargo
Compartment zones, if equipped.
Bay FS (inches) Maximum Load (pounds)

1 26.0 290
2 75.25 280
3 110.75 180
Figure 9.6-1 – External Cargo Compartment Bay Loading Limits
9.6-7 AIRPLANE AND SYSTEMS DESCRIPTIONS

The ECC, with a 63-cubic-foot area and a 750 pound capacity, may be
installed on KODIAK® 100 airplanes. The ECC is constructed of two pieces –
the nose fairing and the main pod – which are separated by a stainless steel
firewall.
ECC
The ECC and its doors have a foam composite core, strips of a nonwoven
metallic lightning and shielding mesh, a layer of ground plane mesh, and an
outer layer of fiberglass.
Two bulkheads divide the pod into three compartments. Each compartment
may be accessed through a separate door located in the left side of the pod.
Ventral fins, strakes, and aerodynamic fences are installed to provide
additional stability about the yaw axis. A fuel drain system enables exterior
access to the fuel drain lines.
9.6 - 5 4 P i l o t ’s O p e r a t i n g H a n d b o o k S u p p l e m e n t

Section 9
9.6-8 HANDLING, SERVICE, AND MAINTENANCE

JACKING
A series of jack adapters are provided as a tool kit for jacking the airplane.
One adapter fits into the drag brace fitting on the fuselage for jacking the
nose gear. Two adapters (one for each main wheel) fit onto the existing axle
assemblies for jacking the main wheels. Two additional adapters screw into
the belly of the airplane at the main landing gear carry through structure, for
jacking the airplane to remove the main landing gear. For airplanes equipped
with an external cargo compartment, two additional adapters are placed
under the outboard aft trunnion bolt and used to jack the airplane.
ECC

Section 9

ECC

Section 9
100 SERIES G A R M I N W E AT H E R R A DA R
GARMIN GWX 68 WEATHER RADAR

KODIAK ® 100 POH/AFM Supplement AM901.007
INTRODUCTION
When the optional Garmin GWX 68 color weather radar is installed in the
KODIAK® 100, this Supplement is applicable and must be inserted in the
Supplement section (Section 9) of the KODIAK® 100 Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual (POH/AFM). This
basic POH/AFM.
Weather Radar

Section 9
G A R M I N W E AT H E R R A DA R 100 SERIES

Weather Radar

Section 9
GARMIN GWX 68 WEATHER RADAR Supplement

Table of Contents
CONTENTS PAGE
GENERAL........................................................................................................... 9.7-7
DESCRIPTIVE DATA....................................................................................... 9.7-7
LIMITATIONS...................................................................................................... 9.7-7
KINDS OF OPERATION EQUIPMENT LIST................................................... 9.7-7
PLACARDS...................................................................................................... 9.7-8
EMERGENCY PROCEDURES........................................................................... 9.7-8
CHECKLIST EMERGENCY PROCEDURES.................................................. 9.7-8
AMPLIFIED EMERGENCY PROCEDURES................................................... 9.7-8
NORMAL PROCEDURES.................................................................................. 9.7-8
GENERAL........................................................................................................ 9.7-8
PERFORMANCE................................................................................................ 9.7-8
WEIGHT AND BALANCE.................................................................................. 9.7-9
AIRPLANE & SYSTEMS DESCRIPTIONS........................................................ 9.7-9
THE GARMIN GWX 68 COLOR WEATHER RADAR SYSTEM..................... 9.7-9
HANDLING, SERVICE, AND MAINTENANCE................................................. 9.7-9
Weather Radar

Section 9

Weather Radar

Section 9
9.7-1 GENERAL
This supplement, written especially for operators of Quest KODIAK® 100
aircraft equipped with Garmin GWX 68 weather radar, provides information
not found in the basic POH/AFM. It contains information for the safe
operation of the airplane and radar system.
DESCRIPTIVE DATA
The optional Garmin GWX 68 color weather radar is a 4-color digital pulsed
radar with 6.5 kilowatts of output power.
The Quest KODIAK® 100 uses an underwing pod mounted 10 inch phased
array antenna stabilized to accommodate 30º of pitch and roll.
The radar data is displayed on the G1000 multi-function display (center
screen). The radar functions are controlled through the multi-function display
(MFD) buttons and controls. The system is electrically protected by a 5 amp
circuit breaker located on the center pedestal, Avionics 2 bus.
See the Garmin G1000 Integrated Flight Deck Pilot’s Guide for further
information.
9.7-2 LIMITATIONS
Except as shown in this section, operating limitations associated with the
Garmin GWX 68 weather radar installation are the same as those for the
Quest KODIAK® 100 landplane. The limitations included herein apply only to
operations with the weather radar system installed.
WA RNING: The limitations included in this section have been approved

by the Federal Aviation Administration. Observance of these operating
limitations is required by Federal Aviation Regulations.
KINDS OF OPERATION EQUIPMENT LIST
KINDS OF OPERATION EQUIPMENT LIST

VFR NIGHT
IFR NIGHT
System, Instrument,
VFR DAY
IFR DAY
KNOWN
Comments
Equipment, and/or Function
ICING
PLACARDS AND MARKINGS

Weather Radar
POH/AFM Supplement for the 1 1 1 1 1 Accessible to

Garmin GWX 68 Airborne Color pilot in flight if
Radar radar is to be
used.
Garmin G1000 Integrated Flight 1 1 1 1 1 Accessible to
Deck Pilot’s Guide with Section pilot in flight if
6.2 Airborne Color Radar radar is to be
used.

Section 9
PLACARDS
The following placard must be displayed when the Garmin GWX 68 radar
system is installed.
On the instrument panel in clear view of the pilot:
WARNING!!
DO NOT OPERATE RADAR
WITH PERSONNEL WITHIN 10
FEET OF POD DOME

CHECKLIST EMERGENCY PROCEDURES
Unchanged.
AMPLIFIED EMERGENCY PROCEDURES
Unchanged.
GENERAL
Unchanged.
Pilots should refer to the Garmin G1000 Integrated Flight Deck Pilot’s Guide
for GWX 68 operating procedures.
9.7-5 PERFORMANCE
The information presented in the introduction and Flight Planning paragraphs
of Section 5 of the basic landplane POH/AFM is also generally applicable
to the KODIAK® with the GWX 68 weather radar installed. However, the
following approximate performance effects due to the radar pod installation
should be noted:
Stall speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change
Climb performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No change
Cruise performance . . . . . . . . . . . . . . . . . . . . . .1 to 2 knot decrement
Weather Radar

Section 9

Weight and balance information contained in the basic KODIAK® 100
POH/AFM generally should be used for the radar equipped airplane.
WA RNING: It is the responsibility of the pilot to ensure that the airplane

is loaded properly. Operation outside of prescribed weight and balance
limitations could result in an accident and serious or fatal injuries.

This section describes briefly the Garmin GWX 68 color weather radar
system in the Quest KODIAK®.
THE GARMIN GWX 68 COLOR WEATHER RADAR SYSTEM
The optional Garmin GWX 68 color weather radar is a 4-color digital
pulsed radar with 6.5 kilowatts of output power. The Quest KODIAK® uses
an underwing pod mounted 10 inch phased array antenna stabilized to
accommodate 30° of pitch and roll. To focus radar scanning on specific
areas, Sector Scanning offers pilot selectable horizontal scan angles of 20°,
40°, 60°, or 90°. A vertical scanning function helps to analyze storm tops,
gradients, and cell buildup activity at various altitudes.
The radar data is displayed on the G1000 multi-function display (center
screen). The radar functions are controlled through the MFD soft keys and
rotary knobs. Available modes are Standby, Weather, Ground Map, and
Vertical Scan. Range may be selected with the G1000 MFD range knob.
Antenna tilt and gain may be adjusted for particular needs. WATCH and
Weather Alert functions are provided to give pilots more weather information.
See the Garmin G1000 Integrated Flight Deck Pilot’s Guide for further
information.
9.7-8 HANDLING, SERVICE, AND MAINTENANCE
Section 8 of the basic KODIAK® 100 landplane POH/AFM applies, in general,
to the GWX 68 equipped airplane.
The airplane should be regularly inspected and maintained in
accordance with information found in the KODIAK® 100 Airplane
Maintenance Manual and in Service Letters or Bulletins, and the
airplane must receive all required inspections.
Weather Radar

Section 9

Weather Radar

Section 9
100 SERIES OV E RS I Z E D T I R E S
OVERSIZED TIRES AND LANDING WEIGHT

KODIAK ® 100 POH/AFM Supplement AM901.008
INTRODUCTION
When large tires are installed on the KODIAK® 100 and landing weights are
increased (up to the limit defined by this Supplement), this Supplement is
applicable and must be inserted in the Supplement section (Section 9) of
the KODIAK® 100 Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual. This document must be carried in the airplane at all times.
Information in this supplement adds to, supersedes, or deletes information
contained in the basic KODIAK® 100 POH/AFM.
Oversized Tires

Section 9
OV E RS I Z E D T I R E S 100 SERIES

Oversized Tires

Section 9
OVERSIZED TIRES AND LANDING WEIGHT

Table of Contents
CONTENTS PAGE
GENERAL...........................................................................................................9.8-7
LIMITATIONS......................................................................................................9.8-7
EMERGENCY PROCEDURES...........................................................................9.8-8
NORMAL PROCEDURES..................................................................................9.8-8
PERFORMANCE................................................................................................9.8-9
AIRPLANE & SYSTEMS DESCRIPTION........................................................9.8-26
Oversized Tires

Section 9

Oversized Tires

Section 9
9.108-1 GENERAL
DESCRIPTIVE DATA
Maximum Certificated Weights
Landing............................................................................................7255 lb
Tires
Nose....................................................................22 x 8.00, 6-ply, tube type
Main.................................................. 29 x 11.0, 10-ply, tubeless (with tube)
9.108-2 LIMITATIONS
GENERAL LIMITATIONS
In order to operate with increased weights, the KODIAK® airplane must
be equipped with wing and flap vortex generators through either a factory
configuration or a field retrofit completed in accordance with Quest Field
Service Instruction FSI-007, Vortex Generator Clip Installation. Reference
Quest Service Notice SN-025 for details.
Tire Sizes and Pressures

Aircraft must be equipped with the factory optional large tires on all three
wheels.
Nose....................................................................22 x 8.00, 6-ply, tube type
Cold, unloaded tire pressure: 35 psi
Main.................................................. 29 x 11.0, 10-ply, tubeless (with tube)
Cold, unloaded tire pressure: 27 psi
Weight Limits
Maximum Landing Weight................................................................7255 lb
CENTER OF GRAVITY (CG) LIMITS

Loading Envelope for Landing
Forward CG Limit at 7,255......................................72.60 in. (27.41% mac)
(Linear variation between 6,690 lb and 7,255 lb)
Forward CG Limit at 6,690......................................69.25 in. (22.24% mac)
(Linear variation between 5,000 lb and 6,690 lb)
Forward CG Limit at 5,000 lb or less.......................63.90 in. (14.00% mac)
Aft Limit, up to 7,255 lb...........................................80.78 in. (40.00% mac)
Reference Datum.....................................................forward face of firewall
Oversized Tires

Section 9
KODIAK LOADING ENVELOPE FOR LANDING

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
12% 16% 20% 24% 28% 32% 36% 40%
Figure 9.108-1 – Center of Gravity Envelope

No change.
Approach to Landing
Short Field Approach Flaps 35° (Vref) ...........................................76 KIAS
All other procedures remain the same.
Oversized Tires

Section 9
9.108-5 PERFORMANCE
MAXIMUM LANDING WEIGHTS
(Refer to the table on the following page.)
Conditions:
• Flaps 35°
• Airspeed 76 KIAS (VREF)
NO TE S:
landing weight.
NOT E: For temperatures below 5°C and altitudes below 5000 ft pressure
altitude, the landing weight limit is 7,255 lb.

Oversized Tires

Section 9

(°C) (°F) 5000 6000 7000 8000 9000 10000 11000 12000
7255
5 41 7255 7255 7255 7255 7255 7255 7255
7169
7255
7 45 7255 7255 7255 7255 7255 7255 7255
7044
7255
9 48 7255 7255 7255 7255 7255 7255 7255
6923
7255 7157
11 52 7255 7255 7255 7255 7255 7255
7203 6794
7255 7030
13 55 7255 7255 7255 7255 7255 7255
7071 **
7255 6905
15 59 7255 7255 7255 7255 7255 7255
6940 **
7255 7170 6772

17 63 7255 7255 7255 7255 7255
7205 6801 **
7255 7032 **
19 66 7255 7255 7255 7255 7255
7063 ** **
7255 6897 **
21 70 7255 7255 7255 7255 7255
6921 ** **
7255 7148 6754 **

23 73 7255 7255 7255 7255
7173 6773 ** **
7255 6999 ** **
25 77 7255 7255 7255 7255
7019 ** ** **
7243 6854 ** **
27 81 7255 7255 7255 7255
6866 ** ** **
7255 7091 6701 **

29 84 7255 7255 7255 ---
7103 6706 ** **
7255 6936 **
31 88 7255 7255 7255 --- ---
6935 ** **
7255 7149 6775

33 91 7255 7255 --- --- ---
7165 6760 **
7255 6978
35 95 7255 7255 --- --- --- ---
6982 **
7255 7182
37 99 7255 --- --- --- --- ---
7215 6792
7255
39 102 7255 --- --- --- --- --- ---
7021
7255
41 106 --- --- --- --- --- --- ---
7249
Oversized Tires
**These weights are less than or equal to 6690 lb. Refer to the chart in the main body of the manual for these conditions.
Table 9.108-1 – Maximum Landing Weight

Section 9
MAXIMUM LANDING WEIGHTS WITH ECC

Conditions:
• Flaps 35°
• Airspeed 76 KIAS (Vref)
N OTE S :
landing weight.
N OTE : For temperatures below 5°C and altitudes below 5000 ft pressure
altitude, the landing weight limit is 7,255 lb.
N OTE : Blue numbers indicate performance with Air Conditioning

Oversized Tires

Section 9

(°C) (°F) 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000
7255
-3 27 7255 7255 7255 7255 7255 7255 7255 7255 7255
7145
7255
-1 30 7255 7255 7255 7255 7255 7255 7255 7255 7255
7040
7251
1 34 7255 7255 7255 7255 7255 7255 7255 7255 7255
6938
7255 7147
3 37 7255 7255 7255 7255 7255 7255 7255 7255
7212 6830
7255 7040
5 41 7255 7255 7255 7255 7255 7255 7255 7255
7100 6719
7255 6933
7 45 7255 7255 7255 7255 7255 7255 7255 7255
6988 **
7255 7193 6823

9 48 7255 7255 7255 7255 7255 7255 7255
7247 6871 **
7255 7077 6708

11 52 7255 7255 7255 7255 7255 7255 7255
7128 6751 **
7255 6962 **
13 55 7255 7255 7255 7255 7255 7255 7255
7003 ** **
7209 6844 **
15 59 7255 7255 7255 7255 7255 7255 7255
6881 ** **
7255 7085 6720 **

17 63 7255 7255 7255 7255 7255 7255
7125 6753 ** **
7255 6961 ** **
19 66 7255 7255 7255 7255 7255 7255
6995 ** ** **
7255 7194 6832 ** **

21 70 7255 7255 7255 7255 7255
7243 6861 ** ** **
7255 7060 6699 ** **

23 73 7255 7255 7255 7255 7255
7103 6723 ** ** **
7255 6927 ** ** **
25 77 7255 7255 7255 7255 7255
6960 ** ** ** **
7255 7152 6789 ** ** **

27 81 7255 7255 7255 7255
7195 6811 ** ** ** **
7255 7003 ** ** **
29 84 7255 7255 7255 7255 ---
7038 ** ** ** **
7224 6856 ** **
31 88 7255 7255 7255 7255 --- ---
6881 ** ** **
Oversized Tires
Table 9.108-2 – Maximum Landing Weights with External Cargo Compartment

Section 9

(°C) (°F) 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000
7255 7065 6700 **
33 91 7255 7255 7255 --- --- ---
7101 6715 ** **
7255 6904 **
35 95 7255 7255 7255 --- --- --- ---
6935 ** **
7255 7115 6734

37 99 7255 7255 --- --- --- --- ---
7145 6762 **
7255 6946
39 102 7255 7255 --- --- --- --- --- ---
6974 **
7255 7153
41 106 7255 --- --- --- --- --- --- ---
7148 6794
7255
43 109 7255 --- --- --- --- --- --- --- ---
6970
7255
45 113 --- --- --- --- --- --- --- --- ---
7141
**These weights are less than or equal to 6690 lb. Refer to the chart in the main body of the manual for these conditions.
Table 9.108-2 (continued) – Maximum Landing Weights with External Cargo Compartment
Oversized Tires

Section 9
BALKED LANDING CLIMB GRADIENT

Conditions:
Power................................................................................ MAX TAKEOFF
Flaps......................................................................................... 35° (Down)
Climb Airspeed..............................................................................76 KIAS
Winds...................................................................................................Zero
Air Conditioning..................................................................................... Off
Example:
Outside Air Temp................................................................................ 20°C
Weight................................................................................7255 POUNDS
Pressure Altitude...................................................................... 6000 FEET
NOTE S:
for the horizontal distance traveled and are expressed as Feet per
Nautical Mile.
charted data.
the Go-Around / Balked Landing procedure outlined in “Section 4.”
• The 6690 lb chart is provided for interpolation only. For landing weights
of 6690 lb or less, use the tables found in the main body of the manual
along with a climb speed of 74 KIAS.

Oversized Tires

Section 9
7255 POUNDS WEIGHT 6690 POUNDS WEIGHT*

ALT SPEED ALT SPEED
543 373 666 482
S.L. 76 968 903 845 S.L. 76 1132 1061 998
483 311 602 414
693 398 239 830 508 336
2000 76 899 837 2000 76 1057 998
636 338 168 768 443 258
555 282 680 382
4000 76 846 786 — 4000 76 998 933 —
499 224 619 319
637 414 156 769 526 245
6000 76 780 — 6000 76 926 —
583 359 97 710 466 181
681 502 291 817 622 392
8000 76 — — 8000 76 — —
629 450 236 761 565 333
532 361 163 654 468 253
10000 76 — — 10000 76 — —
480 308 108 598 410 194
397 234 53 507 330 134
12000 76 — — 12000 76 — —
346 182 -1 452 274 75
* The 6690 lb chart is provided for interpolation only. For landing weights of 6690 lb or less, use the tables found in the main
body of the manual along with a climb speed of 74 KIAS.
Table 9.108-3 – Balked Landing Climb Gradient
Oversized Tires

Section 9
BALKED LANDING CLIMB GRADIENTWITH ECC

Conditions:
Power...................................................................................... Max Takeoff
Flaps......................................................................................... 35° (Down)
Climb Airspeed.............................................................................. 76 KIAS
Winds................................................................................................... Zero
Air Conditioning......................................................................................Off
Example:
Weight.....................................................................................7255 pounts
Pressure Altitude..........................................................................6000 feet
NOT ES :
for the horizontal distance traveled and are expressed as Feet per
Nautical Mile.
charted data.
the Go-Around / Balked Landing procedure outlined in Section 4.

Oversized Tires

Section 9

ALT SPEED ALT SPEED
467 298 595 411
S.L. 76 891 826 769 S.L. 76 1058 987 925
408 236 530 343
617 323 164 758 437 265
2000 76 822 760 2000 76 983 915
560 263 93 696 372 188
479 207 608 312
4000 76 769 710 — 4000 76 925 860 —
424 149 547 249
561 339 81 697 455 175
6000 76 704 — 6000 76 854 —
507 284 22 639 395 111
605 426 216 745 550 321
8000 76 — — 8000 76 — —
553 375 161 689 494 262
456 286 88 583 397 183
10000 76 — — 10000 76 — —
405 233 34 527 340 124
322 159 -21 436 259 63
12000 76 — — 12000 76 — —
271 108 -75 381 204 5
Table 9.108-4 – Balked Landing Climb Gradient with ECC
Oversized Tires

Section 9
BALKED LANDING RATE OF CLIMB

Conditions:
Power...................................................................................... Max Takeoff
Flaps......................................................................................... 35° (Down)
Climb Airspeed.............................................................................. 76 KIAS
Winds................................................................................................... Zero
Air Conditioning......................................................................................Off
Example:
Weight....................................................................................7255 pounds
NOT ES :
charted data.
• This chart is based on a climb speed of 76 KIAS and flaps at 35°.
However, significantly better performance may be achieved by climbing
at the Best Rate of Climb speeds with the flaps positioned at 20°
or following the Go-Around / Balked Landing procedure outlined in
Section 4.

Oversized Tires

Section 9

ALT SPEED ALT SPEED
720 504 883 650
S.L. 76 1145 1112 1080 S.L. 76 1334 1301 1270
642 420 798 559
920 548 335 1100 700 471
2000 76 1106 1070 2000 76 1294 1259
846 466 235 1019 611 363
767 404 937 548
4000 76 1081 1045 — 4000 76 1270 1235 —
690 321 854 457
881 595 232 1061 755 365
6000 76 1036 — 6000 76 1226 —
807 516 144 981 669 269
941 722 435 1126 893 585
8000 76 — — 8000 76 — —
870 648 353 1049 812 497
765 541 253 940 701 393
10000 76 — — 10000 76 — —
691 461 169 860 614 301
595 365 86 760 514 216
12000 76 — — 12000 76 — —
519 284 -1 677 427 122
Table 9.108-5 – Balked Landing Rate of Climb
Oversized Tires

Section 9
BALKED LANDING RATE OF CLIMB WITH ECC

Conditions:
Power......................................................................................Max Takeoff
Flaps......................................................................................... 35° (Down)
Climb Airspeed..............................................................................76 KIAS
Air Conditioning..................................................................................... Off
Example:
Weight................................................................................... 7255 pounds
Pressure Altitude......................................................................... 6000 feet
NOT ES :
charted data.
• This chart is based on a climb speed of 76 KIAS and flaps at 35°.
However, significantly better performance may be achieved by climbing
at the Best Rate of Climb speeds with the flaps positioned at 20°
or following the Go-Around / Balked Landing procedure outlined in
Section 4.

Oversized Tires

Section 9

ALT SPEED ALT SPEED
621 403 789 555
S.L. 76 1056 1019 984 S.L. 76 1249 1213 1179
542 319 704 464
820 445 230 1006 603 372
2000 76 1013 974 2000 76 1206 1168
746 363 131 925 513 264
663 297 840 447
4000 76 984 945 — 4000 76 1179 1141 —
586 214 756 356
777 487 120 963 654 450
6000 76 937 — 6000 76 1132 —
703 408 33 883 568 165
837 614 323 1029 792 480
8000 76 — — 8000 76 — —
766 540 242 952 711 392
658 429 138 838 595 284
10000 76 — — 10000 76 — —
584 349 53 758 509 192
483 249 -35 654 405 102
12000 76 — — 12000 76 — —
407 168 -121 572 317 8
Table 9.108-6 – Balked Landing Rate of Climb with ECC
Oversized Tires

Section 9
OBSTACLE LANDING DISTANCE

(Max Weight 7255 lb)
Conditions:
Winds................................................................................................... Zero
Runway.......................................................................... Dry, Level, Paved
Flaps.............................................................................................35° (Full)
Approach Airspeed........................................................................ 76 KIAS
• Power for 3° descent to 50 foot obstacle, then gradual reduction
to IDLE at touchdown. BETA range (lever against spring) after
touchdown.
Example:
Weight....................................................................................7255 pounds
Headwind.............................................................................................zero
Obstacle Speed (Vref): 76 KIAS
Landing Ground Roll: 824 FT
Total Distance Over 50 Foot Obstacle: 1641 FT
N OTES :
• Short field technique utilized as outlined in Section 4 of the Pilot’s
Operating Handbook.
• Decrease distances 10% for each 14 knots headwind.
• For operation in tailwinds up to 10 knots, increase distances 10% for
each 2 knots.
• For operation on a hard, dry, grass runway, increase distances by 20%
of the ground roll calculation.
• To land with the flaps up, increase approach speed by 22 KIAS and
allow for approximately 55% longer distances.
• Use of maximum reverse thrust after touchdown will reduce ground roll
by approximately 5%.
• For sloped runways (up to 3% slope), increase the distances by 27% of
the ground roll distance for each 1% of downslope. Decrease distances
by 9% of the ground roll distance for each 1% of upslope.
data for landing distances.
NOT E: Red shaded areas represent data at temperatures greater than

interpolating.
Oversized Tires

0°C 10°C 20°C 30°C 40°C 50°C
50’ Press Total Total Total Total Total Total
WT GRND GRND GRND GRND GRND GRND
Speed Alt Feet to Feet to Feet to Feet to Feet to Feet to
(LB) ROLL ROLL ROLL ROLL ROLL ROLL
(KIAS) (FT) Clear Clear Clear Clear Clear Clear
50' OBS 50' OBS 50' OBS 50' OBS 50’ OBS 50’ OBS
S.L. 725 1456 751 1491 778 1526 804 1562 831 1599 857 1635
1000 746 1507 773 1545 800 1582 828 1620 855 1659 882 1698

2000 768 1562 796 1601 824 1641 852 1682 880 1722 908 1764
3000 790 1619 819 1661 848 1703 877 1746 906 1789 935 1833
4000 814 1680 843 1724 873 1769 903 1815 933 1860 963 1907
5000 838 1744 869 1791 899 1839 930 1887 961 1935 — —
7255 76 6000 863 1812 895 1862 926 1912 958 1963 990 2015 — —
7000 889 1883 922 1936 954 1990 987 2044 1020 2099 — —
100 SERIES
8000 917 1959 950 2015 984 2072 1017 2130 1051 2188 — —
9000 945 2039 979 2099 1014 2160 1048 2221 1083 2282 — —
10000 974 2125 1010 2188 1045 2252 1081 2317 — — — —
11000 1004 2215 1041 2282 1078 2350 1115 2419 — — — —
12000 1036 2311 1074 2382 1112 2454 1150 2527 — — — —
S.L. 668 1381 693 1413 717 1445 742 1478 766 1511 791 1544
1000 688 1428 713 1462 738 1497 763 1531 788 1566 814 1602
2000 708 1479 734 1515 760 1551 786 1588 812 1625 837 1662
3000 729 1531 755 1570 782 1608 809 1647 835 1687 862 1726
4000 750 1587 778 1628 805 1669 833 1710 860 1752 888 1794
Table 9.108-7 – Obstacle Landing Distance

5000 773 1646 801 1689 829 1733 858 1776 886 1821 — —
6690 74 6000 796 1708 825 1754 854 1800 883 1847 913 1894 — —
7000 820 1774 850 1823 880 1872 910 1921 940 1971 — —
8000 845 1844 876 1895 907 1947 938 2000 969 2053 — —
9000 871 1918 903 1972 935 2028 967 2083 999 2140 — —
10000 898 1996 931 2054 964 2113 997 2172 — — — —
11000 926 2079 960 2141 994 2203 1028 2266 — — — —
12000 955 2167 990 2233 1025 2299 1060 2365 — — — —
9 . 8 - 21
OV E RS I Z E D T I R E S
Section 9
Oversized Tires
Section 9

WEIGHT AND MOMENT LIMITS
Use the following chart to determine if the weight and moment calculations
from the Weight and Balance Loading Form are within limits.
WEIGHT AND MOMENT LIMITS FOR LANDING

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
200 250 300 350 400 450 500 550 600
Moment/1000
Figure 9.108-2 – Weight and Moment Limits Chart

Oversized Tires

Section 9
CENTER OF GRAVITY LIMITS

The figure illustrates the airplane’s center of gravity envelope.

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
12% 16% 20% 24% 28% 32% 36% 40%

7500
7000
6500
WEIGHT (lb)
6000
5500
5000
4500
4000
3500
63 65 67 69 71 73 75 77 79 81
C.G. LOCATION (Inches Aft of Datum)
Figure 9.108-3 – Center of Gravity Limits

Oversized Tires

Section 9
9.108-7 AIRPLANE & SYSTEMS DESCRIPTION

FUEL (LB) ENTRY SECTION
NOT E: If the aircraft is on the ground or a destination way point has not
been entered, the estimated landing weight field displays invalid values
consisting of six dashes.
Estimated Landing Weight (Calculation Field) - When the aircraft is in the

air and a destination way point has been entered, the fuel calculations
can be completed. Landing weight is automatically calculated based on
the following information: [ Estimated landing weight = zero fuel weight
+ estimated landing fuel]. If the estimated landing weight is greater than
6,690 pounds, the estimated landing weight will be displayed in amber.
Landing weights up to 7,255 pounds are acceptable if accomplished in
accordance with the limitations of this supplement.

No change.
Oversized Tires

Quest Kodiak 100 Series POH

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Weight & Bal. Performance

DO NOT USE THIS MANUAL FOR

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1-3 THREE VIEW DRAWING

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Wing Area: 240 sq.ft.

Minimum Turning Radius: 152 in

Max. Propeller Diameter: 96 in

Main Landing Gear

Maximum Height: 14.7 ft

Wheel Base Length:

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1-4 DESCRIPTIVE DATA

NOT E: Horsepower ratings are for 2200 RPM (propeller).

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JP-1 MIL-T-5616 -46 (-51) Straw

Table 1-2 – Approved Fuels

Icing Inhibitor Additive Name Concentration Required (% by Volume)

Table 1-2A – Approved Anti-Icing Additive

If additional biocidal protection is desired, the following additive is permitted:

Biocidal Additive Maximum Concentration Allowed (% by Volume)

Table 1-2B – Approved Biocidal Additive

WARNIN G: All fuels used must contain anti-icing fuel additive

Fuel Capacity (in U.S. Gallons):

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WA RNING: Ensure the oil dipstick/cap is latched down securely.

NOT E: In order to obtain an accurate oil level reading, it is necessary

MAXIMUM CERTIFICATED WEIGHTS

NOT E : Refer to “Section 7” of this manual for recommended loading

TYPICAL AIRPLANE WEIGHTS

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CABIN, CARGO, AND ENTRY DIMENSIONS

Cabin Length (Forward Door Post to Aft Bulkhead)...........................190 IN

BAGGAGE/CARGO COMPARTMENT DIMENSIONS

NOT E: Refer to “Section 6” of this manual for loading weight limits.

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1-5 SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY

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ENGINE POWER TERMINOLOGY

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Torque – A measurement of the rotational force exerted by the engine on the

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AIRPLANE PERFORMANCE AND FLIGHT PLANNING

Climb Gradient – The demonstrated ratio of the change in height during a

WEIGHT AND BALANCE TERMINOLOGY

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WARNINGS, CAUTIONS, AND NOTES DEFINED

CAUT ION: An operating procedure, technique, note, or maintenance

NOTE: An operating procedure, technique, note, or maintenance condition

MEANING OF “SHALL,” “WILL,” “SHOULD,” AND “MAY”

MEANING OF “LAND AS SOON AS POSSIBLE” OR

1-6 CONVERSION CHARTS

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